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

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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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THE COMPLETE OUTFlmHG AHO SOURCE BOOK FOR HAHG GLIDING by Michael Mendelson. History, models, accessories, publications, organizations, schools, sites. HANG GLIDING AND SOARING by James Mrazek. Flight theory and meteorological data. HANG FLIGHT by Joe Adelson and Bill Williams. Third edition, flighl inSlruction manual. 1 00 pgs HAHG GllDIHG by Dan Poynter. 6th Edition. Basic handbook lor sky

B·5

- - - - MAH·POWEAEO FLIGHT by Keilh Sherwin. History and modern tech· nology, design consideration - - - - HANG GLIDING AHO FLYING CONDITIONS by Dennis Pagen. All

S 6.50

aspects of micrometeorology for pilots. 90 illustrations.

S 6.50

- - - - HANG GllDIHG AND FL YING SKILLS by Dennis Pagen. A complete in· struction manual for beginners to experts. - - - - HANG GLIDING FOR ADVANCED PILOTS by Dennis Pagen. Techniques

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Have yOU hugged

~Hang Glider today1

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for cross-country, competition and powered !light.

8·9

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surting

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- - - - GUIDE TO ROGALLO·BASIC by Bob Skinner. A handbook for beginning pilots. 30 pgs. - - - - HAHG GLIDING, THE FLYIHGEST FLYING by Don Dedera. Pictorial history. pilot comments. Photos by Stephen Mccarroll. - - - - MANNED KITING by Oan Poynter. Handbook on tow·launch flying. MAN,POWERED AIRCRAFT by Don Dwiggins. 192 pg. history of flighl. ---Features the flight of the Gossamer Condor - - - - TORREY PINES by Don Bells, photos by Bettina Gray. - - - - USHGA OFFICIAL FLIGHT LOG. 40 pgs. - - - - HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset to lnstwctors. 24 pgs. - - - - FAI SPORTING CODE FOR HAHG GLIDING Provides the requirements for records, achievements, and World Championships. - - - - FEDERAL AVIA TIOH REGULATIONS for pilols · 1980 edition. Hang gliding pertinenl information - - - - POWERED UL TAALIGHT AIRCRAFT by Dennis Pagen A complete in struction manual. Over 90 photos and illsutrations.

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- - - - USHGA EMBLEM T-SHIRT. 100% cotton, heavyweighl quality OAAHGE ar LIGHT BLUE. Men's s,zes S M L H (PLEASE CIRCLE SIZE AND COLOR) - - - - USHGA EMBLEM CAP. One size filS all. Baseball type w/USHGA emblem. HAVY ORANGE GOLD (PLEASE CIRCLE COLOR) - - - - USHGA SEW·OH EMBLEM. 3" diameter, full color (red wings, sun burst w/black print) - - - - USHGA DECAL. 3'1z'' d1ameler. full color. USHGA EMBLEM PfHDAHT. 31.'' diameter. Pewler w/silver chain -------

USHGA BUTTOHIP1H. 11h" d1ame1er. full color

- - - - LICENSE PLATE FRAME. ''I'd rather be hang ghd,ng" Wh,te on blue -------

WALLET. Nylon. velcro closure. machine washable. water resistant BLUE BUMPER STICKER. "Have You Hugged Your Hang Glider Today" Blui: on white

$ 5.50

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$ 500

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Send to: Delta Wing Kites, P.O. BOX 483 Van Nuys, California U.S.A. 91408

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

EDITOR: Gil Dodgen ASSIST ANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis. Bettina Gray CONTRIBUTING ILLUSTRATORS: Cathy Coleman. Barbara Graham. Harry Martin OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Kit Skradski (Renewals) Amy Provin (Ratings) Janet Meyer (New Memberships) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Dennis Pagen SECRET ARY: Joy Roser TREASURER: Bill Bennett EXECUTIVE COMMITTEE: David Broyles Lucky Campbell Dick Turner USHGA REGIONAL DIRECTORS REGION 1: Doug Hildreth. REGION 2: Jan Case, Pat Denevon. REGION 3: Bill Bennett. Mike Turchen. REGION 4: Lucky Campbell. Carol Drage. 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: Poul Riker!. DIRECTORSAT-LARGE: David Broyles, Keith Nichols, Demis Pogen, Jay Roser, Phil Richards. EXOF FIC 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 official U.S. representative of the Federation Aeronautique Internationale (FA!), the world governing body for sport aviation. The NM, 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 far hang gliding sport enthusiasts to create further interest in the sport, by a means of open cummunication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, ond illustralions concerning hang gliding activities. If the material is to be retumed, a stamped, self-addressed 1eturn envelope must be enclosed. Notification must be mode of submission to other hang gliding publications. HANG GLIDING magazine reseNes the right ta edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine Is published monthly by the United States Hang Gliding Association. Inc. whose mailing add1ess is P.O. Box 66306, Las Angeles. Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles. Calif. 90066; telephone (213) 390-3065. Secondclass postage Is paid at Las Angeles, Cali/. HANG GLIDING magazine is printed by Sinclair Printing & Lifho, Alhambra, Calif. The typesetting is provided by 1st impression Typeseffing SeNice. 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 ulfrallght .flight. Membership is open to anyone interested in this realm of flight. Dues /or full membership ore $25 per year ($26 for farelgn addresses): subscription rates are $18 for one year, $31 for two years. $44 for three years. An introductory six-month trial Is aval/oble for $9.00. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a malling label from a recent issue.

ISSUE NO. 94

NOVEMBER 1980

Hang Oliding CONTENTS FEATURES

THE MASTERS 1980

A photo essay by Hugh Morton

FLIGHT INSTRUCTION

An interview with Ken de Russy conducted by Carol Price

TELLURIDE 1980

by David Stanfield Photos by Leroy Grannis

TANDEM FLYING

by Rob Kells and Steve Pearson Photos by Rob Kells

THE NATIONALS

by Lars Isaacson Photos by Bettina Gray

DREAM FLIGHT

Fiction by Stuart Dawson

MY FIRST SOARING FLIGHT

by Jerry Voorhies

A SPECIAL KIND OF STUDENT

by Dick Heckman

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 7 CARTOON by Harry Martin 8 NEWS AND NEW PRODUCTS 9 USHGA REPORTS 10 MILESTONES 12 BIRD'S EYE VIEW by Lauran Emerson 12 HANG ONE HERE 13 LITTLE TIPS 42 POWER PILOT by Glenn Brinks 48 CONSUMER INFORMATION 51 CALENDAR 52 CLASSIFIED ADVERTISING 58 STOLEN WINGS COVER: Sterling Stoll launches his UP Comet at Ellenville, N.Y., during the 1980 U.S. Notional Hang Gliding Championships. Photo by Bettino Gray. CONSUMER ADVISORY: Hong Gliding Magazine and USHGA Inc., do nat 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 © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hong Gliding Magazine and Individual contributors.

~LTRALIQHT CONVERJATtON

Composites and Corrosion Dear Editor, Concerning the use of carbon composites in hang gliding, such as composite slider blocks, care should be taken about possible galvanic corrosion. In early hang gliding it was common to see copper bushings in aluminum tubing with water-retaining wood doweling. The result was, in some cases, bad corrosion. Carbon is cathodic while aluminum is anodic; when these two materials are· in direct contact corrosion may occur, Further, this corrosion is most likely to happen at points where holes for bolts are located, Possible solutions to this potential problem include use of a glass insulating layer, and/ or use of glass or foam cores instead of aluminum tubing. In addition, in building a hang glider structure out of composites, one should not restrict oneself to tubes. One of the greatest advantages of composites is the ability to be tailored to improve structural performance. An airfoil-shaped composite crossbar would be stronger, stiffer, lighter and have less aerodynamic drag. Leading edges could be made to be very stiff in one direction yet be lighter and cleaner aerodynamically, I believe composites will bring a new era to hang gliding. Michael Kerr Ridgecrest, CA

Accidental Deployment Dear Editor, I consider myself a very safety-minded pilot. I fly only when it is worth it, with the best equipment, and always with a parachute, Well, now I know that my parachute works. The Region I qualifying contest was held at one of Washington State's finest thermal sites during which there were two inadvertant chute deployments, First, Lynn Gleason, in the first round of flying, launched and immediately noticed all of his 4

parachute lines had deployed. He succeeded in clutching the chute itself for nearly 3000 feet and halfway around the mountain to land a little ways short of the landing field, On the next day the very same thing happened to me but I did not notice that the lines were out. Fortunately, not until I was directly over the landing field did the chute fall away and deploy. We both have different harnesses, different gliders, different size chutes, but the same deployment system: the new Windhaven W-1 and W-II (see Consumer Information in this issue). These chutes are held shut by a pin that is a little too small. The pin closure is superior to other systems provided the pin is a bit larger. I must say that it was an interesting experience and I was impressed with how fast the chute deployed. I was at about 150 feet and moving slowly and the chute was totally deployed, giving me time to try climbing into the control bar before I hit. I hit with a thunk but was not hurt. My brand new Moyes Mega was not damaged, nor was my Hummingbird. I repacked my parachute using a 21/2-inch cotter pin of equal gauge to the original and flew with the same equipment later the same day, Fortunately, the next flight got me 8,500 feet AGL for 3 1/2 hours. Whew, what a day! Steve Hollister Seattle, WA

INDEX TO ADVERTISERS Aerial Techniques., , , , , , , , , , , , .. , , , , , , , , . , , , , 53 Bennett Delta Wing Gliders,,,,,,,, .. ,.,. 2, 14, 46 Duncan , . , .. , , , , . , , , , , , , , .. , .. , , , , , , , , , , , , , , 53 Elpper .. , . , , , , , , , , , , .. , , , ... , .. , . , , , , , .... "

IBC

Flight Designs .. , .. ,.,, .......... ,.,,,,, 11, 15, 29 Glide Extender .. , , , , . , , , . , .. , , , , , , , " , . , , , . , . 59 Glider Rider , , , , , , , , , , , , .. , ... , , ... , , . , , , , , , , 50 Hall Bro1hers.,,, .. , , , , , , , , , , , , , , , , , , , , , . , , 47, 54 Hang Gliding Press , . , , , , , , , , , , , , , , , . , .. , . , , . ,

Holmbeck , ........ , , .. , ............. , ...... , 18 Kwlk Clamp , , . , , , , , , , . , , , , . , , , , . , , , , , , , , , , . , , 5 Kite Enterprises , , . , , , , , , , , , , , , , , , , , .. , , , .. , , , , 25 Kitty Hawk Kites , .. , . , . , , , , , , , , , , , , , . , . , .. , , , , 52 Leaf , , , , , , , , , , , , , , , , , , , , , , , , . , , , , , , , , .. , , , .. , 54 Maklkl Electronics , , , , , , , .. , ... , , , .. , , , , . .. . . . 4 7 National Book Wholesalers ....... , .. ,,,,,,,.,, 13 Ocean Pacific .... , , , , , .. , . , , , , , , , , , , , , , , , .. , BC Odyssey, , , , , , , , , , , . , , , .. , , , , , , , , , , , , . , , , , , , , 57 Ontario , , , , . , , , , , , , , , , , , , , , , , , , , , , . , . , .. , , , , , 5 Pagen , . , , , , , , , . , , . , . , , , , , , , . , , , , , , , , , .. , , , , , 44 Poynter Books , , , , , . , , , , , , , , .. , , , " , , , , , , , , . " 41 Price Company , , , , , , , , , .. , , , . , , , .. , , , .. , , . , , 48 Snyder Ent,,,,,,,,,,,,,,, .. ,,,.,,,.,.,,,,,,,,. 19

Close Encounter

Soarmaster .. , , , , , , . , , , , , .. , , , , , . , , , , , , , , , , , 60 Sprague Aviation,,,, ... ,,,,,,,,,,,,,.,.,,,,, 10

Dear Editor,

Stratus , , , , , , , , , , , , , , , . , , , , , , , , , , , , , , , , , . , , , , , 53

I would like to compliment Hang Gliding for printing Holly Raser's article entitled "Close Encounter, Anatomy of An Accident," in the August 1980 issue. As a relatively new hang glider pilot, I appreciated the point of the article; it is impossible to overestimate the importance of safety in this sport. I love hang gliding and couldn't agree more, I'm sure that it is an easy matter for more seasoned pilots to begin taking things for granted, such as their abilities versus the natural elements and their equipment. It is precisely at this point that accidents begin to occur, The excitement we all feel about flying can easily take over our rational judgment at times - particularly when we are anxious to fly. Keeping this in mind will make last minute flight decisions easier and safer. Thanks for sharing your experience Holly!

Striplin Alrcratt , .. , , , " , , .. , , , , , , .............. 41 Texas Ornlthopters .... , .. , . , , , , , , , , , , , , . , , , , . 59 USHGA .. " ", " ..... , ........ ". IFC, 1, 47, 56, 59

us Moyes , , , , . , , , . , , . , , . , , , , . , , , , , , , , , .. , , , , , 55 Volmer ... , , , .. , . , , . , . , , , , , , , , , , .. , , .. , , , .. , , 41 Wills Wing, Inc, , , , . , , , .. , , , , , , , , , . , , , , , , 26, 27, 28

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

Cherry Householder Chicago Heights, IlL HANG GLIDING

KWIK-CLAMP INSTRUMENT BRACKET

One 5/16" wingnut is all you tighten to secure your instruments. No bolts, hose clamps or tools to hassle with. Jusl loosen, not remove, one wing nut. That's it\ machined from 6061-T6, and using aircraft hard· ware this bracket is the simplest and fastest to use on the market. Made for 11/8" control bars, for 1" bars adaption kit will be supplied. See your local dealer or send $14.0Qplus $1.00 postage to KWI K-CLAM P.

'~L\IQl)OQNt

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The LOGICAL approach

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The NATURAL progression. Thr AJRil-0.IIHE J1Jlem 0U.ow1 the pikil to Qdvonce lo lhe hill I-Y!)94t1 of a cocoon 111 o uH 1el pace, Syitem One i1 11 ki<lcer , knee honger, <o<O<lrl harneu, wJJh

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DON'T TAKE OUR WORD FOR IT! Here's an unsolicited letter to the editor from USHGA Director Mike Turchen about George Worthington's new book.

Dear Editor: This is being written in order to share some impressions in respect to George Worthington's new book entitled "In Search of World Records." First, a word about my background as it pertains to hang gliding: I've been a hang glider instructor and dealer since 1972. I am currently a member of USHGA's Board of Directors. This is one of the only books, pertaining to hang gliding, that has kept me completely engrossed from cover to cover. Through reading this book, I have been able to increase my own flying skills and I'm sure that all pilots of all ratings will find it very worthwhile from many aspects. There are tremendous safety tips. There is an example of extraordinary determination. There are lessons for people contemplating entering the sport, for pilots entering the competition scene, and for those pilots who wish to ever attain their own World Records. This book has influenced me to the extent that I will not sell a hang glider without also including this book. I truly believe this has made my instruction program safer. We should all learn from other's mistakes as well as their triumphs. I felt it necessary to write this letter to encourage everyone in the sport of hang gliding to go out and beg, borrow, or steal a copy of George's book. For as well as being a learning experience, it is also a very entertaining one that I feel all should share. Mike Turchen Windways Flying Machine 1368 Max Avenue Chula Vista, CA

To order, send a check or money order to Hang Gliding Press, Box 22552-H, San Diego, California 92122. The soft cover is priced at $9.95, the hard cover at $12.95. Please add an additional $1.50 for handling and postage. Applicable sales taxes will be paid by Hang Gliding Press. Not available in bookstores.

