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

JUNE 1980 $1.50

As of June 1, 1980, Membership and Subscription rates vvere increased as follows: MEMBERSHIP:

FULL MEMBER FAMILY

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

$26/yr. (Foreign)

SUBSCRIPTION:

1 year 2 years 3 years

$18 (U.S.) $31 $44

$19 (Foreign) $33 $47

Save $5 on 2 yrs. Save $10 on 3 yrs.

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 $25 FULL MEMBER ($26 foreign)- As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits. D $18 SUBSCRIPTION ($19 foreign) for one year. D $31 SUBSCRIPTION ($33 foreign) for two years. D $44 SUBSCRIPTION ($47 foreign) for three years. D $9.00 TRIAL SUBSCRIPTION for six months. NAME ~ - ~ - - - - - - - - - - - - - ~ - - P H O N E - - - - - - - - - - ~ ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ AGE CITY _ _ _ _ _ _ _ _ STATE _ _ _ _ _ _ ZIP _ _ _ _ _ _ _ _ __ Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066

COLVER VARIOMETER

BELL TRIALS HELMET

Audio / visual, dual battery packs , dual range, up / down audio mode , up only audio mode , or visual only mode.

ADVANCED AIRSPORTS PARACHUTE

Maximum protection In an open shell design.

THOMMEN ALTIMETER

Easy pull deployment In a small light package.

Twenty-foot Increments to eighteen thousand feet , wrist strap Included .

DOUBLE PARACHUTE CONTAINER

CHAD A VT FLIGHT DECK

GLIDER STORAGE BAG

Altimeter, varlometer, and digital timer In a streamlined case.

WW PRONE HARNESS Padded leg and shoulder pads. quality. strength and comfort .

WW WOMEN'S PRONE HARNESS Special cut version of above with extra thick padding In the right places .

WW FULL LENGTH HARNESS

Convenience pouch for gloves, glasses, etc. Full length zipper, Internal applied control bar pocket.

RA VEN SHIRTS Available In men's and women's styles.

AMERICANA HAKI The newest game for downwind days , manual Included .

WILLS WING TEAM HAT

Additional support, warmth. and drag reduction .

EQUIPMENT BAG Huge capacity, velcro side pocket. double pull zipper, padded

PADDED INSTRUMENT BAG Thick foam, Internal velcro pocket for altimeter, cord lock closure.

WILLS WING, INC. 1208H E . WALNUT. SANTA ANA, CA 92701 (714) 547-1344

dealer Inquiries Invited

EDITOR: Gil Dodgen ASSIST ANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis. Bettina Gray. Stephen Mccarroll ILLUSTRATIONS: Cathy Coleman CONTRIBUTING EASTERN EDITOR: Paul Burns

ISSUE NO 89

OFFICE STAFF: MANAGER: Carol Velderrain Kathy Coleman (Advertising) Tina Gertsch (Advertising) Kit Skradski (Renewals) Amy Gray (Ratings) Janet Meyer (New Memberships)

Hang Cliding

USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pagen 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 Pagen. Les King. REGION 10: Scott Lambert. Richard Heckman. REGION 11: David Broyles. REGION 12: Paul Rikert. DIRECTORS-AT-LARGE: Alex Duncan, Joy Raser. Harry Robb. EXOFFICIO DIRECTOR: Vic Powell. HONORARY DIRECTOR: Hugh Morton. Lloyd Licher. The United States Hong Gliding Association. Inc.. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronoutique Internationale (FAI). the world governing body for sport aviation. The NAA. which represents the U.S. at FA! meetings, hos delegated to the USHGA supervision of FAlreloted hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further Interest in the sport. by a means of open cummunication and to advance hang gliding methods and safety. Contributions are welcome. Anyone Is invited to contribute articles, photos. and illustrafions concerning hang 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 hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc whose mailing address Is P.O. Box 66306, Los Angeles. Calif. 90066 and whose offices are located at 11423 Washington Blvd.. Los Angeles. Calif. 90066; telephone (213) 390-3065. Secondclass postage is paid at las Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printing & Litho. Alhambra, Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena 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 ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $20 per year (S21 for foreign addresses); subscription rates are $15 tor 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

JUNE 1980

CONTENTS FEATURES

NOSTALGIA

FREESTYLE

THE ART AND LORE OF THERMAL SOARING - PART V CopyrightbyDennisPagen

TWELVE PLUS TWELVE

PERRIS FLY·IN

Article and photos by Glenn Brinks

GLIDER EVALUATION - ATLAS

Article and photos by Ric Lee

by Michael Helms An interview with Dan Racanelli conducted by John Davis

by Pork

60 GUIDE TO CLUBS, SCHOOLS AND DEALERS 4 4 7 9 10 12 23 24 45 53 59

DEPARTMENTS ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS CARTOON by Harry Martin ANN LANDINGS BIRD'S EYE VIEW by Lauran Emerson NEWS AND NEW PRODUCTS CONSUMER INFORMATION POWER PILOT by Glenn Brinks USHGA REPORTS CLASSIFIED ADVERTISING STOLEN WINGS

COVER: Jack Harvey pilots his custom 1980 Seedwings Sensor at La Cumbre Peak near Santa Barbara. CA Photo by Mirko J. Pitner. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA. Inc.. do not endorse or toke any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising ore only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United States Hong Gliding Association. Inc. 1978. All rights reserved to Hong Gliding Magazine and Individual contributors.

\JLTRALICit1T CONVERJATION

gliders, harnesses, and helmets. We use a hundred-acre training area with two hills up to 125 feet high that allows safe teaching in all wind directions. Our training program is complete from the first flight through soaring our 1,350-foot mountain. Ray Schaal Rising Fawn, GA

On Certification Professional Schools

Dear Editor,

INDEX TO ADVERTISERS Aerial Techniques ............................ 52 Alrpower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 ATS Systems .................................. 44 Bennett Delta Wing Gliders ............. 16, 54, 58 Duncan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Dear Editor, Tom Turner's letter in the April issue of Hang Gliding illustrates just one more example of a problem which has been hindering this sport for several years. I can only apologize for the hang gliding business' inability to maintain minimum standards within itself. There are, however, schools that do maintain a high degree of quality in their facilities and instruction. Schools that do not meet these standards will eventually be eliminated through competition. As he pointed out, the word "professional" is self-assigned and used by almost every hang gliding school in the country. The would-be student who attempts to choose a school only through the advertisements in the sport's publications may find himself in the hands of the most talented salesperson rather than competent instructor. How does one choose a truly professional school? I suggest after making several likely choices that you write or call them and find out the following important information: Are the instructors certified and more importantly, how many students have they taught? You should not be teaching the instructor his trade. What types and how many training gliders does the school have? Be suspicious if there is only one glider. How big are the classes and how many share one glider? If there are more than three people per glider there will be a long wait between flights. What is the size, shape, and condition of the training hill and in what directions is it flyable? The shape and condition of the hill are directly related to student safety. The more directions it faces the less likely you will have to wait for the wind. Is the school a full-time operation? Only full-time schools with regular business hours can afford to provide the necessary facilities for safe and complete instruction. If a school cannot provide you with this basic information or their answers do not meet with your approval, look somewhere else. I am fortunate to work for a company that takes instruction seriously. They provide high-quality, well-maintained training 4

In 1975 I won the Open Class Nationals in a one-of-a-kind glider that I designed and built myself. Although I was working for a manufacturer at the time, I bought the tubing on my own and sewed the sail on my home sewing machine. Today, due to the efforts of the HGMA, it would be impossible for me or any other pilot to duplicate my win in my own wing. In 1977 I was going to have my way paid by U.S. Moyes to fly in the Masters. I was not able to fly in the Masters because the Moyes gliders did not meet the then very vague requirements of the HGMA. Hugh Morton, on the advice of Tom Price, would not let the Moyes gliders fly. The glider was not an experimental glider. It had flown in the meet the year before - which was the reason I was interested in it and its performance. The glider had been on a test vehicle. What happened at the Masters that year set a precedent for the last three years. In 1978 and 1979 the Moyes gliders were considered certified by the HGMA and were allowed to fly in USHGA-sanctioned meets. The Moyes gliders compiled the most impressive competition record of any glider in recent years. The Moyes glider went on to win the Masters in both 1978 and 1979. In 1979 three out of the top four gliders were Moyes. Now in April of 1980 the HGMA has decided that the Moyes glider that won the Masters last year should not be allowed to compete as a certified glider. Did the glider change? No. The HGMA changed their standards twice in the three weeks before the start of the Southern California League. The outcome is that the Maxi is no longer certified. I have to borrow or buy a glider from one of the other manufacturers if I want to compete in the League. If I had known at the beginning of the League before I had gotten an outside sponsor that they would take my Maxi away from me, I would have had nothing to do with the League. In the summer of 1979 Larry Tudor and Rich Pfeiffer, two pilots who would like to be recognized for the good pilots that they are, wanted to fly Mosquitos in the Nationals. At that time other top pilots were

Eco Nautics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Elpper ...................................... IBC Electra Flyer Corp............................. 22 Gianforte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l O Glider Rider .................................. 43 Hall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44, 56 Hang Gliding Press ........................... 31 Hang Glider's Bible ........................... 56 Hlghster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Kwik Clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Kite Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Kitty Hawk Kites ............................ 9, 36 Leaf ...................................... 13, 14 Litek ......................................... 44 Maklkl Electronics ............................ 55 U.S. Moyes ................................... 46 Ocean Pacific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BC Odyssey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Ontario Hang Gliders ......................... 42 Pagen ....................................... 56 Poynter Books ................................ 53 Price Company .............................. 23 Seagull ...................................... 18 Seedwlngs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Snyder Ent.................................... 27 Soarmaster .................................. 57 Striplin Aircraft ................................ 14 Sunbird . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Ultimate Hi ................................... 36 Ullrallte Products ............................ 50 USHGA ........................... 1,37,39,51,56 WIiis Wing, Inc ........................... 2, 23, 38 Wlndhaven . . . . . . . . . . . . . . . . . . . . . . . . . . . . l 0, 11, 17

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l Y2 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

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

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shying away from the Mosquito. Rich had won the Cross Country Classic in one. All the certification tests had been done. But somehow Roy Haggard, the designer, bungled the paper work on the certification package. He did not have the proper documentation for the weights he wanted the glider to carry. He did have enough documentation for Rich and Larry to fly it at their wing loadings. They had their Mosquitos and their chance at a national championship taken away from them. If any glider could have beaten the Fledges at Crestline, it would have been the Mosquito. John Coyne was not allowed to fly his Voyager in the Nationals because it was not certified. The Voyager is simply the highest performing glider that folds up into a bag that has ever been made. They have been flying a number of years. John Coyne knows exactly how much better he would have done at the Nationals in his Voyager. We will never know. Mike Jones, Sterling Stoll and Tom Wilson thought that Tom Price would have the certification package done on the Atlas in time for the Southern California League. In the middle of the Atlas certification package Tom Price started working for Electra-Flyer, getting their latest glider certified. At this time the Atlas is not certified. It will not fly in the Southern California League. Tom Wilson, Mike and Sterling are left with a glider the rest of the world has seen win a number of meets in the past year. Over a thousand of them are flying worldwide. This is a glider that looks like it will be able to be certified by the tests that Tom Price did do, but has not had the paperwork done up to the HGMA standards. So the American hang glider public will have to remain with their heads in the sand a little longer. Gerard Thevenot, the designer of the Atlas, was able to fly the glider in the Masters last year. But we, the American pilots, will have to wait for the HGMA before any Atlas will show up in the top ten in the hands of an American pilot. Every single one of the U.S. pilots who went to France last summer to compete in the World Meet who is not on the payroll of a hang glider manufacturer will be flying a foreign glider in competition this year. Foreign manufacturers will never sell a lot of gliders in the U.S. It is hard to set up a good dealer network. The shipping and duty add too much to the price of the glider. As long as top American pilots choose to fly foreign gliders it will be a thorn in the side of the HGMA. In order to have meets, land owners and the Forest Service want to have an insurance policy naming them as insuree for liability reasons. The only readily available 6

insurance is through the USHGA. USHGA insurance requires USHGA sanctioning. USHGA sanctioning requires that only certified gliders be flown in Classes One and Two. Those of us who would like to see this sport progress as rapidly as possible and don't care how many gliders the manufacturers sell are really concerned. The HGMA certification has three parts to it: 1) The test or standards themselves which I feel for the most part are valid, although some of the tests, such as roll rate, should be left to the marketplace. 2) The documentation of these tests. 3) The review of the documentation of these tests. The documentation of the tests is done in an inefficient manner that can still be cheated. The huge expense in the films and the redoing of tests because the film did not come out right can be more easily amortized over two thousand gliders a year than it can over three or four hundred gliders a year that a typical importer of foreign gliders will sell. The documentation of the tests really does the pilot no good at all. The tests can still be cheated. The reason they go to all the documentation trouble is to have a package to show a jury in case one of the many unfounded product liability lawsuits goes to trial. A small manufacturer does not need this protection from a jury. The big manufacturers are forcing this expense and protection on the small manufacturers through the HGMA. I personally feel an individual's signature on a form saying that the test was done and the glider passes is good enough. If you cannot trust someone to sign that he did something then how can you trust him not to cheat on the films? To have the manufacturers as a group review their own packages is prone to unfairness and conflicts of interest. The fact that they have a secret ballot shows they do not want to own up to what is going on. The Moyes problem stems from this review procedure. The Moyes people do everything they are told one year and the next year the review board wants them to do a bunch of different stuff right before a meet. This hoop trick has gone on too long. Only manufacturers can join the HGMA. Individuals who would want to fly a oneof-a-kind design in the Nationals would have to pay a manufacturer about three thousand dollars for a manufacturer to certify a glider for him. This has never happened. In fact, the original Wills Wing Omega was a homebuilt. It cannot be flown in a meet by its designer, George Dyer, because it was not made in the Wills shop. The manufacturers can (and Wills Wing has threatened to do so) come out with super trick gliders that Rob Kells says will smoke anything around, certify this glider to fly in meets and not sell it to the general

public so the factory pilots will have an advantage in meets against the independent pilots, enabling the manufacturers to tighten their stranglehold on the competition scene. What can we do? First of all, next time do not vote for your local dealer for a USHGA Board of Director. A majority of the directors are dealers. Dealers are interested in selling gliders. Then the Board of Directors will quit voting for HGMA certification. The HGMA program should be able to stand on its own. Hang glider pilots should not have to have it forced on them because they want to compete. A better system would be to have the manufacturers set the standards and let someone else do the certifying: maybe a college or a testing institute. There have been two results of the HGMA program; one would have been demanded by the public anyway. 1) Safer gliders that are virtually tuck and tumbleproof. 2) The other could have only happened through the HGMA and USHGA programs. This is the unfair elimination of perfectly safe, tested gliders from the competition scene and, as a side result, from the marketplace. I am as mad as hell and am not going to take it any longer! If you want to help me fight the USHGA and HGMA give me a call or write me and I will let you know how you can help. Chris Price (714) 678-1984 32970 Lilian Road Lake Elsinore, CA 92330

Nose-Ins Dear Editor, Many of us in hang gliding know of a pilot who has died or has been seriously injured in a nose-in crash landing, when their head apparently hit the keel of the glider. A nose-in crash landing can cause damage to the spinal cord, even when it is not a high-speed crash. At our February meeting of the Elsinore Valley Hang Gliding Club, Rich Piccirilli gave the following method of possibly avoiding such a serious injury: If you realize that a nose-in crash cannot be avoided, grab one down tube of the control bar with both hands just before the crash. This will cause you to spin to the side so that your head will not crash solidly into the keel. Of course, always try to control the glider up to the last second; ground effect may save you. Joe Templeton Elsinore, CA HANG GLIDING

BKRD

WE.LL EG-OR' Wia V£ DONE It We\/€ CREATED THE PE:RFECT

HANG- C:,LIPER PILCT

BRAINS WITH HIS BIRO BRAIN, AND ACE HANG GLIDER,

HELL WIN EVERY ~LIDE.~ CONTEST IN T~E. WOR.LD ... fl LOT$ THROUGHOUT t. WORLD W! LL RUSH TO M<? 5HoP To Buy AN ACE.

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On Manufacturers Pilots And Aerobatics Dear Editor, In the business of hang gliding (as in any other business) there is a complex relationship between supply (the manufacturer) and demand (here, the pilot). Pilot demands are needs ... for "more," "different," or "better." Now, what fuels "better" for the manufacturers, are their own sense of invention, competition, or the pilot's sense of "need." All push the manufacturer to seek new "plateaus" of product development. Fueled with pilot's needs, manufacturers (at one time) were allowed to run wild. As long as the demand existed, and the buying public was willing to support the development, manufacturers were free to do just about anything. As hang gliding is aviation, however, there are obvious considerations, or limitations which have to be accounted for in a responsible manner. Safety is the key; and hence the HGMA and the attempt to keep product development within the limits of "safe." Currently we are witnessing a renewed interest in aerobatics among a small minority of pilots. This, in our eyes, is a situation which strains and upsets the delicate balance of supply and demand. The reason: Aerobatics open a tremendous gap between the current level of product innovation, knowledge and capability, and the pilots' need for self-expression. We all love to fly. The freedom, the fun; they are the very essence of flying. Aerobatics are merely an extension of this need. These pilots must, however, consider the limitations - those the manufacturer faces. Aerobatic pilots are entering a realm of aviation that we, in all honesty at this time, do not understand. Claiming that your glider is aerobatic and/or that you understand all aspects and consequences of every phase is easy. But making that claim a reality is a bit more complex. The contradiction now is that pilots are using equipment for a type of flying it was never designed for, nor stressed for; and therefore may not function properly in a critical situation. We do not suggest that product development should be stiffled, merely that pilots understand the obvious limitations at this time. There are no aerobatic hang gliders. The balance between supply and demand is based ultimately on safety. There must necessarily be a sense of responsibility for our sport, the designs, impressionable pilots, federal agencies, not to mention one's own sense of survival for pilots and 8

manufacturers alike. Thus the imbalance. Aerobatics is an overt demonstration of "self-expression," sort of like a loaded gun, in an activity already acknowledged as a "risk" sport. We just hope that the vast majority of pilots consider the limitations of the equipment and the knowledge. Quite simply you don't hunt for be~r with a slingshot.

!em to be avoided is having numerous people flying top-performing gliders that compromise safety. I think the USHGA should conduct a vote of its membership on this question of an experimental glider competition class, and implement the majority decision. If insurance is a problem, perhaps this class of gliders should be exempted from coverage but somehow still be allowed to compete.

Manta Products, Inc. Alan Chuculate San Diego, CA.

Experimental Glider Class Dear Editor, I think the USHGA should allow an experimental (uncertified) glider class in sanctioned competition meets for two reasons: 1) To advance the state-of-the-art by encouraging research and development and progressive design from existing manufacturers, both large and small, as well as individuals, and 2) To provide a means of comparing and evaluating these new designs in a competitive environment and publicizing their existence and performance improvements. I think this action would have numerous benefits. More creativity and energy would be applied to research and development because it would not be as costly to develop an innovative glider that could gain exposure on the competition circuit. Therefore the state-of-the-art would be advanced and performance improvements would be realized. This influx of new designs will also provide for an expanded market avoiding monopolies and associated design and development stagnation. I foresee two potential problems, however. Firstly, the people who organize meets and their tasks must emphasize not only some performance factors, but all glider characteristics. Not only LID, sink rate, and speed, but slow speed, tight turning, rapid roll response, good handling, penetration, and ease of launching and landing. Only with this holistic approach will all aspects of glider development advance. Perhaps a direction worth pursuing is a glider that has ground adjustable billow and/or nose angle and/ or washing, so that it can be optimized for the task and conditions before launch. Then a pilot can fly most conditions and still get maximum performance without compromising safety. The other problem is with the consumer. The recreational flier must inform the manufacturer that he only wants a "certified" glider. This experimental class should only be a proving ground for new designs and provide exposure so that financing can be acquired to certify a glider and begin production. The potential prob-

"Bubble" Thermals Dear Editor, Dennis Pagen's articles on thermal soaring in the February and March issues were interesting and informative, but contained a lot of (apparently) personal theories which are counter to established principles of fluid mechanics. His description of the formation of a thermal "bubble," forming on the ground then breaking away to soar upward, was based on the vapor bubble in a pan of boiling water analogy. The phenomenon which causes formation of a bubble is surface tension, present between two different fluids such as vapor and water. This force is absent when air is being heated by a hot surface, thus the hotter, buoyant air must rise continuously. Under still conditions, a stable, continuous plume of hot air will result, not a series of bubbles such as Dennis describes. With the existence of some surface winds, possibly turbulent, it is not difficult to see how such an ideal plume might be broken up until it resembled a vertical string of bubbles. Under no conditions, however, should the creation of thermal masses of air resemble the description given in the article of a continuous cycle of slow growth and sudden release. If this is how it seems to an observer on the ground (I've not witnessed it myself), some alternate explanation must exist, based on sound (and doubtless more complex) principles of physics. I welcome the answer if anyone has it, but in the meantime I am convinced these articles missed the mark badly in resorting to a bubble analogy. Gary Clark

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

HANG GLIDING

ANN LANDINGS Dear Ann Landings, I have a van, and when I go on hang gliding trips, I invite friends along to share expenses. Somehow, when I return, I find that I have paid for most of the gas. I don't want to lose my friends, so I haven't made an issue of it, but how can I keep my friends, and get paid for the gas too. No Fuel

Dear No, You are suffering from a misunderstanding. Those people with you are riders, not friends. You are providing the wheels probably for, at today's interest rates, about $250 a month, plus maintenance. Real friends would catch all the gas without being asked. As for your riders, one possible solution is to figure your costs in advance, divide by the number of riders, collecting in advance - cash or traveler's checks only please. Another, is to show up with a near empty tank, and let the passengers fuel as you go. The best solution is to cultivate some new frineds. Good luck. - Ann Landings

P.S. It is a common courtesy to exclude a person who comes along as a driver from fuel fees. Dear Ann, I have heard that one of the local observers will issue a Hang 3 for a case of beer to unqualified pilots. What should I do? Concerned Pilot

Dear Concerned, Make a counter offer to give him one six pack for the Intermediate (Hang 3) and two cans per special skill. Seriously, unethical or irresponsible observers should be reported to the Regional Director, along with documentation to prove the problem. Copies should also be sent to the USHGA office. With adequate documentation, the director will be able to pull the offending observer's card, subject to appeal to the Board of Directors. Any three observers together may pull an unqualified flyer's rating. -Ann Got a question? Send it to: Ann Landings, USHGA, Box 66306, Los Angeles, CA 90066.

