USHGA Hang Gliding February 1978 by US Hang Gliding & Paragliding Association

•

Automatic billow

lrnprovecJ droop tip

ISSUE NO. 61 FEBRUARY 1978 EDITOR: GIi Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: W.A. Allen, Leroy Grannis, Bettino Gray, Stephen McCorroll OFFICE STAFF: MANAGER: Carol Velderroin. Janet Meyer. Donielle Delio, Wendi Tuttle, Kil Skradski USHGA OFFICERS: PRESIDENT: Lloyd Ucher VICE PRESIDENT: Dennis Pogen SECRETARY: Koy Broke TREASURER: Alex Duncan

HANG GllDING CONTENTS FEATURES

USHGA REGIONAL DIRECTORS

REGION 1: Vern Roundtree. Jeff Johnson. REGION 2: Wolley Anderson . Jon Cose REGION 3 Trip Mellinger, Don Poynter. John Lake. Alex Duncan. REGION 4 , Sieve Thome. Lucky Campbell. REGION 5: none. REGION 6: Jomes Cruce. REGION 7. Mike Zloskos REGION 8: Don McCabe. REGION 9: Vic Powell. Dennis Pagen. REGION 10: Skip Smllti. REGION 11: David Broyles. REGION 12: Jim Aronson. DIRECTORS.AT-LARGE· REGION 2: Uoyd Ucher. REGION 6: Koy Brake. REGION 8: BIii Allen. REGION 10: John Harris, Harry Robb. HONORARY DIRECTOR: Hugh Morton EX-OFFICIO DIRECTOR of USHGA as we ore a division or NAA: General Brooke Allen.

22 24 26

The Unl1ed States Hang Gliding Association. Inc.. 1s a division or the Not1onol Aeronautic Association (NAA) which Is the official U.S. representative ot the Federation Aeronoutlque In ternationale (FAl). the world governing body for sport aviation. The NAA, which represents the U.S. o1 FAI meetings. hos delegated to the USHGA supervision of FAl-reloled hong gliding activities such as record attempts and competition sanctions. HANG GLIDING magozme is published tor hang gliding spor1 enlhuslruls lo creole turtner lnferest In tne spo11 by o means of OP&fl communlcafion and to advance hong gliding methods and sof&ly Contnbutfoos ore welcome Anyone Is 1n, v1teQ to conlrroute ortlcies. pr,otos. and 1lluslrotions concerning hang gilding activities. If lhe ma terial Is to be returned. a· stomped. selfaddressed return envelope must be enclosed HANG GLIDING magazine reserves Iha right to edit conlrlbuhons wnere necessary The Assoc,ot,on and publlca11on do not assume respons1blhty lor tl'\e material or opinions of con1rlbutors HANG GLIOING magazine lspubhshed monthly ov Iha United Stales Hong Glldlng Assoc1o1,on inc whose ma,llng address Is P.O Box 66306. Los Angeles. Calif 90066 and whose offices ore la· coled ol 11312 '~ Venice Blvd. Lo. Angeles Calif 90066. telepnone (213) 390-3065 Second,closs poslagea poid of Los Angeles. Collf HANG GLIO ING magazine is printed by S1r1clalr Printing & L,tho Alnambro Collf Subscription 1s avollotlle only os porl of membership In Ina USHGA o member-cor,trolled educotionol and sc,entiflc orgonizahon dedicated to explonng oil tacElfs of ult101lght thgnt MemberShJp is open lo anyone 1nter.esfed In lh.s realmol tllgnl Dues for !\Ji membersl'up ore S20 per veer ($21 tor tore,gn addresses}. dues for Associate membe1shlp ore S15 per year at which -57 ore d8Slgnoteo for subscrlpltoo lo HANG GUO,NG magazine Changes of address snould be sent six weeks ,n advance. 1nclud1ng name. USHGA membership number. previous and new address. and o moiling label Jrom o recent issue

30 32 34 38

DESIGN AND EVOLUTION OF THE SOARMASTER POWER PACK by Horst Honecke r and Romua ld Drlik THE LANDING APPROACH by Pa ul Burns JOHN LAKE Interview by Hedy Kleyweg CHECK YOUR INSTRUCTOR BEFORE YOU LAUNCH by John Mayer TWENTY QUESTIONS by John Borden LET'S TALK TURKEY ABOUT FLYING SAFELY by Bill Budd by Dennis Pagen OTIS by Don Severance REACH FOR THE SKY! byR.V. Wills 1977 ACCIDENT REVIEW

DEPARTMENTS 4 6 6 13 15 46 52 55

EDITORIAL ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS USHGA CHAPTER NEWS edited by Bill Allen NEWS AND NEW PRODUCTS CLASSIFIED ADVERTISING STOL:EN WINGS FLYING BULL by Bill Allen

COVER: George Ferris launches Sky Sports Sirocco os Jeff Burnett waits with hls Sirocco ot Mltterslll Ski Area, Fronconlo, N.H. during 1977 Reg. 8 Nationals Quolltler Meet. George recently toured Scandinavia Introducing the Sirocco there, and Jeff took 3rd place with It at the 1977 Telluride meet. Note Invisible crossbar. Photo by BIii Allen. Our apologies lo Morty Alameda for erroneously Identifying him as Gene Blythe on the January cover. CONSUMER ADVISORY: Hang Glidlng Magazine and USHGA. Inc., do not endorse or toke any responslbllily tor the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of o glider ore urged to study HGMA standards. Copyright © United States Hong Gliding Association. Inc. 1978. All rights reserved to Hong Gliding Magazine and Individual contributors.

COMMENTS ON MOTORIZED HANG GLIDING Ready or not motorized hang gliding is here to stay. Along with it has come some controversy over its desirability. The purists object to the noise and pollution while others are concerned about the danger of whirling props, fire and vibrationinduced structural problems. Some feel that attaching a motor will remove all challenge. It is true that a motor will eliminate the challenge of soaring if used as artificial lift, but when considered as simply an alternate means of launch, like towing, it can mean more challenge the challenge of soaring over flat ground almost anywhere. Engines will open up whole new areas that were previously unflyable, offering the joy of our sport to thousands of flat-landers. The new potential dangers are very real and certainly motorized hang gliding should be approached with caution. Not only are we faced with the traditional motor-related problems, but "conditioned" glider pilots need to educate themselves to the miriad of new variables that accompany their powered craft. The crafts themselves are still in the larval stage. Power can get us out of trouble but it can get us into it just as easily. Every flyer who plans to use his ship for cross country excursions should satisfy himself by passing an FAA written. Knowledge of the established rules of the road are a must. The first mid-air between a powered ultralight and a light plane, or the first car accident caused by an emergency landing on a highway will bring down the wrath of the entire aviation community.

