USGHA Hang Gliding May 1980 by US Hang Gliding & Paragliding Association

IUIIITIIIIG 11111111.11111111 are yau

USHGA has declared open season on non-members and ex-members who have not renewed in the past 6 months. WHAT'S IN IT FOR YOU?

For bringing in three new mElmbers or bringing back three ex-members or any combination of such, you get a limited edition USHGA T-Shirt with our special Red Tail Hawk on the front. This shirt is not for sale and is sure to become a collectors item. The only way you can get this shirt is to help our membership drive.* About the shirt: The Red Tail Hawk on the front of our shirt is from a limited edition series by Jerry Bishop a national known wildlife artist. He has allowed us to reproduce this beautiful pen and ink drawing on a limited number of USHGA T-Shirts. ACT NOW SEASON CLOSES NOVEMBER 30, 1980 OR WHEN SHIRTS RUN OUT.

*SEND $20.00 FOR EACH MEMBERSHIP Name

Name Address City

--------

State, Zip _ _ _ _

Phone No.

Age _ _

----

Name

Address

City

State, Zip

------

Phone No.

Age _ _

Phone No.

Age _ _

Hunter's Name

USHGA No.

*Memberships may be turned in one at a time. Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066

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EDITOR: GIi Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Bettina Gray, Stephen Mccarroll ILLUSTRATIONS: Cathy Coleman CONTRIBUTING EASTERN EDITOR: Paul Bums

Grannis,

OFFICE STAFF: MANAGER: Carol Velderraln Kathy Coleman (Advertising) Kit Skradski (Renewals) Amy Gray (Ratings) Janet Meyer (New Memberships) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pagan SECRETARY: Jay Raser TREASURER: Bill Bennett EXECUTIVE COMMITTEE: David Broyles David Anderson Jay Raser USHGA REGIONAL DIRECTORS REGION 1: Michael Pringle, Doug Hildreth REGION 2: Wallace Anderson, Jan Case REGION 3: Tom Milkie, Bill Bennett. John Lake. REGION 4: Ken Koerwitz, Lucky Campbell. REGION 5: None. REGION 6: Dick Turner. REGION 7: Ron Christensen, David Anderson REGION 8: Harry Taylor. REGION 9: Dennis Pagan, Les King. REGION 10: John Horris, Richard Heckman. REGION 11: David Broyles. REGION 12: Paul·Rikert. DIRECTORS-AT-LARGE: Alex Duncan, Jay Raser, Harry Robb. EXOFFICIO DIRECTOR: Vic Powell. HONORARY DIRECTOR: Hugh Morton, Lloyd Llcher. The United States Hang Gliding Association, Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautlque Internationale (FA!), the world governing body for sport aviation. The NAA which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine Is published tor hong gliding sport enthusiasts to create further Interest In the sport, by a means of open cummunlcation and to advance hong gliding methods and safety. Contributions ore welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hong gliding activities. If the material Is to be returned, a stamped. self-addressed return envelope must be enclosed. Notification must be made of submission to other hong gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibmty for the material or opinions of contributors. HANG GLIDING magazine Is published monthly by the United States Hong Gliding Association, Inc. whose malling address Is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd. Las Angeles, Calif. 90066; telephone (213) 390-3065. Secondclass postage Is paid at Los Angeles, Calif. HANG GLIDING magazine Is printed by Sinclair Printing & Litho, Alhambra, Calif. The typesetting Is provided by 1st Impression Typesetting Service, Bueno Park, Calif. Color separations by Scanner House of Studio City. Calif. The USHGA Is a member-controlled educational and scientific organization dedicated to exploring all facets of uttrallght flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $20 per year ($21 for foreign addresses): subscription rotes are $15 for one year, $26 for two years. $36 for three years. An introductory six-month trial is available for $7.50. Changes of address should be sent six weeks In advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

ISSUE NO. 88

MAY 1980

Hang Oliding CONTENTS FEATURES

A RIDGE SOARING PRIMER

FLYING IN CHINA

FIRST AMERICAN WOMENS HANG GLIDING TEAM by Elaine Chandler

TANDEM IN THE WHITES

by Rich Matros

POWER PILOT

by Glenn Brinks

STALLS

THE ART AND LORE OF THERMAL SOARING- PART IV ©CopyrightbyDennisPagen

SUNSHINE SOARING

by Ric Lee by Bill Bennett photos by Rich Grigsby

by John Lake

a photo essay by Steve Baran

DEPARTMENTS 4 EDITORIAL by Lauran Emerson 6 ULTRALIGHT CONVERSATION 6 INDEX TO ADVERTISERS 7 CARTOON by Harry Martin 13 CALENDAR 17 BIRD'S EYE VIEW by Lauran Emerson 20 NEWS AND NEW PRODUCTS 40 USHGA REPORTS 52 CLASSIFIED ADVERTISING STOLEN WINGS 58 COVER: Lyle Byrum lifts off in an Eipper Formance powered Quicksilver, near San Marcos, CA Photo by Dave Cronk. CONSUMER ADVISORY: Hang Gliding Magazlf'IEl and USHGA Inc., do not endorse or take any responsibility for the products advertised or mentlof'IEld editorially within these pages. Unless specifically explalf'IEld, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider ore urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazlf'IEl and Individual contributors.

GUEST EDITORIAL by Lauran Emerson, Publications Committee Chairman This the first of a new breed of Hang Gliding magazines. Many ideas and complaints about the content of Hang Gliding were brought to the March USHGA meeting. The gist of the opinions was: the mag is getting stale. Well, this time around, we're doing something about it. With a little help from our friends, Hang Gliding will sport the following features, beginning either in this hot little issue or in June: MILESTONES: Local, state and regional records are the foundation of this new feature. Hang Gliding would like to spread the good news about the great flights that all you pilots are making. These are nohassle feats; we rely on your honesty, not barographs and cameras. There are some exceptional flights listed in the first installment of this section, but don't let the biggies scare you off. If your neighbor took off from the 30 ft. bump in her backyard, gained 200 ft. and flew a mile, that sounds like a milestone to us. Send us the info! Jay Raser will be keeping track of this section, and any records that you've made or know about should go to the address listed in the Milestones column. LITTLE TIPS: My grandmother has always told me that "Fools' names and fools' faces/ Oft appear in public places." She's right, but we'd like to have your name anyway, and a photo, too, to go along with the tips in this column. Here is a chance for you to help out your fellow flyers by passing along any helpful hints that you've happened on over the years. Whether you've figured out a teaching trick, a way to set up your Fledge in less than 63 minutes, or a good deal on radios, it will be welcome information at Hang Gliding. ANN LANDINGS: A forum for gripes, questions and personal problems revolving around our sport. All letters to Ann Landings will be answered in the magazine by our own Ann, or farmed out for answers by someone knowledgeable in the field. Is your marriage on the rocks because you're always in the air? Is there a grease stain on your sail that you just can't get out? Has the 'chute you paid for a year ago still not come? Write Ann Landings for help with these and all hang gliding problems. GLIDER EVALUATIONS: This column is being reinstated, and will feature evaluations by Ric Lee of Salt Lake City. Ric has a reputation for saying what he thinks, and Gil has promised not to edit out all the controversial stuff, so it should be good. 4

ST ATS will be starting next issue. There are many reasons for this column: to find out what you want from and for your national organization, to make flying safer by tabulating information on equipment, accidents, 'chute deployments and other flying statistics, and to find out who you are (for everyone's enlightenment). Is the typical hang glider pilot really a 29-yearold, self-employed, college-educated, 165-pound married man with a non-flying wife, a child, and an urge to buy a parachute, as he appeared to be in the surveys two years ago? Or did he get that parachute, and lose his wife? Have you had to use your insurance? Is there a motorized glider in your future? The first ST A TS features will be based on your responses to the USHGA renewal form questions (now being revised). A returnable (not refundable) questionnaire will become part of the magazine this summer. I have taken on this new feature of Hang Gliding, and if the Great Falls Hang Gliding Assn. ever has another meeting I'm going to ask the club to take it on as a joint effort. Suggestions for future questionnaires are welcome, from clubs or individuals. They should be sent to Publications Committee, c/o USHGA. LEARNIN' THE ROPES: Ric Lee's article, "Soaring Primer," sets the tone for this column. We want to keep this a teaching column, covering a range of topics from fly-in organizing, to training techniques, to

compensating for the wind gradient. John Lake has written an excellent new test for Intermediate pilots, and will use it as the basis for a series of teaching columns to appear here. If you've never heard of a wind gradient, beware! Informational and instructive articles are welcome for this section. MOTORS: This issue also marks the beginning of a regular column on motorized activities, authored by Glenn Brinks of Santa Ana, CA. Glenn has an excellent background for this series, and power enthusiasts will find the new column a good break from the tedium of "horizontal crucifixion." LAST (and least?): The editor has informed me of a new contributor who prefers to go by the title of The Prone Poetaster. We can only hope that this addition to our pages will do more than live up to its title. If we can follow through on all the things we've planned, Hang Gliding and the USHGA will both be better off. I have a feeling that many of you would rather know how to keep your sail from wearing than how Eddie Skyout won the Region 13 qualifying meet. If my feeling is correct, it will take your participation to balance the deck the other way. Hang Gliding needs your questions, your hints, your problems, your records. So hurry, while stamps are still IS¢. It'll be a heckuva deal. ~

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(JLTRALIQt1T CONVERJATION

Upside Down Dear Editor, I received a call from Bill Pregler at Manta, regarding the center photo of Eric Raymond doing a loop in the April issue. He was extremely upset that the magazine of the USHGA would choose such a photo, depicting maneuvers clearly unsafe. I agree. If we are, as an organization, to establish the standard of safety, we must be consistent with this goal in Hang Gliding. I am frankly, quite surprised at your decision to run this photo. This seems to be a re-run of the problem of photos of pilots not wearing helmets, and I thought that the magazine understood very clearly the importance of depicting safety consciousness. I realize that you struggle with all kinds of problems of appropriate contributions, on a very limiting budget. But this magazine is the Association to many of our members, and that of paramount importance, is that we communicate the safest possible attitudes. I feel Manta is owed an apology as they are fighting a constant battle to convince the flying community that the Fledgling is not designed to fly upside down. It is not an aerobatic glider. Jan Case, Chairperson Safety and Training Committee My apologies to Manta if they feel damage was done by the publication of the April centerspread. You are right, the Fledgling is not an aerobatic glider, nor is any other. Looping a hang glider is about as unsafe as anything a person could do in such a craft. The story "An Aerial Ballet" was a report on an unusual promotional stunt involving hang gliders. Nothing about the activities of these pilots was within the normal operating limits of hang glider flight, but I felt the story newsworthy enough for publication. The appearance of a story about any activity should never be taken as an endorsement of its safety. Virtually all sporting publications print stories about the people on the frontiers of the sport, whether in surfing, rock climbing, skydiving, skiing or any other. These people are taking the greatest risks; surfing

30-foot waves, jumping out of balloons in pressurized suits at 100,000 feet, or skiing down mountains near terminal velocity. In these activities, at least, the dangers are so obvious there is no need to warn weekend participants. Perhaps in hang gliding this is not the case. What do you think? Should we refuse to print photos and stories of pilots doing clearly unsafe maneuvers? Should this apply to other activities (i.e., flying at high altitudes or in the White Mountains)? Where should we draw the line? Let us know. - Ed.

INDEX TO ADVERTISERS Aerial Techniques............................

Alrpower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 ATS Systems .................................. 21 Ball Varies ................................... 54 Bennett Delta Wing Gliders .............. 2, 18, 57 Duncan ..................................... 55

Poor Taste

Elpper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IBC Electra Flyer Corp......................... IFC, 38

Dear Editor,

Glider Rider . . .. . . .. . . . .. . . . . . . . .. . . .. . . . .. . . . 39

I was shocked and distressed by the advertising found on page 51 of your March, 1980 issue. Although I must admit I am strongly opposed to censuring of any kind, the promotion of a business called Sport Death in my eyes can do nothing but hurt us as an industry and as a sport. I strongly urge the owners of the business, who I am sure have tongue-in-cheek, to reconsider the effect that this advertising could have on the general public, and I urge them to either change their name and their logo or to discontinue their advertising.

Hall ...................................... 21, 55

Graham Thomson ............................ 29

Hang Glider's Sible ........................... 55 Hlghster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Kwlk Clamp .................................. 33 Kite Enterprises ............................... 33 Kitty Hawk Kites ........................... 19, 56 Leaf . .. . . . . .. . . . .. . . .. . . . .. . . .. . . . .. . . . . . . . . .

Lltek ......................................... 16 U.S. Moyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Ocean Pacific .. . . . .. . . .. . . .. . . . .. . . . . . . . .. .. BC Odyssey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 7 Pagan ....................................... 55 Poynter Books .. . . . . . . . .. . . .. . . . .. . . . . . . . .. .. . 17

Dick Cassetta Sacramento, CA

Price Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Seagull ...................................... 27 Seedwlngs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Worldrecorditus

Snyder Ent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Soarmaster .................................. 26 Striplin Aircraft ............................... 37

Dear Editor, It's a disease caused by money and commercialism. It breaks out in little epidemics about every 18 months. It has some exotic connection with memory span. It's called Worldrecorditus. It is the opposite of the following: prestigious, credible, dignified, eminent, authentic, authoritative, and genuine. On the other hand, it is synonymous with counterfeit, bogus, pretense, fictitious, spurious, fake and sham. Every 18 months, people feel, perhaps for the sake of extra sales-appeal, that they have to claim the ultimate accolade: "World Record." By doing so, they, perhaps unthinkingly, dilute the meaning of the words. If in fact, a person can, unilaterally, simply by making the unverified claim, "Ordain" a "World Record," the term loses its meaning bit by bit, until it becomes meaningless. Is this what we really want? Examples are page 20 of the March issue

Sunblrd ......................................

Ultimate HI ................................... 56 Ultrallte Products ............................. 51 Volmer ..................................... 50 USHGA .............................. l, 11, 45, 59 WIiis Wing, Inc............................. 17, 34 Wlndhaven ........................... 26, 37, 50

AD DEADLINES All ad copy, Instructions, changes, additions and cancellations must be received In writing 1Y2 months preceding the cover date, I.e. Mar. 20 for the May Issue.

HANG GLIDING

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RE Al FLY IN&/!

of Hang Gliding, and the article entitled "An Aerial Ballet," in the April issue. I'm referring to only one factor, and that is the claim, in both examples, that these are World Records. They are not. The hang glider and balloon flights are, in my opinion, superb, outstanding, important, precedent-shattering, and eminently newsworthy. What do the words "World Record" mean? They mean that "countries throughout the world formally recognize a particular achievement." They mean that "a certificate or diploma is issued, based on a formal code, to authenticate and certify the achievement." Only one very simple question need be asked of any achievement purporting to be a World Record: Will a certificate be issued, which is officially recognized by the nations of the World? Guiness Book of World Records is only a money-making commercial title of one book produced unofficially in England. It has no official recognition by any country in this world, including England. Its purpose in life is very simple: to make money for the publishing house. There is no journal, with integrity and prestige, in the U.S., which carries advertisements and articles, in which the words "world record" are used, when in fact (1) no certificate is issued and (2) the other nations of the world do not recognize the record. Soaring magazine is a good example. Yes, I know; hang gliding, as a sport, is very young, and it will take time to reach respectable maturity. But that's just the point: it is gathering respect and prestige very rapidly! It's really a shame to tarnish and lessen its credibility and reputation, by the needless act of making claims which are based on commercialism. What do I suggest? It's easy and simple: don't use the words "world record" at all. It isn't necessary. But if you must, say "that as far as we know, it is an unofficial world record." The achievement itself (i.e., the spectacular flight) will not be any less of an achievement by doing so. In fact, it will gain, because it will have integrity. George Worthington San Diego, CA

Certification and Contests Dear Editor, I enjoyed reading the controversy caused by the editorial written by Dr. Hewett. I am not a competition pilot but I do like to keep informed on what's going on in the competition circle. First of all, I guess I don't understand the HGMA certification rating. 8

I know several people who own uncertified gliders. Some of these pilots are very capable of winning contests, but were not allowed to fly these gliders in competition due to their uncertification. Unless I misunderstand the reason for certification, I see it as being for the enhancement of safety for the average pilot. Yet anyone can buy one of these uncertified gliders if he or she has the money, but they can't compete in professional contests. Professional is the key word here, because once you start flying for money you're in a completely different ball park (or airspace). Professional race car drivers may build and race extremely radical car designs but they would never be allowed on the highway. The same is true with professional motorcycle racing, speed boat racing, etc. So it seems to me as though the reason for this certification is bass ackwards. Protect me, your average weekend hang glider pilot! Keep those uncertified models off the market. Let the professionals radicalize their gliders for professional use in competition. If you want to establish whether a glider is safe enough for competition, have a special board comprised of professional pilots and designers observe the design in question and make a decision at that time. Peer Suhr, Editor W.O.R. Newsletter

More Rigids Dear Editor, I enjoy your publication very much. Recently I went through all my back issues just to realize how far the sport has progressed in a few short years. But the one thing I did notice above all was how much attention was limelighted towards the ever so popular flex wing glider. Sure, most people do fly these types of sail gliders, but how about all those rigid wing pilots out there! They are growing in vast numbers and will surely dominate the field someday because of performance that exceeds that of the average flex wing kite. But of course that is my opinion and everyone has and is entitled to one of those - right? Hang Gliding magazine needs to provide a bit more coverage on rigid wing ultralights and power for those little buzzing craft! I would like for anyone who flies a rigid wing hang glider to pour in the mail and let this publication know how you feel and what you are doing. Zap 'em with lots of facts and photos and if you dare, just get down and get right verbal! It's our magazine and it is time we are to be

recognized. Rigid Wing is The Thing! If any body knows anything about the Yamaha KT-IOOS engine and especially about its adaption to a reduction unit for use on the Easy Riser biplane, please drop me a line or reply back in a future issue. By the way, not only am I fanatical about my rigid wing, but I equally enjoy my flex wing Floater. Tommy Thompson 301 Kingstree Road King, NC 27021

A Tribute Dear Editor, Dave Murchison is gone. He will be missed as a Hang IV pilot, but long remembered as a Hang V person. Mike and Charles Hooper Yanceyville, N.C.