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Never heard of a guarantee on a MYI hang glider! Novi you have. Leave it to Kitty Howl'\ Kites to be the first to tal<1e the insecurity out of buying a new hang glider. "Will that new glider perform the way I've been led to believe it will? Does it respond predictably to light control pressures? Does it have the low sinl<1 rate and broad speed range I'm expecting? Are launch and landing characteristics docile or unneNing?" Worries lil<1e these con mal<1e buying a new hang glider a nightmare. Gut not any more. Read the text of our newJO-doyguaronree. lfyou buy a new hang gl icier from us you hove JO days to decide that the glider will do everything we soy it will, or you can exchange the glider for another model. We con offer this new hind of guarantee because we l<1now what our gliders will do and because of the excellence of the brands we carry-gliders we stal<1e our reputations on. For more information and brochure write:

P.O. GOX J40HG NAGS HEAD. N.C. 27959 (919) 441-6247 or 441-7575

JUNE 1980

Bird's Eye View

Gearing Up For the Big Event by Lauran Emerson In 1975, I took a maternity leave from hang gliding to have Jose. In 1977, I took another maternity leave to have Bonnie. Both times, my obstetrician insisted that I keep my weight gain within an acceptable range, and I managed to space the feeding frenzies accordingly. This winter, during my third leave of absence from flying, I haven't done so well. It's been three months now, and I've gained 10 pounds. My days are filled with baking cookies and cakes and brownies, and eating them. It's gotten out of hand. And I'm not even pregnant. It crept up on me, this eating business. For six weeks after I broke my arm, the heavy cast kept me well aware of what was keeping me out of the sky. Then I got rid of the cast, and I was still grounded. My instincts took over. "Since you're not flying," my body told me, "you must be pregnant." My eating habits followed the body's advice, and I began eating for two. As the scale reported the insidious progress of this new pastime, I concentrated on the benefits of those extra pounds. The variety of gliders available for my weight range increased considerably as I neared the top end of the lightweight category. As soon as I could fly again, the new ballast would enable me to fly faster than I ever had before. Best of all, I wouldn't be rele10

gated to riding on top of the glider rack when the rig was full. The extra pounds might put a dent in someone's wingtube. But the disadvantages of those pounds were just as obvious. My new ballast couldn't be jettisoned, and I'd have to speed through lift as well as sink. No longer would I hear the welcome invitation, "why don't you sit on my lap ... ?" The short walk at Big Southern Butte would be an arduous journey with all the excess baggage, and with my new shape, one false step at the top could start me rolling the whole 2,000 feet to the bottom. Worst of all, my new circumference would increase my parasitic drag. This alone was an unacceptable consequence of my new eating habits. Yet the weeks wore on, and the food bill was the only thing that soared. My discontent grew with my weight. I was grouchy, restless and irritable. My outlook on life became jaded and unreasonable. I began dreaming up new ways of putting the thrill back into my days. I went to see "Harold and Maude" for the fourth time. I got involved in politics. I even attended a USHGA Board meeting. Never before had a forced leave from hang gliding precipitated such a torrent of activity. Chaos reigned at home, and still I dreamed of the thrill that was missing. My mind would have been content with just a few minutes in the air, but my body was preparing for greater things. It kept on putting away those cookies and pies and cakes. The maternity leaves had set a precedent. Tuned in to their happy endings, and unable to differentiate between them and the current circumstances, my body had switched to automatic pilot. For months, it had been gearing itself for the Big Event: the arrival of a new human being. By the time I realized what had happened, the damage was done. I'd been eating for two for too long, and I was wearing the consequences. The time finally came to take the hard line and tell my body that it was misinformed. There was only one way to do it. After three months of waiting, the day finally arrived. Hugh and I took my glider out to the bump at the end of our field. We straightened the down tubes, and I practiced take-offs. My body couldn't take it. The arm was OK, but this was not the sort of event for which the body had been preparing. This Big Event just didn't match past performances. The great expectations had left too much room for disappointment in what actually came to pass. By the end of the day, there was no newborn baby. There were no radiant parents: no excited grandparents and friends sharing the good news. There was just a fat little lady, trying to fly

her glider off a ten-foot bump in the back yard. My head was pretty excited about the afternoon's accomplishments, but my body wasn't. It had spent the whole winter getting ready for a new baby, and resented having to settle for a few dinky hang glider launches instead. The resentment was strong. I was afraid it would be permanent. But I needn't have worried; it only lasted till the next banana cream pie. ~

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NEWS AND NEW PRODUCTS YARNALL WINCH CLINIC

Paul Yarnall of Yarnall Tectonics of Rochester, New York, recently visited Kitty Hawk Kites to present a clinic on his new fixed winch. It's called a fixed winch because it remains in one place and pulls the pilot into the air with its own power, whereas other winches are mounted in a car or boat in order to tow the glider up. The winch works something like a powered fishing reel. It reels the gliders up just like a reel pulls in a fish. When a glider hits a gust of wind the winch slips so that the system is not overloaded or overstressed. The winch eliminates the need for a hill or mountain, or a boat or truck mounted winch. The winch is mounted on a trailer and can be moved to any field or to any wind direction. Ideally you need a field with a run into the wind of about 2,000 ft. You next set the winch up at one end, pull out 2,000 feet of line and hook the glider on the end of the line. A signal man helps the pilot check his tow release and.set the glider at the proper angle of attack. Once the pilot is prepared, standing, holding his glider in the proper position, he tells the signal man to signal the winch operator. A few moments later the winch operator turns on the winch and the pilot is lifted off his feet into the air. Compared to winches used in boat tows, where it looks like the pilot is a sack of mail being jerked off the ground, the Yarnall winch is surprisingly smooth. During the clinic, several pilots flew who had never towed before and thought the winch experience was a piece of cake. One pilot flew who had never towed and who had never had a high-altitude flight. He also made it look easy. Using about 1,000 feet of line, each pilot towed from 300 to 550 feet above the ground, released and flew back to the takeoff spot

for a perfect landing. With 2,000 feet of line you could climb to 800 or 900 feet. We flew all afternoon (30 flights plus) and the winch motor burned only about a gallon of gas. You can launch a pilot about every ten minutes with the system; that's almost 50 flights in an eight-hour period without burning gas in your truck to drive back to the top. Another feature of the system is the Yarnall Bridle which is a 3-way bridle with a release on the end. This system allows you to set up any hang glider for tow very quickly and easily using the glider's standard control bar. It costs $60. One line of the bridle attaches to the top of the control bar while the other two attach to each side of the bar. This system reduces stress on the control bar and also helps avoid lockouts. With this system an:d the winch it is not necessary to replace the glider's control bar with a tow bar. What does all this mean to the sport? It means that intermediate training can be done more safely under much more control. It means that a club in the flatlands can fly as much as they want instead of driving eight hours to the nearest mountain only to find the wind blowing in the wrong direction. It means we now have all the necessary ingredients to open a gliderport like a sailplane port. The difference is we only need a 2,000 foot field (we don't even need a grass strip) and we can put people into the air for a fraction of the cost required for getting them airborne in a sailplane. What the winch will bring to the sport is people. It will make it possible for many more people to become exposed to and participate in the wonderful sport of hang gliding.

LEFT: Jim Johns just at launch showing 3-way bridle. ABOVE: Paul Yarnall and John Farnan discuss the winch with an eager group.

UT AH HANG GLIDING ASSN. PARA CHUTE CLINIC What would you do if you had to deploy your back-up system on your next flight? Would you be able to just "whip it out" or would you have problems? In order to enable local pilots to feel more confident about using their back-up systems, the Utah Hang Gliding Association and Mountain Air Hang Gliders sponsored a Parachute Clinic on Sunday, March 27, 1980. Thirty-one pilots were in attendance for discussion and the deployment of their parachutes from a flight simulator. USHGA Safety Director Ric Lee and Master Rigger Dave Redenbaugh fielded questions from the pilots on how their systems work, how to deploy them, and how to take care of them. Chris Price's excellent articles on parachutes and Dave's expertise in sport parachuting helped to provide technical information. Practice deployments went like this: The pilot clipped into a flight simulator (a control bar suspended six feet in the air). A timer then told the pilot when to deploy. There were two "turbulence generators" (usually Red Howard and Ric) who assisted in creating a quasi-realistic deployment environment. Besides affording pilots the opportunity to gauge their reactions and timing to a deployment situation, we wanted everyone to see just how much strength it takes to pull the chute out of the container and throw it for effective line stretch and bag release. HANG GLIDING

Deployment times varied from two to eleven seconds, with an average of 3.5 seconds. Dave Rodriguez showed us that supine pilots can "whip it out" as quickly as prone pilots; however, most of the supine pilots found that they were unable to stretch the lines and release the parachute from the bag as easily as the prone pilots. The evening ended with a sport parachute film and repacking demonstration provided by Dave. Dave then took all

the parachutes, most of which had not been repacked in a year and a half (FAA recommendation is every 120 days), to repack them. A number of pilots further increased their awareness of their back-up systems by watching and assisting Dave in the repacking. Anyone who needs more information on how to put on a local parachute clinic may contact Ric Lee at Mountain Air Hang Gliders.

FLIGHT SIMULATOR

Striplin Aircraft has recently developed a real flight simulator which is applicable to most ultralights. This simulator is nothing more than a platform mounted on a utility trailer on which the ultralight is tethered. The rear wheels are tied back which will allow them to rise only 3" - 6" above the deck. The tow rope comes from the front bumper of the towing vehicle over the top of the car and through a guide in front of the trailer. The key to the simulator is this guide; it is only a foot wide and is adjustable in height. This only allows the nose of the aircraft to rise a foot before the tow rope hits the guide and causes the angle of attack or yaw to return toward the neutral

CHRONOGRAPH The Instrument Division of Revue Thommen AG, Waldenburg, Switzerland, produces miniature aircraft clocks and aircraft chronographs. The last members of the series are socalled two-function versions of elapsed time clocks. They differ from the chronographs with the MIL-designation A-13 A and ABU11/ A by a unique function of the elapsed time knob. Instead of the fixed threefunction sequence of start, stop and flyback to zero etc., of the standard chronographs, a push of the elapsed time knob of the new types will cause the counter to start; a second push will stop it as usual; a third push, however, will start the counter again. Only by a slight clockwise rotation of the elapsed time knob will the counter fly back to zero. This operation is even possible while the counter is running; it will restart immediately. This clock is available with elapsed time ranges of 12 and 60 minutes and 12 hours, as well as with different dial finishes and integral lighting. Contact: Revue Thommen AG, CH-4437 Waldenburg, Switzerland.

position. Ken Striplin announces that the simulator works very well for orientation and familiarization with a new design, as the aircraft is free to roll, pitch and yaw within limits. One interesting sidelight is that when the trailer hits a bump it can induce turbulence or oscillations in the ultralight, which gives the pilot a little practice in unusual conditions. A diagram for the trailer simulator is free to all who wish to construct and use one. Ken feels that this is a new breakthrough in the most critical part of ultralight flying, which is the pilot's education. Contact: Striplin Aircraft.

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as it," he out brilliant answers on feet very stable craft! had our mad .. us. Four hose and our bamboo crossbar and we dashed off lo the tennis

think

the tennis court, we stood It was ten incredible, monvertical feet to the green cement We couldn't wait until morning or the construction of our cage. After we from the crossbar keel junction, and both of us, in turn, swore the other that he had felt.. .LIFT. It was

in the middle of now that we had tennis court next door. We to the where we were 14

not loo

"Tow it," he said. "I was afraid say that!" I said. "Who's to fly it?" "You are!" he said. seemed to be the one with the creative ideas. One may think that bamboo and kite to car (no release creative. One may one has done that I I Dicky and I the baseball diamond steps. Tl1e first lock-out I've ever seen was through the back window of my old Pontiac. his seemed very could "'"'"""""' maneuver. :He sort floundered off to the (I'm glad we don't use cages

anymore. There's just not room to move around.) Now, with bamboo there's news and bad news in a crash. The that it shatters on impact so the crash very cushioned. The bad news is that when it shatters, it converts into hundreds of that make you think fallen into one of those animal pits the Zulus from the old Tarzan

a hole in sail where hand went it was my turn to fly! drove and bled in my car. It's funny, but when I lifted the craft there was no drum roll, no slow motion, no foreof any sort. But there I was, few short steps staring at the moon. It was turned to beast; it was cute little Linda Blair pea soup; it was blind date to be 11: was all those an surprise. Now I can't say what would have had I held on, but I can say what did I bailed out (no around fif. HANG GLIDING

and from my painful tion, on my back somewhere between third base and home I beheld an went into a full into a full lufawesome! As our creation committed suicide. bamboo member shattered. The sail off the frame and into We

we were out on new hill wHh a new that we had We did quite well. Sometimes we even reached the bottom of the three··to-one This was the est Our bamboo llrankensteins us foll summer's worth of amusement. It amused us; we amused the and the local kid next door amus·· ed everyone when he tried to build a out of green bamboo. After all his labors he dove ii

The author pilots his bamboo bomber. Note sail repair with duct tape.

to call genious. Now I know about rotors, wind and helmets. Back then I just in been feet when well.

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Here's a tip from Greg Williams, Rio Linda, California. Being the typical low-bucks flyer, I just acquired my first vario. It's an old Colver audio-only unit. However, being an electronics technician I knew it should be possible to add a meter to my unit. It was much easier than I thought! For those who still have these units, here are the modifications I've made on mine. What you will need is a small 5,000 D (ohm) trim potentiometer (pot), small enough to fit somewhere in the case, a plug to fit the earphone jack, some wire, and a 1 mA meter, the size and style of which are your choice. I used an edge-reading meter. To make the conversion, remove the back of the vario and carefully lay the foam sensor to the side. Don't pull on the sensor wires! Remove the wire from the speaker to the earphone jack, then take the input wire off the jack and solder it to the speaker. Solder a wire to point A on the circuit board. (This is also pin 7 of the 14-pin I. C.) Solder the other end to either end of the trim pot. Connect the wiper of the trim POT to the input terminal of the jack. The ground wire is already there. Connect the meter to the plug with positive on the inside and negative on the outside. To calibrate, plug the meter into the vario. Turn it on and adjust the center to the max down. Adjust the trim pot so that the meter reads just full scale. It works sort of backwards: the faster you go down the more the meter reads. Now adjust the zero until the warble just starts. The meter should read center scale. If it doesn't, you can carefully adjust the small pot on the circuit board. This sets the warble point. When you're done, mount the trim pot. (I glued mine to the back of the speaker.) Add some numbers to your meter. If you have a friend with an airplane, you can put them in the right spots. Now, enjoy your audio-visual vario! ~ JUNE 1980

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FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders. Tow system w/top and bottom release and flotation $400 with spread shackles additional $ 10 2 point pulley bridle $ 30 Boat release with carabiner $ 45 All orders require 50% deposit. Texas residents add 5% sales tax. Send $1.00 for information package to; KITE ENTERPRISES TelephOne Inquiries Invited; 1403 Austin Street Dave Broyles Irving, Texas 75061, Evenings (214) 438-1623

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1980 SIERRA: PRESSING THE LIMITS OF HIGH PERFORMANCE

introduction. One of my r/('(Jrcst memories in is of you aerohatirs. on how you got involved in Can you them and what they mean to you?

about four years ago when l was l 9 in a Seagull IV. first season expanded my flying to include tight, high-banked turns, "w·hn,nn te doos" (break stalls) and things of that nature. gath1:re,d most of my learning hours at a with flyers like Rene

Dan Racanelli anrJ friend JUN[ l9il0

Angelo! and Lee Sterios lo watch. If you have flown with pilots of similar flair you can understand the need for more out of flying than just airtime. Not until year later, when I got my Cumulus 10, did I start into aerobatic maneuvers. The Cumulus had an excellent range, an important part of an aerobatic glider's abilities. With

"Rae" past vertical 19

"Flying ha a glider 300 feet into a cliff leaves a lasting impression ... After my accident my pace slowed drastically. all that speed, a primo ridge a mile away from the overcrowded flying sites, and an aerobatic curiosity, I learned about stalls, spins, loops, etc. Learning aerobatics at a mediocre ridge was an endless methodical schooling; climb out, glide upwind, perform one or two maneuvers and climb again. This type of learning was excellent for perfecting maneuvers and generally developing my flying skills. Thermaling the mountains of Northern California allowed me my first rewards in true aerobatic freestyle flying.

without really even noticing your progression. Patience is an important virtue. After my accident my pace slowed drastically. In short, don't push the limits, and work to please yourself and not others. You seem to believe in aerobatics in hang gliders. Do you foresee a future for freestyle flying in the

Definitely. In most sports you'll find a form of freestyle. Freestyle isn't usually the mainstay of most

You say that like it doesn't bother you. Doesn't it?

You asked what could happen at worst. It doesn't mean it will happen, especially in a controlled situation. If a fatality were to occur it would probably happen down the road in a true freestyle meet. Hopefully by then an established form of freestyle sport will exist in which one will not feel the urge to outdo the competition by cheating the danger factor.

"In ost sports you find a form of freestyle. Freestyle isn't usually the mainstay of most sports but it is the soul." There isn't anything quite like finishing a long thermaling flight with a 3,000 foot freestyle dance. So basically to learn you just went out and banked and cranked, right?

Basically, yes. But it goes much deeper than that. I had no one to follow after Rene and Lee Sterios. With my heroes gone I was left in the aerobatic world with only Felice in his Fledge doing spins and falling leafs, and my friends John Tutino and Bard Chrisman. Practicing I learned my limits and those of my glider. Learning alone I learned at my own pace, but it was often difficult to decide exactly what that pace should be. Eventually I broke my glider. With hundreds of radical maneuvers practiced and perfected I started practicing stalled 90 to 100 degree wingovers -· which to me are the most beautiful - and I simply got too slow. Coming out the backside of a 100 degree wingover the airspeed is critical; too much speed and the maneuver turns into what we affectionately call a smoogle turn, too little and the result can be a tucked glider. That's what I did. Flying half a glider 300 feet into a cliff leaves a lasting impression. Fortunately for me no lasting physical impressions were left, thanks to the will of God, some healthy ice plants and half a 236 square-foot glider. That experience led me to a learning creed: Never perform maneuvers that haven't been practiced. By never extending yourself beyond unfamiliar maneuvers you slowly accumulate and retain enough information to progress and extend your limits

sports but it is the soul. Freestyle is going to be the dazzling, eye-appealing part of this sport that will make it a successful spectator sport. We'll always need the one-on-one competition that is developing right now but we also need a supplement to draw crowds, gate money and, of course, the media. If you've noticed at meets all you hear from spectators is an occasional "Oh looky there," rarely a "That's incredible." It's the latter that will spread the word. People will come from miles around to see someone defy death. All that need happen now to establish freestyle in hang gliding would be a major "freestyle" meet and the stage would be set. Do you think a meet of this nature could occur now without mishap? I've met enough excelling pilots to stage a freestyle meet that would be a sensational extravaganza that would excite everyone and would without a doubt be without mishap. You say that with such conviction. How can you be sure nothing would go wrong? Hand picking the pilots to be invited would be a move to lower the risk, and a compulsory exercise meet would reduce it further. Still the danger factor has got to be higher than the average meet. At worst what could happen?

A death. HANG GLIDING

then, in a

will foe! the need ,md maneuvers. the way to getting radica I.

just

How would a meet of this nature he held? How would it he ,,cored? I or gymnastics, with com· maneuvers for and mam~uvers with points for serni-

finals. the finalists would be allowed to rnmpete on the true freestyle level. The finals could even be of a compulsory nature. could incorporate a circular course with a at the edge of each

about equipment? What would be used? What would you I' vc flown every glider in the states, the Lazor, Mosquito, Fledge, Lancer and Raven extensively. All

have envelopes. Some have better handling characteristics. Some give up handling for stability or performance. All of these gliders approach the of the Stratus V, hut none offer the unique handling characteristics that make the V

Isn't that opinion a little biased? You rnean because l now own the

company that makes the Stratus'?

Of course it's a little biased. Last year Todd Bomont and I bough1 J & L 1,n,1,,,rm·,~,.,, from Jim Lynn (the designer and builder of the Stratus V). I! asked me that question two years ago, before I became involved with Stratus, !'cl have said the same thing; only then I'd have been outwardly biased about it because then there were no close comparisons besides the Fledgling. In my opinion, truthful opinion, it's the for the insatiable flyer but not the for the average weekend pilot. It's a that you have to fly all the time. Unlike most production gliders it doesn't fly itself unless you're in a clean core or smooth air ctetir11t£'/.1J have a visually

that never seems to overIf l'rn correct you the '79 Nationals ut maneuvers, the last of ·was loo close lo the ground to a chute. Yes. that I was already out of the meet, due to certification hassles and rule changes, I couldn't any harm in putting to use some of that JUNF 1980

thick, air that the site offers. It seems that l was the insurance policy. As far as doing maneuvers too low to the ground to save myself "in case," like I said I never myself to impress someone, What I did at that meet was of an (acrobatically speaking) routine nature and didn't even approach the type of maneuver it takes to break a glider. I wasn't wearing a chute. I only carry one when there's a chance of my glider, like in thermals or high winds.

Do you think aerobatics is a passing within tlie sport, or u passing fad with individual A re r>ilots going out und getting radical to save their egos because rouldn't out? I think skying out is passing fad, or at least the ego feeding that's derived from it. As for aerobatics being a passing fad for individual pilots; yes I've seen that before. A pilot tries tu impress spectators by surviving radical manPuvers that ar!' even scaring him. These pilots eventually come of age. Do you think that the use of parachutes, certifiration and stronger in has crrated a created a problem? If the attitude that exists doesn't that could be the case, But it's not overconfidence in the equipment that presents the greatest it's the ego of the acrobat. If is not and controlled, hut ignored, it will be easy for a rnnfused pilot to push a little too far to turn heads and hurt himself. I don't think it's the or certifi··· ca1ion that's on; it's just plain coming of age. It's just time for free .. in this sport, definitely needs control. Moreover, it needs fuel to grow and the sport. It has allowed me to become more personally involved with flight. There's an old saying, "Freedom lies in be .. ing bold." Fn°•PstvlP is teething and those who hold their hand over its mouth are gonna get hit. "IIIP"' 21

GET INTO THE

SPIRIT The 1980 Spirit offers the intermediate through high performance competition pilot the best of all possible qualities - handling that rivals the best of the best - and performance that is second to none. It didn't start that wav, but after nine months of hard work and numerous changes the Spirit has emerged as the most polished, well thought out glider for 1980. Designed by Larry Newman, Keith Nichols, and J.C. Brown, the Spirit offers handling that is normally associated with the Olympus. The Spirit brings you performance superior to anything you've seen yet. Although no flight similarities exist between the Spirit and the discontinued Floater, the structural and pitching integrity are even better. Landing and takeoff ease rival that of the Dove. The unique floating crossbar has enhanced handling to permit perfectly coordinated fingertip control. It allows the pilot to maneuver in and out of turns with complete confidence while working tenuous lift conditions. The crossbar is also mounted above the leading edges and keel in the slower moving air closest to the sail. This reduces parasite drag, thus improving performance. The crossbar ends have been matched to the leading edge airfoil shape, a further enhancement of performance. Special tip tensioners keep the sail tight and eliminate flutter at any speed. Cleanliness and simplicity abound on the Spirit. No attention to detail has been overlooked. Total assembly I disassembly of the Spirit challenges all superlatives for speed - 4 to s minutes is not unreasonable. That means your sunset flights won't result in searching out your equipment in the dark.

we are really proud of the Spirit. comparing it to other gliders, we should be. It's simply the best there is. cet into the Spirit. It's a flying experience you won't forget!

For a demonstration flight contact your local Electra Flyer dearer:

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CONSUMER INFORMATION Advisory To Fledge Pilots It has come to our attention that we must encourage people to take special care in preflighting their Fledglings; and that there are two areas in particular which should be checked on a regular schedule. As the wing is controlled by rudders, it is advised that each Fledge pilot should constantly check the control cables. The entire cable (both sides) should be checked for kinks, frays, or broken strands. You should also take the time to check the areas where the cable passes through cable guides (at the

downtubes and inside the wing at the outboard compression struts). The cable has a backup portion swagged into the main cable as it passes through the downtube guide; take special care in checking the main cable here. Also each pilot should make certain that the cable is not binding, fraying, etc. where it passes through the bell-crank at the rudder. The cables pass through the bolt and are held in place by two nylon washers sandwiched between two nyloc-nuts. Make certain the cable is centered on the hole (of the bolt) and that the bolt is free to pivot. We have also heard that in very highspeed situations, certain pilots claim the wing will "feel" neutral. First we make a point that such speed situations, especially in aerobatics, are highly discouraged. Secondly we must ask pilots to positively check their ribs against their rib diagrams. It is essential that the ribs conform to the diagram, especially the reflexed section. People sitting on your ribs should be avoided.In your opinion, if you want the wing to be even more pitch positive, then it is allowable to increase the amount of reflex by a "rib's-width" when compared to the "stock" position. Again, check the ribs often. All of these points have been covered extensively in the Owner's Manual and we suggest all pilots review this guide. For

those that do not own one anymore, contact Manta and we will forward one to you. If you do not have a rib diagram, contact Manta immediately and send 53.00. Finally, for those pilots interested in flying Fledges in this year's competition, you should contact Manta for a Specification Compliance Sheet which will supply you with the correct dimensions for your wing. Judges will be checking all wings (RogalloRigid) to make certain they comply to the original Certification Specifications. Send $2.00 for a complete sheet and diagram.