NOVEMBER 1980

Accident Correction Dear Editor, In the September, 1980 issue of Hang Gliding in R.V. Wills' accident review, pages 42 and 43, there is an error in the account of Steven Rehfeld's death. 1) The pilot's name is Rehfeld not Rehfield. 2) Rehfeld was flying an "Olamana" not a UP Mosquito. The Olamana was a highquality, low-production glider designed and produced in Hawaii by Rehfeld. It was not HGMA certified. 3) As for the comment regarding the Mosquito that it was a "new glider he was not familiar with," this is also totally erroneous. Rehfeld had just completed over two weeks of commercial film work for HBO TV, sometimes flying four hours per day in the Mosquito. He was entirely familiar with this glider, in fact, he flew it so much he was locally identified as a "Mosquito pilot" - probably the reason for the error in the report. Pete Brock Ultralite Products

Supine Safety Dear Editor, Over the years we have seen a recurrent discussion among hang glider pilots concerning the relative merits of the supine and prone flying positions. The arguments have typically touched on the subjects of aerodynamic drag and pilot control authority. It strikes me that one equally important consideration when determining "the best" all around flying position gets very little attention. That is the crash safety aspect. Personally I fly supine and I have never found it significantly inferior performancewise to prone flying, provided the glider has been properly rigged, preferably with an old-fashioned "bubble-bar" to extend the speed range. I also believe a fully padded and carefully adjusted supine harness may be the more comfortable for long flights. Last year I did a downwind stall while trying to ridge-soar in weak lift and crashed into rocky ground. As I was already in the supine position it was natural to "freeze" fully reclined, keeping the feet first and legs tightly together with slightly bent knees in preparation for the inevitable impact, which "only" resulted in broken ankles. Now, since the totally stalled glider dived perpendicularly into the hillside, it is doubtful in my opinion that a prone pilot would 6

have even survived this crash, even if he had managed to scramble to the conventional stand-up position before he hit. To generalize: I think it is very possible that many serious and fatal accidents involving prone pilots could have had less catastrophic consequences had the pilots been supine, thereby permitting the legs to absorb most of the impact energy. It goes without saying that injuries to the lower extremities (being the strongest structural parts of the body anyway) are always less critical than, and preferable to, head, spine and abdominal injuries resulting from the same given amount of deformative energy.

It might be interesting for some people to understand the nuts and bolts concepts but basically, I don't care. I fly an assembled Easy Riser built from products supplied from UFM and I assume the integrity of the craft. With reference to the section devoted to weather, I would think that the rule of thumb would apply. If it looks good - go, if in doubt - don't. What could be simpler? I say to you, let's keep it basic, simple, and easy to understand. It's very easy for some to overco~plicate and overdo things in general. I say thanks to Dennis Pagen for keeping it simple. Paul M. Nulton USHGA No. 28350 Beginner I

Martin Bergman Stockholm, Sweden

Ultralight Instruction More on Bridles

Dear Editor,

Dear Editor, Please add as a footnote to J.C. Brown, Keith Nichols and Peter Gray's letter on reflex bridles (also known locally as leech lines), the observation that a number of the fatal accidents reported in R.V. Wills' accident review could clearly be related to the lack of such simple and basic safety devices. My own near-fatal accident on 4 May '80 was clearly so related, after repeated urging from the designer of my B.F.G. glider (Terry Sweeney) to fit a reflex bridle to the glider. Since my accident we have suffered a fatal accident in this region in which the pilot, an experienced flier, had removed the tip definers, an equally dangerous practice. The message is so painfully clear. If they come on the glider, leave 'em there; and if your glider is older and not so equipped get competent directions for a retrofit. Clumsy ground handling is certainly a small price to pay for a pitch-positive glider. Burr Smith

Not Too Short Dear Editor, In the August, 1980 issue of Hang Gliding an article appeared written by Glenn Brinks about Dermis Pagen's book, "Powered Ultralight Aircraft." I feel that this is a good basic starting book and is not too short. It covers the basics. The most important fact is to fly low and slow. Some people feel they must over complicate things and scare the average pilot away from ultralights. If basic common sense rules then the feel of the craft becomes natural. If it feels good do it!

In the past six months, I've talked with many people who are starting to fly ultralights. Some have a truly amazing number of hours in small aircraft, some in jets, some in hang gliders, others with no experience at all, but a true desire to fly. Most of these people have approached ultralight training with respect for the potential dangers. Many of them have, for all their experience, had an uncomfortable (at the least) first flight. Sometimes the aircraft was at fault for many different reasons (bad design, bad assembly instructions, bad materials). Often the problem was due to the pilot not spending enough time on the first steps of training. Please get good, no-rush instruction with your ultralight. Get Jack McCornack's and Dennis Pagen's instruction manuals. Be meticulously perfect at each stage of training. Spend a minimum of one hour taxiing, until you're a pro. Then fly inches (just inches) over the ground - very difficult until you master the controls. Hours and hours of beautiful sunrises and sunsets await your graduation. You'll be able to relax completely and take it all in. There's no need to hurt yourself. Better to take extra care. Judy Hopkins Downington, PA

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

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check in with the flight director before fly. ing. To cover insurance, there is a $2 daily use fee, or a yearly membership for $20. Torrey Pines is rated as an Advanced site. Among the irnprovements provided by Flight Realities are two Rent-A-Cans, and some earth moving to fill in the more severe erosion ditches in the landing area. Future plans include improved spectator areas, lawn and a weather number pilots can call to find out velocity and direction. Pilots desiring further information can contact Hight Realities at] 945 Adams Avenue, San Diego 92116, or call (714) 455-6046.

NEW USHCA welcomes a new certified school: Wasatch Wings, Inc. 700 E. 12300 S., Draper, UT 84020.

Chinese aeronautics engineers from the People's Republic of China recently viewed a demonstration of hang gliding at Jockey's Ridge. The visitors, guests ol NASA (Na·· tional Aeronautics and Administration) and their Langley Research Center in Hampton, Virginia, were treated to a brief lecture and film viewing conducted by Dr. Francis Rogallo, formerly with NASA before his retirement. The Chinesf' delegation was dazzled with a breath-taking Yarnall Winch tow demonstration off Jockey's Ridge by Doug Rice. NASA official Jack Van NPss, a student hang glider pilot of Kitty I lawk Kites, was instrumental in arranging the reception and demonstration at the Nags Head attraction in cooperation with owner John Harris. (J. Foster Scott, Dare County Tourist Bureau.)

Like many popular flying sites, Torrey Pines has had a need for consistent flight direction. This has recently been achieved through a cooperation between the City of San Diego, who owns the site, and Flight Realities, a well-known hang gliding dealership. Flight Realities is providing full··time flight direction and is installing a new shop at the site, offering lessons, sales and equipment. Visiting pilots will be required to

POWER

associated with teaching powered ultra·· lights, followed by actual teaching demonstrations with a major ernphasis placed on safety. The participants were then given written and oral tests dealing with technical aspects of ultralights and the FARs. It was agreed by all involved that the clinic was immensely informative and that the involvement of the USHCA and the powered ultralight program will be instrumental in making the sport safer, and in keeping government regulation to a minimum. Those attending the clinic were: Jeff Ingersoll Eastern Ultralights R.D. 1 Route 54 Hammondsport, N.Y. 14840 Norman Mooney 9801 Bunker Highway Eaton Rapids, Mi. 48827 Mike Neuman

August 23 and 24 the first USHCA Powered Ultralight Instructors Certification Clinic was held in Ellenville N.Y. USHCA Vice President Dennis Pagen and Dan Chapman, who runs Aerial Tech.niques' powered ultralight training program hosted the clinic. In attendance were instructors from New York, Pennsylvania and Michigan. Seminars were held covering problems

13[ Friday SI.

Pittsburgy, Pa. 15209 William H. Scott 59 Valley Ave. Montgomery, N.Y. 12549 Dan Sutliff 317 Lansing Stat. Rd. Lansing, N. Y. 14882.

LEFT TO RIGHT: Kneeling; Mike Neuman, Dan Chapman. Standing; Dennis Pagen, Scotty, Bob Murphy, Jeff Ingersoll, Dan Sutliff, Tony, Norm Moony, Mrs. Moony.

HANG GLIDING

US NAVY GOES ULTRALIGHT

tative plans are to move the tools, jigs, etc. to North Carolina and establish a facility for manufacturing Seagull parts. Kitty Hawk Kites estimates it will take several months before they are prepared to manufacture parts. Contact: John Harris (919) 441-6094.

USHCA REPORTS The United States Navy has turned its attention to the "lighter" side of its wideranged commitment. It recently purchased a Mitchell Wing B-10 homebuilt ultralight airplane for ground and flight-testing at its China Lake Naval Weapons Center in the Mojave Desert. According to Tom Bozack, engineer and program coordinator, the Mitchell Wing is one of four motorized hang gliders being evaluated by the government for the Marine Corps. "At present, we're simply gathering data," Bozack said, "and, based on the information we obtain from this test program, we'll determine if there is, in fact, a potential in meeting military missions using the technology of ultralight aircraft." Possible utilization includes such areas as search and rescue, front-line reconnaissance, remote communications, relay and artillery spotting, among others. The list is on-going. Buying and flying ultralight aircraft is only a part of the overall evaluation, Bozack explained. At this stage, the Navy is simply looking at this "state of the art" in a broad sense, looking at how ultralight aircraft are put together, their flight dynamics, stability and control, structural strength, aerodynamics and propulsion. "Naturally, the military is always interested in such side issues as detectability, radar cross-sectioning, infrared, and that sort of attraction," he said. Other homebuilt ultr~lights being evalu-' ated at China Lake are the Quicksilver, Petrodactyl Fledgling and the Eagle.

KITTY HAWK BUYS SEAGULL ASSETS Kitty Hawk Kites, Inc. of Nags Head, North Carolina recently purchased all the physical assets of Seagull Aircraft, Inc. of Carpinteria, California. These assets included all the tools, jigs, raw materials and parts inventory. Kitty Hawk Kites' ten-

NOVEMBER 1980

Accident Review It's been a bad year by Doug Hildreth In February, 1980, at the Board of Directors meeting in Denver, an Accident Review Subcommittee of the Safety and Training Committee was created. Its purpose was to collect, analyze and report data on hang gliding accidents, such that through education a decrease in incidents and severity of hang gliding accidents might occur. The primary role of the committee was to collect and analyze data on non-fatal accidents, since R.V. Wills has been doing an excellent job related to fatalities. Over the last six months a number of reports have come in, and I would like to take this opportunity to publicly thank each and every one of you who has contributed to our informational store. I would also like to implore those of you who are aware of a hang gliding accident, to report it to me through the USHGA. All too frequently everyone assumes someone else will send in a report, and one is never received. Despite the relatively limited number of reports we have to date, and the fact that they have not been totally analyzed, some findings and trends have become so blatantly obvious to me that I felt a non-statistical editorial impression was mandatory at this point to make fliers aware of what's happening.

Failure to hook in: Despite this terribly obvious item, it continues to be a significant cause of accident and death. The Safety and Training Committee is recommending that all instructors require a maneuver (lifting up the glider to feel the tight straps) such that the pilot always knows that he is hooked in. Routine hang checks before launch are mandatory in our club, and we recently had a visiting pilot refuse to allow us to hold his nose and do a hang check. The following day he launched without being hooked in (fortunately, the slope is gradual). Two other items: the Montana group has practiced climbing back into the control bar (control bar hanging in a hangar to develop their skills with this predicament). Although a few pilots have "flown it down" in the control bar without being hooked in, it is more common for them to fly away from the hill, get significant altitude, and then "lose it." It appears that almost always it is more advisable to let go of the glider immediately on launch and fall a relatively short distance. Stall on launch: This continues to be an extremely major cause, if not the major cause of death and injury. This has resulted in the Safety and Training Committee advising that all students be instructed regarding the stall, and that a stall skill will be written into the Hang I and II tasks. Stalling on launch, with the glider turning back into the hill is happening far, far too often, and is so simple to prevent. Not only are intermediate pilots doing it, but so are experienced pilots attempting to get into their harnesses. (Two recent reports specify cocoons.) Stall on Landing: Pilots continue to stall the glider when approaching a land_ing. Frequently this is associated with a turn, stalling the tip in the turn. We reemphasize the importance of minimizing turns on final approach, and carrying adequate speed to prevent this serious mistake. Aerobatics: The second highest cause of serious accidents behind stalling on launch is aerobatics. A number of pilots have been killed and seriously injured as the result of aerobatics. The aerobatics are resulting in dives without recovery. Glider Modification: In certain areas, glider modification is apparently commonplace. Loosening the sail as much as three inches resulted in one crash where the pilot miraculously escaped serious injury at Dog Mountain. Attitude: There is no question that certain pilots are more likely to have an accident. Both experienced pilots and "woofos" have been heard to state "that's an accident looking for a place to happen," and "we knew he was going to crash someday." This

attitudinal characteristic is pervasive in certain individuals, but appears to occur periodically in some individuals (following episodes of severe emotional stress). This phenomenon is well established in other areas (auto accidents) and it is no surprise that it occurs here. The next two steps are more difficult and involve secure recognition followed by a method of communication of this concern to the "accident prone" pilot.

Mark Gibson deploys his parachute following radical maneuvers and structural failure.

Power: A number of deaths are occurring in powered hang gliders. There are few injury reports, and I am concerned that most of the power accidents result in death. Almost all of these have been "power on stalls" with resultant full power dives. In the near future, we will be analyzing more concretely our data and putting it here in Hang Gliding magazine. Hang gliding is a most beautiful, exciting and exhilarating sport. There are uncontrollable risks involved, but they are relatively minimal. Almost all of the accidents of which I am aware involved a subtle or usually flagrant violation of basic principal and reason. Please do your part on your local hill to help other pilots recognize the risks and dangers, to offer advice and warn. It's frequently a difficult thing to do, but if you prevent one accident, you have done an immense service to our sport. ~

This column is intended as a regular feature of Hang Gliding magazine, and to succeed in this endeavor I need your help. Please forward to me the specifics of any flight that you feel deserves recognition, be it yours or that of a friend. What you send me need not be in any particular format, in fact a loose paragraph giving some of the following particulars would be most helpful: pilot's name, location and a description of the site, weather conditions during the flight, type of equipment, duration, altitude gains and distance. Make it of a personal nature if you wish. The whole point of this column is to recognize the personal milestones in your flying experience, be they of serious or humorous nature. Send the information to: MILESTONES cl o T. C. Raser 2425 Mullan Road Missoula, MT 59801

KANSAS: In the second week of May, 1980, at Bollins flying site, Dick Turner made a test flight on a student's 205 Moyes Maxi. Before the flight was over, Dick had gained 1,480 feet over the top of this 250-foot hill north of Levenworth, Kansas ... WITHOUT A WINCH! As far as we know, that's a record for the state of Kansas. UTAH: It's come to our attention that the current altitude record for Utah was not as reported in the July issue. The current record was made on Aug, 2, 1978, by Pat Leach of Colorado. While flying with three other pilots, Pat had an altitude gain of 8,000 feet at Crawford Mountains just outside Randolph, Utah. Pat topped out at the head of the line, but his fellow pilots didn't do badly. Two of them, from Pueblo, Colo., and Fort Collins, Colo., had 4,500-foot gains. The third, from Golden, Colo., got to 6,500 feet above. Pat's flight was made in an Olympus 180 and lasted four hours and ten minutes. It must have been one of those Golden Oly's ...