Safe Launch Dear Editor, Lauran Emerson's column is one of my favorites and I was very sorry to read that she had broken her arm. I agree with her in that the nose-high launch is a fear reaction. When you are afraid of falling you put out your arms. It's outstanding that Lauran has shared her unfortunate experience in a way that can help others with similar problems. One exercise that can help pilots avoid this problem is to practice running with their equipment. When you become proficient at running on level ground you will have learned the control required to keep the nose down during takeoff. How many of us can run a strong 100 yards with all of our flying equipment? (Are you sure?) As Wilbur Wright said in 1903, "By long practice the managment of a flying machine should become as instinctive as the balancing movements a man unconsciously employs with every step in walking, but in the early days it is easy to make blunders. For the purpose of reducing the danger to the lowest possible point, we usually kept close to the ground. It was the aim to avoid unnecessary risk. Skill comes by the constant repetition of familiar feats rather than a few over bold attempts at feats for which the performer is yet poorly prepared." As with any new piece of equipment (harness or glider), good runs on level ground will make takeoffs a snap. Working gradually on new skills is the key to safe launching. David Starbuck, Advanced Instructor Downingtown, Pa. HANG GLIDING

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American Aerolights Eagle Clarification Dear Editor, There have been numerous rumors about the new American Aerolights Eagle manufactured by Electra Flyer. They have run from serious injury to Tracy Knauss all the way to Bill Rasner of LEAF being hospitalized in critical condition due to his Eagle tucking. We have investigated these rumors and found none to be true. The most recent story about Bill Rasner being hospitalized is true. Bill did receive serious injury in another brand of motorized ultralight. To keep things in the proper perspective it is always best to verify a rumor before citing it as the gospel truth. If you hear a rumor consider your source. Larry Newman Electra Flyer

Emergency Treatment Dear Editor, As an enthusiastic, albeit non-proficient pilot (Hang I, working on Hang II) I was interested in the letter by John Ballantyne March issue. However, as a physician I feel obliged to comment on several if its implications. First, consent is not mandatory for emergency medical treatment. Any victim of a serious hang gliding accident will in all' probability be brought to the emergency department of the nearest, appropriate hospital. There, it is the moral and, indeed, legal obligation of the emergency room physician to take all immediate measures necessary to aid that patient. Naturally, if the patient refuses, such measures would not be taken. If, however, the patient is unable to give consent - say, because of unconsciousness - consent is presumed, and all measures will be taken, including immediate surgery if such is indicated. Normally, a concurrent attempt would be made to contact the next of kin. But no emergency measures deemed necessary would be withheld because of failure to make such contact. Be assured, therefore, that in this country, at least, serious injuries would be treated according to these principles. As a member of the American College of Emergency Physicians I would be interested in hearing of any documented exceptions to the above. On the other hand, I cannot agree more with the second portion of Mr. Ballantyne's letter which suggests that all pilots carry on 10

their person the telephone number of their next of kin, as well as a list of chronic illnesses, medications, allergies and immunizations. In regards to the latter, I would even go as far to suggest that evidence of recent (within five years) immunization against tetanus be a requisite for a Hang I to IV rating. Hang gliding has made immense progress in safety in the last five years. The above suggestion is consistent with that effort, and made in the spirit of attempting to improve what I consider to be one of the most enjoyable, salubrious, and fascinating activities in which I have ever indulged. Now, if I can only clean up my launches ... R.G. Monroe, M.D.

A Word For Dragchutes

whistle, then slammed to the ground. At Cerro Gordo, you can follow a core by the noise from rocks railing around on the ground. A drag chute can also be used by looping the chute to the control bar on those rare days when you're cold and tired and it's hard to get down from 5,000 feet. And if you warm up on the way down, you can close the chute and fly longer. If your glider gets into a stabilized dive, even if you are weightless, the drag exerted will help you pull out because the drag is pulling above the center of gravity. So think about it, you can cut in half the most dangerous part of your flight just by using a drag chute. Anyone can repack them in about two minutes. Try one and you will never fly without one. Rome Dodson Sepulveda, CA.

Dear Editor, There are only two times during a flight when you are in danger (excluding getting sucked up into a giant cumulus). They both are only when you are near the ground, when taking off and when landing. When you see a prone pilot gracefully groundskim for 50 yards, then push out and touch down like a feather, he has doubled the duration of the most dangerous part of his flight. Once you are on your final landing approach, the safest thing to do is pop your drag chute, then swing down to an upright position, to increase your drag even more, then stop as soon as possible. The beautiful part of landing with a drag chute is the tremendous difference in glide ratio, which you can control by varying your speed. The amount of drag is squared by the amount of increase in speed. All this means is that by pulling the control bar in, you can lose altitude unbelievably fast. (It feels like a 45 ° slope.) Or by flying slowly, you can stretch your glide to almost normal, as at slow speed the chute has almost no drag. At touch down speed, you would not even know that the chute is open. The drag chute is a tremendous safety feature for cross-country flying and any emergency landing in a tight area or even landing on a down-sloping area. Flying into a thermal at 1,000 feet can be a graceful, lifting experience, but at 20 feet, gliding into the core of an unseen dust devil, where all that thermal lift is concentrated into maybe a four-foot funnel, is the most dangerous thing that can heppen. Thank God it doesn't happen very often. The concentrated power is unimaginable. I've seen a glider, standing on its control bar completely folded, picked up and spun around three times, so fast you could hear it

Nose Wheel Dear Editor, As a long time member of the USHGA, I've always felt that hang gliding was one of the most fascinating sports. To help improve the sport's safety record I would like to suggest that a wheel be mounted on the nose of the glider. Many people have mounted wheels on their control bars, but wouldn't a third one on the nose dissipate much of the impact during rough landings? The only apparent problem is that the glider might tend to roll when left unattended on the ground. This problem could be solved by either making the nose wheel easily removable or attaching it to a rotating mount so that it can be rotated above the nose while the glider is on the ground. Mark Olson Louisville, KY

Cover Identification Dear Editor, I am writing you regarding the "unidentified pilot" flying at Telluride on the front cover of the March issue. My name is Greg Duhon and I am flying a Bennett Lazor. Greg Duhon Cupertino, CA

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

HANG GLIDING

As of June 1, ·1980, Membership and Supscription rates will be increased as follows: MEMBERSHIP:

FULL MEMBER FAMILY

$25/yr. (U.S.) $12.50/yr.

$26/yr. (Foreign)

SUBSCRIPTION:

1 year $18 (U.S.) $19 (Foreign) 2 years $31 $33 Save $5 on 2 yrs. 3 years $44 $47 Save $10 on 3 yrs. USHGA will welcome any new or renewed Members or Subscribers before June 1, 1980 at the current rates. See the USHGA application for Membership/Subscription in this issue of Hang Gliding, or write USHGA, Box 66306, Los Angeles, CA 90066.

ISN'T IT TIME YOU SUPPORTED YOUR NATIONAL HANG GLIDING ORGANIZATION? The United States Hang Gliding Assn., Inc.: • Offers $500,000 pilot liability insurance. • Offers site insurance to chapter clubs. • Publishes HANG GLIDING magazine, the largest circulation hang gliding publication in the world. Beautiful color photography.

I include my check or money order as follows: D $20 FULL MEMBER (21 foreign) - As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits. D $15 SUBSCRIPTION ($16 foreign) for one year. D $26 SUBSCRIPTION ($28 foreign) for two years. D $36 SUBSCRIPTION ($39 foreign) for three years. D $7.00 TRIAL SUBSCRIPTION ($8 foreign) for six months. NAME PHONE _ _ _ _ _ _ _ _~ ADDRESS _ _ _ _ _ _ _ _~ - - - - - ~ A G E CITY _ _ _ _ _ _ _ _ STATE _ _ _ _ _ _ ZIP _ _ _ _ _ _ _ _ _ __ Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066

~ SOARING PRIMER

~ A

by Ric Lee

....

1·'!,

, '

SOAR (sor, sor) v. To rise, fly upward or glide high in the air. Soaring: Mankind's age-old dream. Sooner or later most hang glider pilots get around to it. But how difficult is it, really? What should I know before I try it; In order to simplify things, I'm going to assume you have a glider and the necessary skills to begin soaring. So, now, let's move on to the three problem areas as I see them. They are: conditions, desirable skills, and traffic. Let's start with conditions. How do we define "soarable" conditions? Soarable conditions exist when there is air rising which equals or exceeds the sink rate of your glider. Obviously, we can experience a wide range of conditions which enable us to soar. If the rising air merely equals our sink rate, it is considered a marginal soaring day. You will only be able to maintain, not gain, altitude. On a day where the air rising exceeds our sink rate by a large margin (but not so much as to make flying unsafe, i.e., wind too strong to safely penetrate), soaring becomes much easier. What factors determine the amount of lift available at a given point in time? In a ridge soaring situation, it's the size and shape of the hill, direction and strength of the wind and the lapse rate (stability factor) of the air. How about turbulence? I've heard sometimes ridge lift can be quite rowdy. A very good point. Ridge lift can be glassy smooth to bone rattling. The most common factors contributing to this turbulence are gustiness and the presence of thermals. Okay, I now have a basic understanding of some of the factors involved in ridge soaring conditions. How do I know when it's safe for me to make that first soaring flight?

Safe first-time soaring conditions vary greatly from site to site. So, the best way to determine the conditions is ask. Most every site has advanced pilots around who know the conditions intimately. Seek out the advanced pilots who have a conservative attitude toward flying and tell them exactly how much experience you've had. Remember, it's better to understate your abilities somewhat rather than overstate them. 12

i· .r

With conditions for safe soaring flight out of the way, let's move on to area two: desirable flying skills. Notice I used the word "desirable" instead of "necessary." In this sport, the more you know (and put into practice), the safer you'll be. So, let's take a look at the skills desirable before we attempt soaring. I'll explain why as we cover them. D.S. (Desirable Skill) -1: Proficiency in launching into stronger winds. Launching into stronger winds is learned gradually, progressively. You shouldn't try to go from a gentle 5 mph training breeze to a very soarable 20 mph. It's a good way to learn your first ground loop. D.S. -2: Ability to turn your glider smoothly and efficiently in both directions. If you do wide, diving turns, you'll be out of the lift in no time.

D.S. -3: Experience in downwind flight. For most of us, the first time we fly downwind in any good breeze, we get a little frightened. A lot of us stall and fall on that first downwind flight. Why? Because we mistake groundspeed for airspeed. Remember, when you fly into the wind, airspeed minus windspeed gives groundspeed. When you fly downwind, the opposite is true: Airspeed plus windspeed equals groundspeed. Thus, if our airspeed is 20 mph and we fly directly into a 10 mph headwind, our groundspeed is 10 mph. Now do a 180° turn and fly downwind. What's your groundspeed now? Right: 30 mph. The natural tendency is to look at the ground rushing by and think, 'Wow! I'm flying way too fast! I'd better slow down." Wrong: You just hit the hill in a downwind stall.

D.S. -4: Experience in stalls and stall recovery. This means the upwind, downwind and tip stall variety. Your instructor should coach you through these. A very common mistake for new soaring pilots to make is to keep slowing down in the lift until they stall. If you've never stalled your glider before, you're in for a rude surprise. You'll have little or no control and you will possibly spin into the hill. Why? Because you didn't know what it was or how to recover. All right. We've covered the basic conditions and skills for soaring flight. What's left? You guessed it: TRAFFIC. HANG GLIDING

How do you cope with the crowded skies? There has been a rash of mid-air collisions lately. Why? Two reasons: pilots not flying according to international soaring rules and not flying defensively. Remember the very first time you drove a car on a crowded freeway? People that you didn't know or trust were zooming by you at breakneck speeds. Yet you lived through the experience because everybody was supposed to follow certain traffic rules. As long as everyone followed those rules, you didn't get into accidents. Simple. Now, for some reason or another, some of these same people who drive safely learn to fly a hang glider and go gonzo. I don't know why, exactly; it just happens. So, to increase our chances of survival, we (USHGA, pilots in general) have adopted the International Soaring Rules. They are very easy to remember, and they make sense. They are as follows: 1.

Never fly directly above or below another glider.

Make all reversing turns away from the ridge.

When overtaking another glider from behind, the overtaking glider yields.

Gliders approaching head-on both yield to the right.

Higher altitude glider yields to lower one.

When entering a thermal, circle in the direction established by the glider(s) already in the thermal.

In order to have a better understanding of these rules, let me write a sentence or two explaining them. .#1 should be fairly obvious. We never know when we will get some unexpected lift or sink. #2 is to establish a norm for turns. If you allowed both inside and outside turns on the ridge, the person behind you wouldn't know where to go.

MAY 2 · 4. Sport Flight USHGA Instructors Certification Clinic. Beginner and Advanced. First aid cards re· quired, flying tests administered. $40 per person. Contact: Sport Flight (301) 840-9284.

MAY 16 · 18. Motorized meet, Beloit airport, southern Wisconsin. Pylon races, speed run, dead stick landing, flour bag drop. Contact: Bob Grassl, 2531 Cedar Pt. Dr., Janesville, WI 53545. (608) 756-2957. MAY 22 · 24. Mid-America FlyA "something for everyone" aviation exposition. Kansas City downtown airport, Missouri. 1 n.

MAY 3 - 4. Perris Fly-In (formerly the Diamond Meet), Perris Valley Airport, Perris, Calif. Efficiency contest, static judging, X-C flight, technical seminars, power rating workshop. $20. Steve Grant, 7942 Holt Ave. #1, Huntington Beach, Calif. 92647 (714) 848-1408.

MAY 16 · 18. East Coast Championships. Fifth annual east coast championship, White Lake, N.C., tow meet. 12 pilots only. Contact: Tommy Faircloth, 8-B Oakdale Apts., Fayettevi lie, N.C. 28304 (919) 424-4302 or 483-1971.

MAY1980

MAY 24, 26. Fifth Annual Mt. Sentinel Fly-In, Missoula, Montana. Hang Ill required, negotiating for power facilities. Contact: Glenn Smith, P.O. Box 2844, Missoula, Montana 59801 (406) 542-2725. JUNE 7 · 15. Lachens Cross Country Open, Lachens Mt. south of France. Europe's answer to the X-C Classic. Contact: Mike de Glanville, B.P. 35, 06370 Mouans Sartoux, France.

#3 means that it's up to the overtaking glider to get out of the lead glider's way. This is accomplished in one of two ways. Either you reverse direction before he does, or pass on the ridge side of his glider.

#4 is very critical. Everyone must do the same thing in this situation. Once, years ago, I was soaring with a crowd at Funston. As I approached another pilot head-on, I started my yielding turn to the right. The other pilot hesitated for a moment, then quickly turned to his left. I dived to miss him. He realized at the same moment I started to pull in that he made a mistake and he pulled in to miss me. I pushed out and cleared his kingpost by three inches. Later, when I spoke to him on the ground, I asked why he had turned left. He said that he turned better to the left, so he thought he could get out of my way faster. Very scary. #5 is, again, obvious. When you're higher, you have more options available. #6: It's almost impossible to thermal safely if everyone is going helter-skelter. Even if you're 3,000 feet above the pilot who found the thermal, turn in his direction. Often, in this situation, the lower man is in a stronger portion of the lift and can rapidly catch up to you. Remember Rule #5: Low man has the right-of-way. And, a last one which isn't on the list, but should be, is: CLEAR YOUR TURNS. I mention this last and in capital letters because everyone is guilty of it sooner or later. This is just a good part of flying defensively. To close, let me summarize what's been discussed. We have gone over the basic requirements for safe soaring flight, which are conditions, desirable skills and traffic. Ideally, I hope I have provided enough material to clarify the events leading up to your first soaring flight .

If there is something you don't understand about what's been covered or if I've raised a question in your mind which I didn't answer, it's your responsibility to find out. Good pilots learn by reading, flying, talking to other pilots and studying nature.

JUNE 21 - 22. Homecoming Meet, 8th Annual Cochrane Meet, Cochrane, Alberta Canada.

Limit 30 pilots. Contact: Jim Nelson, Eco-Flight hang gliders, P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070.

Gliding Championships. Contact: Don Whitmore clo Seagull Aircraft, 1160 Mark Ave., Carpinteria, CA 93103.

