USHGA Hang Gliding August 1980 by US Hang Gliding & Paragliding Association

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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 way, 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!

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THE W-1 ULTRALIGHT RESERVE New for the SO's, Windhaven proudly introduces the revolutionary W-1 emergency parachute system designed exclusively for the foot launch ultralight pilot whose gross weight including glider does not exceed 290 pounds. The W-1 container features a super thin tapered design for a low drag profile. An easy grab one step deployment handle connects directly to our specially designed deployment bag which has a unique line stow and opening system constructed especially for low speed deployments associated with ultralights. The W-1 canopy, a design originally used by sky divers, is constructed of F-111 Harris material, the highest quality material available on the market. We have made this system as light weight as possible without sacrificing strength. Also, by not T.S.O.ing the canopy, we have been able to keep the cost of the W-1 down to a low retail price of $349.00. Stylish looks, superior deployment system, strong construction techniques and low price will make the W-1 the most popular foot launch glider emergency chute on the market for 1980.

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#80-6

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Phoenix Lazor Fact Sheet 1980 M~~

175

195

18 '3 "

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

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

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

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

150-190

180-220

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

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

EDITOR: Gil Dodgen ASSISTANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray CONTRIBUTING ILLUSTRATORS: Cathy Coleman, Barbara Graham, Harry Martin OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Kit Skradski (Renewals) Amy Provin (Ratings) Janet Meyer (New Memberships) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pagen SECRET ARY: Jay Raser TREASURER: Bill Bennett EXECUTIVE COMMITTEE: David Broyles Lucky Campbell Dick Turner USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: Jan Case, Pat Denevan. REGION 3: Bill Bennett, Mike Turchen. REGION 4: Lucky Campbell, Carol Droge. REGION 5: Hugh Dundee. REGION 6: Dick Turner. REGION 7: David Anderson, Ron Christensen. REGION 8: Matt Seddon. REGION 9: Les King, WIiiiam Richards. REGION 10: Richard Heckman, Scott Lambert. REGION 11: Ewart Phillips. REGION 12: Paul Riker!. DIRECTORS-AT-LARGE: David Broyles, Keith Nichols, Dennis Pagen, Jay Raser, Phil Richards. EX-OFFICIO DIRECTOR: Brooke Allen. HONORARY Directors; John Harris Hugh Morton. The United States Hang Gliding Association, Inc.. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts ta create further interest in the sport. by a means of open cummunicafion and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles. photos. and illustrations 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 Los Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printirg & Litho. Alhambra. Calif. The typeseffing is provided by 1st Impression Typesetting Service. Buena Park. Calif. Color separations by Scanner Hause of Studio City. Calif. The USHGA is o 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 $25 per year ($26 for foreign addresses); subscription rates are $18 for one year. $31 for two years. $44 for three years. An introductory six-month trial is available for $9.0.0. Changes of address should be sent six weeks in advance. Including name. USHGA membership number. previous and new address. and a malling label from a recent issue.

ISSUE NO. 91

AUGUST 1980

Hang Oliding CONTENTS FEATURES

ARIZONAX·C

WOMEN AND HANG GLIDING

26 33

Article and photos by Bob Thompson

A discussion with Page Pfeiffer. Liz Sharp and Katie Miller, conducted by Carol Price

JOHN McNEELY AND HAWK USHGA RECORD ATTEMPT KIT

A photo essay by Hugh Morton

by Vic Powell, Chairman, USHGA Records Committee

1980 NATIONALS PREVIEW

THE ART AND LORE OF THERMAL SOARING PART VII

THIRTY·ONE MIILES ACROSS THE Pi;!AIRIES

by Willi Muller

by Paul Mance

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISEl~S 10 NEWS AND NEW PRODUCTS 17 USHGA REPORTS 17 CALENDAR 21 CARTOON by Harry Martin 24 POWER PILOT by Glenn Brinks 31 MILESTONES 36 ANATOMY OF AN ACCIDENT 43 BIRD'S EYE VIEW by Lauran Emerson 48 CLASSIFIED ADVERTISING 54 STOLEN WINGS COVER: Rich Grigsby flies the new Delta Wing Lazor II at Avenue Lin Palmdale, California. Photo by Sharon Grigsby. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA. Inc.. do not endorse or take any responsibility for the products adve1tised or mentioned editorially within these pages. Unless specifically explained. performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright© United States Hang Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

CJLTRALIQNT CONVERJATfON

program that holds a small minority or any pilot accountable for its faults. I would also recommend that even with the present system a pilot think twice before buying a glider that is uncertified, especially if the salesman says that it will not pass the certification test but is safe anyway. Chris Price Elsinore, CA

INDEX TO ADVERTISERS Aerial Techniques .................. , ... , .... 5, 7 Bennett Delta Wing Gliders ............ 2, 6, 14, 55

HGMA Controversy Hatchet Job Dear Editor, After reading Mike Meier's guest editorial hatchet job on my letter to the editor I feel I must respond. The issues at hand are more important than either of our personalities or positions. If the reader is interested in the subject, go back and reread what I wrote in the June issue and Mike's response in the July issue of the magazine. Rather than go into a lengthy debate on the particulars, I will just stand by what I have written and insist that I did not mean to imply what Mike says I did. If you read carefully what Mike wrote, he admits that I have a point. I also do not mean to imply anything more than I have written. I will restate the issues as clearly as I know how. The HGMA certification program is a sales program disguised as a safety program. The number of board members who earn their living in hang gliding is turning the USHGA into the USHGMA, Inc. If there is anything right with the HGMA certifica ton program, all pilots benefit. If there are any inequities in the system it comes to bear only on the pilots who wish to compete in USHGAsanctioned meets. The HGMA does not require certification for one of its members to sell a glider. The USHGA does not require that a glider be certified for it to be advertised in its magazine, flown by a pilot to pass a hang rating, or used for training by a USHGA-certified school or instructor. The only requirement for certification is on gliders that pilots wish to fly in USHGAsanctioned meets to become national champion or to represent the United States at a world meet. The competition pilots are a very small minority of the USHGA membership and yet end up with the brunt of the whole system. To be called successful, a certification program must benefit all pilots. It cannot be called successful if it discriminates against a few for the good of the whole group. The certification program has had its problems. Hopefully it will become less arbitrary, more businesslike, its policies will be written down, and the HGMA will keep better records. It is time for the HGMA to stand on its own and get off the backs of the competition pilots. If the USHGA would drop its requirement for certification the big manufacturers would still certify their gliders for the legal advantages in case of a lawsuit. The program also has enough support among dealers to be weaned from the USHGA. I personally support the idea of a certification program done right. But I will never support a 4

Duncan , ................. , . . . . . . . . . . . . . . . . . . 52 Eco Nautlcs ....................... , . . . . . . . . . . 41

Dear Editor,

Elpper ........................... , ....... 13, IBC

I am in complete agreement with Chris Price concerning the HGMA. The primary purpose of the HGMA was to promote safe gliders and to prevent costly government involvement with manufacturers. Having accomplished this, the new HGMA stand seems to be "get the small guy and the hot foreign gliders out of our hair." Let's face it: There is no way for an individual or a small company to match dollars with the "Biggies." It seems that the requirements for certification just keep changing until the small guy goes bankrupt or gives up trying to certify his glider. Is this fair, or in the best interests of Joe Average pilot? Hell, no! Stand up and be counted, pilots! Let's put the testing requirements where they belong ~ in the hands on an independent firm! Ric Lee Sandy, Utah

Electra Flyer Corp............................ IFC Gilder Rider . . . . . . . . . . .. . . . . . . . . .. . . . . . . . . . .. . 51 Hall ...................................... 41, 52 Hang Gilding Press . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Kwik Clamp, ................................. 35 Kite Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Kitty Hawk Kites, ............................. 20 Leaf ................................... , . . 6, 20 Maklkl Electronics ... , ........................ 52 U.S. Moyes ....... , ........................... 53 National Book Wholesalers .................... 31 Ocean Pacific .. , ....... , . . . . . . . . . . . . . . . . . . . . BC Odyssey .................................... 30 Pagan ....................................... 41 Poynter Books ................................ 37 Price Company .................. , ........... 37

Dear Editor, Just a quick note to say that I totally support Chris Price's stand against HGMA certification restrictions in USHGA contests that he detailed in his letter to Hang Gliding in the June issue. Muckraking bad-boy that he sometimes is, (I think just for fun), Chris nonetheless struck a responsive chord in my innards when he said he was "mad as hell and not going to take it any more." Right on, Chris! I'm mad as hell too! I've suffered at the hands of the U.S. manufacturers who, in some instances, use the HGMA standards to further their own economic goals. I know personally of one large manufacturer who made a point to call the Region 4 contest director this year during the meet and bitterly argue that she was holding an illegal contest because uncertified gliders had, erroneously, been given the go-ahead to fly. Was this kind person acting out of concern for the safety of the pilots who were flying Atlases and Megas? Not a chance. His gliders weren't doing so hot and he was probably afraid of more good press for the Atlas and Mega designs, to the detriment of his own excellent but not super-performing ships. I've had it! I'll burn my USHGA card, cancel my membership, and urge every person I know to do the same if the USHGA doesn't get this greedy monkey, (manufacturer's self-interest), off my back and every other pilot's back who wants to compete, really compete! Leave the safety standards for the purchasing public, where

Seedwings ..... , .................... , . . . . . . . 25 Skytow .. . .. .. .. . .. .. .. .. .. .. .. .. .. . . .. .. .. .. 35 Snyder Ent.................................... 44 Soarmaster ....................... , . . . . . . . . . . 56 So. Cal. HG Schools . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Striplin Aircraft ............................... 50 Sunblrd .......... , . . . . . . . . . . . . . . . . . . . . . . . . . . .

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AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 112 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

•PTEMIER 13 THRU 23 AT ELLENVILLE, NEW YORK Plan to be here! Aerial Techniques, together with the Southern New York Hang Glider Pilots Association, will host a 10-day spectacular in the Shawangunk Mountains - one of the best-known hang gliding areas in the U.S.! In addition to the Championship competitions, there'll be exciting events such as: • Demonstrations of Ultra-lite Powered Aircraft • Aerial Shows and Displays • Balloon Rides Snacks, sandwiches, cold and hot drinks and souvenirs will be readily available in the spectator-reserved areas. Special children's programs, too. The immediate locality abounds with fine hotels, motels, restaurants and sight-seeing attractions. There'll be ample parking - and Ellenville is easily reached from all major highways in the northeast. Don't miss this one! Call or write for tickets and information from 1980 U.S. Nationals Committee, care of:

ROUTE 209, ELLENVILLE, NEW YORK 12428 (914) 647-3439

they are really needed. A seasoned competitor knows what the hell he's doing and doesn't need Big Brother breathing down his neck. We get enough of that everywhere else.

INTRODUCES THE MOD IFl ED ST AN OARD

Jim Lawrence Durango, Colorado

Reply to Gary Clark Dear Editor,

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This letter is in response to Gary Clark's comments on my articles about thermaling. Specifically, Mr. Clark states that Part I and II (February and March issues of Hang Gliding ) "contained a lot of (apparently) personal theories which are counter to established principles of fluid mechanics." Although Mr. Clark refers to a lot of personal theories, the only one he mentions is my description of the formation and rise of a thermal in the form of a bubble. I find it incredible that Mr. Clark can presume to write such a statement. I can only assume that I am the only author he has read concerning thermal soaring. This is very flattering, but I suggest that he broaden his horizons by reading the following books, paying special attention to the pages indicated where these other authors refer to thermal bubbles: The Joy of Soaring, by Carle Conway, pages 64-65; The Art and Technique of Soaring, by Richard Walters, pages 138-139; Cross-Country Soaring, by Helmut Reichman, pages 4-5. Reichman in particular is a credible author. He won the World Sailplane Championship twice and is trainer of the German national soaring team. He teaches sailplane techniques at the Institute for Sport Science in Saarbrucken, Germany and published his doctoral thesis on the subject of cross-country soaring flight. In a direct quote from his book he states " ... houses and trees can also hold down larger air 'bubbles' for longer heating. Often, surprisingly good thermals can be found on the lee side of slopes or ridges where the air has a chance to heat longer." Mr. Clark further states that my description of thermal formation is based on the analogy to a vapor bubble in a pan of boiling water. If he rereads the 10th and 11th paragraphs of the February article he will find that in no way do I claim that a thermal is held on the surface by the same forces as a vapor bubble. I do use the vapor bubble analogy to help the reader visualize a thermal's life cycle. Since we cannot see the complex dynamic structure of the air, we often resort to similar analogies to water movement (e.g., waves, turbulence, rotors, convergence, etc.). Many authors before me have used vapor bubbles to illustrate thermals. How does a thermal bubble form? To summarize the process, it is pressure differences in the vertical dimension caused by surface heating that begins slow circulation of convection currents. When surface heating becomes too great, these pressure differences no longer maintain a steady value relative to one another, so that pulsating flow results. It should be noted in passing that air of very different temperature will act like separate fluids, which is the reason for the persistence of cold fronts, line fronts, gust fronts and shear layers in general.

For those readers interested in learning more about these atmospheric phenomena, I recommend the book Natural Aerodynamics by R.S. Scorer. This author hardly needs to be introduced to those familiar with meteorology texts. In the above book Scorer describes the action of Bernard cells and defines the Rayleigh criteria which is related to the difference in slow circulation and penetrative convection (thermals). One of the last things Mr. Clark writes in his letter is "Under still conditions, a stable, continuous plume of hot air will result, not a series of bubbles as Dennis describes" and ''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." From the above, I can only conclude that Mr. Clark is neither a thermal pilot nor a student of nature. Sailplane pilots have been known at dive at the ground to release the bubbles that Mr. Clark claims do not exist. You can stand near a thermal source on a still day and watch the wind suddenly picks up as a thermal releases. In the words of Reichman "Even very hot 'too light' surface air can remain 'lying' precariously on the surface if there is no 'triggering' impulse to set it loose." Scorer says, "It is observed that the fluid comes away from the heated boundary in lumps, which we call thermals." Most of the information meteorologists have concerning thermals in nature comes from glider pilots. I fully expect that hang glider pilots will greatly expand the understanding of micrometeorology. To that end, I have spent countless hours in the weather tower and libraries of Penn State University (supposedly the formost weather school in the U.S.) researching the phenomena described above as well as many other related topics. I have a deep suntan to prove how much time I spend outdoors observing nature. If Mr. Clark still insists I "missed the mark badly in resorting to a bubble analogy," I suggest he complete some intensive research and write up his findings. I especially want a copy and I am sure the above mentioned authors would as well. Dennis Pagen State College, PA

Special Use Permit Dear Editor,

If anyone has information about any club (hang gliding, rifle, yacht, astronomy, etc.) that is using city, county, state or federal properties for their activities, with a special use permit or lease, please send photocopies of their agreements or newspaper articles to Randy Novak, 7263 Cedar, San Bernardino, CA 92404. If possible, write a summary of what the club has done with the property since obtaining its use. l need this information to negotiate with the U.S. Forest Service concerning our local site. I will forward copies to the USHGA to keep on file if others may need this information. Randy Novak San Bernardino, CA HANG GLIDING

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Ellenville - Site of the 1980 U.S. National Hang Gliding Championships • Sept. 13-23

Something For Everyone Dear Editor, First, I would like to commend you for producing a very professional and very interesting magazine on what I'm sure is a very limited budget. As a Hang I pilot who may never make Hang ll or Ill because of severely limited flying time, I appreciate the basic skills articles, which help keep me in touch with flying during the long voids between my opportunities to actually fly. I'm sure the more advanced pilots, and more technically oriented members appreciate the more in-depth technical articles. This "something for everyone" approach should never be abandoned. I also look forward to the beautiful photography, both on the cover and inside the magazine, which brings me to my second topic: the spectacular and controversial photographs in your April issue. I agree completely with the editorial point of view expressed in May that the magazine should cover events occurring on the frontiers of the sport (besides, those pictures were just too good to pass up). I do believe that articles dealing with such events should, perhaps, be accompanied by a statement to the effect that the maneuvers described or depicted are not within the safe operating range of today's gliders and should never be attempted by a nonprofessional pilot. The photos themselves are terrific, and I would certainly be disappointed to see SL1ch fine images censured. Lex Siehler