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CONNECTICUT: Tom Ives, president of the Connecticut Hang Glider Assn., Inc. has broken the duration record of five hours, six minutes established by John Hamelin, by soaring five hours, thirty minutes. The flight, in a Fledge, was made at Talcott Mt. in Avon, Connecticut on July 30, 1980. ARKANSAS: Miller Stroud set a new distance record for Magazine Mountain in Region 6. Miller took off in a Fledge II at 5:30 p.m., gained 5,100 feet and flew a total distance of 21 miles - on his first XC attempt.

Keep those cards and letters coming!

HANG GLIDING

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Bird's Eye View

Flying Without Fear

by Lauran Emerson An engine coughed us awake in the predawn blackness, and we rolled out of the tepee and stumbled toward the sound. It was the end of June, our last day at Big Southern Butte, and a cold 29 degrees in the desert. We had had our fill of strong-wind days, and had decided on an early-morning glass-off flight before packing up and heading home. A calm dawn was breaking as we reached the top. Seven pilots made the trip, and three went off in the first breeze that blew up the mountain. They found steady sink all the way back to camp. By 8:00, it had picked up a bit and three more of us flew off into sporadic lift and a bumpy, cold flight. As we landed and began to thaw out, a truckload of flyers went up for one more try at the elusive cross-country thermal. I got a cup of coffee and started tearing down my Oly. Someone appeared and offered a ride to the top, and I decided to head back up and join Hugh, who was still at launch waiting for the perfect wind. At the launch site again, the wind had increased. The other pilots gave a rundown of how conditions had been developing. The cycles had been very variable but were getting better. A cloud street had already appeared beside the mountain, heading north. Everyone at launch was engaged in that hang gliding pastime, kicking rocks. The wind kept picking up, steady in the high 20's, and gusting to the high 30's. The lulls were in the low 20's and were infrequent and of varying lengths. It looked as though we were going to be blown out before long. I had the slowest glider on the mountain,

and as soon as I was set up I decided to launch in the next lull. I wanted to get off before the wind got any stronger. We had been flying for a week in windy conditions, and I felt confident that today was no different. I planned to fly away from the mountain during the lull, then circle around to the west to set up a clear path to camp. If the winds were impenetrable up there, there were SO miles of desert for a landing area. I wasn't scared. I wasn't even nervous. The morning flight had been a good warmup, and I figured I might even get lucky and catch that cloud street. Helping at launch were Dennis Sitton, Tom Ross and Hugh. The four of us had flown for many years, together and separately, in a wide range of circumstances and conditions. And each of us had just spent nine days in the desert, stretching our tolerance of high winds, and flying time after time without incident. There was no doubt that the wind was strong, but there was also no doubt in my mind that I'd be able to penetrate in a 20 mph lull. Hugh and Tom held the wires, and Dennis walked down to watch a tree further down the mountain - one of our wind indicators. A lull finally came, first to the tree and then to us. Hugh and Tom let go as I said, "I've got it!" Famous last words. I was holding the nose down as I stepped forward, and suddenly it, and I, were headed straight up. The "lull" was lift so strong that it was impenetrable. In a split second, I shot 100 feet straight up. As my feet were jerked off the ground, I shoved the bar to my knees and locked my elbows to keep it there. A hundred feet up, I stopped climbing and started being blown backwards. I knew, as did everyone at launch, that the canyon behind the launch was bad news. Two flyers had died there. The rotor was fierce on the mildest days and unbelievable when the wind was up. So, I knew I couldn't get blown back there. My right wing lifted and started blowing back. With my arms fully extended down, I'd been rotated into a 45-degree angle from prone and had almost no sideways leverage. As the wing came up, I fought it inch by inch. I prayed, fought, and talked to myself. "You can't go back there, Birdie," I said aloud. "You can't go back there. People die back there." Slowly, inch by inch, my wings leveled. Inch by inch, the glider crept forward and sideways. I crabbed to the left and after a few-minute eternity I had gained on the ground and was even with the launch again. All my strength, experience and instinct for survival went into that battle. The minutes passed, and I had no tricks left, no ace in the hole. I simply did everything I could, knowing as I did so that the outcome

was beyond my control. At least the wind, which had blasted in after my launch and never let up again, was a smooth roar. A bit of turbulence, or a little more force, and the tables would have been turned. But in the end I was lucky. After ten minutes of fighting, the worst danger was over. Those ten minutes still haunt me, and I hope they always will. That was the only flight of my life in which I had no reserves. I was completely at the mercy of the wind. It was awful. It was my decision to fly that day. There were no pressures on me to do so, and it didn't seem especially risky at the time. None of us thought it was unsafe. We had spent so many recent days in high winds that our natural caution, and my own highwind flying limit, had been blown away. My natural fear at takeoff wasn't there to protect me. A week after that flight, I was berated for writing about that same preflight fear. A lady pilot from Southern California wrote, "I don't feel it helps our image to continuously be flogging that point (of being scared on takeoff). Maybe if you quit mentioning it, other flyers will just sort of forget about it, and even eventually come to feel that women are as good as they are!" That pilot considers fear to be a sign of weakness. I consider it a sign of mental health. It is nature's way of telling us to be careful: that there is danger and we are taking a risk. A fearless pilot should not be equated with a good pilot. Fear does not make you inferior. It makes you safer. It can sharpen your senses, tune you in and make you concentrate on the task at hand. It is nothing to be ashamed of. Like any emotion, fear may be directed constructively or destructively. If your preflight jitters are accepted as a normal part of your pre-flight routine, they can be turned to your advantage. That nervous energy can be directed into a bolt-by-bolt pre-flight check. It can be directed into conversations with other pilots about the conditions. It can always be directed towards some constructive end. It's okay. It's on your side. There is no need to deny its existence. The loss of fear is a contributing factor to most of the fatal accidents among experienced hang glider pilots. Failure to hook in, aerobatic maneuvers and unapproved glider modifications are all accomplished by those whose fear has been dulled. If you can stand at launch and feel completely confident, with no tinge of fear, that is the time to beware. Personally, I do not like being scared. I do not fly for fear. But if a little fear is necessary to get me safely off the ground, I accept it. It enables me to fly without fear. ~

HANG GLIDING

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Here's a tip from 0.]. Romero, Hayward, California: For those people who do not wish to use a locking carabiner for their parachute bridle line system, I have a simple solution that will assure the bridle line is always affixed to the harness. Use a piece of tubular rock-climbing webbing to make a backup suspension loop for the harness and loop it through the bridle line loop as well as the carabiner. The webbing ends should be tied together with an

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BACKU? W~'BbiNG

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--------------· 13

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OPPOSITE PAGE: One of the sport's most skilled aerobatic flyers, Rob Kells, turns his Harrier 90 degrees to the horizon at the recent Masters of Hang Gliding Championships at Grandfather Mountain, North Carolina. INSETS: Masters winner Steve Moyes, his sail decorated with the Australian flag. The back side launch and the Mile-High Swinging Bridge at Grandfather. THIS PAGE, LEFT: Left to right; Steve Moyes, second place Peter Brown, meet director John Harris and third place Rich Grigsby. CENTER LEFT: The mountain's cliffs provide a grandstand for spectators. BELOW: The 2 7 Masters competitors with "Circuit Riding Preacher" Robert E. Harris. BOTTOM: Hugh Morton, president of Grandfather Mountain and meet sponsor, went out on the peaks of the mountain to warn pilots to break down their gliders because of an approaching storm, and the electricity in the air caused his thinning locks to stand straight on end.

Steve Moyes, from Australia, continued his quest to become the best pilot in the world when he became the first person to win back-to-back Masters of Championships at Grandfather Mountain. He literally refused to lose as he came from behind to win by first in the final two flights of the hard-fought contest. NOVEMBER 1980

The 27 year-old Moyes has won six of the eight championships he has entered this year, including the European Cross Country, the South African, Cypress Gardens, and his own country's championship. Second place went to fellow Aussie Peter Brown, 28, who was only one point shy of Moyes' winning score of 80 1/3. Rich 32, of Chatsworth, CA, the fastest of all pilots in the field, took third with 78 points. Judging 'was based on combinations of speed, landing accuracy and style, and flight duration. Moyes' second Masters championship was not secured until he defeated Great Britain's Robert Bailey in a 2-mile race from the launch site near the Grandfather Mountain Visitor Center to the top of MacRae Peak, 1/2-mile away and 700 feet higher in and then back to Linville Bluffs, another 1 1/2 miles away. Moyes won the race with a time of 3 minutes, 4.1 seconds compared to Bailey's 3 minutes, 5.8 only 1. 7 seconds less. Had Bailey won, the Masters might have gone to Peter Brown.

The original field included 27 of the top pilots in the world. Competition began Tuesday, September 2, and on Saturday, September 6, the field was narrowed to nine. Each of the 27 pilots flew 10 flights and the nine finalists flew eight more. Moyes won $2,500 for his spectacular finish, and Brown, who last year flew from Chattanooga to Knoxville on a crosscountry hang glider flight, won $1,500 for second. Grigsby took $1,000 for third ..... RESULTS Steve Moyes, Sydney Australia Peter Brown, Pacific Palms, Australia Rich Grigsby, Chatsworth, CA Tom Haddon, Mechanicsville, VA Robert Bailey, Leeds, Yorkshire, England Dave Rodriguez, Draper, Utah Joe Greblo, Van Nuys, CA Jeff Burnett, Milford, NH Mike Arrambide, Ventura, CA

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·.. :Other insurance companies may not give a hang about glider protection, but here's one that does-Scottish & York International Insurance Group. Our Hang Glider Insurance Program offers a choice of two plans, one of which even includes theft coverage .. Both plans provide protection against wind, hail, transportation, in-motion collision and other perils, as outlined in our policies. And we'll insure footlaunced gliders.as well as ones powered by gas-fired motors. · For more information on Scottish & York's Hang Glider Insurance Program, contact our National Administrator. We won't leave you hanging. Creative excellence in product development

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Altitude is • precious. Keep track of yours. Stop guessing your altitude. The Altimaster II will tell you at a glance, accurately and reliably. Knowing your altitude helps you make the right decisions; it makes your flying safer and more fun. Those are the real reasons to take an Altimaster 11 along with you.

Features • Lightweight, rugged and reliable Altimaster altimeters have been popular with hang glider pilots and skydivers for over 1O years.

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FLIGHT INSTRUCTION An interview with Ken de Russy conducted by Carol Price Photos courtesy Channel Islands Hang Glider Emporium

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"Hang glider pilots are not born: they're created by their instructor." "I never met a person I couldn't teach to fly." These two immortal quotes do not belong to Ken de Russy ... but they should. An extremely affable fellow, Ken de Russy is an exacting taskmaster who stresses fundamentals and demands precision and perfection of each skill before allowing a student to progress. In an extreme case a student spent six days "running" the glider on level ground before being allowed to fly even an inch off the ground. Passing a Hang 2 flight test off Ken's Santa Barbara training hill takes days of practice and Ken concedes that "most experienced Hang 4 pilots would have to practice a full day before they could pass." Ken writes off training wheels which many other schools feel save bodies and gliders by saying, "We simply teach our students not to crash." And his Hang Glider Emporium, which has operated since 1974, indeed has a nearly perfect safety record. Ken rarely gives deals and sells all equipment at full retail. Not only are Ken's schools more expensive but he requires most students to sign up for a minimum of nine to IS days. And his students love it. Why do students choose Ken's school when there are plenty of cheaper and less demanding ones around? More than any-

thing it's the attention to detail - the demand for perfection. Ken's raison d'etre partially stems from a fact obvious to any knowledgeable observer at any major flying site. There are "many experienced pilots who don't know anything. I mean, they don't know ANYTHING! It's criminal." This malaise is not unknown to other phases of aviation but there is less margin for error in hang gliding than in almost anything else a person might attempt in life. "I think in hang gliding you have to attain a higher level of perfection than you may have ever attained in anything before. You may get up and dress sloppy in the morning or leave your car dirty ... or be sloppy about anything. But you really can't be sloppy about hang gliding. You really have to be perfect in hang gliding to have it work right. The drills and the exercises [I put my students through} create excellent pilots, precise pilots. J'm dedicated to creating a whole cadre of skilled pilots instead of creating a sky filled wit/.1 poorly skilled bozos." Unlike some schools, whose purpose is to churn out a large quantity of student pilots (the more the better) de Russy would rather deal with a small number of students. "I can create a much better pilot that way." Insisting upon a student's pre-paid commitment to a 15-day course of instruction is

one way to weed out the cudous from the serious. But even beyond that is the universal truth that a little knowledge is dangerous. "Any school that doesn't insist on a student's taking something in excess of eight or nine days of instruction is really negligent. I can't believe that anybody in one or two days can learn anything but how to go out and endanger himself. Unfortunately, some instructors are so unsure of the value of their instruction and what they're worth that they're afraid to insist on as much instruction as a person should need."

WHAT MAKES YOUR SCHOOL DIFFERENT FROM OTHERS? The thing that separates us is that we teach people to fly upright in a prone harness without a stirrup and no knee hangers. Have you ever noticed that almost all schools have people flying prone right away? Have you ever noticed that most pilots don't feel comfortable flying upright? Have you ever noticed that most people are prone almost instantly after they take off? In fact, halfway through their run they're already leaned over to the point where they can never come back into an upright running position. In fact, most of the knee hanger harnesses out almost eliminate any HANG GLIDING

A student approaches the landing area from Ken's training hill.

possibility of your continuing in an upright position. We teach people to fly upright. They become absolutely secure upright. Consequently, once they learn prone they're very much at ease in flipping back up into a running position when they're 20 to 30 feet up in the air. We don't even let them put their hands on the base tube before they're ready to go prone, which in most cases isn't until the sixth or seventh day of instruction. And when they do go prone, if they feel a little uneasy they just immediately flip up, go back to upright and get on the down tubes.

WHAT'S SO GOOD ABOUT RYING UPRIGHT? It's nothing important other than the fact that upright is the position from which you start and the position to which you have to return. Of course, if we all launched and landed on our stomachs then prone would be the fundamental position and upright would be a luxury. But, in fact, it's the NOVEMBEr< 1980

Instructor Ken de Russy demonstrates the use of radio gear.

other way around. Upright is the fundamental position and you have to learn that first. If you don't, you can never be secure in your launches or your landings. Certainly a lot of people try to run down a hill with knee hangers and are taught lo get prone right away. I can't believe that there aren't more schools that realize that it's really silly to teach people to go prone right away. Actually, another good reason to teach people to fly upright is that there's a much more natural tendency to hang plumb with hands equal on the bar, not in some odd asymmetrical grip.

HOW DO YOUR STUDENTS GRIP THE CONTROL BAR? For the first five or six days they hold the control bar totally on the uprights, just like holding' a glass of waler. I can't believe that there arc people learning to fly with a grip like this (hands turned backwards in front of the bar and elbows behind). I can't understand how they can even move with a grip like that. Presumably the reason that

came about was to prevent people from breaking their wrists. But, you see, we just use a different approach. We teach our stu·· dents not to crash. We don't use wheels. We don't damage our gliders. We don't use gloves. We haven't used our knee pads in a long time. We do require our students to wear long pants, though. I'm not convinced that wheels reduce the injury potential in a crash. Actually I think students are encouraged to crash when using wheels.

HOW DO YOU TEACH PERFECTION?

