USHGA Hang Gliding February 1981

Altitude is • precious.

Keep track of yours.

Stop guessing your altitude. The Altimaster II will tell you at a glance, accurately and reliably.

Knowing your altitude helps you make the right decisions; it makes your flying safer and more fun. Those are the real reasons to take an Altimaster II along with you.

Features • Lightweight, rugged and reliable Altimaster altimeters have been popular with hang glider pilots and skydivers for over 10 years.

• Mounts practically anywhere - on your wrist, your harness or your glider.

• Easy to read. Reads to 12,000 feet; needle sweeps second time around for higher altitudes. 100-foot increments below 1,000 feet.

• Quickly adjusted to launch site elevation.

• Compact. Actual size is 3 11 dia. x 1 114 11 thick.

• Resistant to dust and moisture.

···································· Please send me an Altlmaster II. D Enclosed is my check or money order for $89.95.

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Satlsf action Guaranteed. Return the Altimaster within two weeks of receipt for a complete refund.

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• FLIGHT LOG, 40 PAGES • POCKET SIZE, 3%" x 7" • SKILLS SIGN•OFFS INTERMEDIATE ADVANCED AND SPECIAL • GLOSSARY OF TERMS • MASTER RATING

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

EDITOR: Gil Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grc!hnis, Bettina Gray CONTRIBUTING ILLUSTRATORS: Cathy Coleman, Barbara Graham, Harry Martin OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Kit Skradski (Renewals) Amy Provin (Ratings) Janet Meyer (New Memberships) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Lucky Campbell SECRETARY: Ewart Phillips

ISSUE NO. 97

Hang Gliding CONTENTS FEATURES

14 19 24

EXECUTIVE COMMITTEE: David Broyles Lucky Campbell Dick Turner

31

USHGA REGIONAL DIRECTORS

34

REGION l: Doug Hildreth. REGION 2: Pat Denevan. George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION .4: Lucky Campbell. Carol Droge. REGION 5: Hugh Dundee.

REGION 6: Dick Turner. REGION 7: David Anderson. Ron Christensen. REGION B: Charles LaVersa. REGION 9: Les King, William Richards. REGION 10: Richard Heckman.

Scott Lambert. REGION 11: Ewart Phillips.

REGION 12: Paul Rikert. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: John Lake, John Harris. Hugh Morton.

The United States Hang Gliding Association, Inc., is a division of the National Aeronautic Association (NAA) which Is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world governing body for sport aviation. The NAA. which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hong gliding sport enthusiasts to create further interest in the sport. by a means of open cummunication and to advance hong gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles. photos, and illustrations concerning hong gliding activities. If the moteriol is fo be returned. a stamped. self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors.

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc. whose mailing address is P.O. Box 66306, Los Angeles. Calif. 90066 and whose offices are iocated at 11423 Washington Blvd.. Los Angeles.

Calif. 90066: telephone (213) 390-3065. Secondclass postage is paid of Los Angeles, Calif. HANG GLIDING magazine Is printed by Sinclair Printing & Lithe, Alhambra. Calif. The typesel!ing is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color separations by Scanner House of Studio Ci!y, Calif. The USHGA Is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership Is open to anyone interested in this realm of flight. Dues for full membership ore $25 per year ($26 for foreign addresses); subscription rates are $18 for one year, $31 for two years, $44 for three years. An introductory six-month trial is available for $9.00. Changes of address · should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a moiling label from a recent issue.

FEBRUARY 1981

36

38 40

MOTORIZED DESIGN CONCEPTS By Bill Figueiredo

by Paul B. MacCready, Jr. BEST FLIGHT SPEEDS NEW GLIDER

By Jan Case SHOWCASE POWERLINES: The Deadly Menace

By Ernest Morgan HANG GLIDER TECHNOLOGY:lllustrations and Text© A Pictorial Survey 1981 by Dennis Pagen HANG GLIDING

By Carl E Hiebert Cartoons by Charlie Ballard COLLOQUIALISMS GLIDER EVALUATION:

By Ric Lee Lancer SL 200 GENERAL METEOROLOGY:

by Rick Jesuroga Part II

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 7 CARTOON by Harry Martin 11 DIRECTOR'S CORNER 12 NEWS AND NEW PRODUCTS 16 MILESTONES 28 POWER PILOT 29 HANG ONE HERE 29 POEM 32 LITTLE TIPS 44 CLASSIFIED ADVERTISING 50 STOLEN WINGS COVER: Roy Hoggard in a Viper during the filming of a feature movie entitled "Reckless" at Indian Dunes. CA He is wearing oxygen and high altitude gear for a record balloon drop. Photo by Bill Bennett.

CENTERSPREAD: Deon Tanji takes a flight at an unusuol secret site. Originol photo by Cookie Dyer. Special effects by Dean Tanji/ Abracadabra Slide Production, Santa Ana. CA CONSUMER ADVISORY: Hang Gliding Magazine and USHGA Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained. performance figures quoted in advertising are only estimotes. Persons considering the purchase of a glider are urged to study HGMA standards.

Copyright© United Stoles Hong Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Mogazine and Individual contributors.

\JLTRALIQNT CONVERJAT10N

November Comments Dear Editor,

Aerial Techniques ............................ 22

The HGMA would like to ask that you impose these same requirements on all advertisers.

Allow me please, several comments on your fine November issue: On the recent National Championships at Ellenville, thanks to Lars Isaacson for his fine coverage. As assistant meet director, I spent the weeks preceding the meet working fulltime on meet preparation with Lars and believe me, nobody worked harder. The photos accompanying the article were terrific - another fine job by a fine lady, Bettina Gray.

To Doug Hildreth on "Accident Review."

Here in Ellenville we hold parachute clinics about twice each year, discussing use, care and packing of the chute (I'm a certified Senior Rigger). But more importantly, we practice "throwing out" the canopy and also climbing in the control bar. We practice these exercises donned in harness, helmet and heavy gloves (as in winter flying). We hoist an old sailless airframe up into a tree until the control bar is about 8-9 feet off the ground. For throwing out the chutes the pilots hook in and simulate flying normally. The other participants surround the glider and on a predetermined signal (unknown to the pilot) begin shaking, via attached ropes, the airframe and hollering like hell. Now the pilot uses the 4-Step (Look, Grab, Pull, Throw) Chris Price routine. The chute must be thrown clear of all the other participants surrounding the glider. They simulate wreckage. By tying a string around the deployment bag, the pilot makes several throws. The last throw has to be one handed (left handed if you're a righty, vice versa for south paws) and with gloves on, of course. On this last throw, the string is removed and if the canopy doesn't deploy the pilot has to yank the bridle sharply to free the locking stows.

On your recommendation to drop away from the glider immediately on a failure to hook in, I agree emphatically. Unfortunately, many sites do not allow this option, ergo perform a static check every time.

Regarding the stall on launch, many pilots will float off on the ragged edge of a stali because at some sites you either get into the narrow lift band right at takeoff or you fly through it and down for a sled ride. This increases the likelihood of a gust-induced stall or a wing tip stall (especially in a slow, shallow turn). Thanks for your article Doug, keep up the good work.

Mike Meier HGMA Secretary

Dan Chapman Marlboro, NY

HGMA Advertising Standards Dear Editor, A number of hang glider manufacturing companies have been making references to certification in their advertising that the HGMA feels may be misleading to the public. The HGMA would like to request your cooperation in discouraging this practice. There are generally two problem areas: 1) A manufacturer will use superlatives in his advertising such as "Strongest glider ever certified," etc.

2) A manufacturer will imply that a glider is certified or is soon to be certified. For example, three sizes of a glider are advertised and the glider is advertised as HGMA certified, when only one size has been certified.

Or the manufacturer makes statements such as, "Certification in process," or "Full certification pending."

To address these problems, the HGMA has adopted a set of advertising policies for its members. These require that: 1) No comparative or superlative statements be made in advertising with regard to HGMA certification.

2) No statements be made about certification unless the glider advertised currently possesses an HGMA Airworthiness Certificate.

3) All references to certification in advertising state only that the glider is HGMA certified, and the year in which it was certified. (The year is important because the standards get more rigorous each year.)

4) If more than one size is advertised, it must be specified which sizes are certified, unless all sizes are.

4

INDEX TO ADVERTISERS Bennett Delta Wing Gliders . . . . . . . . . . . . . . . . . 2, 51 Cloudbase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l O Crawford .................................... 21 Eco Nautics .............................. , ... 46 Eipper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Glider Rider .................................. 45 Goldwing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Grant ........................................ 21 Hall Brothers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Hang Gliding Press . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

Holmbeck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Hurst ......................................... 18 Kite Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Kitty Hawk Kites ........................... 44, 49 Leaf ........................... , ......... , . . . 46 Makiki ....................................... 44 Manta Products .............................. 43 Monarch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9

Ocean Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BC Odyssey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Ontario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Partridge .. , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Poynter Books ................................ 21 Snyder Ent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFC Soarmaster .................................. 13 Spectra Aircraft .............................. 48 Sprague Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

Stratus ....................................... 22 Ultralight Library. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 USHGA .......................... l, 10, 17,30,47 US Moyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5

Whole Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Wills Wing, Inc ................................ 23 Wings .......... , . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l ~ months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

Dear Jim and Henry.

On July 25, 1980 two Britishers, who attempted records at Cerro Gordo for 1 0 days straight. plus Chris Aral. a top notch U.S. X-C pilot, and George Worthington launched from Cerro Gordo about 1 :30 pm. All four were trying for the World Flex-wing (Rogallo) Distance record.

It was a special day because of the location and excellence of the cumulus clouds. The Mega climbed straight to cloudbase at 16,500, directly over take-off. I allowed the Mega to enter the cloud until vision directly downward was starting to fade. Then I pushed the control bar toward the knees just enough to maintain downward vision. There was extra speed left, if needed, at all times. When the edge of the cloud was reached the Mega was slowed to minimum sink speed and steered to the next cloud ahead. The Mego's sink rote helped to get the gilder to the next cloud at a height where the thermal underneath was still very active. When the second cloud was reached. the some procedure, as used in the first cloud, was repeated. The Mega flew 60 miles like this, from cloud to c:loud. · The Mega offered a unique advantage on this flight. Many of the clouds were as much as one and two miles "behind" (downwind) the spine of mountain. With the Mego's better speed range and penetration, it became reasonably safe to fly such a distance behind the spine and toke odvon· toge of these clouds. It mode an extremely significant difference in achieving the record.

At the 70 mile mark, the Mego was under a solid overcast which stretched ahead for 15 miles, It looked bad because no heat was getting through to the valley floor or to the sides of the mountains. And it was bad.

Every scrap of lift wos used but the glider was forced ower and lower. At the 85 mile mark, at 8,000 feet ASL 500 feet above the aluvial fan of the volley floor) the er finally flew out from under the overcast and over a sheer rugged rock canyon wall facing the sun. A violent, snakelike, thermal existed right next to the woll. The Mega had to fly within 50 feet of the wall or lose the thermal. The turbulence was violent. I put my faith in the reputation of Moyes and the Brod, docks that the glider was strong. After long min11tes of thrashing around, trying to catch pieces of the "snake" that was going up, (you could never stay in the lift for more than a quarter turn) the altimeter began inching up. Finally, the "snake" became a real thermal, and took the Mego up to 16,500.

From there, in a straight glide, with no real thermals, but with the help of some buoyant cool evening air, and a bit of downwind tailwind component, the Mego glided 23 more miles and to a new World Record.

Yo11rs truly,

Photo by 0, Dettlno Gray

Compliments

"Gutesiegel" Findings

ULTRALIGHT LIBRARY We Ha,e Them All - Evel)'1hing You Want To Read

Order Any Time You Wish, As Olten Or As Little As You Wish. There Are Ho Deadlines, Ho Unwanled Deliveries. And Ho Hassels - Jusl Discounts/ Order One Or Two Books And Pay Full Lisi. Order Three To Hine And Oeducl 5'!• Order Ten Or More And Oeduc/ A Full 10'!.

Dear Editor, The December issue 1980 was great! The calendar idea is out of sight. Enclosed is my order for two more copies.

Thanks for your consideration and for the great job being done with Hang Gliding magazine. It is, as you know, of unusual quality, especially for a "trade" publication.

Tom Fischer Matthews, NC

Old-Timers vs. Retailers Dear Editor,

Dear Editor,

I don't generally write letters to editors because I'm a passive person who has little writing skill. But now I'm mad as hell! For several years now we old-timers, who are probably the silent minority, have been reading hype from manufacturers concerning the need to expand, organize and support the retail outlets.

Why? I'll tell you. So they and other entrepreneurs can get rich off people who wouldn't bother with flying if it wasn't the macho thing to do. People who are really flyers want quality ships for reasonable prices. To say that commercialism promotes this is nonsense. People like Dick Boone, Bob Trampenau, the late Bob Wills and many more would advance hang gliding if they had to pay to do it! A real flyer doesn't need a fancy retailer; he needs a break on the cost of his glider.

Many others and I are tired of manufacturers and some non-flying newspaper publishers forcing commercialism down our throats. We support good schools, safe, inexpensive ships and the freedom of flight.

Hang gliding is not for everyone. Year after year I see the same old faces on the mountaintop. There are new faces and welcome they are, but there are many thrill seekers who come, spend money and go. These people keep the bloodsuckers in business.

Some retailers, usually found around organized sites, are useful and needed. But a retailer on every block is expensive and unwanted.

On the lighter side, your work is much appreciated. A steady improvement in the mag has occurred since your involvement. I would be glad to pay a little more for my subscription if the calendar was all in color.

I am surprised at the lack of contact between the HGMA and the German "Gutesiegel.'" To date we have tested approximately 200 different hang gliders on our lift/drag/pitch test car.

Concerning the question of compliance on the Mega, in the November issue, that glider did not get the Gutesiegel certification because of pitch problems discovered in our test car. According to our results it has a "pitch hole" around 7° angle of attack, measured on the keel, and at high negative loads. At 0° angle of attack the pitch up is OK but here I see the problem with the HGMA certification, which requires a high pitch up at 0° but does not ask clearly for other regions.

In the past four years we have gained a great deal of theoretical and practical experience in the evaluation and interpretation of test car results. We even tested about ten original accident gliders. We consider it very serious that some think that any glider will tumble when dropped from a nose up position. This suggests that tumbling can't be avoided. Our tests show that tumbling accidents happened only when the center of pressure at negative angles of attack was in front of the center of gravity, which means that high pitch up at negative angles of attack is the key for avoiding forward flips.

I am very sorry that an exchange of information with the States did not work in the past, so I will make an attempt to initiate an exchange by sending you the evaluation results whenever a U.S. or Australian glider is tested on our "driving wind tunnel."

Larry Gilbert Galena, Ohio 6

Michael Schonherr Weinbergweg 35, 07000 Stuttgart 80 West Germany

Name _ _ _ _ _ _ ~ Address - - - - - - . ________ -~--

City--~~-- _ _ state_ --~Zip __ _

HANG GLIDING

MfANWHILE INTHE CDRNtR oF A DARK CONTROL ROOM, AN ERR 1£ FACE IS LIT 6¥ iflf CrlOW OF A C4iHODE.

~Ai TUB£

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eNP

Dear Editor, I just wanted to let you know what a big

kick I get out of rlarry Martin's comic strip each month. I thought the strip on the Southern California meet was hilarious. I hope to see a lot more of his work in the future. It's really something a glider pilot can relate to.

B.J. Schulte Mascoutah, IT.

(One pilot has two.) On three of them, no barograph was used. Four out of the eight pilots who flew over one hundred miles were seeking official world records at the time of takeoff, and four were not.

There were many reasons for not carry· ing a barograph. Barographs arc expensive.

They are seldom used, Most really long flights come as a surprise to the pilot, who did not believe at the time of takeoff, that he would fly that far. If you don't carry a barograph, it proves that you don't care about records, and it makes a pilot feel more comfortable to feel he doesn't care.