On Composites Dear Editor, In response to Richard Heckman's article, Considerations in the Use of Composites . .. in the April issue, I would like to make a few comments; concerning stress concentration in Grafspars. We went to a considerable amount of work to handle this problem. We solved it by a combination of tapering the thickness of graphite fiber and glass on the spar in relationship to the loads at various points along its length, along with small, strategically-placed inner sleeves, the result being that the stress concentrations on the Crafspars were much less than those created by the usual inner and/or outer sleeves on a standard all aluminum leading edge. There are two people outside of Crafspan who have confirmed this. Mr. Heckman's second question regards his concern over the possibility of a delamination occurring as a result of the differences in the coefficients of thermal expansion of the materials used in our product. We solved this problem with the application of a special bonding agent that goes between the first inner layer of glass and the cleaned and etched aluminum tube. In the case of an improper application of the bonding agent, very visible blisters occur in the

finished product sending that tube to the scrap pile. He also mentioned that proof loading of each finished component would be appropriate. We do. Due to the aluminum backing, our tubes have a much higher resistance to the impact and crushrelated damages that can occur as a result of ground handling. The other, and much more significant difference, has to do with the difference in failure modes between the aluminum-backed Grafspar and a 100% graphite tube. As Mr. Heckman stated, the problem with all the composites except glass, concerning their failure mode, is that, "one minute it looks good, the next minute it's broken." When used with the aluminum backing, as in a Crafspar, the aluminum starts to yield long before the graphite and glass even come close to failure. As a result, when we rate our tubes for strength, we rate them at the point when the aluminum begins to yield. Besides providing a large safety margin in the spar, it visually provides the post-flightchecking pilot with a warning that he is overdoing it. The other nice thing about this is that except for really extreme sets in the aluminum the graphite will pull the tube back to within a fraction of an inch of its original shape. Mr. Heckman's last statement was concerning the need to re-certify a Grafspar retrofitted design. We never said otherwise. All we asked was to be treated in the same manner as the HCMA treated any manufacturer who was modifying his already certified glider. To give you an example; while I was safety director at the 1979 Nationals at Crestline it came to my attention that one design as originally certified weighed eight to ten pounds more than the production version. These changes were accepted by the HGMA under the amendment process by which the manufacturer has only to show that the changes made do not adversely affect the safety of the glider as originally certified. I have been made curious about why changes like these, which were potentially more significant than the changes in a design represented by the installation of one of standard retrofits, only needed an amendment; while the installation of a Crafspar retrofit (even a crossbar) would have required entirely re-certifying the glider. I want it to be clear that I am not criticizing the amendment process, nor the glider, its designer, or builder. I am curious about why Grafspan was given "preferential" treatment. As it stands, I can do without the "favor." As for Mr. Heckman's assumption that we are continuing in our efforts to supply other manufacturers, we are not. Nor are retrofit kits available. We are producing a wireless glider that will eventually be certified and demonstrated as aerobatic. The third prototype of this design (the first that is strong enough for us to consider aerobatic) is now flying and will soon be tested. We are hoping to have it certified with the HGMA as that is the purpose of the organization. However, from talks with a couple of the board members it appears as though we will continue to receive the "preferential" treatment; especially since no rules have been set up to complete the certification of an aerobatic hang glider. This leaves us with the option of waiting until someone else has their glider certified

"aerobatic," or to get it certifed as a sailplane good for limited aerobatics under the auspices of the FAA. In comparison to what I was told the HCMA would require if I were to push to be the first to certify an aerobatic hang glider, the FAA looks like a piece of cake. Eagle Sarmont President Grafspan, Inc.

Tips And Reprints Dear Editor, I was extremely pleased with the May issue of Hang Gliding. (I'm currently taking lessons and have been a member for six months.) The magazine is more lively and the tips and reprints of old articles are especially valuable to a beginning pilot. David Mayes Nashville, TN

Wankel Power Dear Editor, After reading R.V. Wills' last article on hang gliding fatalities, I wanted to say something about motorized gliders. The case of Robert Conat's Easy Riser points to a problem in motorized gliders: wear from vibration. Well hopefully, I have an idea that will make some hang sense. The Wankel rotary engine is available as a chain saw engine. The rotary by nature is relatively vibrationless and almost quiet. Coupled with a ducted fan this might be a solution. There is a great future for our motorized flight. The resourceful among us must attempt to push forward the state of the art in flying. Robert Chatters Clinton, MI

Hang Gliding welcomes letters to the editor. Contributions must be typed, double spaced and limited to a maximum of 400 words. All letters are subject to standard editing for clarity. Send contribution to; USHGA, P. 0. Box 66306, Los Angeles, CA 90066.

We want to

BUY YOUR GLIDER We are interested in any used glider manufacfactured since 1977. Ship or deliver your glider and we will give you cash or apply it to your new glider. We are dealers for: Delta Wing, Seagull, Moyes, Sunbird, Wills Wing, Electra Flyer and UP.

Call Today (213) 789-0836 Southern California Hang Gliding Schools Inc. 5219 Sepulveda Blvd .. Van Nuys, CA 91411

HANG GLIDING

REGIONAL QUALIFIER RESULTS

CROSS COUNTRY QUALIFIER RESULTS The XC Qualifier, the first of Don Partridge's three Owens Valley cross country hang gliding meets, was won by Chris Price, flying a Moyes Mega II. Although the meet lasted six days only three days were scored due to poor weather. Chris won the first task, a 17-mile race to Zacks Ranch with a speed of 26.8 mph. Jeff Burnett won the second task, a goal and return flight to White Mountain, flying 26 miles, with a speed of 20.3 mph. The last task, an open distance down the road to Gabs, Nevada was won by Chris, with a flight of 57 miles. Chris, when asked to explain how he was able to do so well in the meet and if he had any tips on how to fly the Whites, said, "First of all I flew with the heaviest wing loading. I was able to get away with a wing loading of 1.85 due to the excellent climb

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.

12. 13. 14. 15. 15. 17. 18. 19. 20. 20. 22. 23. 24. 25. 26. 27. 28. 29.

Chris Price Jeff Burnett Jeff Scott Rob Kells Ted Zinke Mike Adams Bernie Beer Luigi Chiarani Tim Dunlap Mark Bennett Ashley Greenwood Rich Williams Bob Malloy Cyndee Moore Paul Vanhoff Yves Bolomet Steve McQuilliams R. Lundquist John Lindburg David Gibson Roger McCracken Steve Powter Ron Foss Dave Little Bruce Chapa! Guy Lindburg Mike Meier Steve Pearson Elaine Chandler

Moyes Mega II Sensor 210 Lazor I 209 Raven Sensor 210 Lazor II Moyes Mega II ASG 21 Raven Mosquito Lazor II Mosquito Sensor 210 Raven 149 Moyes Mega II Gryphon Lancer Stratus Spirit Mosquito Raven 229 Sky Trek Moyes Mega II Lazor Moyes Maxi III Spirit Raven 209 Raven 209 Mosquito

capabilities of the Mega. I also carried oxygen. I would use the oxygen down to 8,000 feet or anytime that the lift was hard to center. I really feel that the oxygen helped me make better, safer decisions quicker. Trying to cover distance I would fly straight up or downwind in the lift and cut straight across wind in sink. I would also try to stay at the altitudes that the thermals were climbing the quickest. Rather than try to stay in the nasty thermals I would just look for a smoother, faster-climbing one. I would try to use a lot of thermals for short gains rather than one for a large gain." When asked how a pilot learns to recognize these patterns of lift and sink, Chris replied, "How do you look at a sunset or smell a rose? It just happens. I simply took the path that had heart." Race to Zacks, 17 Miles

Goal & Return, 26 Miles

3/4

3 314 2 5 4 7 28 10 15 13 8 16 6 20 25

2 3 12 6 10 4 13 7 11

32 18

34 15 8 17 16 37 14 30 39 31 29 37 33 37 9 5 35

14 10 27 34 9 33 25 32 36 36 25 35

Open Distance

% 6 4 5 16 10 3 15 18 17 2 12

7 13 20 24 24 11

21 8 24 9 24 14 19 24

Total Points

4V2 8% 9 22 26 27 35 38 40 41 42 46 47 48 53 53 54 58 62

Pilot William Mallory T.J. Young David Rathburn Richard Williams John Sillero Del Schier Casey Heeg Doug Levy Robert Chapel Peter Johnson Total entries:

Glider Mega Mega Sirocco Sensor Sirocco XC Oly Spirit Maxi Horizon

Score 14 11

9 8 6 9 8 6 6 5

National quota:

The Region 8 National Qualifier results, as reported by meet director Doug Weeks, are as follows: Glider

Place Pilot 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Steve Arndt Bill Blood Brooks Ellison Walter Niemi Mark LaVersa Ben Davidson Harry Taylor Matt Chapman Mark Pearson Kurt Paskiewicz

Total entries:

Seagull 10.5 Sensor 210 Seagull 10.5 Alpha 215 Spyder Spirit Cirrus 5 Oly Seahawk Raven 229 Nationals quota:

The Region 9 National Qualifier results, as reported by Stewart Smith, are as follows:

72 72

Place

Pilot

73 78 83 88 97

1. 2. 3. 4. 5. 6. tie 7. 8. 9.

Tom King Dennis Wood John Scott Bob Deffenbaugh Woody Jones Mark Lackner John Hope Jr. Robert Lalor Daniel D. Koch Wayne Sayer

The winner of each task gets % of a point, the second place pilot gets 2 points, etc. 10

The Region 12 Qualifier results, as reported by Chief Judge Carl Berger, are as follows:

Glider

Score

10 Meter Oly 160 11 Meter Antares 10 Meter Falcon Cirrus SB Sirocco III 10.5 Meter Raven

400 400 400 400 399 398 398 390 386 385

HANG GLIDING

BENSEN

6 Three flights have been registered in the annual "Region Six Cross-Country Challenge." May 31, Jerry Forburger registered an eight--mile flight on his Wills Wing Raven. But this flight was eclipsed twice on June 12. Roy Mahoney, flying a Mosquito and Yogi Dicks, in a Wills Wing X-C, drifted over the back of Heavener in "blue thermals." Mahoney landed 15 miles downwind and Yogi landed 17 miles from takeoff. All flights were made from Poteau Mountain near Heavener, OK. Heavener was the site of the 1977 Nationals and is the lowest of the three major flying sites in the Region Six area. Inspired by the recent outbreak of significant cross country flights in Tennessee, the annual Region Six Contest has drawn more interest this year. The winner will receive 85 % of the entry money and contingency prizes frorn Wills Wing. Uf> has offered a cash bonus if the winning flight is made on an UP glider. Contes! rules and entry information can be obtained from: Fort Smith Hang Gliding Assoc. 1015 South 19th Fort Smith, Ark 72901 (501) 783 6548

This historlc photo shows Dr. Igor Bensen, of Bensen Aircraft Corporation, in his early tests of a foot-launched "rolorchute" glider. The date was January, 1946

in Schenectady, New York. Note the ski boots on his feet for takeoff and landing. Wheels were used mostly for ground handling and initial acceleration.

MIKE DEGTOFF BREAKS GRANDFATHER MOUNTAIN CROSS COUNTRY RECORD

4 Due to the disqualification of pilots flying uncertified gliders, the Region 4 Qualifier results have been modified. Only three pilots arc qualified for the Nationals. They are: Dennis Quesenberry, Yuma, Arizona; Larry Tudor, Draper, Utah; Greg Duhon, Sanely, Utah. A second meet will be held at Crested Butte.

USHGA has initiated a Site Procurement Assistance Program. The concept is to offer .issistance and coordinated information for those in hang gliding needing such services. Send inquiries to: Phil Richards, Site Procurement Committee Chairman, 3'108 Windrose Drive, Phoenix, AZ 85029.

Our apologies to George Madden for failing to identify him as the photographer of the Atlas on page 4'7 of the June issue. The pilot was Jean-Michel Bernasconi at Dog Mountain, Washington. AUGUST1980

Mike Dcgtoff, 1980 member of the Grandf athcr Mountain Flyers hang gliding exhibition team, has set a new record for cross country of 29. 75 miles by launching from Grandfather and landing at Miller's

Creek in North Carolina's Wilkes County. The old record was set by Australian Peter Brown (27.7 miles) in September 1979. Degtoff is shown above the clouds over Grandfather in his Atlas. 11

ANOTHER BETTINA

There is another Bettina who through her creativity can express the freedom of our sport. She is Bettina Rybicki of 118 Forsythe St., Apt. 3, New York, N.Y. 10002. Her impressive talent has gone into design-

ing the 1980 Nationals trophies. The example is shown free standing. They can also be mounted on light boxes against a black background. The three-dimensional effect is most dramatic.

DAY & NIGHT THERMOMETER

The Day & Night Recording Thermometer remembers low and high temperatures. Its makers suspect it has over 100 uses, many as yet undiscovered - and they're counting on you to fill in the gaps. The manufacturer, Lab Systems, has just announced a nationwide contest designed to uncover new and unique applications for the Day & Night Thermometer. These will be published in a booklet entitled "101 Uses for the Day & Night Thermometer." Any original idea published in the booklet will wind the author a free thermometer, valued at $19.95. The thermometer records low and high temperatures with two capillary tubes containing markers that float on the mercury columns. The markers stop at the highest points they reach. The left mercury column reads upside down, so the highest point on that column is the lowest temperature HANG GLIDING

reached. Both mercury columns also show the present temperature. The owner reads temperature extremes each day, then turns the knob at the bottom. The markers settle back onto the mercury to record the next day's temperature extremes useful for predicting lapse rate? Write to the manufacturer for a free descriptive brochure. All entries become the property of the manufacturer if published. Any not used will be returned upon request if the sender encloses a self-addressed, stamped envelope. Contact: Lab Systems, 1330 Grove St., Berkeley, Calif. 94709.

170

In cooperation with Suspended Animation of Concord, CA, Spectra Aircraft takes great pleasure in introducing the Aeolus 170, a 150-degree nose angle I 6.8 aspect ratio hang glider. The Aeolus is the byproduct of a two-year research and development program on our GFE model with a 160-degree nose angle, 90% double surface, 7.56 aspect: ratio and horizontal tail. These t:wo new types of flex wing hang gliders have explored new theoretical dimensions in design and construction. Our engineer, Carlos Miralles, an aeronautical engineering student in his senior year at Cal Poly San Luis Obispo, has placed over 2,000 man hours into the GFE/ Aeolus project. Certification is now in progress and the Aeolus will be offered in 150, J 70 and 190 square-foot models. Setup time for the Aeolus is five minutes and weight is 50 pounds. Spectra Aircraft I Suspended Animation has been successfully operating as a manufacturer/dealership since 1975 with its Zodiac model. Contact: Suspended Animation, 2151 Arnold Industrial Hwy., Concord, CA, Shop #5, 94520, (415) 798-9993. AUGUST1980

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

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

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

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24' Canopy

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A must for heavies

AIR SPEED GAUGE by Mike Skahan

All you need for a neat but cheap A/S indicator is a bicycle speedometer and three 11-6 model airplane propellers.

1. Disassemble speedometer and remove odometer gearing to reduce shaft friction. Reassemble.

5. Drill pilot hole in center of dowel and tighten in screw. Put a dab of epoxy on square end and insert into speedometer.

2. Cut 3 props as shown. Sand. Epoxy to

smal I piece of 314" dowel.

6. After calibrating by holding out of car window, repaint dial face.

3. Snip off the head of a 1112" x 8" wood screw and file shank square to fit input shaft on speedometer.

4. Attach bracket included with speedometer.

s p

b e i e C d

~JD

---- y 0 C

I e

e t Draw a "compass flower" on cardboard as a guide when assembling rotor.

e r

carve away

After cutting use a sandpaper covered dowel to smooth edge for a good fit.

make six

Reprinted from February 1975 Ground Skimmer AUGUST1980

The most comfortable harness on the market has been made even more practical and versatile with the addition of a zippered cacoon attachment It can be used with or without the cacoon section. Simply unzip the heavy zipper, remove knee support rope and unbuckle adjustment straps at each side of harness. Stirrup and knee-hanger sets are included with each Cacoon Bar Harness for those times when you want to fly without the cacoon section. COLORS AVAILABLE: Red, Oranne, Rust, Sand, Brown, Black, Dark Green, Calif. Blue and Navy Blue.

ORDER FORM Cacoon Bar Harness [] Bar Harness [J

OPTIONS AVAILABLE:

.. $140.00

Cacoon Bar Harness complete .. Bar Harness complete .

PARACHUTE SELECTION:

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24' IJ 26'1] Zippered ll

Sewn directly [l COLOR SELECTION:

Cacoon Section (with zipper) . . . .. $ 50.00 'older Bar Harnesses must be sent to factory for modification.

Main body -·-·······-·········-·······--··-···············-··-·-· Trim --·-· ····-····-----·-··-····-····--·-···-·--·-·

Stirrup foot bar. . ..... $ 4.00 Extra paddinfJ in shoulders . . ..... $10.00 Parachute sewn to harness ............ $ 7 .50 Parachute sewn using zipper for easy detachment . . . $15.00

If parachute is ordered with either harness, it will be attached free of charge. A 10% discount will also be applied to parachute purchase. All major brands of parachutes are available through ULTIMATE HJ.