We don't yield to the students. We don't: allow second best. They either do it the way we want them to or we keep them at a point where they can't go further until they dcvel· op the skill the way we want it developed. This lays the groundwork for having the attitude to attain precision. Some people who learn easily and don't have to do a lot of work always want to find a shortcut. But the people who have to do all the fundamentals over and over again until they're exactly right continue in this approach as 21

they continue flying. They demand more of themselves. My main interest is seeing improved learning methods not necessarily teaching methods but learning methods. Instructors are going to teach the way they're going to teach and they're going to use their own techniques; but certain things are fundamental to instruction. For instance, you've got to learn to launch; you've got to learn how to steer the glider when you're running; you've got to make it float over your head. Some people dive in on launch because they throw themselves into prone before they're off the ground. Have you ever seen an aircraft that jumps into the air? Have you ever seen an aircraft that retracts its landing gear to create the separation? How many times have you seen people pick up their feet to get off the ground? That doesn't make any sense at all. On an aircraft such as a hang glider, your feet are the landing gear. Don't retract your landing gear until you're off the ground. The separation must occur because you've flown away from the ground, not because you've picked up your feet. As long as your feet can reach the ground, they should be touching the ground.

YOU DON'T SEEM TO LIKE KNEE HANGERS. WHAT'S WRONG WITH THEM? I don't think anybody should ever use a knee hanger harness. I think they're real dangerous. I don't even sell them. You know, during takeoff, at a time when the glider is carrying about 90% of your weight, when it's most important for you to be able to continue your run, virtually all knee hanger harnesses reduce your running ability by about 50%. Most people with knee hanger harnesses would have a difficult time launching at our training slope, and, in fact, they often do. We get people who were trained elsewhere who want to come test-fly a glider; half of them can't even launch without the bar getting closer to the ground. People begin their launch with the bar at knee level and all of a sudden the bar's down at ankle level. It should never do anything but go up. We see these guys with knee hangers flip up into a landing position and flare all at the same time. Most of the students I see using knee hangers land on their stomachs.

SO YOU THINK STIRRUP HARNESSES ARE SAFER THAN KNEE HANGER HARNESSES? Definitely. Knee hanger harnesses are only for very advanced pilots, if anyone. They're death for beginners. The only com-plaint you hear against stirrup harnesses is

Ken teaches both the world's largest and smallest students.

some story of a guy hunting for his stirrup and crashing back into the hill. That's ridiculous. Getting in and out of a stirrup is no problem and it need never cause anybody to crash. A knee hanger harness does whatever it does and it doesn't give you any choice. It doesn't allow you to leave your legs down if you choose to. Whereas if you crash trying to find a stirrup, it's purely choice. You don't need to get into the stirrup right away; you can wait until you're a safe margin from the hill. It's like driving off the road trying to light a cigarette. I mean, you can't blame that on the car.

HOW DO YOU TEACH MORE ADVANCED PILOTS? After a student masters the fundamentals he is anxious to soar. But before a student actually tries to slow-fly, to work lift, to fly his glider as slowly as he can, I can insist that he have a minimum of 50 stalls. It's amazing the number of people who are flying high and have never stalled, or if they have they say, "Yeah, I stalled a couple of times." It's insane. I have my students prac-

tice all variations of stalls: stalls in level flight, stalls in turns, and real mild stalls progressing eventually to harder stalls. I don't mean a real radical attitude; I mean more of a pitch up on the stalls so there's a more severe break. Of course, this has to be done at altitude (400 to 500 feet minimum), well away from a ridge, and 500 to 1,000 feet away from any object. The instructor has to explain to the student what's going to happen and then the student has to go out and do it. I sometimes take students up tandem off Crestline and show them what a stall is and let them try it. Stalls are the most dangerous and most insidious thing in aviation because they're the thing that takes your control away. So one of the first things you should do when you've progressed to a big hill is learn stalls so that you're never in a position where you don't understand what to do. You should be completely at ease with stalls and find nothing "funny" or "weird" about them. Stalls are something most instructors don't explain. What's the standard explanation for a stall? "Well, a stall is a loss of HANG GLIDING

"Before a student actually tries to slow-fly, to work lift, I insist that he have a minimum of 50 stalls." lift due to too little flying speed." That's totally wrong. I mean, if you're going to identify only one symptom of a stall, the most significant one is not the loss of lift. People don't fall out of the sky when they stall. What do they usually do? They turn. A lot of people think you come to a stop when you stall. Of course you're still moving at whatever your stall speed is. That extremely poor standard explanation is the reason that students never realize that they're in a stall. They're waiting for the glider to fall and all that's happening is that it's turning. This is because nobody explained to them that the most significant symptom of a stall is a problem with turning; you can't turn when you want to or the glider turns without any input from the pilot. The pilot thinks there's some mysterious force turning his glider so he opposes it with lateral correction. If he knew it was a stall he'd just automatically pull in. Instead, he fights it. It's a classic situation. Generally your stall recovery happens more quickly if you go with the direction of the turn. Most of the time you are in some degree of bank when you stall. If you're more than a couple of degrees off level the stall breaks to one side or the other and it makes a difference whether you go with a turn or oppose a turn. If you oppose a turn and pull in the recovery is slower than if you go with a turn and pull in. That's because it's your inboard wing that's stalled and when you get your weight over the inboard wing you speed that wing up. So we teach our students to fly by roll authority. As soon as they begin to have problems with roll authority they speed up. It should be an automatic process. As long as you don't give up your roll authority you're in good shape because nobody ever falls out of the sky. It just makes good sense that before you ever slow-fly (which is the time you're most likely to stall) that you practice stalls and can recognize and recover from them. People don't get hurt from deliberate stalls. They get hurt because they stall and don't recognize it. It's not so much that there's a problem inherent in the stall itself: it's that people don't understand or recognize it.

fly up against a ridge or cliff until they have 50 to 70 stalls. I think students should get high, well away from a ridge and do lots of stalls. Any place that allows them to be a minimum of 400 to 500 feet is fine. It's not that I expect them to lose 400 or 500 feet, but it's important not only to have the margin but for the student to clearly know he has the margin. If there's pressure, like being near the ground, he'll respond differently. A student can encounter a problem way up high and he's at ease because he knows he's got plenty of room to recover and he'll go ahead and take the proper action. The same situation down low pressures him into panicking and he freezes and doesn't make the right response even though he knows the right response. Crestline is one of the best places I know of to learn to stall and thermal. It's an easy launch and has a huge landing area. It's one of the few places where a pilot can go over the foothills, away from the ridge and other pilots, and practice stalls and thermalling in absolute safety. You don't have to worry about 360'ing back into the cliff. There's no cliff.

WHERE DO YOU SUGGEST THAT PEOPLE PRACTICE ST ALLS?

WHAT KINDS OF INSTRUCTIONS DO YOU GIVE YOUR STUDENTS?

Most people learn to soar, to slow-fly, along a ridge or cliff. My students do not

Our instructions are constant through each flight. We use a bullhorn and tell the

NOVEMBER 1980

ul've never felt so confident in the gliders as I've felt in the last couple of years . .. .I'm glad certification exists."

student to do a quarter- or a half-inch movement every time we give a command. If we want more we'll repeat the command. When they're coming in to land you might hear something like this: "Out, out, out ... out, out ... out, out, out, out, out, out, out, out, out." We just repeat the command and after a couple times they really start getting the idea of exactly how we want them to flare (or anything else). WHAT MAKES A GOOD TRAINING GLIDER?

What makes a good training glider is probably an interesting subject, but I don't think it controls whether people learn to fly safely or not. It's all in the way people are taught. I could teach someone to fly in a Mosquito. I have taught someone in a Sensor. WHAT EQUIPMENT DO YOU RECOMMEND TO YOUR STUDENTS?

There isn't any reason to get anything but brand new equipment. If you're absolutely poor and cannot afford it ... well ... that's usually just an excuse. People say they can't afford a thousand-dollar glider yet if you offered them a brand new Cadillac for a thousand dollars, they'd have a thousand dollars. So most people can afford it but they can't see that it gives them enough value. The greater value lies in the fact that 1979-80 gliders are infinitely safer than the older gliders. Sure, we all flew standards at one time but we don't anymore. We know better. WHAT MAKES THE NEWER GLIDERS SAFER?

WHAT'S THE HARDEST THING FOR AN INSTRUCTOR TO DO?

Getting the student to explicitly follow directions. First of all, we indoctrinate the students as to how to make the training work for them: what to do to get the most out of our instruction. It's vital that they follow our instructions.

Certification. I've never felt so confident in the gliders as I've felt in the last couple of years. I know that they're made well, that they're absurdly strong, and that they're really pitch positive. I'm glad certification exists. It's absolutely remarkable and represents the naivety of the whole sport. I can't believe that any major industry would be so conscientious in imposing all these regulations on themselves. It really shows how wholesome and innocent the industry is. It's the most responsible thing I've ever seen and it makes me proud to be part of our industry. 23

Ken never misses an issue of Hang Gliding magazine.

WHAT ABOUT ALL THE COMPLAINTS THAT CERTIFICATION PUTS AN UNFAIR BURDEN ON COMPETITION PILOTS? I think there ought to be contests that don't require certification. That's a fairly simple thing to do. But most pilots and certainly all student pilots ·- would be better off flying certified gliders. WHAT ARE YOUR THOUGHTS ON THE USHGA RATING SYSTEM? I think that as our sites become more secure that's ultimately the program that has to be used. I think there's a whole lol of things that need to be expanded into it. Interestingly enough, the flight test is the most difficult part of the hang rating program yet is the part that is the least supported. Observers will reasonably check to sec if a person has had his previous rating long enough and make sure he passes the written test. Then they'll watch a guy do a couple 360's and give him a Hang 4. Actual·· ly it's much more complicated and precise. People keep interpreting the program. The program doesn't need to be interpreted; it needs to be followed. If a person actually goes through all of the flight tests and everything that's involved, he'd be a pretty skilled pilot, a capable pilot. But people modify things and take a coastal site and say it's an inland site. They take the figure 8 pattern in the Hang 4 test and go out and do a little thermalling and have an observer watch. It's really much more precise than that. I know that when I started flying around pylons at Escape Country my flying skill improved incredibly. You can race

around the sky and be imprecise. Actually it's possible to be very imprecise in flying and survive. There arc millions of pilots who arc living testimony to that. I think it is imprecision that gets people sooner or later. HOW DO YOU ADMINISTER A HANG RATING FLIGHT TEST? For Hang 2 I interpret the program literally. I think it's real neat. The student learns a lot from it. The program says you have to do planned S turns around points preselected by the pilot. I actually make the student place traffic cones on the hill and make him keep moving them until he creates a successful course. Some guys will put

the pylons in an impossible position and I'll watch them and say, "You just put them where you want. You read the program." The first thing I require when somebody wants a rating is that they read the program and know it from beginning to end. When l tripped onto that it saved me a lot of explanation. If a student's a little bit off his pylon on the novice course, he really resents that it didn't work but he's also a little frustrated with himself, that he didn't do better. So when he passes, he feels real proud that he really did it, that he earned his rating. We didn't do anything for him; he earned it. People should practice the flight test before they go out and bother an observer. If the observer's not charging, the worst thing in the world is for some guy lo come up and say, "Hey, what do I have lo do for my rating?" And then he makes the observer show him how to do it. Then he prac .. tices il with the observer watching, fails, and then puts the observer in the position where he's got to decide whether he wants to tell the guy the truth - that he did a lousy job _ . or fudge and give him his rating. If a person's going for a rating he should really take the time to practice it.

WHY ARE YOU SO SUCCESSFUL? The main reason we are successful is because we treat every customer we've got like we want to make him an absolutely perfect pilot. Like my wife, Bonnie, says, "I want to be totally used up. I want our customers to use us up totally. I'd rather be totally used up at the end of the day and know I've put out 100% than to sit around and take it easy." .,...

LEFT TO RIGHT: Bob Brown, Jeff Mailes, (senior and assistant flight instructors) Ken de Russy and wife Bonnie Nelson at their original Hang Glider Emporium.

HANG GLIDING

STATEMENT OF OWNERSHIP, MANAGEMENT ANO CIRCULATION (Act of August 12, 1970: Section 3685, Title 39, United States Code.)

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. Title of publication: HANG GLIDING 2. Date of filing: October 1, 1980 3. Frequency of issue: Monthly 4. Location of known office of publication: 11423 Washington Blvd., Los Angeles, CA 90066 (Mailing address: P.O. Box 66306, Los Angeles, CA 90066). 5. Location of the headquarters or general business offices of the publishers: 11423 Washington Blvd., Los Angeles, CA 90066. (Mailing address: P.O. Box 66306, Los Angeles, CA 90066). 6. Names and addresses of publisher, editor and managing editor. Publisher: United States Hang Gliding Association, Inc., Box 66306, Los Angeles, CA 90066. Editor and managing editor: Gil Dodgen, 6000 Garden Grove Blvd., Westminster, CA 92683. 7. Owner: United States Hang Gliding Association, Inc., Box 66306, Los Angeles, CA 90066. Its Officers are: David Broyles, President, 1043 Austin St., Irving, TX 75061; Dennis Pagen, Vice President, 1184 Onieda St., State College, PA 16801; Jay Raser, Secretary, Rt. 2, Mullan Rd., Missoula, MT 59801; Bill Bennett, Treasurer, P.O. Box 483, Van Nuys, CA 91408. 8. Known bondholders, mortgages, and other security holders owning or holding 1 percent or more of total amounts of bonds, mortgages or other securities: none. 9. For optional completion by publishers mailing at the regular rates (Section 132.121, Postal Service Manual) 39 U.S.C. 3626 provides in pertinent Part: "No person who would have been entitled to mail matter under former section 4359 of this title shall mail such matter at the rates provided under this subsection unless he files annually with the Postal Service a written request for per· mission to mail matter at such rates." In accordance with the provisions of this statute, I hereby request permission to mail the p11blication in Item 1 at the reduced postage rates presently authorized by 39 U.S.C. 3626. Signed by: Gil Dodgen, Editor 10. Extent and nature of circulation: (A) Total No. copies printed: 12,281 av.Imo. preceding 12 mo.; 12,300 for issue #93. (81) Paid circulation through dealers and carriers, street vendors and counter sales: 3,044 av.Imo. preceding 12 mo.; 2,853 for issue #93. (82) Paid circulation, mail subscriptions: 8,497 av./ mo. preceding 12 mo.; 8,670 for issue #93. (C) Total paid circulation: 11,541 av.Imo. preceding 12 mo.; 11,523 for issue 1193. (D) Free distribution by mail, carrier or other means, samples, complimentary, and other free copies: 118 av.Imo. preceding 12 mo.; 129 for issue #93. (E) Total distribution: 11,659 av.Imo. preceding 12 mo.; 11,652 for issue #93. (F1) Office use, left-over, unaccounted, spoiled after printing: 133 av.Imo. preceding 12 mo.; 648 for issue #93. (F2) Returns from news agents: 489 av.Imo. preceding 12 mo.; O for issued #93. (G) Total: 12,281 av.Imo. preceding 12 mo.; 12,300 for issue #93. I certify that the statements made by me above are cor· rect and complete. Signed by: Gil Dodgen NOVEMBER 1980

by Jerry P. Sorenson This column is directed toward the Hang I or beginning pilot. I tell you that right off so that those of you who know all about Hang I flight can drift on past this article and on to something that is more your speed. That is not to say that you might not learn something from this article. It thrills me totally to hear of the great flying in the Owens Valley, pilots going to 18,000 feet, six-hour flights and Eric Raymond doing loops that dazzle the hawks, but I am just a lowly Hang II pilot with minimal thermaling experience and I really have trouble relating to 90-degree wingovers and the like. Since I have just emerged from the beginner stage I thought I would try and share some of my fantastic flying experiences with those of you who can really relate. Lets talk about attitude and then (if the editor likes this) we can move on to the more technical stuff later. If you are like I was (somewhere around Hang 1 1/2) then you should be arriving at the point in your flying career where you think you know it all. Ah, now don't think that is a stab at your ego, it's not. But you have probably spent the last two or three months at the nearby training hill and you have pretty well mastered the glider in the flying conditions that the hill allows. No doubt you enjoy having the Saturday beginner's class from the local glider shop watch you in wonder and admiration as you launch off the top of the hill and pass over them with a knowing smile. This is all fine and good, but the minute you decide to move up to a higher altitude launch you had better take a real close look at that ego. I suggest you go off to a high pinnacle somewhere and contempate the real reason you fly. If you decide that you really want to go on to greater heights, then the next thing you must do is take that fragile ego and roll it up into a little ball and put it in your back pocket and leave it there for awhile.