Actually powered gliders have the potential of improving our safety record, if approached properly. Everyone wants to fly higher, further and longer. Presently many are attempting to do so by flying in conditions that are clearly unsafe for lightly-loaded, slow-flying machines. With an engine it can all be done in calm, smooth air, away from the obstructions and turbulence that are the cause of many accidents. As far as noise is concerned we must simply place low noise and vibration as a high priority. The manufacturer who builds the quiet machine will sell it. That will be incentive enough. Pollution? We are presently hauling our gliders to the top of the hill along with tons of steel and a V-8 which is certainly less than efficient. Motorized hang gliding may be the beginning of a whole new era in aviation. I hesitate to underestimate it. Remember the late 50's and early 60's when the dreamers envisioned man of the future with his personal flying machine that he could use to go anywhere? The helicopter never made it. Conventional planes were too expensive and needed airports. A powered ultralight is easy to fly, can be launched and landed on foot almost anywhere, and is relatively inexpensive even now. If they were produced like cars they would cost peanuts. Someday someone will find a wide-spread practical use for our wings. When that happens, it will be big. GD

---JOIN THE USHGA TODAY!--SUPPORT THE ORGANIZATION THAT SUPPORTS YOU THE UNITED STATES HANG GLIDING ASSOCIATION, INC.: • Offers pilot liability insurance • Provides a medium for discussion via its monthly publication. HANG GLIDING magazine • Rates pilots and certifies instructors • Sanctions meets for local, national and international championships • Recognizes outstanding flying with Otto Lilienthal Awards • Represents you nationally and internationally through the National Aeronautic Assn. (NAA). a division of the Federal Aeronautique lntemationale (FA!) • Acts as liason between pilot and the public representing hang gUding at government levels. I apply for membership in the United States Hang Gliding Association, Inc.

NAME

________ .PHONE (

ADDRESS CITY

-·-··-~----------__AGE ---- --··· · · - · · .. ---···· - - - - - - - .

- - - - - - - - - , n •••-·--•••••••••••••

___5TATE _____________ ZIP ·----------------·-

I include my check or money order for annual dues as inclicated:

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

D $15 ASSOCIATE MEMBER ($16 foreign)-As an associate member you receive 12 issues of HANG GLIDING magazine, and most USHGA membership benefits. Subscription to HANG GLIDING magazine, formerly GROUND SKIMMER, is available ONLY as part of membership in the Association.

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

HAN$ GLIDING

the Thommen Altimeter and an

a mar»resistant exterior. Colors include thermal turbine orange, and beta yellow. A black anodized aluminum panel r, , a nne gram black neoprene toaccom·· mcdate the variometers and the Altimaster UL Both will be available soon

factory installed, nicad can through jack on panel front. Four screws easy access for battery replacement or service. An aluminum mount the flight any one outside diameter control bar boom mount. height rotation to suit your needs. An optional control bar boom mount of black aluminum is available through Wills Wing. CllAD AVT Flight Professional. Convenient. like you've never

••••

. ..

••

similar to the pnoposr!d lives say 50 ft. would be very c1rn.!stionable. fall from 50 ft. his mph, not significantly tlrnn car crash impacts, where the bags have only saved lives, hut prevented :ill forms of jury. The questionable would be 50 and 200 ft hut having both a am! air bags might just be enough to get Tony M1n.,

/\oronaut Hann Gliders Inc

/\PU Hi[lllt Systerns ' Arcadia Air Sports flennott Delta Winn Gliclers

an hour's drive and can or west. Thermal activity and soaring of 3,000 ft. over takc,off place. The vertical is 1,200 fl. and top ft. .. On one occasion l gained 4,500 take··Off.

Editor, I am directing lct1cr 10 all New York hang glider pilots who wish to keep the sites bavc and possibly new ones. you undoubtedly many owners will not allow hang gliding activity their property, owning to their foar of in the of an injury death to a hang pilot. The Gliding Club of Syracuse New York area has senators to sponsor landowners from responsibility the event of an accident. We the support of each and one of you. lf you support this aclion and would help, please write Philip R. Hall Village N. Balclwinsvillc, NY This will only delay, Next

/\lbatros,; Sails

10 IFC, I, 12, 4/

Box Molli

Cl1uck's Glider Supplies

!)fi

Crystal Air Sports

Eco-Nautics Inc

Eippor

. IBC

Electra Hyer Corporation

.BC

Glider Rider .

'[14

Go Graphics

Hall Wind Motor

G:J

Import Moto1 s

, 11

Kite Enterprises Laminar Systems

'4g

M Cornp,rny Manta Products Mohil Eutorprisos

. b3

Mountain 'N · /\ir Sports

.il

Orion Vario,;

Pagon

l'ereorine Aviation

Power Systems

Poynter Gooks Seagull /\ircralt

beautiful one. Chuck Ranch miles from

Sky Sports Soarmaster

,,o

Stove Snydm Ent. Im:

fho (ireat Outrloors frading Co

Tho I tang Glidors Bible

! lie Hang Glider Sl10p

l I to

Canyon San

Horse

Ultraligl1t Flying Macl1inos

. bl

llltraliql1t Products

Saboba, little more

IJSHGA

4, 7. 44

Wostark

. 21

Wills Wing Inc Windhavon Emergency Parachutes

ward into the cycle type with bearing directly that met liner.

! Vi in. tbc hard the helmet so that the foam conlac1s only the skull. I have inserted width of J,in. helmet that is much

not going to be cf-

Ultimate Hi[Jli

occurred. This

AMOIJNI

BOOKS

OIJANTITY 111

IJIJll II IING Ai'ID ,;[)IJllCI !lllOI< 1011111\Nr; M1cl1ao1 Me1\d(;lr;rn1 111story. 111ocJel'> ;iccw,

ll ?

:)KYS/\11 NC, hy Hick Canic1

,,c ho ol ~; 1

a1Hl 111s\m:t101i

by ,Lum:'.; Mi;11ek l-l1ql11 t111:ory

II 3

cu HI

rJata IIAN(i I LIGIII ,)1)1) Arllnson IIHI 11,11 Wrllidi!IS 111111! url,l!CJII lfl!Jlr 11ct1011 111a111J;1I 100

M1c10111r:tuornlooy (or pilot:; GO illus lly NOT SHOWN IIANli GI llllNG AND II YIN[, SKII liy ll1!11111', /\ instr uct1011 rnanur1I 101 iJr)qirrner:, to GUIii! AIWDNA l1y Wilson llc1k1,r p1rr1u'; ma:x; ,rncl concl1l1ons lor m /\r110lld (ill rill Ill [1[)PIII AH II :; :;o CAI II 01\NIA liy fl Clt:avt:la11d lx;ts 2'.l (;!Jill IO IHJl,/\110 llllilll

C (JO

b ()0

,,II

1111

:) '.JO

fl 1?