Some pilots feel that they are incapable of properly filling out the paperwork required by the F.A.I. All of the above arc valid reasons for not seeking official records. But, did you know: 1) The USHCA and its record committee are very anxious to help you achieve a documented official record, and they are ex-· tremely competent to help.

2) The procedure for obtaining a straight distance record is extremely simple. But like anything else that you've never clone, it seems complicated until you do it.

Dear Editor, After reading Rich Pfeiffer's American Cup article, I discovered one serious omission the winner of the Rogallo Award for outstanding individual achievement. That prestigious award belongs to British pilot, Graham Hobson, who repeatedly humiliated me in the air.

Next year Graham ...

Rich Grigsby Chatsworth, CA

Dear Editor, There have been only nine hang gliding flights in the world which have exceeded one hundred miles straight line distance.

8

3) The belief that "unofficial records are adequate and fair" is not a true statement. I could give you IO examples, but I'll just name two. One pilot's flight was stated, in writing, in a national publication, to be three different distances. If the flight had been certified by the F.A.l., only one distance, the correct distance, would be given.

Another pilot's flight was reported, in writ-· ing, in a national publication to be two widely differing distances. This is the problem with "word of mouth" unofficial records. And in every case which I know about, the pilots who flew the flights were not trying to cheat. Instead, the pilot's over--enthusiastic friends were the ones who unwittingly exaggerated or erroneously computed the real distances. Unofficial records are not the least bit fair or accurate.

They arc unreliable, chaotic, and meaningless.

4) Hang gliding, both in the U.S. and in the entire world, has come a long, long way from the clays of bamboo frames with plastic sails, when the designers and pilots were thought to be eccentric daredevils. Today's glider is an ingenious work of art when one considers its safety and controlability. The pilots who design and fly them have created organizations and attitudes which are remarkably mature and sound.

The time has come for those pilots who still feel that "informal", "word-of-mouth", "unconfirmed", "inaccurate" unofficial records arc better, and are all that this sport needs,

to reconsider the facts and their particular motivation. Do they want rumor, inac-· curacy, exaggeration, chaos? Or do they want honest, verified and documented records?

Ceorge Worthington San Diego, California

Dear Editor, When I received the form last summer for membership renewal I dutifully completed it all, including the part about one's "most memorable flight," which in my case happened to be a rather embarrassing one from my early flying days. Little did I realize that l was releasing the story for national publication in your Milestones column, with my name and all!

So a caution to other members whose most memorable flight they would like their flying buddies to forget -- faithful completion of the USHGA renewal form may mean posterity is just around the comer!

William Sayer East Stroudsburg, PA

Hang Gliding wrlcomes lettrrs to t/1r rditor. Contributions must he typed, double spuced and limited to a maximum of 400 words. A II Ir tiers arr subject to standard editing for clarity. Send contrilndion lo: USIJGA. P 0. Box 66306, Los Angeles, CA 90066.

HANG GLIDER OXYGEN SYSTEM Hore is tile proven best system available for tiang It consists of a. A 7 cu. ft. cylinder (45 min.····2 tirs altitude) b. An attacl1ecl, tested and certified constant military regulator where the gauge sin1ult,,neous.ly shows bot11 tank pressure and flow c. A regulator low pressure outlet tubing d. 3 ft. clear PVC tubing for insertion into simple easy delivery method above complete 7 pound for only $175.00 optional Scott con:;tant flow mask add $2[).00 2550 Pleasants Send check or money order to

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Span............... 32' 6" Pilot weight ........ 150-210 lbs.

Nose angle ......... 121° Pilot rating ........ III/IV PERFORMANCE Specific claims of sink rate and L/D for hang gliders are at best estimates fly a Monarch II and make your own comparisons. No current flexv1ing has a better all around performance envelope.

Stall speed .... 15 mph (indicated) Top speed .... 47 mph HANDLING The Monarch II launches, lands and ground handles with exceptional ease. Stall characteristics are mellow. Control pressures in pitch and roll are pleasantly light while still providing proper feedback to the pilot. Roll/yaw coordination is effortless.

Roll rate ... 45°/45° less than 2.5 seconds l.1Vs-l.5Vs ... accelerate in 2.2 seconds

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Hiking or biking. Walking or working Now you can fake your favorite music along Ir. stereo New Hip Pocket cassette portable features unique collapsible stereo headphones and player with sepmafe volume controls for perfect balance There's an extra headphone outlet so you con make it music for lwo. plus a "Talk Line· so you can speak to h1rn or her For Joggers and skiers. fhere·s an optional padded canvas Sports Pack Hip Pocket Stereo. Incredible sound you carry around Incredible price. too.

Hip Pocket Stereo & supplied accessories • Collapsible stereo headphones [ l) • Cmrying case w shoulder strap • Cmrying case for cassettes. headphone &batteries • Demonstration tape [l) • Alkaline batteries (3)

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Oly

Address _ _ _ _ _ _ _ _ _ _ _ _ _

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1.1995

Subtotal _ _ _ _ _ _ _

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2895

TaX-~-----

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910

Sh1pp1ng & Handling

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3695

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2895

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ISN'T IT TIME YOU SUPPORTED YOUR NATIONAL HANG GLIDING ORGANIZATION? The United States Hang Gliding Assn., Inc.: • Offers $500,000 pilot liability insurance.

• Offers site insurance to chapter clubs.

• Publishes HANG GLIDING magazine, the largest circulation hang gliding publication in the world. Beautiful color photography.

I include my check or money order as follows: 0 $25 FULL MEMBER ($26 foreign}- As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits.

0 $18 SUBSCRIPTION ($19 foreign) for one year.

0 GIFT SUBSCRIPTION OR MEMBERSHIP. FROM: Name---------~-------~ 0 $31 SUBSCRIPTION ($33 foreign) for two years.

Address -----------------O $44 SUBSCRIPTION ($47 foreign) for three years.

City _ _ _ _ _ _ _ _ State _ _ _ _ Zip _ _ __ O $9.00 TRIAL SUBSCRIPTION for six months.

Check here and fill in the recipient's name and address below.

NAME

PHONE ADDRESS~~~~~~~~~~~~~~~ AGE CITY STATE ZIP~~~~~~~~~~~~ Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066

by With some of the visiting pilots who've come to terrorize our precious flying sites in the past years in mind, most pilots in Region II would like the rest of the world to know that Northern California and the Reno/Carson area is completely flat and inverted.

I'm sure that most flying areas have this same vexation. The problem stems from lack of communication from site to site, region to region and is a great justification for this column. If I can relate to the rest of the country how we generally regulate our flying sites, visitors can come better pre-pared, feel more welcome and have a safer, more satisfying time here. My purpose in writing this column is to also provide the tools so "out of towners" can find out the specifics of any flying park from local authorities.

Our region is anything but completely flat. In fact, our versatile geography and conditions offer everything from smooth coastal ridge soaring, inverted sled rides and serene Yosemite glides to yanking FEBRUARY 1981

radical thermaling - and not so radical thermaling.

The general flying season usually starts in March, is consistent May through September and runs slowly out of gas by November. December through February is the least consistent for soaring flight. (Rain and winds blowing backwards.)

As in many other flying areas, we regulate our public flight parks. Usually a local club sets up the rules to encourage the safe . . ty and longevity of the site. Flying members provide the monitoring, peer pressure and muscle to be sure that the rules are followed.

These local clubs and neighborhood hang gliding shops support each other and the USHGA by requiring ratings demonstrating the appearance of skill level and USHGA membership (usually for site insurance purposes). Visitors will need to bring proof of ratings and membership with them. Nonmembers can usually obtain USHGA mem-· bership during local shop business hours. If you're "out of town" a log book will help lend merit to your seeming flying talents.

At some sites you may have to purchase a temporary membership, sticker, button or card to demonstrate you have checked in or adhered to local ordinances. Fees are modest for temporary visitors.

Powered pilots should take note that motorized ultralights are not allowed to fly, land or take off at our free flight sites, power on or off. Powered flying areas are available with more sites being sought and opened as the demand increases in our region.

The Sierra Pacific Council is a club in which all Region II hang gliding organizations are encouraged to participate. The council is a unit in which we can pool our resources to handle sites, pilots and problems. This is the way our different areas communicate with each other.

Currently the council is working on our 198] Regionals, setting dates for rating days and Instructor Certification Clinics as well as putting together a site directory that other USHCA members can send for. Our regional directors will bring input from all the clubs and individuals in Region II to the February USHGA Board of Directors meeting, through the Sierra Pacific council.

Our methods of site regulation have enabled us to open new sites and keep existing areas open. State and Federal agencies as well as conservative property owners have opened their eyes, ears and land to us with the help of USHGA insurance and excellent local safety awards. It takes a lot of hard work and personal devotion from many individuals.

Regulation started very early in this region and was, for awhile, looked down

on by many a traveling pilot who didn't want to hassle with rules. Now we all see the value of establishing a system that will ensure us permanent flying areas.

We realize we aren't the only ones who value our sites this way; the whole flying community is doing or starting lo do the same thing. The one thing we do want to communicate is to come to our region ready to do some great flying (you should have been here yesterday), and be prepared to establish your membership and flying skill. Once you come to our sites you'll sec that it won't take that much extra time or hassle to get checked out. In fact, you'll save time and gas simply getting the correct directions, weather information and safety suggestions.

When planning a visit to a specific site or area it's a good idea to contact the nearest hang gliding shop. The local site information is available here as well as any required permits, stickers or memberships. These shops support the USHGA and your safety interests.

Here is a list of most of the Region II shops and schools by area and specific sites: Reno/Carson City - High Sierra Hang Gliders, (702) 885-1891 Santa Rosa · Bright Star Enterprises

Marin County, (Mt Tam Site, Dillon Beach Site) Hang Gliders West*, (415) 883-3494 San Francisco (Funstun Site, Westlake, Thorton Beach and Chronkite Sites) -Chande/lC' San Francisco*, (415) 756-·0650.

South Bay Area (Ed Levin Site, Marina) - Mission Soaring Center, (415) 656-6656 Monterey Area (Marina Site) Hawlc Kites, (408) 384-2622.

Kitty

Salinas Arca - The Flight Center*, (408) 758-6896.

Santa Cruz Area · Wings or Whef'ls*.

(408) 423-4442 Yosemite (Glacier Point) · No local shop, contact the Ranger Station during flying season.

Modesto/Mother Lode Area · Ultralight Systems and Equipment, (209) 523-6652. *Powered ultralight information available.

Through cooperation we can all fly higher. Thank you and see you in the air .

.....

11

GO ORNO GO The General Aviation Manufacturers Association has announced the availability of a new safety-oriented, audio-visual presentation entitled, "Weatherwise II: Go or No Go?" The 24-minute slide/tape show was developed by GAMA in cooperation with Ohio State University and the FAA. It was premiered in New York recently before an audience of several hundred pilots attending an FAA Accident Prevention Seminar at the Hayden Planetarium.

"Weatherwise II: Go or No Go?" is the latest in a series of 18 presentations on aviation safety developed by the general aviation industry for use in the FAA's accident prevention program. The first half of the new presentation explains how pilots can obtain a th~rough preflight weather briefing and the second half is dedicated to teaching pilots how to use the weather information to make a series of "go or no go" decisions.

Accompanying the slide/tape presentation is a ten-page booklet entitled, "How to Obtain a Good Weather Briefing." The booklet contains timely information on weather reporting, plus a flight planner form. The booklet and any of the 18 safety slide/tape shows may be ordered by writing: General Aviation Manufacturers Association, Suite 517, 1025 Connecticut Ave., N.W., Washington, D.C. 20036.

BIG SUR FLY-OFF The seventh annual Big Sur Thanksgiving Fly-Off was highlighted by a one-onone duration and spot landing contest. This was the first time a contest was held in conjunction with the annual fly-off. Forty-two of the approximately 230 pilots attending the annual event entered the competition.

The rules were simple and the contest was designed with fun in mind. The pilots were paired off according to hang rating and after three days of flying, Rob de Groot, from Sydney, Australia, flying borrowed glider, came out on top. ABC National News covered the event and their report was aired coast to coast. Local San Francisco station KPIX also covered the weekend, and aired their footage on "Super Kids", Jan. 3, 1981.

12

7MAG According to the manufacturer, up to 7% fuel can be saved by coating one's aircraft to speed its flight. This is reported in a paper titled "Flyer's Reports." Pilots, operators and owners coated their various types of aircraft with the chemical "7 MAG" and obtained speed increases in actual flights.

As shown in the report and literature, "7 MAG" works by modifying boundary layer effects and separation. It also reduces skin friction. Results are smoother, shorter takeoffs and landings - marked increases in aircraft speed. Total effects are the parallel savings of fuel/gas and time, up to 7%. A clear, non-flammable liquid, "7 MAG" is wiped on in a single operation, and a quart covers 1,000 square feet. No special equipment is needed.

Contact: Merix Chemical Company, "7 MAG" Aerospace Department, 2234 East 75th Street, Chicago, IL 60649.

OLD MAGS Hundreds of old magazines were recently found and will be made available to collectors. The treasure trove of back issues, most in excellent condition, consists of USHGA's Hang Gliding and Ground Skimmer magazines. Some date back to 1973.

These magazines are quite valuable as very few remain in existence today.

Collectors wishing to complete their libraries should write to Dan Poynter (P.O. Box 4232-D, Santa Barbara, CA 93103 USA) for a complete list and prices.

AIAA CONFERENCE The American Institute of Aeronautics and Astronautics, San Diego section presents a conference on hang gliding Sunday, February 22, 1981, from 1 to 4 pm, at the University of San Diego. The program includes guest speakers George Worthington, Eric Raymond, Tom Price and Gil Dodgen, plus films and much more. Prices in advance $10, $5 students; at the door $12, $6 students. Contact: AIAA SD, 5805 Amarillo Ave., San Diego, CA 92041.

P-38 LIGHTNING

Working with the FAA, Mitchell Aircraft Corporation recently completed phase II testing of its "P-38 Lightning."

The P-38 is an all-new design, breaking away from Mitchell's long-time, traditional concept of flying wings. According to James M. Meade, Mitchell Corporation president, their goal with the new craft is to offer·to the flying public a simple, easy-tobuild, single-place, portable lightweight that can be trailered to almost any place.

"It's the answer to enthusiasts wanting to own and fly their own aircraft," Meade said, "but who don't necessarily want to wait from six months to five years while building it."

Mitchell's design goal for the P-38 is structured so that four persons can put it together in one day. It carries a plus and minus 6-G stress factor.

An all-aluminum, tubular structure carries a 200-pound empty weight and is capable of pushing a 250-pound pilot at a normal cruise of 50 mph. Takeoff speeds were accomplished at 34 mph, with landings coming in under 30.

Phase III - accelerated flight testing began in early January and will take in such maneuvers as stalls, steep turns, spins and slow flight, and establish criteria for takeoff and landing, climbs, cruises and let downs.

For more information contact: Mitchell Aircraft Corporation, 1900 S. Newcomb, Porterville, CA 93257, or phone (209) 781-8100.

DISTANCE CORRECTION In our October 1980 issue we reported a flight of 116 miles by Steve Moyes from Cerro Gordo. That distance stands corrected at 109 miles, still a very impressive flight.

HANG GLIDING

MANTA

This inflalable device for the rapid deployment of conventional hang glider circular canopies was designed for deploy·· mcnt at low altitudes. No modification of the canopy is necessary. The device is tied on with the canopy folded properly inside, the being attached either to the low part of the control bar or lengthwise under a prone flyer.

The prototype is preinflatcd with gas from a small cartridge. Contact: H.O. Bucker, Box 18394, Sao Paulo-SP, Brazil.

