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new and exciting world awaits the largest cross section of in the history of hang gliding. Regardless of your pilotina,• llllt: -beginner, intermediate, even professional competitor-Delta Phoenix 6D has something for your own individual seasoning.
A
From its fully adjustable roll response to its wide range of speeds, the 60 will surprise you with its versatility and undemanding flight characteristics as you climb to heights you never before thought possible in such an undemanding glider. World record holder Gary Patmor was shocked to find himself with a 6000-foot altitude gain in his Phoenix 60. Watch for both him and world record breaker Jerry Katz to be flying their 6Ds in professional competition. Unequaled as the one-step machine that beginners to experts are enjoying, the Phoenix 6D's colorful performance is briJliantly reflected by the beautiful colors in which it's available. Fine sailcloth is crafted into aerodynamically perfect wings which house Delta Wing's most important engineering and design accomplishment: an uncomplicated, rugged airframe built with aircraft-quality alloys (6061-T6) that sets up in minutes, thanks to Delta Wing's quick breakdown feature (no wires or bolts to remove, no deflexors). Phoenix 6D is sure to give you the speed and convenience you demand, as well as the safety and durability that you require.
p
Post Ollce Box 483 • Van Nuys, California 91408 • (213) 7SS.2474 • Telex No. 65-1425
EDITOR GIi Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Jame Dodgen STAFF PHOTOGRAPHERS· Leroy Bettino Gray, Stephen McCorron ILLUSTRATIONS· Brlg11te Groom
ISSUE NO. 82
NOVEMBER 1979
Grannis.
USPS 017-970
OFFICE STAFF· MANAGER: Carol Velderraln Tino Gertsch (Advertising) Kil Skradski (Renewals) Amy Gray (Hong Ratings) Janet Meyer
Hang Gliding
USHGA OFFICERS· PRESIDENT Dovld Broyles VICE PRESIDENT: Dennis Pagen SECRETARY: Joy Roser TREASURER: Hal Spivak
CONTENTS FEATURES
EXECUTIVE COMMITTEE: Dovld Broyles Alex Duncan Jan Case USHGA REGIONAL DIRECTORS REGION 1 Michael Pringle, 00\.lg Hildreth REGION 2 Wallace Anderson. Jon Cose REGION 3. Tom Mllkle, BIii Bennett, John Lake. REGION 4 Ken Koerwitz, Lucky Campbell REGION 5: None REGION 6: Jim WIison. REGION 7· Ron Christensen. David Anderson REGION 8. Harry Taylor REGION 9 Dennis Pagen. Les King. REGION 10. Jerold Welch, Richard Heckman. REGION 11 David Broyles. REGION 12: Poul Rlkert. DIRECTORS-AT-LARGE: Alex Duncan. John Hams, Jay Raser, Horry Robb. Hal Spivak EX-OFFICIO DIRECTOR'. Vic Powell HONORARY DIRECTOR: Hugh Morton CM DELEGATE. Harry Robb. The United States Hang Gliding Assoc1ahon, Inc. Is o division of the National Aeronautic Associollon (NAA) which Is the official U.S. representative ot the Federation Aeronoutlque lnternotlonole (FAI). the world govern-. ing body for spart ovlotlon. The NAA. which represents the U.S. at FAI meetings, has delegated lo the USHGA supervision of FAlrelaled hang gilding activities such as record attempts and competition sanctions HANG GLIDING magazine Is publlstied lor hong gRdlng sport enth\Jslosts to creole furfhef interest lo the sport t>v o means ol QPen cummumc::otbn o'1d to odvonce hong gliding methods ond safety ConlribU1ions ore welcome Anyone Is Invited to contribute orttcles. pholOl. ond ,llusfrotions concerning riono griding activities If the rnQteriol Is lo be returned. o slomped self-addressed return envelope mus! be encJosed Nolificotlon must be m<x1e or submission to other hong gliding publ1COt1ons HANG GLIDING mogozlne rllSetves the r,ght to edit confrlbu!ions where necessary The AssoclO!ion ond pubflco!lon do not assume re=n&biRty lor the moterlol or opinions or comrit>utor~ HANG GLIDING mogozine IS publlShed monthly by the United $totes Hong Gliding Association. Inc whose mollng oddress is PO Box 66306. Los Angeles. Calif 90066 onct whose offices 01e tocofed ot 11312v, Venice 81\!d. Los Angeles. co1,r 90066: lelephone (213) 390-3065. Second-cioss pos1oge is pold ot Los Angeles. Co11f HANG GLIDING mogozlne IS ptlnted by Sinclair Printing & U!ho. Alhambra. Coli[ The typesetting is plOVlded by ls1 Impassion Typesetting Service. Cypress. Coll! The USHGA 1s a member-controlled educo!!onol and sclentlric orgonizotbn dedicated to exploring on rocell of uHralighl flight Membership is open to anyone Interested In lhls realm of fflght Dues for futl membersnJp ore S20 per yeor ($21 tor for9JQn addresses): subscription rotes ore $15 ror one veor. $26 tor two veors. $36 for lhree years An Introductory six-month trlol ls ovonoble fQI S7.50 Changes of oddr'ess shOuld be sent six weeks In odVonce, In-eluding name, USHGA membership number. prevtous and new address. onct o moiling label r,om
o recen1 !$sue.
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A FLYING EXPERIENCE
16
YESTERDAY'S HANG GLIDER: THE PARA·KITE
20
by Wayne Ashby Photos by Tom Jensen
Article and photos by Bob Loeffelbein
1979 HANG GLIDING FATALITIES: A PRELIMINARY LOOK
32
THE MASTERS
43
USHGA MOTORIZED ULTRALIGHT RATING
by R.V. Wills
by John McNeely Photos by Hugh Morton
by Joe Diamond
DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 10 NEWS AND NEW PRODUCTS 26 SAFETY FORUM 37 USHGA CHAPTER NEWS 40 BIRD'S EYE VIEW 45 USHGA PUBLICATIONS 48 CLASSIFIED ADVERTISING 54 STOLEN WINGS COVER: Peeking post the rudder of on Eipper Quicksilver at Dove Cronk and Bill Liscomb. This venerable design continues to draw strong Interest from motorized ultralight enthusiasts. Photo by Bettino Gray. CONSUMER ADVISORY: Hang Gilding Mogozine and USHGA. Inc.• do not endorse or toke any respanslbllity for the products odVertlsed or mentioned edltorlotty within these pages. Unless speclflcolty explained, performance figures quoted in odVerllslng ore onty estimates. Persons considering the purchase of o glider ore urged to study HGMA stondo.rds. Copyrtght © United States Hong Gliding Assoc1otton, Inc. 1978. AU rights reserved to Hang GIid ing Mogozine ond lndlvlduol contributors.
~LTRALIQMT CONVERJATION
Eastern Record Dear Editor, For the past few months we in the East have been reading of dramatic successes in cross-country flying, all of which occurred in the West. It seems only fitting that we have a success of our own. One of our pilots, Dean Williams, who by coincidence is the President of the Connecticut Hang Gliding Association, recently accomplished 25 miles of cross country flying in Connecticut with an altitude gain of 4,400 feet over a 550 foot ridge. Dean at one point went to cloud base. Twenty-five miles may not seem like much to the typical Owens Valley pilot, but in the Northeast where our cloud base is normally under 6,000 feet, a 25-mile flight is an accomplishement not to be underrated. Wayne Ripley Glastonbury, Conn.
Price is Right Dear Editor, Whenever I write an article for Hang Gliding magazine I usually turn it in at the last possible moment in the worst possible condition. Often it is in such poor shape that even I cannot figure out what I was trying to say. This has allowed the meaning to be changed in a couple of sentences. What happens is that Gil figures out what he thinks I was trying to say and rephrases it so pilots will understand it. Then he calls me and reads it to me. At the time it sounds ok. But when the magazine comes in the mail and I read it for the first time in a legible form I find the meaning was changed a little. With that in mind, please make note of the following corrections in the article on the World Meet in France in the October, 1979 issue. The last sentence reads, "What is debatable is what needs improvement: American pilots' competitive flying skills or the tasks at the world meets." It should have read: "What is debatable is what needs more improvement: American pilots' 4
competitive flying skills or the tasks at the world meets.'' The first sentence implied one or the other needing improvement. The corrected sentence implies that both need a great deal of improvement. In the article entitled, "More on Parachutes," in the July issue a sentence read: "On the other hand, if one should land in amongst some sharp rocks at high altitude, a bigger parachute would be nice." It should have read: " ... a bigger parachute or maybe even three or four parachutes would be nice." The first implies that a bigger chute might make a difference when landing on sharp rocks at high altitudes. The correction carries the point to the absurd trying to convey the idea that if one lands at high altitudes on sharp rocks he will be in big trouble no matter how many or what size chutes he deploys. So the larger chutes are really not that big of an advantage. Since that article was published a number of skydivers have bought the skydiving version (same size) of hang gliding's smallest reserve. Some 200-pound jumpers have even stood them up. In the article on my test jumps I could not stand up that canopy. My excuse is a leg that was crushed in a motorcycle accident in 1972. Another correction is in Pork's article on the U.S. Nationals. Pork has me losing to Keith Nichols due to a mistake on my part involving staying in the air past the grace period. When I landed Keith had been told by the judges that I had stayed in the air too long. They were the ones who erred. I straightened it out with the judges and was given my win over Keith. I have a good watch and always read the rules and try never to make a mistake like staying in the air too long unless it is to my advantage. The reason that the judges are usually wrong in a case like that is that winning the meet is always more important to me than judging the meet is to the judges. In response to Manta's article on aerobatics in the August issue of Hang Gliding: A company should not be able to sign a letter to the editor. It should be signed by the person or people who wrote the letter as representing that company. Manta has done a good thing in trying to educate pilots about the limits of hang gliders as far as aerobatics go. But the point they did not make is this: hang gliding is different things to different people. Some forms of hang gliding are much safer than others. Pilots should not be pushed or forced into or away from any part of our sport but should be encouraged to learn as much as they can about every facet of the sport, deciding for themselves what safe and rewarding hang gliding is for them ... and pursue that line. Too often in our sport pilots are flying in conditions or in gliders that are not any fun for them.
INDEX TO ADVERTISERS Advanced Air Sports .......................... 14 Aerial Techniques ............................ 36 Aerie Design ................................. 39 ATS Systems .................................. 41 Bennett Delta Wing Gliders .............. 2, 18, 30 DAR Enterprises, Inc ........................... 55 DGM ........................................ 52 Duncan ..................................... 49 Eco-Nautics Inc ............................... 19 Eipper ...................................... IBC Electra Flyer Corp............................ IFC Gianforte .................................... 52 Glider Rider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Hall .......................................... 19 Hang Diving ................................. 50 Hang Glider's Bible ........................... 41 Highster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Kite Enterprises ............................... 48 Kitty Hawk Kites ........................ 41, 42, 49 Lancer ...................................... 56 Litek ........................................ 50 Manta Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 McNeely .................................... 41 U.S. Moyes ................................... 47 Ocean Pacific ............................... BC Odyssey .....................................
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Pacific Ultralight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Pagen ...................................... 40 Poynter Books . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Price Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Robertson Harness ........................... 44 Scott's Marine ............................... 40 Seagull Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Skysalllng .................................... 19 Snyder Ent.................................... 24 Soarmaster .................................. 38 Striplin Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Sunbird ...................................... 41 Ultimate Hi ................................ 41, 51 Ultralite Products ............................. 31 USHGA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7, 49, 53 Volmer ...................................... 37 Wills Wing, Inc .............................. 8, 15 Windhaven ......................... 1, 10, 48, 52
AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l 12 months preceding the cover date, i.e. Feb. 15 for the April issue.
HANG GLIDING
THE COMPETITION IS NO COMPETITION AT ALL The Awesome 1979 Fledge II, a product of five years of evolution, for supervised beginners to WorlctJ;hampions.
U.S. NATIONALS "THE CRESTLINE MASSACRE"
CROSS COUNTRY CLASSIC
Second - Tom Wilson Third - Dudley Mead Fifth - Tom Kreyche Sixth - Eric'Raymond Seventh - Mitch King Eighth - Rex Miller
First - Eric Raymond Second - Tom Wilson Third - Tom Vayda Fourth - Rex Mi II er Ninth - John Coyne THE WORLD CHAMPIONSHIPS Unlimited (Open) First - Rex Miller Second - Wolfgang Hartl Third - Hans Olschweski Fifth - Tom Vayda
ITALIAN NATIONALS Unlimited (Open) First - Erwin Ausserhofer Second - Karl Achmuller Third - Roland Cavallini
BAVARIAN CHAMPIONSHIP
AUSTRIAN CHAMPIONSHIP
First - Hans Olschweski
"~,~~Wolfgapd Hartl g_-=_.~4.<~"-/·_-~·
'
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FIRST TRANS-CONTINENTAL FLIGHT"~MICROLITES
Jack Peterson - First, 3150 miles (+) - Pte ' d Pat Hirst - Second, 3150 miles ( +) ;.. Ptero(j \ dge odactyl Fledge Jack Mccornack - Third, 4100 milesi, tyl Fledge t:~f'-- Keith Nicely - Fourth, 4100 miles (+ff.\Ptero _k-
·
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THE AMERJCAN CUP - "BARRED"
THE MASTERS - "BARRED"
Congratulations to all Fledge competition pilots!
ledge 2
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MANTA PRODUCTS INC. Patent pending: Any attempt to copy, reproduce. or manufacture the specific air-foil design, method of construction, or mechanical apparatus for folding the Fledgling wing will be considered a direct patent infringement by the inventor and licensee. Legal action will be taken without further warning.
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tor complete information and owner's manual, send $'
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A pilot, making his first flight off a 1500-foot hill, had done perfectly and had reasons to be pleased with himself after only three months in the sport. Upon landing one of the local champions walked up to him and declared: "That was not hang gliding. That was nothing. The only real hang gliding goes on in the Owens Valley." The Owens Valley speaks for itself. Yet his flight was still hang gliding ... just like aerobatics can be. We should never try to confine the sport to just our own thing. We should point out dangers but never try to limit those who are pushing the limits of our sport - whether it is aerobatics, the Owens Valley, or a 1500-foot sleigh ride. Every pilot should be encouraged to be the best possible pilot he can be. I appreciate Brad White's letter in which he thanks me for helping him save his own life. In turn I would like to thank the pilots who convinced me and got the parachute "thing" going: Hank Asciuto, Bill Bennett, Dick Boone, Gary Douris, Jim Handbury, Pete Brock, Trip Mellinger and Rich Picirrili. Chris Price Lake Elsinore, California
Carolina Flying Dear Editor, Hang gliding in the western Carolina's has been greatly improved by the acquisition of property at two popular flying sites. The South Carolina Hang Gliding Association has either purchased or leased take-off and landing areas at Glassey and Pinnacle Mountains. Glassey Mountain, which has a 1500 ft. AGL take-off, has long been a popular site in western South Carolina. Several members of the SCHGA purchased a seven acre tract on top of the mountain where a launch site was cleared and a wooden takeoff ramp constructed. This will supplement a rock cliff take-off now in use but owned by land developers. The future of this site is in doubt. Two landing areas are available. One small but adequate field is leased while the second, newly acquired and much larger, is located two miles south of the smaller field. A local farmer begged us to use it, so we did (for free, of course). Pinnacle Mountain, which has a 1600 ft. AGL take-off, is located in a rugged section of western North Carolina. Both take-off and landing sites have been leased assuring uninterrupted flying. This will avoid problems which have occurred in the past from several less-than-enthusiastic landowners. Flying conditions at Glassey are generally at their best during the summer months (of course). Thermal activity is moderate to
good with excellent ridge soaring in southeasterly winds. Flights of one to three hours can be expected on good days. Pinnacle Mountain has excellent flying conditions year around. I've flown many of the major eastern flying sites and have found none that can compare with this mountain. Pilots have reported days when landing was simply impossible until early evening. A pegged vario is the rule rather than the exception. This place is strictly for the big boys (or girls) and inexperienced pilots should avoid flying during the afternoon or during high winds. Permission must be obtained before flying these sites. Advance information can be obtained by calling Ashley Davis at (803) 834-8125, Greenville, S.C. You Western pilots planning on a trip back East, drop by, you won't be disappointed. Joel Lewis Cola, S.C.