JUNE 28 - JULY 2. Second annual X-C Open. June 21-25; X-C JULY 5 - 6. Third annual Qualifier. July 5-13; third an- Florida glide-in for motorized nual X-C Classic. Contact: Don hang gliders and microlights. Partridge, Route 4, Box 3a, Perry-Foley airport, Perry, Fla. Bishop, CA 93514 (714) Send SASE to: Michael J. 873-4434. Grossberg, P.O. Box 50961, Jacksonville, Fla. 32250. (904) JULY. Dog Mountain hang 246-2568. glider sky diver accuracy meet. Contact: Richard Girard, JULY 4 - 6. Open fly-in, 630 M St. N.E. Apt. 10, Auburn, Anaconda, Montana. Elevation WA (206) 939-4725. 2,000'. Intermediate or advanced only. $500 in prizes. JULY 4 - 6. Region 6 Qualifica- Contact: Dennis Sitton, tion meet. Talihina, OK. Con- 1112V2 E. 4th, Anaconda, MT tact: Mike O'Leary, 2307 S.E. 59711 (406) 563-2758. 50th Terr., Oklahoma City, OK 73129. JULY 17 · 20. Mt. Swansea Cross-Country Meet, Canada JULY 4,6. Eighth annual na- (Vernon, B.C.) tional soaring and hang gliding festival competition, JULY 23, 27. The World InvitaFrankfort, Mich. $15 entry fee. tional Grouse Mt. Hang

AUGUST 2 · 4, 9 · 11, 15 - 18. Region 3 qualifying meet for the Nationals. Certified, Fledgling and experimental classes. Entries will be limited to first come, first served basis. Send SASE to: Chris Price, 32970 Lilian Road, Elsinore, CA 92330 for entry form. Deadline June 31. AUGUST 23 - SEPTEMBER 1. Canadian Nationals, Mt. St. Pierre, Quebec. OCTOBER 11 · 19. American Cup, Chattanooga, TN.

A trip to China sounds like

LA.,

of China to pay return airfares, accommoda lions and transportation for the the entire stay. first surteam was that l found out other considered that ticket was up to us. I had my word to them and l:o Rich Kevin Kemohan and to pay the

Kevin Kernohan and I were the advance party and arrived one wPek ahead of the others to the arPas we considered would be best to the

few well-chosen words to the customs and

in time. We were laken lo the "First Hotel" in the heart of where the first of many meals was provided. rest, we began the ritual which would continue for the next have breakfast and three weeks, meet in the lobby at 7:30. Kevin, myself, General Kuo Kuo-Wei, General Sun Chien· Lin and Colonel Chi, with our gliders in a military personnel carrier, toured the mountainous area surrounding where some fantastic takeoff areas WPre discovered. The only problem was the grass which was several feet taller than Kevin or myself. Takeoff was We finally arsite where we who is the instructor for the chief R.O.C.P.A. The Colonel had a unique sys·· tern of training with a 100 % safety record, and had dom' ,1 marvelous job in the basic training of the 90 or so Chinese who to the club. upon arriving at Pasawan,

Kevin became a man as he feverishly assembled his Lazor to take off into the 30 to 40 rnph wind coming in from the Strait of Taiwan. He immediately shot to 200 to 300 feet above takeoff and absolutely dazzled the Chinese with the first 360° turn~; they had ever witnessed and all off a 150-foot hill. Kevin's first flight of 30 minutes was a new Chinese endurance record. Prom that moment on Kevin Ker·· nohan's success in China was assured. The next few days were spent giving ground school and teaching the Chinese pilots to Pow Pow Pow (Run, Run, Run) with the . On Wednesday we took highway bus (like Greyhound) f rorn Taipei to Kaohsiung where we met the General in

ABOVE LEFT: Dead Horse Point takeoff in ABOVE RIGHT: U.S. Team downtown.

HANG GLIDING

command of the entire south Taiwan area. He gave us escorts to the fortress-like mountain and to clear some of the jungle-like grass from the top of an old gun al ihe 1800···foot to allow takeoff if a to blow. This was #1 takeoff the Point location, so named because of ils to ihe site in Moab.

his travel at the counter of China his passport, money, etc was stolen. A very sad blow, but fortunate··· ly he watches Karl Malden and his money was in the form of traveller's checks. The next day the rest of the team arrived with Kris Hartinian to Joe Greblo company. The next few were spent the temples, snake etc. night was dinner at some lavish restaurant as the guests of one of the officers who acted as our Most of this Lime Kevin spent

Chinese in background. Joe readings. ABOVE: Rich Grigsby

in the heart of train. This was also very interreminders lo esting trip, with off the tracks in the form of color effective warning I am sure. The nexl at to exacl, l got call from Jeff Scott to tell me the others were all on their way, but he would be a few late because after in MAV1980

benefit

their vast experience instructors. first

one] lots of bes I

attacked the

Phoenix 611. The first were taken from !he #7 takeoff on tor of lhc because of the wind direction and little because of the activity on rifle rangP (our alternate area) decided land in high school the rifle range would have be(•n easier the kids came from Jn our Colonel was repri· manded lhc head master because of our unannounced arrival and because the kids refused lo go back lo their classes unlil were sure there would not be anymor(' arriving. All this lime it was Chinese New Year and the were con .. tinuous. at and

fantastic stay in this would be the last oppor .. in China. [n the morning we to in our bus. The trip back was taken up with a sing song in which would sing a song in English then our hosts would the same song in Chinese. amazed us. The was spent when Joe Greblo of about $50. The

marvelous Chinese invention, The television carric•d our activities and every morning WP were with in the Chinese and editions of lhP !0G1! newspapers. One of the of Colonel for his and China's first soaring tandem

hand on the return planP trip was lo cost him $300. Nice game to be in. This great !rip was terminated with fabulous dinner as the guests of General where we were given many and mementos, a beautiful plaque for USHCA President David But, the greatest of all was our first .. chiss scats in the first .. class lounge of !he 747. Thb was our exclusivP apartment for the non .. stop flight from lo Los A fantastic finale lo a terrific trip.

Bill Bonnot!, Generals and team membc1rs at Dead Horse takeoff.

r;ivPn t-hP IIur.1J11ingbird Jant Novc•mlH'r n gi fl Northc•rn !iky C:1-Ldc,r,s (tl10 locnl club /or Mi_m1. nncl Wisc.) for r>Prvicen nfl pre:;idenl for th(' pnt;l lour yc:nrs. The• vnrio bnr; provided nt lens1 fl') ho11ri; of sc>rviu• nncl I bC'C'll V('YY snLi ic•d UH' who\(' I Jmp. JJOW('VC>r1 ];F;1 fridny r got- in Lo n w ! 11d rohear nnd \Ji\:; for<'ed down nnd llnd i-o

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HANG GLIDING

Bird's Eye View

Sunday Syndrome by Lauran Emerson

Jose just learned how to read a calendar. I finally had to teach him. He's anxious to get started on a trip we've planned, and he couldn't understand why I wouldn't let him wait in the car for six weeks till we're ready to go. So, yesterday, I showed him how it worked: all about yesterday, and tomorrow, and next week, and so on. This morning I showed him where 'today' was. He pointed at yesterday and said, "And yesterday was Sunday!" He's right. Yesterday was Sunday. But he didn't need a calendar to figure that out. It was one of those days when there's no need to look outside when you wake up; the pitch of the wind whistling in the trees tells the whole story of the weather outside. Hugh was at work. I spent the day with the kids, doing chores and watching shingles blow off the roof. Our only venture outdoors was an expedition to the neighbor's house, a quarter-mile upwind. It took 30 minutes to get there, and 30 seconds for the wind to blow Jose home on his trike. The wind was still roaring at dusk when I drove to the city. When I arrived at the Hawkins' house in town, LeeAnn and Bob looked as though they'd just gotten in from somewhere. "Oh, yeah, we went out to fly," Bob admitted. "It was about the rottenest day of the year, but everybody wanted to go anyway. MAY1980

Y'know, the old Sunday Syndrome." Well, I'd never heard it called that, but I recognized the symptoms. As Bob and LeeAnn described their day, I was reminded of a hundred others just like it. The mass decision to go flying, regardless of the hopeless weather, the blown-out mountaintops, the rained-out back roads: the Sunday Syndrome summed it all up. Back when I was a full-time member of the hang gliding auxiliary, my feelings about the Sunday Syndrome bordered on schizophrenia. One side of me raged at the idea of wasting a whole day driving aimlessly along back roads to nowhere, instead of being home, like a normal person, doing something productive, like sleeping. The other side of me loved those days. First, I was guaranteed some company on the way down the mountains, not just on the way up. And, second, it was always reassuring to know that these otherwise rational, intelligent people could want something so much that they'd defy all logic and wisdom to seek it out. Yesterday was one of those Sundays when the dream of flying was just too strong to be tempered by logic or wisdom. "It was blowing 45 or 50 from the southwest, but the wind was supposed to switch to the northwest and die down. The Weater Service said so." That's how Bob described the conditions under which the promising expedition had begun. Six of the faithful got into Roby's van and headed out for northwest-facing Shaw Butte, to wait for the wind to switch and die. Conditions weren't good. As the day passed, it didn't matter how often the hardy souls braved the cold to walk to the edge of the butte. Their most earnest prayers and suggestions went unanswered in the tempest. Their vocal opinions, "I think it's dying!", caused not one lull. The 50 mph cross wind kept right on blowing. After a few hours, someone started muttering about going elsewhere to fly. They convinced themselves that west-facing Bootlegger Trail would be just right. The van headed back toward town and the Bootlegger ridge. "It looked perfect when we got there," the resident optimist said. "We could see it was blowing straight up. And when we got to the top, it was blowing straight up, at 45 mph." Bootlegger is the lowest ridge around, and anywhere else would have been even windier. So, since it was getting late, they headed for home. It was hard to do. The Sunday Syndrome had taken its toll, and the members of the group berated themselves for believing the weatherman. But yesterday will soon be forgotten, and there'll be another go-round. The weather is pretty nice right now, but conditions are

bound to deteriorate again in the next few days. When that certain morning rolls around, and the shingles are blowing off the roof, and a half-dozen people around town fall out of bed and start getting their gear together, and someone calls the Weather Service without glancing at the blizzard outside, even Jose could figure out what day it is. He's been around long enough to recognize the symptoms. He doesn't need a calendar to tell which day is Sunday. ~

PRICE PRONE HARNESS The most comfortable, most versatile soaring harness available!

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for the dealer nearest you. WILLS WING, INC.

1208-H E. Walnut Santa Ana, CA 92701 (714) 547-1344

THE BEST BOOKS ON THE SPORT HANG GLIDING, the first book on the sport has been updated 9 times and now includes a special section on motorized flight. 186 pages, 350 illustrations, over 125,000 sold! The complete flying, designing, building handbook and buyer's guide. $6.95 postpaid (Californians add 42 ¢ sales tax). HANG GLIDING MANUAL with Log The most authoritative. compact. concise. complete and least expensive basio flight manual available. Used as a training text by schools worldwide. $1.50 postpaid (Californians add 9q: sales tax). MANNED KITING. Fly the flatlands with the only book on tow launched hang gliding. Step-by-step instructions carefully guide the novice through taxi practice, towed flight and release to free flight. $3.95 postpaid. (Californians add 24q: sales tax). SEND FOR FREE DESCRIPTIVE BROCHURE

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Phoenix Lazor Fact Sheet 1980 M~~

175

195

18 '3 "

Lead ing Edge . . . . . . . . . . . 17'3 Root cord . . . . . . . . . . . . . . . 7 '8 11 Tip cord . . . . . . . . . . . . . . . . 4 ' Area ... .... .. .. . .... . .. 156 ft 2 Span .. ................. 30 '4 " Nose Angle ............ .130

4 '3 11 173 ft 2 32 '2 " 130

19 ' 8 19 11 4 '3 " 196 ft 2 34 ' 130

Recommended Pilot 'Neight .... . ..... 120-160

150-190

180-220

The Phoenix Lazor II wm, designed for the competition skill level pilots. Through its short deflexortess span and large radial tips, a remarkable lewl of sink rate, glide angle, and speed range is achieved. Features: Quick set up, applied leading edge pocket, breakdown type Ill control bar, shipping size 12 ', fixed nose camber, internal droops, elliptical tips, floating cross bar

Write: 13620 SATICOY VAN NUYS, CALIFORNIA 91408 Call: (213) 787-6600 (213) 785-2474 TELEX 65-1425

Sure, we teach a flock of beginners, but we also look after the ~old pros." We probably teach more beginners to fly than any other school in the country. Our location and the soft, forgiving sands of Jocl~ey's Ridge account for that. In fact, since 197 4 we've tol~en more than 20,000 fledglings under our wing and many of them hove gone on to become old pros and even champions. Like Glenn Hocl~ett and Tom Haddon. Dut our real business is tal~ing core of the needs of the enthusiast who's really into the sport. This is why we schedule so many advanced clinics and seminars each year. And why we continue the Hang Gliding Spectacular every Moy. The Spectacular, a fun event for both novices and pros. is the oldest continuous annual competition (except the USHGA Nationals) in the country.

When we opened our doors in on old garage in 1974 we were the first full time, year-'round school on the east coast. Our professional approach caught on and word of mouth brought us more and more students. Today, we're probably the largest hong gliding school in the country.

•

Recently, we built a new, larger hang gliding center at the foot of Jocl~ey's Ridge-a building designed especially for a hong gliding school. It houses our large classroom, the worl~hop, on expanded retail area, and is topped with a lofty observation tower named ofter our good friend and neighbor, Francis Rogollo, inventor of the Rogollo wing . " Rog" still flies Jocl~ey's Ridge at the age of 67! Although Jocl~ey's Ridge is ideal for beginners, experienced pilots will tell you that it's a perfect place to learn to soar and to polish technique, l~nowing that sand dune flying requires a great deal of sl~ill for sustained flight. Our inventory of hang gliding equipment, accessories, and ports is another way we serve the experienced pilot. 13ecouse of our high traffic we're able to maintain one of the largest inventories in the U.S. We're a distributor and

1980 Calendar of Events for fledglings and "old pros". April 12, 13. Ha ng Ill Rating Clinic (mountai ns) Appli ca ti on required . April 19, 20. Demo Days. Try the new g liders. Al so Cross Country Seminar 8th ANNUAL HANG GLIDING SPECTACULAR May 16-18. A fun event with com p e titi o n for pros and fl edg lings. Pr od uct exhib its and stree t dance . June 2, 3. Hang Ill Rating C lini c (mountains) A pplication required . June 4-6 . USHGA Instructor Ce rtif1 ca t1 on . Appli ca tion required June 28. Boat Towing C linic

July 19, 20. Hang Ill Ratin g C lini c (moun tains) . Appli cation required. August 16. 1st Anniv ersary o f M o t orized Coast- t o-Coast Fligh t . Demo nst rati ons. August 23, 24. Han g Ill Ratin g Clinic (mou ntains) . Appli ca tion required. Sept. 27, 28. Hang Ill Rating Clinic (moun tai ns) . Application required. October 4, 5 . Sea h a wk Class Competition for Seaha wk Owners . October 25, 26. Soa ring Se mina r & Orville Wri gh t Fly - In . (On October 23. 1911 . O rvi lle set a soa ring record of 9 minutes 45 seconds on th e Outer Banks .) December 13, 14. Wright Br oth ers 77 th An niversary & Mot orized Glider Fly-In .

dealer for Seagull and Flight Designs. We also stocl~ Wills Wing . Pilots who ore having difficulty finding hard-to-get and odd-size parts for glider repair con probably find them here. And we provide year-' round repair service as well . Our line of accessories is large. We have a showroom full of helmets, harnesses, instruments, chutes, flight bags and other gear. In the shop you 'll also find a most unusual array of sportswear, airbrushed clothing, T-shirts, toys, string l~ites, games and bool~-oll related to flightl The Wright brothers learned to fly here more than 7 5 years ago and l~ept coming bod~ to polish their sl~ills and improve their equipment. If you've never flown Jocl~ey's Ridge, we invite you to try. If we taught you to fly in the first place, just l~now that your alma mater would welcome you bod~ for a flying reunion any time.

Write us or give us a coll and we'll send you our newest brochure and latest newsletter.

P.O . Dox J40HG • Nags Head. NC 27959 (919) 441 -6247 or (919 ) 441 -7575

for foot-for rnovablc control surfaces which it such, lransi lion

for wing has static balance exlhit>itin,; tail heavinc:;s than most ,,c1>;c11Ju,,, none of the nose--ncavv other balances the forward structure_ the lo be ccrlatc spring.

Area ... Ratio ... ln Bag Length .. AnglP. Sink Rate. Stall Max

ft, (10,5 m) . ... 180 sq. ft (rnain wing) ''' '6

fL 10 to l , , mo FPM 1a1.,1n·uA, ' l7 (vr'locilv never to exceed)

Windhavcn introduces their new W-! system

the container thin bar clearance. The handle connect.s which has a The 21 -ft. W -1 canopy is constructed of F rn Harris material. to the manufacturer, construction reduce bulk and but maintain super Retail is $349 for the system. Windhaven's W-2 feat.urcs all the of the W-1 but their 24--ft. 'd canopy, also constructed of the Harris material. The W·2 is recommended

In recent months the infamous thunder-· storms of the southwest flooded Phoenix, cutting off a number of important ro,Hl1Navs. The average commuter traveling home on the night of recent flood spent four to six hours in his car. One Phoenix glider pilot, Bob commuting across the river A local newsman, enthusiast, followed Bob on one of his trips across the river and filmed tht! from his helicopter for the evening While this was happening, a local radio station's traffic reporting spot·ted the activity, contacted the helicopter to find out th<· details, and began wildly rav .. lng to his listeners about this great new the traffic. The CBS affil·the country picked up on the shot the helicopter and a story from the Phoenix Gazette went AP, and in hundreds of papers in the U.S. and abroad. Within a week, Hob had been conlacled to do talk shows and give statements to excited news people from he had never heard of. Bob's mute and altitude were well within all for and his media coverage was 100% positive.

over 290 lbs. It rc>tails for $425. Contact Windhaven for more information at: 12437 San Fernando Rd., CA 91342 (213) 367-1819.

a new power unit, MotoJotnia 77 /80, was finished and sur:cc·sslully flown. This is a rnodified ]977 The unit weighs 30 lbs. and incorporates a ducted fan which is daimed to increase thrust 25 % and reduce noise. The engines used are either or Mac. Construction is of aircraft materials and 4130 steel. A new unit with tractor prop is being tested. Contact, Kolecki, Box 5078, J 6305 Stockholm, Sweden.

are minor.