II !'.l lly11111

? )[)

llH

:;iMl'Lllllll f'[lliOllMANCI II ;IIIN(, !J/ Jilek 111,rk

H-1'.J

1111 COMl'U 11 BOOK 01 11/JN'.) (ii llJINli liy Ll S lllllllr:y lo 1odc1y 1H(>

:J? 1'1(}()'1

1111) ~

!'Sfll:Ci,)IJ\I '111

/.XT IIJINU MANUAi /\Nil LIIC:. fly IIMI

'.1?'.>

I 01 l,eqn111c1', /\11 to 1rr;truc1ois ol X f /\I ;.;p()fil ING CODf P1 (lv1dns 1IHl requ11crnenL loi f(!Cords. acl11nvcm1rnl:; llailq(:S, ;ind World C11.i1np1011:;111:1';

ll 11 11111

11:;flG/\ I MIJIJM I <111111! 100% r:011011 or;inqc 1rnly Meris s11us M. L, XI (please circle IJSll(;A I Mfll.1 M CI\I' Orm we lrt:: dll IVI" w IISlll;A e111!1imn NAVY 01 (1111\NGI color) 11'.illliA 1;1w ON I Ml!l [M d111rnew1. lull ClliOI (rcrl 11:111 or;rnqe rni a yullow-ornnqe hackqrou11d w lllack pr111l)

11 I?

Ill

1 '.iO 1 00

1 !10 t 00

i11:rnieh;t full color

IJSIIC/\ IIICAI

IJSIIG/\ IMlll IM Pl Nll/\NI

'.lllll

ch;11r1

IJSIIGA lllJITOWl'IN 1'/ 1l111111cli,1, lull color

l lCI NSI i'I A.II f'HAMI Blun and wl11te

'r'cl 1111111:r Ile l111111J ql1rl:•1q

1 110 USHGA PUBLICATIONS

I' I

IJ:;fl(,A INi,ilHJCIIJWI CFl11111CAIION MANll/\1

( I)()

I'?

IISIIG/\ Ol l·1Cl/\l COMPI 11110N lllll I ii

? (l(J Ml llCI 11\NlllSI Sllll IIITAI

HANG GLIDING/ Gf!Oi!Nll SKIMMEH \;lX OIi 11ld0d!IIW'S

MIMfOGIIAl'lllll COl'II S 1. ?. :l 1,

6. I. fl. 9 10

r, c11lrnrla1), ?0, ?:,. i?(i SOI I) OUI I

f'HINHIJ C(WII 19, ?O. ?I, ?3 ( ? I ?II 1!1 ilO. '.l I 3? illl. Jil

ilfi ('1Gcalc11d1Jrl l'lilNTI 11 CCll'II c<1lenclar) 49, 50, h 1 b?

11. 4? 11:1. 114 ()6

1G, 1/ 1fl ('II $ 1 1)1)

$ I :,11

\)/ tlHot1qr1 curreri\ issues

MAG/\/INI Sllll 101 Al

SUl'l'I YI !Ml ffll

IOIAI

NO IISIIG/\ MLMBFnSHII' Al'PLICAIION I Ol1M (// 41

/,CC:llll NI 1111'0111 IOIIM (n 1:i1

USIIG/\ MEl1C11ANIJIS1: llflllfll lOIIM (N '11

Ill M lilO,JISI I OHM

IISIWA Lii 11:~fHAI AWAHll HHIM (// 1?1 llASIC SAi

llllWLMIONii (PAil i I 001

11'.illGA HAN(; llATIN(; l'flO(;IIAM (l'/\111 1111)

Consumor arlv1f',Ory Op1ninn:; nn1 dow,

autl1ors ot l1stnd !louk:: do not nece'.>Sdr 1ly ref Ii :t US11C/\ policy 111e1cl11J11dr::c co11:;t1tute r;11dors(;rnr;11t

me helmet will again in winds of over JO Ml'I Joseph Ulster,

the

brain.

has come to com111rmicalc to others involved in the

is ballistically

nails

euphoria

lo get down. The headaches

of days mid finally left. It

flying similar aircrnft. thrce·position ignition switch which clamped to inboard diagonal is subject 1u engine vibration. that the igni 1ion will vibrate from the mouth happen position to the f1ight position. at any time. checking the switch position heforc takeoff and landing is not the solution. I have isolated the ignition switch from vibrn strips of bicycle tube rubber tion using on each side the ignition switch. The switch now slays in position am! the atlached to the switch conncc1io11s) less su\J . . jcct 10 fatigue. Wrapping the diagonal with electrical helps to the tube when clamping 1hc throttle and ignition switch to the crnfl. The

attached lo tlic vertical engine mount support 1ubcs arc subject to vibrn"" been known to break and destroy neoprene grommets at all criss . attachment points. In aclclition, I at their intersection using two lengths of I/J6 .. i11. diameter foci line and safety no longer vibrate

at the attachment points noticeable. One last thing, when building handling allow for than shown on the plans.

Dear Editor,

with no proper, immediate recovery hy the pilot. While some pilots argue immcdialc pulling through and centering bar would affect recovery with little suffice it say that the addition of on the production gliders has problem. Remember, this was an Aust prototype. one reason why the meet directors Neilson (Canadian killed Oil flying a Moyes it was Muller. The Muller gliders arc an

it becoming an

400 feet below, the windsock shore pretty hard. At the top, the wind blowing right up the hill had

flying for enjoyment.

be up higher, longer than the other to stop and 1akc doing. Pmil Bragg Nipomo,

couple of minutes later another flier self punched off simul1aneously. with strong lift and equally Soon ,200 smooth, warm air, worlds seemed all apprehensions our unfmmclcd. Approximately into the flight encountered air. A quick glance to the firmed om hare! offshore flow on beach. yelled to haclto maybe we can't penetrate back. Just away from the hill while still high I could working the hill getting thrashed. I passed the guy the Seagull with whom had launched. several hundred feel below really get1ing around. That the last time I saw his in 1hc air. Seconds later on the beach several people of alurninmn and

collapsed under normal to become another statistic, I my Australian love affair and in mothb::ills until more detailed phone calls and few on-site inter forth interesting revelations. Nationals crash. briefly,

arc ulso reported to he I wo major Muller Ihis lime resulting from on May 8, when Boris Popov was flying Jerry

about other people's gliders, cheapened. If it is necessary for to put down all the olhcr products to sell their own, it's reasonable to their product isn't lhal good." He continued, "Since ii is possible to no matter how small, in virtually now flying, the rnmors and gossip pc11 y and Iimcs greatly make an impact on lhc listener." Well indeed! Rick Bugncr #JO Gerstung Park Forest,

(

1B 1 roof

l //J,T/ J !