A Minor Modification Dear Editor, On a sunny summer day Kerry Doherty and I, plus our drivers, headed out to Parkdale, Oregon for a little thermal flying at Bald Butte. Parkdale is known for its rotten road to the top, its spectacular view of the Hood River Valley, its thermals and its turbulence. Kerry is our local Eipper dealer. Having never flown the site before, he was really looking forward to flying his new Antares there. I hadn't flown the area for about a year, so I was looking forward to it too. The road to the top was as bad as ever, but since we were driving a Luv four-byfour, it was no problem at all. We were greeted on top with a clear view of the Hood River Valley, three mountains in the distance, and a 15-to-20 mph wind coming straight up the hill. We both immediately set up our gliders. Mine had a problem: I had loaned it to a friend (who shall remain nameless) for a tandem flight, and this friend broke one of the washout tubes. A new one had been ordered but hadn't arrived yet, so I made due with the old one by drilling the bolt hole in the other end and remounting it. This made the tube a couple of inches shorter, but it still reached the trailing edge of the sail, so I figured it would be alright. Then I made an almost fatal mistake: To be sure the tube stayed in place, I wrapped a small piece of bungee around the end of the tube and the batten with which it normally shared space. Although I didn't realize it at the time, this arrangement put tension on the batten. HANG GLIDING
Dan Pa,vnter, a past director of USHGA and past President the Commission Internatimwl de Vol Libre (hang gliding), has written srveral hooks and magazine articles on the spor/.
J
hang gliding
Kerry launched and quickly hooked a thermal to 2,300 feet over the ridge. I did my preflight and, satisfied my glider was sound and in perfect tune, went ahead and launched. Almost immediately the glider wanted to bank right. I figured this was just part of the turbulence associated with the hill, and I cranked left and shot up about 300 feet in ridge lift. At that altitude, and in smoother air, it was obvious that something was very wrong. The glider still wanted to turn hard to the right. It wasn't too difficult to keep it straight in the smoother air, so I headed for the landing area about a mile away. However, as I moved away from the ridge I discovered that the air was quite turbulent. I controlled the glider as best I could, but finally I hit one gust that was just too much! The right wing stalled and the glider dropped into a downwind spiral dive. I managed to bring the glider back under control, but the maneuver cost me about 300 feet. I once again headed toward the landing area, aware of the altitude I had remaining. The air was still very turbulent, and it wasn't long before the right wing stalled again and I dropped into another spiral dive. Kerry was high overhead watching all this. He mentioned to me later that he thought I was awfully close to the trees to be doing wingovers. Cough, cough! After I recovered from the second dive, I was only 250 to 300 feet from the tree tops. I realized it would be impossible to reach a safe landing area, and since I didn't want to spiral into the hillside I decided my only sensible alternative was to deploy my parachute. As my right wing began to drop again, I pulled the chute from its container and threw it behind me as hard as I could. As the glider began to dive I looked over my shoulder and watched the bridle line trail out. Almost instantly the canopy opened, and I felt a sudden deceleration and almost complete loss of airspeed. The nose of the glider dropped to vertical, and I was 100 feet away from a landing in the only small clearing in the area. It looked like I was heading for a stump, so I moved to one side of the bar. The glider and I made a surprisingly soft landing next to the stump. Both downtubes were slightly bent, but otherwise there was no damage whatsoever to myself, the glider or the chute. I unhooked, stepped out of my harness and waved to Kerry, who had lost some altitude to see how I was. I then began to gather my chute and fold up my glider. About a half hour later, as I was just finishing up, three men from Parkdale stepped into the clearing. They had been at
8
the local fire station and had seen the chute deploy. I was more than happy to accept their help in hiking my equipment out a quarter mile to their truck. Fifteen minutes later I was at the landing area, much to the relief of all concerned. I was sure glad I had that parachute and had attended a deployment seminar sponsored by the Oregon Hang Glider Association. I never thought I'd have to use the darn thing, but when the time came I had no second thought or moment of panic. Everything seemed natural and logical. It was quite an experience. Ric Bailey Portland, Oregon
Hawk Eyes Dear Editor, I'm writing in response to a letter in the September, 1979 issue of Hang Gliding magazine. The letter was entitled, "Near Miss," and was written by Peer Suhr regarding the visual capacity of hawks. Suhr had cited several near collisions between hawks and hang gliders where the hawks were not paying attention. I am an ornithologist and a hang glider pilot and I would like to offer some information, for interest's sake. Human eyes are able to determine depth of field only because we have two of them and together they give us binocular vision. If you would close one eye and look around, you may find you have some difficulty in determining the distances between objects within your field of view. One eye (one focal point) is capable of depth perception, but not to the degree that two focal points are. The focal point in the eye is called the fovia. Birds possess two fovia in each eye. This makes birds' eyes independently binocular, and that is what allows them to move at high rates of speed through dense forest without impaling themselves on a branch, or to dive on prey at blinding speeds without augering into the turf. The eyes of birds of prey are very large, indeed; the orbit of a peregrine falcon is equal in size to that of a human. It should be obvious that birds lack very little in terms of visual capacity. I suspect the problem is behavioral. The daily habits of broad-winged soaring hawks do not include hiding or lurking about. They are the hunters, not the prey. Their technique is to soar thermals to high altitudes and scan the terrain for prey. Their eyes are designed for downward scanning. If a hang glider pilot were to sneak up on a flock of shore birds or game birds, he
would find them taking evasive action at a great distance. The prey birds have eyes set such that their field of view includes the area directly above as well as behind them and in fact, these areas are greatly overlapped in the combined fields of view of both eyes. The birds of prey (hunting birds), however, have eyes set such that their fields of view overlap in front of and below them and the areas above and behind them can only be viewed by turning their heads. So you see, the soaring birds are capable of seeing things clearly at great distances. The red-tailed hawk which Peer Suhr came so close to was, as Suhr suspected, most likely preoccupied with some delectable morsel on the ground when they nearly met in mid air. Suhr was wise in yelling at the hawk for two good reasons. First, had the collision occurred, the hawk would most likely have suffered a broken wing. A bird's bones are hollow and brittle. They are easily broken and not easily repaired. It would sicken me to watch another soaring animal go down in an uncontrolled spin. Secondly, if the hawk were to get wound up, due to a broken and flopping wing, in the rigging of a hang glider, it would cause drag sufficient to seriously impare the handling of the glider. If a pilot were to try and remove a bird of prey from his wires, he would find himself in the death grip of the raptor's talons. I've experienced this death grip with a hawk much smaller than the red-tailed hawk Suhr encountered and I had to kill the bird to remove its talons from my hand. Think it over. If a soaring bird sees you at some distance, he may be curious enough to come closer. If, on the other hand, you see a golden eagle thermalling up from below you and he is obviously intent on something other than you, give him a whistle or you may find yourself doing a tandem act with an airborne tiger. Tom Clement Paonia, Colo.
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Peter Brown is a 27,year.,oJd member of the Australian bang gliding team who came to the Masters of Hang Gliding Champion· ship as a spectator, and while there broke the North Carolina cross country hang gliding record by flying 27 .7 miles from Grandfather Mountain to a point on U.S. 221 five miles north of Marion, N.C. Known to his hang gliding associates as ''The Black Death'' because of his ability to out.fly competitors in marginal conditions when it is difficult to remain aloft, Brown's nickname is made even more amr,ro,1mate by reasons of a dark beard and an ominous· looking black Grandfather's and North Carolina's pn:VHJUS distance record of 24. l miles was set in 1976 by Joe Foster, who flew from the mountain to a point on lJ .S. 421 at the Wade Harris midway between Boone and North Wilkesboro. Foster is an official for the Masters of Gliding Charr1p11orn;1111r,, serving as Launch Director. On his record flight Brown flew many miles further than the point to poin1 distance for which he is credited. He soared around Grandfather for over an hour and
then headed out for another two hours in southerly direction which took him over the Pine Airport, Table Rock Mountain, and nearly to Mount Mitchell before landing across the road from an Exxon sta tion five miles north of Marion. Peter Brown's home in Australia is resort named Pacific Palms, which situated on cliffs above the ocean which lend themselves to Brown has more than 1,000 hours of gliding air time. His is a Moyes Maxi HI.
For those pilots on touring the state of with their gliders, some helpful information is now available. The Pacific Northwest Association has put together a flying site quide with almost 30 different sites. The includes maps, information on local and when to expect the best Cost is $3 plus 50¢ postage from: Winds Aloft, P.O. Box 1781, Bellevue, WA 98009. HANC GLIDING
L/D BENEFIT On September 15 and 16 the Illinois Hang Gliding Association sponsored an L/ D benefit contest for local pilot Mel Klimas, who was seriously injured in a hang gliding accident last July. The IHGA plans a series of fund-raising events in which outside sponsors are sought to pledge donations . The top four placers, in order, were: Dave Anderson, Dick Statler, Rick Bloodworth and Don Head. Special thanks go to organizer Dick Statler and flying site property owner Charles Reed.
LIABILITY EXEMPTION To help in the procurement of flying sites in the State of Montana, USHGA members are requested to write with information of laws enacted in other states which exempt land owners of all liability should they permit "high-risk" sports to be conducted on their land. Such activities include: hang gliding; rock climbing, sky diving, whitewater sports and hunting.
This information will be used to help present an initiative to the Montana State Legislature. Contact : Steve Baran, 1826 Grand Ave. , Suite #1, Billings, Montana 59102.
26 MILES FROM 1979 NATIONALS SITE On Sunday, Sept. 9, 1979, under fastdeveloping cumulus clouds, Scott Cohee of Cedar Glen, CA launched his three-year old SST at I :45 p.m. into light winds from the Crestline takeoff. Within five minutes he thermalled to 8,500 feet above launch, and headed for the desert over the back side of the mountain . The clouds kept pace the entire time. With only 1,000 feet of the original gain remaining , he caught a second thermal over Hisperia airport and gained 5,700 feet , flying on to Victorville, CA for a third gain of 2,500 feet. Only 500 feet off the ground he found a fourth thermal good for another 4,600 feet, which carried him north along 1-15 to a no-step landing in 20 mph winds six miles north of Victorville. The flight lasted two hours and eight minutes and was good for a straight-line distance of 26 miles.
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CONTRIBUTIONS SOLICITED USHGA and Hang Gliding magazine announce a readership contribution contest for articles and photos. Photographs will be chosen for inclusion in a photo gallery and, funds permitting, we hope to be able to print them in color. Contributions may be scenic, humorous, exotic or otherwise appealing to the general readership. Black and white should be submitted as 8" x 10" glossy prints, color as transparencies only. Please include a stamped, self-addressed envelope for return of contributions. One of the most popular types of feature articles , according to our membership surveys, is the personal experience variety. Contributions need not be of the recordbreaking variety; to the contrary, we would like to hear about the adventures and amusing experiences of our readers. Include a photo of yourself, your equipment, the flying site or anything else that might illustrate your story. Articles should be typed, double or triple spaced. As with photo contributions please include a stamped, self-addressed envelope. A $25 prize will be awarded each contributor upon publication.
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OVEMBER 1979
11
time was the afternoon of 1979. to the south area on top of the mountain could be seen located on the north end of Lake Pillsbury, 5,000 feet below and miles out The was the area goal The air very clear and the view of I he valley This was the first below was time I had been to Hull Mountain to fly; little did I know that this was to be the would never Jensen, Chuck and Joel DeWitt who
Pilots admire the spectacular view and check wine/ concfitions prior to launch. CENTEPI: Chuc/( Kranz searches for thermals. ABOVE: /(ran, flashes a grin before taking off.
I?
we set up our wind was surprisingly calm, however there seemed to be mild thermals occasion· up the south face. As we cou· tinucd setting up we began to notice that there was also some dust devil activity. Some were surprisingly strong. We watched one shake 50 foot pine tree so violently that it ripped hunks of moss loose, sending them on a journey. Rob com· mented that it looked like a scene straight from ''The Exorcist.'' A couple of times we our were to be taken for a cross-country flight without us aboard. was relatively easy. Tom went flew out over the spine of the ridge that extended out in front of takeoff, some lift and began spiraling up. As I was on the of the slope, carefully my glider and waiting for the right moment to launch, J could feel my adrenalin flow. When the proper mo·· ment came, I forcefully nm down the slope until my feet could no longer touch the I was off. flew out for about 100 at which point I encountered some mild smooth lift of about 300 ft./min. l put the into a bank and began to circle I in the lift. There was very little wind up. After a few was minutes of I looked at my altimeter and saw that 4,000 feet had been I also noticed that the air was somewhat eoolcr and becoming less comfortable. The lift had also become a bit stronger. variometer was 700 ft./min. and, in fact, the lift became so strong at times that the vario needle would itself at 1,000 ft./min. I watched the shrink beneath me and the mountain below began to look like flat
farm land. l looked around to sec if Tom was nearby, that J must be as high as he was by now. Bui he: was nowhere to be seen, I could sec Chuck up two or three thousand feet below me, but still no of Tom. I decided to bank the glider over more to see if could get a better view above. Snre there was Tom, a thousand feet or so higher. I could hardly believe it. How was the lift to take us? less than fifteen minutes had since takeoff and I had 7,000 ft. The air had become slightly bumpy and the vario· meter was showing zero sink and lift. I had reached the top 14,000 ft. MSL! The view was To the north could be seen beautiful snow Mount Shasta; to the east the Sierra Nevadas; to the south was the expanse of Mendocino National Forest. As I looked to the west could see the Pacific Coast. But perhaps the most part of that view was that as I looked very I could make out a slight curvature of the horizon. Wow! How about that, the earth is round. I had 10,000 feet MSL and was myself for the effects of every minute or so, numbers in my head. I was still able to think noticed that my vision was just washed out, although I had to strain to detect it at all. The thing that to bother me the most was that the tempera·· lure was a bitter 28 Fahrenheit with HANG GLIDING
an 18 (my chill factor to boot. Now, the sad part about this whole experience was that I didn't expect to make that kind of altitude so all l was After the landarea was Needless to say, few minutes in those conditions was all I could take. Even with on, my tips were becoming numb and I started to shiver. l decided to come down to where the temperature was a little more favorable, so I pulled in on the bar far as I could to dive the , but the 1i ft was so strong that I wasn't more than 100 ft./min. At that rate I would have frozen solid the time I got down. So I began to try and lose a]fr. tucle. That seemed to work well for a while hut the more altitude I lost the stronger the lift became and the steeper I had to bank the the to maintain a reason· able rate of descent (500 ft./min .). There however, where the came a became so steep and so fast that it no safe. this time l had lost about felt 2,000 ft. and decided to level out for a few seconds. After out I found up at ,000 ft./min. ! There was one into a left to try. J put the bank and slowly pushed out on the control bar until I forced the inside to stall. As the I noticed that I was load and that as soon as I released pressure on the bar the out of the It seemed to be a safe yet effective way NOVEMBER 1979
to get clown quickly. I was then spiraling down at about 500 to 700 fl./min. and the air was beginning to feel warmer. As I was "cork' down I could see Rob up. He later told me that I looked like a rock out of the sky when we each other. We probably each other at about I, 700 ft ./min. All l was interested in at the time, though, was trying to get to the warmer air. My were throbbing as to warm up. After I had lost about 5,000 feet I was out of the strong lift and was able to start gliding toward the area. I finally warmed up enough to relax and take my time down. my final approach to the
landing area I could see that some of the others had landed. I had a smooth landing that set me down about 100 feet from the others. I carried the glider and an ear-to-car smile off the air strip. After everyone had come down, we got and told each other of our flight We had all shared in the excitement of climbing to 14,000 ft. We calculated that the rate was probably close to 6 ,000 ft. and that a combination of thermals and convergence sent us on our skyward journey. The full reality of what we had just accomplished was slow to come. It seemed but I knew it was a hard to ..,gliding flight I would never
TOP: The five pilots who experiencecf the "/ 4, OOO·foot flight are, seated, from left to right; F'lob Mur· ray, Chuck Kranz, Tom .Jensen and ,Joel DeWitt Standing is the author, Wayne Ashby. ABOVE: Wayne Ashby preflights his Seagull 1 O·Meter.