Manta Products, Inc. has ;mnounced that Rex Miller, current world champion and Nationals Class II champion is back in Oakbnd, CA after six months as Manta's field representative. Miller will now participate in Manta's product development group. Last summer and fall Rex toured the U.S., visiting Manta dealers and flying competitions that could accornmodatc the Fledgling.

Rex has helped develop and has flown the first prototypes of the new Manta wing. include a foldable control bar, refined tips, a completely new airfoil, a in static balance, rigging and controls.

The annual -San Francisco bay area new kite showcase will take place March 20 through 22. The schedule is as follows: Friday, March 20 at Dillon Beach for Beginners; Saturday, Ed Levin Park for Inter-mediate or Novice sign off from the day before. Sunday, Fort Funston for Intermediates with soaring experience.

Please bring your current USHCA rating card, harness and helmet. $1 donation/ registration fee. Contact: Chandelle San Francisco, Inc., 198 Banos Ave., Daly City, CA 94014 (415) 756--0650. Hang Gliders West, 20-A Pamaron, Ignacio, CA 94947 (415) 883-3494. Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94538 (415) 656-6656.

An open invitation is extended to all professional dealers, shops, and schools to par-ticipate in the show. All manufacturers with professional dealer programs, certified gliders, and energy to share are also invited.

Written confirmation must be received by February 28.

I

WHAT IS A TRIKE? A trike is a self-contained motorized landing gear that attaches to the keel

of the glider. Tho primary advantage of this mrangornont is 1hat the cage is conncc"tcd just as a pilot would be, allowino Hrn conversion from liann nlider to {Jlidor in a matter of minutes. the cane moves aboui tho control har ns a pilot would in a stnndard hanq qlicler harness, a rigid seating arran~1erncnt allows the rilot to l,uckle-in securely.

THE STANDARD PP-106 IS STILL AVAILABLE FOR YOU PRONE FLYERS. THE PP-106 WEIGHS LESS THAN 30 LBS. AND H/\S BEEN ATTACHED TO IVIOST U.S. GLIDERS, AS WELL AS IVIANY OVERSEAS MODELS. SOARMASTER SUPPLIES PROPELLERS FOR MANY POWER SYSTEIVIS. JUST SPECIFY YOUR REQUIREMENTS PROPS ARE ALUIVI.

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13

MOTORIZED HANG GLIDER DESIGN CONCEPTS

by Bill Figueiredo

I was asked earlier this year to design a motorized Quicksilver, a fairly popular motorized conversion these days. After some preliminary calculations, I finally decided on the design specifications given in Figure 5. I am not sure whether the design will ever be built, but a lot of thought went into it. Some of the basic things that dictated the design are discussed in the following sections.

There are some problems with using cowlings though, for example, some people have burnt to death in them.

Drag Section

PERFORMANCE (160 LB PILOT)

The Quicksilver is an OK hang glider but stick on an engine, control cables, and landing gear and it turns into a dog with an LID of five or six. Most people just stick on a bigger engine and say to hell with it, but that just seems to be an inefficient approach. I decided to reduce as much drag as practically possible. That amounted to an increased aspect ratio to reduce the winginduced drag, and also sticking cowling around the engine and the pilot and as much landing gear structure as possible.

Also the frontal area of the cowling was kept small because the pilot doesn't need to shift his weight for control. With those design features, it's possible to get an LID of 11 or 12 which is really respectable for a Quicksilver, or any glider, for that matter.

14

Prop Advance Ratio ................. 301 Prop Efficiency .................... 55 % Prop Gear Ratio ................. 1:4.625

DESIGN SPECIFICATIONS

Wing Loading Wing Span ....................... 40 ft.

Wing Area ...................... 200 ft. 1 Aspect Ratio ......................... 8 Empty Weight. ............ 120 to 140 lbs.

Cruise Speed .................. 22.8 mph Max Speed .................... 37.4 mph Stall Speed ..................... 17 mph LID Max ........................ 12 to 1 Minimum Sink ............ 150 to 170 fpm Service Ceiling ................. 13250 ft.

Ceiling Altitude ................ 17500 ft.

Sea Level Climb Rate ............ 450 fpm Wing Loading ................ 1.4 lbf/ft.'

POWER SPECIFICATIONS Engine ........... McCulloch MC91 M/C Max Power. ......... 9.8 h.p. at 9000 rpm Takeoff Thrust. ................. 120 ]bf Cruise Climb Thrust. ............ 81.5 ]bf Prop Diameter. .................. 4.5 ft.

I was wondering what kind of wing loading to use and after looking at several Quicksilver planforms, 1. 4 pounds per square foot was chosen because Quicksilver hang gliders were typically designed for those wing loadings. The one thing that distinguishes a hang glider from a general aviation aircraft is the wing loading. Some people like to think that a motorized hang glider is something you land on your feet (thus the FAA ruling on motorized hang gliding), but I sure wouldn't want to land anything on my legs with a four-pound wing loading, which some motorized hang gliders are approaching. I think a much more coherent FAA specification for a motorized hang glider would be wing loading, whether it landed on wheels, pontoons, or your legs. For my motorized Quicksilver design, a 1.4 pound wing loading meant putting on 50 or 60 square feet more wing area to pack along the landing gear, engine and everything else that goes with the added gross weight.

HANG GLIDING

the biggest effect on climb performance.

Making sure the design can handle a 5 or 5.5 foot prop might be a good idea.

Power Requirements and Power Availability

MOTORIZED OUICl(SILYJR - FIGURE 5

Propeller Efficiency I had never designed a hang glider prop before. Instead of a brute force prop design calculation (Ref. 10) Professor E. Larrabee of M.I.T. had done some analysis for hang glider props (Ref. 5). He had determined the efficiency of a 4 and 4.5 foot prop to be 50 and 55 percent respectively at roughly an advance ratio of .301. Advance ratio is a function of the prop angle of attack at a given flight speed. Consequently, the prop thrust and efficiency are also a function of advance ratio (Ref. 10). Advance ratios are much simpler to work with than prop pitches - the path of the prop as it slips through the air. So armed with this information, I determined climb performance increases for increasing prop diameter, decreasing the wing loading, and cleaning up the drag situation on Quicksilvers. The results are shown in Figure 6. Basically

Figure 6 shows that increasing a Quicksilver C wing area from 160 feet 2 to 200 feet' nets a 60 foot per minute climb rate increase.

Putting on a cowling gets a 50 foot per minute climb performance increase. Adding 6 inches to the prop diameter from 4 feet to 4.5 feet got an additional 80 feet per minute climb rate. So with a little playing around with the design, I got an additional 200 feet per minute. Increases in prop diameter had

Calculating design performance with a prop gets a little involved and the results for the chosen Quicksilver design are plotted in Figure 7. The power requirement curves are the Quicksilver drag polars at several different altitudes above sea level. The power availability curves correspond to the propulsive power generated by the prop at a given flight speed and altitude. The plot gives a sea level max speed of 37 mph and stall speed of 17 mph. The climb rate can be determined from the power beyond that required to stay aloft. The ceiling altitude was determined to be 17,500 feet above sea level and the service ceiling (altitude where only 100 feet per minute climb rate remains) was 13,250 feet, which is pretty high for only a 10 horsepower engine. Getting a bigger engine didn't make sense because I don't intend to fly any higher. Of course, the glider would fly faster with a bigger engine, but the Quicksilver wasn't designed to fly fast because of the wing loading requirements, so I was sort of stuck with the 10 horsepower engine. All I wanted was something that could climb well, have an LID of 10 or 11 with the engine turned off for thermaling capabilities and that would pretty much fly like a hang glider. I'm sort of disappointed that motorized hang gliding hasn't been going for the clean efficient ship but has been substituting horsepower instead. But this introduces some exciting possibilities.

QUICKSILVER CLIME RATES CL 1MB RATE - FEET /MINUTE

PROP EFFICIENCY = • 504 ENGINE HORSE POWER = 9, 56 H.P.

500

400

0

WITH FAIRING

0

WITHOUT FAIRING

A

PROP EFFICIENcY = • 55 (4 .5 FOOT PROP)

300

REFERENCES 200

5. Horlock, J.H., Axial Flow Turbines, Fabert E. Krieger Publishing Co., Inc., Huntington, New York, Copyright 1973, p. 38.

10. Von Mises, R., Theory of Flight, Dover Publications, Inc. New York, New York. Copyright 1959. p.

244-250, p. 381-411.

FEBRUARY 1981

100

100

150

200

WING AREA - FEET2

FIGURE 6

15

QUICKSILVER POWER REQUIREMENT AND AVAILABILITY CURVES

0 HORSE POWER 10

SEA LEVEL ASL

0

5000'

t.

10000' ASL

0

15000' ASL

8

6

10

20

30

40

so

I VMAJC

60

70

FLIGHT SPEED FEET PER SECOND

FIGURE 7

system would be used. Extra high landing gear would be required for ground clearance of the prop, and the prop would be three bladed, not two. As the glider carves up the sky, the prop is going to act like a huge gyroscope countering every maneuver executed. If the prop has an even number of blades, a sinusoidal gyroscopic load will beat the hell out of the drive train as the glider does some rapid turning. With an odd number of blades, though, the sinusoidal gyroscopic hub stresses of each blade destructively interferes with the other. So as the prop is pulled around in a maneuver, it still precesses like a gyroscope, but in a smooth continuous fashion. This is the reason why motorcycles with solid metal wheels usually have an odd number of spokes; they just negotiate turns much better. The extra blade will also help in getting the disc loading up, which would be nice for vertical climb capability. I'm not sure how receptive Jerry Ritz would be to carving a three bladed prop though . ...-,

Future Develoments in Motorized Hang Gliding If people really want to use all that horsepower, then they should do something with it. With all the horsepower being used, it is conceivable to have a thrust to weight ratio greater than one; you could go straight up.

Thrust goes up with an increase in the diameter of the prop to the fourth power and with rpm to the second power. The thrust goes down due to reduced rpm because a larger prop is usually geared down to get the right advance ratio; but the diameter always wins out in thrust. Where would a thrust-to-weight ratio greater than one be useful? In aerobatics. Enough ultralight technology exists now that a real high performance aerobatic motorized hang glider could be built. lt would have performance approaching that of a jet fighter.

Besides doing Cuban eights, barrel rolls, outside loops and all that other stuff that goes with world class aerobatic competition, it would be able to do barrel rolls going straight up until it was out of sight.

That's performance.

One approach to obtaining such high pertormance would be a rib stitched Easy Riser (good for ± 12 g's) with symmetrical airfoils (flies just as well upside down as right side up) and with three-axis control. It would sort of look like a Pitts Special with the tail chopped off. The three-axis control would be a must for aerobatic maneuvers and for the Easy Riser that would amount to four full-length Stuka control flaps that . were separated into eight complete control surfaces. These surfaces would provide pitch and roll control while the drag plates would provide yaw control. A BD-5 type cowling with a zero g pilot suspension 16

/ -------------

I

CONNECTICUT: Deane Williams X-C'd 32.5 miles, breaking his previous Connecticut and Region 8 record of 25 miles. He launched at 2:37 from Talcott Mountain near Avon, CT (750-foot vertical) on September 28, 1980. Gaining 5,600 feet above takeoff he landed in Windham airport in Willimantic at 4:20.

SASKATCHEWAN: Blake Todd, of Winnipeg Manitoba, set a new endurance record for the Qu' Appelle Valley sites. The 350-foot site record was lengthened to 55 minutes. The temperature the day of the flight was -12 degrees Centigrade. Blake is 17, a

Hang II pilot and flies a Phoenix 6-c junior. Wind velocity was 30-32 kilometers per hour.

MELBOURNE, AUSTRALIA: Ian O'Neill flew 38 kilometers from a 200-foot site on the third of April 1980.

Launching from Mt. Elephant during the "Victorian Hang Gliding Championships" Ian flew his Mega II to 2400 feet above takeoff and turned downwind. Using more thermal lift from an airport runway and burned-off fields he landed one hour and five minutes later. He was disqualified from the meet but didn't seem to care.

HANG GLIDING

THE FUTURE IS NOW ...

• 25-80 MPH SPEED RANGE • FULL 3-AXIS CONTROL • 50+ MPG FUEL ECONOMY • NO LICENSE REQUIRED • WELL PROVEN CANARD CHARACTERISTICS • RUGGED COMPOSITE STRUCTURE • STABLE, SPORTY HANDLING • 250 LB. PAYLOAD

/

TAKE HANG GLIDING WITH YOU DON'T MISS THE LA TEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS// NAME ---~---~--USHGA # OLD ADDRESS STATE _ _ ZIP _ __

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INFO PAC $6.00 I COMPLETE KIT $3495.00 (UNTIL MARCH 1, 1981)

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USHGA, Box 66306, Los Angeles, CA 90066.

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'(es\ arn interested in your safari to and would \\Ke to rece;ve your brochure v./i\n cornp\e\e de\ai\s.

C\ip and Airmail \o: Ron 11urs\, Oel\a Satoris l(urfas\ens\r. 6i c11-soo2 z.uricn $\(1/i\zer\and

Z.ip State

by Paul B. MacCready, Jr.

Summary In thermal soaring with a hang glider, it is beneficial to fly toward the next thermal at a speed which gives the flattest glide considering the down-current you may be in.

This lets you have the greatest chance of usually a reaching the next thermal tough task considering the performance limitations of hang gliders. The correct speed can be conveniently shown automatically by a speed scale, tailored to the performance curve for the particular vehicle, affixed to a rate-of-climb indicator. This is a simplified version of the best speed-to-fly technique used in sailplanes.

Over the last three decades cross-country thermal soaring techniques have become well-developed for sailplane flying. Instrumentation, sailplanes, and flight techniques have all been tailored to produce better cross-country speeds. Hang gliding is entering a phase where cross-country thermal FEBr~UARY 19131

flights of more than 100 miles are being made. It is intriguing to examine how the sailplane experience might be adapted to improve this aspect of hang gliding.

The cross-country flight technique involves the glider ascending in a thermal by circling, then gliding at a fairly high speed toward the next thermal, climbing up in that thermal, and repeating the process until the destination is reached. Circling in thermals is done at a slow speed where the vehicle sinking speed is near the minimum whether the vehicle is a sailplane or hang glider.

In order to maximize its average speed over many thermal sequences, the sailplane's speed to the next thermal is selected by considering its performance curve, the strength of the downcurrent through which it is flying, and the expected strength of the next thermal. If the downcurrent is strong the sailplane flies fast so as to get through it quickly and hence reach the next thermal as high up as possible. If the next thermal will be strong the sailplane flies faster; even though the sailplane then encounters the thermal lower down, the rise rate in the thermal more than compensates.

Wind is not considered here; one is maxi·· mizing the average speed through the moving air mass without regard to the mean

movement of the air mass (this still achieves maximum average ground speed).

To explore for a hang glider the tradeoff between the goal of maximum average speed and the goal of improving your chances of reaching the next thermal, consider the following example.

Take a hang glider with the performance curve as given in Figure ] . This is the representative "Superkite" curve of the article, "Hang Clider Performance Compari-sons, Fundamentals, and Potentials" in the March :I 976 issue of Ground Skimmer.

"Superkite" is the category covering the high aspect ratio Rogallos, with battened or truncated or extended tips, and with wire· braced leading edges. Take the meteorological condition of a 12 ft/sec upcurrent (netting a climb rate of 8 ft/sec in thermaling), and a 2 ft/sec downcurrent between ther·mals. In Pigure 2 if you fly at the optimum speed for cross-country soaring, 36 mph, you will achieve an average of 14 mph. If you fly at the speed giving the best glide angle, 23 mph, your average speed will be less but only slightly less, 13 mph.