PILOT SIZE: Height·-·-·····---- It·-··--··-···· ins Weight..... --·-----·-·----·-··--Jbs Shoulder Height

ins

Fits virtu,illy all existing ,ilidcrs equipped with a channel bracket at least 21/<1 ' wide between le~Js 1

Requires the fostening of l-wingnu1 and safety pin to complete the assembly of triangle bar Universal Block does not have to be removed from cht1nnel bracket to disassemble control bar

Lower side wires remain bolted to the Clips which are available drilled for eye-bolts or shackles Universal Block swivels down to allow control bar to be stored in glider cover bag. (Cables at bottom of noseplate or rear of keel should be fastened with a wingnut and safety pin to facilitate speedy deployment or storage of control bar) Universal Block Downtubc Clips. Aluminum Tubin,1 Bolts & Nuts. Elbows ..

ORDER FORM BAR KIT II Tubing requested: l"x.083 [] EYEBOLT

BAR COMPLETE 1/lS"x .06!, SHACKLE

Glider ········-···············-············-············-----·-· Yr Manufacturer ·············-········-···-··--························· Chan. bolt: l/4' Cl co/Hi" [] Eyebolt Shackle Chan bracke1 width ·······-····-·-··----·--····--·.I"' (outside width)

With

nlider

set up, record measuremen1s:

the

............. machined from 1/," barstock of 6061 T6 Aluminum and hardened stamped from .12!>'' 6061 T6 Aluminum plate and hardener! ..... l"x.083or 11/8"x.06!j(i()61 T6withbrightdipanodize. aircraft rnted hardness of 7 or better die cast Aluminum hardened to T6.

following

'A' to 'C' --····-·······--···ms 'B' to 'C' ······-····-·· ins *measure center of hole to center of hole.

BAR KIT....... . . . . . . . . . . . . . . . . . . . . .... $40.00 Includes all bolts, nuts & ffordware. (less alum. tubing)

FINISHED BAR .......................... $75.00 PADDED COVER BAG ................... $ 9.50 Please include measurements of base and legs for bar. (Measure hole A in chan. bracket to hole C at eyebolt or shackle for legs of bar, and from hole B to hole C for base of triangle bar.)

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714-748-1739

USHGA REPORTS

Competition Report by Keith Nichols Each year the USHGA encourages and sanctions the U.S. National Championships. The various regions hold qualifying meets to determine who gets to participate in the Nationals, and pilots from all over the country attend. It is from this select group of pilots that the national champion is chosen. What this means is the subject of this article. Many people often question the national

AUGUST 2-10. Fourth Annual Crested Butte Hang Gliding Championships. Entry fee: $45. Reg. 4 pilots only. Contact: Fellow Feathers of Denver, Box 1775, Boulder, CO 80306. 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.

champion and whether he really is the best pilot in the country as the title implies. There are always some pilots who are very, very good but never enter competition. These pilots are generally not interested in competition and prove to be much better in a creative, intuitive type of flying, whereas the competition pilot flies according to a set series of parameters. Because of this, the soacclaimed national champion is not necessarily the absolute best pilot in the U.S., but by virtue of the title, he's the best "competition" pilot in the U.S. He's proved himself able to assess the competition tasks better than anyone else and fly them accordingly during a contest. Competition has always sought to represent pure flight in a defined sort of way. They've always emphasized small field landings (with a target landing), and they're starting to emphasize cross country tasks in a contest, you'll have a defined course of maybe ten miles or so. The whole philosophy has not been to create the best clown or the best entertainer; it's been to simulate actual flying conditions such that all competitors can fly the same sets of conditions, thus reducing the variables and resulting in a superior pilot being selected a national champion. Up to and including this year, 1980, the national champion title has been awarded to the winner of the contest labeled the National Championships. Since its inception at Sylmar in 1973, the National Championships has been fraught with problems notably weather, but also bad organiza-

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.

SEPTEMBER 22·23. Telluride Hang Glider Invitational.

tion, poor timing and tasks that were out of date or not in keeping with contemporary hang gliding. An advantage of the National Championships is that a lot of publicity and action is centralized and focused upon that particular contest without regard to any other contest except Regional Qualifiers, which qualify a pilot to attend the Nationals. Since it's a one-shot deal, it has often been argued that this creates a certain lack of fairness in that someone who could do quite well and has done quite well in previous competition may have a bad meet or bad day or get launched at the wrong time. A lot of pilots have asked if it would be possible to have a competition circuit to determine a national champion. I think a circuit, especially a pro circuit, would greatly benefit hang gliding competition both from the pilot's standpoint as well as that of the USHGA. To support a circuit of this kind, commercial sponsorship is needed. I just don't know how available it is yet, and until the sponsorship is available to make such a circuit a serious and viable proposition, the concept of national champion must remain an amateur one based upon a single meet - the U.S. National Championships. For any information regarding the rules or U.S. competition and/or questions/suggestions, send them to me c/o the USHGA offices in Los Angeles, CA. Keith Nichols, Chairman Competition & Rules Committee

OCTOBER 24-26. Blue Stratos international power meet. Large purse. 40 pilots max. Contact Keith Nichols c/o USHGA or Gary Scheer, Lone Star HG, 2200 C So. Smithbarry Rd., Arlington, TX 76013. (817) 469-9159.

SEPTEMBER 27, 28. Hang Ill Rating Clinic (mountains). Please fill out an application.

KITTY HAWK KITES AUGUST 15. 32nd Anniversary of Invention of Rogallo Wing. Francis M. Rogal lo to speak.

AUGUST 22·24. Region 2 instructor certification program. Contact: Jan Case (415) 756-0650 - 198 Los Banos Ave., Daly City, CA 94014 for information and reservations.

OCTOBER 3·5. Blue Stratos international tow meet. Large purse. 40 pilots maximum. Contact Keith Nichols c/o USHGA or Doug Lawton, Southern Air Time, P.O. Box 93701, Martech Station, Atlanta, GA 30318. (404) 476-5446.

AUGUST 16. First Anniversary of Motorized Hang Glider Coast-to-Coast Flight. Motorized hang gliding demonstrations.

AUGUST 2~SEPTEMBER 1. Canadian Nationals, Mt. St. Pierre, Quebec.

OCTOBER 11·19. American Cup, Chattanooga, TN.

AUGUST 23, 24. Hang Ill Rating Clinic (mountains). Please fill out an application.

AUGUST1980

SEPTEMBER 13 (rain date SEPTEMBER 14). Tandem Clinic and Ground Crew Appreciation Day. Learn how to take your friend flying. She/he will be the guest of honor for this clinic.

OCTOBER 4, 5. Seahawk Class Competition. The Seahawk has become a classic so we're holding a competition just for Seahawk owners. OCTOBER 25, 26. Soaring Seminar & Orville Wright FlyIn. (October 23, 1911, Orville set a soaring record of 9 minutes 45 seconds on the Outer Banks.) DECEMBER 13, 14. Wright Brothers 77th Anniversary Sale and Motorized Glider FlyIn.

RRIZONR X·C Article and photos by Bob Thompson Hang gliding has to be the most beautiful, yet paradoxical sport in the world. If you want to guarantee getting high, wear cut-offs and a T-shirt; if you desire a long, cross-country flight, invite company for dinner so you will have to be home early. Combine the above actions and you may qualify for a dynamite flight! You may also qualify for alimony. Winter and spring had produced record rains, floods, and lousy flying for Arizona fliers. June finally arrived, bringing with it reasonable weather, a profusion of desert flowers, and even grass in the landing zone. Dewey Hopper, the local TV weather comedian and forecaster projected strong, gusty winds preceding a fast-moving weather system which was due to roar through Arizona June 7. Foolishly expecting a lousy day, I once again fell prey to that crazy man with his fickle maps and was in no rush to finish my work that day. After a brown bag lunch I wandered outside and VOILA! The sky was full of large, white marshmallows, and a 10 mph breeze was blowing straight toward Shaw Butte's southwest launch site. Nine orange (that's between yellow and red) signals and about 15 minutes later I was on top of the Butte looking at the best conditions in months. Warm duds were at home, and my folks were coming to dinner. Oh, well, a short X-C will still be good medicine for a pilot suffering from an acute case of zilch airtime. Scott Benedict was off first in his Fledge, gaining 500 feet in the first minute or so. After forcing myself to settle down and carefully pre-flight my 10.5 Meter I was off. Within 30 seconds my vario jumped to 600 up. Working back I could hear Scott hollering "over here!" Sure enough, he had found the "big one," and was rapidly climbing. With 1,000 feet above takeoff I figured I could afford some loss of altitude getting over to the nearby thermal and headed over. Scott must have been on the edge, as I 360'd about 50 yards west of him with my Colver pegged. Soon he was way below and heading back to the bowl, wishing he 18

had a vario. About 4,000 feet above takeoff I had the sense to flip my vario switch to X2. The needle sat on 700 until I realized cloudbase was near. It was time to get back to the edge of this thermal. The smooth zero sink on the fringe of the cloud allowed me to relax and take some pictures of that 820 foot hill I had just left. The view was really beautiful - the Phoenix valley and surrounding desert was actually green. Shaw Butte looked almost insignificant in the middle of the vast, urbanizing Phoenix area. Subdivisions and shopping centers were already occupying many areas I had used for landing on previous short X-C hops. Numerous small planes buzzed well below me, mostly flying between Deer Valley and Scottsdale airports. The open desert surrounding Phoenix looked like a vast golf course, with fairways and greens extending as far as the eye could see. About 35 minutes into the flight my euphoria of what was taking place was interrupted by a rapidly approaching yellow dot. A Hughes Air West DC-9 passed about one quarter mile off my right wing, reminding me that Phoenix Sky Harbor is the nation's seventh busiest airport, and even 20 miles out is busy airspace. After my cloud dissipated I headed northeast along Cave Creek Road, experimenting with information I had read in Hang Gliding magazine concerning speeds to fly. Minimum sink most of the way was my goal. My Hall wind meter registered 18 during all of the gliding between thermals. That was to prove most advantageous to my flatland X-C flight and detrimental to my dinner appointment. Realizing I had sufficient altitude to cross the roadless desert to Scottsdale Road I headed on a more easterly path, expecting my descent to put me down a few miles north of Rawhide, a local tourist trap. About 1,000 feet AGL I noticed a red-tailed hawk circling just east of me. Hoping to find a thermal which could get me closer to a phone, I headed over. Three thousand feet higher I left my friend, the hawk, and

his 400 ft.!min. thermal and headed for Carefree Airport. I could land in a small, open area about 100 yards from the airport office, use the phone to call my driver, and get home just in time for dinner. I was very confident about keeping my dinner date, until about 700 feet AGL I spotted a buzzard circling slightly to the left of my glide path. "Oh, what the heck one more short thermal won't hurt anything," I thought to myself. Ha! The vario pegged and the next thing I knew I was back at 9,600 feet ASL and at cloudbase again, with a cloudstreet running at least 20 miles to the north. (My approach to Carefree Airport, a unicorn strip, would have put me well below the traffic pattern and the area had no air traffic other than the birds and myself. I entered the thermal outside the traffic pattern, climbed at well over 1,000 ft./min., and was looking for any air traffic constantly.) What a decision to make - fly back to the phone and get home on time, or go for it. My decision was good for my ego, bad for my home life. Next decision. The road below me splits, with part going north under the cloudstreet (sure looks appealing), but there is no traffic on it (or a ride back). The northeast trending road runs to Horseshoe Lake. That will get me less distance, but probably a ride back. Besides, I'm starting to chill pretty badly under this cloud. Flying supine in a T-shirt is not exactly the warmest way to go. Once I pulled out of the cloudstreet it was a straight glide to, as the astronauts say, splashdown. The lake was devoid of cars, so I turned back south hoping to spot some cars along the Verde River. I passed several winding slowly on the dirt road. I thought to myself, "The river bank should be a nice place to set down. I'll just 360 over the area checking the wind direction and land accordingly." All was fine until on final approach I found a sinkhole over the river. My glider just quit flying about 25 feet up, even though my wind meter was reading about 25. What a way for a super flight to end ... SPLASH! Lucky these Arizona rivers HANG GLIDING

TOP LEFT: Looking back at Shaw Butte (middle right) from about 6,000 feet above takeoff. TOP RIGHT: Cruising over the rapidly urbanizing Phoenix valley . CENTER LEFT: Approaching Carefree Airport. CENTER RIGHT: View of Carefree Airport after a thermal. BOTTOM LEFT: Approaching Horseshoe Lake. BOTTOM RIGHT: Landing zone. Note moss on nose and flying wires. AUGUST1980

are only about a foot deep. "I think I'll leave the moss on my control bar and wires to prove to the guys where 1 got to: 42 miles if you don't include my detour back for a ride." As I was breaking the glider down a fisherman came by and I convinced him to give me a ride back to town. About five miles down the road we ran into fierce winds. By golly, Dewer was right; it won't be flyable this evening. Back at the Butte a crowd of fliers awaited my tale of woe. Shortly after my departure the strong, gusty winds forced everyone out of the air. Surely, Thompson and his Seagull must be somewhere in the desert, forced down by the untimely change in weather. Well, the fisherman and the moss assured everyone of the big one that didn't get away. What a super day! Almost. The reality of being late seemed to outweigh the pheno·menal flight in my wife's eyes. We both learned a bit more about each other that day. Next time I think both of us will be a bit more understanding of the other's feelings and ideas. Now, if I can just find another day like this one, be warmly dressed, have a chase crew, and not be obligated to be home at any particular time... . . .

Thermaling with a hawk.

ERIAL TECHNIQUES is lookino for roput8blq, resp<~nsiblo dealers to represent

our Northeastern U.S. distributorships for Wills Wing, Ultralite Products, U.S. Moyes, Seagull Aircraft and Highster Aircraft. Guaranteed territories as follows: Connecticut 2 Maine 2 • !vl,if\sachusotts 2 Now Hampshire 2 New Jersey 2 - NewYork 5 Pennsylvania 2 nhoclo Island 1 Vermont 2. AERIAL TECHNIQUES' yenrn of experionce, exportise and LARGE: inventories of qlidcrs, and ur.cessorios will help you sell! investment required. nememhi[Jhly profitablo Dealerships nre limited In nurnbor - so act now! CALL: Mary at !!14-647-3344.

TO WORK IN A RESORT AREA. IF YOU ARE NOT ALREADY CERTIFIED, WE WILL TRAIN AND CERTIFY YOU. BRIGHT

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HANG GLIDING

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Liz Sharp

Pfeiffer is the holder three women's ·world records: Distance: 51-8 miles, Altitude Gain: 10,800 feet and Out h Return: 23 miles. This blue-eyed blonde is a rompctilor to the core. She nms and bicycles daily to kerp in shapr crosscountry When shi' mmpetPd in ski racing Page and her dad, Dick Farnsworth (also a hung glider pilot now) biked up the sleep Ortega Mountains every at dusk an entire summer. That dedication paid of[: that year slw won the Nationals. Now Page is putting her determination into hang gliding. "One goal I'-oe set is to fly 100 miles. f'rn going to kPPp 011 till l get that." Liz Sharp is the computational whiz at man.If major Jiang gliding competitions. The Soul hern California League was the most recent showcase for her supremP organiw-lional skills. Being a very compctrnt pilot shr has ti1r saVV.IJ to be the liaison brtwePn pilots and the rnert dirrctors. Site's been for scores faster than the

computers at the World Championships in Grr11oblr. She'll br the main organizational at the Region 3 Qualifirr this summer. Liz has had some fan/astir experienres in gliding. ln South America at the flan Amcrirano meet she found that bPing thr only girl pilot in the country has advan-tagcs. "Anytime I started to slip on the wet grass at leas/ three whuffos would come running at me and lift my glider off m.lJ s/wulders and carry it up the hill for me. That made me feel /cind of .spcrial." Anothrr dremn comp true was at Telluride, "the Grannis honored rne by putting his camera on my Condor. Thrre were about ten people ·who'd taken off and worked a little bit of lift along Gold Hill /mt nobody was getting up. Then I took off and went up and up and up. I couldn't believe it! I was the onl.lJ onP ,oho got up that du.If. There ·was Jack Carey, Icing of Telluride, and Gil Kinzie on his Moyes 2,000 feet below me. It was the first time I'd rver got-ten to cloudbaspl"

Kafir Miller is very well-known as the coowner and operator of thr largest hang gliding school and dralership in the United Stairs, the [/sinore Valley Hang Gliding Center. Size is in partnership with her husband, Mike. Katie will be flying in Japan al the World Meet along ·with tlzP King Horizon tram this summer. Her entire livelihood depends on hang gliding and has for the past three years. Not many people can makr that claim! Katie is unique in I hat shP rcallv has three full-time occupations and does all of them well: raising a family, running the shop and flving. Petite, five-foot-tall Katie has waist-length brown hair that swishes behind her in flight. She can stand up inside her husband's control bar, and yet she sure can fl.If! She loves flying Yosemite because, "it's so pearrf11/ and beautiful. I love it there." Onr of her best flights was at Elsinore last winter in really marginal souring conditions. She vms the onlv one who could stay up.