HANG GLIDING

Two tips from Rob Brohaugh, Great Falls, Mont.:

IS YOUR GLIDER A BUMMER IN A WINDY SET-UP SITUATION?

There may be a simple, inexpensive solution to your problem. Many gliders today are designed to set up flat on the ground. It may be possible for you to modify yours to do the same. To find out, on a calm day, after taking the tension off your wires and removing the lower deflexors, remove the nylock nut that holds the lower flying wires to the nose plate. Carefully lower your glider forward until it rests on the ground. Go slowly, and make sure there are no hang-ups; if the control bar folds freely the rest is simple. Remove the bolt from the noseplate and replace it with one that will accept a wingnut and safety clip, or take your bolt to a machine shop and get it drilled for the safety clip. There are a number of advantages to the "on the ground" set-up, and as mentioned above it will simplify set up and tear down in windy conditions. It provides a quick way to lay your glider down when unexpected conditions might over-stress it. During tear down, it also makes removing any of the lower rigging from the control bar unnecessary.

I ~, ~ 1·1· I,,,

DOES YOUR GLIDER TURN HARDER THAN NECESSARY? You may be able to gain an advantage on your glider's handling characteristics by moving your hang point higher. If you are hanging from your control bar, you can possibly move your hang point to your keel. Put a hang strap around the keel, and put a restricting rope around the hang strap and the control bar to position your C.G. The longer pendulum will give you more leverage and easier control. The Bennett

hang system is a good example of this. Remember, if the control bar on your glider doesn't come straight up and meet the keel at 90 degrees, you may also affect the trim speed. Have you picked up a few tricks of the trade along the way? Here's a chance to pass them along to all your fellow flyers. Send your tips, with your name (and a photo, if possible) to Little Tips, cl o Hang Gliding, Box 66306, Los Angeles, CA 90066.

THE HALL WIND METER

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~ ..

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FIRST AMERICAN WOMENS HANG GLIDING TEAM by Elaine Chandler

brand new but I have taken that idea and made it a reality. One of the main objectives of the First American Womens Gliding Team (AWHGT) is to fly and compete internationally, promoting the United hang gliding and the growth of women in our sport. On January 20 I received a call from Eduardo Escudero inviting the team to do some exhibition flying in Leon, Mexico at their 1980 air show. We had spoken previously so we were pretty well Francie and I were to go, along with Frank our photographer. With our round trip tickets and gliders shipped we were off to sunny Mexico for the First American Womens Gliding Team maiden flight.

In July, ] 979 I formed the first team of women hang pilots. The First American name I chose was Womens Team. I our the same day. I then chose four top We have more than 18 years experience. The team members are: Elaine Chandler: I have been for five years and gliding for 1/2 years. I am a USI{GA Certified Instructor and Observer. Most

Pfeiffer: holds all the FAI official women's hang gliding world records. She has been flying for more than four years and test flying gliders for Ultralite Products for lwo years. Francie Freemen: Francie has been flying for five years and does very well in competition. She was very active in keeping the flying site open in 1976-1978. Kris Hartinicm: Kris is our newest she has been flying for four years. she accompanied Joe Greblo and Rich lo becoming the first woman to fly a hang glider there. An all-woman hang gliding team is not a

January 25,1980 We arrived in Guadalajara at ] p.m. Fri·· day only to find a huge rain storm pouring its heart out on sunny Mexico; also we were told customs was closed until the following Monday. Unfortunately, we were scheduled to fly that Sunday, the 27th. I offered to pay someone "overtime" to come down and release our gliders, but we were told to return the next day al 10 a.m. We were not overly concerned as the storm was a big one and did not seem likely to clear in time for the air show Sunday. January 26, 1980 It's strange how quickly things down here in Leon. What had sounded like a 2,600··ft. AGI. mountain and, "Can you make six miles to the air show?" turned out to be a 2,100-ft. AGL takeoff "Can you make ten miles to the San Carlos Airport for the show?" It's possible. "Would it be OK if we see if before we answer?" Yes, sure, after you go on local TV saying you are going to attempt it. With that accomplished, we stepped outside the TV station and Eduardo (the show's promoter) pointed to a mountain about five miles away, Cubeliete (meaning dice cup). The storm has vanished and there are beautiful cu's everywhere, thanks to the fact that the entire area is plowed. There were also some more beauties coming off the red foothills of the distant range. Things had suddenly gli)ne from dismal to looking great. (Conti1111ed on pagr 48)

OPPOSITE PAGE: The author, Elaine Chandler, launches at Los Aguilas. THIS PAGE ABOVE: Cessna and captain used to survey Cubellete. FAR LEFT AND LEFT: Takeoff guide. Francie displays the AWHGT logo.

MAY1980

On 17, at p.m., my wife, and T launched tandem from 9,600 feet ASL world tandem record of 35 miles, distance and an altitude gain of 8,900 What wishful flew it ),at:urTJav afternoon. and I flew with an altitude gain of

shift that to the dirt. Another

second caused fornosed us in·· on that

had gotten airsick. gliding airsickness? I had never really thought of it. But she had only had few hours of and hadn't eaten When your first in is 50 minutes of mountain soaring, there could be cause for airsickness. There is also the official ments that are world record claims. First we wrote to USHGA and a copy of the pamcalled "Federation In,. temationale (F.A.I.) Code for Section 7, Class O" and read it over many, many times. Then there was the of the certificates and the purcl1m;e ~nr,rt1na license. All of this, plus the unclear in the use of the barnwill almost cause you to say to heck with the whole Don't give up. It isn't that bad. And those who have gone this will agree, it is well worth the effort. Because of om work schedules and the

flying conditions, we didn't get a second tandem flight until a week before our vaca,, tion. This flight proved we could launch in a semi-strong landing in a five to ten mph wind up. airsickness seemed more a physiological war of concentration than a physical problem. The "Alpha" great, On this flight al Big Black we had a 3,000-foot altitude gain. With only four days left, had to work out some harness adjustments and pack us up for three weeks of vacation. About 3 a.rn. morning a mobile eXJJeclition of two 4 x 4's left Ramona for the exciting White Mountains. Our traveling companions, Dan Miller, Creech and Ron Miller turned out to be valuable assets to our success. That Dan and I made ritual flight at Cerro Gordo. Seems as though Gordo not··SO··Usual flying situation. Dan had a military jet fly under him, we had a wall of dust building over the Owens Valley looking like it was moving in our direction and Chip launched with a bad CB radio and we lost contact with him. All turned out well. The jet vortex didn't ble Dan up and the dust wall never reached us. Chip landed 48 miles down range and luckily made it to the road. We came close to not him. It's important to have just in case you lose communications. We found the Bishop Sheriff's office super cooperative for messages. The entire atop Gunter that night, relieved we had made it through the day at The next morning we found ourselves in the midst of the X-C meet. We just kicked back watching the action. The weather was great that were soaring takeoff and above the mountain in very short time. Record tandem attempt flight ff] launched around 3:30 p.m. in very windy thermal We to soar takeoff in the air soaring with us in very close quarters. NLJrn,!mrermg while tandem is more difficult than just flying by yourself and I didn't feel comfortable flying in such close quarters, so we flew out from takeoff. There was something strange about the glider. My into the wind seemed poor. mind was in a very scared and worried state with the uneasy the was not quite With the air of the canyon and my wife's health at stake, I was at the mo· ment I had never thought of the whole ide;i of world record tandem flying. Evervtt1ing taken into consideration, it was inevitable HANG GLIDING

lo be the extent of wcrc, that the our cross country attempt. The was going to be a hard target to so I had stay prone to the last second before I got into in my harness. It was a mistake. She didn't fast or fast I she would, and I had to the down tubes for the My hand got to the downtube in time but in the process it up and spun her backwards in the harness. out with all I had at the last instanl didn't slow the "245" down We hit the soft white sand of the knocked the wind out of me. The CB radio on the buried and I control bar was voice coming out of the could hear if we were all Well, at sand that very moment covered in sand and with half my I was to say, "No in the White's. To hell was OK but witl1 world records." confused my actions and what had on our 20··minute lo that flight, eluded that small third on top of the downtubes to prevent the maximum forward and caused the strange in the kite. And with the 10 to wind and the way the arc sheltered in the canyon there seemed to be rotor effect. 'The turbulence hadn't made the landing any easier. We welcomed the cool evening atop Gunter with beautiful sunset, shower, company and chance lo

morning we decided to go fly contest Radine's and avoid the Gunter in the morning, Dan sled ride off Gunter. After weren't made to ride Gunter a move. On the way to Radine's, I found Piute. Piute offered better road up and takeoffs at varied altitudes. That afternoon al 8,200 feet ASL we watched the in progress few miles

flight. Two and a half hours of the three-hour flight were 10,000 feet ASL. and I It caused us to be confused was which and im Conversation with our crew was strange. We closed down the by out in the wilderness on next everyone was up their eyes on the looking for ar· rowheads. The area was used by the Indians for carving out their stone tools years ago. afternoon on Piute, when con· ditions seemed optimum we gol for tandem #2. was our wind techni .. cian and was go. It was a 20 .. rninute flight in shotgun thermals. The ex·· and couldn't detect any wind direction. So with up little this time, I in the lined up on got on the downtubes and out all I could. We skidded, with

that was developing atop the Whites. Ron wire-launched us into With a two-amLi··half step up we went A of passes and then we 360'd lo 18,500 feet ASL. It took 17 minutes. WOW! I had never been that high before. we flew of the White. It was kind like a tour pointing We even of interest to to get in a kiss at 18,500 feet. The 245 was doing beautifully. We contacted

the Whites. It's July 17. Our for tandem #3. Remember· "third time's a

A moment later the vario needle turned it.self to the "up" direction. l told "Let's go to '18,000 again." We 360'd up past 16,000 feet but the vario was 800 to 1,200 feet per minute. Whoa, I thought we were up too much going up.

the

ff2. or as calls them, "wind Well, I watched Dan's the conditions weren't tandem was dressed and hooked in at takeoff when the decision was made to cancel the tandem. could feel the in her voice. Poor would have to up the of driver was thrill. [ went The

MAY1980

out in a up to the cloud street

Ron on the and found out that Dan had launched in his Condor. ahead of us we hoped still in the air Between White Mountain Peak and Peak we got down to under 12,000 feet ASL. This worried me, because I hadn't felt any lift for awhile. The minimum for record is miles. teen the distance from Piute to ton Station, wouldn't seem record and we had

around and looking up I saw it, the black mouth of an over-developing cumulus cloud. Dummy me hadn't paid enough attention to the cloud street that was overdeveloping. Dan, behind us, had been rained on and detoured to land at Benton. Pulling in the bar some didn't help us lose altitude. As a matter of fact, we were still

any real loss of altitude, but we weren't going up either. That was encouraging. The cold was starting to penetrate through us. I could feel Becky shivering in her harness. My fingers were in freezing pain. We finally were able to fly into some down air and lose enough altitude to warm up our cold, shivering bodies. Later, inspecting the barogram, we found that about 15 minutes had passed with the control bar pulled in under that over-developed cumulus. We had passed over Boundary Peak and were heading for Montgomery Pass when we got in touch with Chip on the ground. He had landed north of Basalt. All we needed was one more good thermal to land next to him. We connected with a thermal just before Montgomery Pass that gave us more than enough altitude to fly over. Thanks to CB radios we were able to give Chip our position. Chip flagged down a passing motorist to witness our landing. Imagine being flagged down in the middle of nowhere and asked to sit tight and watch a world tandem flight land. There was about 2,000 feet of altitude to burn off when we spotted Chip. The landing at 6,100 feet ASL was dramatic, with only a light wind and a 90° switch in the breeze on landing approach. I had just

"Maneuvering while flying tandem is more difficult than just flying by yourself."

gaining. I pulled in more and locked in my elbows, thinking in about 20 seconds we would be out of the lift. Nothing happened. We were still gaining more than losing. I was getting worried at what might happen if we went "over the falls" with the bar pulled in, or what to do if we were to white out in the cloud. We had only one parachute and I was wearing it. How would we both do with one chute? Would we just hang in there and hope not to pass our or freeze to death? A few minutes had passed by without

enough altitude to correct. A right hand turn, alot of speed and then I jammed out on the control bar. We touched ground. It was the best landing we had had in the Whites. The control bar was dropped but we managed to remain standing up. We were safe. We had prepared ourselves for a longer flight, but we were glad it lasted only one hour and 55 minutes. We had flown 35 miles. After all that we were glad we had attempted the record. Even more so, we're glad it's over. ~

GLIDER TRADE-IN 4* 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. Mitchells Wing Delta Wing Eipper-Formance

INDHAVEN HANG GLIDING SCHOOLS, INC. 12437 San Fernando Rd. Sylmar, CA 91342 (213)367-1819

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DELTA WING

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Write or call for more information.

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HANG GLIDING

SIERRA THE PERFORMANCE YOU'VE DREAMED ABOUT

FROM THE COMPANY THAT HAS ALWAYS SET

THE STANDARDS * excellent L/D at penetration speeds

* unprecedented climbing ability

'1he SIERRA offers world class performance to the seasoned pilot who places a premium On fine handling." Tom Hoddon

1980 SIERRA: PRESSING THE LIMITS OF HIGH PERFORMANCE

CMI.OIIWlffllODAY:IIMUIUIKIIAFf 1160MAIIKAVINUICAIPINTIIIACA93013 (I05) 6M-U31 ORCONTACTYOURIDCAI.IAILGUDIRDUllll

POWER PILOT

by Glenn Brinks

Glenn Brinks holds a B. S. in mechanical engineering from UCLA. He has worked for Road & Track magazine, the Philadelphia Inquirer, and as a free-lance writer for Cycle World. He currently flies a flex wing hang glider, is motorizing an Icarus V and is doing some drafting and fabricating on Barry Frazier and Brad White's composite, canard sailplane.

EAA Ultralight Association The Experimental Aircraft Association is forming a division for powered ultralights/microlights. It will be known as the EAA Ultralight Association and is a result of the EAA's recent meeting. At the last Oshkosh fly-in, Joe Diamond campaigned for a separate division of the EAA and was told that division status was at least two years away because there were so many "hotheads" in the sport. Following Oshkosh, a number of pilots were hurt or killed in power-related accidents and it became apparent that some action was needed. In late January, the EAA sponsored

a meeting to discuss the problem and the overwhelming consensus of the pilots and manufacturers was that the interests of safety could best be served by forming a division of the EAA. As of press time, approval of the EAA board of directors is still required, but according to meeting attendee John Ballantyne, no opposition is expected. This group is still in the formative stages, so a great opportunity exists to get in on the ground floor and have a part in shaping the organization. Officers haven't been elected and policies and plans are still being worked out. If you'd like to take an office in the group or if you have some definite opinions or ideas related to powered ultralights/microlights, write to Peter Strombom, Experimental Aircraft Association, P.O. Box 229, Hales Corners, Wisc. 53130, or if you'd like to share your ideas, send them to me, c/o Hang Gliding Magazine, P.O. Box 66306, Los Angeles, Cal. 90066, and I'll forward them to the EAA.

Flawed Prop A friend of mine recently received a prop that was almost new, having only been run

on a test stand. At first glance, it looked great, all curves of polished wood, but closer inspection showed it was a potential killer. Under light fingertip pressure along the trailing edge, the layers of wood would separate along the grain lines in a few spots. Not only do these flaws weaken the prop directly, but they also allow the wood on

• Jack Britton's Quicksilver

each side of the crack to flex and under the stress and vibration of normal operation, this will spread a crack in a hurry. If that prop was put on a motor and run, the tips HANG GLIDING

prop too much under load.

