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

. , 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

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

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THE COMPLETE OUTFITIIHG AHO SOURCE BOOK FOR HANG GLIIIIHG by Michael Mendelson. History, models. accessories, publications. organizations. schools, sites HANG GLIIIING AND SOARING by James Mrazek. Flight theory and meteorological data. HANG FLIGHT by Joe Adelson and Bill Williams. Third edition. llight instruction manual. 100 pgs. HANG GLIIIIHG by Dan Poyn1er. 8th Edition. Basic handbook for skysurfing.

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Have You hugged

·.vour_Hangptkl,r today?

1-9

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MAN-POWERED FLIGHT by Keith Sherwin. History and modern technology, design consideration. HANG GLIIIING ANO FL YING CONDITIONS by Dennis Pagen. All aspects of micrometeorology for pilots. 90 illustrations. HANG GLIIIING AND FL YING SKILLS by Dennis Pagen. A complete in stwction manual for beginners to experts. HANG GLIIIING FOR ADVANCED PfLOTS by Dennis Pagen. Techniques for cross-country, competition and powered flight. GUIDE TO ROGALLO·BASIC by Bob Skinner. A handbook for beginning pilots. 30 pgs. HANG GLIDING, THE FL YING EST FL YING by Don Dedera. Pictorial history, pilot comments. Pho1os by S1ephen Mccarroll. MAHNEO KITING by Dan Poynter. Handbook on low-launch flying. MAN-POWERED AIRCRAFT by Don Dwiggins. 192 pg. history of flight. Features the flight of the Gossamer Condor

$ 7.50

TORREY PfNES by Don Betts. photos by Bettina Gray. USHGA OFACIAL FLIGHT LOG. 40 pgs.

$ 2.50 $ 2.95

8-17

HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset to Instructors. 24 pgs FAI SPORTING CODE FOR HANG GLIDING Provides the requirements lor records, achievements. and World Championships. FEDERAL AVIATION REGULATIONS lor pilots - 1980 edition. Hang

B 18

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ITEMS 11

USHGA EMBLEM T-SHIRT. 100% cotton, heavyweight qualily. ORANGE or LIGHT BLUE. Men's sizes S M L X-L (PLEASE CIRCLE SIZE AHO COLOR) USHGA EMBLEM CAP. One size lits all. Baseball type w/USHGA emblem. NAVY ORANGE GOLD (PLEASE CIRCLE COLOR) USHGA SEW·ON EMBLEM. 3" diameter. lull color (red wmgs, sun burst wlblack pnnl) USHGA DECAL. 3'/i' diameter. full color USHGA EMBLEM PENOAHT. lf.'' diameter Pewter wls1lver chain USHGA BUTTON/PfH. 1'h" diameter. lull color LICENSE PLATE FRAME. ''I'd ratner be hang gliding" While on blue. WALLET. Nylon, vercro closure. mach111e washable, waler resistant BLUE BUMPER STICKER. "Have You Hugged Your Hang Glider Today" Blue

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on white

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Phoenix Lazor Fact Sheet 1980 Model

155

Leading Edge ........... 17 '3 " Root cord . . . . . . . . . . . . . . . 7 '8 11 Tip cord . . . . . . . . . . . . . . . . 4 ' Area .... ... ............ 156 ft2 Span . ... . .. ..... . ...... 30 '4 " Nose Angle . ..... ... .. .. 130 Recommended Pilot Weight .... .. . . . .12(}160

175

195

18 '3 "

19 '

8 '9 " 4 '3 "

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

196 ft 2 34 '

150-190

180-220

130

The Phoenix Lazor II was designed for the competition skill le.iel pilots. Through its short deflexorless 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)

ISSUE NO. 93

OCTOBER 1980

Hang Oliding CONTENTS FEATURES

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: Jon Case, Pot 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 9: Les King, William Richards. REGION 10: Richard Heckman, Scott Lambert. REGION 11: Ewart Phillips. REGION 12: Paul Riker!. DIRECTORSA T-LARGE: David Broyles, Keith Nichols, Dennis Pagen, Jay Raser. Phil Richards. EXOFFIC 10 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 officiol U.S. representative of the Federation Aeranautique 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 to create further interest in the sport. by a means of open cummunicotion and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to con~ tribute 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 mode of submission to other hang gliding publications. HANG GLIDING magazine reseNes 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 publ,shed monthly by tr.e 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.. Las Angeles. Calif. 90066; telephone (213) 390-3065. Secondclass postage is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing & Litho. Alhambra, Calif. The typesetting is provided by 1st Impression Typesetting Service. Buena Park. Calif. Color separations by Scanner House of Studio City. Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. MembersPip is open to anyone interested in this realm of flight. Dues for full membership are $25 per year ($26 far foreign addresses); subscription rotes are $18 for one year. $31 for two years, $44 for three years. An introductory six-month trial is available for $9.00. Changes of address should be sent six weeks in advance. including name. USHGA membership number. previous and new address. and a mailing label from a recent issue.

OSHKOSH 1980

20 100 MILES-PLUS 22 YOUR SAIL - More Than

By Glenn Brinks by George Worthington

Color and Shape

GROUSE MOUNTAIN 1980

FLYING ASSURANCE WITH INSURANCE

40 44

GRIGS AGAIN: The SoCal Regionals

by John LaT orre by Pork Photos by Leroy Grannis

by Carol Velderrain, USHGA Ottice Manager

by Pork Photos by Bettina Gray

USHGA BOARD OF DIRECTORS ELECTION

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 7 CARTOON by Harry Martin 8 NEWS AND NEW PRODUCTS 12 MILESTONES 13 BIRD'S EYE VIEW by Lauran Emerson POWER PILOT by Glenn Brinks 33 34 BROKEN WINGS by William Haiber 37 USHGA REPORTS 42 CALENDAR 48 CLASSIFIED ADVERTISING 54 STOLEN WINGS COVER: View of the ultralight area at Oshkosh '80 Photo by Dave Terry. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA Inc.. do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained. performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright ·c' United States Hang Gliding Association. Inc. 1978. All rights reserved to Hong Gliding Magazine and Individual contributors.

lJLTRALl<iMT, CONVERJAT-JON Nerve Damage Dear Editor, I suffer from nerve damage in my left hand that doctors believe may have been the result of repeated trauma (constant pounding) associated with flying. The result of this disorder has been severe atrophy (wastage) of the muscles in the hand and weakness. I would like to know of any other hang glider pilots who have suffered any type of nerve or muscle damage in the hands, that is not associated with a single crash. Symptoms may be atrophy, numbness, tingling, etc. I know of a pilot in New England who had a ganglion cyst removed from the palm of his hand and the doctors cited hang gliding as the "probable cause." I have been flying for eight years and have made several hundred flights. I have flown a Fledge for several years. I would like to save other pilots the grief I went through. Also, the doctors are interested. So please, if you have had anything like this happen to you, write me and briefly describe the details. I will alert the rest of you as to the results of this study. Dan Chapman 696 N. Ohioville Rd. New Paltz, N.Y. 12561

Power and the NFS Dear Editor, The Northern California Hang Gliders Association consists of 65 pilots, all flying foot-launched gliders. The club has exerted tremendous effort to sponsor the Region II meet for 1979 and 1980. This has required obtaining use permits from the Forest Service, (including $500 performance deposit) leases for access easements from private property owners, plus providing fire protection, emergency medical services, a rescue team, sanitary facilities and garbage disposal. Both meets were successful. A letter from the Forest Service attests to the good reputation the Northern California Hang Gliders Association has earned. However, in that same letter, there is a very serious warning concerning the use of powered 4

gliders in the Mendocino National Forest. The powered hang gliding community must develop a responsible posture and recognize the fact they cannot continue to blatantly use and harass other users of the forest or air. The irony of this situation is that powered gliders do not need Elk Mountain (2,500 vertical) or the surrounding mountain area to launch. This is strictly footlaunch country. The powered glider is being thought of as the "motorcycle in the sky" and the powered glider pilot needs to look at how the Forest Service is continually closing areas to wheeled recreation vehicle users because of abuses. If you do not act in a responsible way, we will all lose the privileges we now enjoy.

INDEX TO ADVERTISERS Aerial Techniques ........................ 50, 51 Bennett Delta Wing Gliders ........... 2, 31, 35, 55 DGM Industries .............................. 50 Eco Nautics .................................. 52 Eipper ...................................... IBC Glider Rider .. . .. .. . .. .. .. .. .. .. . .. .. . .. .. .. .. 4 7 Hall Brothers ............................. 32, 50

Val M. Koeberlein Roseville, CA

Borne Free

Hang Gliding Press . . . . . . . . . . . . . . . . . . . . . . . . . . .

Kwik Clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Kitty Hawk Kites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Leaf ....................................... 9, 52

The following letter was sent to the editor of AOPA Pilot, concerning a recent complimentary article on our sport. -Ed. Dear Editor,

Lookout Mt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Makiki Electronics ............................ 32 NAA ......................................... 39 National Book Wholesalers . . . . . . . . . . . . . . . . . . . 12

It was with great pleasure that I read "Borne Free" in the August issue of AOPA Pilot. The accuracy of Mr. Horne's article could only be the result of thorough research, something many writers have failed to do when reporting on the sport of hang gliding. As the writer pointed out, huge progress has been made in recent years on glider design and training methods, as well as our understanding of micrometeorology. Both this and the efforts of the United States Hang Gliding Association and the Hang Glider Manufacturers Association have resulted in a form of aviation that can be enjoyed safely, providing the pilot exercises good judgment. The possibility of government regulation hangs over the sport like a dark cloud, and provides many of the participants with the motivation to work at keeping themselves self-regulated. Like the AOPA, the majority of the hang gliding enthusiasts believe the bottom line on safety lies with increased pilot education and not increased government regulation. So far, the efforts of the USHGA have been successful in preventing government regulation, but one mid-air with a 747 could change things quickly. Therefore, there is a tremendous need for hang glider pilots to increase their understanding of the airspace they intend to use. This problem will grow as glider designs get better, and the number of pilots attempting crosscountry flights increases.

Ocean Pacific ............................... BC Odyssey ..................................... 43 Pagen .......................................

Poynter Books ................................ 3 7 Price Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Snyder Ent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Soarmaster .................................. 49 So. Cal. HG Schools .......................... 48 Spectra Aircraft ............................. 10 Sprague Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Striplin Aircraft ............................... 50 USHGA ........................ IFC, 1, 5, 32, 49, 56 US Moyes .................................... 53 Wills Wing, Inc .......................... 19, 24, 25

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1Yi months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

KWIK-CLAMP INSTRUMENT BRACKET

,.\ j. ·,

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One 5/16" wing nut is all you tighten to secure your instruments. No bolts, hose clamps or tools to hassle with. Just loosen, not remove, one wing nut. That's it! machined from 6061-TB, and using aircraft hardware this bracket is the simplest and fastest to use on the market. Made for 1 1/8" control bars, for 1" bars adaption kit will be supplied. See your local dealer or send $14.0Qplus $1.00 postage toKWlK-CLAMP,

The LOGICAL approach to a complete harness system

system .fOOJ SWIRUP

0'.\

one

f.!

• HARNESS

.,om HA~ERS

The LOGIC

• CO<OOM

Th.e<omlorl afa 10100n 11 und1nh:ibly lhe moil l1nourable w11y lo put 11111 ltnglhy ltlghl. The AIRBORNE du\gn 11 biued on the m1llu1Uon lhot

!he 10100n may no! be for oery co11dlllon

The NATURAL progression, The AIRBORNE 1yi1em allows the pilot lo 11dn1111e lo Ille hill 1upport of a 101~n al a sell 1cl pi:ice, Sy11em One ha kkltu, knee h11n1rer, 10-.:~n hamtu, with S11lonl lnleuNlr,geJJblli1y. No nee-d lo buy aMlhe-r

karneu, when lhe AIRBORNE syilem gins you 1111 lhe comblruitlon1.

ADVANCED & PROFESSIONAL pilot. lite 10100n may nol be for nery cndlllon, but there hen AIRBORNE sr1h11 for nery lllghl

system two -HUNESS

Tht l.Ulcnl lntuch11ngeabllllf of AIRBORNI caMpOH1!1,naltu

II Ike ]deal pilot s111pen1ln ,,11, .. for Ike pilot Mh 111or be, al one time or anolhr, 11 lhe po1lllon of lulnulor, to111pel!toror

l - townlry llru,

system three -HARNE" -KNEE HAHGiRS I J

The VALUE AIRBORNE makn no compromlu on q1111lllr, tontlcrl or 1alelr The lfllem 11 bwllt lo lit you! Sod for lhe AIRBORNE 1he fhort Mhllh "Ill htdude Info onopllon11111bo1po111tl111teJ1"11l11nll1111111d1iu10111.gr11phl11.

'AIU-ORNE'

prod1K11 11rem-a1HJffflllred and i:11:itrlbuled by I

'--~1/t~\.

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ONTAJIO HUG «IDERS N(( l01 WOOI.WKH ST GUH.PH OWU.RIO CANADA NIH 6ll 5198364781

I feel one of the best solutions to these problems would be increased communication and interaction between the AOPA and the USHGA. The AOPA has accumulated an enormous amount of knowledge in both aviation safety and effectively dealing with the FAA, and it is this sort of knowledge that could help hang gliding gain a tighter grip on controlling its own destiny.

There is a whole army of would-be pilots who are just waiting for hang gliding to become a little bit safer.

Jeff Van Datta Grants Pass, Oregon

My wife and I quite enjoyed your article on "Women and Hang Gliding," with the exception of Page Pfeiffer's comment that "Flying in Canada is boring." People in Canada can only suppose that if she has visited our country at all, she has flown at the wrong site, or been at the wrong place at the wrong time, because we have some terrific sites in Canada.

Omission Dear Editor, Skimming the September issue, I happened to read the results of the Grouse Mountain Meet. Every winner's name was on the list except one. Janine Fradelis-Ream took third place in the women's division, on a Flight Designs Super Lancer. Sue Richardson Fremont, CA

Air Bag Dear Editor, The next time you feel life is overly complex and boring, just remember this; we are the first generation to truly fly. This is the first time in history that the average person has been able to enjoy such a high degree of adventure with relative safety. The significance of this is not to be underestimated! I would like to congratulate the hang gliding community on the fantastic advances in safety that have been made in so short a time. I would like to share an idea I have in the area of glider accessories. Today most serious accidents take place when the pilot has less than 200 feet of altitude. and a parachute is of little value. In the resulting impact the pilot usually swings through the control bar. What if there were an air bag to stop him? The air bag could be located in a compact container on the forward section of the keel and an impact sensor located just above the nose plate (to prevent accidental firing on hard landings and when the glider is resting with the nose down). What would happen if it accidentally fired during flight? Probably nothing since it would deflate within two seconds. Such misfires have been very rare in automobiles. 6

Bill Drydem

Boring Soaring?

I want to encounter surprises in the air that could endanger my life. Hang gliding has recently attained a good name and I would hate to see that jeopardized by the lack of integrity of one manufacturer. There are enough reliable, reputable companies to purchase from to keep hang gliding a safe, enjoyable and rewarding sport.

Dear Editor,

Bruce Brown North Vancouver, B.C.

Hook-in Reminder Dear Editor,

A safety tip I recommended to our group saved two people from problems the first day. Tie a piece of clothes line around the left shoulder strap on a prone harness. Let it hang down about 6" so the carabiner can be hooked into it after each flight. With the carabiner in this position most pilots will notice it dangling in front of their chest. This could help solve the failure-tohook-in problem. Ward Meeks Seattle, WA

Cheap Copy Dear Editor, On August 1, I arrived at the 1980 EAA convention in Oshkosh, Wisconsin, eagerly awaiting the opportunity to fly my pride and joy in the airshow. I soon became disappointed, however, as I noted that my ultralight did not meet the standards of others in the show. In comparison with the quality machine produced by its original designer, the modified Quicksilver I own flies like a toilet. Having bought my glider without knowledge I now possess, if I could do it again, I would buy from the company with years of research behind its product. I don't want to be a test pilot for a manufacturer which has failed to do its own R&D, nor do

Bill Corriere Easton, PA

More Meteorology Dear Editor, I have enjoyed many of your informative articles, and find that the only thing I look forward to more than reading your magazine each month is flying. Remembering what Leonardo da Vinci said about those who have tasted true flight, "forever more walk with their eyes to the sky," I find myself continuously scrutinizing the sky, hoping to understand its language. I have read various books more than once on meteorology, both local and global, (Pagen's Micrometeorology for · Pilots being one of them) and still find that I do not have to my own satisfaction a sufficient feeling for the sky and what it has to say. The way science has termed, categorized and defined this sign language of the sky does not seem relevant to me (and I guess to other flyers). But if someone (or several someones) were to write down once a month their feelings of the sky we share, as a sailor feels, tastes or smells the wind and air, then per chance I could find confidence in looking out from takeoff and saying, "There's lift out there, or this is a cross country day; there is a shear coming." So your good luck in finding this talented and knowledgeable person will be my good fortune. Tomas & Cuervo East Los Angeles, California

A more intuitive look at meteorology is a good idea. We'll look into it. -Ed.