HANG GLIDING

ABOVE LEFT: Liz over Telluride. Photo by Grannis. ABOVE: Liz launching a Condor at Neusa, site of Panamericano. Photo by Jimmi Maru/1. FAR LEFT· Katie Miller flying near her home in Elsinore. LEFT: Liz again during the So. Cal League. Photo by Michell Reynolds.

n with IS HANG GLIDING HARDER FOR GIRLS TO LEARN? Liz: Yes. Mostly because of the physical problem. Right from the very beginning most of the fellows can manhandle the glider and make it do what they want with muscle power. The girls just don't have that muscle power. Katie: I agree. It's definitely harder for a to learn. For one thing the glider's harder to ground handle and I think a girl usually has a harder Lime figuring out how to let the wind help her just getting used to it and figuring out where the right nose level is. But it's definitely possible to learn, and once you learn it's easy. I'm not a strong person at all (105 pounds) and now I have no problem at all. And it's not that difficult to get into good shape. Push-ups and pull-ups on a bar can really help make you stronger so you won't gel tired as fast. I also run and ride my bike for cardiovascular conditioning. I do sil··ups loo, but they probably don't help

Miller, my flying. But it's not necessary for the average pilot to be really strong. Maybe a girl would have more trouble ground handling the glider ... but remember, that's not flying. Once you're running, there's no disadvantage at all. What if it takes you an hour to pick your glider off the car, carry it to the launch and assemble it? So what? Once you get into the air, it's all worth il. It's not hard to launch because once you're running the sail fills with air and the glider is nol heavy. Once you're flying it makes no difference whether the pilot is male or female; the flying's the same. Liz: I noticed when I was learning (maybe the first four or five lessons) that I was terribly intimidated by this great big thing over my head ... and not being able to control it. Bul once I got to the point where I felt I had some control over it, then the flying came easy! It was just that this "thing" had always been bullying me around. Once I got to the point where I could start to control it on the ground, the flying was the fun part! C irls can gain strength by carrying

by their own gliders back up the hill everytime. That is going to help build up the strength they need for ground handling the glider. Sometimes you think you don't really need much strength at all to fly, but after you've been in the air for a couple of hours there will be times when you wish you had more strength. I don't think it's fair lo say that hang gliding is harder for girls than for men. You can't generalize about women. The reason hang gliding is harder for some people than others depends on how strong and fit they arc. There are weak guys and strong girls, You have lo realize that some women are in great shape and hang gliding is not hard for them at all. I-Iang gliding definitely takes a physical effort but I really don't feel that girls are at a disadvantage at all in learning to fly. Katie: More than being physically harder, I think it's psychologically harder for girls to learn. The hardest thing for a girl is to get the nerve to run as hard as she can and not know if the wind is going to lift her (cn11ti111wd nn p(/gc ,JSJ

AUGUST1980

POWER PILOT by Glenn Brinks Microlight aviation is a marketplace of ideas and products. It's a growing field and everyday we see new concepts, new solutions to old problems and older, proven techniques modified and adapted in creative new ways. It's a time of individualism and innovation. No one company dominates, so everywhere tinkerers, engineers, mechanics and designers are scrambling furiously to put their ideas into shape and carve out a share of the market while the opportunity lasts. It's a great situation - a textbook free market. According to classic economic theory, competition will allow only the best products to survive. Buyers want the most or best product for their money and an overpriced or inferior product simply won't sell. Not many pilots will pay good money for a plane with poor flying characteristics or a low-powered or unreliable motor if they can get quality products at a similar price. The problem with all of this is that the operation of a free market requires an informed buyer. A buyer who doesn't know which products are good and which ones are junk can't choose the best and can easily get stuck with shoddy goods. This is where Hang Gliding magazine can provide an important service - taking a long, hard look at microlights and related equipment and accessories and reporting everything we find, good and bad.

A walk along the flight line at any airshow will illustrate why this is necessary. In advertisements, anything with wings and a prop can be made to look good, but on close inspection, it becomes obvious that there are huge differences in both design and workmanship among the various aircraft and products. You expect to find some rough work, poorly-fitted brackets, missing safety wires on vital bolts and the like, especially on frequently modified factory prototypes. But how about one with some of the sailcloth stapled in place? And there are others with flying characteristics that are marginal at best and this reflects poorly on all the manufacturers. In other fields you can wait for the market to sort out the quality products from the shoddy and second-rate. But that can take time, and in the meantime, pilots are being hurt or killed. Often the only information available on a product is the advertisements. If you can't find a pilot with the product you want in your area or are unable to check it out at a local fly-in, you have to take your chances and hope you are dealing with one of the better manufacturers. We intend to change that. It will take time to set up testing and evaluation procedures that are accurate, consistent and fair. But when accurate comparisons can be made between competing products, buyers will be able to make an informed choice the first time. There is a conflict here. On one hand, there are stories and rumors that travel around about dangerous defects in some products and if true, these should be reported. But you can't depend on secondhand information and to do so would be grossly unfair to the manufacturers. On the other hand, we don't need cheerleaders for the microlight industry. It's well enough established that it can stand to be criticized from time to time when it fouls up. After all, you have to trust your equipment with your life. Our first evaluation was last month's "flight test" of John Ballantyne's flight simulator. In the future we'll be doing actual flight tests of microlights, possibly long-term tests to see how they hold up in normal use, evaluations of engines and reduction units, landing gear and anything else that comes along. There are many ways we can go with these tests, so if there is a product you'd like to see tested or if you have some ideas on how you'd like the tests to be run, let us know. Dealers and manufacturers too. We'd like to hear from everyone and make our evaluations as balanced as possible. It's time to start admitting which products are

second-rate and to give the quality manufacturers the credit they deserve.

Variable Pitch Prop Propeller efficiency is top priority when you want to get the most performance from a tiny microlight engine. Turning the prop slower (with a reduction unit) is one way to get more out of a prop, but the ultimate is to be able to vary the pitch to suit conditions - low or flat pitch for maximum climb and higher pitch for cruise. That's the reasoning behind the variablepitch prop from the Vari-prop Co. (11723 Norina, Whittier, CA 90601 (213) 695-6397). It uses a closed hydraulic system to allow the pilot to change pitch in flight by simply turning a knob on the instrument panel.

The VC-1 (designed for conventional airplanes) weighs 7 lbs., swings a 46-inch (or any other length you specify) prop, can handle 20 to 100 hp and costs $1,300 without some extra pieces unneeded on microlights. Around December, the VC-0 model for microlights should be ready and will handle 25-30 hp for about $1,000. For those who can afford it, that money will buy you a performance improvement at SO mph of about 10-20% over a fixed pitch prop, and progressively more improvement at higher speeds.

Pagen's New Book Powered Ultralight Aircraft is the latest book by Dennis Pagen. It's intended to be an introductory manual for new ultralight pilots and in that context, it's a useful book. The chapters on learning to fly and weather are especially good. Pagen advocates a slow, conservative approach to learning to fly (yea!) and even experienced pilots will find his descriptions of weather patterns to HANG GLIDING

be informative . But those two chapters don't make up for the book's main flaw - it's too short. Ultralight flying is too complicated a sport to cover in 119 pages, so many topics are just mentioned in passing or given a few paragraphs when they warrant chapters of their own . In particular, ten pages is just not enough room to cover all of the technical aspects of the aircraft - airframe, props, engine mounting, tuning and care, etc. It's like trying to write the history of man on the back of an envelope - some of the details get lost. Pagen's trilogy on hang gliding comprises three books; two on flying skills and one on weather. The same concept would work well for powered ultralights . But because the mechanical aspects are so much more important with power, a couple of books should be devoted only to construction techniques, repairs, control systems and so forth . Powered Ultralight Aircraft is short on the nuts and bolts side of flying, but it's a good primer. It's 57.95 from Dennis Pagen, 1184 Oneida St. , State College, PA 16901, or it can be ordered from the USHGA. Send news, comments and questions to: Power Pilot, Box 66306, Los Angeles, CA 90066.

Hong ghd ,ng les.son5 ore or o l= r everyone Since 1974 we ve roug r more rt-on 20.CXXJ people o ell ages 25% o ou srudenr5 ore women end ,n rhe lasr year we ve lounched more rhon 2(X) edgh~ o,er 40 yeor5 of age If you re nor shy obour new expenences ler us eke you under oor wing Over rhe sofr send dunes of Jockeys Ridge

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AUGUST1980

photo Hugh Morton

to sponsor a film on John McNeely and Hawk, and will promote showings of the film through its 80 states that the airline serves.

HANG GLIDING

OPPOSITE PAGE, TOP: John McNeely's Hawk on final approach. The one·year·old red tail hawk is remarkable for reasons other than hang gliding with his master. The Nawk came in second in a field of ovor 100 birds of prey in a national falconers meet last October, mean· ing that during the week of the com· potition John's Hawk caught the second largest number of rabbits, mice, squirrels, and salamanders. OPPOSITE PAGE, BELOW: Shot of the Nawk on John's control bar while the glider is in flight after launching from tho top of Grandfather Mountain.

John was one our staff hang glider pilots flying exhibition flights at Grandfather this career is in land management. spring, but is following that in Connecticut. always longed to fly with I lcnmv that man but I what John has accomplished it to a extent than anyone has. John is now one of them. Hugh Morton

CENTER: Heavy glove and sharp talons. John launches his red tail from the top of Grandfather during a training exercise prior to their first flight together on ,John's glider. McNeely is a naturalist who has worked with birds and animals for years, and holds all of the State and Federal permits needed for a bird of prey to be kept in "captivity." ABOVE: No problem catching up. John has a Hang IV rating but 1-/awk is at least Nang VI and has no prob· /em closing in on John whenever he likes. John has just launched from the top of Grandfather during filming for the NBC show "Saturday Night Prime Time." The movie camera shown mounted on the glider was filming the Hawk in slow motion (64 frames per socond) as he came in for a landing on the control bar. BELOW: John McNeely (right) and Pierre deLespinois (center) were wearing wireless mikes as John was interviewec1 for ABC's "Good Morn· ing America." CENTERSPF?EAD: A nose-mounted camera catches the Hawk just as he flares for landing on John's control bar.

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- - HANG GLIDING/SOARING GENERAL INTEREST - 0150 HG: THE FLYINGEST FLYING (144p;145il) color ... 5 9.95 0126 WORLD OF SILENT FLIGHT (182p 256il) . . .. 515.95 0121 SPORT FLYING·ALL TYPES (250p:122il} ........... $14.95 0127 AMERICA'S SOARING BOOK (272p1105il) .. $14.95 0150 ONCE UPON A THERMAL (152pJ . . . S 6.95 0149 MANNED KITING (100p190il) S 3.95 0151 KITES AND KITE FLYING·STRING TYPE (2S6p·155il) ... 512.95 2254 MAN·POWERED AIRCRAFT (192pr123il) .. 5 5.95 1

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This column is intended as a regular feature of Hang Gliding magazine, and to succeed in this endeavor l need your help. Please forward to me the specifics of any flight that you feel deserves recognition, be it yours or that of a friend. What you send me need not be in any particular format, in fact a loose paragraph giving some of the following particulars would be most helpful: pilot's name, location and a description of the site, weather conditions during the flight, type of equipment, duration, altitude gains and distance. Make it of a personal nature if you wish. The whole point of this column is to recognize the personal milestones in your flying experience, be they of serious or humorous nature. Send the information to:

MILESTONES 2425 Mullan Road Missoula, MT 59801

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- - - - - HISTORIC ANO REFERENCE - - - - -

ARIZONA: Karen Whitelaw of New Kensington, PA informs me that Jim Whitelaw thermalled 7,000 ft. above takeoff at Mingus Mt. near Jerome, AZ, topping off at 15,000 ASL. Jim then cruised 25 miles ending his flight in a Condor at the Sedona Airport, 2 hours and 15 minutes later. Karen added that Jim's flight was the longest to date in that direction from Mingus Mt. This makes me wonder what kind of flights have been made in other directions! WYOMING: Further north and east of the Rocky Mountains, Mike King of New Castle, WY writes of a 4,000-ft. altitude gain and a nine-mile flight by Steve Baran of Billings, MT from the San Turn takeoff in Wyoming. Steve landed one mile short of Ranchester in his Phoenix 60, just missing out on the local jackpot which will go to the first pilot who flies south and reaches Ranchester. According to King, a pilot named Mike Healey holds the site altitude mark with a 4, 900-ft. gain in the same 60. On the day following Steve's flight, Mike King flew north in his 224 Condor and after 2 1/2 hours and 18 miles he landed on the Wyoming-Montana border.

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USHGA Record Attempt Kit by Vic Powell, chairman, USHGA Records Committee The United States Hang Gliding Association has long recognized the need for a central source of information available to flyers interested in attempting a world record flight. Until recently the only help available was widely scattered around the country. Determining what information was needed to document the flight could sometimes be as difficult as making the flight itself. This spring a USHGA Record Attempt Kit was compiled and coordinated with George Worthington, a member of the Records committee, and several USHGA members and leaders some of whom have attempted world record flights. The draft version of the kit was amended and changed to reflect their comments and input. It was published by the USHGA in June 1980.

lished records since they were created by the Federation Aeronautique Internationale (FAI) in 1977. George Worthington holds seven world records, Page Pfeiffer holds two, and Alan Reeter holds one. While the United States monopoly in official records is a source of pride, it is the consensus of the committee that this exclusiveness will not last long. Other countries may soon be making claims on existing records and on those that are open. We therefore encourage flyers interested in establishing official world and national records to obtain a copy of the USHGA Record Attempt Kit and follow its instructions in attempting a record claim flight.

GENERAL INFORMATION

Four performance records are recognized by FAI in hang gliding: Distance, Goal, Out-and-Return, and Gain of Height. In each of these categories there is a classification for flex wing, fixed wing, and multiplace. To clarify, there can be a Gain of Height Record for flex wing, one for fixed wing and one for multiplace. Further, there is a classification of General (men) or Feminine. This is a standard FAI practice as called for in their Code. Women are not limited to the feminine category; they may submit claims in the general category if they so choose. Men, however, are restricted to the general classification. Therefore a Gain of Height record for women is also recognized in flex wing, fixed wing, and multiplace.

The general information section of the kit addresses itself to several aspects of making a record attempt flight and claim, and to the necessity for complete documentation. The information provided by the flyer is the only material available to individuals halfway around the world who will determine whether the flight was a world record performance. The kit also lists the cost of items necessary to acquire the documentation, and where these items can be obtained. Official observer selection and responsibilities is discussed, along with how to notify the USHGA of a flight claim. CERTIFICATES The certificates will help the flyer determine information needed from the flight. They have been designed so that filling the blanks with the requested information will meet requirements. EST AB LI SHED RECORDS The kit contains a listing of all official world records available to hang glider flyers. Many categories are open; no record has been established. These can be claimed by a qualified flight exceeding record minimums, distances greater than 16.5 miles and height greater than 3,281 feet. Thirty-two records are available. At this writing in early June, 1980 only ten records have been established. All are held by the United States. The U.S. has held all estabAUGUST1980

The maps cost $1.25 per sheet. The kit informs where they can be obtained by mail. A barograph will also be needed. The tracing it produces shows that no intermediate landing was made between takeoff and landing. It also reveals altitude attained during the flight. The kit has information about procedures for mounting and inspecting the barograph, where it can be calibrated, and what to do with the material produced. The kit has instructions for the camera and required pictures, and information about forwarding the documentation.

SPORTING CODE RECORD CATEGORY AND CLASSIFICATION

PREPARING FOR THE ATTEMPT Write to the USHGA and enclose a check or money order for $5 for the Record Attempt Kit. When it is received fill out the Request for Sanction form and the Application for FAI Sporting License. The Request for Sanction gives you authorization and recognition from the USHGA to conduct official record attempt flights. The sanction period is for the calendar year. The $25 sanction fee is applicable toward the first record registration fee of $50 per record claimed. The FAI Sporting License costs S10 and covers the calendar year period. You will need geological survey maps of your takeoff and landing area. These are available from geological survey map distribution centers located in many large cities.

The kit contains excerpts from sections of the FAI Sporting Code that relate to requirements for establishing official world records. The certificates and information in the kit are based on the Code's requirements. Complete copies of the Code are available from the USHGA office at $1.50 each section. Section 7 of the Code relates to hang gliding and was developed by the international hang gliding commission, CIVL. Section 1 of the Code contains definitions of terms mentioned in section 7. The two sections together constitute the regulations for hang gliding official sporting activity.

CONCLUSION World championship meets have shown that pilots and equipment of other nations are comparable to those produced in the United States. The meets also reveal that self-discipline is necessary to be an effective team competitor. While making record claim flight attempts can be a solitary performance in the air, there is a degree of planning needed to obtain the necessary documentation of the flight. We are proud of United States leadership in establishing hang gliding world records. But these records are available to flyers of all FAI-member nations, and we expect a number of attempts to be made this year. The USHGA Records Committee has produced the Record Attempt Kit to encourage official record attempt activity in this country. We believe it will be a helpful guide to capturing the highest international recognition of hang gliding performance, an official national and world record. ~ 33

LEFT: Tight flying in front of launch. ABOVE: Landing approach with ridge in background. BOTTOM LEFT: Takeoff at Ellenville. Note target below left leading edge. RIGHT: Dual launch with 30-second launch window.