!--,

units. At tailwheel that is by the rudder. In front is clear canopy that breaks the wind and adds a few mph. It's an unusual combination of fresh and Jack can be reached at 1351 Beach 943-1074, that

What do you want to see in Power Pilon technical

High visibility in sunlight Standard 2W' clock mount 1 or 24 hour 4-digit clock Ill 24 hour timer, with time-out feature Month and date with perpetual Ill for years on internal penlight cell Ill Simple 3-button controls

CO!TI··

GRAHAM vehicles'/ What do you Power Pilot, P. llox 66306, Los 90066 . . . ,

MAY

DEPT. HG 3200 AIRPORT AVENUE SANTA MONICA, CALIFORNIA 90405 (213) 3!10·11654

Reprinted from January 1977 Ground Skimmer

Most "explanations" of flight take you into an intellectual land filled with Bernoulli, vector diagrams, and elegant equations. This may be a garden for designers, but it is a swamp for pilots. Have you ever heard a pilot in trouble cry out for Bernoulli or offer up a final expletive of "p+112pV 2 =H" just before the crunch? Exhaustive research in the field has shown that the pilot's most frequent final words are "Oh shit!" It has been assumed by these researchers that pilots are simply an uncouth crew of semi-literates. However, independent research has brought out the fact that the expletive refers to the pilot's opinion of a theory of flight which he has discovered, too late and is useless in crisis. Elegant theories of flight, laced with impressive differential equations, are not the stuff from which a clear mental picture of controlling flight is drawn; they are the tools of designers, not pilots. These quantitative theories are generically classed as the "Oh shit" group. Pilots should learn useful concepts from a qualitative group, sometimes referred to as the "Made it again" group of explanations. We must never confuse theory, no matter how hoary from repetition, with explanation. All of us have read countless books and

articles describing the airflow over and under a wing or airfoil. The stall is defined as the point, or angle of attack, at which the airflow separates and dissolves into a mess of eddies. That's true enough, but the writers spoil it by then announcing that most of the lift is lost because the top surface is the major source of lift - yet they fail to speak of the role of drag. And this failing is where they lead us down the paths of pain. The fact is, assuming a constant airspeed, not that much lift is lost as you stall. The loss amounts to something like 20 or 30 % . That loss could be compensated for by an increase in airspeed of only about 15 % or something like three miles per hour in an ordinary hang glider. Of course, the problem is getting that three miles per hour! This brings us to the sin of not emphasizing the role that drag plays in a stall. It is the increase of drag, not the decrease of lift, that can bring worry lines to the face of a pilot. But first, the Law of Stalls: 1. The severity of a stall is proportional to surprise. 2. The pain of a stall is relative to how hard you hit the ground. 3. A painful stall grows from a severe stall. The study of the role of drag during a

stall is the Rosetta Stone (means of discovery) of these laws. Suppose your glider had two instruments which showed its lift and drag characteristics. Suppose that each instrument read half scale - say fifty on a scale of 0-100 _- at an airspeed which gave minimum sink performance. Now, suppose you slowed up a little, so that a stall resulted. The lift indicator would drop a little to around 35 or 40, but the drag indicator would go right off the top of its scale. The clear result would be that you would have to increase your rate of descent drastically to maintain what airspeed and lift you have remaining. If the glider is not allowed to drop to compensate for this huge increase in drag, the airspeed will be jerked right out from under you and, then, lift will be reduced sharply and you will fall out of the sky. But keep in mind that the original culprit is the increase of drag. An explanation of the three Laws of Stalls is now in order. When you expect a stall, you react as soon as it occurs. You get the nose down a little and immediately, so that you don't lose much more airspeed and what little is lost is quickly regained. But if the stall comes as a surprise, you will react late in the game and you may try to maintain altitude for a brief period, forcing the nose HANG GLIDING

even higher. This allows drag, the time needed to suck away your airspeed, insuring the necessity of a longer recovery period. Even worse, the chances are that one wing will precede the other into the stalled condition. The much greater drag will tend to pivot the glider around, which will reduce the wing's airspeed and lift relative to the other wing. This, of course, is the start of a spin or a rolling crunch into the ground. The proof of this pudding lies in the fact that, regardless of aircraft type, very few practice stalls - they are not surprises - result in spins, whereas most accidental stalls result in a wing dropping out. All this is to emphasize the First Law: The severity of a stall is proportional to surprise. The Second Law should be obvious. Air causes no pain. The ground does. And the awkwardness with which you hit the ground can contribute to how hard you hit it. The Third Law should be simple. If something will hurt, you won't want to do it. The only intentional stall you'll be likely to do when near the ground is during the landing. But if your mind is on the crowd, winning the spot landing contest, trying to get rid of altitude with low S turns, or hanging on to altitude to clear some wires, then the stall can sneak up on you and be a painful surprise in its severity. Now let's get into flying. Consider a pilot who thinks himself advanced. He decides to soar the face of a hill where he sees Henry Hotshoes staying up. Our hero's glider is known to be mellow and he has practiced stalls a number of times. He makes a few passes back and forth along the hill and finds himself right up there with Henry. He vows that now is the time to show that he can stay up there with the "experts." He slows up a little more, milking the lift. He finds himself a little above and behind Henry and is really pleased with himself. He thinks, "how great this is;" how he is a born bird. He loses a little altitude, and without thinking, pushes

out a little more. Without any apparent warning his mellow glider starts to roll into the hill and to drop its nose. His momentary response, being caught by surprise, is to push out and try to turn away from the hill. The glider just falls off into the hill and he wakes up in traction. Our hero was the victim of thinking that practicing intentional stalls would prepare him for accidental stalls. He was not prepared for this stall, so he failed to do the only thing that will correct for a stall - get the nose down immediately and sharply, before drag takes its toll of remaining airspeed and lift. Now let's relate an actual accidental stall at a bad time - during a tight turn near the ground. A national champion hang glider pilot was competing at the Dog Mountain Nationals. He was doing a series of figure eights over some pylons downwind of the landing area and he was getting very low. He had a chance at the contest if he could crank out one more turn around the pylons, so he turned towards them, away from the landing area, for one last pass. He suddenly realized that he was getting too low and would have to get back or he'd land short. He turned abruptly and stalled the glider at an altitude of about 40 feet. He realized his error and momentarily pulled forward. He lost about 15 feet of altitude and came up short of the landing area. The point is that, with everything riding on not losing altitude, he still allowed his conditional reflex to cause himself to pull in at the first sign of stall. If he had hesitated at all, he would have piled right in and would have been hurt. That conditioned reflex is what every pilot has to acquire. There is only one way to acquire this reflex and it is not to go up and practice intentional stalls. They will help to teach you that a well-designed glider will recover, but that is about all they do for you. The way to learn about stalls is to practice not stalling; seeing just how close you can come to them without stalling. This is, of course, called "slow flight." The first step

is to pick a nice large smooth landing area. Then make a fast approach and try to keep the glider about 6 feet above the ground and pay attention to the feel of the glider just before it lets you down. Then follow this exercise at an altitude of at least a few hundred feet. Try to not let the glider stall - just to see how close you can come to the stall. If you do it right, you will stall sometimes. When you do stall, pop the nose down a little just as soon as you realize what's happening. Pretty soon, you will seldom really stall and you will gain a feel for things when they are slow and sticky. Then, the next step is to do the same things in gentle turns, then steeper turns. Always practice this slow flight away from the hard ground and only in a well-designed modern hang glider. After a few hundred "accidental" partial stalls out of slow flight, you will be ready to take on Henry Hotshoes. And you will be a far better pilot than those who spend their time flailing around the sky impressing all those who have yet to recognize precision flying when they see it. ~

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THE ART AND LORE OF PART IV THERMAL SOARING © copyright by Dennis Pagen On the way home from a flying trip in September, 1978, I stopped in to visit Tom Haddon at his country apartment near Charlottesville, Virginia. The next morning we decided to try a site on the Blue Ridge Parkway known as Raven's Roost. We didn't bother to check the wind or even locate a driver. Since this was the last day of the season open to flying from the Parkway, we decided to trust our luck. When we reached the Raven's Roost overlook, conditions looked fairly calm, but a couple of spectators were easily talked into driving our car to the landing area, so we decided to take a sled ride. We lowered our gliders over a retaining wall and began a casual set-up. There was no rush. The wind varied from zero to five straight in while I enjoyed the view of the lush countryside spreading out a couple thousand feet below. By the time our gliders were ready, the wind was a bit stronger, but we were still resigned to sled rides. Tom took off first. He found his best sink speed and started making passes. To my surprise, he maintained, then started slowly climbing. With 50 feet of clearance above the ridge, he drifted left so I could launch. My takeoff was a duplicate of Tom's. After a pass or two I started 360's to the tune of my vario's beeping. We searched the bowls and watched the trees for signs of wandering thermals. Gradually we climbed to about 2,000 feet above launch as the valley broke loose and the air got punchy. For over an hour we ruled our little airspace with wild, ecstatic spiral rides up and back in the thermal cores. When I tired of this game, I gradually drifted toward the landing area. My altimeter still showed a hefty chunk of altitude when I started looking for a way down. I quit thermalling and still continued climbing. Then I tried speeding up and looking for sink. There was none to be found. Finally, I started cranking and slipping turns, diving 360's and wingovers at disconcerting speeds in an effort to leave the sky. After about 15 minutes of these antics, I leveled out to check my status and found the unavoidable climb was still there. Another spell of high-speed maneuvers brought me down to about 200 feet above the ground where I found less lift, but lots of chop. MAY1980

I finally landed between gusts, then watched Tom perform a similar struggle to return to mother earth. When he landed, we could do nothing but talk of our great fortune in finding such booming conditions on a grab bag day. We reflected on the difference between the end of our flight when we could barely get down and the beginning when we could hardly stay up. In fact, if we hadn't launched when a thermal was cycling through, used our utmost skill in locating the lift and remaining in the best thermal cores, our magic flight would have certainly resulted in the expected sled rides.

the entire layer of air above the ground can become unstable. This layer is usually quite turbulent. A thermal born in this situation will move along with the wind, but will exhibit an almost vertical column or tail since it will be constantly fed by the layer of unstable air. This is shown in figure 3. In this case, a pilot must fly directly under the thermal to utilize the lift. Of course, he/she must still drift along with the wind. As we shall see, there is a slightly different technique necessary for taking advantage of the lift in a vertical column and a slanting column.

LOCATING THE LIFT In Part I of this series of articles, we indicated the type of ground cover conducive to thermal formation. This turns out to be material that is easily heated by the sun, such as pavement, dried crops, plowed fields, sand and rock surfaces. Naturally, the best thermal hunting is somewhere above these areas. In a calm wind a thermal will be straight up from the ground source. However, the wind is rarely calm during the midday thermal-production hours, so we have to imagine how the thermals drift with the wind. Figure 1 shows a column thermal formed when a continuous warm air source meets a hill or slope. It should be clear that finding the lift in this case requires searching downwind of the apparent ground source. The higher you are, the further downwind you must be.

FIG-URE< I

In figure 2, we see a pulsating thermal source (the thermals are released one after another as the air above the ground source heats up). In this case, the lift is again located downwind from the thermal release point. When surface winds are strong, thermals may not form at any singular source, since there is a constant change of air. However,

WIND

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Using a ground reference to locate thermal lift is usually only useful in about the lower thousand feet since the change in wind velocity and direction as well as the variation of the thermal's vertical velocity, makes prediction of the thermal's track quite difficult. However, the presence of birds or gliders at various altitudes are good cues to indicate where the lift is and how much drift occurs at their altitude. Occasionally, we can get a good idea of a thermal's path from the ground source all the way to cloudbase. As we rise higher in a thermal we should become less dependent upon ground references and more dependent upon the positions of clouds and our instruments. At

FIG-UFZl's: 3

times, only our sense of feel and our vario can give us any input regarding the location of lift. At higher altitudes - just below cloudbase, for example - we can rely on the clouds to indicate the areas of lift. The darkest areas of a cloud are the spots being fed most vigorously by thermals or individual cores. In addition, the upwind side of a cloud will usually exhibit the best lift.

observe the FAA rules regarding clearance from the limits of clouds. If you find yourself climbing the wall of a towering cloud, watch for traffic, enjoy the view and give thanks. THERMALS ON A RIDGE Much of hang gliding thermal flying takes place on a ridge or above a mountain.

-~ L~L~UD

f='I G-U R. E.

The life cycle of a thermal-dependent cumulus cloud is shown in figure 4. At first, small wisps appear as the moist thermal reaches the condensation level. Later, a well-defined "cotton ball" is formed that may begin eroding on the downwind side. This erosion increases until nothing but sink exists in the vicinity of the cloud. By the time the cloud reaches the stage represented by the third drawing, it may be too late to find any useful lift. CONVECTIVE BARRIERS Cloudbase is not necessarily the limit of climb in thermal conditions. When a large, warm mass of upward moving air continues to rise into faster moving air, the horizontal velocity of the warm mass is always somewhat slower than that of the surrounding air. This is because the air from below starts out slower (remember, the wind usually slows near the surface) and possesses inertia so the upper winds see the warm mass as a barrier. The upper winds must then lift over or go around this "convective barrier." Figure 5 shows a typical case of lift created in front of (upwind) and above a large cloud formation. Sink is usually expected on the downwind side of this large cloud. If thermals feed this cloud on a more or less continuous basis from a stationary ground source, the cloud itself will remain in about the same place (growing in front and eroding downwind) and act like a hill creating continuous orographic lift. The technique to use when exploiting this type of lift is to soar back and forth in front of the cloud just as if you were riding a ridge. Occasionally, the air will move around the cloud, converge behind and well up just as it does on an isolated hill. This convergence behind the cloud cannot be depended on, so head to the front of the cloud if a choice is available. As a word of caution, avoid flying into the cloud. This is illegal as well as dangerous (disorientation and severe turbulence can result). Also, you should

I:. ROO I NG

H l:.~E

The reasons for this are: 1) A pilot often has to ridge soar (using lift created by the upward deflected air) until a thermal drifts through, especially if his site is less than a thousand feet above the valley. 2) The ridges and mountains collect thermals as they drift along on the wind. Hang gliders don't have the performance to search a wide area for thermals, so the much greater abudance of thermals along a ridge is of significance. 3) Mountain slopes tend to produce more thermals than valleys since the slope may face directly into the sun and the slope's surface can be heated to a greater temperature with respect to the surround-

ing much activity such as rustling or swaying of leaves and branches will invariably be under the influence of a thermal. A "house thermal" is an area of lift produced by a continuous thermal or individual thermals released in succession. A house thermal usually is associated with a unique feature of the terrain, such as the top of a bowl or a rock pile. Once you find a house thermal on a ridge or mountain, you can usually depend on its lift . However, when the lift diminishes, move out of the area and return a bit later. Chances are the house thermal will again be pumping. With a little observation and experimentation you can learn to perceive the pace of the lift cycles on any given day. LAUNCHING INTO THERMALS In special cases, the approach of a thermal can be detected from launch by noting its progressive disturbance of trees or brush. When the wind is light, timing a takeoff to become airborne just as a thermal passes may be the only chance of soaring on a particular day. Take time to observe the length of the lift cycle, the duration between thermals, the speed of progress of the

FIG-UR!:::. 5 ing air, since air at higher elevations is initially cooler than air in the valleys. Now, every experienced pilot knows that if we fly along a ridge for any length of time we will eventually blunder into a thermal. However, it is much more profitable to seek certain areas that have a high probability of containing a thermal. From preceding discussion, it should be clear that a position on the ridge downwind from a good thermalproducing field is an ideal place to be. Also, bowls or spines on the ridge may heat better or concentrate the airflow to gather more thermals. Rocks or bare areas on the slopes will often continuously generate their own thermals. Finally, an area on a ridge show-

thermal and the increase in wind velocity as the thermal passes. From these observations you can determine the proper launch timing. If the thermals are small and strong, it's best to launch ahead of their arrival so that you are clear of the hill before their associated turbulence hits. If the thermals are strong but large, take off just as their leading edge passes and utilize the best lift in the core to climb above launch quickly. If weak thermals are all you get, launch just before they reach you so that you can exploit their full extent. The worst turbulence and downdrafts associated with a thermal tend to be around HANG GLIDING

the perimeter. Thus, launching into the leading or trailing portion of a thermal can be risky since handling rowdy air requires maneuvering room. Many a pilot has been rocked and rolled by a rebellious thermal right after launch. With a little observation and good timing you can avoid such borderline flying. The trail of a thermal is left by the tail of the thermal picking up unstable air as it progresses up the slope, or the rolling action of the thermal itself as it encounters the mountain face. In no instance should the above discussion be misconstrued to be condoning launches into a dust devil. Dust devils are columns of madly spinning air created when a thermal rips away from the ground in very unstable conditions. Flying into a dust devil with a hang glider at any altitude can be deadly. When dust devils abound, time their frequency and launch well clear of their position. Meet the thermals that are kicking up the dust devils away from the hill so you have plenty of control options. From what we have covered to date, it should be clear that a successful thermal flight is virtually a search-and-enjoy mission. However, locating a thermal is only half of the battle. Once a pilot is securely inside a we·ll-defined thermal he must work to exploit the lift in the most efficient manner. Next month we'll explore the art and lore of finding a thermal's core and using a thermal pilot's best friend - a vario. ~

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USHGA REPORTS

USHGA Competition Committee Report by Keith Nichols I. U.S. NATIONAL CHAMPIONSHIPS

The Nationals for 1980 will take place in Ellenville, New York. A complete description of the site and proposals for the contest will appear in a later issue. The following are some of the more pertinent details. The contest will be sponsored by Aerial Techniques, the local hang glider shop. The town of Ellenville has offered to throw its resources behind it as well as many of the northeast hang glider clubs. I received letters from the New Jersey Hang Glider Association, The North Jersey Hang Gliders, the Condors Hang Glider Club, the Long Island Hang Gliding Association, the Southern Tier Skysurfers, and the Southern New York Hang Glider Pilots Association, all pledging support and manpower to the Nationals and urging that Ellenville be chosen for the site. There will be 65 pilots qualified through the regional quota system and seven pilots pre-qualified through the qualification point system and the top three from last year's Nationals - 75 pilots total. II. REGIONAL QUALIFYING CHAMPIONSHIPS

The regional quota for the Nationals this year will be based on member distribution throughout the country. Also, the 20% rule will apply - a region cannot send more than 20% of its total entrants to the Nationals. Originally, the idea of using the total number of this year's entrants to determine the quotas was going to be used to accurate-

ly reflect a region's current interest in competition. Unfortunately, several regions indicated that they would simply stack their Regional with unqualified pilots to increase their quota. This was felt to be somewhat unethical and the idea was postponed. Currently the thought is to use the system for next year, based on this year's participation in the regionals. It was felt that people would be less likely to stack their regionals in anticipation of next year. This year's quotas are as follows: Region 1 - 5 pilots Region 2 - 8 pilots Region 3 - 9 pilots Region 4 - 6 pilots Region 5 - 2 pilots Region 6 - 3 pilots Region 7 - 7 pilots Region 8 - 4 pilots Region 9 - 8 pilots Region 10 - 6 pilots Region 11 - 2 pilots Region 12 - 5 pilots The period this year for regionals to be held runs from April 1 to August 3. In some regions, the weather gets better in spring; in others, it doesn't thaw out until late July. All regionals must be USHGA sanctioned. The procedure is to contact your regional director when applying for sanction since he should be somewhat familiar with the site requested. The director then forwards the application to the USHGA competition committee for final approval with his signed recommendation. In all sanctioned meets this year, glider classes will be separate and all gliders in Class I and Class II must be HGMA certified. Certification requirements will be discussed in a later issue as will the new experimental class that will be allowed in certain sanctioned contests. III. OTHER BUSINESS