JUNE 7 · 8. USHGA Instructor Certification Clinic, Lookout Mtn. flight park. Rt. 2, Box 215-h, Rising Fawn, GA 30738. (404) 398-3541. Write or call for information.

JULY. Dog Mountain hang glider sky diver accuracy meet. Contact: Richard Girard, 630 M St. N.E. Apt. 10, Auburn, WA (206) 939-4725.

JULY 4 · 6. Third annual Las Vegas fun fly-in. Desert conditions, cliff launch, top landing. Contact: Brian Way, (702) 733-5944, or 878-6422.

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.

JULY 4 · 6. Region 7 qualification meet, Hager City, Wisconsin. Contact: Minnesota Glider Co. (612) 870-0096.

JULY 5 · 6. Third annual Florida glide-in for motorized hang gliders and microlights. Perry-Foley airport, Perry, Fla. Send SASE to: Michael J. Grossberg, P.O. Box 50961, Jacksonville, Fla. 32250. (904) 246-2568.

JUNE 19, 22. Region 2 qualify. ing meet, Elk Mtr., Upper Lake, CA. All gliders must be certified. All pilots required to have parachutes. Entry fee $40, limit 60 pilots. Check payable to NCHGA. Contact: Mark Brady, 6987 Oak Ave., Folsom, CA 95630. JUNE 21 · 22. Homecoming Meet, 8th Annual Cochrane Meet, Cochrane, Alberta, Canada. JUNE 28 · JULY 2. Second an· nual X-C Open.June 21-25, X-C Qualifier. July 5-13; third an· nual X·C Classic. Contact: Don Partridge, Route 4, Box 3a, Bishop, CA 93514 (714) 873-4434.

JUNE 1980

JULY 4, 6. Fun meet to be held at Lookout Mtn. flight park. Amateur and open classes. Contact: Rt. 2, Box 215-h, Rising Fawn, GA. 30738 (404) 398-3541.

JULY 4 · 6. Region 6 Qualification meet. Talihina, OK. Contact: Mike O'Leary, 2307 S.E. 50th Terr., Oklahoma City, OK 73129. JULY 4 · 6. Eighth annual national soaring and hang gliding festival competition, Frankfort, Mich. $15 entry fee. Limit 30 pilots. Contact: Jim Nelson, Eco-Flight Hang Gliders, P.O. Box 188, Benzonia, Mich. 49616 (616) 882-5070.

JULY 4 · 6. Open fly-in, Anaconda, Montana Elevation 2,000'. Intermediate or advanced only. $500 in prizes. Contact: Dennis Sitton, 1112 112 E. 4th, Anaconda, MT 59711 (406) 563-2758.

JULY 17 , 20. Mt. Swansea Cross-Country Meet, Canada (Vernon, B.C.) JULY 23 · 27. The World Invitational Grouse Mt. Hang Gliding Championships. Contact: Don Whitemore c/o Seagull Aircraft, 1160 Mark Ave., Carpinteria, CA 93103.

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

Available through dealers worldwide. Contact Wills Wing for the dealer nearest you. WILLS WING, INC. 1208-H E. Walnut Santa Ana, CA 92701 (714) 547-1344

AUGUST 16 · 25. July 25 deadline. 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. AUGUST 23 · SEPTEMBER 1. Canadian Nationals, Mt. St. Pierre, Quebec. SEPTEMBER 2 · 7. Masters of Hang Gliding Championship, Grandfather Mountain. Contact: Hugh Morton, Box 128, Linville, NC 28646. (704) 733-2355. SEPTEMBER 13 · 23. U.S. National Hang Gliding Championships. Ellenville, New York. Contact: Aerial Techniques (914) 647-3439. OCTOBER 11 · 19. American Cup, Chattanooga, TN. Annual cross country challenge. Contact: Fort Smith Hang Gliding Club, 1015 S. 19th St., Fort Smith, Ark. 72901.

PILOT by Glenn Brinks

After Joe Diamond's tragic crash, a group of pilots and friends of Joe got together, determined to do something, anything. Emotions ran high, the loss was too close to permit calm deliberation. Many had opinions, recently formed and strongly held and wanted to act on them immediately. Some tried to pinpoint the exact cause of the accident, some suggested having an independent authority flight test different glider/engine combinations and publish the results, some wanted to publish a safetyoriented newsletter while others wanted to get the group organized and decide on specific goals later. Eventually a consensus was formed that the primary need was for a national organization to organize and coordinate efforts to improve powered hang glider safety. With an eye toward becoming that national organization, the group chose the name United States Microlight Aviation Association. Initial goals included publishing a newsletter, establishing a rating system for pilots and examiners, acting as liaison between the microlight community and government

agencies such as the FAA, providing accurate information on microlights to the news media, organizing technical seminars and fly-ins, and eventually being the sanctioning body for record attempts, etc. In short, all the sort of functions performed by the U.S. Hang Gliding Assn., the Experimental Aircraft Assn., and the Soaring Society of America for their portions of the sport. The group was just gaining momentum when the EAA announced a January meeting and brought a letter describing the USMAA and offering its help in whatever the EAA decided to do. At the meeting, the decision was made to bring the microlight movement under the auspices of the EAA and the USMAA found itself out of a job. Competing with the resources of the EAA would be impossible, and considering their record in providing information, dealing with governmental agencies and the like, there is really no reason to try. A simple vote changed the name of the USMAA to the Southern California Microlight Aviation Assn., and the decision was made to become a chapter of the EAA as

soon as the details of the new ultralight division are worked out. So, without the responsibility of trying to provide national leadership, the SCMAA was free to concentrate on local activities and projects. First priority was to keep the Diamond Powered Ultralight Meet going.

Perris Fly-In Putting on a fly-in seemed like a simple enough project. After all, there can't be all that much involved, right? Wrong. We soon found out that there's more to staging a meet than standing at the gate, collecting admissions. After a request from the family not to use the Diamond name, the meet was renamed the Perris Fly-In. The first job was getting permission to use the airport and then determining what areas could be used by the microlights. Great fun, since Southern California had just gone through some of the worst rains and floods in its history and most of Perris Airport was under water. Next, the flight patterns had to be set up to HANG GLIDING

keep everyone out of the way of the other aircraft (especially the jump planes) using the airport. Rules of the meet had to be written, hopefully achieving adequate safety without being too restrictive. Ditto for the safety inspection guidelines. We had to decide what activities to hold at the meetwith the restriction that for any activity chosen, we'd have to provide the needed equipment, (ever try to borrow a severalhundred dollar dB meter?). We also needed trophies. I innocently suggested wall plaques shaped like propellers and anyone who has worked with committees could predict the outcome. I ended up having to make them myself. Next time I'll keep quiet. The meet also required publicity - articles and calendar items to be sent to Hang Gliding, Glider Rider and Sport Aviation, posters, flyers and letters to all the local newspapers, and radio and TV stations. T-shirts had to be printed up and this required a sponsor - The Hang Glider Shop in La Habra, Cal. The cross country flight route had to be pre-flown, permission to land at Hemet had to be arranged, the route had to be double and triple checked to ensure adequate separation from some very heavily travelled airways in the area and maps had to be made up of the final route. Other chores included arranging the technical seminars and getting qualified speakers, setting up the parking arrangements and so forth. Finally, information packages had to be sent out to local pilots and manufacturers and the registration had to be processed. All in all, a sizable amount of work, and every job was done by a volunteer. This is being written a week before the fly-in so last minute preparations are being made and no one knows how the fly-in will turn out. If it's a success, the people to thank are Dan Abbott, J.B. Allred, John Ballantyne, Bob Bowen, Jack Britton, Steve Grant, Tom Milkie, Bill Northey and Jay Schmitt.

To make a thread chaser, just file a few notches around the threaded section of an old plug (see drawing). Try to keep the edges as sharp as possible. Remove the burrs, put a dab of grease in the notches and then slowly screw it into place. If a lot of resistance is felt, back it out a quarter turn and then continue. When the chaser is screwed in all the way, (it doesn't have to be tightened) back it out and any crud that was on the threads should now be embedded in the grease. A Q-tip and some solvent or gasoline can be used to remove any grease left in the threads. ~

LITEK VARIOMETER A light weight (20 oz.) audio visual variometer with large meter face. 12,000 feet/minute up or down. Two audio signals. One year warranty against defects. Includes Odyssey instrument bag

GISCHARD ALTIMETER A German made, fully geared altimeter that is temperature compensated. Meter lace measures 2 3/8 inches in diameter. 100 ft. increments from 0-16, CXXl feet. Zippered and lined case included.

COLVER VARIOMETER An audio and visual variometer with a dual audio range for achieving the ultimate in sensitivity. A dampened visual display gives excellent perlormance results. Two power sources and earphone jack.

HALL WIND METER

Spark Plug Thread Chaser If a spark plug can't be screwed all the way down with finger pressure alone, then the threads are either filled with crud or partially stripped. A thread tap will clean them up if they are salvageable, but if you don't have a tap, you can make up a thread chaser out of an old spark plug. A thread chaser won't cut new threads like a proper tap will, but it will do a nice job of cleaning the crud out of existing threads. JUNE 1980

A floating disc wind/air speed indicator designed specifically for hang gliding. Hand held or glider mounted. Available in km/h. m.p.h or knots. Each meter comes with a velcro closed instrument bag. STOCr: 1W 02-0~00

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And the Altimaster mounts practically anywhere - on your hanglider, your harness or your wrist. (It's so small that you probably didn't notice the Altimaster worn by the pilot above.) So stop guessing. Use the coupon below to order your Altimaster II today.

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1979 SSE, Inc. Altima'.>Ler is a trademark. Photo by Carl Bocnish.

I I I

THE ART AND LORE OF THERMAL SOARING · PARTV © copyright by Dennis Pagen

In less than ten years, the sport of hang gliding has progressed from the songbird stage to resemble the unbound soaring of an eagle. Glider designs have changed from the basic delta shape to sophisticated, highperforming wings, optimized for handling and low sink rate in turns. Flying skill, too, has improved dramatically in the course of the decade. The average hang glider pilot has evolved into an efficient thermalling aviator. The format of hang gliding competition has also progressed to reflect the emphasis on soaring skills. I recall a particularly exciting flight in the 1979 Nationals at Crestline, California that illustrates the results of efficient thermal flying. The task for the day required a one-on-one flight to a gate on the flat about a mile and a half from launch, within fifteen minutes. After this line was crossed, the requirement was pure duration - stay up as long as possible up to twenty minutes. Typical of my luck in that contest, I drew Mike Arrambide flying a Moyes Maxi, a pilot/glider combination hard to beat in any situation. We launched simultaneously from the 3,000-foot hill and drifted to the right to call on the resident thermal. This must have been his day off, for we didn't meet a wisp of lift. After muddling around a bit in the disappointing air at the mountain crest, we both headed out to achieve our line crossing. With head down, elbows tucked and toes pointed, all we could do was maintain an efficient glide for over a mile. When we reached the flat, I was a little above and ahead of Mike due to my Sirocco Ill's flatter glide. I looked at my altimeter and saw we had only 300 feet above the landing area. "Looks like a pure sink rate contest," I thought. "Maybe if I throw out my chute I'll come down slower." Just as matters started looking grim, I hit a bubble of lift. I paused to make sure I wasn't just being teased, then prodded my glider around ever so carefully when my vario kept beeping. Out of the corner of my 28

eye, I saw Mike turning in his own green patch. I half expected to lose my blessed lift, but with intense concentration, I managed to complete about ten 360's and gain 100 feet. The thermal disappeared so I went hunting with Mike in hot pursuit. We both found little plots of rising air and continued working. We rose higher and the lift got better as the thermals combined and picked up momentum. Also, we were drifting further and further from the landing area. At one point I noted that we probably wouldn't make it back to land for a score if the lift suddenly died. I ignored this unpleasant thought and kept turning for the elusive cores. All this time, Mike and I were neck and neck. Sometimes we were in the same thermal chasing each other around like cats and dogs. Finally, the thermals got larger and smoother and we were on our way up for sure. I gained about 4,000 feet over the foothills and Mike picked up more altitude back over the mountains at Pine Flats. We had earned our twenty minutes. The flight ended with a spot landing (which I lost by stepping two feet over the bull's eye ring). After we hauled our gliders out of the landing area, we sat around raving about the exciting flight. It had been an intense 40 minutes of airtime. We had both used our utmost skill in locating thermals and finding the thermal core. Our variometers were the most useful piece of equipment in the early portion of the flight. It is precisely this reason why a variometer is a fixture on practically every thermal pilot's control bar.

THE INSIDE INFORMATION A vario (short for variometer) is a device that indicates vertical motion. When you move up or down in flight, your vario lets you know how fast this motion is through a visual readout, an audio signal or both.

Visual readouts are usually in the form of a dial or a pellet moving along a scale, while audio signals can be anything from a soft wailing or hum to the chirping of a robin in heat. Most varios alter the audio tone as vertical motion changes. Some produce an audio signal during upward motion or lift conditions only. By what mysterious method do these little black boxes detect a change in vertical velocity? All the vario designs currently used for hang gliding simply measure the changing air pressure as a pilot climbs or descends. As you know, the higher you go, the lower the pressure of the air (a drop of about 3 % per thousand feet normally occurs). We can create an altimeter (to indicate how high we are) simply by measuring the absolute pressure at any level, while a variometer measures the rate of change of this pressure. The greater our vertical velocity, the greater the rate of change of pressure we will detect. There are three basic vario designs on the market. These are shown schematically in figure 1. The first drawing shows a typical pellet variometer. In this design, a flask, insulated to reduce temperature effects, is connected to two tapered chambers containing a pellet in each. As the variometer rises, pressure drops which results in the flow of air out of the flask. This air flows through the chambers and raises one pellet. The greater the change in pressure, the faster the flow and thus, the higher the pellet rises. When the motion is downward, air flows into the flask raising the pellet in the other chamber. The second vario design uses a similar flask arrangement, while the in and out air flow is detected by electronic means. Flow sensors (consisting of heat sensitive resistors, or thermistors) produce a signal which is amplified, then tailored to drive the visual and audio output. The third drawing illustrates the varios that dispense with the flask and use a small enclosed chamber or aneroid to detect HANG GLIDING

pressure changes. Instead of sensing air flow, a movable membrane varies the core position of a coil (inductor) as pressure changes force the membrane in or out. A small bleed hole or capillary is opened in the aneroid chamber to allow air to enter and escape in a limited manner. Thus, if you stop vertical movement, the pressure inside the aneroid chamber equalizes with the pressure outside, reducing the output signal to zero. On the other hand, if vertical motion continues, the pressure inside the chamber will not match the outside pressure and an output signal will result. The size of the capillary hole determines the sensitivity of this type of instrument. A fourth vario design (not pictured) incorporates a pressure transducer - a small electronic device designed specifically to measure fluid pressure. A signal from the transducer is used to produce the output variations. For more information on the internal operation of variometers, please see the article by Paul Nicholson in January 1978 Hang Gliding.

too low by almost 20 % . The last source of error caused by the atmosphere is due to the movement of high and low pressure systems. When a widespread low pressure area moves in, our varios read lower than they should. All of these density errors are described by the following formula: Va = Vi (dclda), where V = actual vertical velocity; Vi = indicated vertical velocity; de = density of the air at which the vario was calibrated; and da = actual density of the air. In a hang glider, it is not too important to compensate for these errors since values of lift will still register greater or lesser, according to their relative strength. In general, a hang glider must make efficient use of the lift in a small area and not be too worried about shooting out a mile or so to look for better lift, a technique that requires more accurate knowledge of the absolute vertical velocity of the air. An internal source of error in a variometer is that of delay, both in initiation and extinction of the signal when ver-

naturally register on your vario. This is proper, since you are changing your vertical velocity. However, when thermalling, the vario will not distinguish these stick thermals from the real thing. Thus, totalenergy variometers were developed to detect airspeed as well as vertical velocity and thereby correct for changes in vertical velocity due to nosing the craft up or down. Total-energy sailplanes are commonly used in sailplanes. Hang glider pilots, with their bodies in the airstream, should develop the ability to detect airspeed changes and thus stick thermals through practice. Of course, practicing efficient and intuitive control is half the fun of thermal flying. In passing, we should mention the netto variometer. This device automatically compensates for the sink rate of the aircraft at all speeds, thus giving the vertical velocity of the airmass not the aircraft. This is very useful when following speed-to-fly techniques (see Hang Gliding for Advanced Pilots by this author). Again, however, hang glider flying is not yet to this level of

UP IND ICAIION

Pe'.LLcT ANEROID CHAMBER..

TYPE=

Fl GURI= I.

SOURCES OF ERROR

How accurate are the varios used for hang gliding? As we shall see, there are several sources of error in a vario's readout. Once we understand these errors, they will not reduce the effectiveness of our varios in detecting thermals and joining the core. One source of error is temperature and humidity changes on different days and at different altitudes. We all know that air density changes with temperature and humidity. When the air is less dense, a given vertical velocity will produce less drop in pressure, so less air will flow in and out of the flask, resulting in a low reading. For this reason, most varios are temperature compensated. A similar type of error not compensated for in variometers employing air flow sensing, is that of pressure changes with altitude. In a manner similar to the previous error, these variometers will read low at any altitude above that for which they were originally calibrated. An error of about 3 % per thousand feet is exhibited by all but aneroid type varios due to altitude factors. For example, if you are 6,000 feet above the calibrated level of your vario, it will read JUNE 1980

tical motion starts or stops. This is due to inherent delays in the electronic circuitry as well as gradual cooling and heating of the flask at different altitudes. You can note the delay in your variometer by feeling a surge of lift or sink on a moderate thermal day, then waiting for the audio or visual response. Typical varios experience a delay from fractions of a second to over several seconds. With practice you can compensate for this. The variation of flask temperature is a matter more difficult to deal with since ambient temperature, rate and duration of climb is involved. However, in general, we should understand that after we have been climbing or sinking for some time, our vario will continue to indicate lift or sink for a period (possibly over 20 seconds after long climbs) even after we have stopped our rise or fall. This error is worse for rapid climbs and varies greatly with variometer design. The final problem we should be aware of when using a vario, is that of pilot-induced changes in vertical velocity, or "stick thermals." When you are flying in still air and suddenly pull into a dive, or push out to climb when flying fast, a fall or rise will

sophistication, although it probably will be in the future. USING YOUR VARIO Let's assume you've just purchased a shiny new ultrasensitive, quadruple range, audio-visual, fur-lined stereo vario with the optional woofer and tweeter speakers. Now, how do you use it? First, you must mount it on your glider in an easy to see and reachable location. Hose clamps holding the vario bracket to the control bar down tube is the most expedient method. However, mounting in this manner tends to result in a turning direction preference since it is much easier to observe the vario when turning to the side it is mounted on. A solution for prone pilots is to put the vario at the end of a bracket extending forward and to the center of the control bar. Be sure to keep it within reach so you can change ranges, adjust the audio or turn it on or off in flight. Once you are ready to fly with your vario in its chosen place, turn it on a couple of minutes before your final pre-launch check to let it warm up. Once the readout has stabilized, adjust the vario to indicate zero lift. Check this several times; 29

remember, you cannot zero-adjust your vario in flight with any degree of accuracy. (Most pilots prefer to set the readout slightly below zero so that they are not bothered with extraneous, unworkable bits of lift.) Now, have a good takeoff and explore the sky. As you fly along, glance at your vario to get a feeling for your sink rate in level flight out of lift or sink. If you feel any lift or sink, watch to see how your vario responds. See if you can relate the strength of any lift or sink to the vario's readout. Do you notice how sometimes a sudden reduction in your rate of sink feels like lift? A glance at your vario will let you know when you encounter this "fool's lift." If you run into a thermal, fly straight

of different thermals in a surprisingly few number of flights. Once you have learned a bit about thermal anatomy through exploration, you can begin to rely on a specific technique to help you find the cores or areas of best lift quickly and efficiently. There are several such techniques in practice, but the following method combines the best attributes of the others. Like a moth around a light bulb you want to avoid areas of sink and spend as much time as possible near the hot thermal cor-?. To do this, simply reduce your bank angle when lift is increasing, and steepen your turn when lift is decreasing. The angle of bank should vary from zero to 45 °, being most often 20° to 30°, depending on the size and strength of the thermals. Without a vario, this may be hard to follow in weak conditions. Let's look at a hypothetical thermal and see how this technique works. In figure 2 we see a nice fat thermal just waiting to offer a ride. Assume we are blundering along through the sky until we encounter lift at A. It increases, so we continue flying straight until our vario winds down at B. We make a left turn (the wrong way) and encounter

broadcasting our luck. Notice that the pilot in our illustration turns only to the left. In reality, an experienced thermal flyer can pick up subtle clues that help him turn toward the core more readily. For example, the stretch between A and B as well as D and E would most likely tend to roll a glider to the left since stronger lift is on the right. A sensitive pilot would turn right when the lift began to decrease during these portions of the flight path. The majority of thermals have several cores. Use this technique to center you in the best one you encounter. Don't be afraid to alter your bank and turn direction often. Watch the example of the hawks and vultures in this matter. SPECIAL CONDITIONS

When wind is present, thermals drift and tilt. To remain within a thermal, a pilot must drift along with the thermal as he circles. If we are within the main body of the thermal, performing even banked 360's will provide the proper drift since the wind will push us along with the thermal. However, the situation is different in a

FIG-UR~ 2..

through it and count the seconds that you remain in the lift. This will give you a good idea of the extent of this particular lift patch. If you are flying 20 mph, you are moving almost 30 feet per second. Remember, you'll need a "three second thermal" to allow you to circle in the lift at a reasonable bank angle. Only the strongest thermals will allow you to really roll into a tight circle without decreasing your climb rate. If you have plenty of clearance from the terrain, turn a 180 and see if you can enter the thermal again. This time, judge when you are 2/ , of the way across by counting seconds, then begin a 360 (in the same direction you turned the 180). As you continue circling, widen or tighten your turn and note if your climb rate changes. In this manner, you can maximize your climb. Also, try changing your bank angle during a given portion of the 360 so that you lengthen only one portion of the circle. This action will translate you in the direction of the lengthened arc. Again watch your vario for signs of improvement or loss. Of course, it's very rare to find an accommodating thermal that will let you do so much experimenting in one flight. However, using your vario as a three dimensional mapping device will teach you to judge the strength, size and composition 30

DURl"-,1ION OF VP\1\/lNP l-.EC.- INCREASED TO STAY IN

THl:::RMAL

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sink, so we steepen our turn at C, then flatten it again when lift increases at D. We continue on through the center of the thermal and again turn sharper at E when the lift diminishes, continuing around to F where we open up the turn at the sign of better lift. At G the lift starts lessening so we again bank steeper, then continue around in the same radius since we are now centered in the core and the lift is fairly constant. We circle upward at H with our vario

slanted column thermal. In figure 3, we see a pilot exploiting the lift in a long, slanted column. If he continued to perform regular, continuous 360's, he would fall out below the column as shown at A. This is because his climb rate is always less than that of the rising air and thus, his path is not as steep. The remedy for such a fate is to flatten the upwind portion of the turn thereby repositioning the circular path into the thermal HANG GLIDING

WINO

Pl~Fl L.F-.