In this frame of mind you then approach a more experienced pilot and ask for help. Now I realize that this is not easy, I mean, after all, the people at the training hill thought you were God, so the step down is a bit tough. But nevertheless you must do this, because you don't know it all! Insulted enough yet? I would have been, but after two tree landings and one or two other close calls I have finally realized that I don't know it all. Remember that someday some other new pilot will come to you and return the ego you lost by asking you for your advice. The reason for the pilot rating system is to allow you to see how much there is left for you to learn. And if you are a new pilot, Hang I or near, you have a lot to learn. But don't worry, if you enjoy the learning half as much as I have you will go on and be the teacher someday, and know the true wonders of flying.

No Mountains? Soar Anyway!

FLY THE FLATLANDS! Tow Systems for All Makes of Hang Gliders. Tow system w/top and bottom release $400 and flotation with spread shackles additional $ 1O 2 point pulley bridle $ 30 Boat release with carabiner $ 45 All orders require 50% deposit. Texas residents add 5% sales tax. Send $1.00 for information package to; KITE ENTERPRISES Telephone Inquiries Invited; 1403 Austin Street Dave Broyles Irving, Texas 75061 Evenings (214) 438-1623

LELLU~IDE 1980 by David Stanfield Photos by Leroy Grannis

The 1980 Telluride Hang Glider Invitational wasn't just a Colorado affair, it was a national rendezvous with international guests, as pilots from fourteen states and six different countries got to experience some "prime time" flying during Telluride's short, but potent flying season. The aerial regatta of multi-colored ships was difficult to track as the gliders circled up to the cold and clear blue altitudes above the valley. Pilots cautiously explored terrain that is notoriously inaccessible to all but the hawk and eagle. The ominous tranquility of looking down at all the awesome beauty gave many a flying experience that they may never duplicate. More than 80 pilots took some 428 flights from Gold Hill, which stands in the rugged San Juan range at a modest 12,253 feet above sea level. And it's true, flying here is often a confidence game, two parts of attitude for every one part of technique. The simplicity of the Invitational was very appealing - fly-eat-party-sleep for seven straight days. And as it happened, day in and day out, pilots awoke to optimum conditions. In what became a typically decadent gesture, the kind you can only justify when you're "burning yourself out," flyers often traded their rides up the mountain for the sanctuary of their beds, in order to recover from yesterday's flights which lasted an hour too long, as did last night's party. Twenty-six-year-old Larry Tudor had no trouble in keeping up with the routine, in fact, he was one of the pacesetters. Using a 165-square-foot U.P. Comet as wings, Larry logged over 30 hours of airtime for the week, and in one flight he broke the Colorado duration record by two hours and forty minutes by staying aloft for seven hours and ten minutes. The Testors' Challenge Series was initiated during this Invitational. To honor exceptional flying in the San Juan Mountains, the Telluride Air Force presented a hang glider cross-country course called NOVEMBER 1980

"The Tellurider." The course total, straight line triangular, is 18.1 miles. The grand total, including launch to town park landing, is a straight line 22.1 miles. Some 48 expert pilots completed the course during the week. And pacesetter Larry Tudor lapped it three times in one afternoon, seven times total, and one time backwards. Fastest times of "The Tellurider" were posted by Larry Tudor, 39 minutes; Roldolfo Vellanueva in a Delta Viper, 46 minutes; and Ed Goss in an Antares, 52 minutes. Lovely ladies Liz Sharp and Liza Rojohn also received the certificate of recognition in completing the challenge. On day #2, Tuesday, Tudor was the first and only one to complete the course. On day #3, Wednesday, James Cobb handled a turbulent two and a half hour midafternoon flight to succeed. And later that afternoon, a 34-year old farmer named Charlie Baughman followed suit. His remarkable flight lasted five and a half hours, and it started and finished right in the same spot. Several hours into his flight Charlie nearly aborted his attempt while he dropped to just 700 feet above the landing field. An hour and a half later he had worked his way up to 17,000 feet and completed the course, sometimes skimming at tree-top level to return to Gold Hill and land. The special guest of honor was Dr. Paul MacCready, and guest speaker was Brigadier General Chuck Yeager. MacCready's movie and speech included his description and goals for his new "Solar Challenger." This ultralight solar-powered craft is hoped to fly from London to Paris piloted by a 100-pound female school teacher. Chuck Yeager's movie and speech focused on breaking the sound barrier. The "Father of Speed" then took the slowest flight of his career when Jack Carey took him for a tandem flight from Gold Hill. For seven days in a row there was usually someone in the air from noon until dusk. Free hang gliding ground schools, live

band, dancing girls and barbecued food kept the spectators busy while pilots were specks in the sky. Yes, flying in Telluride can be as good as its reputation - it sure was during this week! -r

CENTERSPREAD:Some scenes from Telluride by photographer Leroy Grannis

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A Stratus pilot accents the rugged skyline.

Author Da ve Stanfield, right, interviews General Chuck Yeager.

A bird 's eye view from Roy Haggard's Comet.

Walt Neilson in a Comet against the mountain's changing colors.

A Fledge pilot absorbed by the immensity of Colorado's wilderness .

Greg Duhon, in a Stratus, gives us a look at the Gold Hill takeoff.

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The purpose of this article is not lo en·" courage every pilot to run out and tandem, but rather to offer some guidelines to those who already fly tandem or have planned to try it.

I) a) 200 hours airtime b) 500 flights c) 50 flights at site to· be used d) 10 flights on glider to be used e) Hang IV rating

a) The location you choose should have a steep launch that is clear of obstructions. A slope launch with unlimited room to run is preferable. The larger the vertical descent of the site, the safer it will be for your first tandem flight. NOVEMBER 1980

'b) All of your early tandem launches should be made in smooth winds of "15 mph or sl ronger. You'll need the extra airspeed provided the wind to safely launch the extra load.

a a) Handling characteristics are of prime importance when choosing a tandem glider. You should choose a glider with a good roll rate, and relatively light roll bar pressures, as both of these will be affected adversely when flying tandem. Be sure that the glider trims properly, and doesn't have a noticeable tum to either side. Any trim or turn problems will likely be magnified when flying tandem. Be ready for a loss of slow speed handling, and more lag in tum initiation than you are used to. Trim speed may be decreased, and stall speed will almost certainly be increased, perhaps as much as five mph. This may put the lrim speed below stall. Check with the manufacturer to sec if they recommend a CG or tuning change before flying tandem.

b) Control bar size is obviously of impor"· lance if you plan lo fly tandem prone. The larger the bar, the better, so long as you can handle the launch. c) Clider size has often been used in the past as the predominant factor in choosing a tandem glider. This is based on the assumption that the larger glider, offer· ing a lighter wing loading, will carry weight better. In a very general sense, this may be true, but there are many exceptions. The important thing is not the size of the glider, but how well it carries weight. This will depend not only on square footage, but the degree of rigidity in the etc. The best thing to do is lo check with the manufacturer to see what information they have about the glider's aerodynamic response to higher than normal loading. d) The structural integrity of gliders certified to current HGMA standards is satisfactory to support the additional load on the airframe provided the glider has been properly maintained and is flown 33

within the recommended operating limits specified on the placard. You could, however, dangerously overstress your glider if you exceeded the maximum speed for which the glider is certified and initiated an abrupt change in the angle of attack.

IV) The adjustment of your harness should be similar to that of your own, so that in an upright, running position you are both lifted off the ground at the same time. Your harness and that of your passenger should be adjusted so that they are even or with the passenger slightly higher at the hip when lying prone. In the front, the passenger's harness should be ad-· justed sufficiently higher so that his inside shoulder can overlap above yours. This will give you more room to move laterally within the bar, and also give you a tremendous leverage advantage over your passenger should he panic and grab the control bar. You should wear a parachute. If your passenger is not also a pilot, you should remove the parachute from his harness, or at least tuck the handle inside the container so that he cannot deploy it by accident. In all but the smoothest air, hook your harness to your passenger's at the hip. This will prevent you from going in different directions in turbulent air or in steep turns. ALWAYS attach the harnesses together when your passenger is close to your own weight or heavier.

V) be with experienced pilots as passengers. They should be physically smaller than you and should fully understand their role as passengers. You should never take anyone tandem unless you are convinced that:

a) They really want to go. b) They understand the danger. c) They understand your instructions. d) They will follow your instructions completely, without panicking and endangering you. e) You can overpower them if they don't comply with (d) above. Recommended Pilot Experience For Taka Non-Pilot As Passenger. a) At least five tandem flights with a pilot as passenger. b) At least one tandem flight as a passenger. c) At least one hour tandem.

f) Tell him that before you launch, you will explain the exact launch, and landing procedures, and that there is really very little that he needs to do. Hang the passenger up in a tree, and have him practice going from prone to seated position. This will give him a little more familiarity with hanging in the harness, and make him less uneasy when it comes time to fly. You should make sure that your passenger is dressed appropriately. Long pants, sturdy shoes with good ankle support, and a helmet that fits properly are basic requirements.

VI)

VII)

After you've set up and done your glider preflight, hook the carabiners of both harnesses to the same suspension loop. Be sure to use two locking-type carabiners; two non-locking carabiners could open one another when attached to the same suspension loop. Use a safety hang loop, and make sure that it cannot go tight within the range of travel of you and your passenger. Do a hang check to check harness adjustment as explained earlier, and also to check clearance from the base tube. Explain the following to your passenger: a) Flying is always potentially dangerous, and tandem flying is more dangerous than normal flying. b) You are a qualified expert pilot and there aren't likely to be any problems with the flight as long as he does exactly what you tell him to, and nothing else. c) The harness can easily support many times his weight, and he will not fall out of the glider. cl) He is not to touch anything on the glider at anytime during the flight unless specifically instructed to especially not the control bar or wires. e) Once you give the instruction to go, he must not stop or hesitate.

This launch technique has been developed over a period of time by pilots with a lot of experience flying tandem. It is based on one principle: THERE SHOULD ONLY BE ONE PILOT OF THE GLIDER. The passenger should never touch anything except his or her own harness, or those parts of the pilot's harness that are specifically designated by the pilot. After hooking both pilot and passenger into the glider and doing a hang check as described above, the passenger should step back, and the pilot should grasp the control bar, making sure that his arms are in front of all the harness straps. Make sure the wire man understands the release signal, and will get out of the way quickly, and yet remain nearby to pull your nose down if you decide to wait for another cycle. The pilot should then lift the glider in the normal manner, with the wire man on the nose wires, and the passenger standing beside the RIGHT: Launch. A passive passenger is lifted off the ground. BELOW, LEFT TO RIGHT: Passenger flipped up at 300 feet. Three photos demonstrate why passenger should hold on to pilot's harness. Feet held up to get lower into ground effect.

HANG GLIDING

pilot. The passenger should be instructed to grasp the shoulder straps of his or her own harness. This gives him something to hold onto as the security of mother earth drops away. When conditions are perfect, tell the wire man to go, and tell the passenger to start running. Begin your run gradually, then accelerate rapidly to the fastest possible running speed. Ease the control bar out, and the glider will lift you both easily away from the hill.

Immediately after launch, make a conscious effort to fly faster than normal, keeping in mind the increased stall speed and possibly reduced trim speed, as well as the loss of low speed handling. If your passenger spins around, have him grab your harness to straighten out and face forward. Get yourself proned out and situated

NOVEMBER 1980

on the bar, and then have your passenger get prone. Have him put his arm around you at the shoulder; this will make him comfortable and help keep you together. Do your first turns well away from anything solid, and avoid flying back at the hill until you are very familiar with the differences in handling in the glider. Do not jeopardize your safety or that of your passenger by attempting to soar in marginal lift. You should avoid taking a non-pilot passenger for his first tandem flight in turbulent air. lie will be insecure in the tur·· bulence, and won't know as you do from experience that you will come through it all right. If you do get a first timer into turbulence, be prepared for statements like, "Isn't it tiring for you to fly tandem?" or, "You don't have to stay up a long time if you don't want to." If you hear these com·· ments, flip him up seated and tum him

around backwards so he can get sick downwind and in private. Chances are he probably won't want to go flying with you again.

IX) Have your passenger flip to an upright position at approximately 300 feet agl. He should grasp his harness shoulder pad with his outside hand, and your main support strap with his inside hand. Set up a long straight final approach, and avoid any turns close to the ground. Flip up yourself to an upright position, grasping the control bar uprights with your inside arm in front of all harness support: straps as it was during launch. Your passenger should be beside you and slightly behind your inside shoulder. Have your passenger bend his legs at the knees to hold his feet up, and you should do the same. Keep your airspeed way up as you descend through the gradient into ground effect, making sure you are approaching directly into the wind. Level off as close to the ground as possible, and bleed your speed off gradually. Remember that the stall speed is considerably higher tandem so you will have to flare earlier. When you do flare, flare HARD, hold the bar out, and be ready to run if necessary. With the right glider and a strong flare, you can do a two step landing even in no wind. Tandem flying can be a great experience, but you must never lose sight of the increased responsibility for another life besides your own. The FAA frowns on tandem for this reason. It is also important for you to be aware that the USHGA insurance does not cover tandem flying. Reading this article will not qualify you to fly tandem. These guidelines are merely some of the things you will need to consider; you will run into specific problems to ,)vercome with your equipment and your passenger. Be very safety conscious, and cautious at all times. Have fun . ..,,

I by Lars Isaacson by Bettina Gray

with bales and flags, filled with tents, portajohns and equipment, were ready for over 5,000 people al a time, and good weather. Dennis Pagen, meet director, and Dan his assistant, met with several pilots before the meel in an effort to provide the best scoring and heat system possible. The scoring was a win/loss system, with winners earning 1,000 points, losers earning O points. Up lo 75 landing points were possible, essentially to break tics. Pilots were matched with others having tlw same win/loss record. To illustrate: After three rounds you have four win/loss groups: those with lhrec wins, two wins, one win and no wins. In round four, pilots with three wins fly each other, those with two wins fly each other, and so on. lf you keep winning, you keep moving up, and you fly against the best pilots. This system, developed by Chris Price, all but eliminates the luck factor in heat selection, allows anyone to fly their way to the top, and allows losing pilots to fly more rounds. at the l 980 Nationals could for seven rounds before a cul was made. Last year it was three rounds. The tasks were intended to give equal advantage to speed or sink r;ite machines. Named Autumn Leaves, the task flown in round one was a sink rate task, calling for pilots to fly out to a line at the edge of the landing area. Maximum lime after line crossing wins. The task flown in round two and three was called the Ellenville 500, and NOVEMBER 1980

CLOCKWISE FF10M UPPEF1 LEFT: nob Kells Left to right; winner Tom Haddon, steps in it. Wallace White of New Yorker magazine and third place Bob Deffenbaugh. Left to rigbt; Cooie de Francesco, Dan Chapman, Susan Heam, Dennis Pagen and Debbie Wood, direcBob tors and volunteers. A view of the site. Deffenbaugh, above, against Tom Peghiny.

yes, it was a kite race. Turn right after takeoff and speed along the ridge to a line about 1/2 mile away. Revnse direction and fly out lo a series of spaced at vary-ing distances from the landing area. Round the farthest pylon possible and race back to the gate at the landing area. The most pylons in the shortest time wins. An unexpected luck factor arose in this task because the wind was crossing from the right. Pilots launching from the upwind launch won two of every three flights in both second and third rounds. More on the weather in a second. The third task flown, Cambler's Cambol, was used in rounds four through ten, and was everybody's favorite. From takeoff turn right, gain altitude and pass above and behind pylon A. Continue north up the ridge, past a small gap to pylon B, return south for C. away from the mountain out into the valley to pylon D and back to the landing area, cutting a gate. Maximum pylons in minimum time wins. If the first pylon cannot be made this task reverts to a maximum time task, so the con .. ditions could change without changing the task. The weather? Ah, the weather. Before the meet it. was so good that Harry Sudwischer set new altitude and durati(,n records, and Rich Pfeiffer flew miles lu his parents' backyard. During the meet the weather inhaled deeply through lips. Clouds, cross and spotty rain the firq weekend. The space available for .5,000 people remained available. Three rnunds :37

CLOCKWISE FROM TOP: Launch pastoral. Joe Greblo above the luscious New York coun· tryside. Class II Champ Rex Miller. - Author Lars Isaacson, left and Bill Wiand, ombudsman tor Aerial Techniques. Left to right; Dennis Pagen, Tom Haddon, Rich Pfeiffer, Bob Deffen· baugh, Joe Greblo, T.J. Young, Sterling Stoll and Rich Grigsby.