Many other subjects were considered during the Competition Committee meeting and further discussed when presented to the Board. Most of these will be explained at length in later issues but I feel it would be of help to mention them here. The qualification point system (QPS) is in the process of being overhauled in the hopes that it will represent competition results more equitably and at the same time, encourage pilots interested in competing to get started. The USHGA competition rules are also being revised to reflect a more contemporary outlook on competition. This has been done every year and is generally a positive revision. Many of the U.S. rules have since been adopted internationally. The process of USHGA sanctioning of contests is being changed and the re-

quirements brought up to date. One such change is the idea that sanctioning can be lifted at any time, before, during, or after the contest. Often, a meet organizer will promise to meet the sanction requirements and then fail to do so after sanction has been granted. If this should happen, the sanction of the meet may be lifted. No QPS points will be awarded for the contest and the organizer may face quite a few angry pilots. It may also be the last contest he puts together that gets sanctioned. IV. INTERNATIONAL MEETS

Since the F.A.I. sanctioned world championships only occur every two years on an odd numbered year, there won't be one this year. The world meet for 1981 will be held in Beppu, Japan and in order to prepare themselves for the onslaught, they will be holding an open international meet at the same site this year. The dates will be August 3-13. Since we have no restrictions as to how many may attend from each country, virtually anyone that can afford it can go. The organizers are working on getting a reduced air fare for pilots. You may have advertising on your sail if you pay 50,000 yen. (Check your bank for exchange rates.) They wish to be notified by February, so if you're interested in attending this meet, let me know as soon as possible and I'll get you all the info I can. As it sits right now, there is no financing available for a U.S. team to this meet, although that may change later. Another world open championship will be held in June in Kossen, Austria. This is the site that hosted the first F.A.I. -World Meet in 1976 and has managed to promote a meet every year since then. This is a team invitational although the competition is individual. The dates are June 21-29. They require the entries to be submitted by May 31. Again, if you're interested in competing, let me know. The entry fee is 3,500 Austrian schillings for each pilot and the team leader, even if he's not a pilot. They are limiting each country to six pilots and a non-flying team leader and are requiring gliders to be certified (HGMA) in country of origin. The winner will be crowned the European champion. Coincident to the Kossen meet, there will be a cross country championship held in LaChens, France, a week earlier. The dates are June 7 to 13. It would be convenient to attend both. The LaChens meet will be run by Mike Deglanville, a well-known European pilot. He's holding five - six slots for the U.S. Last year, it was one of the better international contests and promises to be again. If any U.S. pilots are interested in any of these meets or any others that come up on the international or national scene, please HANG GLIDING

contact me. One of the goals I have as chairman of the USHGA Competition Committee is to improve the reputation of this country's pilots on the international scene. Four to five years ago, we were tops internationally. Since then, the other countries have caught up and some seem to have surpassed us. I feel a great deal of that is a result of interest, support and financial backing. The financial backing is the toughy. If anyone out there has any ideas on how to raise funds for U.S. teams attending international competitions, please let me know. Also, any other feedback about competition you may have, send it to me. The more people we can attract to U.S. hang gliding competition, the bigger the community will be and the more support we will get. Send all inquiries and comments to me at either of the two addresses below. If you wish to be sure, send a copy to each address. KEITH NICHOLS CHAIRMAN, Competition Committee USHGA P.O. BOX 66306 LOS ANGELES, CA 90066 700 COMANCHE NE ALBUQUERQUE, NM 87107

USHGA and Power by Lucky Campbell It has become apparent that an explanation is in order regarding the USHGA's position on the powered hang glider movement. For the sake of those who object to the seemingly contradictory term "powered hang glider," the purpose is to coin the designation given by the FAA. The following report, however, includes those certifiable designs that may or may not fall within those parameters. Within the past year, this movement has grown ten fold. Many of the new flyers have been exposed only to power, and have been totally unaware of the existence of the USHGA, let alone its developmental work in this field. Even more alarming, we've found that a large number of powered enthusiasts who are familiar with, or even members of the USHGA, had no idea we have been working on a powered safety development system similar to the Pilot Proficiency Program currently in use for hang glider pilots. MAY1980

During an EAA meeting held in open forum in Franklin, Wisconsin several months ago, the question most asked by pilots and manufacturers within the movement was, "What has the USHGA done for me?" The ultralight manufacturers in attendance were openly displeased with the apparent cold shoulder they felt they received from this organization, and the lack of coverage they received in Hang Gliding magazine. In retrospect, it seems, that to some degree they were right. They had no way of knowing the amount of time and effort that had been going into the powered hang glider development committees, because we had never made an effort to keep the membership informed throughout the magazine. As with so many other projects, it seemed logical that going into print with an unrefined concept would have done more harm than good, but as it turned out, waiting for the final draft consistent with the state of the art, may have caused even more confusion. Since the February, 1977 Board of Directors formed its first powered hang glider committee, work has been underway on this project. If we had had the resources and talent of the Jack McCornacks and Larry Mauros of the industry at that time, this whole program would have been in effect by now. We never asked for their help, and therein lies the credibility of their objections to our methods. Unfortunately, most of this type of work is undertaken by a committee formed within the Board of Directors, relying totally on the help of volunteers, and, being responsible for many other ongoing projects, these unpaid, overworked individuals can't always satisfy everyone involved as quickly as they would like. We should point out at this time that anyone willing to work on these committees need not be a director. Therefore, anyone who feels that they have valuable input, or any interests that should be considered, are welcome to assist the committee chairmen (in the case of powered, the chairman is Dennis Pagen), to formulate the ever-changing policies that may well affect us all. To answer the 4uestions about the USHGA's benefits to the powered enthusiasts, they are the same as with any member. We have a $500,000 pilot liability insurance policy which is paid out of your annual dues, as well as a $500,000 site insurance policy that can be obtained by chapters for $100 per year ($50 for each additional site), which has been one of the major factors in site acquisition and use permits. USHGA is the NAA's recognized representative to CIVL and FAI for ultralights, as well as the recognized input organization to the FAA. We have developed a close liaison with the EAA.

Within the next few months, a basic/major medical group insurance policy ($1,000,000) will be offered to members at a monthly premium that is the best we have seen. Needless to say, it will cover us under all circumstances, including our flying activities, which most policies exclude. There will be a fire and theft policy available at a small premium also. Considering the average price of some of the powered craft, this could be a major consideration. Maintenance of our freedoms is a product of our own self-regulations; the USHGA is now implementing the longawaited Pilot Proficiency System for powered pilots. There will be two basic grades (student and pilot), rather than a four-part scale as for hang glider pilots. The advantages are obvious, and the means for getting out the ratings will be greatly enhanced by the existing structure. Ultralight examiners, observers and certified instructors will be appointed with the same type of grandfather clause as was used to initiate the original program. Those interested in obtaining these ratings are encouraged to contact their regional director, or the USHGA directly. The USHGA is the only organization that has been with the ultralight flight concept since the bamboo bombers of the 60's, and therefore is more prepared to be a valuable aid to those involved. In the beginning ultralights were flatly rejected by the SSA. This rejection, no doubt, caused a retarding of our progress and our safety advancement. Now we are the only association of any kind familiar with the wing loadings, low speeds, etc. of ultralights, in all of aviation. For this reason we cannot turn our backs on the powered movement, forcing them into the dangers of our own early learning curves. Monthly issues of Hang Gliding magazine, which are part of membership, will be a continuing source of information for flyers of any ultralight, powered or unpowered. The format will be changing as time goes on to keep abreast of the new developments within our industry, and some new editorial concepts will be added that will prove to be more interesting, entertaining, and even controversial reading. There are, of course, many more benefits to USHGA membership than listed above, but, in short, we do more than just collect dues. It would be to the advantage of all, if more of you were to write in your gripes, ideas or praises as the case may be, as more can be learned from open communication than from guess work. Some of you may have friends currently flying powered, who are unaware of the advantages of USHGA membership. Let them know. There is always more strength in numbers! 41

Self Regulating Powered Ultralights by Dennis Pagen The newly directed USHGA Powered Ultralight Committee is in the process of setting up a rating and Instructor Certification Program similar to the existing program for unpowered hang gliding. This article will describe what we have completed to date, and what we are planning. We readily invite input and suggestions from any reader with experience in powered ultralights. The instructor syllabus and rating questions are areas where pertinent comments are especially welcomed. The manufacturers pioneering the sport should certainly have some valuable information to pass along. Please send all appropriate material to: POWERED ULTRALIGHT COMMITTEE Dennis Pagen 1184 Oneida St. State College, PA 16801 We are working for self regulation and safety. Needless to say, the less FAA involvement there is in both powered ultralight flying and hang gliding the more freedom we will have as pilots. Likewise, the safer our sport is the more we'll be able to enjoy ourselves without fearing for life and limb, or suffering from bad press. The better our public image, the easier it will be to obtain sites and preserve our little airspace. Now is the time to establish a consistent, professional instruction program as well as a dependable rating system.

PILOT RA TING The Pilot Proficiency System has been in existence in one form or another since the beginning of hang gliding. This system appears to be working effectively in rating pilots' flying skills for the purpose of matching these skills to the challenges of a particular site. For powered ultralights, there is no real need to relate flying skills to sites, since most flying takes place over open, level ground. Consequently, the Ultralight Rating Program consists of only one level. There are nine parts to this program. A pilot has to pass each part satisfactorily to receive the USHGA Powered Ultralight Rating Card. This program was originated by Bill Wolf and published in the November, 1979 issue of Hang Gliding. Copies of the program are available upon request from the USHGA office. Ask for Part 105. We will soon have a packet for powered ultralight enthusiasts consisting of Part 105, 42

the tests and study guide for Part 105, a rating sheet for each level of the Rating Program and a description of the Examiner/ Observer system for powered ultralights. This information should include all a pilot needs to know to get his rating card. The test for the Powered Ultralight Rating Program will be changed. As reported by Joe Diamond, the Intermediate and Advanced hang gliding test was originally intended to be used for powered ultralights. However, Joe neglected to include a series of questions pertinent to flying with engines. These questions are now being rewritten in multiple choice form to be combined with a new hang gliding test developed by John Lake. The complete test will be included in the above-mentioned information packet. Besides questions on right-of-way, sectionals and FAR's, the new test will cover: 1) Dynamic effects of the engine (P-factor, gyroscopic and torque effects). 2) Speeds for best angle of dimb and best rate of climb. 3) Power setting and attitude with respect to airspeed and climb. 4) The effect of the engine on stall characteristics. 5) Propeller danger areas. 6) Safety procedures when starting engine. 7) Center of gravity with respect to the addition of an auxiliary engine. 8) Recognition of wind shear conditions. Again, anyone with additional suggestions is requested to write promptly.

An Instructor's Certification Manual will be available from the USHGA Office for powered ultralights. This manual consists of the original hang gliding manual with an added syllabus for powered ultralights. This original manual was prepared with the FAA Flight Instructor Handbook as a model. It is a fairly complete compendium of the material necessary for professionalism in instruction. The following is the proposed syllabus to be added to the Instructor's Manual. This syllabus outlines the necessary steps for teaching aviation in powered ultralights flown solo.

POWERED ULTRALIGHT INSTRUCTOR SYLLABUS I.

EXAMINER/OBSERVER PROGRAM As of now, Regional Directors have been instructed to appoint Examiners in their region relating specifically to powered ultralights. As with their counterpart in hang gliding, Powered Ultralight Examiners will be directly responsible for overseeing the Ultralight Rating Program in their area. An Examiner's main duty is to appoint Observers qualified to test pilots in the rating program. An Examiner does not have to be a very experienced powered pilot, but he/she must be a mature, dependable individual, able to choose individuals on the basis of their integrity and willingness to help other pilots. On the other hand, an Observer should be the most experienced pilot in his or her area as long as he/she flies with good judgment and promotes safety.

INSTRUCTOR SYLLABUS Plans are being made to have Instructor Certification Programs throughout the country. A guide for administering this program is being prepared. For information on this matter, contact your Regional Director.

II.

GROUND SCHOOL A. Weather - conditions affected by cold and warm fronts - winds at altitude - shear effects - valley and mountain winds - turbulence and rotors - thermals. B. Vortices and wind gradient. C. Site Selection - smoothness of runway - amount of clear area required - isolation from residences and spectators in general. D. FAA Regulations - right-of-ways - controlled airspace - cloud clearance - FAR's. E. Engine Care proper fuelcarburetor adjustment - clearing prop - balancing prop. F. Set-up and preflight. G. Practice of controls in simulator. H. Cardinal Speeds - stall speeds angle of attack - speed for minimum sink and best angle of climb - speed for best glide and best rate of climb - maneuvering speed - red-line speed. BEGINNING FLIGHT (Ultralights to be foot launched) A. Ground Handling - carrying facing wind - preflight - clearing prop - starting engine. B. Lifting Ultralight - proper takeoff position - feeling controls. C. Run on level without engine, D. Take off from slope, fly level, land without engine - proper run pitch control - flare into wind. E. Take off, fly level, land with engine, power off. F. Repeat above with engine on, increasing power after every successful flight. G. Powered takeoff on level. H. Higher flight - climbing under full power. I. S-tums and kicking up - gentle turns to correct course - use of harness and foot support. HANG GLIDING

III . BEGINNI G FLIGHT (Gear launching) A. Ground handling - pulling the ultralight in wind - preflight clearing prop - starting engine. B. Taxiing - wheel and aerodynamic controls - facing wind. C. Takeoff and landing - low power takeoffs followed immediately by landing - cutting engine. D. Takeoff, extended level flight, landing - use of more power to sustain flight - touch and go straight down runway. IV. ADDITIONAL MANEUVERS (Both foot and gear launched) A . Straight flight - more altitude perfect level flight and landing. B. S-turns - increasing angle of turns until 90 degree turns accomplished both directions (gentle turns only). C. Pattern flight - link 90 degree turns to fly a rectangular pattern - careful control of flight path explain downwind, base and final legs - both directions. D . Engine off gliding approach control of pitch - spot landing. E. Continued climb through pattern. F. Engine off approach on base, then downwind - proper judgment of attitude - spot landing. G . Figure B' s - left hand pattern followed by right hand pattern . H. Higher wind - airspeed control downwind stall. I. Slow flight - minimum sink and stall practice. J. Steeper turns. V. CROSS COUNTRY FLIGHT A . Ground school - selecting landing area from air - reading wind from air - flight at higher altitude medical considerations - checking sectionals and FAA rules - using Flight Service. B. Leaving pattern - 45 degree exit and entry . C. Landing and taking off in new fields - judging takeoff roll density altitude . D . Flying with other aircraft - formation flying - avoiding vortices . E. Mild turbulence - thermaling avoiding tight 360 degree turns . This syllabus was prepared from the existing material concerning powered ultralight instruction . Most notably, I relied on the USHGA's previous advisory for instructors, Jack McCornack 's Pterodactyl owner's manual, Catto's CA-15 owner's manual, as well as my book on powered ultralights and Electra Flyer's Eagle owner's manual which I authored. ~ MAY1980

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When my girlfriend called from New Zealand that she was going lo travel the South Pacific for another six months l to besiege travel agencies with calls. This was in and June we met in Sydney, Australia. I decided Since l was only to be in Australia for six against Excedrin Headache #32'!, glider in customs, and to hope, or for the chance to test fly glider or two when I gol there. After a week of sightseeing and getting shop just outside in we stopped by the You can't miss the place for all the hang gliding trophies in the front window! After meeting the full crew we inquired about flying sites on up the coast and inland, and who WP rnight of getting some air. They responded, "You get a contact in rack for that rental Mate and we've got an older Maxi MK II we won't miss for a few weeks." Our first stop was in Mudgee, inland from where we met up with Steve Rod DeCrnot and others. The next we touristas continued along an inland route towards the wine of New South Wales, and I thought I'd seen a lot of eucalyptus trees before! We finally tasted our way into ""''""w" and at bird haven, Cirrnween National Park hot showers, zero people, and free camping. It was a hard to leave. It wasn't before we reached Brisbane and learned of the Tow being held not too far inland at Atkinson Darn. Here I hoped to get rny first tow flight but ing winds kept the flying strictly to competition rounds. It was the the toll. One first time I'd even seen towing and my film follow forgot to hook in and made quite a nice ·1 to 20 foot-high trajectory to splash landing out in the lake. I assumed that you ran with the glider during a land tow while the boat picked up Well, this sure wasn't the case. The rope was coiled up out in front of the 50 feet of it, and there to be well over 200 feet of rope from there to the boat. The boat then its nm to at least 25 mph when the coil uncoiled and glider and pilot literally shot into the air. Instead of wilh the glider you hold on keep the nose high and dig your feet in until it's impossible to do anything but attempt to take one step that

HANG GLIDING

never attitude a(l· juslmcnls over I he boat, where you the boat to slop your legs. As the line becomes slack you squeeze your last release, do a series of mancu vcrs and at·tcrnpt to hit bull's eye back where you tried lo take that first step. Fool off steep 10,000-foot Montana mountain doesn't seem so bad any mor<>! Now we started back south towards the coast. On the way you pass through th<> town of Surfer's Paradise_ It. couldn't have had a better name. I don't but the town had I'd ever seen in an Ocean Pacific ad. Further on down the coast 1 finally go! my feet off the at Australia's rnost eastern point. l lcanwd to soar in thermals and had soared two or three times before, and never the same site. Here the wind was corning in to the southeast launch at a very smooth mph. When my nose

launcher let go I went up more than 200 feel where I topped out above launch, the same height as thilt of the hill. I'd never had a thermal launch like that before so l was pretty excited. After about an hour and a half of watching the great and tlw local pilots corkscrewing and wingovering around, I headed for the beach. And this was in June, the off sc>ason for ing on Australia's cast coast. We stayed in Byron Bay for a few more and another hour flight, then headed for as my six·week leave of absence was running out. After returning the glider to tht> Boys we got to witness a rare occasion; Bill Moyes ;md John Dickenson test a prototype fixed wing. For those who know little about how the Rogallo design became a hang glider you won't recognize fohn Dickenson's name. Well, he's still designing as you can see by the picture of the fixed wing. Thanks to Susan, the Boys and I he of Byron ii was a most enjoyable vacation.