•

I Paul The region 12 qualifier competition was held in May. The site was Ellenville where the USHCA Nationals arc scheduled for October. As is typical in East Coast petition, the weather was a strong and variable factor. Only one round was squeezed in before being blown out on the first weekend (40 mph gusts to 80 mph at takeoff). The faster gliders provided some interesting free flight, though. Similar winds, gusty straight-in, prevailed on the second weekend as well. Two rounds were held when the conditions permitted. Duration, speed, a pylon course and spot land-· ings were all tasks included in the event. Extensive improvements were made on the site prior lo the trials. It now features a wide dual launch takeoff area. They arc

Photos by Patricia Mance almost parallel spread about twenty degrees into the wind. The rectangular target zone in a farmer's two large fields lies about 1,000 feet below the takeoff. The simultaneous takeoff presented some tense moments until pilots were restricted from crossing the opponent's launch window until both were clear of the launch window. The Most Exciting Flight award went to the 6-inch hand-launched styrofoam wing. It was launched from the target area and gained l,]00 feet in an eight minute flight! The graceful ease with which it cored the thermals had many pilots drooling. The strong and gusty winds provided some exciting and intense flights. Some found the ridge lift too bumpy and soared thermals over the sandy fields in the valley.

The dual targets were real crowd pleasers. Once three pilots tried to land simultaneously but problems were avoided. The site is one of the best in the East and should prove suitable for a quality lJSHCA national contest. The winners and their gliders arc: 1. William Mallory ......... Moyes Mega 2. T.J. Young .............. Moyes Mega 3. David Rathburn ........... Sirocco III 4. Richard Williams .......... Sensor 210 5. John Sillero. . . . . . . . . . . . . . . Sirocco II 6. Del Scheir. ................ Wills X-C 7. Casey Heeg ................ Olympus 8. Doug Levy ......... Electra Flyer Spirit 9. Peter Johnson ..... Hang Flyer 1-!orizon 10. Mark Frutiger. .... Electra Flyer Floater

...

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CLOSE El\TCOUl\T~ER Anatomy Of An Accident by Holly Raser

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It's been two years now since my "close encounter" with a freight train, but that certainly isn't the type of incident that is easily forgotten. And the two years have given me plenty of time to think about what happened, and even more importantly why it happened at all. What happened: It was June 16, 1978, and I had just gotten my new Condor, a step up from my old MK-II Dragonfly. The Condor would be my first glider with a keel pocket (and so with different turning characteristics than my Dragonfly), and also my first glider to fly at such a slow speed. I wanted to make my first flight in the glider off a low hill with no trees or even cows around to distract me. But that hill was an hour and a half away, and everyone else was going to fly the regular site - Mt. Sentinel - merely minutes away. So I let myself be talked into going up with them, reasoning that I'd been flying the hill for two years, and everything would be all right, even with an unfamiliar glider. That's how I found myself on top of Mt. Sentinel with a brand new glider on my shoulder and some butterflies and a rock in my stomach. Briefly, Mt. Sentinel is a 2,000-ft. grassy hill that overlooks the city of Missoula, Montana. The west takeoff overlooks the University of Montana and is a very gentle slope that requires a somewhat prolonged and healthy run to become airborne if conditions are minimal. Some of my butterflies left when they saw that the windsock was puffing gently from the north indicating a north launch. The north takeoff is very steep and is much easier to get off. It overlooks the wide mouth of Hellgate Canyon, through which runs a freeway, some railroad tracks and a river. The runway is bordered on three sides by tall ponderosa pines which appear more menacing than they actually have proven to be, as they have eaten only a very small number of gliders. My launch was good and clean - "two steps and straight up" is how it reads in my log book. Most of the butterflies left when they saw the trees fall away. But the rock stayed. Then the log book gets more to the heart of the matter. "Oscillated like crazy. Everytime I tried to turn to the west I would oscillate, so I kept flying out into the canyon." It was necessary to turn to the west, and fairly quickly, to be able to cross the ridge that separates the north and west slopes of the hill. The landing area at the golf course was about a half mile back down the west side. Crossing the ridge was usually never a problem, but I was quickly finding out that this was not the "usual" flight. I tried various methods of controlling the glider, and by the time I figured HANG GLIDING

out that I had better control by slowing down, not speeding up, I was far into the canyon over the freeway, and much lower than I would have liked to have been too low to get back to the west side and to the landing area. l immediately headed for our emergency landing area some football practice fields on the north side of the University. I crossed back over the freeway, over the river, and over the railroad tracks, and was feeling better as I approached the fields. Then I saw in my path a mass of power lines, and I saw that there was no earthly way I could possibly make it over all of them. (With power lines it is all or nothing.) I was then slightly above and just lo the right of the power lines. I was directly to the left of the tree-lined and steep-banked river. The railroad tracks were directly beneath me. And on those railroad tracks was a freight train moving towards me. In front of me and to my left l saw a very small rocky clearing which might (must) ac·· commodate me and my glider. I tried to flare, but was still too high, and across the end of this clearing was a deep, tree-filled gully and another set of power lines. I made a sharp turn to the right (1 could fortunately finally turn) and yelling frantically at the train lo stop I barely skimmed over three sets of railroad tracks just in fronl of the freight train and crashed on the embankment one foot on the other side of the last track. Miraculously, this one small section of embankment was soft dirt and not sharp rocks as it was everywhere else on either side of me. Also miraculously, the freighl train was in the process of switching, and so was moving very slowly instead of hauling tamales to Butte. (In fact, when the engineer came over to see if I was all right he told me I'd better move quickly out of there because another train was due through in a few minutes.) Incredibly, the only damage to my glider was a bent base bar and a small ding in the leading edge. I sustained a few minor bruises. The rock in my stomach was unharmed. So that's what happened. The whole incident --· from encountering the first power lines to crash took less time than it takes to read about ii. The entire flight took maybe four minules. When I go back lo visit the liny spot where it happened I am still amazed that I managed to live through il at all, let alone with so little damage. There arc so many "ifs" if the train had been going a little bit faster ... but I won'! go into all that. But why did it happen? Concerning the control of the glider, J flew too fast. I was remembering the old training maxim "speed is your friend" and had forgotten to "feel" AUGUST1980

the glider. A glider with a quick response, too much airspeed for a slow-speed glider and an over-controlling pilot were the culprits in this case. That's the easy par! of the "why" to figure out. The real question should be why did I agree to test fly the glider off Mt. Sentinel at all, when I knew I'd rather try it off a low, forgiving hill? It would be easiest to blame it all on peer pressure, lo say that it's their fault for talking me into flying. And though it may be a factor, it certainly isn't all of it. Sure, my husband and friends reassured me that everything would be just fine off Mt. Sentinel. After all, I'd flown the hill a hundred times they said, and it's really an easy glider to fly. And I realize that they didn't want to waste the day driving out to some dinky lit· tie hill in the middle of hot dusty nowhere,

demons) to help others learn from my mistakes, hopefully before they have to make them themselves. I know my husband has learned not to pressure me into flying when I might not otherwise; he had to watch me from the top of the hill that clay as I went through an obstacle course that would make the Marine Corps proud. But more importantly I've learned to ignore other pilots when they think I'm being "overly cautious." I've learned to give that rock in my stomach a great deal of respect.

.......

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when they could spend the day flying quite literally in their own backyards. But the fact remains, I went along with them in-stead of insisting on going out to that dinky little hill. And if they still wanted to fly Mt. Sentinel that day I could have not flown, and waited until someone had time to go with me elsewhere. The final decision was mine. And another factor emerges similar to peer pressure - "time" pressure. We were lo leave in a few days for our yearly Big Southern Butte trip, and this would be my only chance to get a flight in on my new glider before we left. So with this combination of factors I was ripe for making the stupid decision I made: to fly even when the giant rock in my stomach said "DON'T_" l t is my hope in writing this article (besides exorcising a few of my own

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 (Califor· nians add 42 ¢ sales tax). HANG GLIDING MANUAL wit11 Log. The most autl1ori· tative. compact. concise, complete and least expensive basio fligl1t manual available. Used as a training text by schools worldwide. $1. 50 postpaid (Californians add 9<J; sales tax). MANNED KITIN(3 Fly tl1e flatlands with tt1e only bool( on low launched hang gliding. Step·by·step instruc· tions carefully guide the novice througl1 taxi practice, towed flight and release to free flight. $3_95 postpaid. (Californians add 24<J; sales tax) SEND FOR FREE DESCRIPTIVE BROCHURF

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THE ART AND LORE OF THERMAL SOARING -PART VII ©Copyright by Dennis Pagen Imagine a morning with the sky showing blue as a cornflower. There is only one thing to do on such a brilliant day. You call your friends, grab your gear and head to the nearest flying site. By the time you reach the launch, the fleece of a few cumulus clouds appears on the horizon. The cross-country potential looks promising. Conditions are still building, so there's no need to rush setup. Open the control bar, stand the glider upright and erect the kingpost - a ritual you've repeated a thousand times. As you spread the wings, a light breeze ruffles the sail. You can remember when the bright Dacron would fairly crackle in the wind, but now it only flutters softly due to the wear of untold miles through the airstream. Hopefully, today will add some more mileage. After a short wait, the sun moves into the valley and begins to percolate thermals. A surge of wind hustles by as you hold your bucking glider by the nose wires. A hawk glides out from the mountain like a boat leaving the harbor. Soon he tilts a wing and circles skyward, announcing the soaring conditions. A friend launches into a good cycle, clears the mountain, then pulls a left turn as she steps into her stirrup. In a few minutes she is well above the mountain and imitates the hawk in her own private thermal. Your turn is next. You coax your glider to the takeoff point, run through your preflight a second time, check your suspension, zero your vario, and stand to face the wind. You focus on a good run, but in two steps you're airborne, so you begin the search for the right air. To the left of takeoff a small bowl looks promising. You hang around hoping for the best when your vario lets out a tentative peep. Suddenly, you're in respectable lift. No way to circle so close to the mountain, AUGUST1980

but you guide your glider back and forth to make the most of the rising air. After a few of these short passes, you've got the clearance, so nudge your control bar to the side and swing around in a climbing 360. The upward mobility is nice, but soon the thermal drifts back over the mountain and you have to look elsewhere. Time passes and you manage to multiply your average altitude by gliding out in search of thermals and drifting back in their smooth cores. Finally, you hook a good one and play it like a marlin on the line. After a few deft circuits, you're looking down at takeoff from 2,000 feet above and still rising. You turn downwind and see a beautiful site. Stretched out in front of you is a cloudstreet that points to the horizon. The thermal you are traveling with is part of the whole system. Below you see a couple other pilots rising to join you. Obviously, there's no other choice. It's time to go for it. OVER THE TOP

In many parts of the country, the only way for a pilot to achieve a long distance flight is to get high, then turn downwind, since many sites consist of isolated hills or mountains. There are, of course, certain techniques and cautions that should be observed when going "over the top." The perfect day for leaving a mountain on a downwind trek will exhibit abundant, strong thermals and a moderate wind (perhaps 15 mph at launch). These conditions will allow a pilot to climb quite high without drifting too far behind takeoff before a final thermal is boarded for the ride up and away. There are several points to remember: It is dangerous to drift behind ·the front of a ridge or mountain unless you are maintain-

ing at least a one to one glide path (45 ° angle) with this front portion. The loss of a thermal and subsequent sink can drop you in the rough on top of the mountain, or put you in air that will slap you around if you settle down close behind the mountain. The second point to remember is: never fly over the back of a mountain of any significant size with less than 1,000 feet clearance above the top. When you do decide to go for it, be sure to head downwind without hesitation to avoid the leeside turbulence (swirling air formed behind the mountain). Finally, be sure to go over the top only in thermal conditions. If you are getting high only in ridge lift or wave lift, chances are there will be powerful rotors downwind from the mountain. In the latter case, these rotors (standing eddies) may be several miles behind the mountain. Make no mistake about it, pilots have been injured or killed by failing to heed these common-sense rules. Once you have acquired all the altitude you can get in front of the ridge or mountain, it's time to select the best thermal you can find and follow it as far as possible upwards and backwards. Don't be hasty. Shop around and look for a thermal with a good deal of workable lift. Once you have made your choice, use all your wellpracticed thermaling skills to remain in the core and rise quickly. Of course, you will be drifting downwind - behind the mountain - but be careful to avoid falling out below a tilted thermal. Most thermals above a ridge are columnar and tilted, so a little extra upwind flying is in order (see Part V of this series). Once your "breakaway" thermal has died, or diminished greatly, it's time to move on. Your flight path should aim directly downwind. This is for two reasons. First, the downwind direction will carry you further since a tailwind increases your glide slope with respect to the ground. Secondly, if your first thermal is part of a cloudstreet, you will stay in the street by flying downwind. Cloudstreets occur quite often on thermal-producing days. Of course, if the thermals are ending in cumulus clouds, it will be easy to detect streets. However, when thermals are dry ("blue thermals") streets may form just as readily ("blue streets"), so a downwind run is optimum if aspects of the terrain do not invite an alteration of course. When encountering free thermals or lift in streets, it is best to climb as high as possible before setting out for the next lift area. Hang gliders are not yet so efficient that they can give up diminishing lift to speed to the next thermal as is common practice when flying sailplanes. This rule should be modified somewhat in areas where lift ex39

tends very high (the West) so that the dangers of hypoxia are not encountered. In the East, it is a rare day when cloudbase reaches even 12,000 feet ASL, so hypoxia is not a problem. Figure 1 illustrates an ideal flight along a cloudstreet. Isolated thermals require the same technique, although the spacing of the thermals is much greater, so the time spent climbing will be gerater at A and B. At point C, the pilot encounters widespread lift, so straight-ahead flight is expedient. The important policy to adhere to when cross-country flying in thermals is to use speed-to-fly techniques. This means you speed up in sink and slow down in lift, an amount dependent on your glider's polar (performance graph). We are interested in using lift in the most efficient manner, more than maximizing speed since we need all the altitude we can get over open country (of course, it is nice to travel as quickly as possible if it is late afternoon and the thermals are dying). Thus, in the free sky, we ignore the effects of horizontal wind (headwind or tailwind) and apply speed-to-fly principles only to the vertical components encountered. The thing to remember is that thermals are moving with the wind so we must speed through the sink between the thermals, despite the fact that a tailwind would normally require slowing down to achieve the best distance over the ground. Very often cloudstreets or isolated thermals stop in a general area known as a "blue hole." This can be caused by an intrusion of cold air or a wet surface (swamp, lake, etc.). It is usually advisable to detour around these areas. Of course, climbing as

between the streets actually steepens the glide slope. Thus, better than a 10 to 1 glide ratio may be required to hop between streets. Needless to say, our current crop of hang gliders only get such performance in manufacturer-inspired dreams. Crossing the streets in a hang glider is thus a matter of chance. If landing areas are abundant, go ahead and try it. Take the shortest route possible to the best looking cloud and speed up through the sink. Once you reach the new street, fly along under it for the best chance of picking up the lift. If you are on a final glide with no hope of finding lift, then the horizontal wind velocity should be taken into consideration speed up in a headwind, slow down in a tailwind - to maximize distance over the ground.

FURTHER DANGERS

One of the most important parts of crosscountry flying is landing safely. Since you will be landing in unknown areas not previously scrutinized, it is necessary to learn to judge a landing field from the air. The important matters to discern are the wind direction, roughness of the field, the slope of the field and the presence of power lines. The wind direction on the ground can be foretold by watching smoke plumes, drifting dust, flags waving, trees and grass rippling, as well as wind lines on water (see figure 2.) The roughness of a field isn't too hard to determine from the air as long as you are aware that what appears to be bushes and ruts from 1,000 feet up may be small trees

Besides the cautions expressed above, it's important to be aware of a few other dangers associated with cross-country thermal flying. One danger is the possibility of encountering severe thermal-induced turbulence. The best way to minimize this danger is to not fly in strong winds. If the wind is sinking, thermals are usually torn apart and not workable anyway. If the thermals themselves are exceptionally strong, be prepared to go over the falls a time or two. This disconcerting experience occurs when flying on the rolling border of a rolling thermal. With practice, a pilot can learn to predict the presence of the "falls" by noting the changing lift in the thermal. It is best to hold a little speed when expecting such a pitch change. Of course, a parachute is mandatory operating equipment in any thermal condition. Another precaution when flying crosscountry is the avoidance of air traffic. A hang glider would fare little better than a June bug on a windshield in an encounter with a jumbo jet. Smaller aircraft pose even more of a problem since they are more likely to be encountered at altitudes reached by hang gliders. To reduce the chance of such an unpleasant confrontation, avoid flying near Victor airways and VOR stations. These items are part of the navigation system used by general aviation pilots. Victor airways are the light blue lines connecting the VOR stations on sectional maps. Learn their location for your area. Note that a pilot may be flying a couple of miles or so to one side of the airway. If you must cross an area of traffic, be constantly alert for airplanes at all levels in all directions. Know the approved flight heading at different levels and set your altimeter to register absolute altitude above sea level, so you too can obey these head-

FIG-URE

your choice of fields. Remember landing out (away from home base) can be complicated, so practice reading terrain and conditions from the air on every flight you take. Figure 3 illustrates some of the things to look for.