13
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nd The driver of the car braked slowly, smoothly to a stop before I had dragged a hole completely through the scat of my britches. I was lucky he was alert, because I couldn't do much for l was too busy panicking and holding my camera aloft with both hands. Afterward I was happy that the camera had been in my hands and not in the hands of one of the observers on the of me in this three-point sidelines. A pose would not have been one to frame. That was my first try at The date was sometime in late March, 1965 B.H. (before gliders). Paul A. Block of Vista, CA had been and improving an original idea of his since the 1940s. He had promoted his esoteric sport until he had about 1,000 enthusiasts with their own outfits in various sections of this country, as well as in with a few in Gerthe modified hitch and reel, test nylon line, cost about $150. Block was an old-time CX·· hibition parachute in the touring circus tradition, as well as a former smoke for the Forest Service. When too old to jump out of he felt he was he came up with his idea of parabehind a car. through eight or nine modifications until it air to maintain almost even flight unless the was it was this trial 16
Block had assured rne the sport was so safe that Peter, his 11-year-old son, had been kiting since he was seven, and his younger son, eight-year-old Mark, was also a seasoned veteran. Another California enIhusiast at the other end of the age scale, he tole! me, was a 65 .. year-·olcl great Father. But even with his assurances, I never remembered quite how I got into the harness. One minute I was happily shooting of 11-year-old Peter making tippy .. toe, lig!Jt .. as .. a-feather takeoffs and landings, and the next I'd been conned into getting some more spectacular shots from 40 feet up at the top encl of the line. Riding the kite was really quite simple. Bock strapped me into the parachute-like tightened it at shoulder and crotch, relayed a few words of caution about "letthe wind clo the work for you," tightened the line and, whoosh, I was up. What to be a scary proposition was a breeze. I thought I'd have to leap into the air and count on God's good will and Block's timing to keep me there. Actually, though, lift-·off took no effort at all. The of the system, once the chute took the initiative. I couldn't have on the ground if I'd wanted to, unless I' cl yanked the harness to one side and spilled the air out of the chute The ride, around a county fairground race track, was exhilarating. I just sat back in the harness, leaving the driving to Block, and clicked my pix. When I was clone, he brought me down just as easily as I had gone up. He slowed the ear until the chute
n dropped low enough for me to stand, which I was just about to do when a gnst wrenched the chute to one side, capsizing me. Herein lay the only "bng" in Block's invention. The chute had to be before flying free and it had to be collapsed
Peter Block, 11, a four·year veteran of parakiting, gets strappecf in by father Paul in readiness for takeoff. Block himself was a former smoke jumper for the forest service.
HANG GLIDING
immediately upon landing, to assure safety. lt also was not easy to find flying sites in Southern California, because of the mushrooming population and the telephone lines that follow people everywhere. Each para-kiter had to search out his own run-· ways, such as the fairground race track, an auxiliary airfield, or an abandoned road section.
ABOVE: Setting up the para-·kite tow was a sim· pie matter of rigging the tow bar and line on this rewind reel. LEFT: Peter's mother Arlene unfurls the chute lo avoid line entanglement at lift-off.
Mounting men on kites isn't a new idea, of course, but it took adaptations to make it a sport. Historical records show the idea was used in both the Civil War and World War II. In the Civil War observers were mounted on huge kites sent aloft to spy on troop maneuvers at the front lines. The turnover in observers was high. During World Warn the Germans, for a used giant kites towed from submarines to spy out allied convoys and The only problem was that by the time they had sighted ships, the subs had to crash dive and prepare for action. This left the kite riders with a long swim home. In more recent times kites were remodeled and pulled behind powerboats. This was the immediate forerunner of the hang glider. Block just took a different tack. It is all, however, a picturesque part of our sport's yesterday. NOV[=MBER 1979
17
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1979 HANG GLIDING f AT ALITIES: A Preliminary Look by R.V. Wills As I put together the following table, it is early October. The table includes only 22 fatal accidents - 10 U.S. and 12 foreign. My guess is that this will turn out to be something less than half of the 1979 total, worldwide. I hope I'm wrong. In any case, we still have one of two conclusions to draw from. Either fatal accidents have leveled out at a rather modest level for a worldwide, high-risk sport, or accident reporting is scattergun and unreliable. Frankly, I feel we have some -0f both. Known fatal accidents, reported to USHGA and/or picked up by me, have seemed to stabilize in the 40-60 range, since the peak year of 1976 when we reported 80. I hear rumors of large numbers of fatalities in such areas as Russia, Italy and South America, but obviously can't investigate them. I like to think that sooner or later I get something on most of the fatalities in the U.S., Great Britain, Australia, New Zealand, Canada, South Africa and Western Europe. We can only guess what's happening as they pick up the sport in Russia, China, Afghanistan and Nigeria ... I'm often asked by media types and actuaries what's happening to the fatality "rate" in the sport. I try to be as gentle as possible in pointing out that a "rate" or percentage requires two figures a numerator and a denominator. The denominator is total flights, or total pilots. No one can or ever will know that figure until every pilot on the planet punches in on a computer when he launches ... We can't even say how many pilots there are in a given country, or even state, in a given month. Association and club membership is only a rough index. Some members fly, some don't. Some pilots are joiners, some loners, some anti-organization. Some fly and die - all by themselves in remote areas ... So when someone asks me how many people are participating in the sport, I tell them to pick their favorite number or take an average of what they read. If they like 25,000, fine. I can't disprove it. Neither can anyone else on planet Earth. New people try it every month. Old pilots quit every
20
month. For example, I'm struck by the constant change in the names of competitors at major meets. How many of the pilots at Grenoble or Crestline would recognize more than a couple of the names of the 30 pilots chosen for the first U.S. Nationals in October 1973, just six years ago? Can you name one pilot who's been flying ten years? Five? So much for the denominator. My efforts deal with the numerator in the fraction. If it stays low, the sport is a success from a safety standpoint. That's all this sport needs. It's got everything else going for it: beauty, exhilaration, challenge, accessibility and affordability. All I can tell someone about safety in hang gliding is that the rate of serious injuries seems to be either stabilized at a surprisingly low level, or perhaps declining. If you believe the number of flights is increasing annually, worldwide, the fatality rate seems to be declining. It certainly has declined since the "early" days of the sport, just five years ago. You can guess the reasons why. I choose better training and equipment. What about parachutes? Well, I bounce the question right back to you. What about them? Long ago I suggested that pilots who survive because of parachutes do two things: kiss their parachute, then write up their experience for publication. Are they doing it? I get a few reports describing saves, but not many. My question to pilots wearing parachutes is this. Are you taking any chances you wouldn't take without it? If so, you are living dangerously. Take a look at the fatality tables I've published in the past several years. How many pilots have died after lowaltitude stalls? Or on landing approach? Or in rotors? How many structural fold-ups would have allowed deployment? In your own mind, break down the fatal accidents of the past three or four years into two categories: parachute would and would not have saved the pilot. Then ask yourself if you are going to fly any differently with a parachute than without. Don't use your
parachute as a security blanket. I wonder if Steve Greene did on Feb. 4 at Hibriten Mountain near Lenoir, N.C. The table doesn't give the details I see in four reports. Steve was noted for his safetyconsciousness and flying skills. He was a super guy, always helping everyone. He was an Advanced pilot who tested new gliders for lesser pilots. His girlfriend had his safety rope down in the landing area, so he borrowed a makeshift nylon strap that had been sewn "repeatedly." After two turns, and in less than a minute, the strap parted, leaving him hanging onto the control bar, in a dive. He reached for his parachute with one hand, which put the glider in a spin that threw him off. He fell 200 to 400 feet (estimates vary) in a "running mode." He died in moments, with his chute unopened. I wonder if he would have trusted the borrowed safety strap if he had not been wearing a parachute "back-up system." Then there is the case of Sam Maritos in England, April 7. His crossbarless prototype folded up in a test dive and his parachute got tangled in his rear rigging on deployment. The British Hang Gliding Association is conducting its usual thorough investigation and is requesting changes in the parachute design to prevent premature deployment of the canopy. They are also publicizing the limitations put on emergency parachutes, in this case the Bennett system. My point is not that parachutes are a snare and a delusion. It is that they may not save your life if you get in rriany typical situations. So you should be just as careful with one on as before. I won't attempt to comment further on the 22 accidents in the table. Look at them yourself to see how many involved lowaltitude stalls, equipment failures and borrowed gliders, among other factors. Then help me complete the 1979 table with any other fatal accidents you know about. In a few months, with your help, I'll give the updated 1979 figures and compare them with the 1978 figures. Hopefully, the comparison will be favorable. ~
HANG GLIDING
1979 HANG GLIDING FATALITIES (PRELIMINARY TABLE) Apparent or Probable Cause
Date
Place
Pilot
Age
Equipment
Feb. 4
Hibriten Mtn., N.C.
Samuel Steve Green
23
Phoenix 6C or Zephyr Aero Star
"Mr. Safety," a Hang IV was testing a new glider for a friend, borrowed a makeshift nylon suspension strap, took off with no safety rope. The strap stitching failed. Details vary (four reports) but he was trying to open his parachute, then thrown clear in a spin. He never got his parachute (Bennett) open. Fell 200'-400' to his death.
Feb. 26
Quito, Equador
Joseph Abel
21
Phoenix 6
Launch accident. Hesitated after signal to release wires and nose, was flipped over backwards. Broken neck. Had a concussion the week before, flying against doctor's orders.
Feb. 27
Torrey Pines, CA
Duane Wells
Owl
Made extensive changes in the deflexor system; was testflying the glider. Forgot to "safety" the clevis pin holding a bottom deflexor wire. It snapped out after launch, then the glider dived off to the right, hit the cliff 60' below.
March 10
Krugersdorp, South Edwin Taylor Africa
Sky Sports Merlin
"Pilot had over-tuned leading edges." Glider thrown "over the falls" during 360 ° turn in "pumpy thermal lift." Leading edge failed on dive recovery at high speed. 6-8" of bow in each leading edge.
March 18
Mile 108, Swakopmund, South Africa
Dietlief Goldbeck
Crossbow
Wind at 45 ° to a 200' hill, 15-20 mph and gusty. Pilot merely lifted the nose and "threw" the glider airborne. Never penetrated. Stalled and turned downwind and almost completed 360° when he hit hard, nose-first. Ruptured his aorta. Also a question of proper hang point.
April 1
Torino, Italy
Elio Lario
32
LaMouette
"Exceptional thermal day." Pilot rose fast, 2,500' -3,000' above launch point to cloudbase. The pilot had little experience, wanted to avoid a big cumulus overhead, did stalls, wingovers and 360's instead of flying out of the thermal. Got into a "full luff dive," went into the ground at 60 mph and 90 °. Reporter believes a parachute "probably would have saved his life."
April 7
Mam Tor, England Samuel Maritos
31
Crossbarless prototype - Horizon. Bennett MK-1 B.U.S. parachute
Pilot intending a dive recovery test, stalled and dived. The right leading edge failed and the pilot deployed his parachute, which became entangled in the rear rigging. Dived in. The B.H.G.A. has questions about premature deployment of the canopy.
April 13
Ha'on, Israel
A vraham Cohen
24
Bobcat 3 - Israelibuilt harness
Pilot sleeve-repaired a leading edge before flight. The tube failed in flight, causing an uncontrolled dive. Then the harness delta ring failed and Cohen fell free at about 200'. No mention of a parachute.
April 27
Palm Desert, CA
Robert Kerset
27
Electra flyer Cirrus 5A
Pilot, a once-in-a-while flyer, took off in light thermals with his new Cirrus. The reporter felt he belonged on a training hill, describes radical over-control, leading to a dive, some high-banked turns, and an attempted downhill landing. Ground-looped and hit rocks hard. Died of severe internal injuries two months later.
May 18
Bozeman, Mont.
Robert Conat
29
"Dual-wing, motorized glider''
Newspaper clippings indicate Conat was towing a banner and taking photos in preparation for spring thaw festivities. After 45 minutes of flight, "the wings appeared to fold on the glider and it plummeted to earth" from 1,500'. No mention of a parachute.
May 28
Glen Rose, Texas
Ken Powell
26
Electra Flyer Cirrus 5B
Gusty, unsteady 10-20 mph wind. Powell trying to soar in turbulence. Stalled and dived in at 45 °. Small hill. Head hit a rock, with helmet on. Broken neck. Reporter believes this was the first non-motorized, non-towing Texas fatality. (?)
NOVEMBER 1979
21
Date
Place
Pilot
Age
Equipment
Apparent or Probable Cause
June
Mevo Hama, Israel
Zion Shizaf
32
Self-built, with fiberglass frame. Paratrooper's parachute (converted).
Private pilot but only five hours hang gliding experience. Second flight with this glider. After two minutes, went into a near-vertical dive from which he didn't recover. No altitude given. Sail flapping loudly, possibly torn (reinforced with masking tape!). No deployment of parachute.
June?
Wiltshire, England
Mark Hammond
?
Wasp Falcon IV
"Inexperienced pilot. Stalled on take-off, turned back into hill." Died later in hospital.
June 12
Orduna, Spain
John Ogden
30
Moyes Mk III Maxi No eyewitnesses to impact. John, a veteran pilot, starting with towing with Bill Moyes in Australia. Was safety-conscious and knew this site well. Had soared the ridge in 17-19 mph gusty wind for maybe 10 minutes. Two fellow pilots found him dead 350' below the 2,100' ridge. They speculate he caught a wingtip close to the ridge face.
June 16
Devil's Dyke, Brighton, England
James Payne
?
Vulturelite EMU ("bowsprit-type")
Borrowed a friend's new glider, flew for 10-15 minutes. After some progressive whipstalls, the bowsprit collapsed and the glider inverted and broke up. Fell 200'. No parachute.
June 16
Newburg, Ore.
Steve Feuz
24
UP Condor 178
Another pilot flying a borrowed glider. Worked the ridge for 40 minutes in marginal lift. He yelled down that the glider flew fine. Decided to land on top. Flew around a bend, out of sight of observers. Nose plate hit a 7 ,200-volt power pole, hung there from an insulator. Electrocuted. Farmer says Steve was moving around after impact. A Hang III pilot.
June 23
Crestline, CA
Tom O'Keefe
25
Manta Fledgling 2B Hang III pilot, but only his second flight on a rigid wing. Was flying alone in a borrowed Fledgling. Found the next day Vi mile down the slope, the glider wings bent back in a "V" shape. Pilot's neck broken, still in harness. Parachute never deployed. Misjudged a turn? Trying to land?
June 25
Rhossili Down, South Wales, England
(Name withheld on demand of British authorities)
27
Home-built bowInexperienced pilot with a borrowed glider. First prone sprit glider. Home- flight. Club officials had warned owners glider not safe. sewn prone harness Severe control problems from 800' hill, then a stall at 80', dive into the beach. Cannabis smoked before flight. Vi# cannabis resin allegedly removed from his body (!) (?)
June 30
Hatcher Pass, Alaska
Murray D'Aubin
30
Rogallo, make not given
Newspaper article only. After launch in "inconsistent winds," pilot "did a U-turn and came right back to it." Sounds like a stall after take-off, from 30' out.
July I
Combe Gibbett Hill, Wiltshire, England
Les Osbaldston
33
Birdman Firebird "S" Glider
"Inexperienced pilot, third prone flight in good weather. Stalled on take-off turned back into hill." Died Y2 hour later.
July I
Tampa, FLA
Brad Lane
?
Moyes Maxi
"Towing on water. Stalled, dived, tucked. Defective harness. Kite modified." We have no details beyond above.