However, at the lower flight speed you travel 5,678 feet forward while descending 1,000 feet, as opposed to only 4,240 feet at the higher speed. The large extra distance is a better choice for a hang glider than the 19

answer. An airspeed scale (commonly called a Speed Ring) is set around the rateof-climb instrument face. The Speed Ring scale is tailored to the performance curve of the particular vehicle and the rate of climb indicator scale, and it is adjusted in position around the rate of climb indicator depending on the expected next thermal strength. If the speed toward which the rate of climb needle points is your flying speed, you are in the optimum condition. Thus you adjust your flight speed accordingly, altering speed as you get into varying downcurrent conditions. It turns out that the optimum

10

5 4

5

3

Best glide angle in downcurrent of strength w d 2

/

Q. :::)

w

10

20

30 (MPH)

40

50

0 30 (KNOTS)

20

z

I

0

2

5

3

IO

:--------/---

40

3: 0

Performance Curve (w g vs v)

6

u w

1f

'

8~

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0

r-

!=.

15

Fig. 1) Performance Curve and influences of downcurrent.

slight extra average speed - and the slower flight speed will be more comfortable and, in extreme cases, even safer.

Calculating the Speed Ring From the performance curve on Figure 1 prepare a table giving W vs. v. v is velocity. W is a total descent speed, the sum of the normal sinking speed Wg and downcurrent speed Wd. Pick any point on the performance curve, and draw a horizontal line through it and a tangent line through it. W is the distance between where these lines intersect the vertical axis. Repeat the process for other points.

The W vs. v relation is unique for each performance curve. In general one prepares a W vs. v table. However, for the case shown here, the W vs. v relationship turns out to be almost linear and can be approximated by the following equation (with v in mph and Win ft/sec).

The final step is putting the W vs. v relationship on a paper scale outside the rateof-climb indicator, as shown in Figure 3.

This is the Speed Ring. The performance curve involved in Figure 1 is an assumed one for a particular category of hang glider.

Hopefully, someone will soon do quantitative performance tests with hang gliders so that you can start with a more realistic curve designing a Speed Ring.

Using the Speed Ring It turns out that deciding just what speed to use, considering all these factors simultaneously, is actually simple, with an indicator which continuously shows you the

a!~~

KNOTS

Fig. 3) Rate-of-climb indicator with Speed Ring (rate-of-climb and velocity in knots).

speed is that which gives you the best glide ratio when the local downcurrent and the expected upcurrent are both added to your normal sinking speed. The concept is described more fully in the article "Optimum Airspeed Selector" in the March-April, 1954, issue of Soaring.

If the Speed Ring is adjusted for the case in which the next expected thermal has zero climb rate, the speed it indicates becomes

~

I I I

I

v = 19 + 0.73W For both v and W in knots, the formula becomes v = 16.5 + 1.07W, or, equivalently W = 0.93v - 15.4

I I

13 MPH (AVERAGE)

c8~\

~

i~ I

I

I I I

~

i I

You should use a W vs. v table or formula having units which are ~onsistent with the units on whatever rate-of-climb and airspeed indicator you will be using.

20

~

I I

Fig.

14 MPH (AVERAGE) 2) Comparison

of

airspeed

between

thermals

and

average

groundspeed.

HANG GLIDING

that g1vmg the flattest glide angle (hence reaching the next thermal as high up as possible, or gliding as far as possible through the air from a given height).

Applying the Concept to a Hang Glider For any glider there is always a tradeoff to consider in setting the Speed Ring. If your main worry is being able to stay up at all, you set the Speed Ring to the position where the expected next thermal has zero strength, and you maximize the horizontal distance through the air which you can cover. If your main concern is average speed, and you are not worried about being able to find and reach the next thermal, you set the Speed Ring for the expected strength of the next thermal.

The hang glider cannot achieve very high inter-thermal speeds and flat gliding angles.

This performance limitation puts the premium on just reaching the next thermal and ignoring considerations about optimum average speeds. Thus for a hang glider you can always leave the Speed Ring set for zero expected thermal strength. The ring need not be rotatable. It turns out that the penalty you pay in decreased average speed is very small, in the hang glider case.

For a high performance sailplane, you set the Speed Ring to the expected next thermal strength and thus achieve high average speeds. If you get into conditions where you are worried about finding or reaching the next thermal, you will still readjust the Speed Ring positive to suit weak or zero thermal expectations.

Figure 3 shows the Speed Ring mounted on a sailplane-type of rate-of-climb indicator such as some hang glider pilots have been using. Because hang gliders at high speeds sink rather fast compared to sailplanes the rate-of-climb instrument must cover a wide range. The glider is in a downcurrent of 2.4 knots, is flying at 24 knots, is sinking through the air at 4.1 knots, for a net descent rate of 6.5 knots. The needle points at 24 knots, and so the glider is being flown at the correct speed. If the glider were flying at 35 knots in this downcurrent the needle would point at 10.S knots sink and 27.S knots speed, so you would be flying too fast. As you slow down, only at 24 knots would the indicated speed equal the actual speed. Thus achieving the correct speed is an iterative process, but in the practical case only a one step iteration is required to get acceptable accuracy.

To convert this Speed Ring to the sailplane type which optimizes cross-country speed, you merely make it rotatable and, if the next thermal is expected to give you a climb of 4 knots, rotate the ring clockwise by 4 knot divisions on the rate-of-climb scale.

FEBRUARY 1981

A very sophisticated technology has built up around rate-of-climb indicators and speed-to-fly computation for sailplanes acceleration correction (total energy variometer), automatic sinking speed correction (netto variometer, permitting a at non-flyer rates! speed-to-fly ring without iteration), electronic computation, and various display methods. For hang gliders, the complexity Now available to hang glider of sophistication is inappropriate, since it pilots through a master life insurtakes the pilot away from the joyous simance company. plicity of the sport. But for efficient thermal If you're rated as a higher risk, soaring a rate-of-climb indicator (visual or you're paying too much. audio type) is necessary. The visual type at least makes the Speed Ring feasible.

Steve, I'm interested in saving Airspeed is sometimes measured, but more money on my life insurance. Please often sensed by "feel." Even with a Speed send me more information.

Ring, the actual airspeed can be guessed at if the pilot has built up some experience; a S Name knot error will not make much difference in Address ___________ the glide angle.

The spacing of thermals is such that comCity _ _ _ _ _ _ _ _ _ _ __ monly over flat ground the thermal nearest State _____ Zip _____ the one you are leaving is about four times as far away as the height of the thermals.

Considering the glide ratio of the hang Steve Grant glider, the existence of downcurrents beInsurance Services tween thermals, and the fact that the very 1633 E. 4th St., #284 tops and bottoms of thermals are not really Santa Ana, CA 92701 usable, this spacing is just too far for a hang (714) 835-4025 glider to bridge. This means that crosscountry soaring requires probing the conditions where thermals are closer - and can - - - - - - - - - - - - - - - - - - - . be located by the pilot. Thermals are often closer where topographic features tend to help create and localize them, such as around slopes. Thermals tend to line up in cloudstreets along the wind in certain wind shear conditions in flat terrain. This realm of soaring, well-developed over the eons by soaring birds over lan·d and ocean, is a challenge for the development of new soaring techniques.

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HANG GLIDING

by Jan In the beginning there were "standards," 80° 90°noseangle,3Y, 0 5°sailbillow, with leading edges and keels the same lengths. Some had battens, some had quick pin fittings, some adjusted scat to prone, but most flew pretty much the same: very inefficiently. But they flew, and it was an incredible thing we were doing: Fl.YING!!

As the quest for more air time, better handling and safer gliders accelerated, so did the advent of new tip designs, more efficient airfoils and a better understanding of the design needs of our sport. Stronger, safer, more forgiving gliders have been the result, and all this in many different configurations.

Since so much of the designing and comparison goes on in Southern California, we up north wanted a chance to see, fly and compare all these great new gliders. The concept of the New Glider Showcase was born. Chandelle San Francisco had grown from its beginnings in ·1973 as an outlet for Chandelle Sky Sails of Golden, Colorado, selling only Chandelle gliders, to a retail dealer and distributor for many different manufacturers. The ability to offer different manufacturers' products was a great boon to customer service. We really could find

24

the right glider for each customer, and not be restricted to one line, which in those especially, was often not right for each customer.

The first New Glider Showcase was held in September, J 976, at Fort Funston and the sand dunes below. We were blessed with those magically smooth westerlies, light in the morning for sand dune practice, and soarable in the afternoon. We had sent invitations to all the manufacturers to bring their latest designs in all available sizes, along with their most gregarious representatives. We mailed out 500 announcements to pilots, and more than 300 showed up to watch, fly and enjoy this happening. This was a time of a new generation of gliders, each with very different handling characteristics, all with better performance. We had a chance to fly and compare many different gliders and get to know the factory people even better. It was truly a successful show. ln the spring of 1977 we expanded the show to include all the other dealers in Northern California and Nevada, and spent several days before the Glider Showcase weekend in training sessions with the manufacturers' reps, learning all the latest information on their products, tuning, scr-·

vicmg, etc. This show was bigger and better, and even more pilots arrived to share it all.

Region II has the largest population of any USHGA region. We arc probably best known for Fort Funston, smooth ridge lift and regulated sites. The New Glider Showcase has always been a trend setter. As the manufacturers arc introducing their new glider designs, and while much of the country is still enveloped in winter, the first of March has traditionally brought us mild temperatures and soarable conditions for the Showcase: a great chance to see all the new designs, and the current designs, side by side, for performance, handling and craftsmanship comparisons. Also a great opportunity to share opinions, meet new people and see old friends. Last year we added a new site to the show, Ed Levin, for thermal conditions. The San Francisco Bay Area has, since the beginning of our flying history, been a congenial place to fly.

Those of us involved professionally have always shared site information, negotiations and maintenance. The feeling of responsibility lo encourage safe participation by all, no matter what kind of glider they flew, from whom it was purchased, or HANG GLIDING

where they learned to fly, was important to all of us. The three major shops in the area, Hang Gliders West, Mission Soaring Center and Chandelle have enjoyed a rare comradery in retail hang gliding. We work together on many projects, and last year the three of us got together to organize the l 980 New Clider Showcase. With all of our energies and ideas, the show was even betshow will be the best of all; ter. This with five shows behind us, we are now creating the best yet, the 1981 NEW Cl.IDER SHOWCASE. The show will last three days, starting Friday, March 13 at Dillon Beach. Saturday will be at Ed Levin Park and Sunday at Fort FEBRUARY 1981

PAGE: Chandelle's first New Glider 1976. Photo

showcase levels of

accommodates

Funston with our Annual Thank You BBQ Turkey Feed. Over the three days we will provide the opportunity for pilots of all skill levels to test fly gliders at different sites in different conditions. There will be ideal training slopes, mountain flying and that famous Fort Funston ridge lift. All pilots are invited and USHCA membership and rating are required, since all of our sites are regulated. Please bring with you your current USHCA membership/rating card.

There are always small gliders at the Showcase. The manufacturers have really responded to the Bay Area's active and growing female population a trend, I'm pleased to see, that has caught on throughout the country ... finally!

We have always actively backed the HCMA certification program, and will con-tinue to do so. A list of gliders available for demo flying will be published at the beginning of the show. Registration will be held at each site, the mornings of the show and transportation will be provided to the top at Ed Levin. For weather confirmation the morning of each show day, each shop will leave a recorded message on their phones.

Food will be available at each site from club concessions.

See you there. ...,

25

I

by Clenn Brinks

John Chotia just sent out a letter to Weedhopper owners regarding a fatal crash of a modified Weedhopper. The con ten ls of that letter apply to all ultralight pilots, regardless of what aircraft we're flying.

The crash occurred when a front wing tang cracked and failed, allowing the wing to fold up al an altitude of about 150 feet.

Chotia says he inspected the plane after the crash and found, "several improper repairs, unsafetied coarse-threaded bolts and unauthorized modifications."

According to Chotia, "The plane had been crashed seven times (!) by the owner while attempting to fly out of a field which was too small for safe operation. Many parts were bent, re-straightened and re-in·· stalled ... the tang which broke wasn't made

of factory supplied material either."

There is an obvious moral here. Quoting from the letter, "No structural part of an aircraft should ever be straightened and reused. You cannot tell what metallurgical damage may have occurred. Cracks need not be visible for the fatigue life to be adversely affected."

Unfortunately, there is no such simple rule for modifications. There are ultralights today which can gain increased performance and safety from competently engineered modifications.

Modifications can just as easily make any ultralight completely unsafe to fly. For example, adding material to some structures to "strengthen" them can actually make them weaker by creating a stress concentration adjacent to the strengthened section.

Changing the angle of flying wires can increase the compressive loads on frame tubes, possibly causing the tubes to buckle under very light air loads.

One certain way to become an accident statistic is to replace aircraft bolts with hardware store bolts, especially the ones threaded along their entire length. Hardware store bolts are made of cheap steel, aren't heat treated and the full-length threads reduce the effective diameter of the bolt and act like dozens of cracks, just waiting for a chance to travel right through the bolt. The safety of your aircraft can be compromised by changing the C.G. (especially to the rear), substituting materials and in many other ways.

Because there are so many subtleties to aerodynamics and aircraft structures, the best bet in planning any modifications is to check with someone who knows. If the manufacturer won't help you out, the next step is to talk to the designee of the local chapter of the Experimental Aircraft Association or the EAA Ultralight Association (P.O. Box 299, Hales Corners, Wisc. 53130

(414) 425-4860). The designec, usually a licensed airframe and powerplant mechanic and aircraft builder, is chosen for his expertise and should know if a modification or repair is safe. A third choice is to send a sketch and description of your idea to Power Pilot, Box 66306, Los Angeles, CA 90066. If I don't know whether it's safe, I'll find someone who does and get an answer back to you. If it's of general interest, it will be printed in Hang Gliding.

(Cuyuna) 430D Engine The Pterodactyl 430D engine is one of the biggest engines practical for use on an ultra-light. It's an inline, twin cylinder 2-stroke originally built as a snowmobile engine, but modified for aircraft use by Jack McCornack. Modifications include an extra main bearing on the front of the crankshaft to reduce bending loads, so it can be used in a direct-drive configuration with no worries about fatigue failure.

Horsepower is rated at 30 hp at 5,500 rpm. This is less horsepower at lower rpm than stock, but it allows sustained climbouts without overheating, gives a better level of reliability and keeps the propeller tip speeds within reason. Fuel consumption is about 1 V, gallons per hour at cruise.

Compared to a typical chainsaw engine reduction unit, the Pterodactyl engine is larger and heavier (about 70-75 lbs). With the proper attention to weight and balance, designers should be able to use the engine on many of the new ultralights, not to men·tion the possibilities as a power plant for small conventional airplanes. Mounting requirements are simple. The engine is bolted to a flat plate, rubber mounts are attached to the plate and the rubber mounts are then bolted to the airframe.

Pterodactyl 430D engine. shown are approximate.

D

1

1

() 1/2 ,, VI

28

t

4"

!

HANG GLIDING

Cost is about $800 for the bare engine and about $1,] 50 complete with carburetor, exhaust pipe and prop and ready to fly.

Sorenson As of January 1, :J 981, the engine will be known as Cuyuna (original manufacturer of the engine) 430D. A distribution company, Cuyunair, is being set up and volume OEM discounts will be offered for manufacturers who equip their ultralights with the engine. While Cuyunair is being organized, the 430D is available from Pterodactyl, 847 Airport Road, Monterey, CA 93940 (408) 625-0677.

Jim Eskildscn isn't easily satisfied.

Despite the Pterodactyl's strong climb rate (with either the Sachs 350 or the 430D engine), he wanted more, so he designed the "Pforce," a 2:1 V-belt reduction unit with a monster 54" by 27" prop. He claims 50% more thrust, shorter takeoff roll and lower noise and fuel consumption. Top speed should remain unchanged. The penalties are 15 lbs. of weight and a $325 cost.