CLOCKWISE FROM UPPER LEFT: Jeff Scott, fifth place. Mike Meier, tenth. Mary and T.J. Young, owners of Aerial Techniques, host of the Nationals. -· Gene Blythe, ninth. Dan Chapman, assistant director, with a favorite task.

were flown. Monday, Tuesday and Wednesday no rounds were flown. The wind was crossing and down. So were the spirits of some competitors and the hopes for a financially successful (or even breakeven) meet. There were two heart-starting events that enlivened the weather waiting, cloud staring and safely meetings during these clays. Several pilots went free flying at a nearby southeast site. During his landing approach, a tree grabbed Phil Ray's wingtip and flipped him to the ground. He went Lo the hospital with cracked ribs, but was out a few days later, smiling and mending well. A discussion had arisen about being able to land out and win. Some East Coast pilots thought Phil's accident added weight to their argument that making it safely to a designated landing area is a valid pilot skill, perhaps more important in the East than in the arid West. The other incident? A canoe trailer, laden with gliders, separated from its truck and rolled completely over, twice. Damage was, fortunately, limited to two leading edges, a keel and bruised eardrums NOVEMBER 1980

on a couple of hardworking transportation volunteers. Dave Rodriguez was without a replacement leading edge for his Mega and was allowed to finish the meet on a Harrier. The weather improved Thursday and Friday to allow five rounds of competition, but not Saturday, when, again, the anticipated spectators stayed home and dry, and no rounds were flown. Sunday the Wind God relented and allowed the final two rounds to be flown. Of course, after the Nationals it was soarable for three days in a row. In spite of the weather, ten rounds were flown and some great battles were seen. After three rounds Rich Grigsby was in the lead with three wins and n 9 landing points. Also undefeated were Bob Deffenbaugh, Gene Blythe and Mike Meier. By Round five only Grigsby and Deffenbaugh were undefeated. They flew against each other in round six, both on Comets. The task was Gambler's Gambol. The lift was light. After scratching in front for what little lift they could find, both squeaked over pylon A and down to pylon B. Coming back, across the gap, there just wasn't enough buoyancy in the air to hold altitude for the third pylon. Deffenbaugh, in the lead, took his two pylons and ran for the gate. Grigsby lingered, trying for a third

pylon, but the lift wasn't there. He cut the gate a minute and a half later, leaving Deffenbaugh alone in first place, the only undefeated flyer after six rounds. Deffenbaugh downed another Comet in round seven. Gene !3lythe had lost only to Grigsby prior to flying Deffenbaugh in round seven, and was hoping to even things up. He landed out. Deffenbaugh landed in. In round eight it was Mikie, The Giant Killer. Deffenbaugh finally fell to Mike Meier and his Harrier. They both completed the entire course, but Meier got there first. That left Meier, Haddon and Deffenbaugh all at seven wins, but it was Meier's last win. Deffcnbaugh's landing points still left him in first place, but he drew Tom Haddon for round 9. Round eight had been Tremendous Tom's toughest task since T.J. took him in round one. Tom's opponent was Rich Pfeif.. fer. When not running around lobbying for rule changes, Rich had been busy beating Megas and Sensors. His only loss was to Deffenbaugh's Comet. Now he faced Tom Haddon. In one-on-one competition you

can choose from two basic strategies: hold back, gel above and try to follow your op-, ponent through the course, everything he docs from a superior posi, tion, or jump out in front and make him follow and try lo catch up, Haddon had planned to use the latter strategy, and was surprised when Pfeiffer jumped out ahead, They raced through the course even, but with Pfeiffer on top quite a bit, When they rounded the final pylon it was an even rnce, Comet against Comet Although Haddon had less altitude, it was enough, He popped through the gate just three seconds before Pfeiffer, ending round eight, So, with leader taken by Deffenbaugh ,md Haddon, with mid, round leader Deffenbaugh about to fly one, on-one in round nine with six wins-in,arow Tom Haddon, we pause, briefly, for a word about our sponsor, E,Z Wider. The E,Z Wider flying team announced that the unofficial aftcr""hours-national's-champ w;is Darling Dave, who flew his new home""buill Maui Pocket Thermals lo new internal altitude records, Thanks for the lest Dave! The last flight in round nine was Deff en"" baugh versus Ifoddon, The wind was light. The puffed in. "Launch window wailed, "Five seconds!" They

launched, scratched. lt. was Cornet against Comet in a light-air duration con, lest, every bubble, wisp and hol breath of lift could find, Slowly, they descended, When Torn Haddon landed, 60 seconds after Deffenbaugh, he was alone in firsl place, He began lo smile, Near the end of round ten, six of the top wPrc circling in the same weak thcrmaL Tom liacldon beat Meier to clinch the national championship with nine wins, Pfeiffer beat Blythe lo lake second with eight wins, Deffenbaugh, also eight wins, was third, Fourth through eleventh place all had seven wins, T,J, Young and Jeff Scott lied al 7,385 points, had faced one common opponent, Tom Haddon, Jeff lost to him, 'LJ, beat him, so T,J. was awarded fourth, Jeff fiflh, What about the Fledges? The Fledge class also carnc to Ellenville and did some great Eric did not show up because ihl' glider h(' won in last year no meets his "requirements for what a should be," World champ Rex Miller was here though, showing what the can do, He fought off an early challrnge EllenvillP record,holdcr Harry Sudwisclwr to finish solidly in first with nine wins, Fred r!utchinson was seccmd with Harry Sudwischer third.

CLOCKWISE FROM UPPER RIGHT: Rex Miller,

Sugarman,

The power pilots made a show as well,

Closing in,

HANG GLIDING

The awards banquet Sunday evening packed the County Line Restaurant. A great feast, free to pilots and officials, got things started. The spirits flowed. Trophies were awarded to the top ten. The tension was over. The decisions were made. We were all just flyers again, with one national champ. Very relaxed. Very inebriated. The following day Tom Haddon and Rex Miller went one round for $600 put up by E-Z Wider, U.P. and Manta. In scratchy conditions Haddon outclimbe<l Miller to the pylon, raced to the gate, and took home undisputed claim to the national title. Other pilots flew for cash put up by Aerial Techniques. Bob Deffenbaugh got $100 for duration, Steve Moyes took $100 for distance and Dave Darling and Bob Shattleroe split $300 for spot landings. Dennis Pagen, Dan Chapman and their crew of unpaid, volunteer officials did an outstanding job. Many SNYHGPA members, and others, took vacation time and spent their own money to do their part for their sport at the Nationals. Unfortunately, they ran into some pilots who still expect perfect conditions, computer performance and officials that bend over whenever the pilot walks by. One pilot, when asked at the Region 3 Qualifier if• he was going to the Nationals wrote: "only if they have bomb drops and spot landings." That insular attitude (Harrier than thou?) came with him and seemed to be shared by just a few of his Southern California friends. It turned off a lot of Eastern pilots. It was too bad. There's enough distance between East and West as it is. The 1980 Nationals was a good meet in a lot of ways. 1980 champion T. Gray Haddon IV is one of those ways. Congratulations, Tom! Congratulations to Aerial Techniques for a job well done. Congratulations too, to Pete Brock and Roy Haggard. Another step in performance. And so soon! Isn't this great? Don't you love hang gliding? I do. Can't wait for my new Moyes Meteor. It was great to be in Ellenville to watch the champions fly. Nobody enjoyed it more. ~ 1980 Nationals Final Results 1. Tom Haddon 9266 Comet 2. Rich Pfeiffer 8293 Comet 3. Bob Deffenbaugh Comet 8244 4. T.J. Young 7385 Mega 5. Jeff Scott 7385 Harrier 6. Sterling Stoll 7379 Comet 7. Joe Greblo 7371 Mega 8. Rich Grigsby 7356 Comet 9. Gene Blythe 7269 Comet 10. Mike Meier 7224 Harrier Class II (fledglings) 1. Rex Miller 2. Fred Hutchinson 3. Harry Sudwischer NOVEMBER 1980

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More on Spoilers Due to an error on my part, last month's column went to press without the following illustrations on spoilers. Figure 1 shows how a spoiler decreases lift and increases drag by creating an area of turbulence over the upper surface of a wing.

POWER PILOT by Glenn Brinks

At very small deflections, air is able to flow over the spoiler without becoming turbulent (fig. 2). But the slightly deflected spoiler makes the airfoil appear thicker and causes a low pressure area behind the spoiler, resulting in a slight increase in lift rather than a decrease. So very small deflections of a spoiler can tend to raise a wing rather than lower it.

Engine Tuning Heat is the enemy of every engine, especially small 2-stroke ultralight motors that spend much of their time at full throttle. Anything that increases the heat load on a highly-tuned engine can decrease reliability almost to the vanishing point. The Chrysler 820 is a good example. In industrial applications, it is a dependable power plant. But many ultralight pilots have had experiences with Chryslers seizing or breaking down after only a few hours of running. Dean Whisler, an Eagle dealer (Best Flite, 7669 Granby Ave., Cucamonga, Cal. 91730 (714) 989-1274), thinks he has the solution. The first step is to take the engine and carb apart and clean them thoroughly. Whisler's only engine failure was on a new engine, fresh from the factory, caused by metal shavings plugging a carb jet. After reassembly, the engine should be tuned properly. Too lean a mixture can fry an engine in very little time. Whisler's method is to adjust the mixture for peak rpm and then richen the mixture gradually until the engine drops about 100 rpm. This allows the engine to run cooler than if it was simply tuned for peak power or peak rpm. Using this technique, Whisler has experienced only one engine failure (the one caused by metal shavings) in over 400 hours of operation. His single engine (Chrysler 820) Soarmaster unit has over 150 hours on it with no problems. Everyone has their favorite oil. Whisler's is Sta-Lube 2-stroke oil at a 24:1 mixture ratio. 42

If the area behind the spoiler is supplied with higher pressure air, the low pressure area and the control reversal can be eliminated. One method is to put vents under the spoiler and in the wing root (and any ribs between the root and the spoiler) to supply higher pressure air from the wing root (fig. 3). Note the seals around the edges of the spoiler opening. These cut down on drag and increase the effectiveness of the spoiler.

A second method is to use a smaller flap facing forward in front of the spoiler (fig. 4). The two are connected by a linkage so they open simultaneously. The smaller flap catches high pressure air in front of the spoiler and ducts it to the low pressure area behind the spoiler.

Chordwise (fore and aft) location is another important part of spoiler design. According to Jim Marske, spoilers respond faster if they are moved further aft. However, as they are moved aft, they have to deflect further to trip the boundary layer and cause turbulence. The boundary layer is thinnest (a few thousandths of an inch) at the leading edge and gets progressively thicker toward the trailing edge. Marske reports that locating the spoiler hinge line at about 50% chord is a good compromise. At that location he says an unvented spoiler can travel a half to three quarters of an inch before taking effect, but a vented spoiler should work even at small deflections.

Experiment in Flying Wing Sailplanes If you have any curiosity about tailless or flying wing aircraft or if you've ever thought about building one, "Experiment in Flying Wing Sailplanes," by Jim Marske is a must on your reference reading list. At 54 pages, it's not a big book, but it makes up for its size by presenting a surprising amount of useful information. The book is a chronological history of Marske's involvement with flying wings. It reads so easily that the temptation is to skim through it like a feature article and then forget it. But reading through it a second time, slowly, makes its reference value more obvious. Marske glides over topics such as fuselage shape and rudder placement for good yaw stability, elevon location, effect of winglets, how to make spoilers more effective, etc. Marske's flying wings use reflexed airfoils to achieve pitch stability and because airfoil shape is so critical in a flying wing, he gives the coordinates for two of the reflexed airfoils he uses. As a further aid to the prospective flying wing designer, he describes a method he calls "airfoil fish" which (without mathematics) shows whether a given airfoil will be stable or unstable in a flying wing configuration. "Experiment in Flying Wing Sailplanes"·is a bargain at $4.00 and it's available from Jim Marske, 130 Crestwood Drive, Michigan City, Indiana 46360 (219) 879-7039. ~

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HANG GLIDING

Dream Flight Fiction by Stuart Dawson The sun glared against a vivid blue sky. As far as the eye could see, CU's laced in every direction. I turned my head as if I were focusing a large camera, everything becoming sharper the more intently I stared. I looked into the valley; a small Cessna was lazily banking into a landing pattern. I shivered at the thought of a midair collision with one of those - clipping one of those wings. Frank stood by me, gazing at my chuteless prone harness in disbelief. He slowly ran his hand across a newly-purchased chute attached to his harness. He kept his eyes on my harness, shaking his head back and forth, with a look of pity on his face. The look was an expression of the all too frequent warnings I'd heard from him about the possibility of some sort of structural : failure or mid-air collision. The fact that I was too cheap to buy a chute put me at the brunt of his endless lectures. He would always bring up Bri and his stupidity in forgetting to hook in, and Sherry who tucked at 1,500 ft. and, thanks to her chute, is here today. That worn cliche, ''It won't happen to me," darted through my mind again. It was a poor excuse, but it had worked so far without any problems. My ship had never tucked, and I always double-checked to make sure I was hooked in. I knew what I was doing. I felt strain and fatigue, as if I'd been on too many flights, but I felt the confidence that came from the knowledge that I was a seasoned pilot. I was all hooked in and ready for blast off, just waiting for that steady breeze to cross my face. Soon I could bid the prophet-of-doom farewell. The longer I stared into the valley below, the more surrealistic it became. I was itching to get into the air. A steady wind began to blow our bright orange windsock directly toward me. Heaven! Escape! I lifted my ship, aimed, and took three steps into space. While trying to put Frank's gloomy face in the back of my mind, I took in the air traffic in my direction of flight. I sailed out aways, then back for some of that ridge lift. My vario started merrily beeping away. It wasn't long before I was circling above takeoff. I could see Frank just making his run for takeoff. Frank, the parachute fanatic! NOVEMBER 1980