Robert Stevenson
23
Electra Flyer Cirrus 5A, motorized with Chrysler "Power Bee"
Apparently pilot's first motorized flight, from a field near his home. He had a lot of trouble keeping the engine going before takeoff, finally took off toward a hospital nearby. Apparently his engine failed and he sank "like a wounded sparrow" from an altitude of 20', bouncing off the hospital roof into a power pole, then through the wires to the ground. The local police called the FAA into the case. We don't know what action they took.
August 30 Fort Lauderdale, FLA
22
HANG GLIDING
ACCIDENT REPORT FORM Complete and forward to USHGA, P.O. Box 66306, Los Angeles, CA 90066, immediately. Date of Accident _ _ _ _ _ _ _ _ _ _ _ __
Flyer's Name
Place of Accident
Flyer's Address City and State
Nearest City
State Age
Height of Hill _ _ _ _ __ Time of Accident
A.M.
Phone Number
P.M.
Individuals who actually witnessed the flight and/or impact (include address and phone number): _ __
Weather Conditions (Clear, fog, haze, ... )
Wind speed estimate __________ mph Gusty? Steady? _ _ _ _ _ __ Wind direction vs. flight direction: Directly into wind? _ _ _ _ _ _ _ _ __ Cross wind angle? Experience of the flyer having a c c i d e n t - - - - - - - - - - - - - - - - - - - - - - - - - (months, years, or# of flights) Badge rating?
Type of kite f l o w n - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Type of suspension gear: Seat_·_ _ _ _ _ _ Prone harness _______ Supine _ _ _ _ _ _ __ Protective gear worn by flyer: Helmet _ _ _ _ Boots _ _ _ _ Gloves _ _ _ _ Other Condition of kite after accident:
Injuries:
Total wreck _ _ _ _ _ _ Bent or broken leading edge _ _ _ __ Bent or broken control bar _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Torn sail Bent keel _ _ _ _ _ Other
Fatal Non-fatal _ _ _ _ _ _ _ _ _ _ _ _ _ __ Hospitalized overnight? Yes _______ No _ _ _ _ __ Head Back Legs Arms _ _ _ _ _ Other Describe apparent i n j u r i e s - - - - - - - - - - - - - - - - - - - - - - - - - - -
Describe flfght and apparent cause of accident _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Other members of flying party who did not witness the accident itself (include address & phone number):
Photographs taken by anyone at scene? Yes _____ No _ _ _ _ _ If so, by whom Who has kite remains? SUPPLY ANY OTHER PERTINENT INFORMATION ON REVERSE. Please attach newspaper clipping or other data pertaining to accident. Date of this report: Name of Reporter Flying Experience _ _ _ _ _ _ _ _ _ _ _ __ (Months, years,# flights)
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~=J 1979 SSE, Inc. Altimastcr is a trademark. Photo by Carl Boenish.
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FORUM TAKEOFFS by Don Chambers Many serious accidents occur at takeoff. Too often, pilots exercise poor judgment in their takeoff routine and execution. I believe we all need to recognize the critical nature of the takeoff and to understand as much as we can about the necessary steps to take and pitfalls to avoid. I must stress that by "takeoff" I mean everything from site selection to set-up, inspection, personal readiness and actual timing and execution of launch. It has been said before, and it will be said again, that overconfidence is our number one adversary and the cause of most accidents. A review of 1977 fatalities showed that one of the foremost causes of death was failure to hook in. As one develops his overall flying skill, learns to tune his glider and develops a familiarity with flying sites, a sense of ability to cope with all the variables becomes very reassuring. At this point overconfidence may become a problem. The intermediate syndrome is really a case of overconfidence, but all levels of pilot skill and knowledge are subject to its pitfall. Although the intermediate syn-
drome is not just limited to flying skills, it is becoming particularly noticeable in relation to takeoffs. For this reason I would like to share some points to remember about takeoffs:
1. 2. 3.
TAKEOFF SITE SELECTION Takeoff site should be directly into the wind. Obstacles should not impose a problem for run or glide. Only launch from inside a bowl when it is very shallow and wide and when there is clearly very little chance of being in a crosswind rotor. When the predominant wind that day is blowing some direction other than the exact preferred takeoff direction, a deceptive and dangerous rotor may be present. Wind direction on the inside of a small or deep bowl, or just around the corner from a point or ridge, may only appear to be favorable. Launching from a point, however, is relatively safe in that the wind direction information is basically reliable.
FL YING TIP OF THE MONTH
One of the most critical moments in hang glider flight occurs immediately after takeoff when unexpected gusts, rotors or lift may affect control or glider attitude. This is usually the time when the pilot is struggling to get his feet in a stirrup, whether flying supine or prone. Why hurry? Fatalities have occurred from the resulting stalls and loss of control. Don't 26
be lulled into complacency by smooth winds at takeoff Instead, delay your adjustments as long as necessary until you have proper control, ground clearance and knowledge of conditions. This caution also holds for the temptation to take handheld photos in tight situations. The cardinal rule should always be: Never compromise flight safety. contributed by Jack Hobart
PREFLIGHT TAKEOFF EXECUTION 1. Preflight the entire glider, beginning at the control bar and making one complete tour. Inspect all nuts on each bolt. Feel the leading edges for dents. Inspect the crossbar. 2. Inspect the harness for wear. 3. Hang check or sight harness lines under tension. 4. Select launch run path. 5. Hook in, adjust foot stirrup and variometer for launch. 6. Be sure that wind direction and speed are settled. 7. Sky clear of gliders? 8. Run hard and let the glider lift you off.
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In actual flight comparisons and during competition the intermediate Higbster, in over a 11 conditions, out performed the top gliders in the world.
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flight task beeause of unreliable lift from 11 to 18. John Harris, the first person to fly (]ramlfather in 1974, direeted the meet. steward. Loeal Tom
TOP: Launching from the "back" side of Grandfather Mtn. LEFT: Champion Steve Moyes displays Masters trophy. ABOVE: Masters 1m1et director John Harris, left and launch director Joe Foster.
HANG GLIDING
CLOCKWISE FROM UPPER LEFT: ,Jeff Scott, third place winner soars over the Stars and Stripes during practice. Gerarc1 Thevenot launches /hf; Fronch Atlas. ,John Davis lod tho meet until an accident removed him from com· petition. Soaring on Gran<Jfather's "front" sic1e are Rich Pfeiffer, left anci Carlos Alberto Doura<lo. Dave Rodriguez put up a gallant (iefense of his Masters title but finished in fourth place.
NOVEMBEI< 1979
These four former Masters winners wound up in the top five in 19 79. Left to rig/Jt, t/Jey Dave Flodriguez ('1978), Steve Moyes (1979), Mike Arrambide (1976) and Tom Peg/Jiny (19 77) 1'1/GHT: Sean Dever cross(,s Mile Hig/J Swinging Bridge. CENTER LEFT: Gillette gave razors and shaving cream to all competitors, but tile generosity fell on unappreciative chins. Front row, lccdt to rigl1t; F'lex Miller, Sean Dever, Keit/J Nic/Jols and Johnny Carr. Top row, left to right; Rich Grigsby, Dean Tanji, Tom Wilson amt Jeff Burnett. CENTER RIGHT: Gran<ifather endurance record holder (8 hrs. min.) Robert Crowell with Jeff Burnett. Crowell was injurecl four days after the record ancl will be out of the cast soon. ABOVE: Dave Roc/riguez shows foreign competitors the task. LMt to rigllt; Hoc/riguez, StevH Moyes, Mitsuo Nis/Jino, G1nard T/Jevenot, Carlos AlbHrto Douraclo and ,Johnny Carr.
34
Carolina kept scores. Exhibition pilot Joe Foster served as launch director. These folks, along with many volunteer officials, made the meet enjoyable. The hospitality of Hugh Morton, the mountain's owner, and other local folks made for a worthwhile week even on the rainy days. This year foreign flyers were well Johnny Carr from England, Mitsu Carlos Alberto Dourado from Nishina, a top Japanese pilot and Gerard Thevenot, a frequent champion in France. Of course there was Steve Moyes, who competes so often in the United States it's hard to believe he is Australian. You won't get a chance to see the 1979 Masters on TV but a sneak preview of an upcoming NBC network program excited everyone. World," with Donna DeVarona, will be the best coverage of hang gliding yet, with an entire hour devoted to the 1978 Masters. The meet went without incident except for an accident by John Davis in which he caught a wingtip on an unwelcome tree along the notorious landing area, and side slipped into a bad concussion. He later admitted that his zeal for the purse made him too to fly safely. Bill Bennett caught this and other action on his new color video recorder. At least two pilots went home early because of illness or other extenuating circumstances. HANG GLIDING
criticized the minimum flight and others com"· as that the meet turned into a sink rate real from past contest. The Masters was the elimination of all but one pylon on the course. This worked well as there was only one in the entire meet. For scores there was no distine .. tion between wingtip and drop .. the nose or control bar. Competitors and officials that the 1980 Masters will incorporate a new scoring system. A knee, control bar or nose U only a wingtip or keel will no
touches the ground the pilot earns l/i point. A landing will earn ¥:i point. The four finalists high scorers from started from scratch with the five flights four final heats. Dave last champion, disqualified himself in the third heat by sustaining a minor ankle inon an otherwise good, stand-up landNo one knew nntil the last few seconds of competition who would walk off with the $2,000 first until Steve Moyes left everyone in stunned silence as he skillfully carved an extra 360 around the dreaded treetops beside the landing area. Many pilots missed the dramatic finish
had gone home without any That last cvenfor though, the weather gods noticed that most everyone had left. This enabled Lawton to soar for an hour to earn his Raven Award on his seventh try, while Shaw, flying suprone, earned his on the first. The next saw nnlimited under cloud streets and several 8,300 feet with the The weather seemed to be the calm returned to the mountain.
Points 11t End ol' F'hml I. Steve Moyes
2. Mike Arrambide 3. Jeff Scott 4. Dave 5. Tom Peghiny/ Sterling Stoll 7. Joe Greblo/ Malcolm Jones/ Gerard Thevenot 10. Jeff Burnett 11. Doug Lawton/ Keith Nichols/ Rich Pf'eiffer I Rich 15. Sean Dever/ Dave Ledford 17. Tom Wilson 18. Dean 19. Glenn Hockett/
TOP LEFT: Toasting their victory, the four winners, left to right; Steve Moyes, Mike Arrambid1,, Jeff Scott and Dave TOP RIGHT: Waiting for the valley to clear, left to right; ,Joe Foster, Joe Greblo, Dennis Pagen and Sterling Stoll. ABOVE: Peghiny sneaks into the notorious land" ing area.
NOVEMBER 1979
21. Eric 22. John Davis 23. Carlos Alberto Dourado 24. Mitsuo Nishino 25. Johnny Carr 26. Jim Braddock 27. Rex Miller
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VOLMER AIRCRAFT
USHGA CHAPTER NEWS Edited by John Ballantyne Perhaps due to a failure to communicate newsletters are not being received. If you are a USHGA Chapter have your club send us a newsletter for inclusion in this column, if we are not on your current mailing list. Address to: USHGA Chapter News, P. 0. Box 66306, Los Angeles, CA 90066. Southland Flyer Southland Hang Gliding Assoc. 18339 Bassett St. Reseda, CA 91335 Editor - Pete McEvoy Aug. 1979
Thank You, Dr. MacCready·! Those of you who couldn't attend the SHGA general meeting in July missed a rare treat and one of the most exciting meetings we have had the pleasure of presenting. Dr. Paul MacCready kindly consented to come down and make an appearance with a suitcase full of video tapes of the successful crossing of the English Channel by his Gossamer Albatross. Dr. MacCready opened his program with a brief summary of the events leading up to the actual crossing attempt and then let the story unfold via the video tape provided by various media members. Regardless of how many network news broadcasts you saw of the famous flight, you still had to hold your breath for the duration of each scene. At any second, you just know that the frail craft is going to get wet ... but it never does! Mr. Don Monroe also contributed substantially to the program with his color slides of the crossing attempt, the construction phases, the test flights, and the arrival on the other side of the channel. Following the tape/slide portion of the program, Dr. MacCready fielded questions from the audience. The response was great as the questions covered the span of technical details all the way to, "When were you sure that you had made it all of the way across?". Answer, "When I saw the prop stop turning and the Albatross didn't sink, I knew we had done it." A lot of people made the evening's program possible. SHGA owes a great deal of thanks to Jack Hobart for getting Dr. MacCready to bend his incredibly busy schedule NOVEMBER 1979
for us, Mr. Don Monroe for his two photographs in last month's Flyer and the slides at the meeting, Sterling Stoll for his slides and coming down to the meeting, Mark Lucas for the loan of his video tape system, Jim Heaton for transporting the recorder to the club house, and to Bryan Allen for not liking water.
Sky Line Capitol Hang Glider Assoc. Sec.-Treas. Marilyn Boehly At the last meeting President Joe Davies reported on hang gliding articles in the Wall Street Journal and Flying magazine. Brian Hope also mentioned an article in the previous Sunday's Baltimore Sun. It seemed someone entered a photo contest sponsored by the Sun and won second prize ($500) for his photo of a hang glider. It just happened to be our own Bob Deffenbaugh launching his Flexi III off High Rock late last winter. (Did you get your cut of the prize, Bob?) The point was made that the sport is getting more serious coverage by the media. Also at the meeting there was a very informative discussion regarding the image we, as pilots, project to the public. Are we doing all we can, both as individuals - and most importantly in groups - to give an overall impression of professionalism? Or does it look like a National Lampoon party on extremely busy days when a lot of spectators are present? I've noticed a direct correlation between the amount of fooling around that occurs and the size of the audience played too. In line with this psychology, Joe Davies reported on an unfortunate event at the Massanutten site. Two local flyers from that area found it, both Intermediates (Hang Ill's), and one decided to fly it, despite advice to the contrary from an Advanced ·pilot. Indeed, they watched this Hang IV take his glider down and elect not to fly in those par'ticular conditions. One of the Hang Ill's launched, cleared the slot, stalled and spun back into the mountain. (The pilot was evidently not hurt.) There is a reason for Massanutten being an Advanced-rated site, as was learned the hard way. If this sort of thing continues, we will lose Massanutten for flying - probably the most gorgeous site we have in the area. Moral - Work on good judgment.~
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Bird's Eye View
Chickens' Motives by Lauran Emerson '' All it takes is a couple of screaming kids to make any mother want to jump off a mountain." That used to be my reply when people asked me how I dared to hang glide. The response was true enough, and it got a few laughs, but it didn't answer the question. How did I dare? Well, for the same reason anyone who's basically a chicken dares to do anything. It's why I "dared" follow my father over the Headwall on Mt. Washington when I was 12. It's why my husband Hugh and I "dared" canoe down the Saco River at the height of the spring thaw when we'd never been whitewatering before. It's a matter of motives, and of cutting the alternatives to a minimum. If you've carried your skis to the top of Mt. Washington, and you don't want to spend the rest of the winter up there, you have a motive. There's no choice. The Headwall is the only way down. If you've started down the Saco and find yourself rushing headlong toward a funnel in the rocks, and you don't want to lose your canoe, you have a motive. There's no alternative. You paddle like mad, and hope for the best. I went through a lot of motives on the way to hang gliding. My original urge, to be a bird, shrank in the face of the bruises and humiliation of the learning process. I entered the Terror stage. LeeAnn Hawkins summed up this phase one afternoon last year. She stood with her glider on the train-
40
ing hill, with a perfect wind and an ideal slope ahead of her. "Go!", we urged, "Run!" She stood there ... and stood there. Finally she yelled, "My feet won't move!" For those whose heads want to fly, but whose feet don't, further motives are necessary. Most of the normal ones won't work. The daredevil motive, common among hang glider pilots, thrives on the very fear that we, as chickens, must try to overcome. The daredevil urge may be common, but it's not the chicken's motive. Peer pressure is another motive that gets people strapped into a harness for the first time. Peer pressure is the phenomenon that made you eat seventeen raw eggs at the fraternity house, or coaxed you into spending thirty-six dollars at the neighborhood Tupperware party. But downing those eggs, or buying those plastic containers, is nothing like running down a hill for your first flight in a hang glider. What other motives are there? The profit motive won't do. Money is a better reason for getting out of hang gliding than into it. How about a desire to prove yourself? For the chicken, there's a major drawback to this motive. If you prove anything by making that first run, you're proving you're not a chicken. If you want to prove that you are a chicken, you'll never dare hook yourself in. If you're a chicken, you won't prove it by hang gliding. Don't get discouraged. The fact is, if you really want to fly, but you're a chicken at heart, you do have a few choices. You can find someone like my brother Raym to teach you the way he taught Hugh. "There's no way you can get hurt," Raym said. "If anything goes wrong, the kite will just parachute to the ground all by itself." Hugh believed him. Convinced there was no danger involved, he never had a problem. If you can't find someone to ease your mind so completely, try a rational approach to your fear. Remember; you're not afraid of flying. You're just afraid of crashing. Know that you won't crash, and the knowledge will give you a chance to get off the ground. By the time you do crash at the end of the flight, it may have been worth it. If you can't be rational about it, other teaching aids are available. You can starve yourself for two days, then chain yourself to your hang glider and have a friend stand at the bottom of the hill with a Big Mac. It all depends on how serious you are about your commitment to flight. Don't hesitate to use any motive you can find to get youself past the terror stage. It took about two years for my own pre-flight feelings to evolve from terror, through anxiety, to anticipation.