We were on the way up the hill the other day and stopped at a lower launch to allow a Hang I pilot to fly. Brenda, our Hang I pilot, knew we were in a hurry. It looked like it was getting soarable on top and several remarks were made on the way up regarding her ability to set up and launch quickly. At the lower takeoff Brenda, with lots of help, set up, preflighted and was ready to launch in record time. After a good launch and a short flight she missed her Hang II spot by about 150 feet. She'll be back this weekend to try it again.

Later, talking to her about the flight, I commented that if I had been in the same circumstance I would not have flown at all.

Did she feel the pressure from the other pilots to hurry up and launch? "Yes," was her reply. And she went on to relate all the reasons why the pressure caused her to blow the flight.

Pressure. The number one enemy of any hang glider pilot and especially a new pilot.

Pressure can make you launch in gusty or heavy winds. It can make you move farther up the hill than you really should. Pressure can make you a statistic.

When I was learning to fly my training hill was a three--hour drive away, one way.

If the wind wasn't right it meant six hours

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Eskildsen says the increased performance requires more experience (minimum 20 hours on a stock Pterodactyl). The "Pforce" is available for both the Sachs 360 and the Pterodactyl (Cuyuna) 430D engine from Arizona Air Sports, 1441 S. Rita Lane, Tempe, Arizona 8528] (602) 831-0551 . ....,.., FEBRUARY 1981

on the road for nothing. There were times when it took a lot of convincing that the wind was too north, or too high, or too cross and that maybe I had better pack it up.

Pressure comes from many sources. How about the first time your parents or best buddies come out to see you fly and the wind is a little cross. Will you fly or will you pack it up and tell them, "maybe next time." Or you are learning with a friend who is picking it up just a little faster than you are; and he is moving up the hill to a launch that you aren't sure you're ready for yet. Maybe you are pressuring yourself to move up to a high altitude launch so that you can join the more experienced pilots.

In any form pressure should be recognized for what it is - something that is going to affect your decision to fly, probably adversely. So be aware of the pressures on you and don't let yourself be forced into a position where you forget all the good sense you've learned.

Ladies have a special problem. On top of all the other pressures they have to deal with the pressure of being female in an almost all-male sport. Don't feel you have to prove anything; know your limits and refuse to fly outside of them. ...,..

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29

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The Deadly Menace

by Ernest Morgan While we all know we have to stay away from power lines, we don't always do what we're supposed to do. Little has been written in Hang Gliding about the hazards that can lead to electrocution.

I have seen at least three close brushes with death due to power lines during the last year or so. I was one of those cases and since then I have given a lot of thought to why these near tragedies occur.

For the beginner, the dangers are basically a result of breaking simple rules, inattention to the surrounding environment and/ or panic. The intermediate and advanced pilot's troubles are usually centered around the lack of understanding of the flight of the glider in relation to the changing environment, poor planning of an approach pattern and a combination of natural physical

and psychological factors that may "trick" the pilot.

Do not assume that landing in power lines is the only way to get electrocuted while involved in hang gliding. Ground handling and repair work are a very real danger. When repair work is going on I frequently see twenty-foot pieces of tubing being waved around in the air in the struggle between man and broken machine. It is all too easy to touch an unobserved overhead electric wire with this excellent conductor.

A sailplane pilot died last year when his communications antenna on his camper touched a power line. What about the combination of low power line, high kingpost?

The beginner can usually rely on common sense to keep from becoming charbroiled. First, remember Murphy's Law: "If

' "'\

something can go wrong, it will." In other words, don't train where there is a possibility of flying into power lines. Be alert to lines behind you since kites are sometimes blown backwards out of control. Look over your takeoff and landing site carefully for wires that may be difficult to detect.

Secondly, begin to educate your brain to the deadly nature of power lines. Learn to see them as a wall of rattlesnakes.

For intermediate and advanced pilots, knowledge of wind conditions and how they affect the flight path is essential. See Figure 1.

The pilot makes a well-planned approach high over the power lines in a 10-mph wind.

He encounters unexpected lift and decides to 360 one time to lose altitude and line himself up into the wind for final. At a con-

Ftj.1

\ \

FEBRUARY 1981

31

OPEi\\ &'.RASS

FIELD

GRASS

I

I

6

It is easy to say, "Don't fly anyplace where there are power lines." But to do so is to virtually stop hang gliding in the East. It also rules out cross-country flying. If we approach the problem with knowledge, good judgment and reason, we can fly safely where there are lines. Don't let hang gliding become an electriflying experience. ~

/r1UD

FIELD

stant bank the glider makes a fairly circular path through the air. However, the path of the glider over the ground is elliptical. This "wind drift" causes the pilot to be forced into the high tension wires. The whole process usually occurs in a few seconds and attempts to avert it can be as deadly as the wires themselves.

Let's look at another situation that is especially serious for the intermediateadvanced flyer. See Figure 2. An excellent pilot, Steve Weincork, is making an approach across a road into a nice grassy field surrounded by trees. He is no rookie and has been watching for power lines ever since he decided to land in this field. He sees the power lines along the road but sees no poles in the field. The reason he doesn't see any lines in the field is that those obvious markers, the poles, are hidden in the trees, perfectly camouflaged. And, a 7,200-volt line is invisible against a dark background.

Moral: watch out for narrow fields. The poles can be hidden so well they are difficult to see when standing right beside them.

Finally, let's consider the problem of optical illusion. Consider Figure 3. An excellent pilot makes a straight approach to land in the mud field. He is plenty high at point A and the wind conditions are calm. He looks out and sees a dark line running across the muddy field in which he had planned to land. But he sees he has plenty of altitude to get over the dark line and into the grass, keeping his nice new glider clean.

Now, stop and think! His mind and eye see

32

the telephone line and interpret it as the power line. The real power line runs at an angle on the other side of the telephone line and cannot be seen from the air. The result is that Dick Quick flies into the power line, thinking he had flown over it with room to spare. I saw this happen last year. The pilot was lucky. He caught the top wire but missed the ground wire.

TRANSPORTATION

SUSPENSIONS

by Bill Walter

Here's an idea for those who don't have a set of four wheels or money for gas. Fiftyeight-year-old Carlos Lopez of Yauco, Puerto Rico has devised this system for getting to the hill.

Suspensions are critical in hang gliders and several problems concerning them are worth discussing.

First, all locking carabiners are NOT created equal. A rock climber told me of a particular model which had jammed when locked during a difficult traverse. For this reason he uses only SMC locking biners, which don't jam.

I compared several threaded collar locking types and found distinct differences.

While loaded with my weight I locked each biner finger tight, then tried to unlock it without the load on it. All were "D'' shape, of aluminum.

The first, stamped "CLOG 2500 U.I.A.A. WALES," slightly flattened on both sides, could not be unlocked with fingers in the unloaded condition.

The other two, both SMC's, one wellused with external threads, another new and unused with internal threads could both be unlocked when unloaded. Of these two, the internal threaded type is preferable, with unexposed threads.

Usable strength of these biners is not in question; I assume any model suitable for climbing will be satisfactory for glider suspensions (contrary opinions welcomed).

But one that could jam when locked is hazardous. An alternative is the use of two standard biners, eliminating the question of jamming entirely, though it would add complexity to the system.

HANG GLIDING

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In our catalog you•llfinda ; ~ • complete and up to date collection of the finest hang gliding equipment and accessories available anywhere.

More people today than ever before are relying on Odyssey for fast efficient service ,competitive prices, and quality gear. Check it out for yourself.

Send $1.00 for your catalog today, and get it together with ...

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HANG GLIDER TECHNOLOGY

Illustrations and text © 1981

by Dennis Pagen

When Dr. Francis Rogallo first constructed the unique kites that led to the original modern hang glider designs, he could not imagine the great evolution his new wing would undergo. Neither did the first pilots of the likes of Richard Miller, Bill Moyes, Bill Bennett and Dave Kilbourne foresee to what extent flying skills would blossom to eclipse their own intrepid hops.

Even the early innovators such as Rich Finley, Taras Kiceniuk and Roy Haggard could not envision the complexity and performance of the present-day hang glider. little could anyone predict the emergence of this wonderful, new sport.

Hang gliding opens up a new flying realm. Flexwing technology provides a miracle of portability, control and slowspeed performance due to beam and truss construction, variable wing geometry and unique airfoils. The sail shifting about on the airframe of a modern glider alters the planform, washout and camber of the wing in a manner duplicated by no other aircraft.

Only the birds possess a wing as versatile as that of a hang glider.

For most pilots, flying is a reward of exciting physical sensation and enchanting beauty. The grace of a colorful wing slicing the air adds to the aesthetics of the sport.

You will not see an unsightly high-performance glider. It seems to be a natural law that a fine flying aircraft is a thing of beauty.

Certainly, the designers of our little wings are artists and artisans as well as engineers. To better appreciate their craft, we present this pictorial study of the latest in hang gliding technology. The perceptive reader will realize that designs are still in a state of evolution. We cannot predict the appearance of our gliders in years to come any more than Dr. Rogallo could when he started us on the road to free flight.

34

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HANG GLIDING

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FEBRUARY 1981

35

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by Carl E. Hiebert Cartoons by Charlie Ballard And man, you should have been with us last weekend at the Peaks. What a great day of flying.

The forecast that morning had called for "light and variable" so I figured it would be a "stay at home and cut the grass" kind of day. But by nine o'clock it was already picking up to 12 and 15 so we got our gear together and headed over. By the time we got to launch it was just rippin' up the face.

It was obviously going to be glider city.

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Had a real scare on launch. I had just finished my hang check and was walking out with the nose man when a boomer came through. Almost went over backwards.

Launch was bar to the knees and straight up for 500 feet. A real twanger!

The lift was just incredible. George and Nate even tried to jump the gap. Crazy guys. I mean it is half a mile across. Of course they both burned out and ate the trees over by Henson's bush. No damage but they didn't get back to launch until 4:30.

36

"Getting a hang check.'

~ I "Ripping up the face."

"The nose man."

Renaldo was his usual air hog self and just pigged out all day - five hours! That guy never stops.

And did we have a great show at the landing field. That fellow in the white and blue Lazor was really wringing it out. His last wingover couldn't have been more than 150' off the deck and he still hit the bull dead center.

What a great day. Where were you anyway? I tried to call you about 7:30 that morning.

HANG GLIDING

"Eating the trees."

"Hitting the bull."

GLOSSARY OF TERMS Air hog - Pilot with insatiable appetite for air time. Pigs out whenever it is soarable.

Grunts rather than snores while sleeping.

Buying it - Your last flight. Destination eternity. No turn around time.

ing the other way. Recommended with only very old and docile bulls.

CU's - Those great lift clouds that start dissipating just as you're setting up.

Hooking one - Locking into a thermal.

The smiles on the faces of those who accomplish this regularly denote "happy hookers."

Air junkie - Similar to "air hog." Needs air fix on at least a weekly basis or exhibits withdrawal symptoms of being irritable, unproductive, etc.

Eating the trees - The result of having "milked it" one quart too many.

Biting the dust - A special landing technique performed using the bottom bar and nose plate. Done to illustrate the advantage of wheels.

Getting drilled (or hammered) - The encountering of severe sink and losing mucho altitude while flying over construction sites. Could result in biting the dust.

Blowing it up - The fine art of flex wing aerobatics. The more aggressive the maneuvers, the more likely the glider might be ripped apart, the better the "blow up."

Boomers - Dynamite thermals. The ones you always hear about but never experience yourself.

Burn Out - Losing the lift and having to land prematurely. Explained by Level III and IV pilots as, "I was going to land anyway.

FEBRUARY 1981

Getting radical - Sporting a beard and sunglasses while doing wingovers.

Glider city - Located somewhere just off Hwy. 17. Contains a large number of gliders all parked in the same block.

Hang check - An expression from old western pilots. Refers to times when the deputy was sent by the sheriff to ensure the bad guy was indeed hung thoroughly.

Hitting the bull - A bulls eye landing.

Very difficult to perform with the bull look-

Keel assist - A launch technique recommended by fellow pilots when it's blowing downwind and they're talking you into being the wind dummy.

Max out - Getting as high as possible under the prevailing conditions. Difficult to accomplish unless conditions do indeed prevail.

Milking the lift - As of yet, has not been accomplished, although there are many reports of crushed fingers in elevator doors.

Nose man - A biological freak with a disproportionately large nose, who should not be held responsible should you blow your launch. Caution is suggested in picking your nose (man) while launching.

37

Off the deck - Reference to being above the ground. Expression was originally used as the password during the sinking of the Titanic.

Over the falls - Being pitched nose over out of the top of a thermal while flying above Niagara.

Pitched over -

See "over the falls."

Wire launch - If glider is properly tuned, resultant twangs should produce harmonious chords. Gliders with constant cords sound the best.

Ripping up the face - High winds at launch. Can also be achieved by landing prone in a stone quarry or, by teasing a lion.

Safety meetings - A de-briefing procedure enabling pilots to stay high after it has died out.

Sky out - An atmospheric condition basic to soaring. Fortunately, our climate allows the sky to be out most days. Being "skyed out" is defined differently for each pilot level. Level I - Getting one foot off the ground. Level lI - Getting both feet off the ground. Level III - Getting both feet off the ground with the use of glider. Level IV - Wishing you had both feet back on the ground.

Twanger - Wire launch of such magnitude so as to cause the nose wires, upon release, to "twang." The higher the note, the more exciting the launch.

Tweek - To tighten any adjustable part.

Should not be done by PhD's.

Tumble Introductory aerobatic maneuver, usually followed by a parachute demonstration. Not recommended for tandem flights.

Wring it out - High stress radical flying intended for the sole purpose of removing wrinkles in the sail. Considered less hazardous than using an iron.

Note: The author would appreciate knowing about other expressions not already mentioned. Please send your contributions to: Carl E. Hiebert 48 Ezra Ave., Waterloo, Ontario, Canada N2L 3B2

GLIDER EVALUATION: Lancer SL200

by Ric Lee

Photos Courtesy Flight Designs

After a slight delay in receiving gliders for this series of evaluations, I continue now with the Super Lancer 200. The Super Lancer is a refined version of the Lancer IV with emphasis placed on fine handling. It also comes with a detuning/training kit, making it suitable for the novice pilot.

SET-UP Unzip the bag and assemble the triangle bar with one bolt. Flip the glider over on the bar and remove the cover bag and ties.

Raise the kingpost and attach it to the nose with the small quick link provided. Now you're ready to spread the wings. The Super Lancer employs a keel slider system that gives you two ways to do this. The first method is to stand the glider vertically on the nose, clear the rigging, and release the wings while holding on to the keel. The wings then pop into place like an Atlas or Mega. If the wind is over 12 mph in your set-up area, you must spread the wings out while the glider remains flat on the ground.

Insert the pin that holds the slider in place, add battens, tips and deflexors and preflight. Five to nine minutes is all it should take with a little practice.

bored to fit on a 1-3/4-inch outer sleeve where the kingpost meets the keel. Since the keel is 1-5/8 inches up to that sleeve, the slider moves very freely. I had no trouble with the slider sticking during the course of this evaluation. If you look closely at the photos, you will see that the Super Lancer uses a single deflexor rod per side. This was done mainly to enhance high-speed performance, I'm told.

THE SAIL The sail on this craft is nicely finished as well. The number one tip panels are made from 5.3-oz. dacron while the rest of the sail uses 4.5-oz. In flight, at minimum sink speed, the sail was very clean. As I increased speed, mild flutter developed between panels two and three. At top end, the whole trailing edge buzzed, but it did not flap.

LAUNCH The Super Lancer is very easy to launch, due to its good static balance and moderate weight. As with most new designs, use the filled-sail technique and you'll sail right off.

FL YING CHARACTERISTICS

APPEARANCE/CONSTRUCTION The overall appearance of the Super Lancer is excellent. The airframe looks very beefy and strong. All aluminum components are silver anodized and the stainless steel hardware is brightly polished. All cables are black plastic coated and have Never Kinks. All spar caps are riveted in place to minimize losses - a nice touch.