OPPOSITE PAGE TOP LEFT AND RIGHT: Bill and ,John Dickenson test a fixed to launch. OPPOSITE PAGE and UPPER RIGHT· A Pelican for lift at Tallows attire. F1ob DeGroot in a tow-clii.1b, Road hazard, Byron Bay light South Wales, Australia's eastern point. MAY 1980

(Continued from Jm~e .23)

Next, we asked if we could the airport we were to fly to the in San Carlos was ten miles from Cubelietc and no less than five miles from the nearest foothills of the Now came the at this time, we been flown. Cubelietc is an in· credible 150··ft bronze statue of Christ with stone wall some 400 ft. down Off to the

winds (s. w.) all cleared red dirt field. most beautiful was the floor all wide open, unlike most California sites. If the had been with us we would have taken off in the best all around conditions and I have ever seen. I informed our promoter. With conditions like these next the show on! 1980 little trouble last due to cold excitement. Seems have never heard of heaters down here. Our promoters have come up with what think is great idea. Francie and I are to be driven around Leon in an open an· to advertise the air show. our hair and our team T··shirts we spent from 11:00 to 3:30 and and waving at the locals up front and a up rear. Destination the Leon 1980 Fair aml then back to the hotel for much·needed siesta. 1980 and time to

but will be returning to Leon on This makes us as he is our camera man the maiden flight of the First American Womens Hang Team should be recorded. We are also going to do an aerial survey of Cubelicte and the flight to the UP and Sunbird were to loan us our gliders. We got up at 9:00, ate

left for our overland drive of the site. are still looking great; it's up to Mother Nature and us now. We spent the rest of the afternoon sunning around a pool al resort we may be flying over. The folks there thought we were pretty neat and a little crazy. was the After a late we up our and were off to the San Carlos Airport. We checked with the tower for conditions winds out of the southwest but the was very rate. We also met and were by the Air Force Commander for . Our group got to take off at 1 :00. One control bar was mis:;ing. I took the Condor out to takeoff and Francie and the Commander "flew" back to the hotel in the VW for the bar. The Condor took one hour to set up from size, as I'd only flown it once before and wanted to be super careful. 2:30 still no Francie. The thermals are still sized, but the lulls are get· ting I can't wait any longer, at least one of us will be able to check out the intended flight path. As I'm doing my Francie arrives with her control bar. She gets the Nova 170 set up and we to go at 4:00. late, but at now it will be team effort.

We step up to take off and foe\ nada (nothing). has struck After coming this we go for ii anyway. Two takeoffs and a lot of sink we found ourselves in a small Mexican about I Y, miles from takeoff and a 1/, mile from the main road and civilization. We four help carry our our main road. We driver about is not too but we were very to get back to civil iza ti on. [t was a little covering ] l/,. even though we did not expect much more. Now we have sorne serious to do. Can we make the ten miles to the air· with the conditions. We will commandeer the VW bus and our Victor, an 8:00 wake up make takeoff 12:00. takes so much time down here. float After celebration dinner at Laios' & Charlies', to celebrate the women and the fourth to fly back to the

to score our task. 31, 1980 Our promoter has lost the faith after 1 h·mile he Mexican we noticed some more moun· tains in the same range and four miles away from the airport. If there is road the top, these will us a better chance. We had

HANG GLIDING

from Cubelicle. Well, after checl(mg other mountains and not we had to tell Eduardo it was not we lo cancel now and go home.

blowing ten from the northwest on Cubcliete. We waited and waited, but What a pointmentl Tomorrow we go to Los Aguilas (The where the Mexican Nationals are held, for some free 1980 WOW! We just returned from Los can't about it; 2,300 or 8,000 ft. ASL takeoff, smooth 90 ft. wide 40 ft. It has llallv,,rav up the face and thermal

fipf·,m:arv 1,

watch now I was hard at work again, this time with no luck. We each other at the same frantically sezirchir1g for lift Nada. Since we weren't going up, we to lose altitude rapidly. Still, nol up, but losing more WI' headed for a smalJ Mexican ranch near the base of Los Aguil<1s. After landing near the "house," we were once again surrounded by curious natives. We broke down our gliders and rlfl2p,1l'ecl for a long wait: for our drivers, as turnaround is two hours by car. After about minutes, we saw our drivers walk-

ing down from the mountain. This is when we found out the only way back up was to hike. After only a 20--minute flight, we were not overjoyed at this news. Two natives carried the up the 1,800 ft. "trail" and our drivers carried our equipment while we carried ourselves up. About one-third of the way up the trail, we to to the thin air and look around. We were in some of the most beautiful country I've ever seen the shear rock walls, covered with bright green cool air it was

!.a

about half mile b1!hind takeoff. You need 2,000 2,500 above launch lo make it.

As Francie the and team captain, I got to be wind The winds felt soarable at at this altitude (8,000 ft. morP lo create the soarable conditions we enjoy at lPveL Also, ii you are not going up in the thermals, you down, fast. I took off 2:00 and was to find 300 ft. below takeoff. Scratc:h, ! got 900 ft. above down on a cliffthe of takeoff. to land there tomorrow. Francie launched about ten minutes after I did, but too late. I felt the lift fade as she below takeoff. I was unable to MAY1980

LEFT: AWHGT members: left to Francie Freeman. CENTEF"~ AND Francie and a giant bronze statue of Christ at the crest of Cube>liete.

Kris Harlinian, Elaine,

February 2, 1980 Augustin, manager of Verge! De Los Sierra and beginning pilot, has invited the First American Womens Hang Gliding Team to stay for five days, free. After much hassling with our promoters, we leave for our one day and night at Los Aguilas. This is also the first day of the Mexican National Championships. We arrived about 1:00. Our host takes us to our new room. It's beautiful and with a fireplace. The entire hotel is furnished in antiques and there are tennis courts, horseback riding and the before-mentioned golf course, all free with meals for the pilots and us. After lunch we head up to takeoff again. There is a heavy cloud cover and the wind is from the wrong direction, so we are in no hurry. Sure enough, 21 gliders on top and the conditions are bad. The Mexican pilots are all smiling and playing around and not letting it get them down. My kind of pilots. There are Lazors, Phoenix S's, Atlases, Super Scorpions and Mosquitos. Everyone is breaking down and heading back to the hotel. We are greeted with surprise, respect, warmth and a little awe. At the hotel, we are asked many questions. Who are we? How long have we been flying? Where have we flown in Mexico? What do we fly? How many girls on the team? Can you stay all week? And many more. After ping pong, dinner and a party sing-a-long around a roaring fire, Francie and I retired for the night. The people and pilots here have made our last night in Mexico something wonderful. Their warmth and enthusiasm are contagious. The First American Womens Hang Gliding Team has been invited back and you can be sure we'll be there! February 3, 1980 The air show today. We have breakfast, pack and sadly prepare to leave our friends; duty calls. Augustin goes to takeoff to check conditions. Another contest day blowing down. After a short meeting the championships are postponed and we invite the pilots to come to the air show with us. So, instead of leaving alone, here we are showing up at our gig with the cream of the Mexican pilots. Great! We were right about the conditions for the show; it's honking out of the north (down) today, so we go ahead with plan B, set up gliders and talk to the people about hang gliding. After this is accomplished, one of the girls, from the meet, buys Francie's Nova and I'm soon unburdened of all my equipment, too. After the show we said our goodbyes again and collected many phone numbers to use on our return. Job over, new friends made, some beautiful flying sites discovered and time for the First American Womens Hang Gliding Team to return home. Adios. ~ 50

INDHAVEN HAS IT ALL IN CATALOG

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VJ-23 Swingwing • Has been soared for 42 min. on 34'-high hill, 23-slope. 17 mph wind • Takes off and lands in 2 steps in a 15 mph wind • Fully controllable in 3 axis • World's first high performance hang glider • Send $2 for literature, 3-view, and color photograph • Swingwing engine installation, allowing takeoffs from level ground-Brochure

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HANG GLIDING

UP, INC. (ULT AL/TE PRODUCTS)

P.O. BOX 582

RANCHO/TEMECULA, CA 92390

USA TEL:(714) 676-5652

CLASS Irle[) A[)Vl:RTISINCr

SEAGULL 10 METER - 10 hrs. used for film. All red/4 soaring windows. $950. Also '77 10 meter. Flies good. $650. (213) 459-2526. SEAGULL IO-METER - 1979 model with fairings, like new. $950. (714) 991-4749. STRONG, SAFE BEGINNERS GLIDER. Seagull IV. 6:1 glide, 250 sink. Excellent condition. $350, or offer. (415) 321-5083. SUPER SEAHAWK 1978 - Excellent condition. Blue leading edge with multi-color sail pattern. $650. (213) 894-7569 John Jr.

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 ANT ARES 210 WANTED - Will lose good friend if I don't find one. (913) 825-7839. CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. 10% off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. CAN WE HELP YOU GET INTO THE AIR7 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.

UP DRAGONFLY MKl - Red Baron sail with windows. Always kept in top notch condition. Also, Dragonfly MKl with custom sail, lightning bolts, windows, split panels. Has been crashed. Still has alot of good parts. Sail perfect. Both gliders $600. (503) 276-2329. Eastern Oregon. WANTED: Used gliders rogallos or fixed, up to $550 on trade-in or buy outright. Call or write the Hang-Glider Shop, 612 Hunter Hill, OKC 73127 (405) 787-3125.

Rigid Wings EASY RISER -- Complete kit. No reasonable offer refused. (617) 369-7237, Concord, MA EASY RISER - White, eight rib top wing, 90% completed. Only wing connectors, drag rudders, and control tube work remains. Best offer, (702) 876-0374 eves. EASY RISER with Mac 101 on C.G.S. reduction unit and landing gear. Harness, trailer & box. Never flown, needs work. $1,000. (901) 324-8922. ICARUS V - Built at Free Flight factory. All exterior parts anodized. Test flown only. Can easily be powered. Complete with trailer that sleeps two. Moving, must sell. $1,295. Call: (916) 723-9221. MITCHELL WING B-10 and power undercarriage kit. New, never touched. $500, less cost. (714) 955-0254. WANTED: QUICKSILVER C and/or blueprints for same. (607) 734-2802 eves.

Schools and Dealers

CHANDELLE 18' - Used once. $450. (714) 633-5077 evenings.

CONDOR 224 - Excellent condition, six months old. $1050. (805) 528-1275.

ARIZONA

CUMULUS 10 - 20' like new. White leading edge, blue sail, sunburst tips. $550. (303) 841-2523.

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

CUMULUS 5-B - Harness & parachute. Excellent condition. $900 or best offer. (714) 595-5776.

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

DEMO AND USED GLIDER SALE PILOT WEIGHT MODEL RANGE SALE PRICE 190 Owl 165-200 $500.00 229 Phoenix 12 190-+ 650.00 175 Cirrus SB 145-180 500.00 190 Lazor 1 165-190 750.00 215 Alpha 145-190 700.00 155-185 400.00 Cumulus SB 500.00 Wills Wing llOG 200-+ Mini Cirrus 110-150 350.00 All gliders have been examined and reconditioned and are complete and ready to fly. Call today! (714) 678-2050. The Elsinore Valley Hang Gliding Center, 31381 Riverside Drive, Lake Elsinore, CA 92330. Store Hours: 9:00 to 5:00. Closed Wed. & Thurs.

CALIFORNIA CHANDELLE SAN FRANCISCO - Since 1973 the largest center for skysailing in Calif. Complete USHGA certified lesson program, beginning to advanced. Large parts and accessories inventory. New and used gliders in stock, Lancer, Moyes, Wills, UP, Fledge, Sunbird, Electra, Bennett, Seagull. Overlooking Fort Funston. 198 Los Banos Ave., Daly City, CA 94014. (415) 756-0650. CHANNEL ISLANDS HANG GLIDER EMPORIUM In business since 1974 representing all brands of gliders, instruments, and accessories. Complete lesson program available. Full line of gliders, varios, harnesses, helmets, chutes, spare parts, etc. in stock. Call or stop by - 613 N. Milpas, Santa Barbara, CA 93103 (805) 965-3733.

ELECTRA FLOATER 230. Excellent condition, used six months. Beautiful multi-colored sail. (303) 989-7381.

ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050.

GRYPHON OS 160 - Latest model, nice handling, good sink rate and very fast. Excellent condition. $900. (702) 749-5298, Lake Tahoe.

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

LANCER 190 - Excellent condition, 5 months old. $900/best offer. (415) 658-9391. MEDICAL SCHOOL TUITlON PREEMPTS HANG GLIDING - MUST SELL - Sunbird - Strata, hang glider. Excellent - new condition. All white, purple wing tips. Harness, Volmer Variometer, soaring panels, large control bar. Cost over $1500, will sell for $800. (408) 987-1201 or (415) 949-0563. PHOENIX 6C - Perfect condition. Flown only once. $700. Mike (217) 732-3266.

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 FLYING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers. Free lessons with purchase of a wing. After the sale, it's the SERVICE that counts. Hang Gliders West, 20-A

Pamaron, Ignacio, CA 94947. (415) 883-3494. Hours 10:00 - 5:30. MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. Al the base of Mission Ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Delta Wing, Seagull, Sunbird, and the French "Atlas." All other brands available. Large inventory of parts and accessories.

Beginner

advanced

instruction

with

USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. WIND HA VEN HANG GLIDING SCHOOL, INC. Serving Southern California. Complete line of gliders, beginner to advanced instruction. USHGA certified instructors. Write or call, Windhaven, 12437 San Fernando Rd., Sylmar, CA 91342 (213) 367-1819. COLORADO 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 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. LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. FLORIDA Unique powered rigid wing flight school. Get checked out in an Easy Riser, Quicksilver and P-Fledgling. Open seven days a week. Power Systems, Inc., 39-B Coolidge Ave., Dept. H, Ormond Beach, FL 32074. (904) 672-6363. HAWAII ALOHA HANG GLIDING CENTER - USHGA certified instructors. New and used gliders in stock: Bennett, Birdman, Electra, Manta, Moyes, Seagull, Skytrek, and Wills. Hawaii's only professional center, located near the Makapuu ridge. Please call or write - 6308 Puakea PI., Honolulu, Hawaii 96825. (808) 377-9804. TRADEWINDS HANG GLIDING CENTER - Rental gliders, lessons. Box 543, Kailua, HI 96734. (808) 373-8557. INDIANA BAT-SAIL ENTERPRISE, INC. - "Batman won't let you down." Dealer for Moyes, Wills Wing, Prior Prone Harness, and Advance Air Parachutes. Your Indiana towing, foot launch, and motorized headquarters. 6040 Ashway Ct., Indianapolis, Indiana 46224 (317) 291-9079.

TRYING TO SELL YOUR GLIDER'! Try Hang Gliding classifieds. They get results%

HANG GLIDING

Thierry Guignard,flying a new HIGHSTER, sets 5512ft world altitude tow record in Orbe, Switzerland- March, 1980.

~ lister

;l~Qne. ISOB 6th Wtr, -,lerkeley ,,~94110 41S·S21•IB24

KANSAS

MINNESOTA

MONARCH FLYING MACHINES - The Kansas City area source for all major brand gliders, power packs, parts, accessories, repairs. USHGA Certified Instructors. 7624 Marty, Overland Park, KS 66204. (913) 649-1837.

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.

MARYLAND THE WASHINGTON SCHOOL OF HANG GLIDING, INC. Serving Maryland, Virginia, and Washington, D.C. Certified instruction, sales and accessories. 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (301) 434-1717. 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 3252, Westford, MA 01886. (617) 692-3189. MICHIGAN

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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, INC. Turn your driving time into flying time with the revolutionary Eagle. We are a factory trained dealer and offer professional instruction. We also sell and service most major brands of hang gliders. In business since 1975. 24851 Murray, Mt. Clemens, Mich. 48045 (313) 791-0614.