No single method will work for everyone. You may just wait. The perfect day will come. It will be bright and warm and the hawks may be soaring in a steady breeze. No one will be telling you what to do. You may just get the urge and have the best reason of all to try your wings: the I Want to FLY motive. I was lucky. In the early days, whenever the fear level became intolerable, a motive would present itself. They weren't always the best, but anything that worked was good enough for me. After Bonnie was born, we took the babies and went out for a practice flight. I set up the glider and donned my harness. I hadn't flown for six months, and was scared and nervous. The kids were screaming. "I can't fly with all that racket going on,'' I thought. Hugh looked around and said, "At least you have an escape from this." He was right. I hooked in and flew off into the solitude. Even the Mother's Motive isn't bad in a ~ pinch. PILOTS! LEARN TO FLY SAFER, HIGHER, FURTHER f/!!l!!!!!!:; !1.J. ll!Jlf'9!g;,;._ l 'jJ-TtJ-fJafl' /l/1ntmtnl
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HANG GLIDING FOR ADVANCED PILOTS - DETAILS ON. COMPETITION· MOTORIZING· EFFICIENT TURNING· POLARS• SPEEDS TO FLY' THERMAL TECHNIQUES· DISTANCE SOARING • PERFORMANCE TUNING • DESIGN CONCEPTS • INSTRUMENTS • ADVANCED EQUIPMENT ' SPOT LANDING. $6.95 + 45£ POSTAGE. HANG GLIDING ANO FLYING SKILLS -A COMPLETE TRAINING MANUAL - DETAILS ON: BEGINNING FLIGHT' INTERMEDIATE SKILLS· AD· VANCED MANEUVERS • SIMPLf AND ADVANCED AERODYNAMICS • GLIDER DESIGN· GLIDER REPAIR· SELECTING EQUIPMENT· THERMALLING • HANG GLIDING HISTORY· CROSS-COUNTRY' TANDEM FLYING· TOWING AND MUCH MORE. S5.95 + 45£ POSTAGE. HANG GLIDING AND FLYING CONDITIONS- THE ROAD MAP TO THE SKY - DETAILS ON GENERAL WEATHER • TURBULENCE • ROTORS • WIND SHADOW • SEABREEZES • WIND GRADIENT • SOARING CONDI· TIONS • THERMALS • WAVES • l'IINDS ALOFT • LOCAL l'IINDS • CLOUD TYPES • SITE READING AND MUCH MORE. S5.95 , 50£ POSTAGE. S10.95 + 55£ POSTAGE FOR ANY Tl'/0 $14.95 + 75£ POSTAGE FOR All THREE. DENNIS PAGEN, 1184 ONEIDA ST.. STATE COLLEGE. PA 16801 DEALER INQUIRIES INVITED
CONFUJED BY ALL THE AVAILABLE C.LIDE RS AND RELATED EOUIPMENTf
CALL OR WRITE TODAY! Scott Lambert, Scott's Marine, Inc. 908 Lexington Ave., Charlotte, NC 28203 (704) 376- 7348 Dealers for: Electra Flyer, Manta, Moyes, Seagull, Sunbird, Soarmaster, U.F.M. and Wills Wing. Master Charge and Visa accepted!
HANG GLIDING
USHGA CERTIFIED INSTRUCTORS NEEDED
THE ULTIMATE HI BAR HARNESS ALLOWS THE PILOT TO SOAR IN COMFORT FOR HOURS BY DISTRIBUTING •EIGHT EVENLY THROUGHOUT THE HAMMOCK, THERE ARE NO PRESSURE POINTS IN THE HAMMOCK WHICH IS SUSPENDED FROM 2 BARS, ONE AT EACH SIDE OF THE HARNESS, THESE BARS ARE PREDRILLED AND BY MOVING 2 SUSPENSION BOLTS THE PILOT IS ABLE TO SELECT THE BALANCE HE PREFERS, THE BAR HARNESS LOCKS INTO PRONE POSITION WHEN THE PILOT STEPS INTO THE STIRRUP AND HE WILL REMAIN PRONE EVE,~ IN TURBuLANCE, TO LAND HE STEPS OUT OF THE STIRRUP AND SITS IN THE LEG STRAPS, THE PILOT CAN CHANGE FROM SEATED TO PRONE AND BACK AGAIN DURING FLIGHT,
• Comes complete with D-ring 1 knee hangers and stirrup, • Six sizes: standard, large and extra-large in regular length or long, * Available in a rainbow of color.a. * Custom features available.
To order, send your height, weight and color choice, C, 0, D, ACCEPTED 14328 LOLIN LANE POWAY ,CALIFORNIA 92064 714·748-1739
Price: $95
RESUME TO:
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"CLOUDBASE" is over a half-hour of hard-core hang gliding in 16mm color. Made by fliers for fliers and those who appreciate staying up and getting higher. Features most of the new ships, many of the country's best pilots. Flying at its best at 18 sites ... from kitemounted shots 5,000 ft. above a New \ England ridge to awesome Pacific soaring. \ Amazing comparisons to soaring hawks. Tandem soaring, time-lapse air movement, and great sound track includes original synthesizer score. Space out! No old kites or unsafe activities. Excellent public relations; clubs and dealers are already ordering copies. Price to the hang gliding community is $250 or for special showings contact: "CLOUDBASE," John McNeely Green Chimneys Farm Brewster, N.Y. 10509 \ ·
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Business opportunity - Complete rental inventory with exclusive distribution rights, $540.
Available, compact ducted fan A.T.S. SYSTEMS engine for glider, hang gliders, EAA etc. 75 # thrust, 25# weight, 1021 ANDOVER PARK EAS"I TUKWILA, WASH. 98188 shrouded. Send $5.00 for info packet. Design engr. service available.
''The Only Comple.te Book On Hang Gliders. Transcends and Obsoletes Everything in Print!" Get the total story on: • Flying Techniques • Flyer Physiology • Top Models Analyzed • Flight Performance • Flying Qualities • Aerodynamics • Design Parameters • Human Factors • The Polar Curve • Dive Recovery • Winds and Weather • Structural Integrity • Materials and Construction
'You're a serious hanq q/ider pilot! That's exactly why ou ne~d to read THE HANG GLIDER'S BIBLE."
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• Sails and Airframe Flexibility \,,, _,,,: ''"' • Advanced Cross-Country Flying 1 :; ;;;:;, • History and Technical Advances 1 • Buying Yourself a Hang Glider I --,.,--,,,_, :: • Plus, Seven Large Appendicies _
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NOVEMBER 1979
41
USHGA MOTORIZED ULTRALIGHT RATING by Joe Diamond Recreational Flight Vehicle Rating The purpose of this article is to explain the United States Hang Gliding Association's Motorized Ultralight Rating. With the increase of activity in this field, the need for pilots to be informed is very great. The FAA's biggest concern is the violation of airspace that hang gliding has caused. The majority of these violations has been caused by hang gliders and not motorized ultralights. This is not to say, however, that this could not reverse. The motorized activity to date apparently is not experiencing the large fatality rate that hang gliding did in its beginning years. The addition of the motor has apparently given the Recreational Flight Vehicles an added margin of safety. The term "Recreational Flight Vehicle" was discussed at Oshkosh 1979 and seems to appeal for a variety of reasons: public recognition of the word "Recreational," legal terms, insurance, FAA (it is not an aircraft) and taking the vehicle out of the country. Congratulations to the motorized pilots for their excellent safety record to date. Let's keep up the good work.
CHECK LIST TO OBTAIN A MOTORIZED ULTRALIGHT RATING 1.
2.
3. 4.
5.
Read Advisory Circular 60-10 Recommended Safety Parameters for Operation of Hang Gliders. (Free from USHGA) Read "Federal Aviation Regulations for Pilots" current edition. Publisher: Aviation Book Company. Available from USHGA, $2.98. Join the United States Hang Gliding Association, Fee $20.00. Obtain a copy of the Motorized Ultralight Rating Checkout Procedure. (Free from USHGA) Buy a sectional from your local airport fixed base operator. Ask for the one with your local area on it. Cost $2.00.
NOVEMBER 1979
6.
7.
Locate a USHGA Motorized Ultralight Observer in your area. He/she will administer the flight checkout and the written test on FAR's and sectional reading. The Observer will also grade the test. You send the results of the checkout and test to the USHGA along with $5.00 and your rating card will then be sent back to you.
Costs AC 60-10 Motorized Ul. checkout Pro. Federal Aviation Regulations for Pilots Join the USHGA Rating Sectional
Free USHGA Free USHGA $ 2.98 20.00 5.00 2.00 $29.98
What do you receive for $29.98? I) You become an informed, educated, responsible Recreational Flight Vehicle pilot. 2) USHGA insurance will cover pilot liability and property damage up to $500,000 per occurrence with a $250 deductible. The insurance will not cover tandem flying, flying for hire or exhibition, or instruction. 3) Use of airspace is a privilege. By obtaining a Motorized Ultralight Rating, and reading and following the FAR's, a local sectional and AC 60-10, you will become familiar with the rules of the road and become a more educated pilot. 4) You will also preserve our privilege of being the first pilots in the United States to fly powered vehicles without the vehicle or pilot being licensed. 5) You will be setting an example to other pilots in becoming a responsible user of the airspace. FAR Part 91 Subpart B explains the rules of the road for pilots. Along with Part l, Definitions and Abbreviations, these two parts are of prime importance. When you go to the local airport to buy your sectional ($2.00) ask if there is a ground instructor or
flight instructor around to give you a little help in reading it. The sectional has an excellent legend on it describing its use - read it! Your USHGA Motorized Ultralight Observer will also give you help in the reading of the sectional - have him show you where you can and cannot fly. Another benefit of joining the USHGA is that you will receive 12 issues of Hang Gliding magazine which covers the latest news in hang gliding and motorized hang gliding. Another excellent publication, especially for motorized ultralights, is Glider Rider, P .0. Box 6009, Chattanooga, TN 37401. Also Sport Aviation, the magazine of the Experimental Aircraft Association, does an excellent job of covering the latest up-to-date happenings in the ultralight movement. Write to EAA, P .0. Box 229, Hales Corners, WI 53130. A leading manufacturer of Recreational Flight Vehicles has recently noted in a survey that the average age of his customers was 39 years old, and that half of them have a private pilot's license. Anyone interested in becoming a Motorized Ultralight Observer for the USHGA please contact: Joe Diamond, P .0. Box 724, Balboa, CA 92661. Keeping a log book is very important. By doing so you are documenting your flight time and experience. For flying at meets you can then document the 15 hours that are needed to fly. Put everything that happens in your log book; what broke, conditions that day, landings, etc. You will find later that this will be a valuable learning aid to good piloting.
BRIEF EXPLANATION OF THE CHECKOUT PROCEDURE The checkout will consist of nine distinct units. Each of these units will be judged for pilot skill by the following ratings. Excellent (5 pts.), Good (4 pts.), Fair (3 pts.), Poor (2 pts.). Performance ratings are 43
clearly defined in the guidelines. The written test consists of 26 questions - a grade of 70% must be obtained. Rating 90% = 10 pts., 800/o = 8 pts., 700/o = 6 pts., 600Jo = 4 pts.
PILOT QUALIFICATIONS Pilot qualifications will be determined by point achievement. To qualify, a pilot must achieve 38 points out of a possible 50. Point3 will be earned according to the rating given and will be accumulated for each unit of flight performance. After completion of check, flight points will be tallied to determine pilot qualifications. Any crash or acrobatic maneuver will be grounds for disqualification. The 9 units in brief are: l. Preflight; Visual check of all components. Say verbally "CLEAR" when starting engine. Check operation of kill switch. Check helmet, harness and controls for freedom. 2. Ground Handling; Pilot should exhibit awareness of spectators. Maintain positive lateral and longitudinal control prior to take-off. 3. Take-off; Maintain lateral and longitudinal and directional control
with positive, smooth lift-off. Always take off into the wind. 4. Climb-out; Directional control within 20 degrees of planned flight path. Positive pitch control. 5. Rectangular Pattern; Left or right pattern pilot must be parallel to sides of course and compensate for drift by crabbing. Must maintain altitude within 50 feet of assigned altitude. 6. Slow Flight; Maintain safe flight speed for vehicle flown. Maintain altitude. Make one complete rectangular pattern. 7. Power-Off Glide/ Approach; Glide to landing with throttle in idle or dead stick (engine off) at pilot's discretion. Make at least one 90 degree turn in this configuration. 8. Landing; Smooth transition from landing approach to landing with no porpoising or over-controlling. Directional control within 20 degrees. 9. Written Test; 26 questions covering FAR's and sectional reading must be passed with a score of 600Jo = 4 points. One might say this is a lot of hassle and a lot of work, but consider the plight of the private pilot. He/she must obtain 40 hours of instruction at a cost of $1,500 and then
spend $20/hr. or more to rent an airplane for pleasure. With our Recreational Flight Vehicles it will cost $30 to be rated, which includes insurance and other benefits. We spend $1/hr. for flight time (gas), are able to store our vehicle in our garage. We have invested far less in our vehicle than any production airplane (the cheapest Cessna-150 costs $22,000). It is important that we show that we can be responsible, educated users of the airspace. My thanks to Bill Wolf for his excellent work in creating the Motorized Ultralight Rating Program. The program has been created and run by volunteers who are interested and give their time to help preserve our freedom of flight. Please donate your time in whatever way you can; helping at Oshkosh 1980, or your local meetings, writing articles on ultralight subjects, or informing the general public in a constructive way about Ultralight Aviation. Helping the Experimental Aircraft Association, Glider Rider, and the United States Hang Gliding Association in any way possible gives you a good feeling. Put your mind and effort to work and let's make the Ultralight (Recreation Flight Vehicle) Movement the safest and most respected aspect of aviation. ~
1Rnbtrtsnn Jlarntss BUILDING QUALITY HARNESSES SINCE 1970
BOULDER
Unsurpassed workmanship-tested to over 6,500 lbs.
COLORADO U.S.A.
All cordura fabric-Spreader bars for hips, feet & shoulders. Adjustable back safety strap-fully adjustable for bar height. Front velcro closure pocket and much, much more.
You've seen our labelnow you know our name!
Convert-a-Coon
with completely removable cocoon boot for the pilot who demands the most of his equipment. Call or write for details-features too numerous to describe here.
the Robertson Cocoon An excellent medium priced cocoon for those who know quality in design and appreciate superior craftsmanship.