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. HANG GLIDING

Region I Qualifier results are as follows: The results of the Hawaii Qualifier are as follows: Place

Pilot

1. Jeff Cotter David Darling 3. Sam Nottage 4. Bob Combs C' ::>. Paul Courtney 6. Linda Tracey 7. Duff King 8. Bill Boyum 9. Randy Eneim 10. David Goto

Regional

Glider Fledge 11 Spirit 200 Spirit 200 Mega II Mosquito Super Lancer Maxi Olomana 160 Floater 185 Moyes Redtail

The following are the results of the Region 11 (Texas) Qualifier held al Buffalo Mountain, Oklahoma: Place

Pilot

l. Willy Brenner 2. Stephen Brenner 3. Bill Misiaszek 4. Scheer 5. Steve Stovall 6. Ronney 7. Jimi Youngblood 8. Gordon Cross 9. Mark Bailey 10. Mario Rodriguez

Glider XC XC Sea hawk Lancer Oly Antares Raven Raven Raven Oly

Region 2 Qualifier results are as follows:

Place ] .

2. 3. 4.

,).

CLASS I Pilot Fred Hutchinson Rob Murray Steve Lantz Howard Johnson Al Kenstler Rex Miller

Glider Fledge IIB Fledge rm Fledge lll3 Fledge IIB Fledge IIB Fledge Im

CLASS II

1. 2. 3. 4. 5. 8

George Whitehill Phil Ray Ron Rhodes Tom Lowe Dave Thor

Raven 209 Highster 170 Lazor 175 Raven 209 Lazor 190

Place

Pilot

]. Mark Bennett 2. Ron Cady 3. Mike Rabe 4. Scott Rutledge Jeff Bowman 6. Klaus Savier 7. Dan Harding 8. Amos McPherrin 9. K. Reed Gleason 'JO. Richard Skirvin

Glider Mosquito ] 66 Moyes Maxi II Moyes Maxi II Moyes Maxi II Oly 160 Raven Antares Moyes Mega Moyes Maxi II Floater 205

AMERICAN HAKI Wills Wing and American Hal<i announce the debut of their first-line Hal<i ball. The Americana combines leather cover, tubular polyester lacing and perma-· nent ETM. Each American Haki ball comes with an official American Haki rule book. This book explains the most common shots, games, and record certification procedures. Contact: Wills Wing or American Hal<i, P.O. Box 202, Heavener, OK 74937.

MATT SEDDON DIES

TRAINING AND RA TING PROGRAM The United Stales Hang Gliding Association has released the long-awaited Ultralight Training and Rating Program formulated to control the safe, orderly, organized and uniform growth of the ultralight industry. In Ultralight Aviation the USHGA is the sole body recognized by the NAA (National Aeronautic Association), C:lVL (International Hang Gliding Commission) and FAI (Federation Aeronautique Internationale), the world sanctioning body for all aviation and space records, and sport aviation disciplines. Therefore the USHGA is the organization with the responsibility to expand the horizons of its own ultralight involvement. The USHGA's liaisons with Lhe FAA report the favorable acceptance of their newest programs into any future developments within FAA guidelines. Regional Observer /Instructor training seminars have been scheduled throughout the country by the USHGA. Lyle Byrum, president of Eipper-Formance, Inc. of San Marcos, California, one of the country's largest manufacturers of microlights, says of the program, "The USHGA has taken the proper initiative to insure credibility within our movement. Our regional distributors will be hosting mandatory Dealer/Instructor Clinics which now will be overseen by USHGA personnel. We at Eipper are ex·· cited about the certification program, and will include it in all of our upcoming clinics." More information on the USHGA Ultralight Rating Program can be obtained by writing: USHCA, P.O. Box 66306, Los Angeles, California 90066.

Matt Seddon

We regret to report the death of USHGA Regional Director, Matt Seddon, 44. He was killed August 11 in a light plane acci-· dent while returning from the recent Board of Director's meeting in Chicago. Two other people were fatally injured, the pilot, Cunthier Wuehrcr, 24 of Bavaria, Germany, and Dayna Rankin, 29 of Connecticut. The four-seater Cessna Skyhawk apparently had engine trouble. Matt is survived by his wife and son. The USHGA expresses its sincerest condolences Io Matt's family and friends.

FLORIDA GLIDE-IN Despite 100 degree temperatures, pilots and spectators from the entire Southeast converged on St. Augustine Airport July 12 and 13, for the third annual Florida "Clide In." Organizers Mike and Norman Crossberg offered $300 in cash prizes for the three pilots who accumulated the most flying time over the two-day event. Winners were: first place, Mark Keiper; second place, Richard Pike; third place, Mike Bean. Ultralight pilots and aircraft attending were: HANG GLIDING

1. Butch Graves - Right Flyer 2. Jim Fleming, Kerry Richter, Richard Parkhurst - Hi-Nuski 3. Donn Noble - Quicksilver on Floats 4. Jim Sample - Easy Riser 5. J.R. Toppins - Easy Riser 6. John McKenzie - Icarus IIB 7. Don Roberson - Weedhopper 8. Mark Keiper - Weedhopper 9. Richard Pike - Easy R,iser and Oly 180 10. Mike Bean - Quicksilver 11. Myra! Ethington - Weedhopper 12. Mike and Norman Grossberg Weedhopper 13. Joel Mullins - Easy Riser

ANOTHER SPECTACULAR FLIGHT Another spectacular flight was made in the Owens Valley on August 25 by Steve Moyes. Launching from the back side of Cerro Gordo, Steve flew 6 hours and 2 minutes for a distance of 116 miles. He landed 20 minutes after dark. Congratulations Steve!

NEW CHUTE Delta Wing Kites and Gliders of Van Nuys, CA announces its new 22-ft. rapid deployment parachute recovery system. The unorthodox design features block construction and lines first deployment. According to the manufacturer a slotted circumference 2/3 of the way down the canopy allows air to fill the top as the lines are still deploying, shortening the inflation time. This diminishes the opening force by spreading it over a long time even though the total deployment time is seconds less than normal. Contact: Delta Wing Kites, P.O. Box 483, Van Nuys, CA 91403.

photographed by Hugh Morton of Grandfather Mountain, and edited by Robert Rector of Atlanta. Morton and Rector served in similar capacities for an earlier film, "Masters of Hang Gliding," which has recently won awards in the United States and at the International Sports Film Festival in St. Vincent, Italy. As an expression of its continuing interest in flight, Piedmont Airlines has placed an initial order for 100 copies of "The Hawk and John McNeely" to be kept in continuous circulation for the life of the film.

major Las Vegas resort hotels to act as host headquarters and that international media coverage is being planned. He expects 400 entries. The competition will include three events: a 100-mile cross country rate, a slalom around pylons and an aerial bombardment target contest. Contact: EipperFormance, 1070 Linda Vista Dr., San Marcos, CA 92069 (714) 744-1514.

SKYNASAUR

ADVENTURE OLYMPICS The Adventure Olympics will feature an adventure decathalon of ten adventure sports: sky diving, hang gliding, big wall rock climbing, white water kayaking, wind surfing, motocross, formula one race driving, bobsledding, jousting and an adventure survival! obstacle course. Initial applicants must possess a certain level of proficiency in any three of the sports. Send resumes to Delta Wing Kites and Gliders or: Adventure Olympics, 242. North Canon Drive, Beverly Hills, CA 90210. The event will be aired on television and the prize money is rumored to be considerable.

WORLD QUICKSILVER COMPETITION Eipper-Formance announces its first annual "World Quicksilver Competition" slated for February 12-15, 1981 near Las Vegas, Nevada. The grand prize is advertised as a check for $10,000, with more than $25,000 in cash and merchandise overall. Eipper president Lyle Byrum says that negotiations have been opened with several

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The Skynasaur is a rogallo-type kite controlled by two handles. Flown at a distance of 200 feet it can be used for aerobatics, dogfighting, aerial ballet and synchronized flying. According to the manufacturer it can dive into water and take off again, fly two to three times the speed of the wind and is almost indestructible. Contact: Skynasaur, Inc., 721 Front Street, Louisville, CO 80027.

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COLORADO: Mark Curtis of Ft. Collins reports of having witnessed pilot Mardi Lombardi soar a local site, the "A" hill, for 3 hours and 20 minutes. Mark witnessed the flight in its entirety while driving a shuttle bus for C.S.U. Mardi managed to stay above the 500-foot high, V2-mile long ridge, which has only a 30° slope, in post-frontal winds of 8-14 mph. Mark watched Mardi lose it to within 150 feet AGL on four occasions, but each time Mardi managed to work it back over the top. He accomplished this feat in his Dove B without the aid of instruments. Incidentally, his flight beat out the old site record by two hours. MONTANA: Tom Ross, a high school Math teacher from Missoula, managed a 30-mile flight from atop Cougar Peak (6,700 feet, ASL) to within 4 miles of Plains, MT. During the 3 1/2-hour ordeal Tom gained and lost more than a combined total of 44,000 feet in his Mosquito. Often he found himself either low on an ugly ridge or just in the clouds at 12,000 feet ASL. The Highway Patrol and the Sheriff's office assisted Tom in locating the other pilots who had also flown, saving Tom a long walk home in the dark. FLORIDA: Birdie Dundee (Lauran Emerson) while laboring over USHGA membership survey forms came across the following ... "My most memorable flight occurred from a flat beach launch - a foot launch into smooth 30 mph winds." Pilot Mike Pleskovich of Cainsville ran from the beach towards the surf, and as he pushed out he became airborne. First he climbed, then he pulled in and dove, then out again and up he climbed. He repeated this series of maneuvers numerous times until he managed to work himself back over the top of a ten-foot ridge and soar. Fantastic!

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HANG GLIDING

Bird's Eye View

PREFLIGHTS by Lauran Emerson There are two important things to remember about a preflight inspection of your hang glider. The first is to do it. The preflight habit is easy to acquire and painful to forget, a little like remembering your bug repellant on a trip through the everglades. In both cases, if you forget, luck will decide whether you survive. Other pilots have already discovered that it is easier to assemble a control bar on the ground than it is to assemble it in flight. There is really no need to find this out for yourself. To do so means exposing yourself to unnecessary risk. To avoid doing so is easy. A consistent and thorough system of preflighting your glider is all you need. Settling into a consistent preflight pattern has not grown easier since the days of the standard Rogallo wing. Five years ago, each set-up procedure included a minor glider tuning and required the assembly of many bolts, wingnuts and turnbuckles. There were so many things to remember that each pilot had to devise a system for remembering everything. Recent improvements in glider assembly techniques have changed all this, but the changes are a mixed blessing. Some of today's gliders assemble in a few minutes, OCTOBER 1980

with just three or four basic steps. The pilot simply folds out the wings, inserts battens, slips a quick-assembly mechanism into place, pops in a pin here and a pin there, and Presto! he's ready to fly. Or so he thinks. Unfortunately, the new simplicity and ease of quick set-up mechanisms has not eliminated the need for a thorough preflight inspection. Because the new set-up process is so simple, it is tempting to believe that it is foolproof. It's not. Two of our flying acquaintances are now wearing long-term casts as evidence of this. Both of them failed to make a total inspection of their gliders before launching. In one instance, the quick-box assembly had been improperly fastened and the glider folded up on takeoff. In the other, dirt had gotten into the locking mechanism of the pin which holds the control bar together, and the bar disassembled on takeoff. Either of these pilots could have been killed. Many others have been because a lack of concentration, or a last-minute adjustment, or a bad preflight habit, led them to launch an unflyable wing. Many factors may contribute to an incomplete preflight. These two recent mishaps occurred during competitions, when excessive demands were being made on the pilots' concentration. But the strain of competition is just one of many causes. There have been severe consequences from improper preflights in all types of circumstances. The importance of a habit of good preflights is especially evident when other demands threaten to break a pilot's concentration. Whatever the circumstances, if you are more harried than usual, you should be more careful than ever to check your glider before launching. Every bolt, cable, tube, piece of fabric and moving part should be included in your inspection. Bolts which have never been touched are no exception. Before a recent flight in Wyoming, an experienced pilot hooked in and stood at launch waiting for the wind to come up. His launch assistant noticed a bolt with no threads showing. He looked closer. It was the single bolt connecting the control bar to the keel. The nut was almost off. If the pilot had taken off, the slightest bit of turbulence could have resulted in the total disassembly of his glider in flight. A close inspection showed that the nyloc nut had never been fully threaded onto the bolt. A thorough preflight may also show glider damage for which there is no obvious explanation. Badly dented wing tubes have appeared twice, for no apparent reasons, on Hugh's glider. He doesn't even have any

known enemies. If you do have enemies, your reasons for looking for such damage are all the greater. Once you've completed a thorough preflight of your glider, you need to remember the second important thing about this inspection: believe what you see. One bad experience showed me that this is just as important as the inspection itself. I had always done my own glider repair, but one day a year ago I asked a hang gliding shop to replace a damaged wing tube for me. After the repair, I took the glider to the nearby mountain and set it up. When it was assembled, the left wing wires were looser than usual. I was assured that the glider had been fixed "by the book" and that there couldn't possibly be any problem with it. I took the glider apart and assembled it a second time. The wires were still slack. On the advice of several "repairmen," I took up some of the slack by lengthening the deflexors. It still didn't seem quite right to me, but I let myself be convinced that it was fine. On takeoff, I learned otherwise. As soon as my feet were off the ground, the glider made a 90 degree left turn and I swung into the right corner of the bar. That's where I remained, wrapped around the bar, for the remainder of the flight. Luckily, the landing area was in the direction in which I was headed. After many exhausting minutes of keeping the glider from going into an irreversible left spin, I reached the ground. It took so much strength to keep the wing flying that I had no reserves for a controlled landing. That time, a thorough preflight hadn't been enough. I hadn't believed what the preflight showed. I discovered later that the glider had been fixed "by the book," and that was the problem. The left wing had not been fixed to match the right wing. The new left wing tube was almost 1/2" shorter than its mate. The symmetry was gone, and it was impossible for the glider to fly in a straight path. The whole reason for preflight inspections is to reveal just such problems. There are so many variables which affect our safety in the sky, that we need to eliminate all those we can. Every time we eliminate one of those variables, our flying is safer. It is not only disconcerting to see a bolt fall out of your glider in flight; it's downright unsafe. A consistent and thorough preflight habit will reduce the chances of this happening to you. And if that preflight reveals a problem with your glider, you're better off solving it on the ground than in the air. The air may not give you a second chance. ~ 13

µhoto liy Dac•i:: Terry

Oshkosh, the EAA convention and flyin, is the most important aviation event of the year, and the largest. The numbers involved are awe-inspiring. Attendance estimates range from 300,000 to nearly a halfmillion people. Ten thousand aircraft filled Wittman Field during the fly-in and the traffic pattern was equally crowded with a takeoff or landing occurring every nine seconds, making Wittman Field in Wisconsin the busiest airport in the world. On the ground were about 1,500 show and homebuilt aircraft. If you only spent five minutes each, it would take over three weeks, full time, just to look them over. But Oshkosh's importance comes from more than just numbers. Enjoy aerobatics? At Oshkosh, you can spend the week watching greats like Duane Cole, Gene Soucy, Tom Poberezny, Charlie Hillard and Bill Barber do everything from precision aerobatics to landing on and taking off from a pickup truck. And Captain Jim Lacey absolutely stopped the show with his high-speed, low-level passes in a United Airlines DC-8. You say you prefer Warbirds? How about three B-17s, a B-25, a P-38 and innumerable T-6s, Mustangs, Corsairs and other fighters? Not to mention a Junkers JU-52, a few C-47s and even the Marine Corps' new VTOL (vertical take-off and landing) Harrier jet fighter. There was even a row of pint-sized replica fighters and a 7110 scale Stuke dive bomber. 14

Antique and classic buffs got their share, too. Where else but Oshkosh could you see a simultaneous fly-by of three different trimotors (a Ford Trimotor, a Junkers JU-52 and a Stinson trimotor)? Other old birds ranged from a diminutive 1924 Dormoy "Bathtub" (one of the first ultralights?) to a 1911 Curtiss pusher complete with exposed valve gear and wicker pilot's seat. The rotary-wing crowd was there too, including Ken Brock who did his usual impressive airshow routine of steep wingovers, slow flight and ending with a precision engine-off landing with his gyrocopter.

Other homebuilts, not belonging to any well-defined special interest group, filled the field, each a reflection of the builder's craftsmanship or a designer's personal ideas on aircraft design. There were high and low wings, biplanes, canards, V-tails, inverted V-tails and flying wings with no tails. Some were built of wood or aluminum or both. Others were fashioned from foam and fiberglass and Molt Taylor brought his cardboard and fiberglass Micro-Imp. Canards made a big showing, with a horde of Burt Rutan's Veri-Ezes making up their own display area (labeled "Eze Street," of course), but the show was stolen by another Canard called the "Dragonfly." It's [ basically a scaled up Rutan Quickie with ~ two side-by-side seats and a 45 hp VW 8 engine. "'-"' Other standouts included a pair of -2 1 powered sailplanes, Larry Haig's little "Minibat and the Monett Monerai, and a tiny seaplane called the Merganser. And, topping it all off, down at the south end of the field were the stars of the show, the Ultralights. A couple of years ago there were only a few at Oshkosh, but this year there were nearly 100. Judging from the crowd's reaction and the demand for brochures and literature, this is just a hint of the growth to come. The big news from the ultralights was the new EAA Ultralight Division (see story) and the emerging dominance of airplanelike 3-axis controls. The powered Rogallos HANG GLIDING

arc gone. However, weight shift (for pitch control) is still used in a few well-proven and successful designs such as the Quicksilver, Riser and Pterodactyl Fledgling and in the Kasperwing which won the "Best New Design" award at Oshkosh this year. Whatever the control system, the level of flying skill displayed this year was uniformly good. The ultralights were restricted from flying over the runway or the crowd and the space in between was small enough that pilots coming in to land had to bank steeply to stay in the allotted nrea. This caused n bit of dispute when some of the pilots were accused of hot-dogging, or showing off, but undoubtedly this will be solved next year by giving the ultralights enough room for proper downwind, base and final legs in the approach pattern. Much to the amazement of the spectators, despite the steep and slow maneuvers, no one stnlled, spun in or crnshed. They simply turned hard, sank fast and headed for the ground, only to pull out at the last instant, float for a few feet and then touch down softly as a dropped tissue. The general aviation pilots who were watching had their thoughts written on their faces, "Gee, even my Super Cub can't do that," and, "That sure looks like fun. I wonder how much one of those things costs." A few die-hards like John Moody even foot launched and landed their mnchines. He added insult to injury by yelling out to the crowd, "Yahoo! Eat your heart out, all you spectators. We're having a ball out here." The crowd loved it, applauding all of the foot launchings and landings. The only incidents were minor ones, such as the Riser that broke an axle and ended up on its back and the reduction unit that came apart on takeoff, scattering V-bclts and pieces of propeller. Because there were more ultralights than would fit safely in the pattern, the pilots were asked to do just four laps and then land and get in line, giving someone else a chance to fly. A few pilots ignored this and stayed up, but most had enough class to share the airtime and overall, the system worked very well. OCTOBER 1980

TOP: Mike Kimbrel's 1924 Dormoy Bathtub shows how "ultralights" looked 50 to 60 years ago. ABOVE: Mitchell Wing U·2 attracted a lot of attention. Note external airfoil elevon. BEL.OW, LEFT: Aerial view of the ultralight area at south end of field. RIGHT: Peter Corley flying the a/I-aluminum twinengine Lazair.