GET ORGANIZED! ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in the safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills Wing, Seagull, Moyes, Bennett, UFM with other brands available. Parts, accessories, repairs, ratings. 826 Mich. Ave., P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070.

he,e s a set of 4 sturdy files lhal holds over , 4 years of yoU/ favor11e 81,2 ~ 11 magazines

4 MAG FILES $4.95 Send $4.95 plus $1.00 lor postage and handling to

DGM INDUSTRIES P.O. BOX 388-V DOVEfl. N.H 03820

INTERESTED IN FLYING? Write: BEARTOOTH HANG GLIDERS, P.O. Box 21116, Billings, MT 59104. NEW MEXICO SKY-HIGH, INC. The glider company; certified instruction, 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. NORTH CAROLINA KITTY HAWK KITES, Inc. P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes. Beginner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock. SCOTT'S MARINE, INC. Towing lessons spring and summer. Motorized lessons, learn to fly towing! Parts, repairs and service for Manta, Moyes, Wills Wing, Seagull, Soarmaster, UFM, Pterodactyl and Odyssey accessories. Scott Lambert, 908 Lexington Ave., Charlotte, N.C. 28203 (704) 376-7348 FREE CATALOG. OKLAHOMA THE HANG-GLIDER SHOP. The only pros since 1975 in OKC. USHGA certified instructors, power, towing,

SKYDECK mainairsports

Shawclough Road, Rochdale Lancashire OL 12 6LN, England The SKYDECK designed a year ago by John Hudson of Mainairsports in England is the most sophisticated and advanced instrument package for hang glider pilots available. It features a rugged case and quick mount for 1 or 1-1 /8 diameter tube. A thommen 2000 series 3000 feet per revolution altimeter and a special Ball variometer and Audio are used. The vario has 2 gains of 600 FPM and 1500 FPM, the audio tone is steady down and interrupted up and may be switched to up only. The power switch connects either one of two 9V batteries inside. Guaranteed for 1 year against manufacturing or component defects. IN THE U.S.A. AVAILABLE BY DIRECT ORDER C.O.D. OR ADVANCE PAYMENT $450 POSTPAID BALL VARIOMETERS INC., 5735 ARAPAHOE AVE., BOULDER, COLO. PHONE 13031 449-2135

HANG GLIDING

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DON'T MlSS THE LATEST lSSUE BY FAIUNG TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!! NAME ___________ USHGA # - ~ - OLD ADDRESS CITY

STATE ~-ZIP~~~

DETAILS ON: CHOOSING THE RIGHT CRAFT-BUYING USED EQUIPMENT-FOOT LAUNCHING-WHEEL LAUNCHING-CONTROLSAIRMANSHIP-AERODYNAMICS-MICROMETEOROLOGY-ENGINE CARE AND PLACEMENT-MEDICAL FACTORS AND MUCH MOREONLY $7.95 + 60¢ POSTAGE. ALSO BY THE AUTHOR:

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(PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

Notify USHGA Early! Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue. USHGA, Box 66306, Los Angeles, CA 90066.

60¢ POSTAGE $10.95 + 60¢ POSTAGE FOR ANY TWO $14.95 + 90¢ POSTAGE FOR ANY THREE $21.95 + 90¢ POSTAGE FOR ALL FOUR SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA. 16801 DEALER INQUIRIES INVITED

MORE FOR YOUR $$ The original more-for-yourmoney wallet; $7.95. And, for one more buck, a hidden pocket (for more money, of course!).

For credit cards, checkbook, money, photos, & more-one more place to put it: the Organizer $12.95.

CONTROL BAR PROTECTORS Please send pairs Control bar protectors at $20/ pair. Specify: D 1" D 1-1/8" D UPS D Parcel Post D Check or money order enclosed D C.O.D. You pay shipping

• Rugged 5" dia. wheels feature special flush mounting hub that clamps onto control bar. • Tough ABS plastic • Light weight - only 10 oz. ea. • Fits 1" or 1-1/8" control bars Name Address City _ _ _ State _ _ Zip _ _

Send to: Hall Brothers, Box 771, Morgan, Utah 84050 C.O.D. phone orders welcome (801) 829-3232 Dealers invited

More than just a key case-ours has a money pocket too: $4.95.

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Who could ask for more? You could. Ask for any of six great colors: royal blue, tan, rust, navy, red, or black. Get more for your money from:

duncan Box 33441-X, Seattle, WA 98133

club membership. 612 Hunter Hill, Okla. City, OK 73127. (405) 787-3125. PENNSYLVANIA BALD EAGLE HANG GLIDING. Sales and lessons. An Aerial Techniques representative. 146 N. Fourth St., Hughesville, PA 17737. (717) 584-5275.

WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories, and glider sales and rentals. 892 East 12300 South, Draper, Ut. 84020. (801) 571-4044.

TENNESSEE

WASHINGTON

AIR-POWER INC. - Dealer for all motorized ultralite gliders. Manta and Bennett products also available. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (901) 324-8922.

FAIRWINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Mosquito, Condor, Firefly in stock. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless (206) 842-4970 Ken Godwin.

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-FLYER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE ST AR HANG GLIDERS, 2200 '"C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159. LONE ST AR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, Tx. 76013 (817) 469-9159. 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. MOUNTAIN AIR GLIDERS (Formerly Sunbird of Utah) - Featuring Sunbird, Lancer, Highster, Stratus, and Atlas. USHGA certified instructors - beginner through advanced. Complete accessories line. Only 15 minutes from Point of the Mountain. 9786 Kristin Drive, Sandy, Utah 84070. (801) 572-0678.

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. WINDHAVEN EMERGENCY PARACHUTE SYSTEM meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Wind haven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, CA. 91342.

Parts & Accessories

Business Opportunities CRYSTAL AIR SPORT MOTEL - Male/Female - HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. 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 LIFE SAVER HANG GLIDER EMERGENCY DESCENT SYSTEM - 24' & 26' in stock. The best available system in the world. DAR Enterprises, Inc. P.O. Box 3044, Newport Beach, CA 92663. (714) 642-7881. 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.

THE ULTIMATE !11 BAR HARNESS ALLOWS THE PILOT TO SOAR IN COMFOR1' ?OR HOURS BY DISTRIBUTING •EIGHT EVENLY THROUGHOUT THE HAMMOCK, THERE ARE NO PRESSURE POINTS IN THE HAMMOCK WHICH IS SUSPENDED FROM 2 BARS I ONE AT EACH SIDE OF THE RARNESS, THESE BARS ARE PREDRILLED ANO BY MOVING 2 SUSPENSION BOLTS THE PILOT IS ABLE TO SELEC'J' THE BALANCE RE PREFERS, THE BAR HARNESS LOCKS INTO PRONE POSITION \o/REN THE PILOT STEPS INTO THE STIRRUP AND HE WILL REMAIN PRONE EVEN IN TURBULANCE, TO LAND HE STEPS OUT OP THE STIRRUP AND SITS IN THE LEG STRAPS, THE PILOT CAN CHANGE FROM SEATED TO PRONE A.'ID BACK AGAIN Dl.!RING PLIGH1,

Mu-II POWER CONVERSION KIT - Two 10 H.P. engines, props, landing gear, hardware - $1650. Control wheel steering of rudder and elevator. Lower thrust line. Twin engine performance. Send $3.00 for info brochure to; DeNEAL AIRCRAFT, P.O. Box 449, Fallon, NV 89406. STAINLESS STEEL DEFLEXORS - For Cirrus 3, 5 & Olympus. Order in pairs ($25 for two). T J ENTERPRISES, 1418 Helmond Ln., San Jose, CA 95118 (408) 264-6406.

Publications & Organizations 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.O. Box 66071, Los Angeles, CA 90066.

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

* comes oomplete with D-r1.ngt knee hangers and stirrup. • S1.x s1zes1 standard, large and extra-large 1n regular length or long. * Ave.1.lable 1.n a rainbow of color..s. * custom features available. To order, send your height,

we1ght and color cho1ce, C,O, D, ACCEPTED

Price: $95

14328 LOLIN LANE POWAY, CA LI FORN IA 92064 714-748-1739

SEND YOUR~ P.O. Box 340

RESUME TO:

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

HANG GLIDING

BILL BENNETT BACK UP SYSTEM PRESENTS

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NEW EXCLUSIVE ONE STEP DEPLOYMENT Opens From Anywhere

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Envelope Sewn to Flyaway Container

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The experience proven B.U.S. many documented saves P.O. Box 483, Van Nuys, CA 91408 Phone 213/787-6600 Telex 65-1425 1360 Saticoy St. Van Nuys, CA 91402

FREE Sewing to any Harness Send U.P.S. Monday and we'll have it back to you for weekend flying!

Drag Chute (mini-B.U.S.) Ideal for use in tight landing areas where high approaches are needed • Prevents overshooting • Serves as a dive recovery system• Fully controllable.

-~-±~~ (;._

Fi ts a// g I iders ................... $19.95 complete

NOW IN 2 MODELS B.U.S. MKIIA (100-180 lbs)

B.U.S. MKIIB (150-250 lbs)

24' Canopy

26' Canopy

20 Lines to Skirt

22 Lines to Skirt

450 Sq. Ft.

540 Sq. Ft.

Weight 6 Lbs.

Weight 71/4 Lbs.

Inner Envelope

Inner Envelope A must for heavies

Ultralight Powered Flight BONNEVILLE A VIATI ON - Pterodactyl & Fledgling specialists. Kit form or pre-built. Free instruction. Route 1, Inkom, ID 83245 (208) 775-3400. ELECTRA FLYER EAGLE - $2600.00 or best offer. Like new, flown only 10 times. No warranties. Fly at your own risk. Contact Lucky Campbell (602) 944-1655, 10250 N. 19th Ave. Phx. AX 85021.

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

TACT: Johnny Gauthier, 21 E. Plymouth, Long Beach, CA 90806. (213) 422-3207.

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.

TYPE: Electra Floater 205 #001699. SAIL PATTERN: Brown leading edge and keel pocket. Panels 1 & 2 white, 3 split brown, orange, gold, 4 & 5 white, tip yellow, gold, brown. EQUIPMENT: Hummingbird vario #Bl006, blue Price harness with Bennett parachute in white container, Sears walkie talkie and white helmet. WHERE AND WHEN: Fishers Peak landing field, Low Gap, N.C., Oct. 8, 1979. $300 reward. CONTACT: Randy Newberry, P.O. Box 65, Bland, VA 24315. (703) 688-3703 collect.

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.

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 11, 1979. DISTINGUISHING FEATURES: SIN 340. CONTACT: Jim Zeiset (303) 539-3335. $100 reward.

QUICKSILVERS, Easy Risers and P-Fledges - with or without landing gear or engines. Sales and instruction seven days a week. Send $4 ($5 foreign) for our new color brochure. Power Systems, Inc., 39-B Coolidge Ave., Dept. H, Ormond Beach, FL 32074 (904) 672-6363. ULTRALIGHTERS! ADD POWER, PERFORMANCE. Precision carved, glass over foam ducts are strong and light. Increases performance and safety. Custom and stock cross-sections, colors. MAC OWNERS; performance package develops full engine power potential. Tachs, pressure testers, more. Information $5.00, refundable with order. David Siriano, 108 Leymar, Glen Burnie, MD 21061.

TYPE: Electra Flyer Floater 230. WHERE AND WHEN: Barrett's delight apt., Cockeysville, MD, Jan. 27, 1980. SAIL PATTERN: Purple L.E. and keel pocket. Sail yellow, orange tips. DISTINGUISHING FEATURES: Brown cover bag with red tips, padded bar with wheels. CONTACT: Richard Hays, 1-c Breezytree Ct., Timonium, MD 21093.

WINDHAVEN. 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.

TYPE: Lazor 155 #6, 1980 model. WHERE AND WHEN: N. Hollywood, near Bennett factory Feb. 16. SAIL PATTERN: Red bag, keel out: black, black, black, split blue/dk. blue, purple, red, orange and lime. CONTACT: Delta Wing Kites and Gliders.

Miscellaneous Bumper Stickers - "HA VE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. CUSTOM EMBROIDERED PATCHES. Your design, any quantity, size, shape, colors. 28¢ postage for prices and ordering information. HEIN SPECIALTIES, INC., Dept. 0205, 4202 N. Drake, Chicago, IL 60618. IMAGINE - YOUR hang glider in STAINED GLASS! Perfect window hanging. Approx. 3 1/2" x 12"; specify color scheme, model. Send $15. ppd., GLIDER. P.O. Box 2137, Boulder, CO 80306. INFORMATION - Seagull Aircraft Inc. requests information leading to the whereabouts of Mr. Charles Clark. Mr. Clark is in possession of three Seagull gliders obtained through fraudulent means. He is believed to be travelling to California from Oklahoma. GLIDER DESCRIPTIONS SSH 200, Serial #9417: white sail with a red, orange, yellow right tip, triple deflexors. 10 Meter, Serial #9367: yellow with orange leading edge pockets and keel pocket. 11 Meter, Serial #9463: gold with dark brown leading edge pockets, soaring windows. SEAGULL AIRCRAFT INC. (805) 684-8331. METAL LICENSE PLATE FRAMES - ''I'D RATHER BE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with ech order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's

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 1/2 months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

TYPE: 1979 Sunbird Nova 230 #143. WHERE AND WHEN: March 11, 1980 Solimar Beach, near Ventura, CA. SAIL PATTERN: Center out: purple, dk. blue, It. blue, white, red, purple leading edge. DISTNGUISHING FEATURES: Brown bag, red flag. Center panel with glider colors, zipper. Patch on left L.E. near nose plate. CONTACT: Chuck McLaughlin, 831 Ann Arbor, Ventura, CA 93003 (805) 647-4647. TYPE: Seagull Seahawk 170, 1977. WHERE AND WHEN: Dec. 31, 1979, Boston. SAIL PATTERN: White keel pocket, all red. Red bag. DISTINGUISHING FEATURES: Deflexors and bolts not taken. Bag has red flet tabs on closure. CONTACT: Tom Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: ASG 18-A #5656. WHERE AND WHEN: Tucson, Arizona on Monday 1/14/80. SAIL PATTERN: Center out; white, orange, red, purple, purple leading edges and keel pocket. DISTINGUISHING FEATURES: Bright yellow bag, purple down tubes. CONT ACT, T. Runyon, 2002 E. River Rd., Ml6, Tucson AZ 85718 (602) 299-4529 REWARD TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31179 in Boston, Mass. SAIL PATTERN: All red, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/blue nose. DISTINGUISHING FEATURES: Cover bag has small red felt tabs glued to closures. CONTACT: Thomas D. Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: Dinger Wings Whizzer 180. SAIL PATTERN: Center out - black, white, yellow, orange, red, black tip. Black leading edges. New cover bag, dark brown nylon, white zipper. WHERE AND WHEN: Sacramento, CA, Dec. 8, 1979. DISTINGUISHING FEATURE: Red tape over one-inch tear on right wing trailing edge. CONT ACT: Randy Smith, 4739 Pasadena Ave., Sacramento, CA 95841 (916) 488-6658, 489-6188. TYPE: Phoenix 12. WHERE AND WHEN: Point Fermin, CA, Oct. 28, 1979. SAIL PATTERN: Blue center, leading edge and tips. Center out: white, yellow, orange, red. Two star patches on right wing. CON-

TYPE: Phoenix 60 155 SL #36. WHERE AND WHEN: Salt Lake, July 8, 1979. SAIL PATTERN: Red keel panel, split gold, remainder black. CONTACT: Diann Ferris, Box 1773, Whitefish, MT 59937 TYPE: Cirrus SA #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: Cumulus 10. WHEN: May 12, 1979. SAIL PATTERN: Center out, white, yellow, brown. Blue bag. CONT ACT: Mike Adams (805) 967-2448. TYPE: 1977 Seahawk 170. 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. DISTINGUISHING 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. TYPE: Mini Strato. SAIL PATTERN: Keel out - dk. blue, It. 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: CGS Falcon V. SAIL PATTERN: Black leading e~ges and keel. Keel out: orange, yellow (three panels), tips: orange, yellow, orange. DISTINGUISHING FEATURES: Flybox set-up, vario bracket, CG Falcon V in ripstop on right wing. Blue bag, red flag (#0491). WHERE AND WHEN: San Diego, CA 92120. (714) 265-0455. 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. TYPE: Phoenix 6B serial #182. SAIL PATTERN: From tips in; black, gold, orange, lime, dark blue. Black patch on one wingtip. CONT ACT: Scott Hunter, 220F West Tujunga Ave., Burbank, CA 91502. As a service to the hang gliding community, HANG GLIDING Magazine publishes free information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066. New listings appear at the top of the column.

HANG GLIDING

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

OFFICIAL

USHGA FLIGHT LOG

• LILIENTHAL AWARDS

NOW AVAILABLE

-----------~---------------ORDER FORM

Please send: _ _ _ _ _ Official USHGA flight log(s) at $2.95 ea. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ ZIP _ _ _ __

Postpaid Californians add 6% sales tax Dealer inquiries invited

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

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W,A, ROECKER photo by Hettina Oray

QUICKSILVER C (MODIFIED)

The hang glider for airplane pilots is the airplane for hang glider pilots. The Quicksilver is the fixed wing that offers flex wing portability, setting up in fifteen minutes without tools. It is the only ultra! ig ht anything with a tail for the maximum in assurance of stability. The Quick' has a safety record that challenges all other designs. The Quick' is the only advanced craft offered in budget-saving kit form . . . it has been for seven years. But, don't worry, 20-25 hours is all you must invest as we've done all the difficult steps for

you. "IDEA-GRAPHICS and EIPPER-FORMANCE INC.

Fly it with power, as so many have done, or fly it without. You'll become advanced easily in this simple to learn to fly glider. It can be all the gliders you'll ever need to own. There's a good feeling about flying an Eipper.

@ppar Formcmca inc 1070 Linda Vista Drive San Marcos.Ca. 92069 (714) 744-1514

Wing Span ............... 32 ft. (9.6 m) Wing Area . . . . . . . . . . 160 sq. ft. (14.4m2 Aspect Ratio ...................... 6.4 Empty Weight ........... 68 lb. (30 kg) Pilot Weight Ran!Je ........ 120-220 lbs. (54kg-100kg) PERFORMANCE Cruise Speed ....... 22 mph (35 km/hr) Maximum Speed .... 40 mph (64 km/hr) Stall Speed ......... 18 mph (29 km/hr) Best L/D .......................... 7:1 Minimum Sink .............. 250 ft/min (1.25 m/sec) ENGINE -

Chrysler 82026 Two Cycle

Power ................ 13 h.p. (9.75 kw) Thrust ................. 110 lbs. (50 kg) Fuel Capacity ............ 1.7 gal. (6.5 I)

a name quality made famous