! l1Jf)1,lll(J\(Jf)

[ )r'i\/(·,

/f ;; -' I

'.)111[,/'

HANG GLIDING

Bill Bennett has the industry's only tested and complete Back Up System You ear a helme . because you're smart. You know ow necessary i is.. Bu don' stop the·e. Add e system that provi es a ·es ed back-up i case o structura ' ·ai1u e. m· -air col losion . ex: eme cold o hypoxia. Fo lo• the lead oi the rofessionals. Fly safe wii e i dus r, 'sonly ESTED & COM PLE E Back Up Sys em. For more info oupol'l below _ Now Available In Two Models

B.U.S. Mark I 24 · corneal canopy 360 sq. t. Ocontinuous lines VVeigh t .i1 •; . lbs. $295. including i11rer envelope and container

B.U.S. Mark II (T.S.0. Version) 26' con ca can'.)py 540 sq. ft . 22 lines to skir Weigh. 7 v, lbs. $330. including inner envelope and co1tainer T.SOHa rness availaole _

,i ~~ 11

Bo,h B U .S . mode ls f i t al l ha r esses .

ha r-

Drag Chute (mini-B.U.S.) Ideal fo r use i'I .ight lan ding areas where hig approact1es a e neede • P eve s overshoo i g • Serves as a dive recove y sysrnm • Fully controllable.

Bob Holliston soari ng on :1 old winter's day above The Dalles, Oregon.

YOU'VE ALL SEEN--those incredible hang gliding pho togra phs ta ken from remote control cameras. Now you can ake hose same pictures without the need for a S600.00 motor drive unit. With our total REMOTE SYSTEM (pat. pend.) y u advance the fi lm mechanically and squeeze the bulb from your flying position . Fits all 35mm single lens reflex cameras. •Ta. e up to I pie. sec. ·One hand operation -6061 T6 Alum. const. Custom .P. sa ddles :·or mounting ·Unit weighs 12 oz.

-Mounts in seconds ·Can be used wi th a motor drive ·Adjustable camera angle ·Complete instructions ·Easy to use

Send $39.50 to:

Cascade Photo Innovations Box 1234 White Salmon, WA 98672 Phone (509) 493-2961

state crosstube dia . add S1.50 ea. for extra saddles. and state size Wash. res. add sales tax

P .O . Box 483 . Van Nuys. California 91408 2 13!785-247 4 • 213/787-6600 • Telex 65-1425

Please send me all available informatio n on ycur new Bac k Up Sys t em Name _ _ _ __ _ _ ____Glider_ _ _ __ Address _ _ _ _ _ __ _ _ __ _ _ _ _ __ Ci ty _ _ _ _ _ _ _State _ _ _ _Zip _ _ _ _

SIROCCO ... ,•

••• will turn your head ! From the moment you hook in till long after you've landed, this sleek glider will hold your fascination. The sky is your playground. Streak over to that far-off bowl, reach for the elusive cloudbase and ride the surging wind. If you fly for enjoyment, you'll appreciate the Sirocco's confidence-building design. • •

Over9 to 1 glide ratio Performance at penetration speeds • The strongest airframe • The lowest drag Go Sirocco with Sky Sports

/ky /p!l1/ ,.o. Boa S07 llli119lon. 06019 0011111.

(203) 872-7317

Note hidden crossbar and 80% double surface. In Europe contact: Para-Fun International Juan Garcia Norrebrogade 148 2200 Copenhagen N Denmark

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

IISHGA t~HAl1'1~1~1t 11~\\'S Edited by Bill Allen Southland Flyer Southland Hang Gliding Assn. (#7) 18339 Bassett St. Reseda, CA 91335

"This Club of Ours" (11-77 issue) New officers are President, Tom Milkie; Vice-President, Bill Becker; Secretary, Nadine Malcolm; Treasurer, Hal Spivack; 5th Board Member, Jack Benedict; Editor, Don Apodaca. "Accidents ... " (11-77 issue) Four accidents from summer through October were reviewed briefly, including inflight structura[failures of an SST, Phoenix 8 and Olympus in Southern California plus a midair between an SST and an Easy Riser in ridge/lying. "Hang Glider Insurance" (12-77 issue) Reproduced from "The Insurance Market Place": It is conservatively estimated that there are 50,000 hang glider enthusiasts in the U.S. today. Hang gliders are metal frames and harnesses upon which sails are attached. An individual hangs from the harness when the wind catches the sail and glides through the air. In certain areas, long, sustained flights may be achieved. Recent rulings by the Insurance Services Office indicate that liability coverage for persons operating hang gliders would be covered under the CPL portion of the Homeowners Policy. However, physical damage coverage for fire, theft and transportation hazards is available through a limited market. Liability coverages for hang glider schools and instructors may be obtained through several managing underwriters representing Lloyd's. The following are markets: American National General Agencies; Cravens, Dargan & Co. Special Risks; Elite Insurance Co.; Fairfax Underwriters Services; Illinois R. B. Jones; International Aviation Underwriters; Lexington Insurance Co.; OMNI Aviation Managers; L. C. Sides, Insurance; Tower Special Facilities; Wohlreich & Anderson; Underwriters of Lloyd's, London. "17 .8 Pounds of Muscle" by Bob Bowen (12-77 issuer The Dec. 1977 Soaring magazine had an article about a super new engine; the DYAD 280 that set a lot of minds whirling in regards to powering their fixed wing hang gliders ... I traced down Dale Herbrandson who manufactures the DYAD 280, 220, 175, etc. After a short discussion it quickly FEBRUARY 1978

appeared that the "280" was not for our use because of the 60 K airspeed necessary to ensure adequate cooling with a pusher prop. However the DYAD 220 is much cooler running, is the same as the "280" except with a smaller bore ... putting out between 80 and 90 lbs. thrust at 6,200-7,500 rpm using a direct drive prop of 28 in. diameter, 11 in. pitch. Where does all that push come from! This little 220cc engine puts out 19 hp at 6200 rpm. The engine is very smooth running with its two opposed cylinders firing simultaneously. Two carburetors, one for each cylinder, supply this thirsty little beast . . . You should know that this little gem is going to set you back about $600 per copy less prop once into production. But you'll have to admit, if you have a Quicksilver Band your Mac 101 won't get your fat off the ground, it is half the price of a new Quicksilver C. Right? Weight is 12.5 lbs. plus about 5.3 lbs. for ignition and battery. Presently starting is by propping only . . . For more info, please send a self-addressed stamped envelope to D.H. Enterprises, 4909 W. Compton Blvd., Lawndale, CA 90260 (tell them Bowen/ SHGA/Hang Gliding sent you - ed.)