Ultralight flying was restricted to a couple of hours in the early morning and after dinner, leaving pilots with plenty of time to check oul each others' machines or take in the rest of the fly-in, A pilot could spend much of his time right in the ultralight area and never be bored, Not only were there many new designs, but most of the pilots did at least some modification to try out their ideas, There were new reduction units, landing gear, instrument clusters and control systems, No one wants to reinvent the wheel, so the pilots cheerfully took note of each others' solutions lo common problems, Also soaking up everything they saw were the people designing or building ultralights who weren't finished in time for Oshkosh, They asked questions, took notes and kept muttering something about "Wait until next year," Jack McComack attracted attention with two new products, His Pterodactyl fledgling sported a tail section Jack is trying out and it was powered by Jack's new 30 hp two-cylinder, two-stroke, dual--ignition, direct-drive engine, With a price of about the McCornack engine will be a prime competitor of the other top-of-the-line ultralight motor, the Konig three-cylinder radiaL The Konig didn't fly at Oshkosh, but Paul Yarnall's forum on the engine was filled and the first shipment is already sold out despite the price of about $2,200 with prop and electric starter, Another non-flyer this year was Don Stewart's startling Puffin, with twin engines inline and counter--rotating props, So far they have only completed the fully-enclosed, streamlined fuselage and the drive unit, After weight and balance testing of the fuselage is completed, the wing can be designed with the correct amount of sweep·· back, washout, etc for optimum performance and stability, The Mitchell Wing U2 was displayed this year, It wasn't flown much, but it was enough to arouse a lot of interest, Ed brought an Australian Skycraft Scout, powered by a 14 hp Pixie engine, He also brought a Humbug, a twin-engine Klaus llill design, Both will be marketed by Ed's company, Cemini International. Canard, or tail-first designs are gaining wider acceptance and there were three canard designs among the ultralights, Craig Catto had his Goldwing, which is getting slicker as it approaches production, Newman and several others brought Electra Flyer Eagles and James Black displayed his "Ibis" canard. It has a planform similar to the Goldwing, but uses a different airfoil and is still early in its dcvelopmenL 17/1010 l1y C/enn 13ri11/i..,,

HANG GLIDING

Other included Rotcc's Rally 213, John Chotia's Gypsy and two modified VJ-24s, from DSK aircraft and from Anders Barton, all of which feature 3-axis controls. Larry Mauro showed off his slick new "Aero", an integral power unit/landing gear/pilot pod, which quickly attaches to an Easy Riser, and Mike Lohle brought his "Aeroplane," a tailed Easy Riser with elevator control for pitch. Technical forums arc always a big feature at Oshkosh and this year there were six forum tents ( with one devoted exclusively to ultralights) going all day. With over 30 forums or seminars each day, a range of topics was covered from winglct design to flapping wing flight to antique restoration. NASA helped out, supplying ten of its top engineers and scientists for technical semi·· nars. In addition, there were a number of workshops on various building materials and techniques. One of the most interested observers at the technical forums (especially flapping wing flight) was Jim Theis, designer of the bird--like Nighthawk. He was nearly kiJled in a crash of the Nighthawk and spent months in "rehab", but he's back, championing the cause of bird--like flight and planning the repairs of the Nighthawk. With all the flying, the air shows, the forums and workshops, and the hundreds of commercial displays, Oshkosh was avia-· tion nirvana. Thal is, until Thursday. On Wednesday evening, the wind was blowing out of the south and most of the ultralights were tied down accordingly. In the middle of the night, a "Blue Norther" storm hit with winds gusting to 60 mph out of the north. The result was carnage. Gliders were bent and torn and destroyed in every way imaginable. One Easy Riser was ripped from its tic-downs and blown end-over-end through the ultralight area smashing many of the other gliders. Several ended up in the cornfield south of the ultralight area and as of 9 a.m. the next day, one Weedhopper hadn't even been found.

Aller a night of fighting the storm, it was an exhausted group of pilots who surveyed the damage Thursday morning. Some ultra-lights survived unharmed, usually because they were well tied down or because they sat on the ground at a low angle of attack. Other lucky pilots had folded their wings or removed the battens and tied the sail around the spars. But for the unlucky ones, the fly-in was over. The wind had destroyed or damaged an estimated 30-80 percent of the ultralights. Despite the mood of tragedy, some refused to take it loo seriously. Jack McCornack, eyeing his Fledgling NFL lying on its back commented, "Well, it looks pretty stable now. You can't fall off the floor." Asked about the cost of repairs he said he wasn't worried because, "I know someone at the factory." (He owns the factory.) For the ultralight pilots, after the storm, there was little left of importance but the awards. This year the EAA inaugurated a "Lindy" awards program with the winners receiving a bust of Charles A Lindbergh. Two of the ultralight awards, the Grand

Champion (Gold "Lindy") and Reserve Grand Champion (Silver "Lindy") were included in the program and were won by Gary Evans (Fledgling) and Dale Kjellsen (Quicksilver). Bob Chapman (Lazair) took honorable mention while Jeff Hudson (Easy Riser) took fourth place, also called "Best Craftsmanship." The Best New Design award went to Steve Grossruck's Kasperwing, a highly reflexed flying wing based on the theories of aerodynamicist Witold Kasper. The final and most prestigious award was one named for the pilot and teacher who, ironically, would have been the unquestioned choice to receive it. The Joe Diamond Memorial Award, the "Ultralight Diamond", was presented to 'The individual who has made the greatest contribution to the advancement of ultralight aviation through public relations and leadership or advancement in safety through education and design." In a sad touch of irony, the award was won post-humously by Klaus Hill. The decision was unanimous. , . -

OPPOSITE PAGE TOP, LEFT AND RIGHT: Jack McComack's Pterodactyl Fledgling NFL sports an experimental tail SfJction and a twin cylinder 30 horsepower engine. CENTER: Stove Grossruck's Kasporwing won tho best new design award and showed remarkable slow-flight capability. BOTTOM, LEFT: The "Puffin" built by Don Stewart, features twin engines and counter-rotating props. BOTTOM, RIG/ff: 14 HP Pixie engine with chain reduction used on the Australian Skycraft Scout. THIS PAGE, TOP: Craig Catto pilots his canard "Goldwing." RIGHT: Wholesale destruction in the ultralight area.

OCTOBER 1980

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YES! Please rush me a FREE copy of the LOOKOUT MTN. Flight Park& Tlaining Cen.lerbrachure.

Worthington

Eric Raymond

Cerro Gordo burst onto the XC scene in 1976 when Gene Blythe and Trip Mellinger flew 47 miles from the site. In 1977 an ASG-21 flew 95.5 miles and in 1978 a 10-Meter flew 86 miles from Cerro Gordo. These were the longest glider flights in the world, each of those individual years. But in 1979 Cerro Gordo didn't provide the world's longest flight. Joe Greblo flew 80 miles from Gunter (which is located 72 miles north of Cerro Gordo) and Peter Brown astounded everybody by flying 81 miles near Chattanooga, Tt,nnessee. Some of the Western lJ.S. pilots were shocked and saddened to have an Eastern site take away the honor of having the longest flight. Now the tables have turned dramatically. In 1980, six pilots joined the most exclusive XC club in the world. Each of the six flew over 100 miles. Each of the flights originated from Cerro Gordo. On July 21, 1980 Tom Kreyche, in a modified Voyager, flew a distance measured in a straight line of 113 miles. On the same day, Tudor flew a U.P. Comet for a distance of 109 miles. These were dramatic and historic flights. It seemed to all concerned that 1980's longest flights had been flown on July 21. However, just four days later both flights were exceeded. I flew a Moyes Mega 2 for a distance of 111 miles and Eric Raymond flew his modified home-built Voyager 121 miles.

and Voyager

It should be noted that the Voyager (as well as the Fledge II) is in a different category than the Comet or Mega. There is no way, other things being equal, that the flex wing (Roga llo) can compete in the area of cross-country distance with the Fledge or Voyager, and it is important to note that the Voyager has a distinct advantage over the Fledge. This may change in the future, but today (September 1980) that's the way it is. The decision taken by the F.A.L in ·1979 to place fixed wings (Voyagers, Fledges, Mitchell Wings) in a separate class from Rngallos for world record purposes was wise, and is a reflection of the inherent performance differences. Two other flights of over one hundred milt>s were also flown on the same day (July 25) as those of Raymond and myself. Joe Binns and Keith C:ockcroft of Great Britain flew 102 1/, and 103 1/2 miles respectively. And so now, the most exclusive hang glider club in the world, "The :Hundred Mile Club," has seven members. They are as follows, in order of having attained that distance: Jerry Katz,Tom Kreyche, Larry Tudor, Worthington, Eric mond, Joe Binns and Keith Cockcroft. Every single member of that club took off from Cerro Gordo. In 1980, more pilots than ever before attempted record distance flights from

Cerro Gordo. From July 14 through August 7 it was flown practically every day. And although there were at least 12 days when the clouds and other weather conditions looked like 100·-mile days, there were in fact just two such days. On the other 10 days, a different difficulty each day prevented each pilot from exceeding 70 miles. Sometimes it was a headwind which was encountered at the 60 or 70 mile mark. Sometimes it was a solid overdevelopment blocking the way. Or else the Westgard Pass area had no useable clouds overhead to match the areas north and south of the pass. On nine days, from July 14 to August 7, there were either no clouds over the Cerro GordoMazourka area (35 miles) or else they formed too late to be of any real value. In this respect, Cerro Gordo proved again, for the fourth year in a row, that only July produces record distances, those days when records are possible are very very few, and HANG GLIDING

"I really enjoy flying the Whites ... to me xc is the ultimate and highest level of hang gliding." - Eric Raymond distances of between 70 and 95 miles are more probable from Gunter than they are from Cerro Gordo. If you really want a world record distance it would seem at present that you had better decide to try it from Cerro Gordo and nowhere else. Cerro Gordo is again the King of takeoff sites. Unfortunately Tudor wasn't available in the Owens Valley area for an interview on July 23, but Kreyche was. Here is the interview:

Q: A:

Q: Q:

What kind of a glider were you flying, Tom? A: A Voyager. And I would like to stress that Fledges and Voyagers are not the same glider. Mine was designed and built by Klaus Hill 18 months before he was killed. I have made many modifications to it since owning it. It has never seen the inside of the Manta shop. Q: Are there many basic differences between your Voyager and a Fledge? A: There are many basic differences but the one most people notice is the rudders. Brian Porter worked with Klaus on a design for new improved rudders which was a true Kasper design, having a fixed vertical portion side by side with a movable rudder. I am a real believer in "tip devices" as a means of improving penetration and performance. Q: Are there any drawbacks to this rudder design? A: Yes. My ship, partly as a result of the rudders and also because of excessively low dihedral, is a bit squirrely. It's more difficult to land. It sideslips too easily. Q: During your 113-mile flight did you have any worrisome low points where you were sure you'd have to land? A: Yes. Three times. I was low at Mazurka (30-mile mark), Westgard Pass (SO-mile mark), and also at Gunter (72-mile mark). It would be very rare to not have any low points, the kind where landing seemed inevitable, on a 113-mile flight.

Q: Did you carry a barograph? A: Yes, but it failed during the last 30 minutes of the flight. I don't know why. Q: Did you have oxygen on the flight? A: I own an oxygen rig - a very good one. But since buying it, I decided it was too heavy and too much hassle to OCTOBER 1980

use. My wing loading is already extremely high. Have you encountered any turbulence that has been frightening? Yes. I flew through the rotor at Boundry three times this year. It was terrible. But my ship has a larger than normal amount of reflex in the battens, which makes it pitch-positive and therefore stable and safe in the worst turbulence. How long do you feel it will be before someone exceeds your distance of 113 miles? It's hard to say. I feel that the Voyager can go a lot farther. I feel it might be broken soon.

Tom's guess that it "might be broken soon" was more correct than any of us were willing to believe. One hundred and thirteen miles seemed like such an awfully long distance. On July 23, I flew a Mitchell Wing 108 miles. With 5,000 feet above ground level, at the 108-mile mark, I had a certain downwind glide of 10 to 12 more miles. However, there were no known safe landing areas for the Mitchell Wing within that glide range, so I chose to set it down at a dirt landing strip at Basalt, which is 104 miles from Cerro Gordo. Then came July 25 - the big one. Six hang gliders tried to launch from Cerro Gordo that day. Rob Murray stood hooked in and ready for takeoff when a dust devil pushed the glider's nose up and flipped it on its back. The other five took off and most everyone immediately climbed up to cloudbase at 16,500 feet. About 4 1/2 hours later, Joe Binns of Great Britain had flown 102 1/2 miles, Keith Cockcroft, also of Great Britain had soared 103 1/2 miles, I had landed 111 miles from Cerro Gordo and the 1979 champ, Eric Raymond, had managed to travel an incredible 121 miles in his home-built Voyager. (The others flew a Chargus Cyclone, a Highway Vulcan, and a Moyes Mega II, respectively.) Eric was interviewed immediately after waiting an hour for retrieve:

A: Q: A:

Congratulations Eric on a remarkable and historic flight. First, did you carry a barograph? Yes. So this will be an official world record? No, because I don't have a backer to

Q: A:

A: Q:

Q: A:

finance such a record. I didn't feel like putting money in that direction. Besides, nobody saw me land and so I wouldn't have gotten it anyway. What kind of a ship did you fly? A Voyager II which I built from scratch, and in which I incorporated about 30 major and minor modifications. Almost all were borrowed from other peoples' ideas and from new gliders. I constantly asked questions of designers. For example, the French champion Gerard Thevenot gave me some ideas. My major idea was to make the glider stronger than normal for use in aerobatics. How many flights have you made from Cerro Gordo? About 30 in the past three years, starting with an Owl. What was your longest flight from Cerro Gordo previous to today? Seventy-one miles, last year, in a stock Fledge II. Today, what were your takeoff and landing times? Takeoff was at 1:45 and landing was at 6 p.m. (This gives Eric the relatively high ground speed of 28 mph in conditions where the tailwind component was under four mph.) Did you have any low saves where it appeared that an immediate landing was in the offing? Yes, I was down to within 1,000 feet of the very low rolling hills just south of Westgard Pass, and was headed toward a landing area near a highway when I started getting some zero sink. I started circling. Luckily, the wind was very light and I wasn't drifting deeper into the hills as had been expected. Instead, I was drifting very slowly toward Black Mt., which was desirable. After quite awhile, the thermal turned into weak lift and I slowly climbed to 9,000 feet, at which time I was able to intercept stronger thermals produced by Black. Did you take any special calculated risks during the flight? No. I was especially conservative today because yesterday I got caught in a canyon and just barely made it out to the Pump House in a straight glide. It wasn't really a dangerous situation, but I almost had to land in the desert, which is really bad with a hundredpound glider and 15 pounds of gear.

Q: Is there anything special you'd like to say about your Voyager? A: My glider has such an extreme speed range that I am often, like today, able to "Dolphin Fly" by merely slowing down (flying straight) in lift and speeding up in sink. For example, I flew 25 miles from Gunter to Boundry while making only four circles. Q: How did you fly so far from Boundry Peak under a completely overcast sky? A: I left Boundry with 18,700 feet. And since I had turned to the right, I was going downwind, and flew at minimum sink. Then I hit some 100 up and turned in it to gain 800 feet. The good part was that it was drifting me slowly in the direction I wanted to go. Later, much to my surprise, I found I was drifting slightly backwards in some zero sink a few thousand feet lower, so I used the best LID speed until I landed.

"It would be very rare to not have any low points, the kind where landing seemed inevitable, on a 113-mile flight."