FIGURE 4-.

column by lengthening the upwind leg. Of course, the signal of your vario will let you know when this situation occurs, and following the technique of changing bank angle with varying lift will keep you centered in the column. Another special situation occurs near a

ridge in windy conditions. It has been observed by many pilots (myself included) that when circling in a thermal in these conditions, the upwind leg of the turn produces markedly better lift than the downwind leg. This can only be explained by the existence of a gradient - that is, increasing lift on the

upwind leg and decreasing lift on the downwind portion. My own theory on this matter is that the difference is produced by the tilting of the thermal caused by the wind gradient. This has two effects: first, the air enters the thermal at an oblique angle, and secondly, the lift is stronger away from the ridge. Thus as shown in figure 4, a pilot turning on the downwind leg at A encounters diminishing lift. When he turns upwind at B he encounters suddenly increasing lift which then results in greater climb in the upwind leg. As yet, there are many aspects of flying near the ground that still need investigating. A vario is an invaluable tool for checking out micrometeorological phenomena. In everyday thermal flying, a vario is most useful at high altitudes and in very light conditions. I thermalled extensively for three years before I bought a vario. When I did, I found my climbing ability was improved significantly when I was away from visual cues such as the terrain or other gliders. I often turn my vario off to practice flying by sense of feel, sight, sound and smell. However, when I'm trying to eke out the last bit of lift in any airmass, my vario is by my side warbling away. Remember, the mark of a good pilot is versatility. Learn to sniff out the lift in all conditions - with and without a vario . .._.. NEXT: THERMALLING CROSS COUNTRY

ANNOUNCING George Worthington's book entitled "In Search Of World Records." Over 290 pages. The main subject is hang gliding, however, special experiences in sailplanes and navy combat planes are also included. This is an intimate glimpse into the "Who," "Where," "When," "Why," and "How" of 8 official, certified world records. To order, send check or money order to Hang Gliding Press, Box 22552-H, San Diego, California 92122. Prices are $9.95 soft cover and $12.95 for hard cover. Please add an additional $1.50 for mailing and handling. Applicable state taxes will be paid by Hang Gliding Press. Not available in bookstores.

launch

At home in Pacific Beach one year old Bill Lemen decided to gliding endurance record. He it much previous thought, but a great deal There wasn't much work for carpenters in San His was old, an 160 !hat he'd flown litNally hunclreds of hours, and he had no struments. Bill that He was no less tired at 4:30 the next

morning, the 21st. But the wind was rising and from the west, so Bill drove his rusted Gremlin the darkness north toward the cliffs at Pines. He didn't When he got out to unload final time he saw that one of his tires was almost flat. No one was about the while Bill set up his though several cars on the lot wore on their roofs. The inside were

numbly worked parts wing nuts. After machine he labored in wind of twenty miles an hour, walkit down to the launch at the cliffs to rise. Lemen wore lightweight harness that old his As he hooked himself into the its wings and in the wind. It would have been better if he'd sorneone to hold his front wires, to help him launch. When he stood up with the ~HIIP1Al:nrs Off the

over the horizon. minutes later, at 5:45, Geof Lemen above the

hot from excitemPnl and to stay aloft. Sometimes off so he down to the hut close to the cliffs and He the second hour, and cold and stiffness became his worst enemies from then on. There were several lulls before the wind up around nine that morning. For while it was so light most wouldn't risk launch, and then it to blast in rniles an

were in air five third of at the strong winds. But there at any moment, tandem, passengers. Turbulence near the made for launches in the minor landed behind the hill penetrate back out to HANG GLIDING

a 11 owed cleaner the air behind the landing a nationaily--ranked zone. competition pilot, gave a ride to named Known for his as well his abilities, Ledford entertained himself and his passenger by flying to the end of the cliffs at the state "We not be abl<' to get back," Dave remarked as flew northward over the smallest cliffs. There was no beach there. He watched her face for a reaction, but didn't any.

in shear lines. lower bottomed cumulus clouds blew

of the the

and the front

His back was sore, loo, though he the points of often stood up to pn'ssurc on his he hadn't taken any at least he of to faced with the while That afternoon the wind got even mile per hour spurts raised grit in the area. hours in the air, Lemen couldn't rei:·nemt,er what the record was anymore (it and a half hours, held Russ Bunner), but he knew he was getting dose to it. After nine hours he knew he must the Piues endurance record. determined to extend himself a bit further. Weiner came with his new Moswhite one. The got into lift with Herb Fenner's red bicircled to Millionaire's Row, and Scott recorded his altitude maximum at 1,950 feet sea level. Later, when Scott landed time, turbulence and the vortices from another

lift band Lemen rode upon from the southwest, it toward west. Befon,

back, they got lower and lower, as Ledford had known they would against the headwind. He knew the big would make it, been over the route rnany times. But he acted worried, and pointed out the absence of beach below, and as eyes widened Ledford to himself. Then they made the cliffs at the golf course and altitude. relaxed to realize her hands were cold. Always a gentleman, Ledford gave her his but ur,opJ:>ed one, and Ledford watched it sail away behind them he had an instant idea for another "You " he accused. mama gave me those were the hesf I ever had I They were warm and thin and I like them the best of any I ever owned ... " 'Tl! buy some morel I'll get you another " offered Nancy. 'Tm going to spin this diver until you throw up," said Ledford with mock vengefulness, and he to turn a couple eyes popped of (continued on page 36)

nasty bur(1umried on its nose. I! shook Ilerb his bones and bruised his Pines ankle. Fenner, previous rneek about it though with himself, vowing to install some of skid on the wing to it frmn prning again. of the um;te,1dy made

JUN! 19HO

CENTEF!SPREAD: Herb Fenner's

span Riser us bird's eye view of the California coast from almost feet above sea the of Lernen's Photo Grannis.

(continued from page 33)

enough to complete the joke. Ledford relented, straightened out the Maxi, and told her it was all right about the gloves. He brought them down to a soft landing and asked for a kiss. Lemen flew on through the afternoon as these lesser events transpired in the air above him and on the clifftop landing area behind. Despite flying outside and away from everyone else he made so many turns he wore holes in his leather gloves, and his fingers became sore and cold from the sandpaper grips on his control bar. The grips helped retain his grasp when it was wet, but now he was unhappy they were irrevocably glued onto the base tube. The sun was dropping in the west, between the wispy flattened cumulus clouds and gusty little squall lines on the ocean. Bill Lemen flew for nine hours, then ten. He was becoming truly fatigued, a weariness he could no longer lessen by standing up or getting half-seated in his harness. The thought of the hurt the harness was putting on him made him curse it. A newer, more comfortable harness was imperative for extended flight - his muscles ached to the bone. But he had ten hours, and thought maybe he could do eleven. As though it wanted to make things tougher for Lemen, the wind picked up for a last hard blow in the eleventh hour. With just a few more minutes he was assured of

the U.S. continental soaring record. He understood it to be presently held by Vince Ahles of Chattanooga, at eleven hours and two minutes. Lemen was ready to gut it out for twelve hours, so there would be no mistake whatever the official outcome. Midway through his last hour the wind began to subside. It slacked off to a gusty twenty, which still required assistance to launch and caution approaching the landing area, but a reasonable speed for someone who was not fatigued. Pilots waiting on the ground to congratulate Lemen speculated that he might be too tired to stand up on landing, that he might choose to land on the beach. Lemen spent the last moments of his flight soaring in front of the launch, where a small crowd was watching. Bill Lemen flew his hang glider for twelve hours. For the hell of it, he added twelve minutes, and turned in eastward over the cliffs to the landing zone. A half dozen people ran to meet him. To his own surprise he landed easily and on his feet, though he could barely support his Oly to hold it level after he was down. There was shouting, handshaking, an embrace from his girl. Lemen's face was windburned to a meaty red, his pupils contracted like a bennypopping trucker's after a transcontinental haul. At last Lemen's day was over. He asked for a cigarette, and received one, and a can

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of beer. He could hardly sit up or talk, but did both gladly. He remarked with mild surprise that he still didn't have to go to the bathroom. He thought of the flat tire waiting for him on the Gremlin. Since the wind was blowing, flying continued. Outside the shack where Lemen sat in exhaustion Bill Floyd added a flourish to the event by descending standing up and coming down two hundred feet vertically to touch lightly as a piece of paper on a small pile of dirt on top that the pilots were using for a bullseye. "Mount Torrey," they called it. The sun went, and Greg Durkee flew in the light of a half moon until after nine. But the big blow was over, and long before nine Bill Lemen had gone home, looking for a hot meal and a hot bath and the relief of an extended sleep. ~

TORREY PINES ENDURANCE RECORDS Taras Kiceniuk Jr. Taras Kiceniuk Jr. Bob Wills Mike Mitchell Bill Liscomb Herb Fenner Herb Fenner Leif Backe Russ Bunner Bill Lemen

71 2172 1 hr. 11 min. 10/29/72 2 hrs. 26 min. 121 7172 3 hrs. 3 min. 8/13/73 3 hrs. 45 min. 10/15/74 4 hrs. 15 min. 9/18/76 6 hrs. 2 min. 11/11/76 6 hrs. 10 min. 31 6/77 7 hrs. 30 min. 12/19/78 8 hrs. 25 min. 4/21/80 12 hrs. 12 min.

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• Power was the news ttw Perris the Diamond Powered Ultra34 at Perris Valley held How ran power be news at a meet ultralights? In this case, it's Power with a "I'" and that stands for Previous meets saw the pro·· gression from direct-drive MAC 101s and the like, to reduction units with slower turning props and more thrust Some pilots went to the 100cc Yamaha in search of more nrc;pnrnA/Pr and reliability. l3ut it was the that everyone with the power of their direct··drive 336cc Sachs engines. dirt bike motors arc tuned to maximum power hp) at 5500 rpm and cruise at half throttle at about 4000 rpm. On the climbouts at level In

team was out in full force, and not to be outdone, they had a silver with two 820s was well above Eastman his custom

Hustler II. He> mounts a Yamaha IOO up front with a tractor prop and anothC'r Yamaha behind the pilot driving a prop. He chose not to fly it at the meet because he is still refining the position and thrustline of the rear engine. Another the meet was the Electraby Mark Hays. Activities at the meet started off Saturmorning with inspection of the Dan Abbott, a certified Airframe and Powcrplant mechanic. After getting their stickers the pilots were allowed into the air for free flying. About lunch time the contest got underway. A short pattern was laid out, each pilot received one quart of fuel, and points were awarded for the number of completed and number of minutes in the air. the honors on this one, with Lyle of and Torn Drisdale of their Arizona distributors tying for first. Bob Bowen, who works for Honda, started off the seminars with a talk on engines. He discussed the various engines on the market, reliability, oil/gas mixtures and brands that work best and proper

break·in Eric Raymond everyone during the seminars when he flew his from Elsinore. He also a pilot who turned on final just behind Eric. From the ground it may have looked closer than it actually was, but a lot of people breathed easier when the sailplane avoided him and both landed On Tom Mar the feat by soaring the 10 miles from Elsinorr in his Falcon 8. Dan Abbott had the second seminar and discussed how to read a sectional and the importance of Victor and VORs, such as the one just cast of Perris, used as a turnpoint for aircraft March Air Force l:lase. (Just think about hitting the wake vortex from a CSA or even a C·BO!) After the seminar, Dan gave out the written portion of the test for the USHCA power rating. The bomb followed the seminars and Dave Cronk won this by dropping sandwich filled with flour only inches from the target. close with more free flying, a campfirP. Sunday morning abot1t a dozen pilots HANG GLIDING

flew cross-country to Hemet (12 miles) for breakfast. It was a bad flight for Mike Michalski. The gap cover between the upper wings of his Easy Riser came off and destroyed the prop and part of the prop went through his right lower wing. He landed safely and ended up with the "Oh, no!" award . The best workmanship winner was harder to determine as there were many examples of top-notch work. The award was

JUNE1980

OPPOSITE PAGE CLOCKWISE FROM LEFT: Lyle Byrum receives the Best Efficiency trophy from meet director Steve Grant. Note Steve's tuxedo T-shirt. Styrofoam floats on this Eipper Quicksilver allow it to be foot or water launched. Brian Porter was a big hit foot-launching the Voyager he built with Klaus Hill. TOP LEFT: The V-tail Hummers are fast and well-built, but they'll soon have to be registered as experimental aircraft. RIGHT: The Sachs 33Ccc engine gave the Pf/edges impressive performance in climb rate and top speed. CENTER: Volmer Jensen's VJ-24 came with landing gear, ailerons, a new engine location and FAA N-numbers . BELOW LEFT: Eipper 's twin engine Quicksilver with two Chrysler 820s cog-belted to a common prop shaft. BELOW RIGHT: Tom Kardos gets the traditional shirt tail trimming from Walt Kole of Eipper after soloing a powered hang glider for the first time. Last year Kardos flew a Seagull VII into the Cal-USC football game .

based on safety, design, construction, portability and quality of finish. Top contenders were Butch Hasting's Easy Riser with ailerons and wheel fairings, Brian Porter's Voyager, designed and built by Porter and Klaus Hill, Jack Britton's Quicksilver and Berk Eastman's Hustler II, based on a Fledge wing with a tail (rudder and elevator) and stick control. When the points were tallied, the Hustler took the prize and Eastman says he plans to put it in production when he finishes the development work. Craig Catto won the dB (noise) contest with ease, posting a 90 dB level with his Xenoah-powered Goldwing. No one else came close. Interestingly, the Goldwing was also one of the fastest and bestcontrolled microlights at the meet. On the other end of the performance scale, Volmer Jensen brought his VJ-24. This year he equipped it with landing gear, a fairing behind the pilot and a forward mounted engine with a tractor prop carved from a solid blank of Douglas Fir. Despite the size and sophistication of the VJ-24, it had the smallest engine, a belt-reduction MAC 93. Slow perhaps, but the full 3-axis controls (rudder, elevator and ailerons) give Volmer unmatched control authority. This year the VJ-24 sported FAA N-numbers, as it is no longer footlaunchable and Ken Striplin showed up without his FLAC and said the FAA told him he'd need to register his bird as an experimental aircraft. Two Hummers appeared at Perris without N-numbers, but it's apparently only a matter of time until the FAA starts cracking down on the rest of the non-foot-launchable ultralights. An interested observer of all the developments in microlights at Perris was Claude Ryan, one of the most respected men in aviation. He founded Ryan Aircraft (now Teledyne/Ryan), the company that, among many other achievements, built the "Spirit of St. Louis" for Charles Lindbergh. Currently, he's developing a state-of-the-art motor glider, the Ryson Cloudster. He says he watches the microlights because, "There's a lot of originality here ... This is where new ideas are born." As if all of this wasn't enough to fill a weekend, there was a constant show of precision parachute jumping (there's a big school at Perris), including formations in the air and a few jumpers with steerable chutes standing on each others' canopies, hanging upside down in the harness and doing wingovers, screaming and yelling like madmen all the while. And to top it off, hot air balloon races were held on Saturday and Sunday morning in a field across the way from Perris Airport. Perris, 1980. What a weekend! ~ 42

The LOGICAL approach to a complete harness system

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The LOGIC The comfort of a tocoon Is undeniably the most favourable way to pul In a lengthy flight, The AIRBORNl design Is based on lhe realhalion that the cocoon may nol be for every ,ondltlon

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I was given the Hunmingbird last November as a gift from Northern Sky Gliders (the local club for l·linn. and Wisc.) for services as president for the past four years. The

vario has provided at least 85 hours of service and I've been very satisfied the whole time, However, last friday I got into a wind shear and was forced down and had to land into Lake Pepin, along the swollen shores of the Mississippi, Cold muddy water is the norm, especially at this time of the year, All went well with my landing and I was able to get out of the water soon after touchdown to avoid exposure, Hy glider was not quite as fortunate, It sunk to just below the surface and the control bar lodged in a sunken tree. There was no damage to the glider but I figured the vario was shot. After 20 minutes of diving and pulling, I was able to get the glider to shore. I innediately took the vario off, dried the outside and set it on the river bank. As soon as I 80t home, I put it by a mild heater for a day, then let it sit out for a couple of days, Well, it works as well as ever,

LITEK' S HUllllINGBIRD VARIOHETER

Available from your local dealer,

Not only has the vario provided numerous hours of service, but it withstands severe conditions as well, I Hill continue to fly with the Hummingbird and ·will recommend it to others that desire a quality vario at a reasonable price, I might add that half the flying I do is in winter conditions with sub zero temps, Hy experience has made ne a believer and given credibility to Al Gibson's story about the 1500' drop at Dog lfountain, Sincerely,

1101 Lovell Avenue Campbell, CA 95008

John Y- Grebel Bloomington 11N

USHCA REPORTS

Competition Report by Keith Nichols

United States representation in international hang gliding competition needs help. Help financially! We're just not to the point yet where we can get massive government or private assistance. This financial aid must come from within the sport and from its enthusiastic supporters. Often the objection is heard as to why we should pay to support some air junky's habit. The people that voice this complaint should ask if they object to supporting some hockey player's habit in Lake Placed by contributing to the U.S. Olympic Fund, or to supporting some sailplane pilot's habit when George Moffett won the World Open Class Championships twice. In 1973, the year of the first Nationals at Sylmar, CA, Europe had barely heard of hang gliding. In 1975, U.S. pilots and designs proved themselves at the World Meet in Austria. A few top European pilots had come by then to the U.S. and were defeated in competition. In Kossen, 1976, U.S. superiority slipped. The best we could do was second in Class II and fifth in Class I. Though still behind in design, the international pilots were beginning to excel. Unfortunately, the U.S. was still riding on its laurels in the belief that we were still the best. This may or may not have been true (I believe it was), but it wasn't showing up in competition. Then came the 1978 American Cup when a topnotch, well-organized and very well-financed British Team came to the U.S. and blew us out of the air. The BHGA convinced enough people in their country that the national honor of England was important enough that they received donations of over $15,000 for that venture alone. Sound like a lot of money? It was; but when you're talking about sending a 15-man complement across an ocean to stay two weeks in hotels, rent cars, have to travel to the flying site each day and

JUNE 1980

other miscellaneous expenses, $15,000 wasn't even close to being enough. The pilots still had to come up with money of their own. And then they won. National honor and prestige were maintained. In England, they were heroes. Prince Charles hosted an official dinner for them. Britain had established yet another niche of superiority over the upstart colonies. In 1979, we went to the F.A.I. World Championships. We came home with honors and disgrace. In Class II, Rex Miller became the World Champ. Our other Class II pilot, Tom Vayda, took fourth. Clearly a creditable showing. Class I, however, was a different story. Out of six pilots entered, two failed to make the first cut of 50 percent and the highest final standing was Joe Greblo's 18th place. We were a fired up, organized team, but were considerably handicapped financially. Trying to stuff 18 people, 10-12 gliders, etc., into two VW vans and coordinate from the top to the bottom was ridiculous. We couldn't even afford to buy or rent radios an essential item in team competition. (Fortunately, Rene' Coulon of Vol Libre Magazine felt sympathetic enough to loan us two C.B.'s.) Then in October, the British came to Tennessee again. Again they were a polished, wellorangized and financed team. Again they won the American Cup. This year the Canadians were better prepared and organized. Their Nationals were patterned after the American Cup and proved to be a valuable training camp. As a result, they tied the U.S. for second place. The home team? Well, we sort of walked around mumbling things like, "We just didn't get enough practice," and "Just one more round, and we'd beat 'em." Maybe, maybe ... The U.S. has many of the best pilots in the world; its gliders are consistently the safest, most stable craft in the world - able to match performance with the best of them. Virtually all the serious world records in hang gliding were flown in the U.S. We have more pilots in this country than probably any other three combined. We have been forced to take a realistic look at competition in the U.S. We had to consider the U.S. pilot's sense of individualism versus a concept of team organization. We also had to examine the idea of financial support for pilots and teams representing the U.S. in international competitions. Our problem, a three-fold one, is more specific. 1) We lack the way for new competition pilots to work their way up. All contests in this country are restricted in some way. The Regionals are virtually the only meets that can launch a new pilot in national competition. To attend the Nationals, one must do very well at the Regionals. To be invited to the other major contests, one must have done well for years or have won this year's Nationals. It's a Catch 22 and sometimes a vicious one. We need more open contests that will give competition pilots more experience and encourage new ones.

2) We lack organization and we lack an organization. They go hand in hand. We do have the largest national hang gliding association in the world, but their consideration of competition is but a small part of what they must deal with. The Competition and Rules Committee consequently has the responsibility for competitions - both national and international. The two broadrange roals of the Competition and Rules Committee are: 1) to promote more local, regional and national competitions in this country and improve them, and 2) to be able to draw top-notch pilots each year to represent the U.S. in international competition, to prove to the rest of the world that we do have the best pilots.

3) The biggest problem is that of financial and other types of support. Although many countries receive direct government support for their amateur sports, the United States has a longstanding tradition of not overtly supporting amateur athletics. Until now, hang gliding hasn't been sufficiently recognized as a serious international sport to warrant the commerical support that other amateur sports manage to get. In 1979, that began to change. Companies are using hang gliding in commericals, sponsoring tournaments and sponsoring individual pilots; the television networks are giving the sport a lot of exposure after filming the Masters and American Cup and the adventures of Larry Newman teaching Olympic pole vaulter Bob Seagren how to fly for ABC Sports. The U.S. needs to come up with a creditable showing internationally this year. That, along with the recent popular acceptance of the sport, can be turned into a lot more commercial sponsorship - particularly in competition. A company may decide to sponsor a major contest and promote media coverage for it. This will create more contests and result in more pilots getting involved in competition. The United States Hang Gliding Association must now select its U.S. teams for international meets from this greater pool of competition pilots. The pilots that the USHGA selects to represent the U.S. are not so wealthy that they can just go fly all over the world. They are hardworking American citizens that happen to also be very good at flying a hang glider. The 1979 team had a U.C. math professor, a house painter, two partners in a hang glider dealership, a hang glider designer, the project manager for the Gossamer Albatross, etc. .. For many of these people flying is actually secondary to their making a living. It costs money to take time off from a job to travel and compete - time that would normally be spent earning money; not spending it. We (and when I say we, I mean the entire U.S. hang gliding community) need to support these pilots, financially as well as otherwise. The 1979 U.S. World Team received warm-up suits, sport shirts, shoes, equipment bags, etc., from such diverse companies as Nike, U.P. and M.J.B. The team felt and looked like a team; a very important psychological factor in international competition. But when it came to paying the bills, it was still up to the individual sponsor. A number of ways to gain financial support were discussed at the Board of Directors meeting and the Competition and Rules Committee was given the green light to implement some of them. The applications for USHGA new and renewed memberships will have two additions having to do with competition. There will be a box to be checked if you wish one dollar of your membership fee to go directly to the competition fund. There will also be a space to indicate that you are including a certain amount over and above the membership fee to also go directly to the competition fund. Lucky Campbell, USHGA Director from Region 4, is already hard at work to get major contributions for the 1981 U.S. team for Japan. So you can see, United States participation in international competition is getting serious. You're not just supporting some air junky's habit; you're supporting U.S. representatives in an internationally recognized am;;iteur sport. So send in your nickels and dimes, gang - give these people some help. We want to bring the American Cup back to America this year and bring home some Japanese gold next year. It will be great to be able to say that the U.S. has the best competition pilots in the world and to know you're telling the truth. ~

W,A, ROECKER photo by Hettina Oray

With this article, I

ccss Io Ihesc lion to muke u logicul choice us to which interes/ then1. I will br putting at least ten hours airtime, in u/1 types of conditions, in earh I evaluate. l will rat(' each craft as to how well ii in and thermal lift, its set·ll/1, handling, takeoff, and funding charactrristics. Most tantly, I will fell you about tlu• bad points If I I with thr don't like about a certain sliip, rest assured S('e it in print. Therr will be no cows in I his serirs. to do two glider evuluutions per with the June issue, but the munuIf l cannot grt my ,ninimum ten-hour uirtime rrquirement on hoth machines, you may see only one re·· view per issur. A Sffond will upr)t'ar with cuch article. Hopefully, with two opinions on rach we'll have smne revirws.

Without a doubt, the Atlas has the most innovative set-up system I've seen. The keel slider houses the crossbars and control bar junction all in one. Set-up is very basic. Aftpr unzipping the bag, you put the triangle bar together with one ball lock pin. Next, you turn the glider over and attach the front kingpost wire with a miniature carabiner. if the winds are light, you stand the on its nose and release the wings, holding onto the keel. The wings, crossbars and control bar will then slide into to be secured with a second ball preformed ribs into the for preflight.