Knee hanger, stirrup and supine harnesses available. Send for free brochure of our complete Iine of harnesses and accessories.
bbertson Jlam21• 44
Visa/Mastercharge Welcome Dealer Inquiries Invited
303/ 428-0870
P.O. BOX 217 • WESTMINSTER, COLORADO 80030
HANG GLIDING
United States Hang Gliding Association Publications Part - 105 Powered Ultralight Rating Program SUBPART A - Administration: SUBPART D - Flight Check Units a) A separate USHGA Pilot Proficiency card now designates Preflight: 1. Visual check of all connections, flying, landing and control pilot proficiency in powered ultralight flight. Use the Pilot Checkwires, harness attachment, engine mount and propeller and out Procedure and the points schedule as the basis for award of general condition of fabric and airframe. the Pilot Proficiency Card in Powered Ultralight Flight. 2. Check for proper fuel mixture; check tank and line for fuel b) The checkout procedure is to be observed only by specially leaks; check operation and condition of: compression release, designated "Powered Ultralight Observers." These Observers pull starter, throttle and safety switch. must be USHGA Full Members, but need not have any current 3. Engine Start: CLEAR AREA VERBALLY! Start engine hang gliding pilot proficiency. They must possess the Motorized only in approved area. Check safety switch for operation, Ultralight Pilot Proficiency before being appointed, beginning throttle for smooth operation, check EGT if applicable and one year after the start of this rating system. tune engine as necessary. c) Powered Ultralight Observers are empowered only to rate the 4. A helmet is mandatory, goggles are recommended and Powered Pilot Proficiency. They are appointed by current boots and gloves are optional. USHGA Examiners. 5. Fasten harness, double check for security. Clear takeoff d) Observers must be reappointed yearly. Observer appointments area. Check controls for freedom and response. ALWAYS and ratings can be removed according to the current USHGA TAKE OFF INTO THE WIND. policy.
SUBPART B - Qualification Procedures a) Objective: To establish a minimum set of criteria that will assure a level of pilot proficiency that is both safe and responsible. b) Checkout Procedures: Each pilot applicant will be briefed on what is considered the acceptable level of performance. A checkout flight will consist of eight (8) distinct units. Each of these units will be judged for pilot skill. Levels of skill will be judged by the following ratings: Excellent, Good, Fair and Poor. Performance ratings are predictable and are clearly defined later in these guidelines. c) Pilot Qualifications: Pilot qualifications will be determined by point achievement. To qualify a pilot must achieve 38 points out of a possible 50. Points will be earned according to the rating given and will be accumulated for each unit of flight performance. After completion of check flight, points will be tallied to determine pilot qualification. Any crash or acrobatic maneuver will be grounds for disqualifi-
cation. A written test on the use of Sectional charts will then be administered.
SUBPART C - Flight Check Performance Requirements Flight Check (Units)
1. Preflight Check 2. Ground Handling 3. Takeoff Run 4. Climb Out 5. Rectangular Pattern 6. Slow Flight 7. Power off Glide/ Approach 8. Landing 9. Sectional Written Test Total Possible Points NOVEMBER 1979
Performance Ratings Excellent Good Fair Poor 5 4 3 2 5 5 5 5 5 5 5 5 10
4 4
4 4 4 4
4 4
3 3 3 3 3
3 3 3
2 2 2 2 2 2 2 2
- - -8- -6- -450
40
30
20
Performance Ratings Excellent: Pilot performs all of the above thoroughly and systematically without direction from the judge. Good: Pilot performs preflight with minimum direction from the judge. Fair: Pilot required direction from judge on three or fewer items. Poor: Pilot does not perform preflight. Ground Handling: 1. Pilot should exhibit constant awareness of spectators and position his aircraft in such a manner that it will not create a hazard (i.e., prop wash, etc.). 2. Maintain positive lateral and longitudinal control prior to takeoff run. 3. Requires little or no assistance in picking up the aircraft or any other ground operation. Performance Ratings: Excellent: Pilot performs all of the above without help or direction from the judge. Good: Pilot maintains control but lacks smoothness. May require some assistance. Fair: Pilot is not in control, cannot regain control once assistance is stopped. Takeoff: 1. Positive commitment to flight by pilot. 2. Maintains lateral control (wings level) and exhibits longitudinal control (pitch) throughout takeoff run. 3. Maintains directional control within + I - 20 degrees of takeoff heading. 4. Positive liftoff. Smooth transition from takeoff run to flight with no apparent sink or pitch-up. Performance Rating: Excellent: Pilot performs all of the above criteria and does not deviate from takeoff heading during takeoff run. Good: Pilot deviates in lateral and longitudinal attitudes but maintains control. Control response is quick and positive. Directional control is maintained with less than 20 degrees deviation in takeoff heading.
45
Fair: Pilot must continuously apply control inputs to maintain lateral and longitudinal control. Takeoff headings exceed or equal 20 degrees deviation but are corrected to original takeoff heading. Poor: Pilot cannot maintain lateral and longitudinal control. Directional control exceeds 20 degrees and is not corrected to original heading. Pilot is clearly not in control.
Climb Out: 1. Directional control within 20 degrees of planned flight path. 2. Positive pitch control with no erratic porpoising. 3. Constant angle of climb to assigned altitude. 4. Smooth transition from climb to level flight. Performance Ratings: Excellent: Pilot performs all of the above elements with no apparent deviations. Pilot exhibits positive control throughout maneuver. Good: Pilot stays within 20 degrees of planned flight path. Visible pitch adjustment but no porpoising. Pilot maintains control during entire climb out. Fair: Entire climb out erratic but still in control. Directional control deviation 20 degrees, but is corrected to original heading. Flight is under control but lacks smoothness. Poor: Pilot has visible difficulty controlling aircraft and makes no attempt to return to original headings. Maneuver lacks planning and control. Rectangular Pattern: 1. Flight path must be parallel to the sides of the course at all times. Pilot will be required to compensate for drift by crabbing as necessary to maintain track. 2. Turns must be planned so that roll out is on course that is parallel to sides of course. Pilot must plan turns to compensate for effects of wind. 3. Pilot should maintain a constant altitude within 50 feet of assigned altitude. Performance Ratings: Excellent: Pilot performs all of the above elements with no apparent deviations. Pilot exhibits positive control throughout maneuver. Good: Pilot exhibits visible deviations from assigned flight path but corrects quickly to original headings. Pilot is in control. Fair: Pattern flown is erratic but under control. Pilot lacks smoothness and planning but keeps aircraft within flight area and at safe altitudes. Poor: Pilot has visible difficulty in keeping aircraft within assigned flight area and at assigned altitudes. Pilot does not attempt to correct to original headings. Pilot does not- have positive control and lacks planning skills. Slow Flight: 1. Maintain minimum safe flight speed for aircraft flown. 2. Maintain constant altitude while in slow slight configuration. 3. Smooth transition from cruise to slow flight to cruise with no apparent loss of altitude. 4. Positive control of turns and flight path control in slow flight configuration. (Must fly one complete rectangular pattern.) 5. Same criteria applies as indicated in rectangular pattern. 46
Performance Ratings: Excellent: Pilot performs all of the above elements with no apparent deviations. Pilot maintains positive control throughout the entire maneuver. Good: Pilot exhibits visible deviations from assigned flight path but corrects quickly to original headings. Pilot is always in control. Fair: Maneuver is erratic but under control. Pilot lacks smoothness but still maintains a margin of safety throughout the maneuver. Poor: Visible difficulty in performing maneuver. Difficulty in maintaining heading and altitude. Pilot control marginal. Aircraft stalls. Power-Off Glide I Approach: 1. Pilot must glide with an idling engine or dead stick (engine off) to a landing. 2. Must maintain speed control throughout glide. 3. Pilot must make 90 degree power-off approach to a landing. Performance Ratings: Excellent: Pilot performs all of the above elements with no apparent deviations. Pilot maintains positive control. Good: Pilot exhibits visible deviations from assigned flight path but corrects quickly. There is no doubt that the pilot is in control. Fair: Maneuver is erratic but under control. Pilot lacks skill but still maintains safe control of aircraft. Poor: Visible difficulty in performing maneuver. Must apply power to make landing area. Aircraft stalls. Pilot control marginal. Landing: 1. Transition from landing approach to landing (flare out). Smooth transition with no porpoising or apparent overcontrolling. 2. Directional control within 20 degrees of runway heading. 3. Touchdown should be gentle and yet positive. 4. After touchdown the runout or rollout should be controlled and coordinated. (No stumbling or falling.) 5. At completion of flight the ground handling techniques exhibited by the pilot should be planned and smooth. Performance Ratings: Excellent: Pilot performs all of the above elements smoothly and with no apparent deviations. Pilot exhibits planning and control throughout the maneuver. Good: Pilot exhibits visible deviations from planned flight path but corrects quickly. Pilot is always in control. Fair: Maneuver is erratic but under control. Pilot may lack skill but still maintains safe control of aircraft. Poor: Visible difficulty in performing maneuver. Porpoising during flare. Flaring too high with stall. Falling or tripping on landing resulting in crash. Pilot control marginal. Sectional Written Test: 1. Takes the USHGA Advanced written test dealing with aircraft Sectional Charts and completes more than 600Jo of the questions correctly. Performance Ratings: Excellent: 900Jo of the answers correct. (23 out of 26) Good: 800Jo of the answers correct. (21 out of 26) Fair: 700Jo of the answers correct. (18 out of 26) Poor: 600Jo of the answers correct. (16 out of 26) HANG GLIDING
I
liIT@ITIID ~ crtrilficdl®IT 1
· You think of yourself as an average pilot, a weekend flyer whenever -possible. Or you fly the competition circuit from Canada to California. Or maybe you've just had a few lessons and it's time now to own your first glider. You want the same things, and you'll find them on a Moyes. Here's what you want, and what you'll get from Moyes: 1. SAFETY OF DESIGN. Moyes gliders are U.S. Certified and win the most competitions, worldwide. 2. STRUCTURAL INTEGRITY. Moyes has always been among the very strongest. You don 't win towing championships with weak gliders. Moyes has won more than anyone else, winning the World Cup at Cypress Gardens again this year. 3. SINK RATE. Go to any hang gliding site. It's a daily demonstrated fact that Moyes gets higher faster and comes down slower than any other Rogallo hang glider. 4. SPEED AND REACH - LID. Every manufacturer makes hard-to-verify claims. Moyes simply offers the widest usable speed range, with long reach and penetration through its entirety. S. STABILITY AND HANDLING . With a long root chord of proved design , the Moyes can safely be dived , mushed and parachuted. It will not easily slip, spin or tip-stall. It will do a flatter turn than anything else, preserving its sink rate and energy. Positive bar pressure and "feedback" from the glider make it safe for any pilot with basic skills, and a pleasure for the experienced flyer who wants extra performance combined with the security of complete control and solid response. Few pilots fly well when they're nervous. "The Moyes is a very reassuring glider," ..says George Worthington, owner of a Maxi MK III. George knows, and so do you, pilot, that there's no better all-purpose hang glider ~an a Moyes. The proof is in the sky.
\\~// COMPETITION CORNER
W.A. ROECKER
The Maxi continues to give competition pilots on edge. Here ore recent meets
won by Maxi pilots: Region 1 Qualifier Region 7 Qualifier Region 8 Qualifier Region 10 Qualifier Jockeys Ridge Meer Florido Tow Championship Eosr Coosr Championship Srorrhistle Meer Frankfort Championships Cypress Gardens
WA MN NH TN NC FL NC OR Ml FL DC CA
1 SI 1 SI 2nd
MITCHELL WING KIT. 200Jo complete, $900 or best offer. Call Gary Rower after 6 p.m. (405) 237-6338.
CL~SSIFil:If ?f l)Vl:RTISINQ
Dealers ARIZONA THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. U.S. Hang Gliders, Inc., 10250 N. 19th Ave., Phoenix, Az. 85021. (602) 944-1655.
CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.
Rogallos CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. lO"lo off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. 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. BENNETT 6C. White, black, blue, It. blue, w/bag. Beautiful! Excellent, all ability wing. Excellent condition, used very few times. $900, or best offer. No reasonable offer refused. Stu (213) 837-3212. BIG PILOTS 185-300 must sell: 245 WW Omega Demo, retail $1,375 - $900. 245 WW SST 100 G, retail 1,350 - 700. 109 - 50. Sunbird Sup Harness, retail Bennett chute MII 26', retail 380 - 250. Bennett drag chute, retail 20 I0. Chad unit vario WW, retail 495 - 275. 50 - 20. Laminar fairings, retail All in like-new condition. Call (207) 824-2183 "Joe" P.O. Box 151, Bethel, Maine. ELECTRA FLOATER 230. Excellent condition, 3 months old - too large for me. Needs 170 lb. + pilot. Gold with red leading edges. $950. (303) 377-8287. LOOKING FOR A USED GLIDER? Trying to sell your old wing? FREE listing on our used glider board, Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94538.
CALIFORNIA CHANDELLE SAN FRANCISCO. Since 1973 the largest center of Sky Sailing in Northern California. Run by people who love flying! Complete lesson program with USHGA certified instructors, beginning to advanced! Visiting Pilot Program; Fledgling Lesson Program: Vast parts and accessories supply. New and used gliders in stock. '79 demo gliders. Featuring Seagull, Wills Wing, U.P. Bennett, Sunbird, Electra, Stratus V, Manta Fledge and Windjammer, with other brands available. Top o' the hill, overlooking Fort Funstun. Contact Jan, George, Ken, J. Fred or Tom. 10 Hillside Bl., Daly City, CA 94014 (415) 756-0650. ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 5_60-0888. HANG GLIDERS OF CALIFORNIA, 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 Glider West, 1011 Lincoln Ave., San Rafael, Ca. 94901. (415) 453-7664. Hours 10:00 - 5:30. SOUTHERN CALIF. SCHOOL OF HANG GLIDING Largest and most complete hang gliding center in Los Angeles. Featuring Bennett, Seagull, Electra Flyer, Sunbird, all other brands of gliders available. Come demo. '78' model gliders today! Beginner to advanced instruction with USHGA Certified Instructors. MOTORGLIDING - Sales, demos and power instruction available. 5219 Sepulveda Blvd., Van Nuys, Ca. 91411. (213) 789-0836. MISSION SOARING CENTER Dealer of Seagull, Eipper, Manta, Sunbird and Electra Flyer. With other major brands available. Fly before you buy. End blind
SEAGULL SEAHAWK 170-1977. Excellent $650. UP cloud prone harness with Odyssey parachute, zippers, brand new $275. Sky Sports supine, new, orange, $40. Orange helmet, $15. As package $950. Massachusetts (413) 253-2522. SEA WORLD GLIDERS FOR SALE: Cirrus 5A, $700. Olympus, 700. Cirrus 3, 400. Windlord, 175. Sea World of Florida Water Ski Show, 7007 Sea World Drive, Orlando, FL 32809 (305) 351-3600. SEAGULL IV. Great for learning with prone harness and helmet, $300. (805) 543-1332.
Rigid Wings EASY RISER. COS reduction unit. Ported, balanced engine, custom box, trailer. Many extras. $1750. (303) 499-8236. EASY RISER. Ready for power 1/2 ribs, box, clean, $900. Must sell to pay for sailplane. Bill (213) 832-7731. FLEDGE II w/Soarmaster, landing gear, expansion chamber, digital tac. & temp. $2200. Will sell separate. Dave (805) 962-2588 - Days, 962-6461 - eves.
48
INDHAVEN HAS IT ALL IN CATALOG 1979
Schools and
g i:!<(
INDHAVEN
u
-FREE
SEND FOR YOUR COPY TODAY! See what we have to offer. It's all here
Flex Wings • Fixed Wings • Kits & Assembled • Instruments • Parachutes • Drogue Chutes • Engines • Suspension • Systems • Accessories • Full Price List Don't Wait! We Have What You Want
No Mountains? Soar Anyway! FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders. Tow system w/top and bottom release and flotation $350 with spread shackles additional $ 10 2 point pulley bridle $ 30 $ 35 Boat release with carabiner All orders require 50% deposit. Texas residents add 5% sales tax. Send $1.00 for information package to; KITE ENTERPRISES Telephone Inquiries Invited; 1403 Austin Street Dave Broyles Irving, Texas 75061 Evenings (214) 438-1623
-SEND TODAYWINDHAVEN HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, CA 91342 NAME ADDRESS CITY _ _ _ _ _ _ _ _ _ _ _ __ STATc__ _ _ _ _~ZIP
---10-IE
HANG GLIDING
FLY ONE. Here are 1h dozen good reasons:
LOOKING FOR
1. Red
GOOD
2. Blue 3. Grey
SERVICE?