- Tom Kreyche Q: How was your landing? A: I didn't have the wind direction, (it turned out to be dead air) and was over a fairly level sandy area with bushes. I flared extremely hard and hit keel first, then control bar, then nose plate and almost pitched over. All it did was bend one upright. A: What is your feeling at this moment about the possibility of someone exceeding today's 121 miles? A: It would be very hard to do, but it's possible. I don't think it will be broken for two or three years, but I don't want to get my hopes up, Someone might break it tomorrow. Q: What are your future plans for long distance flights? A: I really enjoy flying in the Whites. I enjoy seeing different scenery rather than as in ridge soaring, where you see the same view over and over. To me XC is the ultimate and highest level of hang gliding. July 25, 1980. The day four pilots each flew over 100 miles from Cerro Gordo!

Your Sall - More Than Color and Shape by John LaT orre The first sails I made, in 1975, were for standards. They were made of ripstop nylon and conformed to the classic specifications of their day, with 90° nose angles, no camber and a little hollow on the trailing edge to quiet the roar. The whole sail probably weighed three pounds. When we fitted it to an airframe of the equally classic specifications of an 80° nose, no deflexors and a modest control bar, the resulting flying machine weighed about 35 pounds. The sails I make today are of Dacron and mylar, and are cambered into shapes unimagined five years ago, They fit snugly on their airframes now, and whisper cleanly through the air. Control bars are immense, deflexors have come and gone, and the business of keeping these birds in the air is incomparably easier than it was before. But as I heave my SO-plus pounds of glider onto my bus, I think of those old feather-weights and sigh. Most of the innovations in hang glider sails - high aspect ratios, battens, applied trailing edges and cambering - aren't really innovations at all. They've been commonplace techniques in sail lofts for years. We learned from them, modifying their methods to the peculiar needs of our own sails. The offspring of this marriage is both sail and wing. Yacht sails don't need to know which way is up. Ours do, so battens

are g1vmg way to preformed ribs. Yacht sails don't want much spanwise shift, but ours do. So keel pockets became larger and airframes were designed to warp sails into the subtle asymmetry necessary for efficient turns and prompt roll response. The placement of the camber lines, the height of the keel pocket and other details are the province of the designer, not the sailmaker. What I will do here, instead, is set forth a few guidelines for the pilot who is going to order a glider and afterwards care for it. I hope that with a little information and some forethought, you can own a sail which performs as well in the years ahead as it did on its maiden flight.

Ordering Your Sail Sailmakers have known for years that white material holds up longer than colored fabric, due to its reflective ability and to the fact that it hasn't undergone a potentially weakening dye process. It follows that the darker a color is, the less likely it is to age gracefully, although I would hesitate to make that a hard-and-fast rule. Actually, sail durability seems to be more a function of design, craftsmanship and proper care than of color. If you're the cautious type, you'd want to confine splits and darker colors to the root panels, since they generally don't work as hard as the tip panels do. HANG GLIDING

Speaking as a pilot as well as a sailmaker, have one imperative regarding color in your design: visibility. The air is getting more crowded every day, and other pilots will need to know you're there. Light blue sails sure are pretty, but they tend to disappear against the sky. And those colors you selected to blend tastefully with your local terrain may be your downfall if that Cessna can't see you in its path. Use lots of red and orange or use highly contrasting colors adjacent to each other. I'd probably even go for an orange, green and purple rainbow sail if that's what it took to make that 727 see me. I don't have to look at it. I fly prone. Speaking of personal prejudices, I don't recommend soaring windows. I have seen too many scratched and cracked windows to believe that the increased visibility is worth the hassle and hazard. A few months ago, I saw a sail whose window had blown out when the pilot flared for a landing at Merriam Crater. I don't like to think about what would have happened if the window had failed a few minutes earlier, during a hard turn or a sharp pullout. Window materials are more sensitive to heat and cold, suffer more from constant rolling and unrolling, and in some cases are more prone to damage from sunlight than polyester sailcloth. I won't put windows in my own sail; please don't put them in yours.

Sail Care For the purposes of this article, I'm assuming that your sail is made of Dacron or an equivalent polyester sailcloth, rather than nylon, polyethylene, Tyvek, or some other exotic material. Dacron, by the way, is DuPont's tradename for their own version of polyester fiber. Most modern sails are polyester, but aren't necessarily Dacron. The basic rules of sail care are: keep it clean, keep it dry, keep it trim. Dirt and sand will tend to abrade the fibers in the sailcloth, causing your sail to age prematurely. If you're constantly setting up or breaking down in sand or dirt, it's a good idea to hose your glider down periodically with fresh water and let it dry in the shade. If that doesn't remove the dirt, you'll have to take the sail off the frame and wash it in mild detergent or soap. When you wash a sail, remember that detergent and sunlight are a destructive combination. If you must wash your sail, rinse it well, and then rinse it again. And then rinse it once more. You must get every trace of detergent or soap out of your sail. Then let the sail dry in the shade, not direct sunlight. You can clean small spots of oil or grease OCTOBER 1980

off your sail with alcohol, perchlorethylene, or one of the various sail cleaners on the market, but don't expect dazzling results. A helpful hint: for reasons of biochemistry unknown to me, the best solvent for bloodstains is the saliva of the person the blood came from. So if you cut your finger and the blood gets on your lovely sail, you can clean it on the spot if you don't mind people staring at you as you suck on your trailing edge. If that route doesn't appeal to you, the folks at North Sails recommend washing the spot in cold water immediately. Older stains, they say, sometimes respond to Chlorox, applied cold and followed by a thorough rinse. They recommend the same treatment for mildew stains. The best weapon for mildew, of course, is prevention. Let your sail dry out in the shade before you roll it up. Never store a glider wet. The next time you have a little altitude, look over your sail, panel by panel, for signs of flutter. Pull in the bar a bit and look at it again. If your sail tends to flutter and buzz, get it fixed as soon as you can. Flutter degrades a sail by shaking loose the resinous coating impregnated into the fabric, causing the familiar ragged-out sail that's as soft as a t-shirt. Flutter gets worse as time goes on. A competent sailmaker can increase the tabling in the trailing edge, or place reinforcement patches or small battens in strategic areas to reduce the problem. Flutter can also be caused by excessive billow in your wing, and you can sometimes tune it out by tightening the sail on the frame, increasing batten tension, or cranking out the horizontal deflexors, but beware ... you can't change just one thing without affecting something else, so find out from your dealer or the factory what steps you should follow to do this operation safely.

Sail Repair The ability to make a repair on a sail, or have it repaired, depends on the type and extent of the damage, the overall condition of the sail, the availability of professional repair services, and your native ingenuity. So I can't give you a comprehensive howto-do-it section on sail repair. But I can say a few things to help you diagnose your particular problem. If your stitching is coming loose in spots, it's easiest and cheapest to make the repair yourself. Most sail lofts I know will require that the sail be removed from the frame before they'll take it, and those that don't will charge you greatly for their extra labor. Just use the same thread that the sail is

made of (we use V-69 Dacron thread). Run the thread through the same holes the old thread came out of, for a neat look, and consider the $30 + /hour that you're saving by doing it yourself. That's the going rate for sail work. Rips and tears, if small, can be repaired by you, but do it before they get bigger. It's wise to heat-seal the edges of the tear with a hot knife or soldering iron - likewise for the edges of the patch that you're going to apply. I like to apply a patch to each side of the cloth and sew them on with the same thread, sealing the rip inside. Use a zig-zag stitch or some reasonable imitation thereof, since it will stretch with the sail. Larger tears, particularly those involving replacement of an entire panel, should be referred to a sailmaker or the factory. Given that some factories have terrible track records for return times and, indeed, discourage repairs during peak seasons, I realize that you may find it more convenient to go elsewhere. Choose your repair people well; unless they are familiar with hang glider sails, and can figure out exactly where and how much each panel is cambered, they shouldn't be working on your sail at all. If your sail is for a model currently in production, most manufacturers can cut a replacement panel directly from the original template. For older sails, you'd better check with them. Some companies keep their obsolete templates; others throw them out. If the sail has had a lot of airtime, it may be impossible to fit it with even an exact duplicate of the original panel, due to sail stretch. You may have to junk the sail. If one of the grommets in your sail starts to rip out, remove it, reinforce the area with at least as much fabric as there was before (more is better), and replace it with a spur (toothed) grommet of the same size and material. It is entirely possible to pound in the grommet with such force that it cuts through the material that's supposed to hold it, so don't get carried away in your vigor. It only takes a few solid taps to seat it well. I became a sailmaker, even before I became a pilot, simply because it gave me joy to see the results of my work take flight, and to share that joy with its owner. It never stales. Where most pilots can see the beauty of the colors of their wings, and in their variegated shapes, I can perhaps appreciate a deeper beauty, because I sense the many hours and many hands that brought these colors and shapes into being, from rolls of sailcloth and spools of thread. My own wing, soaring many thousands of feet over the desert floor, is more than color and shape. It is me, and Cathy, and Chip, and Chris and Rita. Together, we soar. 23

nnis Don Whitmore's international and invitational championships provided Canada and the world of hang gliding with a wad of surprises this year. The 1980 Grouse Mountain meet saw the first major win for the Wills Wing company in several years, and the first ever for Wills prexy Rob who led from the beginning of the contest. Canadian Croome and Australian Peter Brown nearly wrested the championship from Kells during the "open window" final round, but both made mistakes that last and were forced to watch helplessly as Kells put the meet in his pocket three thou·· sand feet above the grassy soccer field where they had made premature and unwilling The meet July 24, on schedule and in sunny weather for the third year, an unprecedented event in itself. The landing field was moved 26

a hundred downhill this year to a city-owned soccer field. Much larger than the old landing zone, the soccer field to be no easier for hitting the alJ .. 1m1nrnr1,11nt bullseye, which offered the crucial extra points necessary to make the final cut to twenty pilots. Trees on two sides and eartlHnoving tractors working an embank-· ment on the third made each approach at least as exciting as the rest of the flight. Windshadowed by hundred-foot Douglas Firs, the bull had a way of twisting off to the side. The first official launch was made by Rob with his Atlas. Rob showed the eager bunch waiting behind that it was lightly and as the next one .. 01Mme heats quickly went off Randy Rouck excited everyone by coring back over the launch in forming cloud wisps. He was shortly joined by last champ John

Davis, who was hard to lop out on Randy, where he began hollering, "More, more! I love it! Morel" The two switched off in the light thermal lift, Rouck silent and Davis shouting whenever he was above, until both were forced to abandon the top in declining lift. They joined the crowd jostling for thermal positions in front of the hill, out of sight from those still on the peak. The first big surprise came that after .. noon, when Davis, attempting to porpoise his old Maxi into the bullseye, was unable to get down. John found himself soon in the unenviable position of being tail to the wind, close lo the ground and heading for the out .. of .. bounds. He flopped on the fence with no serious damage excepting his pride. But by the next day the ex .. champ had regained his wryness. "They used to think I was a lucky turkey," he said. "Now they HANG GLIDING

know I'm just another turkey." He pointed out how it had affected his competition record: "Now I've got three seconds, a first and an eightieth." Out for the rest of the meet, Davis continued to please the crowd in the landing field as announcer. At the pilot's meeting the evening before competition Eileen Adams led an emotional protest from the women, who felt that the two hundred fifty dollar first prize in their category was unequal to the fifteen hundred offered to the men. Meet officials pointed out that only half the ex· pected sponsorship money had material·· ized, and that the women weren't flying against the men but among them. "We want to see if the scores are compatible," t,aid Richard Blackmore, who was running the meet with his brother lfarvey. The Wills company offered lo match the prize money, for any woman flying a Wills who won. As it turned out, the women weren't quite ready to compete against the men, and Eileen took a loss in the first round, costing her the women's championship. Her final placement was sixth among the eleven women who competed. Twenty had signed up.

OCTOBER 1980

OPPOSITE PAGE: Photographer Leroy Grannis (foreground) hitches a ride while co-pilot waves off a helicopter. THIS PAGE, ABOVE: Launch. ABOVE RIGHT: Janine Fradelis-Ream, left, and Cyndee Moore, top female pilots. RIGHT: Thermal gaggle. BELOW: Rob Kells nails the bul/seytl. CENTERSPREAD: A view of North VancouvtJr from Sean Dover's Raven. Photo by Leroy Grannis.

After two rounds Kells led with 7,800 points. He was followed by Larry Croome, Mark Sylvester and Dean Kupchanko. Croome was to push Kells to the last round, but in the first round Kupchanko, off hang gliding for several months, cored up from two hundred feet over the soccer field through his opponent Ron Atkinson to turn an apparent loss into an exciting win. Few were able to sustain that low, let alone rise. Few also were able to score on the bullseye. Promoter Don Whitmore noted that scores there were worse this year than last, despite the enlarged and improved landing area. But Rob Kells was not one of these, con· sistently getting close with his giant 229 Raven, up to the last two rounds. One-on-one competitors launched within thirty seconds of their opponents and competed directly with one another for durn·· tion. Usually the advantaged pilot would shadow his competitor below, profiting by the other's mistakes and benefitting from the better lift above. In an early heat Dave Ledford flew against Australian Steve Powter. When Ledford had shadowPcl Powter to within six hundred feet of the ground, he let Powter go, figuring the Aussie would be lucky to make it in from there. Later, as Dave was sinking with the pack toward the LZ he saw Powter far up on another ridge. After Ledford landed he

had plenty of time to consider his error as Powter cheerfully administered a seventeen-minute lesson on why you should never let your opponent get away. The women's meet was greatly successful in that their flying was competitive and ex· citing. The spectators cheered every woman's landing. Favorites Eileen Adams and Cyndee Moore were shouldered aside from the beginning by dark horse Debbie Renshaw, whose flying may have been the most consistent among both sexes. Debbie's little red Maxi could be spotted both atop thermal heaps and near the center of the target, where the landings for the most part were on her feet, without touching her glider to the ground. And Debbie was always smiling, happy just to be there, in

Line-up at launch.

her First competition. She had no idea she'd do so well, she said. She liked flying among the men, but wasn't sure if she wanted to compete with them. Why not? "Well, they're so aggressive," said Debbie. After several of flying among the men, consensus opinion from the women was that they to compete among at least for now. There were times when twenty or more gliders oc-· the same thermal. Several pilots told stories about radical turnouts to avoid collision. Willi Muller said thermalling was so competitive that next year he planned to wear an eye patch and fly with one hand on his "Then they'll give me some room," said Willi. While conditions varied There were times when no each one could stay up, and others when every.one could. The first day it was soarable at ten in the By noon it wasn't soarable at all. When it vms little cumulus puffs often formed a few hundred feet above the wooden launch ramp at the up there meant head of the chairlift. riding the chair with your glider. "Remem· ber, tower eats " Richard Blackmore cautioned pilots at the daily they listened, because this year there were no reports of devoured kites. After two and four rounds of flying Rob Kells had 15,250 Brown, Calvert and Croome pursued at less than a thousand points difference, but it increasingly unlikely that Kells could be caught. In round four he blew out Steve Powter, 4,050 to 3,258. Bob Calvert did in Sean 3,650 to] ,863, but lost ground 30

lo Kells even so. 'Tm on the boat now," said Dever. 'Tm out of here ... " When the scores were posted the next morning they were headlined in large bold type, ONE DAY CALVERT, I'LL EAT YOU FOR BREAKFAST. Other English pilots claimed the headline had been stolen from Wings. Rounds five and six saw stiff competition as pilots tried to beef their scores to make it into the top twenty. Only twenty men would compete in rounds seven and eight. Promoter Don Whitmore made public his satisfaction with the way the Grouse meet was running and announced his intention of another competition, probably a cross-country meet. It would be held near Santa Barbara in the winter, Whitmore from a four thousand-foot mountain where a helicopter would ferry up pilots and The time of the new meet would be from December to February and the event would take five or six days of flyto fifty thousand dollars could be available to the meet, Whitmore said, from the All-Year Association of Santa Barbara. Several half-tame deer strolled among the pilots and spectators atop Grouse Moun· tain. Their antlers were in velvet. robbers or Whiskey Jacks as the Canadians call the gray and white birds were common, too, and frisked the spectators for popcorn near the launch. The of Vancouver lay in the sunshine below the hill for a view, and the only complaint pilots made was about the beer which made the stuff hard to get and about two bucks a bottle. In round six Kells drew Peter Brown in the matchup of the day. "I de· him in the air," said Peter afterward. "But of course it didn't matter."