Flint Hill Flyer Flint HIII Flyers, Inc. (#14) c/o John Angle 2625 S. West #413 Wichita, KS 67217 "Truesdell Jr. High Program" by Clyde Ribordy (6-77 issue) Pat Cheeseman and myself explained and displayed the sport of hang gliding to over 1,000 students starting with a short film from the test filming of the movie ''Sky Riders" ... The highlight of the afternoon came when Gary Osaba, Pat, Bill Frary and myself demonstrated a short flight by towing an Elite by both power and hand. "FHF's 1st Annual Meet was Cancelled" (6-77 issue) The meet scheduled to be held May 20-22, 1977 began early Saturday with cloudy skies. Quite a few people had arrived, some from as far away as Texas and Nebraska. Saturday began as a damp morning but the Les Willems Fund-Raiser (fellow pilot ilfjured in flying accident) got underway since the wind was in the general direction of the hill ... But of course it would have to rain on us! So flying was delayed until Sunday

when it was resumed about noon at German's Cave near Russel. The pylons were set up and the meet was one round into competition when the winds changed, so the meet was postponed. Upon arrival back at Wilson, whom did we find in the air but Stan McAllister and Randy McCleave, already in the air for 35 minutes. Kites were quickly assembled and flying continued until sunset. The fund raiser netted over $120. "Frary Tale" (6-77 issue) For nine days in a row it was soarable at Wilson. Gary Osaba has been averaging two hours a day in the air. On May 24 quite a few people showed up to fly Airport Hill, including some from Nebraska. Gary went up and tuned Randy McCleave's new large Elite by putting a half hour on it, but the wind was a little too southerly. By 11:15 a.m. Gene Vance had the wind blowing straight up the hill at about 20 mph. The reason "Gene had it blowing" was because he is the hill manager and runs Gene's Hotel at the bottom and is responsible for all.weather conditions at Wilson. A little after noon Gary was about 200 ft. above top and turned downwind and flew to the dam. He soared on the old meet hill for a while before flying back over to the end of the dam and landing beside the road. About that time Steve Smith and I (Bill Frary? ed.) were up taking turns doing 360's back over the top. Randy Mccleave seemed to enjoy himself the least. He just couldn't seem to get his new Elite down ... I think the people from Nebraska were really surprised and I'm sure they'll be back right away. One of the Airheads from Hastings even soared his old Pliable Moose Standard for nine minutes. Delaware Valley Hang Glider Assn. (#19) Box216 Warrington, PA 18976 Special report to HG by Penny Larrisey The "Chapter News" section is a fantastic idea. I have received several letters from pilots in Pennsylvania wanting to join a club. And I am able to refer them out where they can get the help and comradeship they desire. New officers are President, Dennis Basmajian, Levittown; Vice-President, Bill Beier, Philadelphia; Secretary, Penny Larrisey; Treasurer, Wes Getz, Langhorne; Director, Doug Seamone, Philadelphia. 13

3rd TELLURIDE ... Joe Greblo . 2nd !

Team. 3rd!

"I'm a Hang 3 pilot. Experienced, but not an honest Hang 4. I've enjoyed my high performing intermediate, but I'm ready to move up. I tried several but most were tough to Superships handle. At least they required your attention, kind of like a full time job. Hey, I fly for fun. I'm a good pilot, but I don't fly for a living. I tried a TEN METER, and that's where the frustrating story ended ... "

Yes, if you're a better Hang 3, you can fly Supership Class today. Not when everyone dampens them out enough to allow just cruising around. But now! Ten Meter and Ten Point Five Meter ... One will handle your needs. See a dealer today and see what our tall friend means. TEN METER for pilots from 130 to 175 pounds at 174 square feet TEN POINT FIVE METERS for pilots 170 to 220 pounds at 196 squares. For about $1,100, complete with coverbag. Sky out - Sophisticated Seaqu/1.

S&RGUU IIIRCRll/:T 3021 Airport Avenue Santa Monloa, CA 90405

NEWS AND NEW PRODUCTS FLIGHT DECK

HOMA CERTIFICATES OF COMPLIANCE

SANTA ANA, Ca - A new professional and convenient flight deck has been added to the complete line of hang gliding accessories by Wills Wing, Inc. According to Wills Wing, by consolidating three important flight instruments into one streamlined lightweight deck, the CHAD AVT™ allows easier viewing, faster reference and better soaring performance. The flight deck combines the latest Colver Variometer (5XC), the Thommen Altimeter and an optional digital elapsed time meter.

NEW SAIL COLORS To coincide with the release of the "Phoenix Mariah" Delta Wing Kites and Gliders has had THREE exclusive new colors produced. One is called "Mariah Silver" and was designed to really compliment the "Space-Like" appearance of the "Phoenix Mariah." It is, however, available for all other Delta Wing Gliders. The other two colors are Pacific Blue and Cherry Red. The "Mariah Silver" is available immediately and is presently being used on production "Mariahs." Pacific Blue and Cherry Red will be in use by mid February. These new colors are the same high quality Bainbridge 3.8 ounce dacron, but Delta Wing has had these EXCLUSIVE new colors produced to further enhance the product line and to extend the color range to 15 colors.

PALOMAR OPEN The second annual Palomar Open and region 3 qualifier will be held on the La Jolla Indian Reservation March 18th through the 27th with competition beginning on the 20th. Entry fee is $25 for amateurs and $50 for pros which includes camping fees. Pros will compete for cash prizes while both pros and amateurs will compete for the 95 pound "winged warrior" trophy. The meet will be one-on-one and is for hang 3 and 4 pilots. It will be co-sponsored by Flight Realities. For information contact Bill Armstrong, 9046 Flanders Drive, San Diego, CA 92126 (714) 566-2189.