This month's is the French Atlas. until ihree weeks ago I had never even seen one, and no small wonder. As of this there arc only 26 in the United States. The Atlas is w:'""'' '"" and built in France Quick set-up system in distributor, is importing the glider from France. It is a fairly high aspect, low twist and billow, deflexorless with ribs. Here's what I found out about it. JUNE1980

It look me about seven minutes to set this up the first time. Now, I can do it in four to five minutes easily, provided there's very little wind. The drawbacks to this system become apparent in winds over "[2

mph and in takedowns in In winds over "12 mph you must fold the wings out flat, U.P. style, in the dirt, mud, rocks, snow, etc. This does not promote sail life, f assure you. Also, when disassembling the glider, the slider box sticks at the halfway every time, requiring some point coaxing to get it moving again.

The overall appearance of this glider is stunning. Everything on the airframe is functional. It appears this glider was designed under the "less is more" philosophy and I like it. The sail is a masterpiece. It's so tight with the ribs in place it reminds me of a fixed wing. Look at the photo of the leading closely. Do you see any holes? Notice that the entire upper wing surface has a mini-· mum of irregularities in the critical flow areas. Jean-Michele told me that "J 7 hours of labor go into the construction of a sail. All bolts used on this ship are the allen head variety and each nut has its own custom cap. But watch out: without a dab of contact cement, even these nut caps disappear. The anodizing on the airframe is first rate. All spars are silver; the control bar and kingpost are gold. What don't I like about the construction? Firstly, not all of the cables are coated. the nose-to-tail lower wires and the bridle are. Next Lo that, I would like to see them use Never Kinks so the thimbles don't elongate in event of crash. And, finally, the rib material is quite soft. The glider accidentally flipped over on me one day, while untended, and bent a

rib. When I started to straighten it out, I was amazed at how easy it was to bend back. I would recommend that one carry the ribs separately during transportation. Launch The static balance of this glider is about as good as it gets. Standing in the "ready" position requires no muscle whatsoever. My no-wind takeoffs in this ship have amazed me. It seems to fly in four to six steps even at 6,000' MSL. The windy launches are equally easy. Just keep the nose high when ground handling and taking off and you'll have no trouble. Flying Characteristics Okay! Okay! I can hear you screaming, "But how does it fly?" For these evaluations, I do not just float around for ten hours. I put each and every glider through my own flight tests. I try to measure every parameter I feel is important for the type of pilot the glider is designed for. The Atlas is built with the Advanced pilot in mind. From the very first flight, this was evident in the performance. The sink rate of this machine is incredible. In ridge lift, I can maintain one to two hundred feet over everything I've flown with; in thermals it climbs like crazy. Ah yes, you say, but does it handle? Yes, it does. I had heard from a few people that the handling (on the 1979 models) was on the stiff side. This might have been due to the mylar supported leading edge pockets. The 1980 models have done away with the

A SECOND OPINION by Chris Price There are basically two kinds of gliders on the market: one designed to be sold (consumer-type glider) and the other designed to give an individual a performance advantage in meets, to push what a hang glider is a little further. The Atlas is the second type of glider. In the World Meet last summer in France seven out of the top ten Class One gliders were Atlases. There were a number of Atlases also in the top ten of Class Two. The top pilots from a number of European countries, along with the Brazilians, were flying them. After the World Meet a number of British pilots started flying them in meets like the American Cup. Obviously it is the glider to beat this competition season. It is quick to set up. Time after time the Europeans would set up their Atlases right at five minutes. The handling of the glider is predictable. It does not roll as easily as some gliders do but there is nothing tricky about its handling. It can be thermaled effectively in all kinds of lift. It yaws around a lot at low speeds which can be used to a pilot's advantage to help the glider turn. It also does not have to be flown very carefully to get the performance out of the glider. It is an easy glider to do well in. A lot of other gliders on the market are a lot of piecemeal conglomerations of other people's ideas. The Atlas was very deliberately designed by Gerard Thevenot. It is an original. Most manufacturers give gliders away to

competition pilots. Gerard Thevenot does not. If a top pilot is competing in an Atlas this year it is for one reason. He thought that the money spent on an Atlas was going to help him win. The Atlas is a very expensive glider. Is it worth the money? If a pilot wants a competitive edge on other pilots or wants to look down on his friends it seems to be the answer. Is it the perfect glider? Well, I would like to see the roll rate quickened up a little. Although its performance is impressive from 20 to 35 mph, it will not mush at all at low speeds. At super high speeds its performance is terrible. With the bar to the knees it feels like it rotates and goes straight down. I have had only one IS-minute flight in the Atlas in marginal thermals that had to be worked very close to the rocks. Along with that flight I have talked to a number of other top pilots who have flown the Atlas: Mike Arrambide, Dean Tanji, Torn Wilson, Sterling Stoll and Joe Greblo, and have been chasing them all over the sky in order to reach my conclusions about the glider. During my one flight in the Atlas I had a wing loading of 1.6 in the 175 square foot glider and was easily able to outfly two top pilots from another manufacturer who were test-flying production gliders at a wing loading of 1.1. The glider outperformed their latest hot ship so much it was embarrassing.

overturn it at first. At speeds above minimum sink (indicated 20 mph), you'll find the Atlas quite willing to leap at your command. Thermalling this ship is like magic. When you encounter lift, just push out! After crossing the core, pick up a little speed and start your 360. You'll find once you're established in the core, you can almost go to sleep. The Atlas requires very little "driving" to stay centered and climbing in the lift. As a result, I have had a couple of three-hour long pure thermal flights with little or no arm fatigue. The stall on this glider is very gentle so gentle you can barely feel it coming at first. Tip stalls in a turn are moderate with a tendency to do a 45° rotation towards the stalled wing. Recovery is immediate when you pull in. I've tried my best to spin this glider but the most I can get is 3/4 of a revolution.

After that, it just spirals off or turns into a coordinated 360° turn. (A word of caution here. This glider, among others, picks up speed very rapidly in a spiral dive. You should take care when pulling out so as not to pull a lot of G's.) On some gliders I've flown, you just can't do a decent wingover. This is due to the fact they have poor energy retention. On the Atlas, this is not the case. The glider is capable of maneuvers beyond my desires and HGMA certification. Airframe distortion in flight is minimal. I'm really surprised at how little flex there is in these new deflexorless designs. I've gotten the leading edges on many triple deflexor gliders to bend more in the air. The speed range is unreal. This glider will slow down with my wing loading to almost as slow as a Condor loaded at 1.1. Top speed is an indicated 42 mph with a very good glide at that speed.

Note leading edge sail support

mylar and the handling is light with excellent yaw /roll coupling. In ridge conditions, you can flat turn with a minimum of effort. Just offset your weight about four inches and get back to center as soon as it responds. At very low speeds, i.e. near stall, you might have to high side it a taste due to the fact you'll

HANG GLIDING

I cannot honestly say how good the glide is, but I can give you an example. While making my preliminary flights on our training hill, I was also trying some spot landings. On my second flight ever, I set up a "normal" approach for the glider I had been flying. Seeing that I was going to overshoot my intended mark, I deliberately tried to stretch the glide out as far as I could go. To make a long story short, I went about 250 feet farther than I thought possible. Since then, I have still been amazed at how far I can go with so little altitude. As Jean-Michele put it in his WAC review of this glider, "It is hard to talk about an Atlas without sounding like an a d ."

GLIDER EVALUATION SPEC SHEET Glider Make, Model, Size:

La Mouette Atlas 16, 175 2

Price:

$1,950

Specifications:

Given

Actual

175 ft' 6.2 33' 19' 11'8" Not Given

6.04 32'5" 18'9" 11'6%" 15°

Area: Aspect Ratio: Span: Leading Edge Length: Keel Length: Washout Setting: Billow: Weight:

.so 55 lbs.

59 lbs.

Landing Characteristics Landings are quite straight-forward with this wing. Land into the wind with a strong flair and it won't surprise you. All my landings have been great with the exception of my third one. I have not found any tendency for this glider to nose over or drop a wing. Mistakes I Made While Learning To Fly This Glider I am including this section so you may avoid any pitfalls I've encountered. My biggest mistake in learning to fly this glider was flying it too slowly due to the gentle stall. In the beginning, I was so amazed at how slowly the Atlas flew, I just tried to fly it near a stall all the time. This resulted in overturning the glider (due to the lag time near stall) and my one ankle-ringing landing. On my third landing with the Atlas, I was seeing how well I could mush it on a landing. Since it seemed as if I was descending so slowly I just held the mush all the way down from 20 feet. Needless to say, I was going faster than I thought. Although I did not drop the bar on that landing, my ankles reminded me not to try it again for hours. Summary I found the Atlas to be quite unique with quality construction, broad speed range, great handling and excellent performance. As of this writing, it is the hottest flex wing I have flown. Ric Lee has been flying since early 1974. He currently holds a Master, Instructor, and Observer ratings and has 650 hours' airtime as of this writing. A December 1978 immigrant from San Francisco, he now is a partner in Mountain Air Hang Gliders based in Sandy, Utah. ~ JUNE1980

Net Airtime for Evaluation:

13 hrs. 45 min.

Wing Loading:

1.45 lbs. /ft'

Set-Up Time: At beginning of evaluation period: At end of evaluation period:

7min. 4 - 5 min. easy

Appearance: Overall: Hardware:

Excellent Excellent

Launch Characteristics: Static Balance: No wind: Strong wind:

Excellent Excellent Excellent

Flying Characteristics: Roll Pressure: Roll/Yaw Coupling: Pitch Pressure: Mush-To-Stall: Break Stall: Tip Stall: Spins: Indicated Top Speed: Indicated Stall Speed:

Light Excellent Light to Moderate Gentle Gentle Light, Quick 45 ° Rotation Possible (not easy), % Rev. 42 mph** 15 mph**

Landing Characteristics: Slow, Moderate, or Fast: Parachutable: Tendency To Nose Over: Tendency To Drop A Wing:

Slow Yes None None

*Not ascertainable. * *Taken off bottom of control bar with new Hall meter. Sony, I am unable to give corrected figures with present instruments.

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FLEX! Ill 18', excellent condition, good for lightweight beginner/intermediate. Asking $625. John (714) 493-0230.

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ARIZONA

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefull,, 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 ALPHA 215 - Purple, It. blue, wht. Come fly! $650. Kurt (213) 694-7314, (714) 885-5923. 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 AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. CIRRUS 5 B - Excellent condition. Split panel colors, breakdown model, accessories included. Best offer (301) 239-7959. CUMULUS 10 - 20' Like new. White leading edge, blue sail, sunburst tips. $550. (303) 2523. LANCER 190 - Excellent condition. Custom sail. $850/best offer. (415) 658-9391. MAXI MK. III: Perfect trim, unbelievable sink rate. Two colors to choose from: 1) red, blue & white 2) black & white. 1 flew these gliders in the World Meet and the Nationals. $1,100. All gold Maxi SP. $1,050. (714) 678-1984. Chris Price. NOVA 190 - Excellent condition, 14 hours, breakdown option, cover, $1,100. Price prone harness, parachute, variometer. (805) 492-6055. SEAGULL lOM 1978, manufactured 1179. Perfect condition, tune. Flown in 1979 Nationals. $800. (714) 831-6138 or (714) 547-1344. SST lOOA, 1000 - Both good condition. Best offers. (213) 367-5171 eves. (213) 998-0070 days. WILLS WING XC-185 - Factory trick, fully battened & cambered, breakdown bar. $700. Dan Johnson (714) 751-7449, Costa Mesa.

Rigid Wings CGS SPlTFIRE 18' - Excellent condition. New prone harness, 2 helmets, bag, training wheels. $600. Canton, Ohio (216) 494-2238. CUSTOM QUICKSILVER - 34' span, 4.5' cord, spoilers, tip fences, reinforced king post & tailbooms, cover, rib jig, super clean sail, beautiful: (ctr-tip) 1 white, 1/3 gold, 1/3 orange, 1/3 red, 3 brown, 1 black. Very good condition, ready for motor! $800. Larry (213) 832-7731. EASY RISER - CGS reduction unit. Landing gear, custom box, trailer. $1,250. Rich (303) 449-6316, Ed (303) 499-8236. EASY RISER - Excellent condition. Yellow with black & orange leading edge. Includes car top box. $1,200. (408) 263-1223 evenings.

JUNE1980

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.

CALIFORNIA CHANDELLE SAN FRANCISCO - Since 1973 the largest center for skysailing in Calif. Complete USHGA certified lesson program, be_ginning 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. Mil pas, Santa Barbara, CA 93103 (805) 965-3733. ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315.

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. GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK (formerly Air Space) Beginning through advanced training, specializing in first mountain flights. New 100-acre training facility, plus new shop at launch atop Lookout Mountain. Large and complete selection of gliders and accessories in stock. Best flying site and flight park in the eastern U.S. See us first for all your flying needs! Call or write for free information. (404) 398-3541. Rt. 2, Box 215 H, Rising Fawn, GA 30738. HAWAII HAWAII SCHOOL OF HANG GLIDING - At last beautiful Hawaii has a full service hang gliding center. Complete USHGA certified lesson program. Equipment

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. At the base of Mission Ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SOUTHERN CALIFORNLA HANG GLIDLNG SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Delta Wing, Seagull, Sunbird, and the French "Atlas." All other brands available. Large inventory of parts and accessories. Beginner to advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 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 FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550. GOLDEN SKY SAILS. Distributing Seagull, Electra Flyer, Wills Wing, Odyssey and Golden prone harness. Dealing Lancer, Eipper, J&L, Delta Wing, Manta, UFM,

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 authori· tative, compact, concise, complete and least expensive basio flight manual available. Used as a training texJ by schools worldwide. $1.50 postpaid (Californians add 9¢ sales tax). MANNED KITING. Fly the flatlands with the only book on tow launched hang gliding. Step-by-step inslructions carefully guide the novice through taxi practice, towed flight and release to free Hight. $3.95 postpaid. (Californians add 24¢ sales tax}. SEND FOR FREE DESCRIPTIVE BROCHURE

DAN POYNTER, Box 4232-G, Santa Barbara. CA 93103 53

new and exciting world awaits the largest cross section of pilots

A in the history of hang gliding. Regardless of your piloting skills

-beginner, intermediate, even professional competitor-Delta Wing's Phoenix 60 has something for your own individual seasoning. From its fully adjustable roll response to its wide range of speeds, the 6D will surprise you with its versatility and undemanding flight characteristics as you climb to heights you never before thought possible in such an undemanding glider.

IMMEDIATE DELIVERY Unequaled as the one-step machine that beginners to experts are enjoying, the Phoenix 6D's colorful performance is brilliantly reflected by the beautiful colors in which it's available. Fine sailcloth is crafted into aerodynamically perfect wings which house Delta Wing's most important engineering and design accomplishment: an uncomplicated, rugged airframe built with aircraft-quality alloys (6061-T6) that sets up in minutes, thanks to Delta Wing's quick breakdown feature (no wires or bolts to remove, no deflexors). Phoenix 6D is sure to give you the speed and convenience you demand, as well as the safety and durability that you require.

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

sales, service and rentals available. Drop us a line or give us a call if planning a visit to hang gliding paradise. P.O. Box 460, Kailua, Hawaii 96734. (808) 262-8616. Aloha!

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.

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 Pl., Honolulu, Hawaii 96825. (808) 377-9804.

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.

NORTH CAROLINA

TRADEWINDS HANG GLIDING CENTER - Rental gliders, lessons. Box 543, Kailua, HI 96734. (808) 373-8557. IOWA THE FOUR WINDS! New and used gliders. Power units and complete powered flex wings. Dealer for Bennett, Manta, Soarmaster (we take trade-ins). USHGA Certified instruction with flight simulator Hang Ratings I-IV. Come see our showroom. It'll be love at first flight! 2708 Mt. Vernon Rd., S.E., Cedar Rapids, IA 52403. (319) 365-6057, 366-3989. KANSAS MONARCH FL YING MACHINES - The Kansas City area source for ail major brand gliders, power packs, parts, accessories, repairs. USHGA Certified Instructors. 7624 Marty, Overland Park, KS 66204. (913) 649-1837. 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. MICHIGAN

MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located 3/, 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.

NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 (612) 489-8300. MONTANA

NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all makes of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842. 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.

THE HANG-GLIDER SHOP. The only pros since 1975 in OKC. USHGA certified instructors, power, towing, club membership. 612 Hunter Hill, Okla. City, OK 73127. (405) 767-3125. OREGON SUPERFLY HANG GLIDERS - Beginner & Novice lessons with USHGA Certified Instructors. In stock: New & used gliders, parts & accessories, Advanced Air chutes. Featuring Ultralite Products, Wills Wing, with other brands available. 853 N.E. 8th St., Grants Pass, OR 97526. (503) 479-0826. PENNSYLVANIA BALD EAGLE HANG GLIDING. 146 N. Fourth St., Hughesville, PA 17737. (717) 584-5275.

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. 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 STAR HANG

,"; ~~~~:J~~·tr:~:~: ; • Send $4.95 plus $1.00

!or postage and handling to

DOM INDUSTRIES P.O. BOX 388-V DOVER, N.H. 03820

NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction,

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine .. The Post Office returns undeliverable magazines to us and charges us 25¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation.

JUNE 1980

OKLAHOMA

TENNESSEE

MINNESOTA

INTERESTED IN FL YING? Write: BEARTOOTH HANG GLIDERS, P.O. Box 21116, Billings, MT 59104.

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.

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.

lf< ::c

. \, ~)r----.-JIH CONTROL BAR VARIO .\.fol)e/ 1

,ij

-------<(jf::l,'C;J

Dealer Inquiry Invited . .

U Pe/fe1

Variomelers - Naturally Powered

I.I.I

1 Vario Readout

::c I-

MODEL

Olasl mu!! be supplied by U1e1J MODEL

MOUNTED ON TUFFY EXTENSION BAR.

2 Control Bar Vario

Order from your local dealer. If unavailable locally, !hen order '

39,00

may be placed with manufac1urer.

and

A Partial List of Dealers:

42.00

Mainair Sports, England Air Space, TN., GA.

Complete ready to mount 66.00

3 Helmet Mount Vario (complete)

Crystal Afr Sporh, TN. Yarnell Techionics, New York Bird Man Enterprises, Alb., Canada Hans CJiden ol N. Ca!i/. P & R Wings, Or.

0 ready to mount 77.00 GUARANTEE: 12" "Swing Away" Extension Bar 15.00 Tuffy u MODEL

I.I.I

a::c

·u

60 days - Satisfaclion or Refund

Model #2 and Tuffy 12"

76.00

MAKIKI ELECTRONICS P.O. Box 629 • Hauula, Hawaii 96717 , Phone (808) 293·93<18

1 year - Ag~inst Mfg. Def eels

MAIL ORDER INFO. Mi~e piymem 'via check. M.O. bank drifl, eic. Do no/ send cash.Wepayshipp1nginU'S fo1eignorders mi~e p1~ment In U.S.. monie1,ir.cludH$5.00 ellfi t.;r 1111hipmeni. COD CHARGES Sl.S-O EXJRA

*** NEW *** THE ONLY COMPLETE MANUAL ON THE SPORT OF

POWERED

ULTRALIGHTS TAKE HANG GLIDING WITH YOU

OVER

90 PHOTOS AND ILLUSTRATIONS

DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!! NAME

USHGA # - - - ~

OLD ADDRESS STATE _ _ ZIP _ _

CITY

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:

NEW ADDRESS

$5.95 + 60<1: POSTAGE SPORT AVIATION MICROMETEOROLOGY • HANG GLIDING FLYING SKILLS - $5.95 + 60¢ POSTAGE A BASIC TRAINING MANUAL • HANG GLIDING FOR ADVANCED PILOTS - $6.95 + 60<!: POSTAGE

• FL YING CONDITIONS -

CITY _ _ _ _ _ _ STATE -~ZIP---~ LAST ISSUE RECEIVED (PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

$10.95 + 60¢ POSTAGE FOR ANY TWO $14.95 + 90¢ POSTAGE FOR ANY THREE $21.95 + 90¢ POSTAGE FOR ALL FOUR

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 AngPles, CA 90066.

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.

Please send pairs Control bar protectors at $20/ pair. Specify:

D 1"

D 1-118"

D UPS o Parcel Post D Check or money order

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

CONTROL BAR PROTECTORS

What's more, they're all hand-crafted in 100% nylon (durable, washable, waterresistant) with velcro closures. And, they're so trim and lightweight that they contour to your body!

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

enclosed

D C.0.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 1-118" 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

"The Only Comp/e.te Book On Hang Gliders. Transcends and Obsoletes Everything in Print!" Get the total story on:

''you're a serious

• Flying Techniques hanq q/ider pilot! • Flyer Physiology That's exactly why • Tap Models Analyzed ou ne1:1d to read • Fllght Performance THE • Flying Qualllles HANG • Aerodynamics GLIDER'S • Design Parameters BIBLE." • Human Factors • The Polar Curve • Dive Recovery , 480 pages • 306 Illustrations• • Winds and Weather \ ~TO RfC[!VEYOUR OWN PUSOJl.ll COPY, FIU·II, THEN • Structural Integrity \ ,, cu,ourAiDMJJtn,scouPONNow.ooN"TDEUY.oo • Materials and Canstrucllan · ",,,•$;,, ..!'.l!'~'-'--------------• , , ,a.f\'6 'O \ Please-n,shmyco;iyollHEHANOOLIDER'S01BLEtotheaddress \ • Salls and Airframe Flex1b1l1ty \ -'_ ....... _.. , '"'" """"m""''_'°'rr""""""_''"'""''. • ~US-B95t$1pos1agaandhandl,111{S-OhOOur,d) I • Ad vance d Cross• Coun Iry Fl ymg I ::.:us_S1l95+S1poslagaandhandingthardb<lundj I

\~1t, •

• History and Technical Advances • Buying Yourself a Hang Glider • Plus. Seven Large Appendicies

11\ '1..

~;~tt~,rmi1 I ~ !~:~~'.;:~~S<,Af~-~a\·~:~!!.~\~dl~!1 I ~I ;e::~r~~-!d:a~~.~s~~t~~!:'~~-s~l:~~~5a1~\,orn·se1BU, I ;J PO ·Bo,HHH,/trnst,Hg,PA\7111 I

Business Opportunities

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

CRYSTAL AIR SPORTS 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.

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.

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. INFINITY FLIGHT SYSTEMS (Utah's oldest & largest shop) is expanding and needs more instructors. If you'd like to teach Hang Gliding (or Motor Gliding) in Utah's famous mountain country, we'll train you for certification. Earn while you learn. Guaranteed employment. Send resume to INFINITY, 898 So., 900 East, S.L.C., Utah 84102. (801) 359-SOAR.

UTAH'S INFINITY FLIGHT SCHOOL (formerly The Kite Shop) is the area's largest and most experienced with beginning to advanced lessons using CB radios and USHGA advanced "certified" instructors. Complete accessories, rentals, and repairs with exclusive facilities at the Point of the Mtn. training hill. Also, new MOTORIZED ULTRALIGHT SCHOOL, featuring Eagles, Pterodactyls, and Weedhoppers. INFINITY, 898 So., 900 East. S.L.C., Utah. (801) 359-SOAR.

STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOILS, JNC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.

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. WASHINGTON 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. WISCONSIN

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

Parts & Accessories MD-II POWER CONVERSION KIT - Two JO H.P. engines, props, landing gear, hardware - $1,650. 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, Fa!!on, NV 89406. STAINLESS STEEL DEFLEXORS - For Cirrus 3, 5 & Olympus. Order in pairs ($25 for two). T J ENTERPRISES, 1418 He!mond Ln., San Jose, CA 95118 (408) 264-6406.

Publications & Organizations

Emergency Parachutes

SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Fu!! membership $20. Info kit with sample copy $2.00 SSA, P.O. Box 66071, Los Angeles, CA 90066.

LIFE SA VER 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.

Ultralight Powered Flight

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.

SOLO FLIGHT introduces Wisconsin's first Ultralight airport/campgrounds. Wisconsin Dells area. Sales, information, good flying. (608) 666-3261.