It was a beautiful day for flying. I knew I'd have no trouble at all finding a nice healthy thermal. The takeoff was at 9,000 ft. ASL and I had gained a chilly 3,000 ft. within the first twenty minutes. I was glad I had dressed warmly enough. So far I had encountered no sink at all; it was almost as though this flight was predestined for me. Boy, was I ever climbing! The only bummer about this flying site was that darned airport that I could now see perfectly off in the valley. It was a busy place, even catering to some Lear jets. Thank goodness nothing larger than that was allowed. You'd swear you were in the mouth of a volcano when one of those things roared by! I'd been up 30 or 40 minutes now, and the ol' vario was still beeping like mad. It seemed like I'd been doing 360's forever. I was definitely getting high and the temperature was dropping. I was around 14,000 ft. Wow! I'd never soared this high before and had no intention of stopping. I was dog tired when I started this flight, and by now I was really starting to weaken, but I had a very euphoric feeling flowing through me. I was beginning to lose track of time when I noticed that at this rate of

seemingly endless climb, it wouldn't be long before I hit the 20,000-foot mark. But I didn't seem to care too much. I'd been fantasizing on privately breaking the altitude gain record, when all of a sudden something blue caught my eye. My Gawd! It was my hand! I then glanced at my watch and noticed that a full 30 minutes had passed and I had no idea as to what had happened during that time. Then it flashed through my thick skull - Hypoxia! I pulled the control bar in and began a slow descent. Things were still too fuzzy for my liking. I was passing through the cloud directly below me when a sound I at first ignored as being my sail flapping, turned into that all too familiar roar of a Lear jet. It certainly wasn't helping my headache any and they both kept getting worse - the roar and the headache. I had just passed through cloudbase when my kite started to mildly vibrate. I began to think, "My God, that thing's going to hit me." The more my kite went bananas the more panic I felt. It was only a period of a few seconds, but it seemed like an eternity. My ears felt like they'd burst, when all of a sudden I saw three black wheels slowly emerging from the bottom of a silvery fuselage, flashing before me along with the searing heat from the jet engines. I felt as though I could reach out and touch it, it was so close. I was hit by the jet's wake and thrown through the control bar, smashing my helmet against the keel. In the same moment, the kite violently tucked, flipping over and tossing me into it. At last glance, the altimeter had read 15,000 ft. I was spinning like a lopsided

helicopter and several deflexor cables had snapped and were whipping around in a circular motion. Everytime I was turned in the direction of the airport I could catch a quick glimpse of that damned Lear disappearing in the distance. He never even saw me. I was tumbling, twisting and who knows what else, and all I could think about and see was Frank's face lecturing me on my chuteless flights. But no, old know-it-all Chris can't get hurt. The ground was becoming an unwanted reality all too fast. I felt dizzy, sick; my hands, nose and feet felt as numb as ever. I felt completely helpless. Damn! A lousy three hundred or so bucks and I could be alive ten minutes from now. If I could only have one more chance, someway, somehow. I was starting to ground rush; I wasn't going to the ground, it was coming to me! Everything was spinning and twirling and flowing past my eyes at an incredible speed, no more than seconds from impact. By now my heartbeat had taken the place of that once enjoyable beeping of the vario. All I could do was scream and fall, scream and fall and fall and fall and fall. .. I was being shaken and pounded upon. My eyes burst open, I bolted upright to find Barbara's face. "What the hell is wrong with you?" she asked, while bobbing up and down on a small wave in my waterbed. I was staring at the opposite wall, which was somewhat blurred since I had just awakened. My eyes began to clear and adjust to the semi-dark surroundings. On the wall, a hang glider poster loomed as a final warning. Barb rested against me, with a questioning look on her face, waiting patiently for me to say something. I finally loosened the words from my disturbed mind, 'Tm buying a parachute today." ~

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My First Soaring Flight by Jerry Voorhies Photos by Paulette Voorhies I have been gauging my progress in hang gliding by a series of "firsts;" first flight (even though it was only about 30 ft.), first landing on my feet, first 90-degree turn, first 180-degree turn, first wire launch, first soaring flight and first landing on top. I accomplished the last three "firsts" one day in the fall of 1979. They combined to make one of the most exhilarating, terrifying and memorable experiences of my life. I fly a Wills Wing SST which I bought about three years ago. From then until that first soaring flight, I had logged approximately 30 flights with a total airtime of about 15 minutes. After successfully negotiafing my first 180's at Warren Dunes State Park here in Michigan, I wanted to try soaring. For me, that meant heading north to the Elberta Bluffs. The site I was trying for was Green Point. The 450-foot sand bluff faces westsouthwest. It stretches for over a mile along the sandy shore of Lake Michigan. The slope is dotted with shrubbery and small trees. Larger trees line the top of the ridge. A large clearing at the top provides parking space and serves as the set-up area. The launch is situate~ in a large blow-out. That fall my wife, three daughters and I made several trips up around the Frankfort area. We enjoyed camping but the wind was never right for flying. All day long I would badger the weatherman. He would say that the wind was out of the southwest. We would all pile into our van, drive over to the launch, get out and stare at a due south breeze. We did this more times than I care to admit.

One Saturday before we were to return home to Flint, 1 loaded up my glider and pleaded with everyone to get in the van just one more time. Boy, were they getting sick of that one. Heading for Green Point, we passed the high point of the road where the twin lighthouses welcome you to Frankfort. My heart skipped a beat when I saw some gliders floating off in the distance above the bluffs of Green Point. When we got back to the launch site, about a mile off the highway at the end of a two-lane dirt road, we saw about half a dozen gliders on the ground and more than that in the air. The temperature was about 75 degrees and the wind was blowing straight up the hill. Conditions were perfect. I was anxious to get in the air, but I really had to talk to someone first. Luckily, I picked a guy named "Vitamin." He suggested I use the one on the beach a couple miles down toward the Frankfort pier. I told him I had never wirelaunched or soared before. He asked me how long I had been flying, when was the last time, how were my landings and my 180's. After I had assured him all was in order, he said he and two other flyers would launch me before they took off. They helped me set up my glider in record time. As my family all wished me luck, I could see the nervousness on my wife's face. I knew the feeling. The guys helped me carry my glider over to the launch, up the small rise and into the blow-out area. We walked out to the edge of the slope. I put on my helmet, hooked in HANG GLIDING

Assisted by "Vitamin" and two fellow pilots, Jerry Voorhies edges toward his first wire launch and first soaring flight.

check. With "Vitamin" at and did a the nose and one guy on each side wire, I knew it was up to me. I hesitated, trying to get things to slow down. It seemed like everything was happening so fast. As I hesitated, the four of us kept inching our way down the hill, My glider kept trying to fly. "Vitamin" told me to holler when I was I took a deep breath and signalled. They let go. I took that step of no return. I was immediately relieved when I felt the reassuring tug on my harness as I began to climb. As I headed out toward the water, I dropped into prone position. I turned south as I got over the beach. The lift continued. It was incredible. I was so used to sled rides that this was a totally new experience for me. I loved it. As I neared the South end of the ridge, I kept my eye out for any other gliders. After a nervous 180, I headed back north. I was about 50 feet above launch when I passed by. I reminded myself to turn away from the hill as I banked into my second 180. It felt a little better than my first. To check my ground speed, I followed my shadow along the ground. Working my way up the hill from the beach area, I tried to find the maximum lift. I was really proud when I found myself, after a couple of passes, right up with the highest flyers, about 300 to 400 feet above the launch. confidence with every turn, I felt I was truly getting "in tune" with my glider. During my earlier flights at other sites, my longest lasted about one minute, and that minute was hectic. It was crammed with takeoff procedures, turning and landing. Moves were not automatic yet, and the flight seemed over before it started. I never felt I had time to enjoy flying. What I liked best about the soaring flight NOVEMBER 1980

was that I had time to really take in what was going on. I had time to experiment with the control bar and see what it felt like "hands off." Slowing down and speeding up, listening to the wind and my glider, I

Jerry with "Arcadia" flying site in the distance.

got to know what it felt like to approach a stall. I tried varying degrees of bank in the turns. Even though it was a little awkward from the prone position, I could see what my looked like in flight. There was never time to do that before. The scenery was fantastic. The other brilliantly-·colored gliders floated lazily in the air with the deep blue of Lake Michigan extending as far as I could see. The sandy beach .and the roadways curving through the green trees stretched ou !ward into the

horizon. I swore I could see halfway across the state. I truly felt on lop of the world. Everyone kept doing their long figure eights, slowly down the ridge to the south, a flat turn and quickly back up the ridge to the north. A nice banked turn and the repeated itself. I could have done that all day long. Every time I checked my watch and saw another 15 minutes had gone by, I couldn't keep myself from breaking into an ear-to-ear grin. After I had been up an incredible hour and a half, I decided to fly toward the pier at 1:rankfort and land on the beach. It was at least a couple miles, and I was anxious to try going that far. For me, it was practically cross-country. My wife was sitting near the launch tak·" ing pictures, and my girls were climbing around on the sand. As I passed above them, I hollered down to my wife to pick me up by the pier. My kids saw me and started waving. I was near the top of the ridge and while we were waves, I started drifting back over it. J didn't realize it was happening until it was too late. I pulled in on the bar to pick up speed. In"· stead of penetrating, I was shocked to find myself dropping straight down. I let up. I had heard of guys pulling the bar in to their ankles, so I tried that. It brought me down to about 100 feet above the ridge. With the ground rushing up to meet me, I realized that I was going to be landing on top in the rotor. Pulling myself to vertical, I grabbed my downtubes. I tried to "parachute" my way down from there. I got bounced around pretty good in the trashy air but I dropped in behind some big trees at the top which helped break the wind. I landed standing up in some shoulder-high brush. The only damage to my glider was a bent deflexor, and for me only my pride was hmt. When my family saw me drop out of the sky, they were horrified. When they came running up to see if I was all right, they were more relieved than I was that I was still in one It was reassuring to see a bunch of guys running up to help if I out needed it. They helped me lift my of the brush, and I carried it about 100 feet back to the set-up area. My adrenalin was pumping so hard T had a terrible time disassembling my glider and loading it back on my van. On the drive back to our campsite, after the excitement and adrenalin started to wear off, I realized how fortunate I was that my unscheduled landing had only cost me a bent deflexor. During my flight, I had tried to be alert all the time. I had lost my con·" centration for only seconds and was dramatically reminded that although hang gliding is a beautiful, exciting sport, the element of is always there.

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INFORMATION HGMA Question of Compliance Moyes Mega MK II Section 1.23 of the HGMA Airworthiness Standards provides for the review of an HGMA Certificate of Compliance if the glider for which the certificate is issued: 1) Suffers an inflight abnormality which interferes with the safe operation of the aircraft, and 2) Is considered by at least three members to be of questionable safety. On the basis of three incidents in which Moyes Megas were flown to inverted attitudes and suffered structural failures, the HGMA Board of Directors, at a meeting held September 12, 1980, voted to call a "Question of Compliance" on the Moyes Mega MK II. One purpose of the question of compliance action is to determine whether or not the glider in question for which a certificate was issued does in fact comply with the Airworthiness Standards. A second purpose is to determine, if possible, whether or not a design-related problem contributed to the inflight abnormalities in question, or whether pilot error or meteorological conditions were the primary causes of the incident. On September 24, 1980, a Mega MK II was tested by Dick Boone, Ray Haggard and Mike Meier, representing the HGMA, Bill Moyes, representing Moyes Delta Gliders, and Chris Price, representing US Moyes. The tests performed were those considered to be relevant in light of the mode of inflight failure in the incidents. The glider was pitch tested in accordance with the HGMA standards, and was then subjected to a negative 150-degree load test, in accordance with the HGMA standards. The measurement of pitching moment is believed to be the most relevant test for indicating the statistical likelihood of a glider

experiencing a tumble or pitchover. The negative 150-degree load test is designed to simulate the loading imposed on the glider during such a tumble or pitchover. The results of these tests confirmed that the Moyes Mega II does comply with the HGMA Airworthiness Standards. During the tests, a discrepancy was discovered between the bridle adjustment specifications, which were filed in the original record of compliance for the Mega and the correct factory bridle settings as given by Bill Moyes. The proper adjustment of the reflex bridle on the Mega results in a distance of 55.25" from the center of the top of the kingpost to the center of the #7 batten at the trailing edge, and a distance of 83.625" from the top of the kingpost to the center of the #6 batten at the trailing edge. Mega owners should make this correction in the compliance verification specification sheet in their owner's manuals. The three incidents were reviewed and it was established that in each case there were improper pilot actions or extreme meteorological conditions which contributed to the inversion and failure of the gliders. ·It is not possible at this time to determine whether there is any aspect of the design of the Mega which may have contributed to the occurrence of these incidents. The fact that these incidents occurred may be indicative of nothing more than the fact that the gliders in question were at the time of the incidents being operated outside the prescribed limits of normal operation. The fact that the inversion and failure occurred with three gliders of the same design, when that design has passed the testing required by the HGMA standards, may incidate that the glider has in its design something that statistically predisposes it towards inverting during unusual conditions or flight maneuvers, and that this factor is not presently being adequately tested for in the HGMA standards. Due to the small size of the statistical sample in question, it is not possible at this time to reach a firm conclusion. One function of the HGMA program is that of a continuing research project into the causes of inflight inversions and failures, the design factors which increase or decrease the likelihood of such incidents, and the appropriate tests for measuring such design parameters. Further research will be conducted on both the specific and general natures of the questions raised by these incidents. The findings of the HGMA in this case are that: 1) The Moyes Mega MK II complies with the 1980 HGMA Airworthiness Standards. 2) There were extreme meteorological con-

ditions or improper pilot actions involved in and contributing to the occurrence of each of the three incidents which prompted this question of compliance. 3) It is not possible to determine at this time whether there is a factor in the design of the Mega which statistically disposes it towards pitchovers, or whether the standards and tests by which it was certified need to be revised. 4) The certification program has obviously not produced bullet-proof, idiot-proof, aerobatic gliders. Pilots are advised that attempting aerobatics in any flex wing hang glider constitutes operation of the aircraft beyond the limits of what it was designed and tested for, as does operation of the aircraft in adverse weather conditions. The HGMA takes no position on whether or not a pilot should have the right to kill himself while exceeding the limits of his aircraft, but would like those pilots who wish to perform extraordinary maneuvers to realize that they are exceeding the design and testing limits of the aircraft, and may therefore be significantly increasing the level of danger involved in their flying.