ANOTHER DEPLOYMENT Another pilot's life has been saved by an emergency parachute. Heinrich Gottschlight was performing loops in Germany at 10,000 feet. His kite inverted and collapsed as he fell into it. His parachute, which was apparently a German copy of an UP chute, deployed successfully, although he broke his arm on landing.

FEBRUARY 1978

October 27, the H.G.M.A. Certification Committee met at Seagull Aircraft and review~d documentation presented by several manufacturers. Certificates of Compliance are being issued for the following gliders: ALBATROSS, ASG-21, AA, A, B, C CHUCK'S GLIDER SUPPLY, FALCON 20 DELTA WING, PHOENIX 8, JUNIOR, REGULAR ELECTRAFLYER,OLYMPUS160 SEAGULL, 10 METER SUNBIRD GLIDERS, STANDARD STRATO ULTRALITE PRODUCTS, SPYDER 154, 192 WILLS WING, SST 100B WILLS WING, XC 185, 220 WILLS WING, 1100

DANISH NATIONAL CHAMPIONSHIPS American pilots should take note of the Europeans, not only because of the challenge they present on the competition level, but also because we can learn from their organization. The Danish National Championships· bear this out. They didn't even allow bad weather to occur during their finals! The national meet was sponsored by the Danish Hang Glider Association (equivalent to our USHGA). Through a series of regional meets the number of competitors was narrowed to 50. This group of pilots competed through the week of September 20th for the finals. By the weekend 20 pilots had been selected for the last runoff. The tasks were those familiar to us all. Speed run, slalom courses, duration and spot landings. Nine flights were taken by each pilot. In the end the most consistent pilots took home the trophies. It seems that the maritime conditions indigenous to the nation allows for consistent winds and thus a fair test of pifot skill. Perhaps we should hold the U.S. Nationals in Denmark. If only a handful of pilots could afford the air fare at least the number of complaints to the judges would be minimal. STANDARD Peter Anderson Cloudbase OafSavsgaard Cloudbase Pravan Wallmarst - Sky Sports Bobcat III Jorge Ovesen - Sky Sports Bobcat III Pei: Kristiansen - Sky Sports Merlin OPEN Jorge Ovesen Sky Sports Bobcat III Christian Hansen Falcon (English) Juan Garcia - Sky Sports Merlin Olaf Korremann - Homebuilt Per Kristiansen - Sky Sports Merlin

POWERED HANG GLIDING MEET APRIL 1&2,Diamond Powered Hang Gliding Meet, Perris Valley Airport, Perris, CA. For details send self-addressed stamped envelope to Joe Diamond, P .0. Box 724, Balboa, CA.

FRCUPDATE A general reorganization of Flight Resources Co-op started in October, including relocations by related businesses and formation of the longawaited catalog operation under the name "Flight Resources Co-op" (to be Inc.), which now has sole use of that name. Bill Allen's Aerial Underground News Service (aviation writing and advertising) has moved to 4 Dearborn St., Milford, N.H. 03055; (603) 673-7603. Terry's Glider Supplies (Terry Sweeney and Becky Secrest) is still looking for new quarters, temporarily using its old address and phone [P.O. Box 150, Wilton, N.H. 03086; (603) 654-6334.] It is hoped eventually to locate most of these businesses once more in one location to continue with the original dream had by Terry Sweeney, Bill Allen and the late Stuart Soule. Their concept called for independent businesses to gather around a central marketing operation which is only now coming onto the scene. This marketing outlet, taking the name "Flight Resources Co-op," is starting out with a small catalog line, custom sail work and repairs and production sail subcontracting. Its first original product is a Defined Tip Kit designed by Terry Sweeney. A defined tip, also known as a "floating interior truncation," allows the unsupported, roached tip area of non-trunc flex wings to move freely except for when this area starts to collapse in turbulence or in very high speed dives. An aluminum strut pivoted from the leading edge at each dip defines minimum washout. A range. of up to 10° additional pitch down can be provided beyond where a glider would normally tuck without tips. Once tucking does start, defined tips lighten somewhat the considerable bar pressures found in such a situation. Unlike emergency reflex cables on gliders with standup keel pockets, defined tips come into play before luffing develops. Of course, while defined tips significantly improve your odds, they are not replacement for good piloting judgement, parachutes and speed limiting devices. The FRC Defined Tip Kit sells for $39 plus $1 shipping. (Small and large group discounts and qualified dealer rates are available.) Send a self-addressed, stamped envelope to FRC (25 Proctor Hill Rd. #8BHG, Hollis, N.H. 03049) for a spec sheet including some important ordering instructions, or $1 for this and FRC's new Catalog and updates. 15

held in (try to show up the if What I would really like to happen, to have an unprecedented the membership to influence the direction of their club, and al!t)W:llll! arbitrary decisions. Now to that! ... Below is list of the names directors. writing, the

offer your oniini<ms

that 1000/o

mind you that almost HXJO/o

Unfortunately the recent

list

immediate al!ention

0 IF

l!Hid l.!50

William

Horst (left) and Homuald (ri,ght) Ph,,,•,niv in the company worked for. In fact, I hired him and a good fri(onclshin diately. to his affiazm;;

char1;c /ar?,e corporation until his res1gr:ial1'on months ago to give

Romua!d Drlik

broken ribs, cte. During the him, I asked him A"''"'""' and he replied that above all that's where elaborated little his dreams was to fly, the Canyon. how he would some a pow(:r and take off away from the rim, gain altitude, shut the or nm out of fuel, whatever came first, and time he didn't have said it

graduate study there A emr{ynamic1'.

I became int ercs1 ed in the hardware. I am 1101 To make a long story to form

published many during the which have had worldwide d1:~tri/Jution.

sailplanes. tmJtc,tv1Dl:s and were busy of the inc1uir·ers for the ultralight sailplnne asked the question it be It al 1hat time that we decided after the exis\ing hang that had lo be second to none.

Romuald after touring the country !'or decided to locate in HANG GLIDING

in the follnw'in[!

idler wheel. This crnnl!gwration would into terrible lef'I or right hand spins at about to 8 mph because of lack of rudder stabilization. We proud of our selup shown below. We felt this was pretty to fail. Unfor ..