The keel slider mechanism used on the Super Lancer is a little bit different than the one on the Atlas or Mega. The slider is

You can sum up the Super Lancer's handling with just two words: easy and predictable. From my first flight on, I felt right at home in the handling department.

Generally, cruising around in ridge or thermal lift, the Super Lancer was more than willing to do the right thing. The roll response is quick, roll pressure light, and yaw /roll coupling excellent. Pitch pressure is moderate throughout the normal flight range, providing good pilot feedback.

Thermalling at low bank angles (10° - 25°

~

38

HANG GLIDING

range) the Super Lancer requires only moderate amounts of pitch lo slay centered and climbing. At higher bank angles (30° 45 °) a healthy amount of pitch is necessary for tight coring situations. The stall on this glider is gentle and mushy when approached slowly. If you jam the bar out, you get a quick, clean stall with no tendency to drop <) wing. Spin attempts were just that: at-tempts. I don't think I ever caught myself surprise with this glider. I did not get a chance to fly the glider in the novice configuration, but I'll tell you what it entails.

You put a one-inch longer basetube on for increased frame dihedral, mount two billow restricting straps around the kingpost and fly it without the deflexors. The end result should be a nice and stable novice glider.

LANDING CHARACTERISTICS The Super Lancer is great for spot landing. You can really mush the heck out of it if necessary. It lands very slowly and doesn't give any indication of dropping a wing or nosing over.

SUMMARY The Super Lancer is a Jun, easy-to-fly glider. It is well-built, has both good handling and performance and costs $1,395. All factors considered, ii is a very good buy .

....

TOP RIGHT: Hardware detail. LEFT AND ABOVE: Deployment procedure.

39

General Meteorology Part II

by Rick Jesuroga Some of the best areas for hang gliding in Colorado are mountain sites with takeoff elevations above 11,000 feet MSL. Through my years of hang gliding here, I've seen many pilots who are used to flying in dense, sea-level air, experience difficulty launching and landing in thin, high-altitude air. Most of us are just not familiar with the large change in density with altitude. Although more than 99% of the total mass of the atmosphere can be found below 50,000 feet, half of the mass of the atmosphere is located in the lowest 18,000 feet. It is not uncommon for cross-country pilots to exceed this altitude, especially during the summer months.

We consider the motion of air to be similar to that of a liquid. Because air is transparent and difficult to observe, we can correlate its movement to an element we can observe. Although the flow of air has a

mosphere therefore increases as altitude decreases. The density of water on the other hand remains the same at different depths.

Although we understand the basic horizontal flow of water, these changes in our atmosphere add a vertical component to the air flow.

Atmospheric pressure is defined as the force per unit area exerted by the weight of the atmosphere. Here, we will begin our discussion on high and low pressure systems.

A high pressure area is defined as an area of higher pressure surrounded on all sides by lower pressure. Likewise, low pressure areas are defined as areas surrounded on all sides by higher pressure. As the atmosphere is always seeking a pressure equilibrium, the wind will blow from high to low pressure in an effort to eliminate the pressure gradient between the two systems.

northern hemisphere, the greater the effects of the Coriolis force will be. Now let's look at its effects on highs and lows.

In the northern hemisphere, as the wind blows out of an area of high pressure it is deflected to the right of its original direction of motion. (See figure A.) We note here that the rotation of the high is clockwise. Because the terms clockwise and anticyclonic define similar motion, we often refer to high pressure systems as anticyclones. Here, in figure A, we see the high is bringing a westerly flow to the Great Lakes region while Colorado is receiving an easterly flow. Let's look further at the general weather characteristics of high pressure areas.

Highs are generally associated with clear skies and stable flying conditions. The vertical movement of air within a region of high pressure is for the most part a sinking

In the northern hemisphere, as the wind blows out of an area of high pressure it is deflected to the right of its original direction of motion. The clockwise motion is termed anticyclonic.

relation to the flow of a liquid, the atmospheric laws of motion do differ somewhat in their fluid dynamics. One very basic difference is that air is compressible while a liquid is not.

As gravity draws the atmosphere close to the earth, the atmosphere is compressed near the surface. The density of the at-

40

However, there are other factors which will determine the actual wind direction.

As we learned in Part I of this series, the Coriolis force is the direct result of the earth's rotation underneath the atmosphere. The Coriolis force is latitude dependent, meaning the farther north the high or low pressure system is located within the

motion. (See figure B.) Here we see that converging air aloft descends over the surface high. If the high pressure system is not very intense, thermals may still develop along the surface.

On days like these, thermals may have a tendency to rise slowly and dissipate prematurely.

HANG GLIDING

The vertical movement of air within a region of high pressure is for the most part a sink· ing motion.

llllllll/llll/// I'm sure we can all remember days when it was warm and sunny, and we'd rush to set up our gliders on takeoff. Then we would wait for that big boomer to roll through and anticipate fantastic altitude gains. The only thing was, we'd wait and wait with the entire day going by offering no significant thermal development.

Chances are, the weather may have been dominated by a high pressure system.

The downward moving air in high pressure areas is very slow - less than one mile per hour. But it's usually enough to put a lid on most of the convective activity that makes good thermal soaring possible.

Low pressure systems are more complex because they entail more variable weather.

The Coriolis force affects the low much like it does high pressure. As the wind blows across the pressure gradient at the surface from high to low pressure, the Coriolis force deflects the wind to the right as it enters the low. This gives the low pressure system a counterclockwise rotation. (See figure C.) Since the terms counterclockwise and cyclonic define similar motion, lows are often termed cyclones. In figure C, we see that the low pressure cell situated over Colorado is bringing an easterly flow to the front range of Wyoming while Albuquerque is receiving a westerly flow.

Low pressure systems are generally associated with cloudy weather along with precipitation. This may be a good rule of thumb for areas of more humid climates.

But many low pressure systems have no precipitation and only scattered or broken cloudiness in areas of dry climates. Let's look at the vertical movement of air within the low pressure system.

The vertical motion of the low pressure system is rising as convergence occurs at the surface. As the wind blows toward lower FEBRUARY 1981

pressure, it rises above the low replacing the diverging air aloft (See figure D.) As an air parcel within the low rises through the lower troposphere, the pressure around the parcel decreases with altitude, allowing it to expand and cool. Cool air cannot hold as much moisture as warm air.

As this rising air parcel continues to rise and expand, it will cool to its saturation point.

This is called the condensation level and is usually the approximate altitude of cloudbase.

If the relative humidity within the low pressure system is high, the condensation level will be low in altitude. Likewise, if the relative humidity is low, the condensation level will be much higher. If there is not enough moisture within the low to support cloud development, the low pressure system may pass through a given area bringing only partly cloudy skies and no real significant precipitation. We will devote more time to cloud development in Part IV of this series. Now let's discuss other weather phemomena of the low pressure system.

Cold and warm fronts extend outward from the center of lows (See figure E). Here we are looking downward at the surface low and its cold and warm fronts. The arrows indicate the surface wind direction associated with these fronts. Remember, the low rotates in a counterclockwise manner around its center. The barbs drawn on the lower solid line indicate the leading edge of the cold front. The solid half circles indicate a warm front and its surface position. Note carefully that the surface wind direction turns 90c to the right after the passage of a front.

The weather associated with a warm front 1s likely to have widespread cloudiness with light, continous precipita-

WYOMING-

Low pressure systems rotate in a counterclockwise direction. This motion is termed cyclonic.

tion. The weather associated with a cold front however, is likely to contain gusty winds and cumulus cloud development with heavy localized precipitation during the frontal passage. At times, the passage of a cold front can change the weather drastically within just a few hours.

I remember three years ago I hiked up Green Mountain in Golden, Colorado carrying an Oly 160 in sunny, 60° weather.

Within three hours I was hiking the glider down the mountain through four inches of snow in blizzard conditions. I noticed the front approaching while it was ten miles away and barely had enough time to fold in the wings.

41

In conclusion, we see that although the flow of air and the flow of a liquid have a lot in common, the density of air increases as altitude decreases. Because of this, density changes in the atmosphere add a vertical component to the air flow, thereby aiding in the development of high and low pressure systems. The atmosphere will seek a pressure equilibrium between the two systems causing wind to blow from high to low pressure. As the Coriolis force deflects

A number of factors actually determine how a low pressure system and its associated fronts can affect a given area. Things like moisture, temperature and the intensity of each system, as well as the location of the system relative to a specific area, will all determine weather conditions for a given area.

For example, as a low passes to the south of Colorado, its main moisture source is the Gulf of Mexico. This type of southwest low often brings heavy snowfall to the front range of the Rockies in winter but will tend to leave the mountains with little precipitation. If the low passes to the north of Colorado, the moisture usually comes from the

generally associated with clear skies and stable flying conditions, while lows have variable kinds of weather. Lows are generally associated with cloudiness and some precipitation caused by convection or lifting within the low.

Cold and warm fronts extend outward from low pressure systems. While warm fronts generally cause light precipitaton over widespread areas, cold fronts are associated with gusty winds, cumulus

Wind blows toward lower pressure, rising above the low and replacing the diverging air aloft.

/ t \ ~ cloud base Pacific Ocean. Its cyclonic rotation causes heavier snowfall in the Rocky Mountains while the front range remains generally clear and mild.

Try to think of the path that low pressure systems often take in your particular area and correlate the weather you've observed.

While the path that the low pressure systems will take is hard to predict, they have a general tendency to follow the direction of their warm fronts.

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42

the wind toward the right in the northern hemisphere, high pressure systems turn clockwise or in an anticyclonic rotation, while lows turn counterclockwise or in a cyclonic rotation. High pressure areas are

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clouds and localized heavy precipitation, providing there is enough moisture within the low to support cloud development. We can also note that lows affect areas differently depending on the tE:mperature and the amount of moisture available, as well as the intensity of the system itself. The relative position of the system regarding a given area will also determine what type of weather that particular location will receive .

There is much more we'll learn regarding warm and cold fronts and their associated cloud types as well as cloud development.

Our next section in this series will concern itself with the actual mechanism that's responsible for the formation of high and low pressure systems. ~

Cold and warm fronts extend outward from the center of lows. The weather associated with a warm front is likely to have wide· spread cloudiness with light, continuous precipitation. Cold fronts are characterized by gusty winds and cumulus cloud develop· ment with heavy localized precipitation during the frontal passage.

HANG GLIDING

Wide selection of instruments, accessories, gliders and spare parts in stock. Demo flights available on stock gliders to experienced pilots. Complete lesson program available.

Gliders in stock:

CLASSI-FlEl) ADVERTIS.INCi

NEW Firefly IIB. Condor.

Raven.,.

Harrier Comet Moyes Mega JIBMOTORIZED: Pterodactyl Easy Riser

CONSUMER ADVISORY: Used hang gliders always should be disassembled before /lying 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.

ATLAS - Excellent condition, American tubing and hardware. Priced for quick sale. $1,200. (303) 838-0267.

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

FLEDGE IIB - 1980, low time, Sl,395. Batten tensioners. (805) 683-1130,

NOW TWO SCHOOLS. EAST COAST ANO WEST!

Fledgling 2A, double surface airfoil, superb condition, blue and yellow sail, $900. (213) 347-6506.

Now. America's largest hang gliding school can teach you to fly on the west coast as well as the east coast. Since 1974, we've taught more than 25,000 people of all ages. And 25% of our students are women. II you're not shy about new experiences let us take you under our wing.

For free brochure. mail coupon to either address: -

Quicksilver B, fair to good condition, red, yellow and blue sail, $400. Soarmaster, fits Quicksilver, needs minor repair - $250, Both $600, (213) 347-6506,

(918)

Schools and Dealers

MOSQUITO 166 - White and blue, excellent condition. Must sell. (714) 743-3797.

ARIZONA

NOVA 190 - 1979, excellent condition, low time, $595, (805) 683-1130.

DESERT HANG GLIDERS - 4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450,

NOVA 230 - $900 or best offer. Like new condition plus breakdown control bar. Call (415) 462-8372.

FREE PILOT'S SUPPLIES AND HANG GLIDER CATALOG. Textbooks, kites and accessories, Weedhopper dealer, write: Pilot's Haven, P.O, Box 39287, Dept, G, Phoenix, AZ 85069,

RAVEN 179 - 1980. Never flown. Sl,500 or best offer.

(213) 670-5864.

THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. US Hang Gliders, Inc,, 10250 N, 19th Ave., Phoenix, Az. 85021. (602) 944-1655.

SEAGULL SIERRA 200 - New. $1,195 includes batten bag, mylar. (805) 683-1130, SEAGULL 10M - 1977, good condition, $550/best offer. North Calif. area, (415) 964-9146, WILLS WING RAVEN 229 - White, red LIE and keel pockets. Like new - 7 months old. $1,050. Also GRYPHON OS 160, Excellent condition, $800, (714) 349-3527. (Palm Springs)

4" X 5Y,", weighs less than one pound

, . , 200 , 185 , 146, 166 , , 179,209,229 , , , lOOB, lOOC, Universal , , , , , (Wills Wing) 185

FLEDGE JIB - $1,050, U,P, harness and parachute, $200. Both for 51,200. Days (702) 329-2683,

MOSQUITO 166 - It's beautiful and flies great[ Excellent condition! Call (801) 572-1312.

Model 2 & Tufty Ext. Bar.,,$85, Tufty 12" Extension Bar,,,,$15.

Seahawk, Alpha.,.

Mosquito.

Raven.

SST,.

X-C.

Rigid Wings

CONDOR 178 - 30 hours airtime. Beautiful sail. Excellent condition. $800. (213) 545-0289,

Model 1 Vario Readout, , , .$40, ( Flask must be supplied by user) Model 2 Control Bar Vario. $75.

Complete & Ready to Mount

SIZE . , , , , , , . , . , 151, 178, 194 ,,,,,,,,216

FLEDGE 2A - Looks and flies great, white, 25 hours time. Light, 57 lbs, $950. (704) 735-2238.

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,

Clean, white sail. $1,000, Rainbow colors. $1,000,

USED Condor.

Firefly IIB,, , , ,

WILLS XC 220 - (above) Flown by Bob Wills in competition. Low airtime, excellent condition, flies great, Must sacrifice, $700. Also, X-C 185, dk. blue/white, Original owner, factory trick, very good condition, $575, (714) 789-5312,

Rogallos

MOSQUITO 196 CONDOR 269 647-9606,

, , all sizes . all sizes , , , , all sizes

CALIFORNIA (408) 384-2622 BOX 82BHG MARINA, CA 93933

CALIFORNIA

NAME---------~ ADDRESS _ _ _ _ _ _ _ __

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

CITY

HANG GLIDER EMPORIUM OF SAN BERNARDINO now open serving the San Bernardino-Crestline area.

STATE _ _ _ _ _ _ ZIP _ __

MAIL OROERS: Make payments via check, M,O,, 0

:;:~~i~\~~~~~ 6~;~~;·~,~; ;;J~~;,';;ii~g U.S. Monies, include $5.00 extra for air shipment.

COD charges $2,50 extra, GUARANTEE: 60 days, Satisfaction or Refund 1 year against manufacturers defects, DEALER INQUIRY INVITED,,,

MAKIKI ELECTRONICS, P.O. Box 629, Hauula, Hawaii 96717, Phone (808) 293-9348

44

HANG GLIDING

The Magazine Of Ultralight Aviation. Published Monthly.

GLIDER RIDER 5th Anniversary Offer

,I

To celebrate Glider Rider's 5th Anniversary, we're offering a special 50% savings off the newsstand rates - just $9.00!! We're also extending this offer to current subscribers who may wish to renew while the rates are low. And by acting now, we'll send you absolutely FREE, one extra issue of Glid~ Rider.

- ,,.,--.