It didn't matter because both pilots maximized their duration, and Kells won the ensuing landing contest by a slim hundred points. In round seven, however, Brown came back with a super 4,050 score against Kupchanko's admirable 3,550. "Crikey, it's a small circle," said Peter, "especially when you're tryin' to hold your kite up." Kells flew Calvert in that round, a heat the crowd had much anticipated. Kells and Calvert made everyone wait as they maxed their time. Kells followed the Britisher to the landing field, where the two played trade-· off in one last thermal. Kells hung back to watch as Calvert circled the trees windward of the target and sped in for a bullseye, with one foot out. Rob then came from the other side and surprisingly came up short, taking a 3,400 to Calvert's 3,750. "It was a good one," smiled Calvert. "Lots of fun," Kells. Sunday afternoon brought round eight and the "open window" when the top twenty could choose their launch times and fly for a total of two and a half hour's duration if they could stay up. It meant that those in the second ten might catch up, at a point per second, and that those in the first ten might slip back if they made mistakes. The Blackmore brothers met with the pilots, who drew numbers from a hat for their launch order. A pilot could refuse to fly if he or she didn't like the conditions, but would then have to take a place at the end of the waiting line. In last place, Dave Rodriguez was relieved to draw the second position for launching, after Linda Tracy. It looked like it was soarable when Linda launched, but she was on the ground minutes later. Surprised, she was soon joined by several others. One was Dave Rodriguez. "I made one tum at the wrong time," said "and then I was looking at trees, rocks and a couple of other pilots ... " Another who gambled and took a bigger loss was Croome. Starting in a strong third, landing during the open window dropped him back to twelfth, a glum fate that Croome accepted by sacking away his glider while he watched the pack circle over the mountain. Yet another who fell was Steve Pearson, formerly in sixth place. With some effort he allowed it had been poor flying that brought him down. But several other black Wills gliders remained aloft, up points and perhaps giving teammate Pearson some small comfort. For a time, Kells and Calvert and Brown and Grigsby rode the pack thermalling above Grouse. Then they were supplanted by little Joe Greblo, who finished in an by himself, far above the Mike Meier descended before the final gun, but with enough points HANG GLIDING

Winners Mike Meier, left, and Rob Kells, of Wills Wing count the booty.

to take second. Kupchanko and Greblo were last to Joe making a point of runwell into the half-hour grace period. He'd come as far as he could in the lime allowed from seventh to third. His partner Rich having previously indicated his willingness to chew pine needles if it was necessary to stay up, up and moved from thirteenth to sixth. Peter Brown, who had been only 270 points behind Kells, suffered the greatest disappointment, dropping back to seventh. "I blew it," he said. "I should've stayed with

the " Peter had gone off to search for lift that he never found. Peter or Larry Croome might either have caught Kells handily, but both gambled and both lost. Meanwhile, Rob Kells landed to the applause of several hundred people. Kells was mobbed by Wills teammates, spectators and television cameras (CBC gave the meet when he tried to lug his big black Raven to the panting, flushed and happy as any winner. A good start and consistent flying had made Rob Kells a firsttime winner, and he could feel satisfaction at having flown some of the best in the world, the likes of Calvert and Brown. For the second time Canadian Randy Rouck elevated himself from tenth to fourth. Rouck had done il before in 1978, the year Steve Moyes devastated the field. felt just as good about it this year, he the Saturday night party. The night before, the Bavarian Beer Garden had with the weight of a hundred pilots and twice that many of their friends, doing the bunny hop to rock and roll music. On this night Randy Rouck was ready to promote more such madness, with a can of Canadian beer in each hand. And so this year there were two winners at Grouse Mountain. Debbie Renshaw's emergence among the women pilots marked the beginning of what may be a new comscene for women who fly. Judging

by what happened at women's competitions will continue, and they may be just the thing to advance the sport. 1980 Grouse Mountain Championships

1. Rob Kells 2. Mike Meier 3. Joe Greblo 4. Randy Rouck 5. Bob Calvert 6. Rich Grigsby 7. Peter Brown 8. Mark Sylvester 9. Dean Kupchanko 10. Bob Bailey 1 l. Jeff Burnett '12. Larry Croome 13. Don Miller 14. George Whitehill 15. Steve Pearson J 6. Rob Pederson J 7. Bob England 18. Rick Martin 19. Jeff Scott 20. Dave Rodriguez

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Two of the great pleasures at Oshkosh are the people you meet and the things you can ]cam. During Al Backstrom's forum on flying wing I was lucky enough to sit near Haig, designer of the Minibal, and Jim Marske, designer of the Marske Monarch. We got to talking, tossing ideas around, and described his method for making spoilers behave properly at small deflections. :::ipmlers work by destroying the smooth flow of air over the wing, creating an area behind the spoiler of turbulence with little can be used individually for lift. roll control, dropping a wing by rP,irn·mv its lift, and for glide path control by reducing lift and increasing drag on both wings. They also have an advantage when used for roll control in that the drag from the deflected spoiler tends to yaw an air-· craft into a turn rather than away from a turn as ailerons do (adverse yaw). The problem arises when a spoiler is deflected a slight amount, too little to trip the boundary and create turbulence. At very small deflections, the air is able to flow smoothly over the spoiler. It has to flow because the slight deflection of the spoiler makes the airfoil thicker at that point. When the air is flowing faster over the top of the airfoil, the pressure is reduced. With less pressure on top of the airfoil and the same pressure as before underneath, the lift is increased. The result is that at small deflections, spoilers can have a OCTOBER 1980

control reversal deflecting a spoiler raises the wing instead of lowering it. The solu Lion is to eliminate the low-pressure area behind the spoiler. Larry Haig's method does this in the simplest way possible with a vent. One end of the vent is placed beneath the spoiler so it is uncovered as the spoiler is opened. The other end of the vent is connected with a source of higher pressure air. A simple way to do this is to vent the spoiler to the inside of the wing and then put a vent in the wing root, a method used to good effect by Jim Marske on his "Pioneer." The size of the vent opening is deter-mined by the size of the spoiler. Haig said a spoiler might have to open about .050 inches before it tripped the boundary layer. A suitable vent area would then be .050 multiplied by the total length of the three open sides of the spoiler. For example, for a 4-inch by 48-inch spoiler, the three open sides of the spoiler (4 plus 4 plus 48 inches) add up to 56 inches. The vent area is 56 inches multiplied by .050 inches or 2.8 sqare inches. So a vent of about three square inches would be needed to allow enough air lo flow into the area behind the spoiler lo eliminate the low pressure. For optimum effectiveness and minimum drag, the spoilers should be sealed so no air can flow through the vents when the spoilers are closed. Steve Mahrle's solution is a more complicated one he calls a "turbulatcd spoiler." When the main spoiler flap is deflected, a linkage is operated which opens up a smaller flap in front of the spoiler. The open side of the smaller flap faces forward. 'I'his scoops up high pressure air from in front of the spoiler and ducts it to the low pressure area behind.

The crossing of the Atlantic Ocean by an ultralight won't happen this year. Eagle Sarmont's attempt to do the crossing in a modified Pterodactyl Fledgling was stopped by the Canadian Ministry of Transport when they decided his Fledge was an unlicensed aircraft. Back on Long Island, Sarmont said he fought the decision for awhile, but then called off the attempted flight when his "weather window" closed. His route reaches far to the north where the weather is suitable for the flight only a few months out of the year. Sarmont is angry about the whole affair and feels he's been discriminated against and that he's caught in the middle. He feels discriminated against because he wasn't allowed to register the Fledge as an airplane and yet he was grounded for not having

registration. And this occurred after he was assured that he would be considered lo be flying a powered hang glider and therefore would need no registration. He was unable to get this assurance in writing. He feels caught in the middle because he is afraid of the reactions of the FAA and MOT and the possible consequences for other ultralight pilots if he presses the issue and forces their hand. Asked about his FAA N-numbers, Sar-· mont said he was assigned the numbers, but the local FAA inspector refused to inspect his Fledge, so he was unable to complete the registration process. He says it is a political issue and there are personalities involved, some of whom are hostile to the idea of powered ultralights. A lawsuit is a possibility, but whatever else happens, he says the next attempt won't be for at least a year.

The Encyclopedia of Homebuilt Aircraft, by Michael Markowski, is an interesting book for anyone who's ever looked at a homebuilt and thought, "I can do that!" The bulk of the book is filled with pictures, drawings and descriptions of various aircraft available in plans or kits. A huudred and four planes are covered, ranging from helicopters to seaplanes and including a representataive, though not exhaustively complete selection of just about every type available. If you can't find a plane to please you here, you're definitely hard to satisfy. That is, unless you're interested in ultralights. Markowski's ultralight information and pictures are outdated he shows a Quicksilver B and an old single-surface Fledge 1 for example and he omits a number of designs such as the Pterodactyl Fledge, Catto Coldwing, Eipper Quicksilver CM, Rotec Rally, the Humbug, the Kasperwing, the Lazair, and others. If the ultralight coverage was as complete and up to date as the rest of the book, it would be a winner. Maybe the answer is to publish a supplement each year including all the latest designs. Even without a supplement, it's still a useful reference work on homebuilt airplanes and the appendices on the National Association of Sport Aircraft Designers, the list of EAA chapters, the information on the FAA and registration pro·cedures add to the book's value. At $12.95 ($16.95 hard cover), it's not cheap, but then, it does save the time and expense of sending away for 104 information kits. It's available from Michael Markowski, P.O. Box 4371, Harrisburg, Pa. 17111 (717) 566-0468. 33

Leadership Wanted Broken Wings The need for volunteers to staff the EAA Ultralight Division has been mentioned before and it bears repeating. Without people willing to take charge and get things done, this group will never be effective. But with the support of the ultralight community (that means you), and with the backing of the EAA (Remember the airspace controversy?), this organization could have the clout to keep the FAA off our backs for good. Something else to consider is the rate of growth of our part of sport aviation. In a few years, the ultralight division will be as big as the other EAA divisions and in a few more years, it will outstrip them, becoming a major portion of the EAA. If you'd like to be on the inside, directing this growth, now is the time to get your name in. The address is EAA Ultralight Division, c/o Peter Strombom, P.O. Box 229, Hales Corners, Wisc., 53130. ~

Broken Wings by William Haiber The United States Hang Gliding Association has established a subcommittee entitled Accident Review. The purpose of this committee is to obtain and analyze data resulting from hang gliding accidents and injuries, and to present data in a meaningful and educational form to the readership in the hopes that by being better informed pilots, the frequency and severity of accidents will decrease. This is a big and difficult job, and requires the assistance of the entire organization. Each of you, as members, is a vital part of the data collection system. If you are aware of an accident or injury, if you have some thoughts about hang glider safety, if you have had experiences or developed practices that will make our sport safer, I implore you to forward this information to your Regional Director and/or the USHGA office, such that we will have a broad and complete data base to analyze and from which to draw conclusions. R. V. Wills will continue his analysis of hang gliding deaths; we will provide him assistance, and further analyze and report accidents and near accidents. Bill Haiber has journalistic and editorial experience and will assist in the presentation of a monthly column to present our findings, our thoughts and our mutual lessons.

Torrey Pines toward sunset, the ocean silver and blue, the sky pale blue but going to colors, the air balmy and still on the mesa, but strong and fresh as it pushed up the face of the long cliff to support the six many-colored wings flying against a cloudless sky, is a sight that is hard to suck into the eye of a brainless camera, but that was what I was doing last July, when I became part of someone else's accident. I had been outside the south fence shooting takeoffs from the launch platform, concentrating on one flyer whose graceful, seemingly effortless movements into the lift were hypnotic in their repetition. Rigged for sitting, my pilot took off, caught the lift, rose in a lazy chandelle, circling west, then southwest, then south, boxing the compass to come full circle; and with one foot trailing, angled into the platform, touched it briefly, only to rise again and circle in the same pattern like some huge yellow gull, silently and without error. Not too many gulls could soar like that. After he had flown his loop several times, and I had tracked him twice with my Minolta, my flyer had given me footage you could have put in a training film. I changed reels and began shooting the other five wings which were in echelon, parallel to the cliff, flying north 100 feet above the mesa, disappearing in the haze. When I turned my gaze to the south again, my pilot was in the act of dumping his air almost directly overhead at about 30 feet, and he was falling like an anchor. I dove out of his way, as the tip of his wing passed over me. The sun was momentarily cut off, and the sound of his brogans on the hardpan was that of two champagne bottles popping corks. "Are you okay?" "Anyone of these you walk away from's a good one." It was a good one all right. He had actually landed on his feet, did not dust himself, and had maintained his balance. My second thought was to ask him what had made him flare out that quickly and from that height, and in that spot south of the fence. Was it because the launch platform was blocked by a seventh wing? Had he feared running into any rotors away from the edge of the cliff? Or had he gone sleepy in the balmy air, and lost his concentration for just a few seconds? Or had too many things happened for him at one time? Had it been a case of too many inputs to respond to and not enough time to respond? Had something gone wrong with his wing? When I looked for him, he was gone, this time flying north along the ridge, a small

sliver of gold against the blue. I left Torrey without my answers, answers that might have had life-saving information for other flyers. And without those answers there was no sense reporting this minor accident. I left California feeling that a column in this magazine, one that analyzed accidents, not just statistics, would provide a useful service. When I renewed my USHGA membership, I requested such an assignment, and was consequently asked to write a column by the Accident Review Committee (Doug Hildreth/Lauran Emerson). This column would deal with the elements of hang glider accidents by citing accident information reported by the readership, or other sources, or both, in the form of short narratives - anonymous narratives that would illustrate the analysis. By notice of this column, I am asking you to send me your accident experiences, personal, or witnessed, anonymously reported and so used. Details should relate to the three elements of any accident: environmental failure, equipment failure and pilot failure. Environmental information should include the time, date and place of accident, weather conditions, site conditions and terrain features. Equipment information should include personal and flight equipment used, type wing involved (and how long used), how maintained, hours logged by wing, and if unit was rigged with a chute. Personal information on the pilot involved should include age, experience, training, physical description (height, weight, build, etc.) and psychological factors where known. If you were acquainted with the pilot comment on what he said about his accident and its causes and details that you think are useful to the analysis. It is not necessary to report names: the purpose of the column is not to ridicule someone's mistakes, but to extract information from someone else's experience with a view toward eliminating mistakes, where possible. Address your contribution to: Bill Haiber, Reilly Rd., Lagrangeville, NY 12540. An accident is an unanticipated result that need not, but usually does, end in injury to flyers and damage to equipment, or both. How these accidents occur, and how recurrences may be avoided is the essential information we will communicate to the readership. Statistically, it is impossible to prevent all accidents, but it is possible to reduce the number of accidents by educating ourselves. If as Ernest K. Gann put it, "Fate is the hunter," we need not give that hunter more game than he may be entitled to ... ~ HANG GLIDING

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The United States Hang Gliding Association, Inc. has obtained, for its members, a Master Policy of Combined Single Limit Bodily Injury and Property Damage Liability Insurance of $500,000 per occurrence, with a $250 deductible, and the named member is an additional insured on the policy. The master policy covers the member's flying for recreational purposes but is not a health plan or visible damage coverage. In other words, the policy does not cover personal injury or damage to your glider, but does cover your liability, in case of a lawsuit, for injury to another person or damage to another person's property. USHGA and its insurance company has found it necessary to define hang gliding, for the purposes of insurance coverage, into two specific categories, which carry different premium charges. PLAN A: Single Foot-Launch Hang Gliding Coverage for Plan A is automatically effective with the joining or renewing as a full ($25.00) or family ($12.50) member. PLAN B: Powered Ultralight, Tandem and Single Foot-Launch Hang Gliding Coverage for Plan B is effective with submission of the regular full ($25.00) or family ($12.50) dues PLUS $13.00 for the Special Powered Ultralight coverage endorsement. The liability contract for both Plan A and Plan B provides indemnity coverage for you if you become legally obligated to pay because of bodily injury or property damage to which this insurance applies. The insurance company has the right and duty to defend any suit against you for such damages even if the allegations are groundless, false or fraudulent. There are exclusions to the coverage, which include the injury to any person engaged as a pilot, handler, student or passenger. Competition, meets and special events, which include exhibition flying, USHGAsanctioned meets and external chapter meets are subject to prior application and approval by the insurance representative. USHGA members will receive upon receipt of the aforementioned dues, a Certi36

ficate of Insurance (other than the membership card), which lists the member's name, membership expiration date, policy number, insurance carrier, limits of liability and either Plan A or Plan B, whichever applies. The following is a brief rundown of the terms and requirements of the policy:

-Additional Insured: Any person who has paid the fees of the Association, as specified, is named on the Master Policy as insured. -Master Policy: A blanket policy covering the USHGA, its members and chapters. -Combined Single Limit: The limit for bodily injury or property damage that the insurance company is obligated to pay per occurrence. -Liability: Your legal obligation or responsibility for your actions. -Bodily Injury: Actual physical harm to an individual, other than yourself. -Property Damage: Actual damage to physical property, other than your own. -Deductible: Payable amount of your obligation, before claims against the insurance company will be finalized. -Sites (Disclosed or Undisclosed): Anywhere an individual is legally authorized to engage in the sport of hang gliding, which is within the general legal parameters of local, state, federal rules and/or laws, and the recommended USHGA Basic Safety Regulations. -Individual Flying: Anytime a full member is flying for his/her own recreation, within the legal parameters of local, state, federal rules and/or laws, and the recommended USHGA Basic Safety Regulations. -USHGA Sanctioned: Special events, competitions, or meets which are sponsored activities complying with recommended requirements of the USHGA, are subject to review 30 days prior to the event. Written documentation, showing the intended activities, must be submitted to USHGA and will be authorized by the insurance representative. This requirement does not necessarily obligate the approval or the extension of coverage by the insurance company. An appropriate premium, if any, will be charged by the carrier. If prior notifica-

tion pending approval is not received as stated, the USHGA, insurance company, and its agents are not liable for extending coverage. -USHGA Chapter Site Insurance: Affiliated chapters of USHGA may obtain landowners' liability insurance coverage, for which the landowners are named as additional insured. Both Plan A and Plan B are applicable and the premium for the first site is $125.00 and for each additional site, per chapter is $65.00. Chapter requirements and chapter site insurance information are available, upon request, from the USHGA headquarters. Application does not constitute approval. -Foreign Residence: USHGA full members residing in foreign countries are ONLY insured while flying within the borders of the United States, Mexico and Canada. WHAT IF?