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

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

BONNEVILLE AVIATION - Pterodactyl & Fledgling specialists. Kit form or pre-built. Free instruction. Route 1, Inkom, ID 83245 (208) 775-3400. CLOUD 9 SPORT AVIATION - Current Special FREE Riser Runner type undercarriage with powered/unpowered EASY RISER purchase! Other Ultralights and accessories available. 1902 4th Ave., Mankato, MN 56001. (507) 345-6609.

UNLIMIT YOURSELF WITH

UNLIMITED LIFT! You'll like what SOARMASTER does for downwind days. With the PP-106 you can fly over your own city, anytime, because the SOARMASTER POWER PACK is a 10 horsepower, 30 pound package that can show you new horizons. THE PP-106 IS AVAILABLE FOR GLIDERS FROM: ELECTRA FL YER SEEDWINGS

DEL TA WING

EIPPER SEAGULL WILLS WING SKYSPORTS & MANY FOREIGN MODELS UL TRALITE PRODUCTS ALSO AVAILABLE FOR THE FLEDGLING, EASY RISER, QUICKSILVER & MANY MORE, Dealerships are available in many areas.

Write or call for more information.

SOARMASTER INC. P.O. Box 4207, SCOTTSDALE, ARIZONA 85258 TEL: (602) 948-7494

JUNE 1980

DEU A WING PROUDIX PRESENTS

II IMMEDIATE DELIVERY (CALL FOR STOCK COLORS)

WHY WAIT FOR SOMETHING LESS? GET THE BEST TODAY! !

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

MAC POWERED ULTRALIGHTS. MAC-PAK gives top bolt-on performance with two, counter-rotating, fully ducted props! Maximum power and safety, only 36" diameter. Mac performance package develops full engine potential. Full line of custom ducts. Single cylinder tachs, pressure tests, more. Information $5.00, refundable. David Siriano, 108 Leymar, Glen Burnie, MD 21061. MOTORIZED HANG GLIDERS of Florida. Kits or ready to fly; landing gears, instruments, accessories. Free instruction, information, catalog $5.00. Box 50961, Jacksonville Beach, 32250. (904) 246-2568.

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.

comprehensive course includes techniques in reading

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. CONT ACT: Jim Zeiset (303) 539-3335. $100 reward.

and understanding sectionals, FAR's, micrometeorology, and even float and ski use. Upon Completion of course, students receive certification

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

WIND HAVEN. 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.

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. LOW WINDS - 3 ft. socks, light-wt., silk-like, many bright colors, not homemade, durable, comes as shown, $8.50 C.O.D. only. B.E. Riche, 15 Graham Ave., Wayne, N.J. 07470. (201) 835-2566.

TYPE: Electra Flyer Floater 230. WHERE AND WHEN: Barrett's delight apt., Cockeysville, MD, Jan. 27, 1980. SAIL PATTERN: Purple L.E. and keel pocket. Sail yellow, orange tips. DISTINGUISHING FEATURES: Brown cover bag with red tips, padded bar with wheels. CONTACT: Richard Hays, 1-c Breezytree Ct., Timonium, MD 21093. TYPE: Lazor 155 #6, 1980 model. WHERE AND WHEN: N. Hollywood, near Bennett factory Feb. 16. SAIL PATTERN: Red bag, keel out, black, black, black, split blue/dk. blue, purple, red, orange and lime. CONTACT: Delta Wing Kites and Gliders. TYPE: 1979 Sunbird Nova 230 #143. WHERE AND WHEN: March 11, 1980 Solimar Beach, near Ventura, CA. SAIL PATIERN: 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 1114/80. SAIL PATTERN: Center out; white, orange, red, purple, purple leading edges and keel pocket. DISTINGUISHING FEATURES: Bright yellow bag, purple down tubes. CONTACT: T. Runyon, 2002 E. River Rd., Ml6, Tucson AZ 85718 (602) 299-4529 REWARD

METAL LICENSE PLATE FRAMES - 'TD 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. 25c each. Include 15, for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's

JUNE 1980

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; 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, offers all custom built rigid wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraftand Powered Ultralights. This

SOLO FLIGHT introduces Wisconsin's first Ultralight airport/campgrounds. Wisconsin Dells area. Sales, information, good flying. (608) 666-3261.

ditions and cancellations must be received in writing 1 V1

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

NEW SOARMASTER POWERED E-Z RISER - Never flown. Custom built by Windhaven. Custom paint job. Tuned exhaust. Includes box, chute, harness, and helmet. (512) 423-9091. Leave name and number.

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.

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, ad-

TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31/79 in Boston, Mass. SAIL PATTERN: All red, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/blue nose. DISTINGUISHING FEATURES: Cover bag has small red felt tabs glued to closures. CONTACT: Thomas D. Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: Dinger Wings Whizzer 180. SAIL PATTERN: Center out - black, white, yellow, orange, red, black tip. Black leading edges. New cover bag, dark brown nylon, white zipper. WHERE AND WHEN: Sacramento, CA, Dec. 8, 1979. DISTINGUISHING FEATURE: Red tape over one-inch tear on right wing trailing edge. CONTACT: Randy Smith, 4739 Pasadena Ave., Sacramento, CA 95841 (916) 488-6658, 489-6188. TYPE: 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. CONTACT: 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. CONT ACT: Bob Hayman, 1029 Cordova Rd., Ft. Lauderdale, FLA 33316. Phone toll free: (800) 327-5826. TYPE: Mini Strata. 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 edges 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 SIA, Oliver Springs, Tenn. 37840. Reward. TYPE: Phoenix 6B serial #182. SAIL PA TIERN: 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.

KEY TO MAP Numbered dots are USHGA Chapter Clubs.

Numbered triangles are USHGA certified schools. Small trjangles are "footlaunch" dealers. Small circles are "power'' dealers.

NOTE: Many dealers also offer other services such as training, etc. Some "footlaunch'' dealers offer "power" and/or towing, and vice versa.

100

200

MILES

PUERTO RICO

_.,, ··

'C:Jk"( ~150MILES

HANG GLIDING SCHOOLS & DEALERS USHGA CHAPTER CLUBS & CERTIFIED SCHOOLS Please send all additions, deletions, and/or corrections to USHGA Membership and 0C'Pclopment Committee. c/o Terri Turner, 5913 N. W. Creek View Dr., Ka11sas Cit_v. MO 64152. preferably on 3 x 5 index cards or post cards. DO NOT call or write USHGA office. A S('paratc amended map will he m_1ailahle to all mrmhr,r_c. and i11tcrcstrd partic~ at a later date.

A SPECIAL THANKS TO THE FOLLOWING WHO MADE THIS MAP POSSIBLE: CG S AVIATION 4252 Pearl Rd. Cleveland, OH 44100 DELTA WING KITES & GLIDERS, INC. P.O. Box 483 Van Nuys, CA 91408

UL TRAL!GHT FLYING MACHINES 1960 Corwin Dr. Santa Clara, CA 9505 l UL TRALITE SOARING INC. 14095 N.W. JOth Ave. Opa Locka, FL 33054 UNITED STATES HANG GLIDING ASSN. P.O. Box 66306 Los Angeles, CA 00066 U.S. MOYES, INC. 11522 Rl'd Arrow llighway Bridgman, Ml 49106

TORREY PINES HANC GLIDING ASSN. (46) llox 833 Carlsbad, CA 92008

NORTHERN CALIF. SKY MASTERS

ULTRALIGHT FLYERS ORGANIZATION 1311 Box 81665 San Dicgo, CA 92138

COLORADO

SAN BERNARDION HANG GLIDING ASSN. (161 P.O. Box 1464 San Bernardino. CA 02401

ILLINOIS

(72)

P.O. Box 34 Igo, CA 96047

FELLOW FEATHERS OF DENVER 1501 Box 1775 Boulder, CO 80306 TELLURIDE AIR FORCE (641 Box 38 Telluride·. CO 81435

CONNECTICUT

ILLINOIS VALLEY HANG GLIDERS (561 5800 W. Hevcrmann Rd. Peoria Hts., IL 61614

KANSAS KANSAS FLINT HILL FLYERS 114) 2625 S. West #413 Wichita. KS 67217

MAINE NEW ENGLAND HANG GLIDING ASSN. (221 11 413ox 295 Newton Highlands, MA 02161

WILLS WING, INC. 1208-H East Walnut Street Santa Ana. CA 92701

RIVERSIDE HANG GLIDING ASSN. (57) 9448 Mission Blvd. Riverside. CA 02500

YARNALL TECHTONICS INC. 1891 Dublin Road Penfield, NY 14526

TOl'A TOPA FLYERS (54) 702 C<'dar Pl. Ventura, CA 93001

USHGA CHAPTER CLUBS (see map) ALASKA

SANT A BARBARA HANG GLIDING ASSN 1261 Box 40114 Santa Barbara, CA 03103

LEADING EDGE AIR FOILS, INC. 331 South 14th Street Colorado Springs, CO 80904

ALASKA SKY SAILORS (2) Box 181 Palmer, AK 99045

SAN LUIS OBISPO SOARING ASSN. (52)

MANTA PRODUCTS 1647 E. 15th Street Oakland. CA 94606

ARIZONA

San Luis Ohispo, CA 0340') MARIN COUNTY HANG Gl.lDINC ASSN. (25)

HAWAII

20-A Pamv.ron

Mitchell Aircraft Corporation

ARIZONA HANG GLIDING ASSN. (41 4319 W. Larkspur Glendale, AZ 85304

1900 S. Newcomb Porterville, CA 93257

MISSOURI

ARKANSAS

KAUAI HANG GLIDING ASSN. (40) Box 843 Koloa, HI 96756

WINGS OF ROGALLO 1661 HAWAIIAN HANG GLIDING ASSN.,

KANSAS CITY HANG GLIDING

(591 Box 22232 Honolulu, HI 06822

:o~;NN Creek View Dr. Kansas City. MO 64152

IDAHO

MONTANA

SOUTHERN IDAHO HANG GLIDING ASSN. (70) 1261 City Creek Rd. Pocatello, ID 83201

GREAT FALLS HANG GLIDING ASSN. (131 c/ o 0(:aconcss Hospital Great Falls, MT 59045

GLIDERS & GADGETS, INC. Liberty Landing Airport 5913 N.W. Creek View Kansas City, MO 64512 LES KING Sport Flight 9041 B Comprint Ct. Gaithersburg, MD 20760

835 Mission

MITCHELL WING

Ignacio, CA 94947

268"1 Pla/.a Arnerica~

SEAGULL AIRCRAFT 1160 Mark Avenue Carpinteria, CA 93013 SEED WINGS 1919 Castillo Santa Barbara, CA 9310] SKY SPORTS INC. P.O. Box 507 Ellington, CT 06029

FORT SMITH HANG GLIDING ASSN. (18) Rt. 2, Box 4788 Ft. Smith, AR 72903

San Jose, CA 95132

CALIFORNIA

MOTHER LODE SKY RIDERS 1391 2025 Shaw Ave. Modesto. CA 95354

SOUTHLAND HANG GLIDING ASSN. 171 2410 Lincoln Blvd. Santa Monica, CA 90405

NO. CALIF. HANG GLIDING ASSN. (271 4216 Roseville Rd. North Highlands, CA 05660

CONNECTICUT HANG GLIDING ASSN. (341 35 Harvest Ln. Farmington, CT 06032

FLORIDA FLORIDA FREE FLIGHT (201 10250 SW 37th St. Miami, FL 33165

GEORGIA GEORGIA HANG GLIDING ASSN. (15) 448 Rue Andcleys Stone Mtn, CA 3008.,

MICHIGAN MICHIGAN HAWKS (531 24851 Murray Dr. Mt. Clemens, Ml 48045 MICHIGAN ULTRALIGHT GLIDER ASSN. (63) 4622 Mandalay Royal Oak, MI 48073

MINNESOTA NORTNERN SKY GLIDERS ASSN. (351 Box 364 Mineap,,los, MN 55440

\;JI

MONTANA HANG GLIDER ASSN. (3) 2515 1/z No. Ave W. Missoula, MT 59801 NEVADA SOUTHERN NEVADA HANG GLIDING (61) 3150 $. Decatur Blvd. Las Vegas, NV 89102 SIERRA SKYSURFERS (9) 1450 E. Second St. Reno, NV 89501

GENESEE VALLEY HANG FLYERS (41) 283 Merchants, NY 14609 NORTH CAROLINA ULTRALIGHT PILOT'S ASSN. (65) 908 Lexington Ave. Charlotte, NC 28203

DELAWARE VALLEY HANG GLIDERS (19) 631 Lincoln Ave. #5 Morrisville, PA 19067

ASSOCIATION POUR L'AVIATION (12) AV, Belmont 17/1820 EASTERN PENN HANG GLIDERS (5) Montreux, Switz. Box 524 Reading, PA 19603

SOUTH CAROLINA OHIO OHIO FL YER'$ HANG GLIDING CLUB (74) P.O. Box 15380, SR 104 Ashville, OH 43103

SWITZERLAND

SOUTH CAROLINA HANG GLIDING ASSN. (68) Rt. 7, So. Rockview Dr. Greenville, SC 29609

VIRGIN ISLANDS VIRGIN ISLAND HANG GLIDING ASSN. (48) Box 10012 St. Thomas, VI 00801

TEXAS NEW JERSEY NORTH JERSEY HANG GLIDING CLUB (44) 33 Carlton Ave. Washington, NJ 07882 NEW JERSEY HANG GLIDING ASSN. (62) Box 334 Wharton, NJ 07885

NEW MEXICO SANDIA SOARING ASSN. (73) P.O. Box 8176 Albuquerque, NM 87108

NEW YORK LONG ISLAND HANG GLIDING ASSN. (42) Box 1]4 West Islip, NY 11795 SO. NEW YORK HANG GLIDING PILOTS (47) Box 98 Cragsmoor, NY 12420 HUDSON VALLEY HANG GLIDING ASSN. (28) 17 Vichy Dr. Saratoga Springs, NY 12866 CONDOR HANG GLIDING CLUB (TI)

73 Hunting St. Cortland, NY 13045 SOUTHERN TIER SKYSURFERS (29) Box 592 Endicott, NY 13760 INTERNATIONAL SKY RIDERS (32) 1055 Swenney St. N. Tonawanda, NY 14120

OKLAHOMA HANG GLIDING ASSN. (JO) Box 756 Bethanny, OK 73008 HEAVENER RUNSTONE HANG GLIDING ASSN. (23) Box 361 Heavener, OK 74937

LEAGUE OF ULTRALIGHT FLIGHT (38) 2200 'C S. Smith Barry Rd. Arlington, TX 76013 HOUSTON HANG GLIDING ASSN. (71) 1026 Dreyfus #16 Houston, TX 77030

OREGON MID-COLUMBIA GORGE GLIDERS (24) 402 E. 2nd St. The Dalles, OR 97058 OREGON HANG GLIDING ASSN. (36) Box 5592 Portland, OR 97228 ROGUE VALLEY HANG GLIDING ASSN. (45) P.O. Box 621 Grants Pass, OR 97526 PENNSYLVANIA DAEDALUS HANG GLIDING CLUB (69) Box 308, Rd. #1 Cowansville, PA 16218 HYNER HANG GLIDER CLUB (55) 731 Appleview Ln. Duncanville, PA 16635

(see map)

TENNESSEE TREE TOPPERS (60) Box 329 Ooltewah, TN 37363

• 4 SEASONS CYCLE CENTER Make Pair/Hoke Graham 7428 N. First Street Birmingham, AL 35206 (205) 833-0116 DENNIS ODEM 116 South Pine St. Florence, AL 35630 (205) 767-0096

FREEDOM WING INC. (2) 9235 S. 255 W. Sandy, UT 84070

·TENNESSEE VALLEY U.F.M. 2011 E. Tuliptree Dr. Huntsville, AL 35803 (205) 8ll -3952

UTAH GOLDEN SCHOOL OF HANG GLIDING (4) 572 Orchard St. Golden, CO 80401

ALLIED SPORTS CO. Yank Dean 1 Hummingbird Lane Eufaula, AL 36027 (205) 687-6615 DEAN HOFFMAN 121 Samples Street Auburn, AL 36830 (205) 821-4218 ALASKA

VIRGINIA CAPITAL HANG GLIDER ASSN. (33) P.O. Box 64 Annandale, VA 22003

ALABAMA

AUTODYNE CO. INC. 113 Beirne Ave. Huntsville, AL 35801

MID-SOUTH HANG GLIDING CLUT (37) FREE FLIGHT INC. (3) 1291 Pera Ave. 7848 Convey Ct. Memphis, TN 38127 San Diego, CA 92111

UTAH HANG GLIDING ASSN. (58) 9th So. 9th East Salt Lake City, UT 84105

'Indicates Dealers Known To Sell Power Equipment

ELSINORE VALLEY HANG GLIDING CENTER (1) 31381 Riverside Dr. Lake Elsinore, CA 92330

TENNESSEE

NITTANY VALLEY HANG GLIDING WASHINGTON (8) PACIFIC NORTHWEST HANG 1184 Onieda St. GLIDING ASSN. (6) State College, PA 16801 P.O. Box 1781 SUSQUEHANNA SKY SURFERS (67) Bellevue, WA 98009 Rd. 3, Box 147 WISCONSIN Cogan Station, PA 17728 WIND RIDERS HANG GLIDING CLUB (17) 1017 Spruce St. Collingdale, PA 19023

SCHOOLS HOLDING USHGA CERTIFICATION

SCHOOLS AND DEALERS

INFINITY FLIGHT SCHOOL (THE KITE SHOP) (5) 898 S. 900 E. Salt Lake City, UT 84102 KITTY HAWK KITES (6) Rt. 158 Nags Head, N.C. 27959

·MIKE )ACOBER'S 605 W. 2nd Ave., Apt. A Anchorage, AK 99501 (907) 349-2603 DWIGHT JACOBSON PSL #2, Box 3078 Anchorage, AK 99506

SPORT FLIGHT (7) 9041-B Comprint Gaithersburg, MD 20760

SKY HIGH SPORTS Michael Bayle/Tom Sandage Star Rt. A, Box 491H Anchorage, AK 99507 (007) 753-2423

U.S. HANG GLIDERS INC. (8) 10250 N. 19th Ave. Phoenix, AZ 85021

KLEAN FUN KITES P.O. Box 4-2990 Anchorage, AK 99509

WISCONSIN ULTRA LIGHT PILOTS

soc (30)

1971 Cascade Dr. Waukesha, WI 53186

*KEN McCOLLISTER P.O. Box 81187 Fairbanks, AK 99706 (907) 479-3595 ARIZONA 'U.S. HANG GLIDERS 10250 N. 19th Ave. Phoenix, AZ 85021 (602) 944-1655 DESERT HANG GLIDERS 4319 W. Larkspur Glendale, AZ 85304 SOUTHWEST AEROSPORTS, INC. 2215-18th Place Yuma, AZ 85364 U.S. HANG GLIDERS, INC. 357 W. 24th Street Yuma, AZ 85364 (602) 782-1518 GALEN WILLIAMS 7362 S. Westover Tucson, AZ 85706 (602) 883-4027 CHARLIE LUTZ'S 962 Via Terrado Tucson, AZ 85710 HIGH COUNTRY HANG GLIDERS 111 '/z S. O'Leary St. Flagstaff, AZ 86001 ·BERKELEY ENGINEERING Berkeley Eastman 2051 Wallapi Dr. Lake Havasu City, AZ 86403 (602) 855-9350 ARKANSAS BOAG CHUMBLEY 18 Ridge Road Cabot, AR 72023 (501) 843-5735/375-3803 HOT AIR, INC. Bill Munday 2701 Vancouver Little Rock, AR 72204 (501) 227-8032 ·EARTH & SKY Big Creek Mt. Judea, AR 72655 (501) 434-5550 ARKANSAS HANG GLIDING Ted Grissom Rt. 1, Box 109 Springdale, AR 72701 (501) 751-3049

• AERIAL ACCESSORIES Mark Stump 601 Wheeler Ave. Ft. Smith, AR 72902 "WESTARK WINGS Larry Edwards 3109 Grand Ft. Smith, AR 72904 (501) 782-3456

BEST FLITE 7669 Grandby Ave. Cucamonga, CA 91730 MIKE KENDALL 8940 Reeves Ct. Rancho Cucamonga, CA 91730 (714) 987-0489 W.A. (PORK) ROECKER 2373 Manchester Ave. Cardiff, CA 92007 (714) 436-5451

FREE-FLIGHT OF SAN DIEGO Mitch Mitchell 7848 Convoy Court San Diego, CA 92111 (714) 560-0888 "FLIGHT REALITIES INC. 1945 Adams Ave. San Diego, CA 92116 (714) 298-1962

SCOTT DITTRICH'S P.O. Box 301 Malibu, CA 90265

"LARRY FORQUERAN Haig Construction 874 Beaumont, Suite D WINDWAYS FLYING MACHINE Beaumont, CA 92256 1368 Max Street (715) 363-6721 Chula Vista, CA 92010

"DARK STAR ENTERPRISES 15516 Boivdoin St. Pacific Palisades, CA 90272

"PACIFIC ULTRALIGHTS 100 Stoney Knoll Rd. El Cason, CA 92021

CHE HOBBIES 10900 Eastwood Ave. Inglewood, CA 90304

MARTIN PADILLA'S 634 Rosemont La Jolla, CA 92037 (714) 488-2193

CALIFORNIA

HANG GLIDERS OF CALIFORNIA Greg DeWolf 2410 Lincoln Blvd. Santa Monica, CA 90405 (213) 399-5315, 592-5754 MACE HANGFLIGHT Larry Mace 1600 Oak Street Santa Monica, CA 90405 (213) 392-7969

ULTIMATE HI Lorin Ellsworth Poway, CA 92064 (714) 748-1739/276-6092

MONTEREY PHOENIX 53 West Garzas Road Carmel Valley, CA 93924 (408) 659-2966

• I Ht. HANl, l,LIUt.J, :JMUJ'

1351 E. Beach Blvd. La Habra, CA 90631 (213) 943-1074 DENNIS HIBDON 1048 15th St. San Pedro, CA 90731 (213) 548-5877 /373-8402 *WINDHAVEN 12437 San Fernando Sylmar, CA 91042 (213) 367-1819 DICK SNYDER 695 E. Villa #7 Pasadena, CA 91101

"LEE GARDNER 3019 Kings Circle Marina, CA 93933 (408) 384-3107 *PTERODACTYL Jack McCornac 847 Airport Rd. Monterey, CA 93940 (408) 375-0328 "CHANDELLE OF SAN FRANCISCO Jan Case 198 Los Banos Daly City, CA 94014 (415) 756-0650

SUNBIRD ULTRALIGHT GLIDERS 12501 Gladstone Ave. #A-4 Sylmar, CA 91342 (213) 361-8651

SKY SAILERS SKY SCHOOL Steve Groat 11844 Selo Drive Sunnyvale, CA 94087 (408) 732-9616

"SOUTHERN CALIFORNIA SCHOOL OF HANG GLIDING 5219 Sepulveda Blvd. Van Nuys, CA 91411 (213) 789-0836

SPECTRUM ELECTRONICS Jack Streel 65 Joost Street San Francisco, CA 94131 (415) 333-4649

UPWARD-BOUND HANGLIDERS P.O. Box 1175 Palm Desert, CA 92260 (714) 568-2250/363-6721 RON RUSSOW 69325 Nilda Palm Springs, CA 92262 (714) 328-7287 ELSINORE VALLEY HANG GLIDING CENTER 33403 Adelfa Street Lake Elsinore, CA 92330 (714) 678-2050