WE CANNOT BILL voa

~

U.S. FUNDS ONLY • U.S. SUBSCRIBERS ALLOW 4-6 WEEKS, FOREIGN 6-8 FOR DELIVERY OF FIRST ISSUE

Send To: Glider Rider, Dept. HG-1, P.O. Box 6009, Chattanooga, TN 37401

Lazor Comet Harrier 10 Meter Shop conveniently located on road between takeoff and landing. 4095 North Sierra Way, San Bernardino, California 92407 (714) 886-6454. Santa Barbara location-613 N. Milpas. Santa llarhara, California 93103 (805) 965-3733 (Hang Glider Emporium of Santa Barbara).

HANG GLIDER EMPORIUM OF SANT A BARBARA - (formerly Channel Islands Hang Glider Emporium) - in business since 1974 representing all brands of gliders, instruments and accessories. Complete lesson program from Beginner to Advanced available. Full line of gliders, varios, harnesses, helmets, spare parts, etc. in stock. Check our ad under HANG GLIDER EMPORIUM OF SAN BERNARDINO for gliders currently in stock. Located just minutes from U.S. 101. 613 N. Milpas, Santa Barbara, California, 93103 (805) 965-3733. San Bernardino shop - 4095 N. Sierra Way, San Bernardino, California 92407 (714) 886-6454.

HANG GL!DERS OF CAL!FORN!A, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are 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 Gliders West, 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. Hours 10:00 - 5:30.

MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of Mission Ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656.

SOUTHERN CALIFORNIA HANG GLJDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Delta Wing, Seagull, Sunbird, and the French "Atlas." All other brands available. Large inventory of parts and accessories. Beginner to advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 9141l. (213) 789-0836.

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.

ULTRASPORT, INC. is the only Southern California school dedicated only to powered ultralights. We have a flight simulator which allows )'DU to learn basic flight maneuvers before committing to free flight. Call or write for more free information. Ultra Sport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395.

MARYLAND THE WASHINGTON SCHOOL OF HANG GLIDING, INC. Serving Maryland, Virginia, and Washington, D.C. Certified instruction, sales and accessories, 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (3011 434-1717.

MICHIGAN ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in the safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills \l\1ing, Seagull, Moyes, Bennett, UFM with other brands available. Parts, accessories, repairs, ratings. 826 Mich.

Ave., P.O. Box 188, Benzonia, Mich. 49616 (6161 882-5070.

COLORADO FOUR CORNERS SCHOOL OF HANG GL!DING since I 974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550.

GOLDEN SKY SAILS - USHGA certified school, foot launch, power and towing. Advanced mountain soaring, ground to air communication and video replay.

Distributing Wills, Seagull, Electra, Odyssey and Golden Prone Harnesses. Dealing Lancer. Stratus, Manta, Highster, Sunbird and Bennett. We have complete airframe, sail repair and custom fabrication facilities with a huge inventory of parts and accessories. Call or write for free information: 572 Orchard, Golden, CO 80401 (303) 278-9566.

LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.

GEORGIA

No Mountains? Soar Anyway!

FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders.

Tow system w/top and bottom release $400 and flotation additional $ 10 with spread shackles $ 30 2 point pulley bridle Boat release with carabiner $ 45 All orders require 50% deposit.

Texas residents add 5% sales tax.

Send $1.00 for information package to; KITE ENTERPRISES lelephone Inquiries Invited; 1403 Austin Street Dave Broyles Evenings (214) 438-1623 Irving, Texas 75061

TRADEWINDS HANG GLIDING CENTER - Open every good day. USHGA certified instructors, gliders, observers. Moyes, Wills Wing. Box 543, Kailua, Hawaii 96734. Contact Mike or Lani at (808) 373-8557.

LOOKOUT MOCNTAIN FLIGHT PARK (formerly Air . Space) Beginning through advanced training, specializing in first mountain flights. New 100-acre training facility, plus new shop at launch atop Lookout Mountain. Large and complete selection of gliders and ;irressories in ,;,tock. Best flying c;ite and flight park in the eastern U.S. See us first for all your flying needs! Call or write for free information. (404) 398-3541. Rt. 2, Box 215 H, Rising Fawn, GA 30738.

HAWAII HAWAII SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. Write or call for more info.

P.O. Box 460, Kailua, Hawaii 96734. (808) 262-8616.

ALOHA!

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 3 4 mile from Warren Dunes. 1,i\/e 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.

SOUTHEAST MICHIGAN HANG GLIDERS - We have what you want! A 400-ft. soaring site, a SO-acre park for ultralights and a Yarnall skyhook for towing .

Dealers for UP, Electra Flyer, Delta Wing, Weedhopper.

Soarmaster and the incredible Eagle. Since 1975 24851 Murray, Mt. Clemens, MN 48045. (3131 791-0614.

MINNESOTA NORTHERN SUN HANG GL!DERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift.

When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 (6121 489-8300.

NEVADA HIGH SIERRA HANG GLIDERS -

1000 N. Plaza,

* .............................. ... ** KITE TUBING•

** * * "'-.

WHOLESALE CATALOGUE

"'-.

REFUNDABLE

BRIGHT

DIP

ANODIZED

TUBING

SEAMLESS:

1 5/8" x .058" x 12' (2-19 LENGTHS) . . , , , , , . , $1.38/FT. 1 3/4" x .049" x 12' (2-19 LENGTHS):,,,, .. ,, $1.40/FT. 1 7/8" x .058" x 12' (2-19 LENGTHS),,.,,, .. , $1.73/.fT. ~ 2" x ,049" x 12' (2-19 LENGTHS),.,,.,.,,,,, $1.79/FT. ~

.......

..,.-

i(

$1.00

LEADING EDGE AIR FOILS INC

!31 S. I 4 TH ST, i~ll~~RACO SPRINGS, CO. 303-02-4959

.

i(i( ~ ~

**************** 46

HANG GLIDING

USHGA MERCHANDISE ORDER FORM

QUANTITY

THE COMPLETE OUTFITIIHG AHO SOURCE BOOK FOR HANG GLIDING

by Michael Mendelson. Hislory, models. accessories. publicalions.

B-2

HANG GLIDING AHO SOARING by James Mrazek. Flight theory and me1eorological dala.

HANG FLIGHT by Joe Adelson and Bill Williams. Third edition. flight instruction manual. 100 pgs.

HANG GLIDING by Dan Poynter. 8th Edition. Basic handbook for skysurfing.

MAH-POWERED FLIGHT by Keith Sherwin. History and modern technology, design consideration.

HANG GLIDING AHO FLYING CONDITIONS by Dennis Pagen. All aspects of micromeleorology for pilots. 90 illustrations.

HANG GLIDING AHO FLYING SKILLS by Dennis Pagen. A complete instruction manual for beginners to experts.

HANG GLIDING FOR AOVAHCEO PILOTS by Dennis Pagon. Techniques for cross-country, compelilion and powered flight.

GUIOE TO ROGALLO-BASIC by Bob Skinner. A handbook for beginning pilots. 30 pgs.

HANG GLIDING, THE FL YIHGEST FLYING by Don Dedera. Pictorial history, pilot comments. Photos by Stephen Mccarroll.

MANNED KITING by Dan Poynter. Handbook on tow-launch flying.

MAH-POWERED AIRCRAFT by Don Dwiggins. 192 pg. history of llighl.

Features the flight of the Gossamer Condor

B-4 B-5

8-1

B-6 B7 B-8 B-9 B 10

B-11 B-12 B-13

Have you hugged Your Hang Glider today?

TORREY PINES by Don Bells. photos by Bettina Gray.

1-9

B 14

USHGA OFACIAL FLIGHT LOG. 40 pgs.

HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset lo Instructors. 24 pgs.

FAI SPORTING CODE FOR HANG GLIDING Provides the requirements for records, achievements, and World Championships.

FEDERAL AVIATION REGULATIONS for pilots - 1980 edition. Hang gliding pertinent information.

POWERED ULTRALIGHT AIRCRAFT by Dennis Pagon. A complete instruction manual. Over 90 photos and illsutrations.

B 17 8-18

S 7.65 $ 3.50

$ 6.50 $ 6.50 $ 6.50 S 6.50

$ 7.50

S 2.75 $10.95 $ 4.35

$ 6.50 $ 2.50 $ 2.95

B-15 B-16

AMOUNT

$ 7.95

organizations. schools, sites.

B-3 8-2

PRICE

BOOKS

B-1

S 1.50 $ 1.00

$ 3.98 $ 8.50

ITEMS It

USHGA EMBLEM T-SHIRT. 100% cotton. heavywe,ght quality.

ORANGE or LIGHT BLUE. Men's sizes. S M L X-L (PLEASE CIRCLE SIZE AHO COLOR) USHGA EMBLEM CAP. One size lils all. Baseball lype w/USHGA emblem. NAVY ORANGE GOLD (PLEASE CIRCLE COLOR) USHGA SEW-OH EMBLEM. 3" diameter. lull color (red wings, sunbursl w/black print) USHSA DECAL. 31h" diameler. lull color USHGA EMBLEM PfHDAHT. W' diameter. Pewter w/s,lver chain USHGA BUTIOH/PIH. 1'/a" diameter. lull color.

LICENSE PLATE FRAME. ''I'd rather be hang gliding·· While on blue WALLET. Nylon. velcro closure. mach1rie washable, water resislant BLUE BUMPER STICKER. "Have You Hugged Your Hang Girder Today" Blue

12 13 14 15 16 17 18 19

$ 5.50

S 5.00 $ 1.00

S .25 S 3.00 S .50 S 4.50 S 8 95 $ 1.40

on while

USHGA PUBLICATIOHS p1

$ 2 00

USHGA INSTRUCTORS CERTIFICATIOH MAHUAL.

MERCHANDISE SUB TOTAL Cal1forn1ans add 6% tax

MAIL WITH CHECK OR MONEY ORDER TO: USHGA, Box 66306, Los Angeles, CA 90066

HANG GLIDING/GROUND SKIMMER BACK ISSUES HO TAX OH MAGAZINES SPECIFY BY CIRCLING ISSUE HUMBER PRIHTED COPIES: 20. 21 22. 23. 24. 25. 28. 29. ~O. 31. 33. 34. 36. 3'. 41. 42. 43. 44. 45.

46, 47, 51. 56 PR11mo COPIES: 58. 59. 61. 62. 63. 64. 65. 67. 68. 69. 70 7, -, ·;_ ,, B2. 83. 84. 86. 87. 88 through current issue.

$

40

·--~----

n. n. ,s. 79. a1. $ 1.50

MAGAZINE SUB TOTAL

CITY, STATE, ZIP

TOTAL 'ISSUES HOT NUMBERED ARE SOLO OUT'

'SUPl'L Y LIMITED'

ORDERING INFORMATION:

HO CHARGE ITEMS

Enter quantity and price of each item ordered. Allow 3-4 weeks for delivery.

Thank you for your order.

USHGA MEMBERSHIP APPLICATION FORM (#4)

_ _ USHGA POWERED ULTRALIGHT RA TING (PART 105)

USHGA MERCHANDISE ORDER FORM (#4)

_ _ ACCIDENT REPORT FORM (#15)

USHGA LILIENTHAL AWARD FORM

_ _ SOURCES OF DEALERS. SCHOOLS. ETC (#8) Specify Slale _ _ ___ ~ - -

ALL PRICES INCLUDE POSTAGE AND HANDLING. (Prices subject to change without notice.)

USHGA BASIC SAFETY REGULATIONS (PART 100) USHGA PILOT PROFICIENCY PROGRAM (PART 104)

ORDERING IHFORMA TIOH: Enter Quantity and price of each item ordered. Allow 3-4 weeks for delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate. If you wish to receive your order laster, please include suH1c1ent extra poslage money

P.O. Box 865, Carson City, NV 89701. (702) 885-1891.

The complete hang gliding shop for northern Nevada.

CSHGA certified instructor/observer Gary Wood.

TENNESSEE

Lessons beginner thru advanced -

aircraft. Certified instruction. 3832 Guernsey, Memphis,

ratings. Featuring

Wills Wing gliders. Complete line of accessories. All major brands available. 30 minutes from Reno and Lake Tahoe. Towing instruction also available.

NEW !'v!EXICO

AIR-POWER INC. - Dealer for most motorized ultralite Tenn. 38122. 19011 324-8922.

MID-SOUTH HANG GLIDERS - Mid South's 011/!1 factor authorized dealer for: Manta, UP, Gennett. Comet, Fledgling - in stock! Immediate delivery: firefly, Condor,

BUFFALO SKYRIDERS. INC - Southwest's hang gliding headquarters. Instruction, sales and ser\'ice for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. 15051 821-6842.

AIR SKY-HIGH. We offer you more if you want quality. Certified experienced instructors, beginning -- advanced lessons. Rigid wing, flex wing, parts and service for any quality glider. Featuring Bennett, Lancer.

Stratus, Seagull, UFM. Dave, Caroline, 2340 Britt N.E., Albuquerque, N.M. 87112. (5051 293-6001.

NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHCA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventorv. A.T. is where it's

accessories.

Information,

prices:

Phil

TEXAS 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. (8171 469-9159.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 1817) 469-9159.

UTAH

up ... Rt. 209 -- in Ellenville, N.Y .. 12428. (9141647-3344.

i'v!OUNT AIN AIR HANG GLIDERS - Featuring Sunbird, Lancer, Highster, Stratus and Atlas. USHGA cer-

EASTERN ULTRALIGHTS - Fly in the cradle oi aviation. Certified instruction. Wills, Lancer, Atlas. Sensor, Skysports, Electra Flyer Eagle. Sales, service. (6071 569-2442. Route 54, Hammondsport, N.Y. 14840.

plete accessories line. Only 15 minutes from Point of the Mountain. 9786 Kristin Drive, Sandy, Utah 84070. (801) 572-0678.

!\ORTH CAROl.lNA

INFINITY FLIGHT SYSTEMS - Utah's most experienced school of hang gliding. Complete instruction,

KITTY HAWK KITES. INC., - P.O. Box 386, Nags Head, N.C. 27959 1919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginner ·Novice packages and ratings available daily. Complete inventory of new gliders, accessories an parts in stock.

SCOTT'S lv!ARINE, INC. Towing lessons spring and summer. ivlotorized lessons, learn to fly to\ving! Parts, repairs and service for l'v!anta, Moyes, Wills Wing, Seagull, Soarmaster, UFM, Pterodactyl and Odyssey accessories. Scott Lambert, 226 Old Statesville A,·e., P.O. Box 339, Huntersville, N.C. 28078. 1704) 875-9486.

CATALOG 52.00.

beginner through advanced. Com-

sales, service, advertising anJ film productions. 898 So.

900 E., SLC. Utah 84102. (8011 359-SOAR. WASATCH WINGS INC. -

Godwin.

Business Opportunities

and

Oliver, (901) 526-0790, 1901) 454-1706 anytime. 382 Washington, Memphis, TN 38105.

tified instructors -

FAIR WINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Condor, Firefly in stock. Some good used gliders also. 1302 Kings Place, Bainbridge ls., WA 98110. Call evenings, (2061 842-3971 Lyon McCandless, (206) 842-4970 Ken

Salt Lake's Hang Gliding

CRYSTAL AIR SPORTS IV!OTEL - Male/Female -HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.

ST AR TING 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.

Emergency Parachutes LIFE SAVER HANG GLIDER EMERGENCY DESCENT SYSTEM - 24' & 26' in stock. The best available system in the world. DAR Enterprises, Inc. P.O. Box 3044, Newport Beach, CA 92663. (714) 642-7881.

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originators of hang gliding parachutes. Bill Bennett Delta \-\ling Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

ODYSSEY has 24' and 26' emergency parachutes for the hang gliding pilot. Lightweight and inexpensive. Dealer

Center. Located minutes from the Point of the Moun-

inquiries welcome. Don't fly without us! Send for free

tain. Featuring a fully-stocked repair shop, USHGA In-

details. Odyssey, Box 60, Wilson, N.H. 03086.

structors, 2-way radios, lessons beginning to advanced. new training gliders, pilot accessories and glider sales

Publications & Organizations

and rentals. 700 East 12300 South, Draper, UT 84020 18011 571-4044.