Q: I damage a vehicle during a landing at our local site? A: After the circumstances have been investigated and you are found liable, you are covered. Q: I injure a spectator or non-flyer at a specified public use area, which is the landing area for our loc:al site? A: Although it is not generally good policy to have a landing area on public property designed for specific public use, if you are found liable, you are covered. Q: I injure myself or a launch helper during takeoff? A: The policy is not health coverage and a volunteer assisting in launch assumes the risk of assistance. Q: I injure a spectator at an organized flyin which has attracted a crowd? A: If the fly-in was meant to be an internal chapter or a group's activity and the general legal parameters have been met, you are covered. Q: What are the benefits of Chapter Site Insurance that are not already covered by the Master Policy? A: Coverage extends to actual activities involved and is a defense for the landowner's liability, in the event of a lawsuit. HANG GLIDING

Q: A non-member pilot causes damage at our chapter site? Is the insurance valid? A: Site insurance for specified designated areas would include indemnity to the chapter involved, but the non-member would not be defended and would be responsible for his own liability. Violations could jeopardize the insurance for both the chapter and the members of USHGA. Q: I am not rated and cause damage to another's property? A: Ratings do not determine coverage, and as a full member if you are found liable you are covered. Q: I have a mid-air collision with a remote-control glider? A: If you are flying within prescribed boundaries or where you are authorized to fly and are found to be liable, you are covered for damages. In any of the above examples, it must be remembered that the conditions of the policy must always apply to any given set of circumstances and negligence on your part must be proven. If you have any specific questions about the insurance coverage that were not covered in the foregoing, please feel free to call or write the USHGA office. ~

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OCTOBER 1980

USHCA REPORTS.

1980 Board of Directors Meeting The United States Hang Gliding Association held its second 1980 Board of Director's meeting in Chicago, Illinois August 8-10. The following is a brief rundown of major items discussed and acted upon. Hugh Dundee, of the By-Laws Committee, proposed a change which would accommodate powered ultralights in Article I, Section 2 of the Association by-laws entitled "Purpose." The proposed change would read that the primary purpose of the Association be "to enhance the flying experience of its members." This discussion was tabled until later in the meeting. A debate later ensued over the relative allocation of efforts in serving current members and recruiting new members. It was decided to remove the category of life membership in the USHGA. This decision was based on the experience of other associations which have discovered that, due to inflating costs, life members become a financial liability of increasing gravity. The vote was unanimous. Tom Milkie, former Director for the Association, was awarded the last life membership and a letter of appreciation for his efforts in obtaining and programming the USHGA computer. A motion was passed to provide $1,500 for the U.S. American Cup team and to make known to the membership the needs of the team. The team, however, would be obligated to reimburse the Association should they win the competition. On the recommendation of the Competition Committee it was also decided to disqualify uncertified gliders flown in Region 2, 8 and

9 qualification meets. The meet in Region 12 was dealt with separately. A motion was passed to exclude uncertified gliders from all Regional and National contests in the future. Louisiana has been reallocated to Region 11 from Region 6, as Allocations and Elections Committee members felt it was best suited geographically to that Region. Reapportionment of Director allocation was discussed, noting that some Regions have a high member density and small geographical area, while others have many members and cover large areas. The reallocation is as follows: Region I - 2 Directors, Region II - 2 Directors, Region III - 2 Directors, Region IV - 2 Directors, Region V - 1 Director, Region VI - 1 Director, Region VII - 2 Directors, Region VIII - 1 Director, Region IX - 2 Directors, Region X - 2 Directors, Region XI - 1 Director, and Region XII - 2 Directors. This reallocation was approved by the Board and will take effect with the 1981 election. New pilot liability coverage has been obtained from Scottish and York, to be effective September 1, 1980. A rate increase has taken effect with the new policy from $3.50 per member to $5 per member for footlaunched pilots. An additional $13 will cover power enthusiasts and tandem flyers. See Carol Velderrain's article in this issue for more information on USHGA insurance coverage. Discussion of the new features in Hang Gliding magazine took place. Some new items will include a regular accident analysis feature and a Director's column, in which Regional Directors will be featured in a monthly editorial capacity. It was also voted to look for a new editor. Officers for 1981 were elected. They include: President, David Broyles; Vice President, Lucky Campbell; Secretary, Ewart Phillips; Treasurer, Bill Bennett. Directors at Large for 1981 will include David Broyles, Jan Case, Phil Richards, Keith Nichols and Dennis Pagen. Executive committee members include David Broyles, Lucky Campbell and Dick Turner. The Powered Ultralight Rating System was reviewed and a motion passed to provide for approval of powered instructor certification by manufacturers, with the testing to be administered by a USHGA representa live. John Lake was awarded the Ed Gardia Trophy for his contributions to the Association including the formation of the Board of Directors and the initiation of the Pilot Proficiency Program. The vote was unanimous. John was also elected an Honorary Director by unanimous vote. It was further voted to have the USHGA pay 50% of round trip air fare for the attendance of Directors to board meetings.

Effective in 1981 only 1966 290 DOT or better helmets will be allowed in USHGA sanctioned competitions. More complete information will be published at a later date. As a final item discussion occurred over the possibility of joining with the Aircraft Owners and Pilots' Association (AOPA) for a stronger voice with the FAA. See Jeff Van Datta's letter to the editor in this issue.

CIVL Report by Dick Heckman The following report is based on my notes of the CIVL meeting and should not be construed as being the official results of the meeting. I will notify anyone concerned if there are any differences between this report and the official minutes. The Committee meeting started with congratulations to the Austrian organizers of the European Championships, which had just ended the day before, for a well-run contest. From all reports, everything had been fine except the weather, which, in usual hang gliding fashion, had been rather lousy with scattered showers all during the contest. The Japanese reported on the arrangements for the 1981 World Championships. They will be held at Beppu, Japan from July 27 to August 8. Teams will consist of four persons for Class 1 and two persons for Class 2 with a maximum team size of ten persons total due to difficulty in providing lodging for more than that. Tasks will be selected from the following: 1. Cross-country with designated land-

ing fields. 2. Pylon cross-country for minimum time. 3. Speed run, set figures, precision landing. 4. Set duration, set course, precision landing. 5. Maximum duration, precision landing. 6. Free distance (maybe). Pilots must have: FAI Delta Bronze Badge, FAI Sporting License, National License (Advanced) and passport. The entry fee has not yet been definitely set but will be in the $200 to $300 range. Advertising will be permitted on gliders in the 1981 World Championships. No restrictions on types of ·sponsorship have been identified by the Japanese but they are requiring that the outer half of the right wing be left clear for their use. Precision landings continue to be devalued in importance and the Japanese

will continue this by insuring that the precision landing score will not be a major portion of any task score. This follows the practice at the European Championships this year. In other action, the Committee accepted a change to the World Records section of the Sporting Code stating that any world record attempt from a tow launch must show the separation from the tow on the barograph trace in an unmistakable manner. Bids for the 1983 World Championships were received from Great Britain, West Germany and Austria. Britain's bid was based on using several moderately high flying sites with an almost purely crosscountry task format. West Germany proposed the Tegelberg as their location. Austria proposed Kossen.-No decision on the World Championship was made at this time, since 1981 is the deadline for 1983 bids. England was awarded the 1982 European Championships. The training system proposed by Stein Fossum, Norway, was accepted as the basis for an international pilot proficiency standard. Member nations having an existing rating program will use the proficiency criteria as defined within the steps of this program, to determine transferability from their national system to the international system, when a member desires an international license. These licenses will be issued by the national organization for the CIVL. Nations not presently having rating systems will be encouraged to adopt the international system. The mechanics of implementing the international license system are hoped to be in place by the end of 1981. CIVL has available a third party liability insurance plan similar to ours, for nations not presently having any plan. They are presently working on a personal accident insurance plan. They need accident information to build a history for rate determination purposes. CIVL restated the policy of allowing only certified gliders in international competition. This is a basic FAI policy. The glider may be certified either in the country of manufacture or the country under which the entry is made. Since some countries do not have certification, CIVL is working with the International Hang Gliding Technical Committee to develop minimum certification standards. These minimum standards would then be required if no program or a limited program is all that exists. These standards have been drafted and approval is expected by November, 1980. CIVL will appoint an official technical representative to the 1981 World Championships to assure that the certification requirements are being met.

Powered hang gliding was discussed and it was decided that the CIVL was the appropriate place for powered hang gliding within FAI at this time. In particular, motorized hang gliders with soaring capability should be under the jurisdiction of CIVL for competition and world records. Although no definite action was taken at this time, a motorized category will probably be added to the Sporting Code at a later date. The meeting was closed with the establishment of the next CIVL meeting at Beppu, Japan on July 24-25, 1981 immediately following the World Championships, and with thanks to our Austrian hosts for their hospitality in providing our meeting facilities. ~

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Parachutists, balloonists, aerobatic flyers, professional pilots - people from every facet of aviation are joining the National Aeronautic Association. That's because ever since the birth of aviation itself, we've been a vital part of its growth and the enjoyment people get out ofit. Authenticating record attempts, sanctioning meets, encouraging and assisting competition both nationally and internationally are just some of the services we provide. In addition, the National Aeronautic Association recognizes superior achievements with some of the most coveted aviation and space awards in the country. Join us and help assure that this progress will continue while you enjoy the many valuable benefits of membership in America's oldest and most prestigious aeronautic organization. If you're already a member of an NAA Division or Affiliate, you'll proudly wear our silver wings and also receive: , 50% reduction in NAA dues , $2,500 travel accident insurance , $250 travel injury medical expense , NAA's monthly newsletter , NAA decal wings for your vehicle , 30% discount on Aero Publishers book selections , Automobile rental discount at Hertz and Avis , NAA identification card certifying you as a member of NAA associated with F.A.1. • Opportunity to participate in our low-cost group life, hospital and accident insurance plans. Jorr\ NAA now by filling out the form below and mailing it with your check. It's one down to earth thing you can do to help the future of aviation soar. NAA MEMBERSHIP FORM D As a member in good standing of a Division or Affiliate of the National Aeronautic Association (checked below), I enclose $10 for annual membership dues. D Please enroll me as a Full Member with vote. I enclose $20 for annual membership dues.

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Programs.

I •• I

I Photos by

The Wind ''I've made the course unmakable for twenty"" five lo fifty percent of the competitors," slated meel direclor Chris Price as he began compelilion, "because I want lo sec if one glider is so much better it dominates." J\s il turned out, Region Ill's course was seldom unmakabk, even though its four legs extended .J distance of twelve miles. In fact il was often possible lo fly the whole distance al maximum speed, never slow"" ing clown to gain or preserve altitude. Roy l lag" gard ran the coursP in twenty""four minutes, which figures to average thirty miles an hour, with half the distance spent quartering against the wind. Designed for speed, Roy's new Comet dominated the event. The pilots were dominated hy Rich Grigsby, much as in 1978, when the meet was held al Mt. Palomar. The muscles he acquired as national gymnastics champ and later as a circus acrobat must have helped the salty Crigsby Lo keep the har stuffed to his navel as he zipped about from !'inc Flats lo Crestline and Marshall, but his savvy and ability to take verbal and psychological abuse undoubtedly helped, Lon. Rich Pfeiffer and Cene Blythe tried ('verything they could lo wrest thr winning spot from Grigsby, in vain, though Grigs nearly gave it back lo Ccne when he dragged il wingtip at the edge of the landing area, with Blythe hot on his tail, ready lo take advan" tage of a last-minute mistake. The Grigs regained control, picking up his lip and the championship. The Grigs landed silting down, grinning,

The Comet Earlier it appeared that no one could beat Rich Pfeiffer, leading strongly through the first half of the finals, until Grigsby sel him back with two straight losses. The advantage came less from Grigsby's heavier weight (most high-placing pilots carried maximum allowable ballast), than from his newer glider. Pfeiffer's Comet was the original prototype, getting tired, while Crigsby's featured ;i special stiff sailcloth for its trailing edge, an "edge" of speed, as it proved to be, Blythe's glider was just as fast, also utilizing the Howe & Bainbridge "firm" cloth, which was crisp as if it had been doped.

Mile

Run

The world's longest closed course began at Pine Flats. Launching there, pilots flew across a two-mile gap to Crestline, where they rounded the first pylon, Then they flew back across Io Pinc Flats for the second pylon, without which the first could not be scored. One"·on-onc pairs kepi themselves honest by scoring and signing one another's flight cards afterward, The third leg of each flight was the longest from Pinc Plats lo Marshall. Pilots had option here for two basic routes: the front way, from one hill lo another; or the back way, using Crestline again for lift. The final leg r,m frorn the third pylon on Marshall to the finish line at the bottom, straight out from Crestline at Andy Jackson's Pinecrest "flight park." When the course was unmakablc

the contesl" became one of simple duration be"lween the same pairs. The regionals wen' divided into three parts, with half the fifty-odd entries in each of the first two parts, Winners advanced to the finals. The one-on-one rules required the second pilot lo launch within thirty seconds of the first. J\ perfect bullseye was worth one hundredth of a point, for the purpose of breaking ties. A heal winner received a point, the loser, a zero. The specd""distance course was used whenever possible.

The Likely the person who enjoyed the course the most was Eric Raymond, last year's national champ. Eric's Voyager wing had so much speed that Pven his winning Fledgling from last year had no chance against it, as Keith Cockroft observed. Keith, a previous captain of the British team, flew against Eric in the final round of the experimental class. Price assigned them the task of completing the course five times. Going back to !'inc Flats each lime, their course was about fourteen miles. Keith quit after three trips around the course. His hands were holed, the skin worn from his palms. Eric sailed on, also without gloves, five limes around and nearly seventy miles, lo win in approximately two hours and forty-five minutes. Steve Moyes dropped in on top of Pine Flats one day to fly in the experimental class with the other entrants, Herb Seiden berg and Pat Sheedy. Foreigners and fixed wings composed the class. HANG GLIDING

Nearly all the top-seeded pilots carried ball.1st. It was supposed lo lw sand, but the easy availilhility of rocks kepl Price busy checking ballast packs, asking pilots lo remove the rocks. Price warned Joe Creblo about Joe's pack opening prematurely. Shortly thereafter, as Joe flew above lc1unch, his pack opened The ballast fell on PricP, who awarded Creblo a loss. Some disgruntled pilots dumped their ballast on speedier compelilors below, but still airborne. It may have be('f1 accidental when Pfeiffer dumped on Crigsby as they appro;iched while Pfeiffer was taking his second loss, hut it may also be the reason Crigsby appeared loo confused lo move from the spot, forcing Pfeiffer lo make a had landing just inside' the boundary seconds later. LegitimatP slrategi<'s were equally important, however, as Crigs dPmonslrated for Crne Blythe in the final round. Us<' of ballast caused some problems with parachutes. Three hundred feet off the LZ, Tom Haddon reached for his ballast but opened his chutP. Ile drifted down in his bar to suffer em·barrassmcnt and minor damages. Rob Kells popped his chute flying against Dave Beardsler', near the top of Pine Flats. Kells was also going for his ballast when his chute deployed and ripped from his hand, and Kells took some hard knocks going in on the firebreak. In the best Wills tradition Rob got up, bent his control bar back into place, launchrd and finished the course. He almost caught up to Beardslee. Kells finished the meet limping on a bandaged thigh.

OCTOBER 1980

The seeding system reinforced itself, lo judge by the meet results. Some low seeds objected, saying il favored the lop seeds, many of whom were nationally ranked and dominating the com .. petition. For a short while it was Price's intent to prevent pilots flying the same glider from going against one another in the early stages. In the preliminary, Jeff Scott protested this arrangement, and ironically was pilled against another Lazor soon thereafter. Later, in the finals, Scott took a loss for speaking Io a judge, against the rules. As always, Jeff flew very well, but this was not to be his contest. When !'rice regained Mon-· day for the final day of competition (tlw forest service had previously nixxed this), he turned the truck around from an uphill trip for pilots to gel an extra tr•n dollars for expenses, as many had no cash on their persons. When Sterling Stoll corn-· plained to Price about it he was also threatened with a loss. That set off quips around the landing zone; "What Price Glory?" or, "What Clory, Pried"

The Conditions Pinc Flats became soarablc most days between ten and noon. Lift was strongest and consistent in midaftemoon. Some days the lift turned off like il light bulb ;:it six or six-thirty. Most days it slowly wound down. C:ompl'titors who flew on the wrong side of the order had no chance lo finish when the lift died. In the hot afternoon\; dust devils spun through the dusty targ<'l zone

and played hell with pilots trying to land. Aftn landing, one could cool off in a nearby stream, perhaps leakage from the LA aqueduct. It wasn't deep, but it was wet and there were bushes for shade.

Rich Pfeiffer came out smoking in the finals, often getting around the course in less than hc1lf an hour. Though he narrowly averted a loss lo his wife Page during a duration heat in the preliminary, Pfeiffer, along with Blythe and I-laggard ("The Elsinore Conspiracy"), looked lo be in control, with Pfeiffer leading and Illy! he and !laggard coming up through the heats. But Grigsby pul an end to the conspiracy, setting Pfeiffer bilck with two straight losses before he narrowly handled Blythe. That lasl flight could be seen through I he smog with binoculars,

OPPOSITE PAGE, UPPER LEF'T: Pilots used sanci ballast to increase speed in stronger lift conditions. LEFT: Rich Grigsby takfJS a hang chock in his UP Comet. CENTER: Chris Price, meet clirector. l'IIGNT: Gene Blythe, in a Comet, placed second. n11s PAGE, CLOCK WISE Fl'IOM UPPEr1 f'i/GNT: View of the Site. Teri Nug/Jes swept off her feet. Liz Sharp master score l(eeper. l'loy Naggard, Comet designer. Steve Pearson of Wills Wing.

TOP: Launch director /'lob McKenzie. ABOVE: Bob Trampenau rounds the fast pylon while Joe Greblo waits his turn.