CHRIS PRICE 32970 Lillian Road Lake Elsinore, CA 92330 (714) 678-1984

THE HANG GLIDER SHOP 8887 N. Ventura Ave. Ventura, CA 92011 BOB WALCK 1415 Kuehner Simi Valley, CA 93063 "CHANNEL ISLAND HANG GLIDING EMPORIUM 613 N. Milpas Santa Barbara, CA 93103 (805) 965-3733 ROBERT MILLINGTON 1305 E. Yanonali Santa Barbara, CA 93103 "PAUL BRAGG 3415 Miguelito Ct. San Luis Obispo, CA 93401 (805) 541-2771 MARK CLEMENT 413 Sandercock St. San Luis Obispo, CA 92401 "MIKE SMITH'S 5133 Olemeda Atascadero, CA 93422 (805) 466-5155 JERRY ROBERTSON 1451 Refugio Road Santa Ynez, CA 93460 (805) 688-4320 SIERRA SOARING SERVICE Star Route 4, Box 3a Bishop, CA 93514

PINECREST Andrew L. Jackson 655 N. Pine San Bernardino, CA 92407

STRIPLIN AIRCRAFT CORP. 45503 N. Sierra Hwy. Lancaster, CA 93534 (805) 945-2522

RICH MATROS 452 E. Washington Ramona, CA 92605 (714) 789-3103

FRESNO HANG GLIDERS Dan Fleming/Den Flowers 627 E. Belmont Fresno, CA 93701 (209) 264-8002/674-1310

GEORGE DYER 6221 Chapman Garden Grove, CA 92645 (714) 894-6448 HANG FLIGHT SYSTEMS Erik Fair 1208 N. Walnut Santa Ana, CA 92701 (714) 542-7444/ 493-5039 MICHAEL ARRAMBIDE 139 Red Circle Ventura, CA 92002 (805) 644-0034

MONARK SKY SAILS 1916 E. Home Fresno, CA 93703 (209) 264-6880

"KILBOURNE SPORTS SPECIALTIES Dave Kilbourne 701 Chimolus Drive Palo Alto, CA 94306 (415) 493-9319

SUSPENDED ANIMATION John Reisig 2151 Arnold lndust. Hwy. Sh. 5 Concord, CA 94520 (415) 798-9993 "MISSION SOARING CENTER Pat Dennivan

43551 Mission Blvd. Freemont, CA 94538 (415) 656-6656 KENNETH B. HARK 2777 Willow Pass Road #2 Pittsberg, CA 94565 (415) 458-2237 JIM LANG 7796 Redbud Court Pleasanton, CA 94566 (415) 462-5081 "STEVE PATMONT 7223 Dover Ln. Dublin, CA 94566 (415) 829-3386/846-8549

ULTRAFLIGHT SYSTEMS Tim Morley P.O. Box 4763 Modesto, CA 95352 (209) 578-1978 BARNEY CURTICE 418 3rd Street Eureka, CA 95501 (707) 442-6044/ 443-0288 "HANG GLIDING OF NORTH CALIFORNIA Jim Wyatt 1865 Zehnder Arcata, CA 95521 822-6435 HAPPY HANGER P.O. Box 2028 Santa Cruz, CA 95603 (408) 475-2526 DAN KELLY 5103 Fairoaks Blvd. Carmichael, CA 95608 (916) 483-0556 DINGER WINGS Dean Aldinger 4216 Roseville Road North Highlands, CA 95660 (916) 489-4778

"HANG GLIDERS WEST 1011 Lincoln Ave. San Rafael, CA 94901 (415) 543-7664

"SIERRA ULTRALIGHTS Bob McIntyre P.O. Box 6292 South Lake Tahoe, CA 95729 (916) 541-7009

"POWER FLIGHT ENGINEERING P.O. Box 1226 Rohnert Park, CA 94928

CRAIG BECK 4435 Huckleberry Street Cedar Flats, CA 95732 (916) 583-6136

HANG GLIDERS WEST Banana 20 A Pameron Ignacio, CA 94947 (415) 883-3494

SILVER WING 1187 E. 7th St. Chico, CA 95926 (916) 342-1951

AIR SUSPENSION Jerry Kern 290 I.0.0.F. Ave. P.O. Box 155 Gilroy, CA 95020 (408) 842-9705

"FLIGHT DESIGNS Marty Alameda P.O. Box 1503 Salinas, CA 93902 (408) 758-6896

NOLAND HANG GLIDERS Jerry Noland 1415 Pacific Ave. Santa Cruz, CA 95060 (408) 432-4442

SEAGULL SOARING P.O. Box 5474 Carmel, CA 93921

"PAJARO POWER GLIDER 191 Tarfton Rd. Watsonville, CA 95076

BRIAN ELHARDT Rt. 2, Box 130 Durham, CA 95938 (916) 343-9743 • AL KENSTLER'S 4925 Eastside Rd. Redding, CA 96001 (916) 241-5419

COLORADO ,GOLDEN SKY SAILS, INC. 572 Orchars St. Golden, CO 80401 (303) 278-9566

"GOLDEN EAGLE GLIDERS Sean Dever 501 Lookout Mt. Road Golden, CO 80401 (303) 526-1300 •LEADING EDGE AIR FOILS, INC. 881 So. 14th St. Colorado Springs, CO 80904 (303) 632-4959 "U.F.M. OF COLORADO P.O. Box 4803 Aspen, CO 81611 (303) 925-3835 THE SOAR STORE P.O. Box 241 Salida, CO 81201 "4 CORNERS SCHOOL OF HANG GLIDING P'.0. Box 38 Hesperus, CO 81326 (303) 533-7550 JACK CAREY Box 192 Telluride, CO 81435 (303) 728-3688 SEAGULL AIRCRAFT I TELLURIDE AIR FORCE P.O. Box 38 Telluride, CO 81435 *GET HIGH, INC. Box 7115 Aspen, CO 81611 (303) 963-1504

CONNECTICUT ·TEK FLIGHT Ben Davidson Colebrook Stage Winsted, CT 06098 (203) 379-1668 CONNECTICUT COSMIC PRODUCTIONS 14 Terp Road East Hampton, CT 06424 (203) 267-8980/267-0676 CONNECTICUT HANG GLIDING CENTER 1816 Meriden-Waterbury Road Milldale, CT 06467 TEK FLIGHT Den Davidson/Jim Hugo 362 State St. No. Haven, CT 06473 (203) 288-5430

SOUTHERN CONNECTICUT SCHOOL OF HANG GLIDING 11 Greenfield Ave. Stratford, CT 06497 ·BALAISE THOMPSON 12 Lindencrest Dr. Danbury, CT 06810 (203) 792-5522

DISTRICT OF COLUMBIA U.F.M. OF WASHINGTON Fred Klein 3017 "M" Street N.W. Washington, D.C. 20007 (202) 337-7120

FLORIDA *POWER SYSTEMS 963 Village Dr. Ormand Beach, FL 32074 (904) 672-6363 *U.F.M. OF FLORIDA Mike Grossberg 2503 South 2nd St. Jacksonville Beach, FL 32250 (904) 246-2568 ·GULFPORT MICROLIGHT AVIATION 321 Hollywood Blvd. N.W. Ft. Walton Beach, FL 32548 (904) 244-534 7 MAP OF CAINSVILLE 1031 N.E. 20th Ave. Cainsville, FL 32601 (904) 376-4367I 496-2222 JACK HUTCHINSON 150 Highline Dr. Longwood, FL 32750 (305) 831-4790/293-3104 ROLAND ALEXANDER 222 Weber Street Orlando, FL 32803 (305) 425-6697 JIM WALSH 6904 Seminole Orlando, FL 32809 (305) 859-3550/851-5988 JIM STAYLOR 409 Red Sail Way Satellite Beach, FL 32937 (305) 777-1132 HOWARD ANDERSON c/o H.H. Warehouse 1040 E. 26th St. Hialeah, FL 33013

"JAIME MARULL Heileah Gardens #2417 10000 NW 80th Ct. Heileah, FL 33016 (305) 557-2356

HOLIDAY AQUA SPORTS Hal Elgin 6629 Emerson Ave. South St. Petersburg, FL 33707 (813) 360-4035/345-3697

"AIR SPACE Ray Schaal Rt. 1, Box 625 Trenton, GA 30752 (404) 657-7170

"WINGS & SAILS OF MANDALAY MARINA Don Noble Rt. 1, Box 80 Key Largo, FL 33037 (305) 852-9183

BOB EMERSON Rt. 2, Box X403 Avon Park, FL 33825 (813) 453-7749

"U.F.M. OF GEORGIA Jerry Saye 108 Francis St. Hihira, GA 31632

JOHNSON FLEX-WING KITE CO. Richard Johnson P.O. Box 91 Cypress Gardens, FL 33880 (813) 293-8255

HAWAII

CHUCK SMITH'S 15158 N.E. 6th Ave. No. Miami, FL 33100 (305) 944-2337

FUTURE FLIGHT INC. Gary Matthews 4211 Salzedo Ave. Coral Gables, FL 33146 (305) 446-0505/ 442-8000

LYNN NOVAKOWSKI 1213 Lake Buckeye Dr. W. Cypress Gardens, FL 33880

GEORGIA

*FRIGATE AIRCRAFT 6321 N.W. 37th Ave. Miami, FL 33147 (305) 696-4449/696-4440

VAN & HANG GLIDER SHOP 760 So. Cobb Drive Marietta, GA 30060 (404) 427-7782

KITECO, INC. Ralph Linero P.O. Box 520892 Miami, FL 33152

SKY CRAFT 448 Rue Andeleys Stone Mountain, GA 30083

KITE CO. Richard Hensen 10250 S.W. 37th Miami, FL 33165 (305) 226-6951 JEFF JAMES 324 Claremont Lane Palm Beach Shores, FL 33404 (305) 844-6144 *GOOSE HARBOR AVIATION 4645 Lakeworth Rd. Lakeworth, FL 33463 *RICHARD CLENNEY I R.J. ALDERMAN 812 59th St., N.W. Bradenton, FL 33505 (813) 792-6565 *JAY BRAWDER'S 207 3rd St. N. Safety Harbor, FL 33572

*GULF AIR SPORTS Bob Mahaffey SOS Barcelona Ave. #5 Venice, FL 33595 (813) 484-5141/485-5113

*ROD GAY 434 Euclid Terr. NE Atlanta, GA 30307 (404) 588-1897 SOUTHERN AIR TIME, INC. Doug Lawton 590 No. Ave. N.W. P.O. Box 93701 Martech Station Atlanta, GA 30318 (404) 525-1818

·WHITT WINGS P.O. Box 13207 Atlanta, GA 30324 FRANCIS "TUT" WOODRUFF 3537 Castlegate Dr. N.W. Atlanta, GA 30327 (404) 233-3842

*SUN SOUTHEAST 3798 Valley Bluff N.E. Atlanta, GA 30340 *ATLANTA HANG GLIDERS Peachtree DeKalb Airport No. 4 Avation Way Chamblee, GA 30341 (404) 458-4584

HAWAII SCHOOL OF HANG GLIDING P.O. Box 460 Kailua, HI 96734 (808) 262-8616 ·JEFF COTTER 84-736 A Lahaina St. Waianae, HI 96792 (808) 695-8356 DA KITE SHOP Ray Hook P.O. Box 304 41863 A Laumilo St. Waimanalo, HI 96795 (808) 259-5457 ALOHA HANG GLIDING CENTER 6308 Puakea Place Hawaii Kai, HI 96825 (808) 377-9804

HANG GLIDER SHOP ·CHUTES 3312 N. 36th Boise, ID 83703 (208) 343-1141 "NOVA HANG GLIDERS 6910 Westfield Place Boise, ID 83704 (208) 376-3082 RON SNIDER 2208 Cherry Lane Boise, ID 83705 (208) 344-0584

ILLINOIS BUNNER BROS. HANG GLIDING 1600 Carmel Blvd. Zion, IL 60099 FREE SPIRIT Andrew Harper 940 Western Ave. Geneva, IL 60134 (312) 232-6822 DYNAMIC SPORTS 7 N 090 Medinah Road Medinah, IL 60157 (312) 894-6622, 640-7605 *RUSSELL AVIATION Joe Russell Rt. 1 Box 166 Kankakee, IL 60901

IDAHO

*WOCKNER FLYING SERVICE 308 South 3rd St. Watseka, IL 60970

*BONNEVILLE AVIA T!ON Route 1 Inkom, ID 83245 (208) 775-3409

LEON FARSTER Rt. 3 Dixon, IL 61021 (815) 652-4589

FRANK GILLETTE Rt. 1 Burley, ID 83318 (208) 654-6381

ADVENTURE SPORTS Rob Kessler 7784 Forest Hills Rd. Rockford, IL 61111

CURRENT RECREATIONS 618 Stewart Ave. Lewiston, ID 83501 (208) 746-0352, (509) 758-9282

ILLINOIS MOYES Lou Anders Box 167 Granville, IL 61326 (815) 339-2431

SLICK ROCK FLYERS 1234 Ash Caldwell, ID 83605 SLICK ROCK FLYERS 246 Caldwell Blvd. Nampa, ID 83651 *U.F.M. OF IDAHO 114 13th Ave. So. Nampa, ID 83651

*ILLINOIS VALLEY SCHOOL OF HANG GLIDING Dave Anderson 210 W. Main P.O. Box 100 Granville, IL 61326 (915) 339-2282 *BOB MOSER'S 208 N. Meyers St. Eureka, IL 61530

PRAIRIE FL YTE 2004 Karen Ct., Unit 1 Champain, IL 61820 ·wJNG OVER THE WORLD 2729 Viewland Alton, IL 62002 (618) 465-0550 HAROLD LEWIS 29 Islander Dr. Brighton, IL 62012 (618) 372-8758 ·sEAN AND FRANK O'NEIL 791 Livingston St. Cartyle, IL 62231 (618) 594-2661

INDIANA BAT-SAIL ENT. Dean Batmon 6040 Sahway Ct. Indianapolis, IN 46224 (317) 291-9079 INDIANA SUN 5377 W. 86th St. Indianapolis, IN 46268 ·AIRBORNE SALES IND. Richard Sacher 6 Sylvan Ln. jeffersonville, IN 47130 (812) 288-6597 ·GREEN AIR A VIA TJON 3420 Waycross Dr. Columbus, IN 47201

*MOTORIZED GLIDERS OF IOWA Dale Kgellsen Rt. 1 Clear Lake, IA 50428 (515) 357-5334 THE KITE SHOP Pat Conrad Box 150 Little Sioux, IA 51545 (712) 649-2952

Dennis Hastings

*MARCO POLO ENTERPRISES Mark Smith 1121 N. Locust Street Mt. Vernon, IN 47620 (812) 838-6351, 838-6071

·JAMES HARRIS SR. 4918 Powder Mill Rd. Beltsville, MD 20705 (301) 937-3252

'U.F.M. OF KENTUCKY Mike Loehle 3001 Dale Ann Drikve Louisville, KY 40220 (502) 458-6912

'SPORT FLIGHT Les King 9041 B. Comprint Ct. Gaithersburg, MD 20760 (301) 840-9284

LOUISIANA

WASHINGTON SCHOOL OF HANG GLIDING SOUTHEAST MICHIGAN HANG 1828 Metzerott Road, Suite AS GLIDERS Adelphi, MD 20783 24851 Murray Mt. Clemens, MI 48045 MOUNT AJN HIGH (313) 791-0614 8206 Savage Gilford Rd. Savage, MD 20863 MIKE STIMAC 10547 Reeck Road 'SAM DAWSON Allen Park, MI 48101 227 Owensville Rd. (313) 383-1232 West River, MD 20881 (301) 867-2008 TIM FLINN 619 Highland ·WHEEL POWER Lincoln Park, Ml 48146 203 Baltimore Pike Bel Air, MD 21014 MASTER HARNESS, INC. 2085 Ruffel HOWARD BROWN Lincoln Park, Ml 48146 Rt. 3, Box 187 Love Pt. Stevensville, MD 21666 RON VALM OSSO! (301) 645-6745 1620 Pagel Lincoln Park, MI 48146 THE OTHER BROTHERS CO. clo Glenn Higgs *ECO FLIGHT 108 Welty Ave. Brad Phillips - Joe Siesken Emmitsburg, MD 21717 17390 Redman Rd. (301) 447-6386 Milan, MI 48160 (313) 529-8637

LEE MARTIN JR. 603 St. Charles St. Thibodaux, LA 70301 (504) 446-0381

KANSAS

FOX MANUFACTURING Al Fox Rt. #1, Box 801 Gray, LA 70359

·AIRMASS Old Hyway 10 and Mize Road Desoto, KS 66018 (913) 441-2222 L.E.A.F. Randy Hansen 1733 W. 24th St. #32 Lawrence, KS 66044 *MONARCH FLYING MACHINES 10301 W. 77th #109 Shawnee Mission, KS 66214 GLIDERS & GADGETS, INC. 2527 Ohio Topeka, KS 66605 (913) 266-7146, 357-4340

'GIRARD & JONES 1306 N. 'B' St. Wellington, KS 67152 ·GARY OSOBA'S Suite 221 1900 W. Amidon Wichita, KS 67203 (316) 832-0603

BRAD CASE 437 James Comeaux Rd. Layfayette, LA 70501 DARYL ROYSTON P.O. Box 634 Cullen, LA 71021 BUD WHEELER P.O. Box 4351 2620 Centenary Room 202 Shreveport, LA 71104 (318) 221-0013 HIGH FEVER Paul Mitchell 146 Moor Toad Shreveport, LA 71106 (318? 686-6193 SPORTS SOUTH, INC. Box 1367 Shreveport, LA 71164

MASSACHUSETTS

MAINE

*ECO-FLIGHT Bob Stewart & Paul Kjellia North Valley Road Amherst, MA 0"1002 (413) 253-5852

·uL TRALIGHT SPORTS P.O. Box 401 Birchcroft Lane Berwick, ME 03901 PRAIRIE SKIMMER HANG GLIDERS (207) 698-5729 *U.F.M. OF SOUTHERN INDIANA 2625 S. West #415 Wichita, KS 67217 6933 Willow Rd. KEVIN WEATHERBEE (316) 942-0626 RFD 1 Box 83 Newburg, IN 47630 Dixmont, ME 04932 (812) 853-3140 (207) 234-4921

IOWA *IOWA GLIDER, INC. Dick Ford 1324 Grand Des Moines, IA 50309 (515) 244-4464

BROOKS Ell.ISON P.O. Box 282 Williamstown, MA 01267

MICHIGAN

·THE FOUR WINDS Cary Colton 2708 Mt. Vernon Rd. S.W. Cedar Rapids, IA 52403 (319) 365-6057, 363-0189

'U.F.M. OF INDIANA P.O. Box 962 Columbus, IN 47201 (812) 372-1670

DERBY CITY KITE SALES Ron Oakley Louisville, KY 40207 (502) 969-4836

*CLOUD STREET Chuck Laversa 69 Bryan Ave. E. Hampton, MA 01027 (413) 527-9075 FREE FLIGHT SUPPLIES Danar Gary Parker 16 Gaugh St. East Hampton, MA 01026 (413) 527-4903, 584-3513

KENTUCKY

MARYLAND

CREA T OUTDOORS 3824 Wilmington Ave. Louisville, KY 40207 (502) 895-7353

'HANG GLIDERS INTERN A TJONAL 5603 McKinely St. • ALBRIGHT ENTERPRISES INC. 84 Boxboro Rd. Bethesda, Md. 20034 (301) 530-8612, 977-2680 Stow, MA 01175

AL D'EA TH MARINA Roger D'eath 555 Green Dr. I larsens Island, MI 48028 (313) 748-9943

*NIXON PENOY AR 4281 Pepper Ecorse, MI 48226

*MID-WEST SCHOOL OF HANG GLIDING 11522 Red Arrow Highway Bridgman, MI 49106 *U.F.M. OF S.E. MICHIGAN 12675 Lime Creek Road Morenci, MI 49256 (517) 458-6896 DELTA WING OF MICHIGAN 766 Leonard, N.E. Grand Rapids, MI 49503 (616) 456-1942 'ACME TOOL & DIE Lewis Griffith P.O. Box 208 Acme, MI 49610 ECO FLIGHT HANG GLIDERS Jim Nelson 826 Michigan Ave. Benzonia, MI 49616 (616) 882-5070 ·MICHIGAN MANTA David Nelson 327 Main St. Frankfort, MI 49635 (616) 352-9312 ·CREA T LAKE SKY SAIL Kim Hiller Box 170 Port Oneida Maplecity Ml 49664 (616) 334-4865

MINNESOTA *NORTHERN SUN Bosir Popov 628 Larpenteur Ave. St. Paul, MN 55113 (612) 489-8300

KITES IN FLITE 5502 E. McNichols Detroit, MI 48212 (313) 891-4922, 372-3652

MINNESOTA GLIDER #516 Tom Haley 1505 Burnsville Crosstown Burnsville, MN 55337 (612) 890-7265

*GORDON'S GLIDERS Gordon Parker 367 North Drive Davison, MI 48423 (313) 653-2968

BLACK HAWK AIRCRAFT Jay Rydquist 4716 Colfax Ave. South Minneapolis, MN 55409 (612) 825-0096

DAVE V'DOVICK 1011 Chester S. E. Grand Rapids, MI 49506 (616) 458-6655

*CLOUD 9 SPORT A VIA TJON Tracy Tillman 1902 Fourth Ave. Mankato, MN 56001

'AERO FLOAT FLIGHTS Gary Ballard 350 Morningside Dr. Battle Creek, MI 49015 (616) 965-6455

MISSISSIPPI SOUTH HANGER Rt. 1 128A Pelahatchie. MS 39145

MISSOURI MONARCH FLYING MACHINES 246 Winchester Mall Winchester, MO 63011 *MONARCH FLYING MACHINES Tim Emerson No. 3 Marblehead Court Brentwood, MO 63144 (314) 726-4620 *WILBER PADGENT Star Route Box 28 Canton, MO 63435 (314) 767-5356 *FALCON HELICOPTERS Bob Schlotzhauer 310 E. Walnut Raymore, MO 64083 (816) 331-8200 AEROSPORT ULTRALIGHTS Steve Daleo 3228 Anderson Kansas City, MO 64123 *GLIDERS AND GADGETS, INC. Dick Turner 5913 N.W. Creek View Liberty Landing Airport Kansas City, MO 64152 (816) 587-1326, 781-2250 *AERIAL ADVENTURE INC. Steve Allen P.O. Box 1084 Sedalia, MO 65301 (816) 826-7582 *ROAD & TRACK SALES INC. Jerald Loveland 600 College Springfield, MO 65806 (417) 869-3800

MONTANA

THE HANGER Rt. 2 Mullan Road Missoula, MT 59801 (406) 542-2725 INTER-MOUNTAIN SKY SAILORS 154 Burlington Ave. Missoula, MT 59801 (406) 543-6989, 543-8776 *STEVE HASTERLICK'S 1734 S. 8th W. Missoula, MT 59806 (406) 543-8673

·cLOTHES ENCOUNTERS Steve Lantz 761 North Wood Ave. Incline Village, NV 89450 FREE AIR SPORTS 40 S. Wells Reno, NV 89512 (702) 786-7329

NEW MEXICO SKY HIGH 2340 Britt Albuquerque, NM 87102 'NIEL BAKKUM'S 2303 El Nido Ct. NW Albuquerque, NM 87104 BUFFALO SKYRIDERS INC. 1811 A Coal Pl. S. E. Albuquerque, NM 87106 (505) 342-5314

NEW HAMPSHIRE CROWN ENTERPRISES 578 Youngs Lane Kalispell, MT 59901 (406) 755-5856 ACME FLYING CO. Box 1773 White Fish, MT 59937

NEBRASKA DON PIERCE 11009 "R" Plaza #6 Omaha, NE 68137 (402) 339-3211 BILLY B. BEAMWAYS FLYING MACHINE Sam Burchard Box 561 Paxton, NE 69155 *SAM BURCHARS P.O. Box 671 Sutherland, NE 69165 PRAIRIE SAILS Rt. #2 Mitchell, NE 69357

NEVADA

*BEARTOOTH HANG GLIDERS Steve Baran 543 Yellowstone Ave. Billings, MT 59104 (406) 248-4383, 656-5409