WASHINGTON CAPITOL CITY GLIDERS -

New & used glider sales.

accessories, service. Owner, instructor Jim Brown. (206)

456-8130, (206\ 456-6333, Lacey, WA.

SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight Full membership S20. Info kit with sample copy S2.00.

SSA, P.O. !lox 66071. Los Angeles, CA 90066.

The Aolus is a bowsprit design for several important reasons: to eliminate cross bar drag; to effectively create a staticly balanced glider; simplicity of set up time; reduction of glider weight; and to simplify a design free of those beautiful little gadgets that add cost and weight to your glider but do not increase its performance.

The combination of a greater nose angle, a higher aspect ratio, and a tight flat sail are three contributing factors to excellent cross country performance. As you increase the nose angle and flatten the sail, it is necessary to create stability by means of a tail. This allows the rest of the sail to create pure peformance. Let us compare the Aolus 170 specifications to two other cross country gliders.

A

0

AOL US

COMET

HARRIER

177 165 Area 170 33'4" 32'8" Span 34' 130° 120° Nose Angle 150° 6.3 6.5 Aspect Ratio 6.8 59 lbs.

65 lbs.

GI ider \Neight 54 Ibs. $1675.00 $1895.00 Price $1600.00 Set Up Time 5 min.

Also in two other sizes - 150 and 190 Compare and then judge.

I

y For information and order forms call: SUSPENDED ANIMATION (415) 798-9993

48

21:51 Arnold Industrial Hwy Shop #r'l Concord, Ca 94~20 HANG GLIDING

,·,.

I•

;; I

JANUARY 1 · OCTOBER 31.

The British Columbia X-C League. Two categories: longest flight and highest total mileage. Open to anyone. Contact Andrew Morin, 215 E. 27th, North Vancouver, B.C., Canada, 987-8874.

APRIL 17·19. The Great Western Ultralight Rally in Porterville, CA. Fun contests, trophies, tours of Hiller Aviation and Mitchell Aircraft factories and continuous workshops on Mitchell Wing construction.

Saturday barbeque. Campers welcome, food and lodging available nearby. Mitchell Aircraft Corp., 1900 S. Newcomb, Porterville, CA 93257 (209) 781-8100.

JUNE 20-28. The thircl annual X-C Open in the Owen:3 Valley.

Foot-launched gliders. Some spots still available. clune 29July 3: X-C Qualifier. July 4· 12: X·C Classic. July 1:l-Aug. 2: Cerro Gordo Cup. Contact: Don Partridge, Star Soute 4 Box 3a, Bishop, CA 93!,14 (714) 873-4434.

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AUGUST 5-9. Cypress Gardens eighth annual World Cup Tow· Launch Championships. Practice Aug. 1-4. Contact: Mat· thew Bablitz, Box 1, Cypress Gardens. FLA 33880.

SEPTEMBER 28-0CTOBER 4.

1981 Telluride Invitational.

Contact: David Stanfield, P.O. Box 456, Telluride, CO 81435.

KITTY HAWK KITES FEBRUARY 21. Parachute clinic, including information on harness and suspension systems, knot tying, etc.

APRIL 4. Tandem clinic.

MAY 16. Soaring seminar and practical instruction.

JULY 4. Fly-in and target competition.

SEPTEMBER clinic.

OCTOBER 31. costume fly-in.

26.

Towing

Halloween

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ORDERING INFORMATION Enter quantity and finish desired for each item.

Available in Gold (Cl or Silver (S) tone. _ _ HG101

Med. Hang Glider

$8.00

_ _ HG10S

ULTRALIGHT saying

12.95

_ _ HG102

Lg. Hang Glider

9.50

_ _ HG106

GO FOR IT saying

12.95

_ _ HG103

Lg. HG Ultralight

16.00

_ _ HG107

HANG GLIDE saying

12.95

_ _ HG104

Sm. HG Earrings

10.00

_ _ HG108

Tie Tack Sm. HG (nol shown)

7.95

USHGA CERTIFIED INSTRUCTORS NEEDED TO WORK IN A RESORT AREA. IFYOU ARE NOT ALREADY CERTIFIED, WEWILL TRAINANDCERTIFYYOU.

Name

City _ _ _ _ _ _ _ _ _ _ _ Stat~_ _ _ _ Zip _ _ _ __ Send with check or money order, postage paid to:

'I:~ P.O. Box 340

SEND YOUR Dealer Inquiries Invited

FEBRUARY 1981

99 Massasoit Avenue East Providence, RI 02914

RESUME TO:

Nags Head, N.C. 27959 Attention: RALPH BUXTON 49

Ultralight Powered Flight TYPE: Electra Flyer Spirit 200 #S002414. WHERE AND WHEN: Near Pan Ark Lodge, Leadville, CO., May 24, 1980. SAIL PATTERN: Dark blue and white. CONTACT: Steve Johnson, P.O. Box 1818, Leadville, CO 80461. $100 Reward.

BONNEVILLE AVIATION - Pterodactyl & Fledgling specialists. Kit form or pre-built. Free instruction. Route 1, Inkom, ID 83245 (208) 775-3400.

NORTHERN SUN INC. The industry's most experienced rigid wing builders, offers all custom built rigid wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraft and Powered Ultralights.

This comprehensive course

includes

techniques

TYPE: Condor 178. Chassis No. UPC-178046. WHERE AND WHEN: Lost on Pan Am Oct. 15. SAIL PATTERN: Brown, gold, white, red. DISTINGUISHING FEATURES: Gold and white delta on nose. CONTACT: J.R. Ulloa, P.O. Box 01-354, San Salvador, El Salvador, CA.

in

reading and understanding sectionals, FAR's, micrometeorology, and even float and ski use. Upon

TYPE: 230 Nova. WHERE AND WHEN: MAY 11, 1980 Near San Bernardino, CA. SAIL PATTERN: light blue, dark blue leading edge and kell pocket. Orange Eipper prone harness. Pealing black control bar. Clearcoat wires except one front wire white. Reward. CONTACT: Randy Novak (714) 885-5923.

Completion of course, students receive certification

cards. For more details, contact us at: 628 W. Larpenteur Ave., St. Paul, MN 55113. (612) 489-8300.

THE HANG GLIDER SHOP - New & used powered Quicksilvers by Eipper. Lessons & complete parts and repairs. For more details contact us at 1351 S. Beach Blvd., la Habra, CA 90631 (213) 943-1074.

ULTRASPORT, INC. Dealers for Eipper, Quicksilver. and Pterodactyl fledglings. Our only business is power. Call or write for further free information. UltraSport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395.

UTAH'S INFINITY FLIGHT SYSTEMS - The area's only powered ultralight school features Eagle, P-Fledge, Qc,icksilver and other quality ultralight gliders. Instruction sales. service, advertising & film productions. 898

So. 900 E., SLC. Utah, 84102. (801) 359-SOAR.

Miscellaneous BUILD YOUR OWN GLIDER PLANFORM COLOR SCHEME. all colors in reusable and rearrangable adhesive strips. A must for custom color buyers. See what it looks like first with Delta Wing kit, $5.00. Bill Bennett, Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408. (2131 787-6600.

Bumper Stickers - "HA VE YOU HUGGED YOUR HANG GLIDER TODAY?" White wiblue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066.

CUSTOM EMBROIDERED PATCHES. Made to suit your design. Order as little as one piece. Any size, shape, colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake. Chicago, IL 60618.

METAL LICENSE PLATE FRAMES - "I'D RATHER BE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling.

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

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 1.," dia. Inside or outside application. 25, each. Include 15, for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

LIFE INSURANCE - At non-flyer rates! Contact: Steve Grant, Insurance Services, 1633 E. 4th St., #284, Santa Ana, CA 92701 (714) 835-4025.

TEE-SHIRTS with USHGA emblem Ss.so including postage and handling. Californians add 6% tax. Men's sizes S,M,L,XL. BLUE/ORANGE. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet ·for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.

"YACHT SPINDRIFT" - 36' Sloop (fiberglass) accommodations for four Hang 4 pilots and gliders. Access to Caribbean and its flying sites. For information and booking call (607) 724-6586.

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 1 L2

months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

50

TYPE: 1978 Seagull Seahawk 190. WHERE AND WHEN: Carson City, NV. SAIL PATTERN: Keel out; while, It. blue, dk. blue, white, blue leading edge. CONTACT: High Sierra Hang Gliders, Box 865, Carson City, NV 89701.

TYPE: UP 149 Firefly 28. SAIL PATTERN: White sail with yellow, orange, brown tips. WHERE AND WHEN: Potrero Hill at 18th and Connecticut in San Francisco, Oct. 26, 1980. CONTACT: Christina Walsh, 426 Bartlett #4. SF, CA 94110 (415) 285-4516. Reward.

TYPE: Orange Cloudbase harness #118 with orange Odyssey chute. White bell helmet and instamatic camera. CONTACT: Gary Maddox, 2714 Murtresboro Rd. #118, Antioch, TN 37013. (615) 367-2441.

TYPE: SST 10013. WHERE AND WHEN: Sloan, Nevada, 15 miles south of Las Vegas. SAIL PATTERN: Dk. blue keel, It. blue, yellow, white tips.

Yellow bag. CONTACT: Mark A. Sevilla, 1900 E. Tropicana #42, Las Vegas, Nevada 89109. (702) 798-7821.

TYPE: Atlas. WHERE AND WHEN: July 15, 1980.

Rutland, Vermont. SAIL PATTERN: White sail, blue tips, CONTACT: J.J. Lamarche, Box 644 Proctor, Vt. 05765. (802) 438-5789.

TYPE: Raven. WHERE AND WHEN: Cantamar, Mexico. SAIL PATTERN: Center out: dk. blue, red, orange, yellow, white. CONTACT: Rod Newton, Box 3009, Chula Vista, CA 92011.

TYPE: Eipper Quicksilver with Yamaha 100cc engine, #7F6 400813. SAIL PATTERN: dk. green, It. green, yellow, gold, blue, black. CONTACT: Ken Strong, 4875 Alondra Way, Carlsbad, CA 92008. (714) 729-7813. $1,000 reward.

TYPE: Seagull 10.5 meter. WHERE AND WHEN: Fairfield, CA. July 1, 1980. SAIL PATTERN: From keel: white, yellow orange, red. DISTINGUISHING FEATURES: Initials "M.S." on deflexor claws and battens. Base tube has clear PVC tubing on it. CONTACT: Solano County Sheriff's Dept.

TYPE: 1977 Seagull 10.5 Meter. WHERE AND WHEN: May 18, 1980, Dog Mt., WA. SAIL PATTERN: Black leading edges, black tips, black keel pocket. All other panels white. DISTINGUISHING FEATURES: Two tubes had been replaced with new black anodized tubing. Bag was not stolen. CONTACT: John Elliott, 6549 24th Ave., NW, Seattle, WA 98117 (206) 783-4529.

TYPE: Seagull 10.5 Meter. SAIL PATTERN: Center out: light brown, dark brown, black, white, white leading edges. DISTINGUISHING FEATURES: 1/8" side flying wires, yellow fairings. WHERE AND WHEN: April 26, 1980, Phoenix, AZ. CONTACT: U.S. Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021, 944-1655. $250 reward.

TYPE: UP Spyder 180. WHERE AND WHEN: Lexington Reservoir, Los Gatos, CA, Dec. 26, 1979. SAIL PATTERN: Light blue with dark blue center panel, L.E. and tips, large white UP letters center. DISTINGUISHING FEATURES: Sail has resewn batten pockets, leather X-bar rub patches, frame has spliced left L.E., waggle bar (supine setup) and bent deflexor posts. Quick cam wire tensioners. No bag. CONTACT: Rob Walty (415) 364-8461. 617 3rd Ave., Redwood City, CA 94063.

TYPE: Electra Flyer Floater 230. WHERE AND WHEN: Barrett's delight apt., Cockeysville, MD, Jan. 27, 1980.

SAIL PATTERN: Purple L.E. and keel pocket. Sail yellow, orange tips. DISTINGUISHING FEATURES: Brown cover bag with red tips, padded bar with wheels.

CONTACT: Richard Hays, 1-c Breezytree Ct., Timonium, MD 21093.

TYPE: Lazor 155 #6, 1980 model. WHERE AND WHEN: N. Hollywood, near Bennett factory Feb. 16.

SAIL PATTERN: Red bag, keel out:1 black, black, black, split blue/dk. blue, purple, red, orange and lime.

CONTACT: Delta Wing Kites and Gliders.

TYPE: 1979 Sunbird Nova 230 #143. WHERE AND WHEN: March 11, 1980 Solimar Beach, near Ventura, CA. SAIL PATTERN: Center out: purple, dk. blue, lt. blue, white, red, purple leading edge.

DISTNGUISHING FEATURES: Brown bag, red flag.

Center panel with glider colors, zipper. Patch on left L.E. near nose plate. CONTACT: Chuck McLaughlin, 831 Ann Arbor, Ventura, CA 93003 (805) 647-4647, TYPE: Seagull Seahawk 170, 1977. WHERE AND WHEN: Dec. 31, 1979, Boston. SAIL PATTERN: White keel pocket, all red. Red bag. DISTINGUISHING FEATURES: Deflexors and bolts not taken. Bag has red flet tabs on closure. CONT ACT: Tom Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272.

TYPE: ASG 18-A #5656. WHERE AND WHEN: Tucson, Arizona on Monday 1/14/80. SAIL PATTERN: Center out; white, orange, red, purple, purple leading edges and keel pocket. DISTINGUISHING FEATURES: Bright yellow bag, purple down tubes. CONTACT: T. Runyon, 2002 E. River Rd., M16, Tucson AZ 85718 (602) 299-4529 REWARD TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31179 in Boston, Mass. SAIL PATTERN: All red, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/blue nose.

DISTINGUISHING FEATURES: Cover bag has small red felt tabs glued to closures. CONTACT: Thomas D. Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272.

TYPE: Dinger Wings Whizzer 180. SAIL PATTERN: Center out - black, white, yellow, orange, red, black tip.

Black leading edges. New cover bag, dark brown nylon, white zipper. WHERE AND WHEN: Sacramento, CA, Dec. 8, 1979. DISTINGUISHING FEATURE: Red tape over one-inch tear on right wing trailing edge. CONTACT: Randy Smith, 4739 Pasadena Ave., Sacramento, CA 95841 (916) 488-6658, 489-6188 TYPE: Electra Floater 205 #001699. SAIL PATTERN: Brown leading edge and keel pocket. Panels 1 & 2 white, 3 split brown, orange, gold, 4 & 5 white, tip yellow, gold, brown. EQUIPMENT: Hummingbird vario #Bl006, blue Price harness with Bennett parachute in white container, Sears walkie talkie and white helmet.

WHERE AND WHEN: Fishers Peak landing field, Low Gap, N.C., Oct. 8, 1979. $300 reward. CONTACT: Randy Newberry, P.O. Box 65, Bland, VA 24315. (703) 688-3703 collect.

As a service to the hang gliding community, HANG GLIDING Magazine publishes free information 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. New listings appear at the top of the column.

HANG GLIDING

Please Send More Info on the:

MK Ill RAP ID DEPLOYMENT B.U.S.

Street - - - - - - - - - - - - - - - - - - City - - - - - - - - - - - - - - - -- --

-

State-Zip

Send to: Delta Wing Kites, P.O. BOX 483 Van Nuys, California U.S.A. 91408

----------------------------

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

I

Stat111 Mall To: Glenn G. Muehlstedt

City

!

1fS

A casual beach pant fe.aturing the exclusive Op rainbow waistband.

Op Longriders by Bayly Sportswear, P.0. Box 5148, Denver, CO, 80217