Grigsby and Blythe racing neck and neck across the huge gap separating Pinc Flats and Marshall. When they reached Marshall and the last pylon both flyers were low. Borrowing a strategy Grigsby had used earlier on Pfeiffer, Blythe hung back slightly, with a few extra feet of altitude. They confronted the third pylon at eyeball level. With less altitude, the onus was on the Grigs, who responded by pulling yd another trick from his bag. Crigsby dove at the pylon, knowing Blythe w;is shadowing him. Grigs had to flare lo gN across, but he made the pylon, leaving a horrendous wash on that little saddle for Blythe. It cost Gene the time for another pass lo come through, and it also cost the contest, because Crigsby was off and running for the target. On the ground the two shook hands and drank from a bottle of champagne that Sharon Grigsby had hopefully slashed on ice. As the last pilots put their glickrs away, Rob Kells, who had been first around the course that afternoon, approached the field at high speed. He could barely be seen in thP gathering darkness as he begon doing nearloops, a maneuver that put him over the top and upside down, something between three--quarters and a full loop. The third "wang" left Kells dangerously close to the ground and prompted those who were watching to shout cautions. Rob slacked off lo set it down, and limped out from under his Harrier on the leg he'd hurt in the para·· chute incident earlier that day. It was a good ending for an exciting meet, the longest series of races ever held for hang gliders in regional com1wtition. The new UP Comet and Wills Harrier gliders performed superbly in this wicJe .. open, hell-for .. lcalher meet. They forecast a new era of faster, longer-reaching Arnerican rnachines, sorely needed in international events. In the up· coming Master's and U.S. National competitions they will be tested even more closely . . . . .

REGION III RESULTS Pilot

Glider

Rich Grigsby

Comet

Gene Blythe Rich Pfeiffer

Cornet Comet

Roy Haggard Steve Pearson Sterling Stoll

Comet Harrier Comet

T. Dunlap Joe Creblo Tom Ifaddon MikP Meier Tom Peghiny Bob Trampenau

I farrier Mega Comet Harrier Sensor Sensor

Mike Arrambide Dave Beardslee Peter Brown Jeff Burnett Rob Kells

Mega Sensor Mega Sensor Harrier

Dave Gibson Jeff I luey Dean Tanji Jeff Scott

Comet Sensor Mega Sensor

Ken de Russy Rick Rawlings

Comet Mega

Ashley Creenwood

Omega

Note: Only those pilots listed in the first four places are qualified for the nationals. First-place pilot Grigsby had ·1 I wins, second place pilots had 10, etc.

H OCTOBER 3-5. Blue Stratos in· temational tow meet. Largo 40 pilots maximum. Keith Nichols c/o USHGA or Doug Lawton, Southern Air Time, P.O. Box 93701, Martech Station, Allan· ta, GA 3031B (404) 476·5446. OCTOBER 4-5. Pitt Open, Klicl<itat, WA. Contact: Alba Bartholomew, Box 335, Klickitat, WA 98628 (509) 369·4892. OCTOBER 11-13. Third annual i ntercollegiato-i ntornat ional hang gliding meet. Mornin\J· side Recreation Area, Clare· mont, NH. OC'TOBER 11-13. U of Lowell Inter-collegiate fly-in. Contact: Jeff Nicolay (603) 542-4416. OCTOBER 1·1.19. American Cup, Cl1a1tanooga, TN.

OCTOBER 18·"19. Great Race, Lookout Mtn. F:light "'arl1, Ris· ing Fawn, GA (404) 398<l541. OCTOBER 18-26. Third annual American Cup, l.ookout Mt. Flight Park. International team competition. Contact Sport Aeronautics, P.O. Box G009, Chattanooga, TN :l7401 (615) 867-4970. OCTOBER 24·26. Blue Stratos international power meet. Large purse. 40 pilots max. Contact Keitt, Nichols c/o USHGA or Gary Sclieer, Lone Star HG, 2200 C So. Smitll· barry Rd., Arlington, TX 76013 (817) 469-9159. OCTOBER 31-NOVEMBER 2. Fifth annual Great Race, Chat· tanooga, TN. Contact L.ookout Mt. Fligl11 Park, RI. 2, Box 215H, Rising Fawn, GA 307:lB (404) 398·3541 .

OCTOBER 29·NOVEMBER 9. Panajacl1el Invitational Cham· pionships. 60 pilots. Contact Arthur Kennedy. Hotel Playa Linda, Panajachel, Solola, Guatemala. Phone 6211 !59 via Guatemala City long distance operator or Keith Nichols. NOVEMBER 22-23. lnstruc· tor's clinic, Connecticut area. Contact: Barton Blau, 14 Terp Rd., East Hampton, CT 06434 (203) 267-8980. DECEMBER 13·16. Powered instructor certification hosted by Dennis Pagon. Contact Jim Jolins, P.O. Box 386, Bypass 158, Nags Head, NC 27959 (919) 441-6247.

DECEMBER 30·JANUARY 8. New Zealand Hang Gliding Championships, Queenstown, South Island. Contact: Wail<ato HG Club, Box 7109, Hamilton, New Zealand.

SEPTEMBER 13 (rain dale SEPTEMBER 14). Tandem Clinic and Ground Crew Ap· prociation Day. Learn how to take your friend flying. She/ho will be the guest of honor for this clinic. SEPTEMBER 27, 28. Hang Ill Rating Clinic (mountains). Please fill out an application. OCTOBER 4, 5. Scahawk Class Competition. The Sea· hawk has become a classic so we're holding a competition just for Seahawk owners. OCTOBER 25, 26. Soaring Seminar & Orville Wright Fly· In. (October 23, 1911, Orville set a soaring record of 9 minutes 45 seconds on the Outer Banks.) DECEMBER 13, ·14, Wright Brothers 77111 Anniversary Sale and Motorized Glider Fly" In.

HANG GLIDING

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P.O. Box 60 Wilton,N.H.,03086 U.S.A. ,603-654-6155

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I The lJSHGA is its election ballot effective with the 1981 Regional Director Election. All foll and family members of the USHGA will receive, mail, a separate individual the nominees and inofficial ballot

will be a questionnaire on different items and policies concerning the Association. This issue of Hang magazine con-

tains resumes of nominees and incumbent directors. Those regions not electing director (some regions have one Director who is elected for a twoyear term) will receivP the questionnaire with the ballot section blank. In this manner, the USHGA will be able to reach all members wishing to volP for their choice of Regional Directors, find out what members think, simplify the voting and eliminate the need for the

member to cut up the the ballot. As members, if you are happy or py with your Regional Director, now is the perfect time to or endorse the situa· tion. Read the resumes and decide who would make the better representative for you and your region and vote when your ballot arrives in the mail.

Northern

Blaise LeWark has been involved in the sport for more than eight years. He has been flying for more than 20 years, including gliders, sailplanes, private planes and experimental aircraft. He has an Advanced rating and has been an Instructor and Observer for more than five years. His is that of consulting in materials and processes, specializing in the plastics and composites industry. He also runs Ultralight of America, a retail hang glider shop. He is a member of USHGA, SSA, FAA ,md many engineering societies.

Hildreth is finishing his first term as director of Region I and has chosen to run again. His most important mission as Director is to communications between the USHCA, the Board of Directors, and the "grass roots" flier. He has a particular interest in hang gliding safety, and as chairman of the Accident and Review Committee, to improve our safety record through data and education. l1c has attended every Board of Directors' meeting, published a n<'wsletter of USHGA activities, and strives to represent and convey the thoughts, needs and concerns of the Region I fliers to the Board of Directors of the LISHGA.

Fven though I dislike politics, I've decided to nm for regional director to see that our sport goes in what I think is the right direction. Like it or not, powered ultralights arc here. Since the FAA has grouped powered and free flight together, it would be pointless to divide our efforts at this point by separating the two classes of ultralight aviation. By uniting and fighting for self regulation together we can accomplish far more. I've been flying hang gliders for scvPn years, have a master rating, and most imHANGCLIDINC

portanl, have a fair amount of contact with pilots in Region 2. I also have the time to al· tend all of the board meetings. l feel my job will entail representing the free pilot to sec that his/her interests arc upheld. These interests include simplify· ing the rating system so that it not truly reflects a pilot's skill level but also so that it isn't such a battle to qualify for. I'm not into having mies just for rules sake, There should be just enough guid1,lir1es set forth for pilots to keep safety conscious and keep sites open. Whether it's aerobatics, powered flight, competition, or enough airspace lo enjoy a little time to oneself on the weekend, there is a place for every ultralight pilot. goal will J1E, lo consider the interests of all pilots in our region and sec that they arc represented al our board meetings, and also that infor· mation of the outcome of these meetings is brought back home and n1ade available.

There is a amount of dissatisfaction with the USHCA. The main problems with the USHCA arc that not enough pilots arc willing to get involved, and too many of those people who arc involved arc not pilots. I am a pilot who is willing to get involved. I can help make your USHCA a better, more effective, more responsive organization, I have already attended three of the last six board meetings and worked on many of the USHCA programs. With enough concerned involvement the USHCA can be responsive to your needs. It can get insurance, open flying sites, fend off the FAA, and promote the development of hang gliding. If you're dissatisfied, do three things: Join the USHCA and vote for me• for Regional Director, Region Hl. Th,:n tell me what your needs and concerns are. If you're not willing to do that much for a better organization, then you've got nothing to complain about. Cct involved! OCTOBEI< 1980

Bill Bennett was elected Treasurer for his two years on the Board and has attended all Board of Directors' meetings. He was manager of the l 979 U.S. World Cham Team at Grenoble, hancc and was instrumental in the decision of th(• Board to allow radios in competition. He has served as a member of the Competition, Publications and Safety and Training Com·mittccs.

Campbell has served the members for five years, being absent from only one Board of Directors' meeting. I le has been in the sport since 1972 and served as Ex· amincr, Observer and Certified Instructor as well as chairman of the USI lGA Public Relations Committee, Vicc·President for 1980 and a member of the Executive Committee. !-le has been a member of the Safety and Competition, Publications and World Tearn Committees.

David Anderson has served the members for five years, has attended all Board of Directors' meetings and has been a member of the Executive Committee. He was instru-· mental in the Region 7 qualifica· tion meets lo a higher standard and has administrated several instructor certifica·tion programs. He served as chairman of the Election and Allocations Committee and has been a member of the Competition and Safety and Training Committees.

nominee Chas La Vcrsa has been flying since 1973. Since those first days when he designed and built his first two gliders from scratch, he has been involved with several design com· panics. Chas has flown over 70 different makes and models of gliders al more than 60 major sites in a dozen states and four European countries. He has flown in many major contests since his first big one, the

first World Championships in 1975 where he placed ninth. Some of the other competitions have been the Masters (and Raven The Great Race, and four National Championships. In his four years as a class four pilot, he has amassed 1,700 points toward his Master Rating. In addition, he has managed the largest hang gliding business in the Northeast for one year and his own business of glider sales, repair, tuning, and instruction (beginner to advanced) for five years. In the position of Flight Director for the Massachusetts H.G.A. Inc., Chas designed, negotiated, and implemented a program through which the state's parks are opened for the sport of hang gliding. He also served a one-year term as president for the same club which he reluctantly gave up to pursue the post of Region 8 Director. Chas has administered and supported the programs of the USHCA in New England since its inception as an Instructor, Observer and Examiner. He has sponsored many new members and has taught the USHCA program through the University of Massachusetts Division of Continuing Education as well as through the local Five College Hang Gliding Club. He has also taught at several Instructor Certification Clinics. It is the knowledge, through experience in the sport and with the people of New England involved in the sport, that Chas wishes to bring to the post of Region 8 Director. Chas wishes to apply his experience, in competition and in designing the last two Regional Qualifiers in New England, to design a set of revised minimum standards for competition. He also wishes to upgrade and update the rating classification testing as well as begin a body within the USHCA that will keep those tests current. Lastly he wishes to expand the Instructor Certification Program to a full course, comprehensive and demanding, that will insure the credibility of our instructor program.

Les King has served the members for five years, attending all Board of Directors' meetings and has been the USHCA liaison to the Federal Aviation Administration (FAA) as well as an alternate delegate to the Federation Aeronautique Internationale (FAI) for the last two years. He has served as chairman of the USHCA National Coordinating committee and a member of the Competition, Safety and Training and Powered Ultralight Committees.

Tom Thompson, age 25, has been a hang glider pilot for eight years, holds a solo rating in single engine land airplanes and is a veteran of the 82nd Airborne. He enjoys soaring and taking movies in flight. He holds both Advanced and Observer ratings and pilots both rigid and flex wings. 46

Dick Heckman has served the Board for four years, absent only when his position with NASA prevented his attendance. He was appointed USHGA 1delegate to the Federation Aeronautique Internationale (FA!) for two years and served as a rnembeJ< of the international jury for the 1979 World Championships held at Grenoble, France. He has served as chairman of the USHCA Research and Development Committee and as a member of the Safety and Training, Competition, Powered Ultralight and Membership and Development Committees.

Paul Rikert has served the members for four years attending all Board of Directors' meetings. He was instrumental in bringing the 1980 U.S. Nationals to New York State. His proposal to enhance the position of Directors was accepted and welcomed by the Board. HANG GLIDING

The Mount

St. Helens Special

SAVE AN EXPLOSIVE s11 50 ,---------------------------, We've lr..li'I [Z] OFF THE NEWSSTAND PRICE

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blown our tops to give you the best . $7.50 D Visa Canada add $1.00 D MasterCard ~ 5ubscription offer in GLIDER RIDER's five-year hisall other foreign add Credit Card No. _ _ _ _ _ _ __ ·ory. Never before have rates been so low - an $2.00 U.S. t,.,JONEY ONL y Exp. Date - - - Interbank No. _ __ ::,xplosive 58% off the newsstand rate. (50% off Offer Expires he regular subscription rate!) Card Holder's Name _ _ _ __ Sept. 30, 1980 And you can bet your ash this once in a lifetime offer won't be repeated. So dust off your ched,GLIDER D Enter my new subscription D Rx1end my current subscription bool"i and send in your subscription to the world's RIDER most popular hang gliding and ultralight aviation P.O. BOX fiOml. Dept. 780 Name - - - - - - - - - - Chattanooga, TN 37401 magazine. But hurry before the smol"ie clears. This U.S. subscribers allow 4.5 Address - - - - - - - - offer self-destructs September JO, 1980. (No hot weeks for delivery of firs! issue checl"is, please. NOTE: We cannot bill you for this \~~r:l~~o~~~~~~~~.r~t~~~t;s~~~c City, State & Zip - - - - - - - special offer.) OFFER EXPIRES 9-J0-80 L- - - -~ • • • • • • • • • • • • • • ••••••••I

TT 1980 - 175, custom sail with 4 windows, $1,150 with bag. Flight time - \/2 hour test flight. Contact: Air Mass, 3921 Woodley Rd., Toledo, OH 43606, (419) 475-9309.

CLASSIFIED ADVERTISINQ·

SEAGULL 10M 1978 - Excellent condition, great colors, $700. (213) 792-5182 daytime, (213) 798-3870 evenings. SENSOR 1980 - 10 meter/165 sq. ft. $1,400. Low airtime - leaving Tucson mountains. (602) 888-4139. UP MOSQUITO 166 (503) 479-0826.

Like new, must sell. $1,175.

UP MOSQUITOS, Spyders, Condors, Firefly Il's. New and used. Call us with your requirements: HCC Utah, (801) 532-3959. CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos ANTARES 19' - Beautiful colors. Good condition. $695. (805) 964-1204. ANT ARES 20' - Beautiful sail. Beautiful condition. (408) 257-5005, S.F., CA. ANT ARES - Excellent condition - $800. Cumulus 10 -Good condition - $400. Ted Zinke, (805) 964-0671 days; (805) 964-7529 evenings. CAN'T AFFORD A NEW OR USED GLIDER? With only IO% 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 151 - custom sail $1,300. 1980 154 Spyder, flown once, $900. Sunbird Mini-Strata, $400. All excellent condition. Also, prone harness, Litek vario, parachute. Will deliver. (805) 985-5629. ELITE 174 - 1978, 10-1 C.R., 9.25 - 1 A.R. from keel (2) yellow, gold, orange, (2) red, black leading edge. $800 or best offer. Gary (607) 733-0589. FLOATER 230, for pilots 190 to 250 lbs. Super strong, great for tandem and will sacrifice for $775. Guaranteed excellent condition. Michael Circuit, 898 S. 900 E., SLC. Utah 84102. Call (801) 531-0445. MOSQUITO 196 - Like new, very little air time. Some extra sail work. Nice colors: tan bark leading edge and center; center to tip, brown, orange, gold, yellow, yellow, orange\/,, tan bark 1/2, yellow winglet, black boarder. $1,300. Fledge JIB - l 1/2 year old. Double twist grips. Brown and yellow, $700. Soarmaster - Fits Seagull 10 meter, less prop, $550. Evenings (209) 226-3478. MOYES MEGA Il, $1,300. Moyes Maxi MK. III, $700. Must sell, will ship anywhere in U.S. Chris Price (714) 678-1984. NEW SUPER SEAHAWK 155 - (90 to 130 lbs.) Beautiful yellow & orange glider. Flown only once. $950. Firm. Tillamook (503) 842-6283. NOV A 230 - $900. Large Price harness w /OAR chute, $400., or everything for $1,250. obo. (714) 375-5324. OLY 160 - 1979, red with yellow and orange tips, flown only about 10 times. Excellent condition, $650. PA (717) 647-9505 after 5:00. OWL 185 - Like new, $650. Seagull tow bar, $150. (914) 377-2394. PHOENIX 60 - Excellent condition, used 9 hours (1979). $900/best offer. Gene (213) 828-5772 or 827-4201. PHOENIX 1979 - 12 Regular. $550 with bag. Flight time - 1 hour. Tuned kite, perfect shape. Phoenix Lazor

Rigid Wings EASY RISER - Excellent condition, yellow with black and orange Stits paint. Includes custom box. Make offer. Contact: Dan Imai, P.O. Box 231, Mountain View, CA 94041 or (408) 263-1223 evenings. ICARUS-II kit, mostly complete. $500. San Jose (408) 946-8035 evenings.