LANDING OUT

WIND

high as possible in the last visible thermal is most important when striking out across non-promising airspace (see point D in figure 1). If the street you are in terminates up ahead, but one to either side continues further, it may be wise to try to cross the area of sink between the streets. In general, streets tend to be spaced about 2 1/2 times the height of the clouds. Thus, a 2.5 to 1 glide slope appears to be sufficient to reach the neighboring street. This is not quite right since it is desirable to reach the street quite high (at least half way between the surface and the clouds) and the general sink

FIGLJRE2.

and ditches in actuality. The slope of a field may be indicated by erosion lines, cultivation markings (farmers normally plow perpendicular to the fall line or slope direction) and the presence of water courses (the ground slopes toward a stream). Power lines are insidious. Often, a pole will be hidden in trees while the wire stretches across your landing field. To detect such atrocities, look for cuts in the trees as well as the presence of buildings. One can generally assume that every building as well as road harbors a nearby power line. Try to trace the path of these lines long before you get too low to change

HANG GLIDING

ings. On a clear day (VFR) aircraft heading east of the north/south line should be at odd thousands plus 500 feet. Aircraft heading west should be flying at even thousands plus 500 feet. The levels in between are for instrument flight. Cross-country flying is the ultimate reward of skillful soaring. Ridge lift alone just won't do. This series of articles has been prepared to take some of the mystery out of the nature of thermals and exploitation of their uplifting characteristics. Pilots at all levels can benefit from increased knowledge of the ways and wiles of thermals. Even a beginner can start thinking about the shape of thermals when she/he flies through an area of gentle lift. The key to efficient thermal soaring is a lot of practice to perform efficient turns of varying bank and a good imagination to help perceive the path of the elusive thermal core. With such skills we may all find our own magic streets to carry us for miles and miles... ...,

BIBLIOGRAPHY

FIG-U~~ 3

This is a short list of books providing more information on the nature of thermals and thermal soaring. FAGEN, DENNIS N., Flying Conditions (revised edition) March, 1979.

_ _ _ _ _ _ , Hang Gliding for Advanced Pilots, July, 1978.

SCORER, R.S., Natural Aerodynamics, Pergamon Press, New York, 1958.

REICHMANN, HELMUT, Cross Country Soaring, Thomson Publications, Santa Monica, CA, 1978.

WALTERS, RICHARD A., The Art and Technique of Soaring, McGraw-Hill, New York, 1971.

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Prone AUGUST1980

THIRTY ·ONE MILES ACROSS THE PRAIRIES by Willi Muller May 31 started out as one of those days that every hang glider pilot is waiting for. After ten days of rain and generally cool weather, the sun came out and the wind direction was good, so our teaching session went well in the morning, then around 11 :00 am thermals started disrupting the smooth, morning windflow at the 330-foot teaching hill. We finished our lessons and headed for Cochrane. Cumulus clouds started building everywhere and it looked like a good crosscountry day. Soon there were about 20 pilots assembling their gliders in my front yard. Within minutes, Howard Vandall, Chris Sali, Emil Segren, Lex Peterson and I agreed to have a cross-country mini-meet. It was not yet ridge-soarable but thermals cycled through in about ten-minute intervals. The first battle was between Chris and Howard; Chris top landed but Howard missed his landing and carried his glider back up the hill again. In the next thermal Howard and Lex gained about 300 feet and to everyone's amazement, Howard left the hill in a very weak thermal. Unfortunately my harness was still at the shop (my good wife volunteered to drive into Calgary to get it) so I used her harness and since I was sure it was going to be a good flight, I put on my down-filled jacket and sheepskin gloves. At 2:40 pm the streamers at the bottom of the hill were horizontal and within a few seconds the thermal came through at the top. I immediately launched into it, flew out about 100 feet and started coring it. It was a good one. Within three minutes my altimeter read a 1,000-foot gain and I knew this was it. I kept on climbing and drifting behind the hill with a steady 300 to 500 up. I kept looking for Howard and to my surprise I saw him core a thermal very close to the ground at Big Hill Springs Provincial Park. I expected to see him sitting somewhere on the ground. He left that thermal and finally landed at the entrance of the Big Hill Springs flying site, 6 1/2 miles from Cochrane Hill. Howard later told me that he was never above 800 feet and sometimes as low as 150 feet during flight. I eventually got to cloudbase at Big Hill

Springs and had gained 6,200 ft. I remembered that Howard had gained 6,400 feet last year and I tried everything to gain another 300 feet to beat his record, but I just could not find that extra "up." I knew I had him in the mini-meet, and looking back I couldn't see anyone following me. I noticed another cumulus cloud forming about five miles to the northwest. I was sure that if I could get that one in time I would do better than Howard's 26 miles of last year (to Crossfield, Alberta). I headed northwest and kept sinking. After 3,700 feet of down, the vario changed to a pleasant up sound. Within about eight to ten

Howard Vandall at Cochrane Hill flying a Spirit 200. Photo by Vincene Muller.

minutes I was back at cloudbase directly over Dog Pound and about seven miles west of Carstairs. I felt good because I knew I could make Carstairs, which is about eight miles north of Crossfield. The skies ahead were completely clear and the decision now was to hang around the cloud and wait for it to drift or just go for a new Cochrane and Alberta record. By that time I had been in the air over an hour and my feet started getting uncomfortably cool. I also felt thirsty for the bottle of bubbly that Howard put into my fridge last year (with a note that it was not to be opened unless one flew more than 26 miles). He also pledged $5 for each mile past his 26, to go to the Alberta team fund for the Nationals. I left the thermal and headed northeast toward Carstairs. I got to Carstairs with about 900 feet above town and found light lift over the town. I kept circling and gained

about 300 feet within the next ten minutes. But that seemed to be it. I noticed a busy golf course northeast of town and I knew I would not have any problems finding landing witnesses there. I headed toward the golf course and still had about 800 feet left when I arrived there. I remembered from my only golf game, that golfers are always supposed to look down. So I flew around the golf course trying to cast the shadow of the glider over as many people as possible. By the time I had about 200 feet left I headed toward the driving range to the north side of the course where two people were shooting a bucket of balls. Since I did not want to get shot out of the air (or get a golf ball through the sail of my new Spirit 200) I yelled to them to hold it for a minute. It took Electra Flyer about two or three 360's until they finally looked up and noticed me. I landed beside them and it turned out to be the local pro, Ron Lindblad and his father. I got a warm reception at the clubhouse and for the next hour answered questions about hang gliding until my wife Vincene arrived to pick me up. The flight took 90 minutes with an altitude gain of 6,200 feet to 10,600 ASL and a distance of 31 miles over flat prairie originating from 330-foot Cochrane Hill. Oh, and by the way, there is another bottle of champagne in my fridge for the flyer who passes my 31 miles. ~

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And when a girl has become a competent flyer all under her own desire and work, she'll feel an accomplishment she may never have felt before and be well on her way to becoming the 'master of her own destiny."' - Liz Sharp (continued from µnge 23)

up or if she's going to plow into the ground. Guys play tackle football and are used to falling on the ground. But I'm a firm believer that anyone who wants to can learn to fly. Page: The psychological part never bothered me. I've always been sportsoriented and always in physically demanding sports. My dad and I participated together in waterski racing. At 100 mph your body is straining to the max. The friction of the water on the ski is unbelievable. You have to strain your muscles to keep the ski out in front of you. So I wasn't afraid of hurting myself when I started hang gliding because I'd fallen at 100 mph on a waterski and didn't get hurt, so why should I be afraid of falling on a hang glider at 10 mph? Liz: I think I'm on the other extreme from you, Page. I got quite involved in the fine arts and ballet as a teenager and became absolutely paranoid about breaking my legs. I wouldn't even ride in the front seat of a car, the suicide seat, for a period of about five years. I'd always find an excuse to be in the back seat just to protect my legs. So when I took up hang gliding I definitely had a psychological block to overcome. Katie: I was not afraid of being hurt hang gliding at all. The first time I saw hang gliding it looked very, very fun and my first thought was, "God, that looks easy!" I had a very cocky attitude. I had never seen or heard of anyone getting hurt so it never really occurred to me that there was anything to be afraid of. It was just so much fun! But then, on my seventh lesson I broke my ankle. I took off and gained a lot of altitude, much higher than the instructor ever thought possible from that training hill. Most people never got more than a few feet off the ground, but by some fluke I was coming to the end of the landing area with more than SO feet of altitude. The instructor hadn't prepared any of us for making turns yet and I didn't know what to do. So I dove it, trying to get down. I was going fast and hit my foot on the ground or maybe a rock. But the glider kept on flying another 25 feet where I made a perfect landing on my left foot. My right foot was dangling! I don't blame my instructor. The pilot is responsible and should know what she's doing. But here I was with a two-year-old son and a non-walking cast. I learned to carry everything in my teeth! But that crash cured me of my bad attitude. It was definitely a blessing in disguise. Since then I've become AUGUST1980

more conservative and I attribute my safety to that. I've seen pilots who scare me. Every other week they break something, dislocate something, land on sides of canyons out of

"Hang gliding, for me, is 100% enjoyment. As soon as it becomes not fun I fold up. I'm not out to prove anything to anybody; I just want it to be fun and enlightening." - Katie Miller control. I think they're very, very lucky to be alive. So I progress a little slower than some, but it's like the tortoise and the hare. I'm making real progress and not taking foolish chances. Page: I don't think hang gliding is dangerous once you're beyond the beginning stage. If I thought that hang gliding was dangerous, I wouldn't do it. That would be pretty stupid. There are too many fun things to do in life to jeopardize yourself doing something dangerous. People I've known who got hurt or killed were doing something stupid. I can always justify their accidents saying it wouldn't happen to me. I wouldn't take chances like that. I feel very strongly about that. I'm not sure if that's the right way to be, but that's the way I feel. I'd quit hang gliding in a flash if I thought I might give up my life. I dislocated my elbow once but that was in the learning stage. Liz: It's the danger of hang gliding that attracts me. Three and a half years ago on my birthday I made a resolve that once before I got too old I wanted to do something dangerous in my life: risk life and limb while I still had some reflexes left. So that very day there was the usual erroneous report on television that hang gliding was the most dangerous sport ever invented by man. So I said, "ALL RIGHT. THIS IS IT!" And I got out the yellow pages and looked up hang gliding. I started ground school the very next day it was offered. WOULD YOU LIKE TO SEE A GLIDER DESIGNED ESPECIALLY FOR WOMEN?

Katie: The Heron people are working on a glider designed specifically for girls but it's difficult for a manufacturer to design a lighter glider. They're going deflexorless now so they have to make the leading edges of huge diameter tubing with innersleeving to pass HGMA certification specs. That makes for heavy gliders and there doesn't seem to be any way around it. Gliders are definitely HEA-VY! The small-sized gliders now weigh as much as the large ones did a couple years ago. But what really makes a difference to me is the control bar. A small control bar is really nice. It makes it much easier for me to launch. I can stand up in the Heron's control bar! Page: I've heard manufacturers talk about designing gliders for girls but the glider is not so much for women as for short people. Shorter people have shorter arm spans and they need a smaller control bar - not so much a smaller control bar as a narrower one. And they've got them. They're available. There have always been smaller gliders for smaller people. They've had them since Day One. Bennett, U.P., Moyes all have narrower control bars for shorter people. So there's really no need to design a glider especially for women. DO YOU THINK WOMEN WILL BE SERIOUS COMPETITORS? Katie: Definitely. I think that with enough experience they can be. Most of the really competitive guys have been flying five or six years. In a few years the girls will have that much experience and then they'll be able to beat out the guys. In fact, there are a few serious competitors now. I think Page is very serious, and Cyndee Moore and Lois Carroll. Liz: At this point girls aren't as good pilots as men. But I think that improvement in glider design and handling might change that. The caliber of the woman pilot right now is such that very seldom would she be able to win when she flew a man. But in a few years I think that will change. Page: The only reason there aren't more women in the sport is that it's so dirty. Hang gliding is filthy dirty. That's the part I don't like about it. You're out in the hot sun, sweating in the dirt. I think most women want to look nice, and you just don't when you're hang gliding. The dirt and the sweat - the circumstances and not the flying itself - is what scares girls away.

They'd rather be disco dancing in their clean clothes. Have you ever noticed that there's never a place to go to the bathroom when you're flying? You always have to go in the bushes. At 90% of the flying sites I've been to there are no toilet facilities. Very unladylike. Liz: However, what Cyndee Moore said in her article is so true. She said something to the effect that a woman doesn't have to go to a beauty parlor after a good flight; she just radiates beauty. Page: But until they fly, they don't know that. They just see all the dirt. One thing about competition, though, is that if women had their own separate category I think it would entice more to compete. In 99 % of other sports women are in a different category than the men. Since we have fewer women in hang gliding we need to encourage girls. But then there's the problem that there are too few women to put in a separate group. There aren't enough women pilots. Actually, I don't believe that philosophy is valid. Women have an even chance to win when flying men now. But for people just starting out I think it would be fine for women to have their own separate category. Then again, I want to compete against the men because it makes it more of a challenge: seeing who the best PERSON is: male or female. WHAT ARE YOUR FEELINGS TOW ARDS COMPETITION TOURNAMENTS? Katie: I'm entered to fly in the Second Elsinore Open this month. That's going to be a fun meet. The tasks are very different from the typical tournament. It's just going to be a little ol' spot landing contest. No pressure. If I overshoot by 200 feet I don't really care. At serious competitions pilots shout at each other and hate themselves for weeks for making a mistake and not winning. To me, hang gliding is fun and tournaments like that are no fun so I shine them on. Most competition pilots I know are not flying for themselves, either. They're OWNED! They HAVE to fly whether the conditions are right or not. I don't like that kind of pressure on me. Some people operate better under pressure, but not me. I like to fly what I want, when I want. If conditions look bad I don't have to fly. If conditions look great and the competitors can't fly until 3 o'clock, I can. That's how it'll be in Japan at the World Meet, too. Another thing I'd like to say about meets is that hang gliding needs a lot more contests for the average pilot, because there are a lot more average pilots than top pilots. Like the Elsinore Open. It's really neat. You don't have to be a top pilot in the country to 46

Liz framed by Colorado sky above Lookout Mountain, Golden, Colorado. Photo by Nancy Benedict.

enter. You don't have to be a sky god. You don't have to be well-known to be invited. ANYBODY can enter. And there's prize money, too. King Horizon is putting up $1,000 with money down to 18th place. And first prize is $500. It'll be a ball! Page: I agree with Katie that the whole point of hang gliding is to have fun. It's really easy to lose sight of that when your competitive spirit takes hold of you. You start doing things you wouldn't normally do because the competition makes you want to be the best. I have to take hold of myself every once in awhile and analyze, sit down and ask myself, "Am I doing this because I want to, because it's fun? Or am I doing this because I want everybody else to think I'm good? I don't like most competitions with the whole political scene, the conflicting personalities. Like in the Southern California League I was flying a glider I really liked and was doing well in, for the preliminary trials. The Lazor II was not certified at the start of official competition so I wasn't allowed to fly it. So I ended up flying a two-year-old design I had never flown before. That's ridiculous. It takes the fun out of flying for me. Liz: I felt disappointed for the League competitors for that reason, too. We lost one of our teams, the Atlas team, because their gliders weren't certified. I'm unhappy the decision was made to require certified gliders because this could have been a beautiful showcase for the manufacturers to show off their experimental designs. It makes it appear as if the manufacturers are using certification to sell gliders, not to make them safer. Page: Anyway, I'm really looking forward to the XC Classic. That's a whole different scene. It's not a political scene because only one person is running it, Don

Partridge, and he's a far-out guy. When I first started getting good flying I wanted to be the best. That was my goal and I worked hard at my flying. But now I've come to realize that your flying ability has little to do with being considered the best. It's all what other pilots think of you. So there's really no way to be the best. If the other pilots are going to think more of me if I go to a contest that's nothing but spot landings, I think it's idiotic. It's not fun for me to go to meets like Grouse. Sure, if you want to gain recognition and fame you have to go to meets like that. But I can't see going all the way up to Canada just to gain recognition because the flying there is boring. I think it's stupid to see who can get to the bottom the fastest. Races are ridiculous. What does that tell you about pilot ability? The whole point of flying is to stay up. And spot landings just don't compare to gaining altitude and flying for distance. There's no way, really, to explain to people what it's like to go cross-country. It's a whole different realm. Until you do it, you can't understand. The difference between hang gliding and XC hang gliding is like the difference between sled rides and soaring. Before you've ever soared it's hard to comprehend gaining altitude and soaring. People can't picture how neat it is. I've flown over 50 miles twice. Getting really high is a great experience. It was so beautiful and exciting: crossing canyons, going forever, the scenery keeps changing. I kept getting further and further away from takeoff, from familiar territory. It's sure a bummer getting back, though! XC is much more challenging and more grueling than anything I'd ever done before. You go through all these changes in temperature. The valley below is very hot. But when you're at 18,000 feet it's very cold so that even though I had on a HANG GLIDING

down jacket, ski pants and ski gloves, my hands still got frozen. One time I lost a lot of altitude after takeoff amJ until l got up ancl gained altitude I was sweating in my clown clothes. It really drains you! And then I got up to 16,000 feet on the same flight and I was freezing. I was so cold! Then when I finally landed, it was really hot all over again. I was exhausted. l ripped those clothes off down to my bathing suit. And then I waited an incredible length of time to be picked up. I landed around 3 o'clock in the afternoon and was not picked up until 9 o'clock that evening. And there 1 was in the desert with no shade but my hang glider and it was JOO degrees! To me, XC is accomplishment. I think worlcl record holders should be considered the best. I consider Jerry Katz the best male hang glider pilot because he's the only person who's gone 100 miles. He's done something nobody else has done. To me the best hang glider pilot holds the world's record for distance. That's what says who's who ... not some popularity contest!

turned loose! I love it! Also, Mike has been devoting time lo King Horizon and they arc sponsoring us lo fly in the World Meet in Japan this summer. Finally all our work is paying off! Liz: I've made the little money I have earned this year all in hang gliding. I'rn very interested in organizing and running corn· petitions. I really enjoy the challenge of running a smooth meet. I worked with Sean Dever at the Southern California Hang Gliding and we had only one protest

men now ... I want

filed during official competition. That real-

ly says something, doesn't it? Once we

TOP: Katie launches at Elsinore's Edward's Bowl. ABOVE: Katie in Yosemite.