Another unsuccessful launch arrangement

At that point, land vehicle and perfected launch it should have the first place; and concentrated our on the power pack Since the bclt·driven basic unit worked well at the time, we filed for patent pro·· tection. Obviously, can't patent on lhc Chrysler or other known com. poncn!s. , the COIIC(!ptual :in·:mm• .. mcnt and other features up wilh patentable. The laminar air flow propeller with catcd construct ion another ,n,irrn,><:1Pr Inc. first in the irnf11ctrv Next, went from the belt open-chain drive. The first alt em pt worked well. There was just one fly in l he ointmen\ The chain had to be lubric[l· led before or aflcr each 20··mim1tc This was not nor ii somewhat open, aJl,owing splash out on the the , and was not In addition, if the pilot did forgcl to lt1bric[lte the chain only one time, the chain would ovcrhe[lt and had to be rcc,laced. From these lessons went to an enclosed box with very little oil fill, that the chain would touch it and splash it around inside 1he gear box and generate oil mist. Since designed new enclosed box, designed clutch centrifugal dutch into the system. starting the two-cycle engines are very tcmpernmenlal. We are proud of the new arrange· mcnt. None of the previous models sold in spite of many and requests. We per· wanted to come out with a tested safe 1o use at the fected unit that lirne. your own motor· Our motto is in the on

I recently observed Chris Price, who lb. payload, launch a on a very gentle slope with no wind. The climb rate and general performance were very impressive. Chris will a complete pilot report soon

The early bell driven

HANG GLIDING

to <11lsoril 0rH,r<Jy lular trnction

COMl'Oln I J N rnr; for cornfor\ r1nd \l

Lancl. power Too many times I've seen a over the target with 200 ft. of altitude. in

Obstructions Wind direction and . Wind or shear 4. General li fl conditions . Allitndc

can that think about on Many j

needs to do real confusion often I lmes

the

doesn't have an power on a bad enabling him to climb out, go around and try it In you chance. Several factors add to the of the situation:

of all wind indicaclown 011 the time you need to locate them from the air. Make a rmintal note of man.made indicators first, that is, windsocks, streamers and ribbons. Then note the natural indicators, tall grass, wheat, water smoke cattle (on occasions of velocity cattle downramilia• present in or

lakes, rivers, streams, ponds that cause you problem. While you arc in the landing field for check I he wind direct ion and several minutes. This is time well spent, and will be vital in the overall condi1ions al a si1e. Next, go to the launch site. Check lhe wind direction and on the way. At 1hc top, check the conditions carefor several minu1cs. Check direction and lo determine if wind or shear conditions on top prove to Should the wind be , a wind situation may exist. Say we have a wind in the landing and an 8 mph on top. This situation is not too had, and shouldn't pose much of a problem. When the the field is mph and 15-20 on top, then a potent condi1ion exists and should be considered with greater The wind direction should be in similar manner Should the wind t!irection vary from top to bottom more than 90°, a shear condition should be Although some vertical shear conditions can be u1ilizcd for altitude gains, this

HANG GLIDING

during I lie ,1pproach told me ahoul the second lime he landed mi ccrlain barbed wire fence, don't off and I'm not lo land on !hat himself, and continued frcqucnt ly throughout up to the time he landed go! the spot land,

yourself 011 the and in the air for

approach,

Without crowding the spot, downwind perimeter oft he landing some alt ii udc ft when Sci up constant leg by performing !80° and man,madc indicators lo yom optical illusion technique lo determine allitudc on finaL Visually the position or frequently during the flight and approac!L Put t hc,c suggest ions to and con fi, dcncc and accuracy will smcly improve that all m,nnrt'.lnt

l'ROUD TO INTRODUCt TIii S[AIIAWK, DESICiNFD ANll Llllll.T Wini

1111' SAMr rl1AlllTION Of

BH'ORI IT Tiff

AIIAWI<

AU. TIIF SFACUl L FI.IGIIT PFRIOl{MANCF SUlrAl.lLT

r THI\INII\J(, I I IGHTS Al~l) ON TIIIWUGH COMl'cTITIOI\J,

any interested in interested in all types of I used to ski an awful lot and time I'd up ski lift I'd wouldn't it be neat to have and take off? I used to wonder how one could I've I can built my cliff.

knew what

a Mini had my own sail on it. was with the Wills for month or so, an idea of how the sails should be cut and it. Ann from

standards anystatic a few years

newer nice reasonable conditions. But

got to remember that this was how to I

too?

've flown those mountains and have gotten thrashed pretty hard. still think even with the that control minimal, but that you them in sonable conditions. If you go out into the stuff, later it'll catch up to

HANG GLIDING

(cm1ti,wef/ (m /Xl,f!J' 36;

his crutches, hut has made He has since

taken up H took up the to take another lesson, this lime from Mike Mccarron, who operates business and school out of N.Y. This new lesson was an eye opener in terms the deficiencies in my first one. Mike started with a He the

the instructor didn't

lesson, of enthusiasm and interest, but in the of the sporL had talked about number

wmricd didn't know

in. The instructor stood at the rear the keel to for the downhill

"school" in our location to remain unnamed. We arrived at 1he hill for our instructor it turned out, had been called away on other business, bul he had substitute local

mind earlier. Needless to us somewhat

had learned to manage the a run. that I could control the mon-overhead while in the t ake--off run was a real confidence builder. No launch attempts were until the winds were Mike downhill in front of me, where could hear all of his instructions. learned to fly and have been the sport ever since. The credit for my success and present of to

known, one If you arc well worth your while to wait until you find someone before you trust your neck and of the sport to him. them has off the 1he PV1"•riMIN'

friend

Our instructor carried the up the hill but didn't take time to demonstrate

had no clear should go for our own first We any clear inst ruction on how to control the run, nor were hard at the necks under certain conditions. chance It was my turn first. I ran down hill twice not the feel of the kite. With that belt

with no to my friend. Neither us was concerned with the that now After downhill

HANG GLIDINC:i.