Schools and Dealers ARIZONA DESERT HANG GLIDERS - 4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450. FREE PILOT'S SUPPLIES AND HANG GLIDER CATALOG. Textbooks, kites and accessories. Weedhopper dealer, write: Pilot's Haven, P.O. Box 39287, Dept. G, Phoenix, AZ 85069. 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 from Beginner to Advanced available. Full line of gliders, varios, harnesses, helmets, spare parts. etc. in stock. Check our ad under HANG GLIDER EMPORIUM OF SAN BERNARDINO for gliders currently in stock. Located just minutes from U.S. 101. 613 N. Milpas, Santa Barbara, CA 93103 (805) 965-3733. San Bernardino Shop, 4095 N. Sierra Way, San Bernardino, CA 92407 (714) 886-6454.

Shop conveniently located on road between takeoff and landing. 4095 North Sierra Way, San Bernardino, California 92407 (714) 886-6454. Santa Barbara location-613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. Hang Gliders & Accessories. KEN FLOWERS Madera, CA (209) 674-1310. HANG GLIDERS WEST-DILLON BEACH FL YING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers. Free lessons with purchase of a wing. After the sale, it's the SERVICE that counts. Hang Gliders West, 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. Hours 10:00 - 5:30. KITTY HAWK KITES, INC., on Monterey Bay, Post Office Box 828, just off Highway 1 on Reservation Road, Marina, California 93933 (408) 384-2622. Learn to fly safely over soft sand dunes through gentle Pacific breezes. Beginner/Novice packages and ratings available daily with certified instructors. Complete inventory of new gliders, accessories and parts in stock. Call or write for brochure. 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 to advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836.

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 9141 I

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 serving the San Bernardino-Crestline area. Wide selection of instn1ments, accessories, gliders and spare parts in stock. Demo flights available on stock gliders to experienced pilots. Complete lesson program available. Gliders in stock: NEW Firefly IIB .. . all sizes Condor. ... all sizes Mosquito. . ... all sizes Raven ............... . . ... all sizes Moyes Mega II Comet Fledge JIB USED SIZE Condor. .... . .. 151, 178, 194 Firefly JIB. . .. 181 216 Seahawk ............ . ...... 200 Alpha. . ... 185 Raven ..... . . 179, 209 Easy Riser (Motorized) SST ....... . . 90 Universal

.Ir

HANG GLIDER OXYGEN SYSTEM

Here is the proven best system available for hang gliding. It consists of: a. A 7 cu. ft. cylinder (45 min.-2 hrs. depending on altitude) b. An attached, tested and certified constant flow exmilitary regulator where the gauge simultaneously shows both tank pressure and flow rate vs. altitude. c. A regulator low pressure outlet tubing adapter fitting. d. 3 ft. clear PVC tubing for insertion into mouth for simple easy delivery method. The above complete 7 pound system for only $135.00. For optional Scott constant flow mask add $20.00. 2550 Pleasants Valley Rd. Send check or money order to: Vacaville, CA 95688 (707)446-0152

HANG GLIDING

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

WILLS WING SKYSPORTS EIPPER SEAGULL ULTRALITE PRODUCTS & MANY FOREIGN MODELS ALSO AVAILABLE FOR THE FLEDGLING, EASY RISER, QUICKSILVER & MANY MORE. DELTA WING

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 USHGA 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. PHONE _ _ _ _ _ _ _ __ NAME ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ AGE ZIP _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ __ STATE _ _ _ _ __ Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066

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.

TRADEWlNDS HANG GLIDING CENTER - Open every good day. USHGA certified instructors, gliders, observers. Moyes, Wills Wing. Box 543, Kailua, Hawaii 96734. Contact Mike or Lani at (808) 373-8557.

MINNESOTA

ULTRASPORT, INC. is the only SOuthern California school dedicated only to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. Call or write for more free information. Ultra Sport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395.

KANSAS

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.

certified instruction. Owners/managers of the Hang

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

COLORADO

MARYLAND

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.

THE WASHINGTON SCHOOL OF HANG GLIDING, INC. Serving Maryland, Virginia, and Washington, D.C. Certified instruction, sales and accessories, 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (301) 434-1717.

GOLDEN SKY SAILS·_ USHGA certified school, foot launch, power and towing. Advanced mountain soaring, 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.

NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA

MONTANA INTERESTED IN FLYING? Write: BEARTOOTH HANG GLIDERS, P.O. Box 21116, Billings, MT 59104. 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. (505) 821-6842.

MICHIGAN

AIR SKY-HIGH. We offer you more if you want quality. Certified experienced instructors, beginning - advanced lessons. Rigid wing, flex wing, parts and service for any quality glider. Featuring Bennett, Lancer, Stratus, Seagull, UFM. Dave, Caroline, 2340 Britt N.E., Albuquerque, N.M. 87112. (505) 293-6001.

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.

.................................... FLY $1 PER HOUR

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.

ULTRA LIGHT

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!

GET ORGANIZED! Here,s a set of 4 sturdy files lhal holds over <I years of you1 favorile 81,2 ~ 11 magazines

4 MAG FILES $4.95

PILOT DESIGNED

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

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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.

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\ • ~ _ .• · • . _.., 1

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AERIAL TECHNIQUES is looking for repu.. tabl~. responsible 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 0 Massachusetts 2 . New Hampshire 2 New Jersey 2 - New York 5 - Pennsylvania 2 Rhode Island 1 - Vermont 2. AERIAL TECHNIQUES' years of experience, expertise and LARGE inventories of gliders, parts and accessories will help you sell! Minimum investment required. Remember, these highly profitable Dealerships are limited in number - so act now! CALL: Mary at 914-647-3344.

AerialRoute'lecl111i•111es 209. Ellenville, N. Y. 12428 Largest. most complete Hang-Glider Shop in the Northeast!

HANG GLIDING

Aeri;111Ccl111i•I!!~~, Largest, most complete Hang-glider Shop in the Northeas;t!

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Distributors for Seagull Aircraft, U.S. Moyes, Highster Aircraft, Wills Wing, and Ultralite Products O Deal,ers for most other manufacturers D Large selection of accessories, instruments, new and used gliders

• ~e1••,1ce a 1t

D Complete parts department & repair facility D Largest parts inventory in the Northeast

D 90 day full service warranty with every new glider purchase,

·11~t1·11ct1• ••11 a •• 1

excluding parts

D Person.alized training program

beginner through advanced

D USHGA Certified Instructors

CALL OR WRITE:

Aerl;1I 'lecl111i1111es ROUTE 209 -

ELLENVILLE, N. Y. 12L'.28

(914) 64 7-3~;44 Open Thursday thru Monday

9:00 A.M. - 6:00 -P.M. *Dealer inquiries invited YOU'RE # 1 AT AERIAL TECHNIQUES!

NEW YORK

TEXAS

AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344.

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 ST AR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, Tx 76013. Metro. (817) 469-9159.

EASTERN ULTRALIGHTS - Fly in the cradle of aviation. Certified instruction, Wills, Lancer, Atlas, Sensor, Skysports, Electra Flyer Eagle. Sales, service. (607) 569-2442. Route 54, Hammondsport, N.Y. 14840. KITTY HAWK KITES, INC., - Post Office Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock.

NORTH CAROLINA KITTY HAWK KITES, INC. - Post Office Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginner/Novice packages and ratinngs 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.

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. 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 Mountain. 9786 Kristin Drive, Sandy, Utah 84070. (801) 572-0678. UTAH is mountain thermalling country and one of the best places to learn to fly or perfect your flying abilities. INFINITY Flight Systems is Utah's most experienced hang gliding school and one of the first schools certified by the USHGA. We have a complete line of accessories, rentals and repairs. We're also experienced in advertis-

ing and film productions. Now we have a professional MOTORIZED ULTRALIGHT SCHOOL featuring the EAGLE, P-Fledge, QUICKSILVER and other quality ultralight gliders. INFINITY FLIGHT SYSTEMS, 898 S. 900 E., SLC, Utah 84102 (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. 700 East 12300 South, Draper, Ut. 84020. (801) 571-4044. WASHINGTON FAIRWlNDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Mosquito, Condor, Firefly in stock. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless (206) 842-4970 Ken Godwin.

OREGON SUPERFLY HANG GLIDERS - Beginner & Novice lessons with USHGA Certified Instructors. In stock: New & used gliders, parts & accessories, Advanced Air chutes. Featuring Ultralite Products, Wills Wing, with other brands available. 853 N.E. 8th St., Grants Pass, OR 97526. (503) 479-0826.

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

PENNSYLVANIA BALD EAGLE HANG GLIDING- All major brands. Now including WEEDHOPPER. Hughesville, PA 17701. (717) 584-5275. TENNESSEE AIR-POWER INC. - Dealer for most motorized ultralite aircraft. 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.

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

WANTED: Experienced publications person to assume editorial duties with national hang gliding publication. Send resume with references to: L. Emerson, Star Rte., Stockett, MT 59480. INFINITY FLIGHT SYSTEMS, Utah's most experienced hang gliding school is looking for a full-time "certified" instructor. Guaranteed employment for a manager/instructor. Shares are available for ownership in this viable corporation. Please send resume to INFINITY FLIGHT SYSTEMS, 898 S. 900 E., SLC, UT 84102 (801) 359-SOAR. STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact: LEADING EDGE AIR FOJLS, 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. NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTA INER SYSTEM is the world's newest, fastest and most reliable system. By the originators of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425. 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.

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

Ultralight Powered Flight BONNEVILLE A VIATl ON - Pterodactyl & Fledgling specialists. Kit form or pre-built. Free instruction. Route 1, lnkom, ID 83245 (208) 775-3400.

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. POWERGLIDE AEROSPORT - Northern California distributor of the RIGHT FL YER by the Wrong Brothers Aviation, lnc. with a steerable, shock-mounted J-3 Cub

*··············· ** KITE TUBING• BRIGHT

DIP

ANODIZED

TUBING

SEAMLESS...

)t 1 5/8" x .058" x 12' (2-19 LENGTHS) ......... $1.38/FT. '.,t( ~ 1 3/4" x .049" x 12' (2-19 LENGTHS)., .. , .... $1.40/FT. i(

* *

~ 1 7/8" x .058" x 12' (2-19 LENGTHS) ......... $1.73/FT. ~ 2" x .049" x 12' (2-19 LENGTHS) ............ $1.79/FT. ~

'-'-.

FREE WHOLESALE CATALOGUE

LEADING EDGE AIR FOILS INC,~ 331 S, 14TH ST. ~ COLORADO SPRINGS, CO,

80904 303·1532-49!19

·~~ ·~~ ·~~ $ l.95 •6% CAL TAX

**************** 52

HANG GLIDING

The continuation of a winning tradition 13 years strong!

type suspension, 340 cc engine, side stick and throttle controls. Write: 4335 Court Drive, Santa Cruz, CA 95062. (408) 475-1036. Dealer inquiries invited.

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.

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.

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.

SOLO FLIGHT introduces Wisconsin's first Ultralight airport/campgrounds. Wisconsin DeJls area. Sales, information, good flying. (608) 666-3261. THE HANG GLIDER SHOP - New & used powered Quicksilvers by Eipper. Lessons & complete parts and repairs. For more details contact us at 1351 S. Beach Blvd., La Habra, CA 90631 (213) 943-1074.

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.

ULTRASPORT, 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. WANTED - EASY RISER - Powered and landing gear preferred. Evenings or weekends (513) 833-2328. Jeff Pansing, 14000 Westbrook Road, Brookville, OH 45309. WIND HAVEN. The ultralite power center of California has complete facilities and information on power packages and adaptations. We sell completed Easy Risers and MitcheJI wings too. Call or write: 12437 San Fernando Rd., Sylmar, CA 91342 (213) 367-1819.

Miscellaneous BUILD YOUR OWN GLIDER PLANFORM COLOR SCHEME, all colors in reusable and rearrangable adhesive strips. A must for custom color buyers. See what it looks like first with Delta Wing kit, $5.00. Bill Bennett, Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408. (213) 787-6600. BUMPER SNIGGERS - 1/Hang Glider Pilots Are "Soar" Heads, 2/Hang Glider Pilots Get It Up With Hot Air, 3/Caution-Hang Gliding May Be Dangerous To Your Wealth, 4/Hang Glider Pilots Are Prone To Do It. $1.60 each, 4 for $5.50. Red on White, PP. Check or M.O. to Don's, P.O. Box 12113, Richmond, VA 23241. Bumper Stickers - "HA VE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. CUSTOM EMBROIDERED PATCHES. Your design, any quantity, size, shape, colors. 28<! postage for prices and ordering information. HEIN SPECIALTIES, INC., Dept. 0205, 4202 N. Drake, Chicago, IL 60618. 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, 31/2" dia. Inside or outside application. 25, 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. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. The rate for classified advertising is 3011 per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

TYPE: Atlas. WHERE AND WHEN: July 15, 1980. Rutland, Vermont. SAIL PATTERN: White sail, blue tips, CONTACT: J.J. Lamarche, Box 644 Proctor, Vt. 05765. (802) 438-5789. TYPE: Raven. WHERE AND WHEN: Cantamar, Mexico. SAIL PATTERN: Center out: dk. blue, red, orange, yeJlow, white. CONTACT: Rod Newton, Box 3009, Chula Vista, CA 92011. TYPE: Eipper Quicksilver with Yamaha 100cc engine, #7F6 400813. SAIL PATTERN: dk. green, It. green, yellow, gold, blue, black. CONTACT: Ken Strong, 4875 Alondra Way, Carlsbad, CA 92008. (714) 729-7813. $1,000 reward. TYPE: SeaguJl 10.5 meter. WHERE AND WHEN: Fairfield, CA. July 1, 1980. SAIL PATTERN: From keel: white, yellow orange, red. DISTINGUISHING FEATURES: Initials "M.S." on deflexor claws and battens. Base tube has clear PVC tubing on it. CONTACT: Solano County Sheriff's Dept.

TYPE: 1977 Seagull 10.5 Meter. WHERE AND WHEN: May 18, 1980, Dog Mt., WA. SAIL PATTERN: Black leading edges, bla~k tips, black keel pocket. AJI 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, ye JI ow 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., woggle 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 #5002414. 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. CONT ACT: Randy Novak (714) 885-5923.

TYPE: Seagull Seahawk 170, 1977. WHERE AND WHEN: Dec. 31, 1979, Boston. SAIL PATTERN: White keel pocket, all red. Red bag. DISTINGUISHING FEATURES: Def!exors and bolts not taken, Bag has red flet tabs on closure. CONTACT: Tom Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: ASG 18-A #5656. WHERE AND WHEN: Tucson, Arizona on Monday 1/14/80. SAIL PATTERN: Center out; white, orange, red, purple, purple leading edges and keel pocket. DISTINGUISHING FEATURES: Bright yellow bag, purple down tubes. CONTACT: T. Runyon, 2002 E. River Rd., M16, Tucson AZ 85718 (602) 299-4529 REWARD TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31/79 in Boston, Mass. SAIL PATTERN: All red, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/blue nose. DISTINGUISHING FEATURES: Cover bag has small red felt tabs glued to closures. CONTACT: Thomas D. Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: Dinger Wings Whizzer 180. SAil PATTERN: Center out - black, white, yellow, orange, red, black tip. Black leading edges. New cover bag, dark brown nylon, white zipper. WHERE AND WHEN: Sacramento, CA, Dec. 8, 1979. DISTINGUISHING FEATURE: Red tape over one-inch tear on right wing trailing edge. CONTACT: Randy Smith, 4739 Pasadena Ave., Sacramento, CA 95841 (916) 488-6658, 489-6188. TYPE: Electra Floater 205 #001699. SAIL PATTERN: Brown leading edge and keel pocket. Panels 1 & 2 white, 3 split brown, orange, gold, 4 & 5 white, tip yellow, gold, brown. EQUIPMENT: Hummingbird vario #Bl006, blue Price harness with Bennett parachute in white container, Sears walkie talkie and white helmet. WHERE AND WHEN: Fishers Peak landing field, Low Gap, N.C., Oct. 8, 1979. $300 reward. CONTACT: Randy Newberry, P.O. Box 65, Bland, VA 24315. (703) 688-3703 collect. TYPE: Phoenix Super 8 Reg. SAIL PATTERN: Keel out; black, red, orange, yellow, black tips and leading edges. WHERE AND WHEN: 10 miles north of Poncha Springs, Colo. on US 285 on July 11, 1979. DISTINGUISHING FEATURES: SIN 340. CONT ACT: Jim Zeiset (303) 539-3335. $100 reward. 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, yeJlow, 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. . 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

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

OFFICIAL

USHGA FLIGHT LOG

• LILIENTHAL AWARDS

NOW AVAILABLE

-----------------------ORDER FORM

Please send: _ _ _ _ _ Official USHGA flight log(s) at $2.95 ea. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ ZIP _ _ _ __ Postpaid Californians add 6% sales tax Dealer inquiries invited

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

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

Welcome to Op's expanding line of fun products ... Longriders Footwear Beachwear Weatherwear Screen Prints Sandals Main Offices: 14312 Chambers Road • Tustin, CA 92680