DO YOU THINK YOU'LL EVER RELY ON HANG GUDJNG FOR 100% OF YOUR INCOME? Katie: I have for three years now. Mike and l have owned and operated the Elsinore Valley Hang Gliding Center for over three years. It's been more than a full--timc job. It consumes at least six days a week, sometimes seven. I work five days in the shop ordering parts, scheduling lessons and taking care of the paper work. Sometimes I assist Mike teaching. And on the sixth day we drive into L.A. to pick up gliders and parts. All this work has really cut into my rJying time. But now that we've hired someone to help in the shop, I feel like I'm being AUGUST 1980

established radio communication with the pylons the pilots said we came up with each round's scores faster than the computers at the World Meet last summer in Grenoble. We had to be fast because we needed the scores to help seed the next rounds. I like being where the action is, and competition is action. Page: Some people make hang gliding their whole life. I don't think [ can. There's a lot of things I want. I want a family, a career, and to be a millionaire. I like hang gliding as a sport but I wouldn't want to re· ly on ii for my total income. I look at the average "professional" hang glider pilot and sec a failure. What have they done with their lives"/ Also, I could never live out of my car. Camping out is great. I'll rough it like anyone else, but that's not what I'm going lo do l 00 % of the time. I like a roof over my head. And I like to own the house I'm living in.

WHAT DOES HANG GLIDING MEAN TO YOU? Liz: A freedom I've never known before, an independencl' that I've always wanted to have and still don't have yet ... but hang gliding is giving me a means to work towards it. !fang gliding has given me a taste of being "master of my own destiny" and that's very important. Katie: Hang gliding is my livelihood. It's very important to me. Also, flying itself is a lone tirnP for me. I'm surrounded by peo-plc: my family at home and all our cus··

tomers and students at the shop. So flying is about the only time I have to myself. It's really peaceful and relaxing. I get uptight when I haven't flown for a couple of weeks. Hang gliding, for me, is JOO% enjoyment. As soon as it becomes not fun (bad conditions, crowds), l fold it up. I'm not out to prove anything lo anybody; I just want it to be fun and enlightening. But one of the things I love most about flying is the people I meet. You can meet people in every walk of life and have that one thing in common and can have those people as friends. Page: To me, hang gliding is just another sport. It's fun and it's the best kind of fly-ing. You're not cooped up in a cockpit; you're really out there. I don't know whether flying my body in relative work (sky diving) is going to be better but other than that, hang gliding is the best. It's so uncomplicated and simple: as close to real flying as a human can get. I hate to limit myself to one thing, though. I had lo con-· centrate on hang gliding to get good. But now I think I'm good enough that I can divert my attention to other things and not lose my ability. There are a lot of sports I know I'm going to try when I gel the chance. I really want to sky dive and go while water rafting. I still enjoy waterskiing a lot, too.

DO YOU HA VE ANY ADVICE FOR WOMEN ENTERING THE SPORT? Liz: I'd say that a woman starting out in hang gliding should go as far off on her own as possible to learn. It's very important for a woman, especially, to make this decision and do it on her own. Girls are brought up having someone else make their decisions for them. When you're young it's your parents; when you're married it's your husband. We don't realize how we get into this habit. And it is a habit letting others make our decisions for us. But you can't do that when you're flying a hang glider. You have lo be the one making the decisions. You're the only one up there. And you're the only one who can implement the decision once it's been made, so it's got to be your muscle power as well. I think it's very important for a woman, once she's decided to hang glide, to really make sure she does it all on her own. That means carrying the glider back up the hill herself during the learning stages. It might mean ten minutes carrying the glider up for a ten-second flight down. But in those ten minutes she's learning an awful lot about ground handling the glider. And when a girl has become a com-pctenl flyer all under her own desire and work, she'll feel an accomplishment shl· may never have felt before and be well on her way to becoming the "master of her own destiny." .,...

CLASSlflfD A[)Vf:KTIS.IN(r -

USED HANG GLIDER MULTIPLE LISTING SERVICE! In search of a used glider or with one to sell. Write or call. Hang Gliding Referral Service, 619 Cerritos, Long Beach, CA 90802. (213) 436-4891. WANTED: Totaled UP Spyder 168. (415) 364-8461 Rob. WANTED: Used gliders rogollo's or fixed up to $550. on trade-in or buy outright. Call or write the Hang Glider Shop, 612 Hunter Hill, OKC 73127. (405) 787-3125. WILLS WING lOOC SST - Yellow, blue, red and white. Double deflexors and pulley system. Towing bar included. Excellent condition. Must sell! $750. Call Jerry evenings, (402) 849-2918.

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rigid Wings QUICKSILVER B Excellent condition. Supine harness, cartop box. $600. ICARUS V - FFS kit, frame, cage, rudders, complete, needs covering. Dope included. $650. (503) 393-4341.

Schools and Dealers

Rogallos 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. CONDOR 178 - Beautiful rainbow sail, only 15 hours airtime, excellent condition. $975. (213) 545-0289. CONDOR 224 and LAZOR 190 - Both perfect and $900 each. Dave (805) 962-2588 days, (805) 962-6461 eves.

DEMO AND USED GLIDER SALE: Pilot Weight Model Range Sale Price 120-160 $1150 155 Lazor II 192 Spyder 170-220 850 700 154 Spyder 110-160 190 Lazor I 165-190 750 190+ 650 229 Phoenix 12 174 Firefly 140-175 700 190 Owl 165-200 500 Phoenix 6B 145-190 500 155-185 400 Cumulus SB Mini Cirrus 110-150 350 All gliders have been examined and reconditioned and are complete and ready to fly. Call today! (714) 678-2050. The Elsinore Valley Hang Gliding Center, 31381 Riverside Dr., Lake Elsinore, CA 92330. Store hours: 9:00 to 5:00. Closed Wed. and Thurs. DEALER CLOSE-OUT - 2 Lancers 190. New $895. Phoenix 12 205. New $695. Alpha. Excellent condition. $750. (805) 581-1713, 581-0620. ELECTRA FLOATER 185 $975. (717) 677-6714,

'79. Low air time, clean.

FLEX! Ill - 18'. Excellent condition, good for light weight beginner/intermediate. Asking $625. John (714) 493-0230. MERLIN 180 - Excellent cond. Neg. Deflexors, fairings, larger control bar. Gold, orange, red, white. Will ship. Unsurpassed LID. (714) 998-2154. OLYMPUS 160 - Vario, parachute, harness. Excellent condition. $1,000 takes all! (303) 879-4603. PHOENIX 60 - Excellent condition. Used 9 hours (1979). $900.Jbest offer. Gene (213) 828-5772 or 827-4201. SEAGULL lOM 1978 - Excellent condition. $750. (213) 792-5182 or (213) 798-3870 evenings. SEAGULL lOM - '78 sail/'79 frame. Excellent condition. Blue edges, keel white, blue tens. $850./obo Jack (213) 347-7664. SIROCCO II 185 - Beautiful multi-colored sail. Good condition. $950. OWL 160 - Good condition. $500. (406) 543-6989 Mike.

ARIZONA DESERT HANG GLIDERS - 4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450. THE BEST IN ULTRALIGHT SOARING EQUIPMENT AND INSTRUCTION. U.S. Hang Gliders, Inc., 10250 N. 19th Ave., Phoenix, Az. 85021. (602) 944-1655. CALIFORNIA CHANDELLE SAN FRANCISCO - Since 1973 the largest center for skysailing in Calif. Complete USHGA certified lesson program, beginning to advanced. Large parts and accessories inventory. New and used gliders in stock, Lancer, Moyes, Wills, UP, Fledge, Sunbird, Electra, Bennett, Seagull. Overlooking Fort Funston. 198 Los Banos Ave,, Daly City, CA 94014. (415) 756-0650. CHANNEL ISLANDS HANG GLIDER EMPORIUM -In business since 1974 representing all brands of gliders, instruments, and accessories. Complete lesson program available. Full line of gliders, varies, harnesses, helmets, spare parts, etc. in stock. Just minutes from freeway. 613 N. Milpas, Santa Barbara, CA 93103 (805) 965-3733. Now two locations to serve you! Check out our new shop - Hang Glider Emporium of San Bernardino, 4095 N. Sierra Way, San Bernardino, CA 92407 (714) 886-6454. 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 GLIDER EMPORIUM OF SAN BERNARDINO now open at 4095 N. Sierra Way serving the San Bernardino-Crestline area. Wills Wing, U.P., and Seedwings' Sensor demo flights available to qualified pilots. Wide selection of instruments, accessories, and spare

parts in stock. Conveniently located on road between takeoff and landing. Complete instruction program available. (714) 886-6454. Gliders in stock: New: Firefly II .... . . . . . . . . . . . . . . ......... all sizes Condor. ..... . . .... all sizes ......... all sizes Mosquito .... . Raven ............. . ................. all sizes Sensor ............ . . ............. 183 Used Condor............ . ..... 151, 178, 194 Firefly II. ..................................... 181 Seahawk ..................................... 200 SST ........................................ 1008

A~~---································~ 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 cata1og,

write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. KEN FLOWERS - Hang Gliders & Accessories. Madera, CA (209) 674-1310.

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 CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Delta Wing, Seagull, Sunbird, and the French "Atlas." All other brands available. Large inventory of parts and accessories.

Beginner

advanced

instruction

with

USHGA certified instructors. 5219 Sepulveda Blvd,, Van Nuys, CA 91411. (213) 789-0836. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. ULTRASPORT, INC. - P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395. 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 - USHGA certified school, foot launch, power and towing. Advanced mountain soar-

ing, ground to air communication and video replay. Distributing Wills, Seagull, Electra, Odyssey and Golden Prone Harnesses. Dealing Lancer, Stratus, Manta, Highster, Sunbird and Bennett. We have complete airframe, sail repair and custom fabrication facilities with a huge inventory of parts and accessories. Call or write for free information: 572 Orchard, Golden, CO 80401 (303) 278-9566. LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St,, Colorado Springs, Colorado 80904. FLORIDA Unique powered rigid wing flight school. Get checked out in an Easy Riser, Quicksilver and P-Fledgling. Open seven days a week. Power Systems, Inc., 39-B Coolidge Ave,, Dept. H, Ormond Beach, FL 32074. (904) 672-6363. 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 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! TRADEWINDS HANG GLIDING CENTER - Rental gliders, lessons. Box 543, Kailua, HI 96734. (808) 373-8557.

HANG GLIDING

HUNTING IEIIIN"I IPEN are gau

Dig Ul!HI preg7

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

For bringing in three new members or bringing back three ex-members or any combination of such, you get a limited edition USHGA T-Shirt with our special Red Tail Hawk on the front. This shirt is not for sale and is sure to become a collectors item. The only way you can get this shirt is to help our membership drive.* About the shirt: The Red Tail Hawk on the front of our shirt is from a limited edition series by Jerry Bishop a national known wildlife artist. He has allowed us to reproduce this beautiful pen and ink drawing on a limited number of USHGA T-Shirts. ACT NOW SEASON CLOSES NOVEMBER 30, 1980 OR WHEN SHIRTS RUN OUT. *SEND $25.00 FOR EACH MEMBERSHIP Name _ _ _ _ _ _ _ _ _ _ _ _ _

Name _ _ _ _ _ _ _ _ _ _ _ _

Name, _ _ _ _ __

Address _ _ _ _ _ _ _ _ _

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

Address _ _ _ _ _ _ _ _ _

City _______ ___

City _ __

City _____________ - -

State, Zip___ _ _

State, Zip _ _ __

State,Zip _ _ _ _ _ _ _ _ _

Phone No. _ _ _ _ _ _ _ Age ____

Phone No.

Hunter's Name - - - ______

Hunter's Name _ _ _ _ _ _ _ __

Hunter's Name _ _ _ _ _ _ _ _

USHGANo. _ _ _ _ _ _ _ _

USHGANo. _ _ _ _ _ _ _ __

USHGA No. _ _ _ _ _ _ _ _ _

Age _ _

Phone No.

Age _ _

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

WRONG BROTHERS AVIATION (formerly Aloha Hang Gliding Center) - Now an ultralight aircraft dealer. Professional instruction, sales & repair on Right Flyers. P.O. Box 25833, Honolulu, HJ 96825. (808) 395-6541. IOWA THE FOUR WINDS! New and used flex and rigid wings, power systems, landing gear, accessories. USHGA certified instruction. Ratings [-JV. We handle Bennett, Manta, Electra-Flyer, Seagull, Soarmaster, CGS, Power Systems, Litek, Hall, and other manufacturers' products. Come see our Powered Quicksilver with 16 h.p. Yamaha and landing gear. It's safe and stable! It will be love at first flight at: THE FOUR WINDS, 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 363-0189. KANSAS MONARCH FL YING MACHINES - The Kansas City area source for all major brand gliders, power packs, parts, accessories, repairs. USHGA Certified Instructors. 106D7 Blue Ridge Blvd., Kansas City, MO 64134. (816) 761-7302. MARYLAND THE WASHINGTON SCHOOL OF HANG GLIDING, lNC. Serving Maryland, Virginia, and Washington, D.C. Certified instruction, sales and accessories. 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (301) 434-1717. MICHIGAN ECO-FLIGHT HANG GLIDERS - Visit our shop in the Frankfort area, hang gliding capital of Michigan. Learn in the safety of the dunes or soar the many coastal bluffs. USHGA certified instruction. Wills 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.

NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (SOS) 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. NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12,428. (914) 647-3344. NORTH CAROLINA KlTTY HAWK KITES, lnc. P.O. Box 386, Nags Head, N.C. 27959. (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes. Beginner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock. SCOTT'S MARINE, INC. Towing lessons spring and summer. Motorized lessons, learn to fly towing! Parts, repairs and service for Manta, Moyes, Wills Wing, Seagull, Soarmaster, UFM, Pterodactyl and Odyssey accessories. Scott Lambert, 908 Lexington Ave., Charlotte, N.C. 28203 (704) 376-7348 CATALOG $2.00. OKLAHOMA 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) 787-3125. OREGON SUPER FLY 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.

Mountain. 9786 Kristin Drive, Sandy, Utah 84070. (801) 572-0678. UTAH'S INFJNJTY FLIGHT SCHOOL (formerly The Kite Shop) is the area's largest and most experienced with beginning to advanced lessons using CB radios and USHGA "certified" instructors. Complete accessories, rentals, and repairs. Also, new MOTORIZED ULTRALIGHT SCHOOL, featuring Eagles, Pterodactyls, and Weedhoppers. JNFJNJTY, 898 So. 900 East. S.L.C., Utah. (801) 359-SOAR. 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 FAIR WINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Mosquito, Condor, Firefly in stock. 1302 Kings Place, Bainbridge ls., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless (206) 842-4970 Ken Godwin, WISCONSIN SOLO FLIGHT introduces Wisconsin's first Ultralight airport/campgrounds. Wisconsin Dells area. Sales, information, good flying. (608) 666-3261.