4. Brown 5. Navy 6. Black
WE WANT YOUR BUSINESS . . . . AND HERE'S WHAT They're ·hand-crafted in 100% nylon ( durable, washable, water-resistant) with velcro closures. And, they're so trim and lightweight that they contour to your body! Wallets - $7.95 Key Cases - $6. 95 Checkbook Covers - $7. 95 Postage & handling Included.
duncan Box 33441-K Seattle, WA 98133 Dealer Inquiries welcome.
WE'RE DOING TO GET IT!
.----
WE OFFER:
* A large inventory of gliders so that you can
select the model and color that's right for you, and take it home with you the same day.
* A large inventory of parts for the gliders we
sell, so that you don't lose any flying time waiting on parts or pay $75. 00 freight bills to get the parts.
* A large inventory of helmets, harnesses,
parachutes, variometers, altimeters, and many other accessories.
OFFICIAL USHGA FLIGHT LOG The new official USHGA flight log is now available through your national organization. In addition to the log itself it contains: Intermediate, Advanced and Special Skills sign offs, glossary of terms, Lilienthal Awards, competition record and Master rating points record. $2.95 ppd. Please send me: _ _ _ _ _ _ _ USHGA Flight Log(s) at $2.95 each.
* A brand new building in which we can provide you with a year round repair and tuning service.
* Stability- We'll be here next year and the years after that. * Professional instruction (as we have since 1974) through the advanced rating and including towing.
* Free seminars throughout the year covering anything having to do with flying (watch the calendar).
* A number of full time professionals eager to serve you. * A network of professional dealers throughout the east. Ask us for the dealer nearest you.
NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ _ STATE _ _ _ ZIP _ __ Price includes postage and handling. Californians add 6% sales tax. Dealer inquiries invited. Mail check or money order to:
USHGA P.O. Box 66306 Los Angeles, California 90066
NOVEMBER 1979
PO. Box340 Nags Head, N.C. 27959 (919) 441~6247 49
loyalty. Demos available. Complete lesson program. USHGA certified instructors, observers. 43551 Mission Blvd., Fremont, Calif. 94538. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 9063 l. WINDHA VEN HANG GUDINO SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819. CANADA HANG GLIDING SCHOOL OF UNIVERSAL SPORT. Canadian and USA certified school. Beginner and advanced instruction. Sale of major gliders, sale of Szirony Harness (the only of its kind in the industry). Built-in quick release mechanism. USA and Canadian certified instructor John Szirony, P.O. Box 227, Yarrow, B.C. VOX 2AO Canada Vancouver (604) 298-4389, 823-4273.
available. We use the most modern techniques and gliders, two-way radios between instructor and student. Located just west of Denver at the foot of Green Mountain. Call or write for free information (303) 278-9566, 572 Orchard St., Golden, Colo. 80401. CONNECTICUT TEK FLIGHT Products, Inc. Featuring Electra Flyer and Sky Sports. Also a complete line of parts and accessories in stock. Personalized lessons by experienced USHGA certified instructors. Call: (203) 288-5430. TEK Flight Products, Inc., 2583 State St., Hamden, CT. 06517. Or call Ben or Alcgra in Winsted, (203) 379-1668. THE HANG GLIDER CENTER. "Sooner or later you'll be our customer." Rt. 66, Exit 28, 1-84. (203) 628-8853. IDAHO MOUNTAIN AIR GLIDER SALES. Serving the Idaho area with the best in ultralight soaring equipment and certified instruction. 1144 N. Grant, Pocatello, Idaho 83201. (208) 233-8179.
1
THE FOUR WINDS! New and used gliders. Power units and complete powered flex wings. Dealer for Bennett, Manta, Soarmaster (we take trade-ins). USHGA Certified instruction with flight simulator Hang Ratings !-IV. Come see our showroom. It'll be love at first flight! 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989.
COLORADO
KANSAS
GOLDEN SKY SAILS. Distributing Seagull, Electra Flyer, Wills Wing, Odyssey and Golden prone harness. Dealing Lancer, Eipper, J&L, Delta Wing, Manta, UFM, Highster and Sunbird. Expert repair and custom work. Largest inventory of parts and accessories in the west. Power packs available. Fast mail order service. We offer regular, advanced, high performance, and tow lessons. All USHGA Certified Instructors. Ratings
ECO-FLIGHT HANG GLIDERS. Now with 2 locations, one serving southeast lower Michigan, and our new shop in the Frankfort area, home of Michigan's prime flying sites. We sell and service most major brands of gliders and accessories, including U.F.M.'s "Easy
!OWA
THE AURORA COMPANY - Distributor for Seagull Aircraft, UP Inc., Manta, UFM, Soarmaster Engines, Harness, varios, parachutes, and all hang gliding accessories. In Vernon call John Huddart, 542-8098, Victoria-Les Sairsbury, 382-0004, Vancouver-Robin Pedersen 922-7275, P.O. Box 91176 West Vancouver, Canada V7V 3N6.
LEADING EDGE AIR FOILS, INC. USHGA Certified instructors. Distributors for Chuck's Glider Supplies, Sunbird and Bennett. Dealers for Electra Flyer, Wills Wing, U.P. Easy risers, Manta and Seagull. 331 South 14th St., Colo. Spgs., Colo. 80904.
MICHIGAN
1979 s Diving • magazine
MONARCH FL YING MACHINES. The Kansas City area source for all major brand gliders, power packs, parts, accessories, repairs. USHGA Certified Instructors. 10301 W. 77th No. 109, Shawnee Mission, Ks. 66214. (913) 268-6499.
$2.50pp
MASSACHUSETTS Try a FREE practice run at Aeolus Flight Training Center, Groton Hills Ski Area, Groton, MA. Aeolus instructors can teach you to fly safely and easily, and are certified by USHGA. Open Saturdays and Sundays. Weekday instruction by appointment. To enroll, contact AEOLUS HANG GLIDER, INC., Box 184, Littleton, Ma. (617) 486-8278.
$ 1. 75/doz. or more! send check or m.o. to: Hang Diving mag., P.O. box 32 Rancho Sante Fe, CA 92067
AERIAL TECHNIQUES Route 209 Ellenville NY 12428
HANG GLIDERS WEST 1011 Lincoln Ave San Rafael CA 9490~
ELSINORE VALLEY !Ho.NG GLIDING GEN 31381 Riverside Dr Lake Elsinore CA 92330
SUNCOAST HANG GLIDING MS! 2071 Chevallum Rd Palmwoods 4555 QLD AUSTRALIA
CHANDELLE SAN FRANCSICO 10 Hillsdie Blvd Daly City CA 94014
GENGHAMMER-KLEIDUNG 8212 Ubersee/Chiemsee ad Dorfbruche WEST GERMANY
WASATCH WINGS 700 E 12300 S Draper UT 84020
EDWARDO ALVEAR PO Box 2784 Quito, ECUADOR Telefono 540-838
THE HANG GLIDER SHOP 8887 N Ventura Blvd Ventura CA 93001_
THE HANG GLIDER SHOP 1351 S Beach Blvd La Habra CA 90631
FREE FLIGHT OF SAN DIEGO 7848 Convoy St SaN Diego CA 92111
MISSION SOARING CENTER 43551 Mission Blvd Fremont CA 94538
RETTUNGS-GERATE Arster Heerstr 7a 2800 Bremen 61 WEST GERMANY
WINDHAVEN HANG GLIDING SCH 12437 San Fernando Blvd Sylmar CA 91342
ODYSSEY SAILS Box 60 Wilton NH 03086
.•. A FE,r OF OUR WTLETS
CHANNEL ISLANDS HANG GLIDER EMP 613 Milpas St Santa Barbara CA 93103 SUNRISE COUNTRY HANG GLIDERS 1-5 DOI Yugawara Kanagawa 259-03 JAPAN Phone 0465-62-4854 LEIF WINJE & CO Stalsberggt 18 2010 Strommen NORWAY phone (2)71 50 26
50
AEROSAILS INC 800 Mercer Seattle WA 98109
CLite~ GJnc.
~
1101 Lovell Ave,, Campbell, CA 95008 USA
HANG GLIDING
NEW FOR 1979Y2 STARSHIP 124 U.H. OFFERS COMPLETE SERVICE
* Repairs available for most gliders.
* Training for beginners & intermediate pilots.
* Custom sail design and artwork.
* Acomplete line of accessories, chutes &instruments. * Motorized packages. * Manufacturers for Phase A, B & C.
Starship 170 Nose Angle ......... 12 4° L.E ............... 19' Root Chord ......... 8' Tip Chord .......... 42" Sail Area .......... 170 sq. ft. Aspect Ratio. : ...... 6.1 Billow ............. 1° Glider Wt.. ......... 52 lbs. Battens . . . . . . . . . . . 7 per side Pilot Wt.. .......... i 20-180 lbs. Span ............. 34'4" Price ............. $1,200
Starship 190 124° 19'6" 8'6" 4' 190 sq. ft. 6.0 10 55 lbs. 7 per side 150-220 lbs. 35' $1,225
Starship 220 124° 20'1 O" 9'4" 4' 220 sq. ft. 6.2 10 58 lbs. 8 per side 180-250 lbs. 37'4" $1,250
(Includes custom cover bag)
14328 LOLIN LANE POWAY, CALIFORNIA 92064
714-748-1739
These new Starships are light years above the 100 and 108 series in both handling and performance.
U.H. NOW CARRIES A COMPLETE INVENTORY OF PARTS FOR THE OWL A, B & C ALL GLIDERS TEST FLOWN BEFORE SHIPMENT
Riser." We will custom build your "Riser" and motorize it too. USHGA certified instruction using 2-way radios. Lessons from beginner to advanced. Parts, supplies, repairs. P.O. Box 188, Benzonia, Mich. 49616. (616) 882-5070 or 17390 Redman Rd., Milan, Mich. 48160. (313) 459-4545.
be remembered. Thirteen stories high, it is the tallest sand dune on the East Coast. We have safely taught over 7,500 folks to fly - people of all ages. Hang gliding from the soft sand dune is a major factor in the outstanding safety record of Kitty Hawk Kites, the East Coast's largest and finest hang gliding school. We offer several lesson plans all the way to advanced training in the mountains. Ask about our Fly/Drive Package which includes airfare, car rental, motel, meals, etc. If you need a glider, select one while you're here from our large inventory. We carry the safest and best performing gliders on the market from beginning/intermediate to high performance. Send $2.00 for poster catalog. For a free brochure on the First Flight School call or write: Kitty Hawk Kites, Inc., P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. Learn to fly safely over soft sand through gentle Atlantic breezes. Beginning and Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock. TENNESSEE
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% mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in Open Class and 2nd in Class I at the '77 U.S. Nationals. We sell and service all brands of kites and motorized units. If you're thinking of moving up - check with us first, your used kite may be worth more than you think. Come fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100. SOUTHEAST MICHIGAN HANG GLIDERS. Dealer for UP, Bennett, Sunbird, Electra Flyer, Eipper and Soarmaster. Now featuring powered Quicksilvers. We have kites in stock and take trades or will sell your used glider for you. See us for ratings, repairs and USHGA certified instruction. 24851 Murray, Mt. Clemens, Mich. 48045 (313) 791-0614. MINNESOTA NORTHERN SUN HANG GLIDERS, 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 (612) 489-8300. MONTANA FLY WITH BEAR TOOTH HANG GLIDERS, 543 Yellowstone Ave., Billings, 59102. (406) 248-4383.
TRUE FLIGHT - Mid-America headquarters for motorized ultralights. All brands of gliders and motor pacs. 3832 Guernsey, Memphis, Tn. 38122. (901) 324-8922. TEXAS ARMADILLO AVIATION. Motorized fixed wings (CA-15 now available). All brands - power units - accessories. Call or write for prices. "We have your wings". 703 North Henderson, Ft. Worth, Tx. 76107. (817) 332-4668. ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159. LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, Tx. 76013 (817) 469-9159.
and rentals. 892 East 12300 South, Draper, Ut. 84020. (801) 571-4044. WYOMING CENTRAL WYOMING HANG GLIDERS - Sales and services. Electra Flyer, Seagull, Seedwings. USHGA instruction, Basic and advanced. Box 4206, Casper, Wy. 82601. (307) 266-3731 or 265-7292.
Foreign Schools & Dealers JAPAN Yanaba Hang Gliding School ... 3 day pack system Mt. Kuruma Hang Gliding School ... 3 day pack system Osaka Hang Gliding School ... 2 day lesson ASO Hang Gliding School ... I day lesson
GLIDER TRADE-IN «. SPECIAL «. Windhaven takes trade-ins on new gliders from anywhere in the country Ship or deliver your glider. and we will apply it to your new purchase. We sell: Electra Flyer Novas Seagull Wills Wing
U.F.M. Mitch ells Wing Delta Wing Eipper-Formance
INDHAVEN HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, CA 91342 (213)367·1819
UTAH THE KITE SHOP AT NATURE'S WAY. Our ECO FLIGHT SCHOOL is Utah's oldest and most experienced, with USHGA Advanced certified instructors. Complete parts and service for Electra Flyer, Manta, and Eipper. Distributor for the new STRATUS 5. 898 So. 900 E., Salt Lake City, Ut. 84102. (801) 359-7913.
INSTRUMENT BRACKET
WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories, and glider sales
NEW MEXICO SKY-HIGH, INC. The glider company; Certified in- . ,_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _. . struction, beginning - advanced - rigid wing. Parts, repairs and all accessories. Dealers for Bennett, Seagull, UP, JL, UFM. 2340 Britt NE, Albuquerque, N.M. 87112 (505) 293-6001. NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A. T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344.
• Mounts anywhere on control bar
A 'N THE
SKY RAC raquires oo pio10! vehde le.
NORTH CAROLINA COME FLY JOCKEY'S RIDGE! If you live east of the Mississippi and want to learn to fly a hang glider safely come to Kitty Hawk Kites. Wilbur and Orville came here to learn to fly. Gliding into the soft Atlantic breezes from Jockey's Ridge is an experience which will always
Pio! must observe FAA Rule 91 ·B
FL YING FREEDOM & SAFETY • Highest L/0 of any Hang Glider
• Strong built of Fiber Composite
• Fastest powered Ultralight
• Slable easy to fly and land
• Safes! convent1onal 3 axis control • SAFE slow landing, Fool or Wheel • Comfortable enclosed cockpit
• SIMPLE folds for Transportation
EASY TO OWN GET ORGANIZED! Heres a set of 4 sturdy l1les that holds over 4 years of you1 frwor1te 8 1,2 x 11 magazines
4 MAG FILES $4.95 Send $4.95 plus $1.00 for poslage and handling to:
DOM INDUSTRIES P.O. BOX 388-V DOVER. N.H. 03820
52
• Available in 2 Kits - Economy Or Fast Flight -
FLY
CLASS
Why Wail? For 20 Page Book. Color Pholo & Newsleller. Send $5 U.S. S7 Foreign
Striplin Aircraft Corporation P.O. Box 2001. Lancaster. CA 93534
• Durable polished aluminum • Fits all 1 inch control bars (specify if different size) • T bracket6-10 inch extension .. $10.00 • Straight bracket8 inches .......... $ 9.00 • Add $1.00 for postage • Satisfaction Guaranteed
Gianforte Bros. Ridge Road Cazenovia, NY 13035 HANG GLIDING
USHGA MERCHANDISE ORDER FORM B8
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BOOKS
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by Michael Mendelson. History, models, accessories, publications. organizations. schools, sites. HANG GLIDING AHO SOARING by James Mrazek_ Flight theory and meteorological data. HAHG FLIGHT by Joe Adelson and Bill Williams. Third edition, llighl instruction manual. 1 00 pgs. HAHG GLIDING by Dan Poynler. 81h Edilion. Basic handbook lor skysurfing. MAH-POWERED FLIGHT by Keilh Sherwin. History and modern tech nology, design consideration. HAHG GLIDING AHO FLYING CONDITIONS by Dennis Pagen. All
aspects of micrometeorology for pilots. 90 illustrations. 812
8·14
Have you hugged
your Hang Glider today?