SPORTS DESIGNS 4660 W. Charleston Blvd. Las Vegas, NV 89102 (702) 870-3554

THE HANGER 3104 5th Ave. North Great Falls, MT 59401 (406) 454-3379

*STARSHIP ENTERPRISES Ed/Gary Underhill 2635 Sherwood Dr. #2 Las Vegas, NV 89109

JACK OLSON HANG GLIDING 421 Riverside Drive N.E. Great Falls, MT 59401

GLIDE PATH, INC. Phil Sherrett 820 Hemlock Circle Las Vegas, NV 89128 (702) 878-6422

GALLITIN HANG GLIDERS Jeff Sims 1722 South Rouse Bozeman, MT 59715 (406) 586-1421

SIERRA HANG GLIDER SCHOOL P.O. Box 4557 Satatline, NV 89449

JOE DORY CHEVERON'S 1000 W. Main St. Auston. NV 89310

TERRY'S GLIDER SUPPLIES Terry Sweeney 34 South Street Milford, NH 03055 (603) 673-8450.. *AGUILAR ODSSEY P.O. Box 60 Wilton, NH 03086 (603) 654-6155 FLIGHT RESOURCES CO-OP Al Copertino Wilton, NH 03086

*SKY HIGH INC. 3324 Alvarado N.E. Albuquerque, NM 87110 (505) 883-0391 RIKER DAVIS Box 2599 Ruidoso, NM 88245 (505) 257-2873 "DRY CANYON HANG GLIDERS 1017 Cuba Ave Alamogordo, NM 88310 (505) 437-0980

NEW YORK *U.F.M. OF NEW HAMPSHiRE Main St. P.O. Box 263 Tillon, NH 03276 (603) 286-3311 MORNINGSIDE REC AREA RFD 2 Claremont, NH 03743 (603) 542-9726, 542-5849

NEW JERSEY

*ISLAND HANG GLIDERS 22 Morris Street Staten Island, NY 10309 (212) 984-3125 FLIGHT SCHOOL 393 Rye Beach Avenue Rye, NY 10580 WINDBORN ASSOCIATES 414 Harrison Street Franklin Square, NY 11010 (516) 328-2124

McCARRON AERONAUTICAL CORP. Mike McCarron 17 Vicky Dr. Saratoga Springs, NY 12866 (518) 587-1957

CROWN CITY KITES Charles 0. Murry 5229 Route 91 Truxton, NY 13158 (607) 842-6463, 842-65 76 DA VE INGLEHART 160 Tenyck Watertown, NY 13601 (315) 688-6404, 482-2275 DICK REYNOLDS R.D. #1 Upper East Street Oneonta, NY 13820 (607) 432-5418

FLYING CASSETTA BROTHERS 614 Hart Street Eimira, NY 14904 (607) 634-2802

NORTH CAROLINA •u.F.M. OF KING 301 Kingstree Road King, NC 27021 (919) 963-9064 MIKE SHELTON Sides Mobil Court W. Clemmonsville Rd. Winston Salem, NC 27107 ROBERT TURNER 938 Gargrove St. P.O. Box 962 Henderson, NC 27536 (919) 438-4654

DALE SHERMAN 15 Endicott Ave. Johnson City, NY 13905

PAY HAYES 5705 Claremore Drive Durham, NC 27712 (919) 471-3798

WESTERN N.Y. HANG GLIDING 6567 Powers Rd. Orchard Park, NY 14127 (716) 662-4563, 662-1077

MATT TABOR P.O. Box 631 Kill Devil Hills, NC 27948 (919) 441-6877

TOM WIRTH MARINE SPORTS 20 Glendale Terrace Orchard Park, NY 14127 (716) 662-1968

*KITTY HAWK KITES John Harris Bypass 158 Nags Head, NC 27959 (919) 441-6247

•y ARNALL TECHNONICS 1891 Dublin Rd. Penfield, NY 14526 (716) 377-2854

FOOTHILLS HANG GLIDING Route 8 Box 237 A Shelby, NC 28150 (704) 434-2261

ROCHESTER HANG GLIDERS, INC. 74 E. Park Rd. *SCOTT'S MARINE Pittsford, NY 14534 Scott Lambert *LONG ISLAND KITE DIST. (716) 381-0075 908 Lexington Ave. 5 Bethpage Rd. Charlotte, NC 28203 *QUAKERTOWN HANG GLIDING SKYBOUND GLIDERS Hicksville, NY 11081 (7b4) 376-7348 (516) 681-8738, 931-6996 Andre Lucas Jeff Ingersoll 3635 Quakertown Rd. 213 Grahm Terrace FOOTHILLS HANG GLIDING HANG GLIDING ORGANIZATION Warsaw, NY 14569 Saddlebrook, NJ 07662 Ned Linds (716) 786-5141 (201) 794-0414 OF NYC 1120 Scaleybark Road 2070 Michael Gamble Charlotte, NC 28209 'N.J. SCHOOL OF HANG GLIDING 142 6th Avenue HAROLD F. MEESE (704) 527-2860 2604 Shadyside Dr. Tom Saville Brooklyn, NY 11217 Findley Lake, NY 14736 (212) 783-5480 Rd. 1, P.O. Box 240 A CLIFF WHITNEY'S (716) 769-7624 Oxford, NH 07863 6614 Candlewood Dr. *WINGS FOR MAN (201) 256-2873, 852-3287 Charlotte, NC 28210 SOUTHERN TIER HANG GLIDERS Greg Brasier 167 Sherry, P.O. Box 249 Randall Sprague BERNIE YAGED TOMMY FAIRCLOTH P.O. Box 192 564 Snyder, Box 36 East Islip, NY 11730 SB Oakdale Apts Berkely Heights, NJ 07922 (516) 581-3943 Portville, NY 14770 Fayetteville, NC 28304 (201) 464-0383 (716) 933-6637 (919) 424-4302 *AERIAL TECHNIQUES MARTY DODGE *JERSEY GLIDERS T.J. Young STEVE COAN Glenn Ferrarie Rt. 209 South 959 Oake St. Cherry Tree Farms 1528 W. Garden Rd. Ellenville, NY 12428 Elmira, NY 14901 Route 1 Box 291 (914) 647-3344 (607) 732-1490 Vineland, NH 08360 Creston, NC 28615 APPLICIAN HIGH Joe La Mantia 96 jacksonville Rd. Twaco, NJ 07082

GRANDFATHER MOUNTAIN Highway 221, Entrance Bldg. Linville, NC 28646 (704) 733-2800 KITTY HAWK KITES MORGANTON Route #5 Morganton, NC 28655 (704) 584-3118

WAYNE BERGMAN 1448 Rollins Toledo, OH 43612 (419) 478-6032 "SANDY COLEMAN Irondale, OH 43932 (216) 532-4852

TERRY FULLER 978 Center Rd. SOUTH MOUNTAIN AIR SPORTS Connecticut, OH 44030 Rt. 10 Box 72 "CHUCK'S GLIDER SUPPLIES Morganton, NC 28655 4252 Pearl Road (704) 433-7185, 667-0878 Cleveland, OH 44109 (216) 398-5272 DA VED LEDFORD 328 New Leicester Highway CARLSON AIRCRAFT Asheville, NC 28806 (704) 253-1681 Ernie Carlson 1346 Howell Rd. E. Palestine, OH 44413 NORTH DAKOTA

"STEVE HANSON'S 3401 Gateway Dr. Grand Forks, ND 58201

OHIO DA VE BOYERS PRODUCTIONS Dave Boyers 10350 Riverside Dr. Powell, OH 43065 (614) 889-9653, 889-2983

DAVE LOUPE 48400 Allegheny Tr. Negley, OH 44441 "JOHN GREEN'S 125 Woodside St. Hartville, OH 44632 ·"MIKE BOERSCHIG 73 Shady Lane North Bend, OH 45052

MTN STA TE HANG GLIDING E.C. Brown Route 3 Box 151 *CENTRAL OHIO HANG GLIDING Chesapeake, OH 45619 Mike Hollingshead (614) 867-8159 Box 15380 St. Rt 104 Ashville, OH 43103 (614) 870-6053, 983-2307 OKLAHOMA *ULTRALIGHT FLYING MACHINES.OKLAHOMA MONARCH OF COLUMBUS Bob Weiss 4131 Sexton Dr. 6814 N.W. 52nd Columbus, OH 43228 Bethany, OK 73008 (614) 274-3566 (405) 947-8701 BOB LEE 215 Locust St. Oak Harbor, OH 43449 AIR MASS GLIDERS Brad Sheldon 3921 Woodley Rd. Toledo, OH 43606 (419) 475-4349 METAL HAWK HANG GLIDERS Blair Andrew 3774 Hill Ave. #94 Toledo, OH 43607 (419) 691-4377, 536-0654 METALHAWK II Edward MOrrison 501 Geneva Toledo, OH 43609

¢STEPHEN E. CRUME 6605 N.W. 31st Terrace Bethany, OK 73008 (405) 787-5638 "SKY ADVENTURES 4415 E. Reno Oklahoma City, OK 73117 GENE BLEDSOES HANG GLIDER SHOP 612 Hunter Hill Oklahoma City, OK 73127 (405) 787-3125 TULSA HANG GLIDING SUPPLY George Moore 721 North Forrest St. Jenks, OK 74037 (918) 299-3219

"MICHAEL HUFFMAN 1403 S. 135th East Ave. Tulsa, OK 74108 "HESS BROS. ULTRALIGHTS 221 Tapp Road R.R. No. 6 Box 137 Ponca City, OK 74601 CAMERON SOARING SUPPLY P.O. Box 282 Cameron, OK 74932 (918) 654-3250, 654-3219 JERRY FORBUGER P.O. Box 385 Heavener, OK 74937 (918) 653-2112 "SKY UNLIMITED Richard Kingrey Star Route, Box 34 Heavener, OK 74937 (918) 853-2437, 653-2246

OREGON "MARCELLIUS DODGE 1635 Hwy. 101 South Tillamook, OR 97141 (503) 442-6722 PACIFIC GULL Jim Boscole 524 S.W. 5th Portland, OR 97204 (503) 625-7650, 226-2281 *SKI & SKI HANG GLIDERS Craig Ashford 2604 N.E. 61st Portland, OR 97213 (503) 281-1484 *DEAN CALDWELL 4524 S.W. Naef Rd. Milwaukie, OR 97222 (503) 653-5103, 761-3200 OREGON SKY SPORTS John Scearce 5085 S.W. Laurelwood Portland, OR 97225 (503) 292-4375 NORTHWEST H.G. SUPPLY John Davis 10600 N.W. Laidlaw Portland, OR 97229 (503) 292-2955 *KEN HOWE 544 Tierra Drive Salem, OR 97301 P. & R. WINGS 1045 Aspen Springsfield, OR 97401 (503) 746-0987, 726-8280

SUPERFL Y HANG-GLIDERS Jeff Van Datta 853 N.E. 8th St. Grants Pass, OR 97526 (503) 479-0826 PELICAN SKY SAILS Box 500 Sprague River, OR 97639

MIKE MARKOWSKI! DENNY FRANKLYN P.O. Box 4371-H Harrisburg, PA 17111 BALD EAGLE HANG GLIDING EQUIPMENT 146 N. Fourth St. Hughesville, PA 17737 (717) 584-5275

PENNSYLVANIA "AIRBORNE Venice Road, RD 3 McDonald, PA 15057 (412) 926-2477

THE HOLE IN THE SKY Bb Mohr 5835 Main St. Box 221 Fogelsville, PA 18051 (215) 395-8492

TRI-ST A TE HANG GLIDING SHOP "MYSTIC AIRCRAFT Ron Kisow Pat Hirst RD #1 148 So. 7th St. Imperial, PA 15126 Allentown, PA 18101 (412) 695-3833 (215) 437-9955 BARNSTORMERS David Laufer 327 Kenney Avenue Pitcairn, PA 15140 (614) 537-2024

DENNIS SITLER Rd #3, Box 3176 Berwick, PA 18603

JOE MILLER WESTERN PENNSYLVANIA HANG 68-B E. Montgomery Ave. GLIDING Hatboro, PA 19040 (215) 672-3299 Monty Edgar 131 Blair Dr. JOHN WILLIAMSON Butler, PA 16001 465 Darby Paoli Rd. (412) 283-8891 Paoli, PA 19301 (215) 644-4729 MISCHA BECK Box 235 *SWEET SKY New Bedford, PA 16140 David Starbuck 109 Norwood Rd. DONALD BLANK Downington, PA 19335 R.D. 2 Box 94A (215) 269-5109 West Middlesex, PA 16159 (412) 528-2636 CHAMP ENTERPRISES 322 N. High St. RIVERVIEW HANG GLIDING Westchester, PA 19380 Fred Booher RD 1, Box 308 *FLIGHT SYSTEMS, INC. Cowansville, PA 16218 Jim Hoser 2920 DeKalb Pike "KARL'S GLIDERS Norristown, PA 19401 Karl Kodrzycki (215) 279-1076 3230 W. 12th Erie, PA 16505 (814) 883-9902 SOUTH CAROLINA JOHN COCKETT *SKY RIDER 731 Apple View Ln. 2432 Pleasant Ridge Duncansville, PA 16635 Columbia, SC 29209 (814) 942-1603, 696-1242 (803) 776-4106 *SKY LIGHT FLIGHT Dennis Pagen KITTY HAWK KITES - GREENVILLE 1184 Oneida St. 2613 Poinsett Hwy. State College, PA 16801 Greensville, SC 29609 (814) 235-1967, 237-9811 *HILLSIDE FLYING MACHINES *K.H.R.C. SUPPLIES Ward Luben RD 1 Box 285 Hershey, PA 17033 Pendleton, SC 29670 (717) 244-8672, 534-2458 (803) 224-0050

SOUTH DAKOTA ROBERT STREETER P.O. Box 5 Pollock, SD 57648 (605) 889-2313 TENNESSEE TENNESSEE WIREHOUSE Box 1, Hwy. 27 Bypass So. Dayton, TN 37321 "RANDY'S Randy Wilson 130 N. Tennessee Ave. Etowah, TN 37331 REBEL WINGS Rt. #3, Box 329 Ooltewah, TN 37363 (615) 238-4887, 238-4267 CRYSTAL AIR SPORTS Rte 4 Cummings Hwy. Chattanooga, TN 37409 (615) 825-1995, 821-2546 "IN-LIGHT Rt. 1 Box 50 Bloutville, TN 37617 HM COCKER Shields Station Blain, TN 37709 *GERALD SIMPKINS 11604 Mt. View Drive Concord, TN 37720 SCHOOL KIDS RECORDS 1727 Cumberland Ave. Knoxville, TN 37916 (615) 637-6284 BRUCE D. HAWK 4823 Martin Mill Pike Knoxville, TN 37920 JOHN WALKLING 10000 Hampshire Dr. Knoxville, TN 37922 (615) 966-7138 *OLIVER GREGORY 982 Parkhaven Ln. Memphis, TN 38111 "TRUE FLIGHT I AIR POWER INC. Bert Alderson 3832 Guernsey Memphis, TN 38122 (901) 324-8922 TEXAS KITE ENTERPRISES Dave Broyles 1402 Austin St. Irving, TX 75061 (214) 438-1623

GERRY KIEFER Shiloh Airport P.O. Box 1923 Shiloh Road Richardson, TX 75080 (214) 750-5853, 363-6085 ·ROTEC 703 B. Big Stone Gap Duncanville, TX 75116 (214) 296-2505 SO. CENTRAL SKI KITE & HANG GLIDING ENTERPRISES 8310 Southwestern Blvd. Dallas, TX 75206 ·ANDERSON'S ULTRALIGHT FLYING 504 E. 4th Street Mt. Pleasant, TX 75455 (214) 572-7300 CALVIN MORGAN Box 458 Queen City, TX 75577 (214) 796-6167

UTAH ·WASATCH WINGS David Rodriguez 700 E. 12300 South Draper, UT 84020 (801) 571-4044 ·BRUCE YAN CY'S Rt. 1 Box 53B Roosevelt, UT 84066 (801) 353-4510 FREEDOM WINGS, INC. 226 West 9240 South Sandy, UT 84070 (801) 566-4991 ·KITE SHOP AT NATURES WAY 898 So. 900 E. Salt Lake City, UT 84102 (801) 359-7913 MARKS. COOK 1964 South 1700 E. Salt Lake City, UT 84108 (801) 484-6933

LONE ST AR HANG GLIDERS Stan Palmer 2200 "C" South Smithbarry Rd. Arlington, TX 76013 (817) 469-9159

'MIKE TINGY'S 3049 No. Apache Ln. Provo, UT 84601 (801) 375-4000

*HOELLER INC. P.O. Box 116 Mineral Wells, TX 76067

VIRGINIA

• ARMADILLO AVIATION 703 N. Henderson Ft. Worth, TX 76107 (817) 332-4668 BILL DAVIS 1407 Eagle St. Houston, TX 77004 AMERICAN PRO KITES 16 A Woodlake Sq. Houston, TX 77063 GULF COAST HANG GLIDERS Jimmi Youngblood 2022 Derby Rd. Houston, TX 77067 (713) 893-4967, 893-4939 *HOUSTON POWER GLIDERS Gordon Cross 515 Harding Baytown, TX 77520 ROCKY WHITMAN 555 Jones Bridge City, TX 77611 MARKHEES 11654 Research Austin, TX 78759

SUPERMAN GLIDERS W.L. Combs P.O. Box 541 Dumfries, VA 22026 (703) 221-1759 CONDOR FLIGHT SYSTEMS, INC. John C. Taugner 4105 Hunt Road Fairfax, VA 22038 (703) 323-0797 NOVA HANG GLIDERS Woody Jones 112 Oak St. Vienna, VA 22180 *BLUE RIDGE POWER GLIDERS William Dunwoody Rt. 1, Box 120 A Madison, VA 22727 (703) 948-4560

•u.F.M. OF TIDEWATER 402 Honberry Avenue Portsmouth, VA 23702 (804) 397-6157

TERRY WITHAM Box 1272 Highway 101 S. Forks, WA 98331 (206) 374-5652

·CLOUD HOPPER Pete Larson 5526 Twilight Rd. N.W. P.O. Box 7646 Roanoke, VA 24019 (703) 345-7518, 563-1031

RECREATION NORTH WEST Ken Fine 5429 Sou th Island Drive Sumner, WA 98390 (206) 863-2779

BLUE RIDGE MOUNTAINEERING CO. Wayne Sayer 211 Draper Road Blacksburg, VA 24060 (703) 552-9012 KITTY HAWK KITES-BLACKSBERG 420 N. M 9in St. Blacksburg, VA 24060 ·THE SKY IS THE LIMIT INC. P.O. Box 56 Lynchburg, VA 24505

WASHINGTON VERN ROUNDTREE 30003 112th S.E. Auburn, WA 98002 (206) 833-3003, 852-5483 *U.F.M. OF WASHINGTON 39416 - 264th Ave. S.E. Enumclaw, WA 98022 (206) 825-3782 AERIO SAILS Steve Halester 800 Mercer Seattle, WA 98109 (206) 624-7977 BIG BIRD WINGS L.W. Fitzpatrick 1203 N.E. 82nd St. Seattle, WA 98115 (206) 534-2436 ALEX DUNCAN'S 2601 Elliot Ave. #3200 Seattle, WA 98121 "ULTRALITE SPORTS OF AMERICA 14800 Westminster Way No. Seattle, WA 98133 (206) 363-6364

• AERIAL ADVENTURES INC. Less Williams 9219 Madrone Circle West Tacoma, WA 98467 ·coLy AR ENGINEERING Mike Colyar 1315 Dayton St. Olympia, WA 98501 DAN THACKER Rt. #6 Box 39 Yakima, WA 98906 ·PARADISE AIR RANCH Jack and Joy Rose Spranglee, WA 99031 ALEXANDER'S GLIDERS E. 3408 Jackson Spokane, WA 99207

MOUNTAIN STA TE HANG GLIDING Mark Kenyon 1400 Cedarcrest Dr. Lot 126 Huntington, WV 25705 (304) 736-5968 FLAT TOP HANG GLIDERS Rod Pendry 102 Randolph St. Beckley, WV 25801 GREGORY LILLY Box 144 Hinton, WV 25951 (304) 466-1219 ·MOTORIZED HANG GLIDERS OF WEST VIRGINIA P.O. Box 339 Craigsville, WV 26205 ·MOUNTAIN AIR Kenny Cross 326 Central St. Elkins, WV 26241 (304) 636-2900 AERIE FLIGHT SCHOOL Fred and Harold Wieneke Star Rt. #1 Burlington, WV 26710 (304) 289-3403

DAVE DORION'$ 610 Sunrise Drive Clarkston, WA 99207

WISCONSIN

INLAND EMPIRE S.G. N. 6520 Normandie Spokane, WA 99208 (509) 455-3770

SHEBOYGAN AQU FLYERS Charles Mayers 721 S. 27th Sheboygan, WI 53081 (414) 458-8635

DESERT SCHOOL OF FLIGHT Dan Armstrong 518 W. Bonneville #3 Pasco, WA 99301 LANE HINERMAN 3065 S. Johnson #1 Kennewick, WA 99336 ·DESERT SCHOOL OF FLIGHT 1425 Marshall Richland, WA 99352 MIKE REINCKE 425 10th St. Clarkston, WA 99403

HERB POTTS KHK-Richmond T otopotomy Trail Ashland, VA 23229 (804) 798-5729

SEATTLE SAILWINGS George Madden 7130 California Ave. S.W. #101 Seattle, WA 98136 (206) 935-4539

WEST VIRGINIA

ATLANTIC ULTRALIGHTS P.O. Box 1179 Norfolk, VA 23501 (804) 423-5339

·ULTRALIGHT SPORTS OF AMERICA 1242 N.E. 175th Seattle, WA 98155

DONALD WALTER 2310 1/, E. Washington St. Apt. B Charleston, WV 25311 (304) 342-2022, 768-9711

JOHN UPTON Box 19 Leon, WV 25123

*U.F.M. OF WISCONSIN John Moody P.O. Box 248 Kansasville, WI 53139 (414) 878-4380 ELASTIC FROG GLIDERS Eric J. Wallner 18560 W. Evergreen Pl. New Berlin, WI 53151 CASCADE SCHOOL OF HANG GLIDING 1971 Cascade Drive Waukesha, WI 53186 ·THIRD COAST SYSTEMS Jay Leitschuh Box 12400 Milwaukee, WI 53212 (414) 265-4648 COMPETITION SPORTS Joe Kreuger 8620 W. Auer Milwaukee, WI 53222 (414) 444-8181

TOW KITE & GLIDER EXCHANGE Bob Grassle 2531 Cedar Piney Dr. Janesville, WI 53545 (608) 756-2957 ·JON BAUTSCH 203 No. 14th Ave. Wausau, WI 54401 (715) 842-4013 RUSSELL BROWN 1525 King St. LaCrosse, WI 54601 (608) 784-2110, 782-3545 ·GLIDERS GALORE Buck McMinn Star St. Box 5995 Solon Springs, WI 54873 (715) 795-2618 LEE FISHER 2822 John A venue Superior, WI 54880 (715) 392-8794

WYOMING BUFFALO SKY RIDERS Steve Yestness 1919 Morrie Avenue Cheyenne, WY 82001 CENTRAL WYOMING HANG GLIDING SCHOOL Box 4206 Casper, WY 82604 BIG SKY HANG GLIDERS Perry Austin Box 1941 Gillette, WY 82715 (307) 686-2574 BIG HORN HANG GLIDERS Neil Johnann Box 312 Dayton, WY 82836 (307) 655-9742 HIGH PLAINS DRIFTERS Mark McIntire Box 106 Evanston, WY 82930 WESTWIND FLIGHT SCHOOL 1508 9th St. #12 Rock Springs, WY 82901 TETON SOARING CENTER John Dresser Ponderosa D-3 Jackson, WY 83001 KEN BIRD Box 144 Kelly, WY 83011

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 ultrallg ht anything with a tall 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

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

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Fo,manca 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 Range ........ 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)

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