Ultralight Powered Flight BONNEVILLE A VJATION - Pterodactyl & Fledgling specialists. Kit form or pre-built. Free instruction. Route l, Inkom, ID 83245 (208) 775-3400. FOR SALE: New single engine Eagle with four hours on engine and airframe. Gold with dark blue tips and double surface. Special price of $2,800. Call weekdays (206) 424-6200. FREEDOM FLYER, INC. - the largest authorized ultralite dealer in South Florida wants you to enjoy the freedom of flying a powered ultralite. We stock and service the PTERODACTYL, HI-NUSKI and EAGLE along

*** * * * * * * ** ........ ** ** * *** * •• * ** ••

PENNSYLVANIA

FLY $1 PER HOUR

BALD EAGLE HANG GLIDING. 146 N. Fourth St., Hughesville, PA 17737. (717) 584-5275. TENNESSEE

MID-WEST SCHOOL OF HANG GUUING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located 'I. 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. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 (612) 489-8300. MONTANA INTERESTED IN FLYJNG? Write: BEARTOOTH HANG GLIDERS, P.O. Box 21116, Billings, MT 59104.

AlR-POWER INC. - Dealer for all motorized ultralite gliders. Manta and Bennett products also available. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (901) 324-8922. MID-SOUTH HANG GLIDERS - Mid-South's only factory authorized dealer for: MANTA, UP, BENNETT. Immediate delivery on Fledgling, Mosquito, Condor, Firefly, Accessories. Information and prices (901) 454-1706, (901) 526-0790 anytime. 382 Washington, Memphis, 38105.

ULTRAllGHT

TEXAS

PILOT DESIGNED

ARMADILLO AVIATION. Motorized fixed wings (CA-15 now available). All brands - power units - accessories. Call or write for prices. "We have your wings". 703 North Henderson, Ft. Worth, Tx. 76107. (817) 332-4668. ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159. LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, Tx. 76013 (817) 469-9159.

SUPER PERFORMANCE •

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RETRACT/STEER!liG /tOSE hHFEL (O;,"FJRT1'iELE rnCLOSEr COCKPJT SIDE STICK H/l AXIS co:,rnocs STRO:,G FIBERGL,\SS co::srnurno:, PILOT Sl'H1Y~£U & IIARtlESS FOLDS FCR TRii~1SPORTATIO~I

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EASY TO OWN Avouoore In 2 Kits . Economy Or Fast Flight QUICK to build • CLEAR Plans • FAST Delivery

UTAH MOUNTAIN AIR HANG GLIDERS - Featuring Sunbird, Lancer, Highster, Stratus and Atlas. USHGA certified instructors - beginner through advanced. Complete accessories line. Only 15 minutes from Point of the

...

STRIPLIN AIRCRAFT CORPORATION P.O Box 2001. loncosfer, Co. 93534

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Why Walt? For 20 Pages- & 12 Color Photos News-Lener. Sena $5 U.S. $7 Foreign

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GLIDER RIDER .II\-~ \ _"~,-~~· ',)t:;,.·. · /;,·t:,;--· - - - - - - - -iroBloru - - -· -~- l\,~:'?~ 7---;, -~:'.r - - - - - - - - ,,,'. ~A! 'b;

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with many accessories including floats. Our flight school offers instruction for these easy to learn to fly light weight air recreational vehicles. 100 % customer satisfaction is guaranteed. CALL or write (305) 771-7924; 1090 N.W. 53rd St., Fort Lauderdale, FL 33309. L<l()K - A NEW PROP for Soarmaster Power Pack users. Great performance with no worry about blade flutter or structural integrity. Same great quality used by Pterodactyl, Power Systems, Rotec, UFM of Wis., and many others. - 46x16 laminated hard maple - All machined for hub and bolts. Introductory price $89.95 (no COD) Wind Gypsy Products, 519 Harbour Rd., N. Palm Beach, FL 33408. (305) 844-2254. MITCHELL WING and power undercarriage kits. New, untouched. No time to build. $700. under cost. (714) 955-0254 (Calif.) NORTHERN SUN INC. The industry's most experienced rigid wing builders, offers all custom built rigid wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraft and Powered Ultralights. This comprehensive course includes techniques in reading 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. POWER RISER: CGS power and landing gear. Thommen Alt., Hall a/s, pellet vario, tach, EGT, Windhaven chute. Minor work needed on landing gear; parts supplied. Carrying box. $600. Contact Pat Lowrie, 12401 W. Okeechobee Rd., #295, Hialeah Gardens, FL 33016. (305) 557-6651.

$950. offer. (805) 438-4157. G. Dangerfield, P.O. Box 785, Santa Margarita, CA 93453.

catalog and confidential discount sheet to: 12437 San Fernando Rd,, Sylmar, CA, 91342 (213) 367-1819.

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

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-SOAK

UL TRASPORT, INC. Dealers for Eipper, Quicksilver, and Pterodactyl fledglings. Our only business is power. Call or write for further free information. UltraSport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395, VJ-24: With covered trailer, power unit. Fly motorized safely; full aerodynamic controls. Price negotiable. (415) 964-9146. WINDHAVEN. The ultralite power center of California has complete facilities and information on power packages and adaptations. We sell completed Easy Risers and Mitchell wings too. Call or write: 12437 San Fernando Rd., Sylmar, Ca. 91342 (213) 367-1819.

Business Opportunities 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. DEALERS OR FUTURE DEALERS; Windhaven International has the complete line of hang gliding equipment to fit your business needs. Write for our complete

GET ORGANIZED! Here s a set of 4 sturdy Illes lhal holds over .. 11 magazines

4 years of you1 fc1vor11e s1,i

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.

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

Emergency Parachutes LIFE 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. ODYSSEY has 24' and 26' emergency parachutes for the hang gliding pilot. Lightweight and inexpensive. Dealer inquiries welcome. Don't fly without us! Send for free details. Odyssey, Box 60, Wilton, N.H. 03086. THE HANG GLIDER SHOP - now distributes Free Flight Enterprises' reserve parachutes and harnesses. Dealer inquiries invited. (213) 943-1074. 1351 Beach Blvd., La Habra, Ca. 90631. WINDHAVEN EMERGENCY PARACHUTE SYSTEM meets rigid TSO testing. The best available! Easily adapted to your harness and glider. Write for free details. Windhaven Hang Gliding Schools, Inc., 12437 San Fernando Rd., Sylmar, CA. 91342.

Parts & Accessories

. ' .0 ' 7" ' :C, "

Send $4.95 plµs $1.00 !or poslage and h.andling 10

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

FLEX-FAJRINGS TM to be produced and sold by FlyRight. The same high quality product previously produced by Laminar Systems. New optional design improvement jncreases convenience of product. Contact

SOARMASTER POWER UNIT - Flown 1 hour on SST-100-B. Extras, compression release, tuned exhaust,

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

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

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

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

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

What's more, they're all More than just a key case-ours has a money pocket hand-crafted in 100% nylon (durable, washable, watertoo: $4.95. resistant) with velcro closures. And, they're so trim and lightweight that they contour to your body!

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Pellet Variomefen - Naturally Powered

I.I.I MODE< 1 Vario Readout

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 52

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CONTROL BAR VARIO MOUNTED ON TUFFY

=-~-----lll-4/ill~~ EXTENSION BAR.

Model~~)

{flask mu-;t be supphed br user]

Moon

2 Control Bar Vario

39.00 and

42,00

Complete ready to mount 66.00

1,,1,.

3 Helmet Mount Vario (complete)

Dealer Inquiry Invited. Order from your local dealer. If unavailable locally, then order ' may be placed with manufacturer. A Partial List of Dealers: Mainair Spom, England Air Space, TN., GA. Crystal Air Sports, TN. Yarnell Techtonics, New York

0 ready to mount 77.00 I.I.I GUARANTEE: Tuffy 12" "Swing Away" Extension Bar 15.00 u MODE<

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Bird Man Enterprises, Alb., Canada

Hang Gliders of N. Calif. P & R Wings, Or

76.00

60 days - Satisfaclion or Refund 1 year - Against Mfg. Defects

P.O. Oox 629 • Hauula, Hawaii 96717 • Phone {808) 293-9348

,'v!All ORDER INfO. Make payment via ,heck. M.0 bank dral!, elc. Do not send ca1h. We pa) shipping in U.S. fo1eignorders make payment in U.S. monies,includes SS.00 e,tu tv, air 1hipment. COD CHARGES $2.50 fXTRA

Model ~2 and Tuffy 12"

MAKIKI ELECTRONICS

HANG GLIDING

7'he continuation of

a winning tradition JJ years strong!

ford St., Chelsea, Mass. 02150 (617) 889-1272.

your local hang gliding dealer or write for information. Fly-Right Hang Gliding Accessories, 3024 Belmont Ave., Dept. HGS, San Bernardino, CA 92407.

TYPE: ASG 18-A #5656. WHERE AND WHEN: Tucson, Arizona on Monday 1/14/80, SAIL PATTERN: Center out; white, orange, red, purple, purple leading edges and keel pocket. DISTINGUISHING FEATURES: Bright yellow bag, purple down tubes. CONTACT: T. Runyon, 2002 E. River Rd., M16, Tucson AZ 85718 (602) 299-4529 REWARD

FOR SALE: Single axle trailer, excellent condition. Enclosed box on trailer, 17"d x 24"w x 21'1. Used to transport rowing shells. Ideal for hang gliders. $575. Peter Gallo, Box 151, Ticonderoga, NY 12883. (507) 332-2642.

TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31179 in Boston, Mass. SAIL PATTERN: All red, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/blue nose. DISTINGUISHING FEATURES: Cover bag has small red felt tabs glued to closures. CONTACT: Thomas D. Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272.

MD-II POWER CONVERSION KIT - Two 10 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, Fallon, NV 89406. ST A!NLESS STEEL DEFLEXORS - For Cirrus 3, 5 & Olympus. Order in pairs ($25 for two). T J ENTERPRISES, 1418 Helmond Ln., San Jose, CA 95118 (408) 264-6406.

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

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<t postage for prices and ordering information. HEIN SPECIALTIES, !NC., Dept. 0205, 4202 N. Drake, Chicago, [L 60618. MET AL LICENSE PLATE FRAMES - "I'D RATHER BE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 1/ , " dia. Inside or outside application. 25<t 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 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. 52.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. The rate for classified advertising is 30<! per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing l 1/1

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: 1977 Seagull 10.5 Meter. WHERE AND WHEN: May 18, 1980, Dog Mt., WA. SAIL PATTERN: Black leading edges, black tips, black keel pocket. All other panels white. DISTINGUISHING FEATURES: Two tubes had been replaced with new black anodized tubing. Bag was not stolen. CONTACT: John Elliott, 6549 24th Ave., NW, Seattle, WA 98117 (206) 783-4529. TYPE: Seagull 10.5 Meter. SAIL PATTERN: Center out; light brown, dark brown, black, white, white leading edges. DISTINGUISHING FEATURES: 1/8" side flying wires, yellow fairings. WHERE AND WHEN: April 26, 1980, Phoenix, AZ. CONTACT: U.S. Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021, 944-1655. $250 reward. TYPE: UP Spyder 180. WHERE AND WHEN: Lexington Reservoir, Los Gatos, CA, Dec. 26, 1979. SAIL PATTERN: Light blue with dark blue center panel, L.E. and tips, large white UP letters center. DISTINGUISHING FEATURES: Sail has resewn batten pockets, leather X-bar rub patches, frame has spliced left L.E., waggle bar (supine setup) and bent deflexor posts. Quick cam wire tensioners. No bag. CONTACT: Rob Walty (415) 364-8461. 617 3rd Ave., Redwood City, CA 94063. TYPE: Electra Flyer Spirit 200 #S002414. WHERE AND WHEN: Near Pan Ark Lodge, Leadville, CO., May 24, 1980. SAIL PATTERN: Dark blue and white. CONTACT: Steve Johnson, P.O. Box 1818, Leadville, CO 80461. $100 Reward. TYPE: Condor 178. Chassis No. UPC-178046. WHERE AND WHEN: Lost on Pan Am Oct. 15. SAIL PATTERN: Brown, gold, white, red. DISTINGUISHING FEATURES: Gold and white delta on nose. CONTACT: J.R. Ulloa, P.O. Box 01-354, San Salvador, El Salvador, CA. TYPE: 230 Nova. WHERE AND WHEN: MAY 11, 1980 Near San Bernardino, CA. SAIL PATTERN: light blue, dark blue leading edge and kell pocket. Orange Eipper prone harness. Pealing black control bar. Clearcoat wires except one front wire white. Reward. CONTACT: Randy Novak (714) 885-5923. 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 PATTERN: Center out: purple, dk. blue, It. blue, white, red, purple leading edge. DISTNGUISHING FEATURES: Brown bag, red flag. Center panel with glider colors, zipper. Patch on left L.E. near nose plate. CONTACT: Chuck Mclaughlin, 831 Ann Arbor, Ventura, CA 93003 (805) 647-4647. TYPE: Seagull Seahawk 170, 1977. WHERE AND WHEN: Dec. 31, 1979, Boston. SAIL PATTERN: White keel pocket, all red. Red bag. DISTINGUISHING FEATURES: Deflexors and bolts not taken. Bag has red flet tabs on closure. CONTACT: Tom Johnson, 2 Med-

TYPE: Dinger Wings Whizzer 180. SAIL PATTERN: Center out - black, white, yellow, orange, red, black tip. Black leading edges. New cover bag, dark brown nylon, white zipper. WHERE AND WHEN: Sacramento, CA, Dec. 8, 1979. DISTINGUISHING FEATURE: Red tape over one-inch tear on right wing trailing edge, CONT ACT: Randy Smith, 4739 Pasadena Ave., Sacramento, CA 95841 (916) 488-6658, 489-6188. TYPE: 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 #B1006, 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. TYPE: Phoenix Super 8 Reg. SAIL PATTERN: Keel out; black, red, orange, yellow, black tips and leading edges. WHERE AND WHEN: 10 miles north of Poncha Springs, Colo. on US 285 on July 11, 1979. DISTINGUISHING FEATURES: SIN 340. CONTACT: Jim Zeiset (303) 539-3335. $100 reward. TYPE: Phoenix 60 155 SL #36. WHERE AND WHEN: Salt Lake, July 8, 1979. SAIL PATTERN: Red keel panel, split gold, remainder black. CONTACT: Diann Ferris, Box 1773, Whitefish, MT 59937 TYPE: Cirrus SA #1425. WHERE AND WHEN: Saturday, June 2, 1979. SAIL PATTERN: Center out: brown, white, yellow, gold, orange, white. Brown leading edge. Orange and yellow are reversed on opposite sides. Reward. CONTACT: Rod Lamborn, 4016 Ralph St., Salt Lake City, Utah 84117. Phone: (801) 278-5959. TYPE: Cumulus 10. WHEN: May 12, 1979. SAIL PATTERN: Center out, white, yellow, brown. Blue bag. CONT ACT: Mike Adams (805) 967-2448. TYPE: 1977 Seahawk 170. SAIL PATTERN: Keel out Black, orange, yellow, orange, yellow, black. Black leading edges. Red bag with blue tip. WHERE AND WHEN: May 17, 1979 from Virginia Beach, VA. DISTINGUISHING FEATURES: Upper wires, deflexors and bolts not taken. Mount for Chad unit on right down tube. CONTACT: Bob Hayman, 1029 Cordova Rd., Ft. Lauderdale, FLA 33316. Phone toll free: (800) 327-5826. TYPE: Mini Strata. SAIL PATTERN: Keel out - dk. blue, [t. 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). CONT ACT: 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: Wills Wing XC 185 #2277. WHERE: Lauden, Tenn. DESCRIPTION: All blue color panels, white leading and trailing edges. CONTACT: Mel Charles, Rt. 2 Box 51A, Oliver Springs, Tenn. 37840. Reward. As a service to the hang gliding community, HANG GLIDING Magazine publishes free information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066. New listings appear at the top of the column.

HANG GLIDING

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

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 FLYER SEEDWINGS

DELTA WING

EIPPER SEAGULL WILLS WING SKYSPORTS UL TRALITE PRODUCTS & MANY FOREIGN MODELS 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

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 USHCA membership benefits. D $18 SUBSCRIPTION ($19 foreign) for one year. 0 $31 SUBSCRIPTION ($33 foreign) for two years. O $44 SUBSCRIPTION ($47 foreign) for three years. O $9.00 TRIAL SUBSCRIPTION for six months. NAME - - - - - - - - - - - - - - - - - - - - PHONE _ _ _ _ _ _ _ _ _ __ A D D R E S S - - - - - - - - - - - - - - - - AGE CITY _ _ _ _ _ _ _ _ STATE ZIP _ _ _ _ _ _ _ _ __ Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066

Won Ultra-Light Competition 1980 Chino EAA Fly.In, #1 Judges Choice .

. • . A Hang Glider for Airplane Pilots an Airplane for Hang Glider Pilots.

a name quality made famous