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B15
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B-16
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19 B-17
AMOUNT
S 7.95
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S 7.65 S 3.50 S 6.50 S 6.50 S 6.50
HAHG GLIOIHG AHO FLYING SKILLS by Dennis Pagen. A complete instruction manual for beginners lo experts. HAHG GLIDING FOR ADVANCED PILOTS by Dennis Pagen. Techniques for cross-couniry, competition and powered flight. GUIDE TO ROGALLO-BASIC by Bob Skinner. A handbook lor beginning pilots. 30 pgs. HANG GLIDING, THE FLYIHGEST FL YING by Don Dedera. Pictorial history, pilot comments. Photos by Stephen Mccarroll. MAHHEO KITING by Dan Poynter. Handbook on low launch flying. MAH-POWERED AIRCRAFT by Don Dwiggins. 192 pg. hislory of flight. Features the flight of the Gossamer Condor. winner ol the Kremer
Prize. B 13
PRICE
- - - - THE COMPLETE OUTFITTING AHO SOURCE BOOK FOR HANG GLIDING
TORREY PINES by Don Betts, photos by Bettina Gray. Photos, maps, regulations and history of Torrey Pines. 40 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Designed for hang glider pilots. Hip pocket size. HANG GLIDING MANUAL & LOG by Dan Poynler. For beginners. An asset to Instructors. 24 pgs. FAI SPORTING CODE FOR HANG GLIDING Provides lhe requiremenls for records, achievements. and World Championships FEDERAL AVIATION REGULATIONS for pilols 1979 edition. Hang gliding pertinent information.
S 6.50 S 6.50 $ 2.75
$10.95 $ 4.35
$ 6.50
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S 1.50 $ 1.00 $ 2.98
ITEMS 1-1
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1-2 1-3 14 15 1-6 1-7 1-8 1-9
- - - USHGA EMBLEM T-SHIRT. 100% cotton. heavyweight quality.
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DRAHGE or LIGHT BLUE. Men's srzes. S M L X·L (PLEASE CIRCLE SIZE AND COLOR) USHGA EMBLEM CAP. One size fils all. Baseball lype w/USHGA emblem. NAVY ORANGE GOLD (PLEASE CIRCLE COLOR) USHGA SEW-OH EMBLEM. 3" diameter, full color (red wings. sun bursl w/black prinl) USHGA DECAL. 3'1,"' diameter, full color. USHGA EMBLEM PEHOAHT. w· diameler. Pewter w/silver chain. USHGA BUnOH/PIH. 1"i' diameter, full color. LICENSE PLATE FRAME. "I'd rather be hang gliding" While on blue. WALLET. Nylon, velcro closure. machine washable, water resistant. Hang Glider imprinl on inside. BLUE or RED (PLEASE CIRCLE COLOR) BUMPER STICKER. "Have You Hugged Your Hang Glider Today". Blue on while.
$ 5.50
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$ 1.40
USHGA PUBLICATIONS P-1
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USHGA INSTRUCTORS CERTIFICATION MANUAL.
MERCHANDISE SUB· TOTAL Californians add 6% tax
MAIL WITH CHECK OR MONEY ORDER TO: USHGA, Box 66306, Los Angeles, CA 90066 NAME _ _ _ _ _ _ _ _ _ USHGA # _ __ ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __
HANG GLIDIHG/GROUHD SKIMMER BACK ISSUES HO TAX OH MAGAZINES SPECIFY BY CIRCLING ISSUE HUMBER PRJHTEO COPIES: 20, 21, 22, 23, 24. 25, 26, 27. 28. 29, 30, 31. 32. 33. 34. 35. 36. 37. 38, 39. 40, 41. 12. 43. 44, 45. 46, 47. 48, 50. 51, 52, 53, 54. 56
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PRINTED COPIES: 57, 58. 59. 60. 61, 62. 63. 64, 65, 67, 68, 69, 70, 71, 72, 73, 74, 75, 76. 77, 78, 79, 80, 81 lhrough currenl issue.
S 1.50
.40
MAGAZINE SUB·TOTAL
CITY, STATE, ZIP
TOTAL 'ISSUES HOT NUMBERED ARE SOLO OUT'
·suPPLY 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)
ALL PRICES INCLUDE POSTAGE AND HANDLING. (Prices subject to change without notice.)
USHGA BASIC SAFETY REGULATIONS (PART 100)
_ _ USHGA POWERED ULTRALIGHT RATING (PART 105)
USHGA MERCHANDISE ORDER FORM (#4)
_ _ ACCIDENT REPORT FORM (#15)
USHGA LILIENTHAL AWARD FORM
_ _ SOURCES OF DEALERS, SCHOOLS, ETC. (#8) Specify state _ _ _ _ _ __
USHGA PILOT PROFICIENCY PROGRAM (PART 104) ORDERING IHFORMATIOH: Enter quanlily and price of each ilem ordered. Allow 34 weeks for deliver/ (8 weeks for Foreign). All orders are mailed by lhe cheapesl available rate. lf you wish to receive your order faster. please include sufficient ex Ira poslage money.
Beginner to advanced instruction by JAA, JHA certified instructors. We offer a complete line of hang gliders, rental,, sales and accessories. JAPAN HANG GLIDERS ASSOCIATION 1-16-9, Uchikanda Chiyodaku Tokyo 101 Japan. (03) 292-0756.
Business Opportunities DEALERS OR FUTURE DEALERS; Windhaven International has the complete line of hang gliding equipment to fit your business needs. Write for our complete catalog and confidential discount sheet to: 12437 San Fernando Rd., Sylmar, CA. 91342 (213) 367-1819. STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.
Emergency Parachutes FREE FLIGHT Chute attached to large UP harness plus Theo-tee vario. All sold together for only $460. San Francisco area (415) 325-8039.
ULTRALIGHT FLYING MACHINES OF ATLANTA. CGS powerpacks, landing gear, Soarmaster, tune pipes, harnesses, instruments etc. Pre-built by A&P and kit form. Immediate delivery, free instruction. Other kits include Mitchell, VJ, Quickie, Hummer, Weedhopper, Catto. (404) 458-4584. #4 Aviation Way, PDK Airport, Chamblee, GA 3034 l. WIND HA VEN. The ultralite power center of California has complete facilities and information on power packages and adaptations. We sell completed Easy Risers and Mitchell wings too. Call or write: 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819.
Mis eel laneous 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 .0. Box 66306-HG, Los Angeles, Calif. 90066.
THE HANG GLIDER SHOP - now distributes Free Flight Enterprises' reserve parachutes and harnesses. Dealer inquiries invited. (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631.
TYPE: Phoenix 6D 155 SL #36 WHERE AND WHEN: Salt Lake, July 8, 1979. SAIL PATTERN: Red keel panel, split gold, remainder black. CONTACT: Diann Ferris, 334 4th Ave., Salt Lake City, Utah 84103 (801) 322-3712.
Instruments, propellers, engines, landing gear, helmets, fuel tanks, hardware etc. POWER SYSTEMS INC. 39B Coolidge Ave., Ormond Beach FLA 32074.
Ultralight Powered Flight NORTHERN SUN INC. The industry's most experienced rigid wing builders offer the following: Custom built CGS powered Easy Riser, $2,590. Custom built unpowered Mitchell Wing, $2,690. Call or write: NSHG, 628 W. Larpenteur Ave., St. Paul, MN. 55113 (612) 489-8300. MOTORIZED HANG GLIDERS OF FLORIDA. Factory authorized dealer for "WEEDHOPPER" . a high performance ultralight rigid wing, tricycle gear, stick control. Complete "WEEDHOPPER" information $5.00 to: Weedhopper of Florida, Box 50961, Jacksonville Beach 32250. (904) 246-2568. POWER SYSTEMS, INC. Gliders from Eipper, UP, Manta and UFM. Power packages, landing gear for Easy Riser and Quicksilver, instruments, helmets, and hardware. $I info package Power Systems, Inc., 39 B Cooledge Ave., Ormond Beach, FLA 32074. (904) 672-6363.
54
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 V, months preceding the cover date, i.e., Feb. 15 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE Box 66306, Los Angeles, Ca. 90066
TYPE: Wills Wing XC 185 #2277 WHERE: Lauden, Tenn. DESCRIPTION: All blue color panels, white leading and trailing edges. CONTACT: Mel Charles, Rt. 2 Box 51A, Oliver Springs, Tenn. 37840. Reward.
Parts & Accessories
SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $20. Info kit with sample copy $2.00. SSA, P .0. Box 66071, Los Angeles, Ca. 90066.
METAL LICENSE PLATE FRAMES "l'D RATHER BE HANG GLIDING". White lettering on a blue background. $4.00 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, Ca. 90066.
FEATURES: Flybox set-up, vario bracket, CG Falcon Vin ripstop on right wing. Blue bag, red flag (#0491). WHERE AND WHEN: San Diego, CA 92120. (714) 265-0455.
WINDHA VEN EMERGENCY PARACHUTE SYSTEM meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Windhaven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, CA. 91342.
Publications & Organizations
PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 311,'' dia. Inside or outside application. 25~ each. Include 13~ for postage and handling with each order. Box 66306, Los Angeles, Ca. 90066.
TINGUISHING FEATURES: Upper wires, deflexors and bolts not taken. Mount for Chad unit on right down tube. CONTACT: Bob Hayman, 1029 Cordova Rd., Ft. Lauderdale, FLA 33316. Phone toll free: (800) 327-5826.
ODYSSEY has 24' and 26' emergency parachutes for the hang gliding pilot. Lightweight and inexpensive. Dealer inquiries welcome. Don't fly without us! Send for free details. Odyssey, Box 60, Wilton, N.H. 03086.
ODYSSEY PRODUCT PORTFOLIO. Has everything for the hang gliding enthusiast. Gliders, emergency parachutes, instruments, harnesses and accessories. Financing available. Visa and Master Charge welcome. Dealers, inquire on letterhead for discount information. For PORTFOLIO, send $1.00 (refunded on order} to ODYSSEY INC., P.O. Box 60, Wilton, N.H. 03086.
TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. Orange only. USHGA, Box 66306, Los Angeles, CA 90066.
TYPE: CGS Falcon Five Plus, quick set-up. SAIL PATTERN: Keel out · Light blue, dark blue, red, black, white. No cover bag. WHERE AND WHEN: Lexington Reservoir near San Jose, CA June 7, 1979. CONTACT: Mike Ziaskas, 200 Hollis Ave. #30, Campbell, CA 95008, (408) 379-6500, or Art Markiewiez at (714) 968-6129. TYPE: Mini Strata. SAIL PATTERN: Keel out - dk. blue, lt. blue, yellow, gold, red. Kite bag - red with yellow star sewn over a rip. WHERE AND WHEN: From home in Glendale, CA, Dec. 21, 1978. DISTINGUISHING FEATURES: Sleeves (outside) on crossbar (right side), and leading edge (left side}. CONTACT: Lynn Miller, 515 Chester #6, Glendale, CA 91203 (213) 244-4503. TYPE: Dragonfly MK!. SAIL PATTERN: Purple leading edges and center, red wing. DISTINGUISHING FEATURES: Bennett tensioners, 1/8" wing wires. CONTACT: Bob Henderson, 10842 NE 68th, Kirkland, WA 98033 (206) 828-0570. TYPE: Cumulus 10 WHEN: May 12 SAIL PATTERN: Center out, white, yellow, brown. Blue bag. CONTACT: Mike Adams (805) 967-2448 TYPE: Zodiac SS. SAIL PATTERN: Custom sewn stars and sunburst at center. Light blue leading edge and center panels, one dark blue panel, black tips. WHERE AND WHEN: Alamed Naval Air Station, CA. Sept. 13, 1979. $100 reward. CONTACT: Harry Martin, 2151 Arnold Industrial Hwy. Shop #5, Concord, CA 94520. Phone: (415) 798-9993. TYPE: CGS Falcon V. SAIL PATTERN: Black leading edges and keel. Keel out: orange, yellow (three panels), tips: orange, yellow, orange. DISTINGUISHING
TYPE: Phoenix Super 8 Reg. SAIL PATTERN: Keel out; black, red, orange, yellow, black tips and leading edges. WHERE AND WHEN: 10 miles north of Poncha Springs Colo. on US 285 on July 1 I, 1979. DISTINGUISHING FEATURES: SIN 340. CONTACT: Jim Zeiset (303) 539-3335. $100 reward. TYPE: 1977 SeahawK I 70. SAIL PATTERN: Keel out · Black, orange, yellow, orange, yellow, black. Black leading edges. Red bag with blue tip. WHERE AND WHEN: May 17, 1979 from Virginia Beach, VA. DISTYPE: Wills Wing XC 185 #2250. IDENTIFYING FEATURES: No fixed tips, control bar is mismatched, new downtubes, used basetube with vario bracket. CONTACT: Bruce Bardo, P.O. Box 8543, Missoula, Mont. 59807 892-3094 TYPE: Cirrus 5A #1425. WHERE AND WHEN: Saturday, June 2, 1979. SAIL PATTERN: Center out: brown, white, yellow, gold, orange, white. Brown leading edge. Orange and yellow are reversed on opposite sides. Reward. CONTACT: Rod Lamborn, 4016 Ralph St., Salt Lake City, Utah 84117. Phone: (801) 278-5959. TYPE: Phoenix 6B serial no. 182. SAIL PATTERN: From tips in; black, gold, orange, lime, dark blue. Black patch on one wingtip. CONTACT: Scott Hunter, 220F West Tujunga Ave., Burbank, CA 91502 As a service to the hang gliding community, HANG GLIDING Magazine is publishing (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.
HANG GLIDING
HANG GLIDER EMERGENCY DESCENT SYSTEM KEY FEATURES
Elephant ear handles (sure-grip) Envelope deployed. The envelope is part of the throw away container cover. One Step Deploym ent Container will open in any direction. S ys tem is designed in a one step, one hand moUon, using either hanci
Life Saver 24 $325.00 Life Saver 26 $350.00
DESIGNED AND MANUFA CTURED BY PEOPLE WHO KNOW AND CARE. Rich Piccirilli - Designer ·Designer of one of the first back-up systems. ·o ver 8 years active hang glider pUol.. ·Approximately 2000 sport parachuling jumps.
Joan Anlen - Production Manager (Picture below) ·Past e,cperience In the supervision and manufacturing of several hundred back-up systems and government parachute related equipmen t. ·Active sport sky diver.
ENT ERPR ISES, Inc. Pos O ,ce Box 3044 , e ,. por• Beac Ca lifornia 92663 714 642-7881
When New Zealand's top designer-sailmaker develops a third-generation glider with supership PERFORMANCE, easy HANDLING, and proven STRENGTH and SAFETY, that's good news.
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When the new glider turns out to float as well as the monster wings with 80 sq. ft. more sail, yet fly as fast as 1978's most successful contest glider, with a better --·--·------LID, give it a headline. And when the same wing is certified in several foreign countries as the safest, strongest glider they've ever tested, stop the presses! But when you find out that the glider is selling at 1976 prices, with an honest 2-4 week delivery. well, you're getting the idea. It's time for a new Front Page ... with the name LANCER IV at the top. Check it out:
LANCER IVS
LANCER IV L
32' 6" 120° 6.9:1
34' 120° 6.9:1
P!lot Kevin Kernohan
Span Nose Angle Aspect Ratio Root Chord Weight
9' O"
9' 10"
46 lbs.
50 lbs.
Phare, James Counlf\ 1
$1195 large
P.O. BOX I so:~ SAUNAS, CA D:mo2 (408) 7S8-G8Dfi
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SO CAL DI ST. Jim Lawrence
fo" Home""· ln,trument,,
Emergency Parachute Systems, and Flight Accessories.
15516 lbNdoin St. Pacific Palisades, CA 90272 213-454-5126
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