•

Face it. so for one basic Remember the first season, the Remember the'. apprehension, the story of fatal ernsh, the of being in whee]. chair and the rationalizations, "I'll not take chances!" "I'll stay in the won't thermal it's too But then al'ter hours of 10 or or whole season of "the joy of night," it's time to face the facts. I'm hooked and hooked for life and r don't wanl to hurt l'd stop work two to buy a . The only problem is how do I get more free daylight for with all this comes subtle change in attitude about the I watched blow takMlff and flatten his re, ecntly. The way used to look at he was lucky he didn't get hurt. Now I think the poor guy won't get to fly any more today because his broken. So the question evolves, "IIow I hang glide safely so that I can hang glide for life and not hurt'/" Piecing the safety bits and sayings into an overall solution.

to me! it basics. What is

in Joe now. He is He sand hill. Run, nm, run; he's off! stnll. Plop into the sand. He up, shakes off the sand, and nrnmblcs about being glad he chose the kiddie hill over the sand because he this happen. And there's Bill Fork on the peak now. He got new Hang !II ancl has made thousands ol' turns. the best

comes the gliders here! Push out, near stall, get over them and whew, land on the other side. Joe allowed for by but in the sand. He demonstrated a a111)ro.ac11 for his skill level. Bill Fork on the other hand didn 'l ahead almost with no for error himself and bystanders. fic:tit1ou:s) and

to get down to

Ile

lt 's not

be··

with each and in consistent manner occurs to the

any time aspects of the What considerations should be made for

safety's Consider this. with certain capabilities and a pilot with certain capabilities launched into conditions that draw on these capabilities. When the conditions Jess than the the or can deliver, disaster occurs. When !he conditions of the flight cs,;cn!tally what the and the cqmrim,cnt can deliver, we squeak by on the of disaster Herc is the key. When the conditions of flight require less than the capabilities of the combi, nation, margin for error and a margin for safety provided. human, we not perfect in what the tur bulcncc will be like, or what our "precise" are etc. It is this that stacks the odds in our favor and allows after flight with· out disaster or harm to anyone or ""Y""""'· If for error and safety is the basic consideration that must be made before every flight, how docs one know if' there is margin error and how much? This a matter of and good judg, ment and only born out of ""'~l'fiP11fY' and I'm told. Therefore, let me propose that if everyone would send letter in once each year or two some knov.,·1cc1gc related to safe flying, the editor few each month in a new can benefit from this forum Ju(jg111e11t based on We can fly more safely, better. How about it Mr Editor. Would you start safety column? How about you Mr. Pilot, will you share some knowledge so that others will share safety knowledge with you'/ Since I'm a column based on response, I should what 1 am for; so here Editor:

HANGGUDING

Meet Otis.

hard one as the him. Fickle nature. He is roulette wheel with

those

the other

Ile can be friend

the same day but three passes over couldn't locate him the area he had been. soon the and turned my attention to watch in blue to the north trees crawled below me. That back. knew he

will

his to My next contact with the man occurred on after the leaves

with the and

short task in HANG GLIDING

the No1t11west

snowshoe, play tennis, rock climb and swim. We usually young, be1 ween the 18 and physically fit and

idea became a

many have had some with and other at once comr1et1t1,,c co<)l)(:raUv,3, irHk:pcnc1cnt and comrades. attcmpt<:d to understand the in risk sports. that perhaps people choose at hlctic activities relative to their characteristic of au.grrten1tir1g or reducing sensory inputs. Ryan, another perceptual researcher concluded that: . . . All of the characteristics of the sensory reducer, tolerance of pain, intolerance of sensory cterm,,at.1,on, mc:saimc,rplly, extroversion and to an extent the characteristics of the have been associated with athletic groups. If indeed the reducers suffer from laek of stimulation by Petrie, then they would change, movement, speed and possibly body contact, rather than more sedentary Another of the need for risk tivilies presented by Rosenthal, psychologist, who felt that the need for risk though man no longer itself remains need risk his for survival. Civilized 1nan fills this need by risk sports, he adds. Rosenthal went on to suggest that calculated risks, on a necessary for ,•u11'.r11'.11e,•

chapter unpublished book

and women from all walks of vital and alive, together under the banner of free much different from those who choose to spcctat ors, or sedentary activities? Many have sp(:c11.1atcc1

"subconscious death wish" among my compatriots. Rather, an interest ln an interest in and living. It is an activity which allows me to leave the placidity of the day to day world, brief respite from the of modem society. is adventure which calls into fang act ion every fiber my being. brings all my energies into play, it draws my senses their peak, it demands my attention and that l be alive. i"or me, this

Frankl, another world-famous stated that: . today in the of an aftluen1 most suffer too few demands rather than too many. The amucnt is an under-dcmandby which people are spared tension.

or the healthy it seems to me to be the function of sport to allow to live out their need for tension by demand upon

Jn his doctoral dissertation, chological Study of Pail'lle1pants Sports, John Huberman, from the Gough List, showed that all groups of ten subeach representing various risk sports in need for achicvcernjm·ancc, and low in suecorance, when compared to popnllat1on norms. All indicators identified risk subjects mentally healthy specimens. HANG GLIDING

INC. Oakland, DBaler inquiries invit,:id

(continwdjiwnrx1g1' 25)

condncted

lo be involved with these if I'd

rcd.faeed and mad the next gny. I of it. Now, I understand better that when do their best and it pretty lo I think the official shonld

will demonstrate more the type continue and I think it's very

but then it's not much of a I think we'll hav(~ lo to one,on,one. Chris Price ran one·On·one this in California and it went very well and that was the first time. that In one·OH·One mentioned e1ulier that you busy

book.

tell us

little

and Parker

out was a failure. talk about him? Also

those

HANG GLIDING

in Ban;elona the correct ). The com· mail data for 1977 indicates

veterans at my free consullants. time available all individual and requests, but I have made sure that I read all mail the US! and

proved that anyone can get killed in and infinite number of mis. he intend

G/id· editor of to include a blank copy in the February issue, member will have at least one fut urc use. r would ask that director of each 3<r on letter to Carol Vcldcrrain the lJSHOA office in of forms for obvious that conscientious reporters go to all of the form themselves. This shows the dcdica-

fatal accidents for your review and for your action if you know that are not in· eluded.

thanks to my corres· official and unofficial, who have much trouble write me hand· in include the inimitable Nick Regan of whom pleasure of Peter Peter additional

HANG GLIDING

Cumulus VB

Homebuilt Wills

160

Ikarus 100 the hi!L

up his could to the control 150-200' onto the 100

control bar and for Ii fted up and Tachi down the leeward side about

180'. at

"small site.

nose loss

Flew into

turned away,

afloat. "Failure of control bar tube due to of two internal non-

after take-off vertical dive." Full it in the 100' he tail wind. Kite too for 170# stoned before take-off (I I 4 turns burn off altitude for land· when hit turbulence, went into a then tucked under. broke. Fell 150'

in the

but hadn't flown for year. minutes then went into dive that Possible HANG GLIDING

City Phone Number

Height of Hill Tirmi of Accidnnt

(Clear, foq,

(months,

of kite flown

after ac1::id<~nt:

Non-fatal

who

taken

whom

Wt10

(Months, years, 11 lliqhts)

ror l\clvmlisinn

NAME

NEW

&l\rtwork--Cnll llickCr:rnpbnll (ll~) D'.M'.ll~7