Tests Performed In Australia And California We believe the question of compliance was raised following a structural failure suffered by Jim Cobb in Utah. Jim was attempting a falling leaf maneuver. The glider inverted and broke a leading edge when he fell into it. The second incident took place at Torrey Pines. Phil Russman dived his glider and looped it once. He entered a second loop, stalled on top, then fell into the glider. The glider tumbled and broke a leading edge. Both pilots landed unhurt as the gliders auto-rotated in each case. Both pilots were operating outside the certification limits. U.S. Moyes wishes to take this opportunity to express our views on looping. Our gliders will not fly backwards or upside down. Don't perform any maneuver that may leave you in either position. The results of tests performed by the Swiss equivalent of the HGMA have proven that gliders dropped from a nosehigh position in a tail slide will rotate, tumble and break one or both leading edges in every case. Upon receiving a letter signed by Dick Boone and Roy Haggard, I placed a call to Dick Boone to arrange a date to test a Mega (as section 1.23c stipulates). I advised Dick that I wished to be present during the testing. Dick told me that Mike Meier and Roy Haggard were unavailable for two weeks owing to the Nationals and personal HANG GLIDING

reasons. I agreed to call the following week to arrange a convenient testing date. However, as I read through the manual I realized that once a question of compliance was raised, there was no time stipulated in which the matter should be resolved and that it could be dragged out indefinitely. The manual advised that the matter would be published in the hang gliding media. I called Dick a second time at 2:30 p.m. Michigan time on Sept. 16, 1980 to discuss the urgency of the matter. I suggested that if the HGMA were not able to handle the testing for several weeks, that they hold the publication of the question of compliance until that time so that the findings could be published simultaneously. Dick was not very receptive to the suggestion, but he told me that it would probably not make the next issue of Hang Gliding. The procedure laid out for review and revocation of compliance states that the board shall study accident reports to determine if there is a question of compliance, and review the certification package. I asked Dick to send me the minutes of the last two meetings. Dick told me that there were no minutes taken at those meetings. I then asked Dick if the board reviewed the certification package. Dick's answer was again negative. Finally, Dick said that if I was satisfied with just one member of the board being present he would perform the tests himself. I agreed then to make myself and a glider available at his convenience (needing one day's notice), and that I intended to film the testing procedure. Dick then said he would call me back when he had made the necessary arrangements. The Mega II was certified in June. At that time Mike Meier said it was the best documented and most complete package to date. U.S. Moyes feels confident that the findings will alleviate any question of compliance, as we have run exhaustive tests in Australia and California with successful results. Bill Moyes

Parachute Notice We would like to notify all owners of the Windhaven W-1 and W-2 parachute systems of a potential problem with the deployment pin. Depending on the type of harness used and takeoff techniques, it is possible for the deployment pin to work itself out of the through loop after a period of time. When this happens, the container usually remains closed because of the cover flap, and all appears to be normal until takeoff, when a sudden movement could cause deployment. NOVEMBER 1980

We have not been able to duplicate this occurrence at the factory but it has been reported to us that this has happened to two pilots. First, a pin check before each flight must be part of your pre-flight. A pin check is standard operating procedure for any sky diver before a jump and should be before any hang glider pilot flies. Second, because of this problem we have increased the length of the pin from 1 1/i'' to 2". If you are concerned about your pin, please write to us at 12437 San Fernando Rd., Sylmar, CA and we will immediately send you the 2" pin for your container. Please remember your pin check. Sincerely, Windhaven

F.L.A.C. Elevon Change In an effort to improve the handling of the F.L.A.C., Striplin Aircraft has developed a revision to the elevons. All pilots, would-be pilots, and builders of the F.L.A.C. should be aware of this change and the F.L.A.C. MUST BE so modified prior to flight. We have found that these revised elevons greatly improve the pitch handling in this aircraft. Basically, what we have done is to cut down the area of elevon used in the down deflection. The outboard section of elevon is now used for upward deflection only. It is picked up automatically by the inboard section when the wrist stick is brought back. Otherwise, the outboard section does not move. This outboard section is also set at a specific reflexed position to provide an upward pitch moment to the aircraft. Whenever the F.L.A.C. reaches a certain airspeed it will automatically pull out of a dive. Contact: Striplin Aircraft.

U .F .M. Easy Riser It has come to our attention that some Easy Riser aircraft have had fabric come loose from the ribs. At least one very serious accident has resulted. An accident was investigated by Larry Mauro of Ultralight Flying Machines which occurred in Columbus, Indiana. Here are the results. The pilot, Dennis Hastings, had been flying a powered Easy Riser for more than a year. The Riser was built by someone else and sold to Dennis. During the winter of 1979-80 the wing was recovered with "O"-porosity dacron fabric. However, the fabric was not glued to the ribs. Two short and slow test flights were completed.

The third flight was of approximately 100 feet altitude and several minutes duration. The craft was observed to speed up, then quickly invert and suffer structural failure, r·esulting in a fatality. The plane landed upside down, hitting engine first and upon concrete. The left wing had collapsed in a negative direction; the right wing was undamaged. Conclusion: The fabric was not attached to any of the ribs. At high angle of attack (slow test flight) the fabric stayed mostly in place from air pressure. As the pilot sped up the plane on the third flight the lower angle of attack caused the upper surface of the wing fabric to lift approximately six inches above the ribs, with a maximum billow centered about 2/3 towards the rear spar. This high camber near the trailing edge caused an extreme shift on the center of lift toward the rear, which in turn violently pitched the nose down instantaneously at high air speed. It is estimated that a negative load of from six to eight G's was created, which broke the left inboard front anti-lift cable, resulting in collapse of the left wing in the negative direction. It is very important to understand that the major shear strength of the Easy Riser wing is in the fabric. The fabric must at all times be completely secured to the ribs and spar. At Oshkosh in August Terry Fuller was flying his Riser after I told him about the problem loose fabric could cause. He noticed a slight and unusual nose-down tendency during this flight. Landing and inspecting the fabric, he noticed the fabric loose on the upper surface of the ribs towards the trailing edge of the wing. The fabric was immediately re-glued in place. The next flights were perfectly normal with no nose-down tendency whatsoever. U.F.M. advises all Easy Riser owners to: 1. Check fabric for any sign of pulling loose from each and every of the 26 ribs. The ribs near the tip and root will not cause a problem as the root and tip tube will hold the fabric tight to these ribs. 2. If any fabric is loose, re-glue it now, before the next flight. We recommend rib stitching all Easy Riser aircraft at this time. Eighteen ribs should be stitched with flat dacron rib lacing cord and covered with finishing tape. 3. All customers who have re-covered their Risers with "O" -porosity fabric must rib stitch the fabric, to assure that this fabric does not loosen from the ribs. 4. Eighteen ribs must be stitched to complete the job. Order your rib stitch kit from U.F.M., 2960 Corvin Dr., Santa Clara, CA 95051. Available in white or yellow finishing tape. Cost $22 per kit postpaid. Larry Mauro U.F.M. 49

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~'~~~~~~~~~~~~~,~~~""'~ ....,.:~ ~:~ ..,.!ltfi1 ""'1-:-..t ~:11\il ~!lt\ll ....,_:-..- ""'S-!11\il. ""I-:~ ""f.!lftlt llfl'l.~1'1t .,..,.:~ ~:~ ~:~ ~:-..- -...i-:-.it ~.........:~ ....,.:lftlt

Dick For the past several years, my NASA work has centered around the development of a joint European/ American project. consists of a reusable manned laboratory built by the European (E.S.A.) which will ride in

It will become a part Transportation System. During this sarnc time, I've been a partner in a small gliding school and shop here in Huntsville, Alabama, called Autodyne Co.,

had offered to teach them to fly. They took me up on it. Characteristically, the weather was somewhat less than cooperative for their first lesson, causing us to chase the wind. The forecast had been for southeast winds but when we had completed ground school and simulator practice, driven to our southeast training hill and set up the glider, the winds, which had been light and variable, drifted around to the northeast and stayed. It was still fairly early in the day so

Relaxing after their first flights, Ulf Merbold, Wubbo Ockels, (left and second from left) and Claude Nico/lier (right) find they've given lots of entertainment to Don Guess (center) of the Tennessee Tref' Toppers and Dick Heckman, their teacher.

Inc. Last summer, as a result of these two activities, I had the opportunity to introduce hang gliding to the three European scientists who arc candidates to fly on the first Spacelab flight. The threP scientists are Wubbo Ockels, and Holland, Ulf Merbold, Claude Nicollier, Switzerland. Their previous flying experience ran the gamut. Wubbo, a nuclear physicist, had never flown any aircraft before. Ulf, a solid state physicist, has over 400 hours, mostly in sailplanes. Claude is a former Swissair DC-9 pilot and presently flies Hawker Hunters for the Swiss Air Force Reserve in breaks from his work as an astronomer for the Agency. Between meetings during one of our Spacelab I Design Reviews we had talked about hang gliding. They had been very interested and I NOVEMBER 1980

we loaded back up and made a quick run to Flight Resort, 80 miles away in Chattanooga. When we got there, there was very little wind at all but Crystal's training hill was flyable and with the kind permission of Dan Johnson, everyone got their first day of "real" flying. The next day the winds were light out of the southwest and we flew a :JOO-foot practice hill near H unlsville which allows nice ground skimming flights. Ulf was unable to fly with us that day due to other commitments, but Claude and Wubbo got many good flights with some gentle turns and good speed control. Working with international scientists and payload specialist candidates generally means very few dull moments. These two days were no exception. I found the crew to be very quick learners but not immune to beginners' problems. The usual gear-up landings were made while to flare properly. What was interesting to me as an instructor was how much information they absorbed about the glider and their own sensations and responses on each flight. This was facilitated by lively discussions among the three after each flight. I always encourage talking within a class after each flight, but very seldom get such animated participation and when it occurs, it really makes a difference. When we arrived back at work Monday with a few war stories and a little hangar flying, I overheard Wubbo telling everyone that next lime all three of them were planning to fly from the top of our ten--story administration building. All kidding aside, the three arc planning to continue their training in the sport as their schedule permits. Their training for the Spacelab l Mission will be centered in Huntsville from next summer until the flight a couple years later, so I'm looking forward to flying with them many more times. ,...

OCTOBER 31-NOVEMBER ~ Fifth annual Great F1ace, Chattanooga, TN. Contact Lookout Mt. Fligl1t Park, m. 2, Box 215H, Hising Fawn, GA 30738 (404) 398-3541.

NOVEMBER 7·9. Basic hang gliding instructor certification program, Houston TX. Seg· rnent on power instruction. USHGA Intermediate rating and current l~ed Cross Standard First Aid Card required. Contact: Gordon Cross (713) 428-7444.

OCTOBER 29-NOVEMBER 9. Panajacl1el Invitational Championships. 60 pilots. Contact Arthur Kennedy. Hotel Playa Linda, F'anajachel, Solola, Guatemala. Phone 621159 via Guatemala City long distance operator or Keith Nichols.

NOVEMBER 22·23. Instructor's clinic, Connecticut area. Contact: Barton Blau, 14 Terp nd., East Hampton, CT 06434 (203) 267-8980. NOVEMBER 29-30. Thanksgiv· ing Fly-In at Big Sur, CA. Con-

tact: Walt Nielsen, Chandelle, San Francisco, 198 Los Banos Ave., Daly City, CA 94014. (415) 756-0650. DECEMBER 13··16. Powered instructor certification hosted by Dennis Pagon. Contact ,Jim Johns, P.O. Box 386, Bypass 158, Nags Head, NC 27959 (919) 441-6247. DECEMBER 30-JANUARY 8. New Zealand Hang Gliding Championships, Clueenstown, South Island. Contact: Waikato HG Club, Box 7109, Hamilton, New Zealand.

FLEDGE 2-B - Top condition. Red 349-3527. Southern Calif.

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

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. CAN'T AFFORD A NEW OR USED GLIDER? With only 10% down we will finance the balance or take anything in trade. 10% off of any new glider, power pack or parachute with this ad! Contact LEADING EDGE AIR FOILS, INC. (303) 632-4959. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. ELMIRA AIR SPORTS - Demo and Trade-in specials. Two 166 Mosquitos, two 224 Condors, two Cirrus Ill's, 179 Spyder. We have a wing for you! 959 Oak St., Elmira, New York 14901. (607) 732-1490. 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. KESTREL 19' - $295 or best offer. Call (714) 687-8664 after 5 p.m. MOSQUITO 166 - 4 months old, very nice sail. $1,000 firm. (503) 488-1073. MOSQUITO 196 1980 - Looks and flies great. Excellent condition. $1,400. (714) 273-0223. OLY 160 - 1979, red with yellow and orange tips, flown only about 10 times. Excellent condition, $650. PA (717) 647-9505 after 5:00. SHOP DEMOS: (2) 6-D 155 ........ $1,000 (2) 6-0 185 . .. .. .. .. .. . .. $1,000 (2) 6-0 215 ........... . ....... $1,000 (1) 6-0 240.. . . . . . . . . . . .. $1,000 (1) 175 or 195 Lazor II ......... $1,250 And 15 used gliders, different sizes and models, still $600 on trade-in or buy outright. Call or write The HangGlider Shop, 612 Hunter Hill, OKC 73127. (405) 787-3125. UP MOSQUITO 166 (503) 479-0826.

Like new, must sell. Sl,175.

WILLS WING RA VEN 209. Gold sail, brown leading edges and tips. Excellent condition. 4 months old ordered new Comet. $1,050. (213) 204-5659.

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FREE PILOT'S SUPPUES 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 SOARfNG EQUfPMENT AND fNSTRUCTION. 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. Localed 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. ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050.

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 131vd., 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.

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USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. ULTRASPORT, INC. 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 lo free flight. Call or write for more free information. Ultra Sport, Inc., P.O. Box 3700, Simi Valley, CA 93063. (805) 581-3395. COLORADO FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550.

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 instruments, 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 JIB. . . . . . . . . . . . . . . .......... all sizes Condor.. . ... all sizes Mosquito .. . . . . . . . . . . . . . . . . . ..... all sizes Raven. . ... all sizes Moyes Mega ll Comet Fledge llB USED SIZE Condor. .......... 151, 178, 194 Firefly JIB .. . ... 181 216 Seahawk ... .. .. .. .... .. .. .. .. .. . 200 Alpha. . ................. 185 Raven .............. . . ...... 179, 209 Easy Riser (Motorized) SST. ... .. .. . ... . . 90 Universal Shop conveniently located on road between takeoff and landing. 4095 North Sierra Way, San Bernardino, California 92407 (71<1) 886-6454. Santa Barbara localion-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.

EASY R[SER - 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.

KEN FLOWERS - Hang Gliders & Accessories. Madera, CA (209) 674-1310.

[CARUS-II kit, mostly complete. $500. San Jose (408) 946-8035 evenings.

HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, parts,

accessories. USHGA certified instructors, observers. Free lessons with purchase of a wing. After the sale, it's the SERVICE that counts. Hang Gliders West, 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. Hours 10:00 - 5:30.

NOW TWO SCHOOLS. EAST COAST AND WEST! Now, America's largest hang gliding school can teach you to fly on the west coast as well as the east coast. Since 1974, we've taught more than 25,000 people of all ages. And 25% of our students are women. If you're not shy about new experiences let us take you under our wing. For free brochure, mail coupon to either address: / ~ c~ ~

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NORTH CAROLINA

(408) 384-2622 BOX 828HG MARINA, CA 93933

(919) 441-6247 BOX 340 HG NAGS HEAD, NC 27959

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Stratus SO, YOU'VE HEARD ABOUT THE STRA TVS V. THE HIGHEST PERFORMING AND BEST HANDLING GLIDER SINCE MID 1974. THE COMPETION IS JUST NOW TOUCHING OUR PLATEAU. WE NOW INTRODUCE THE DOUBLE SURFACE V AND ONCE AGAIN STEP FORWARD.

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

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

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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.

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

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

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. NORTH CAROLINA

GEORGIA

HAWAII HAWAII SCHOOL OF HANG GLIDING - At last beautiful Hawaii has a full service hang gliding center. Complete USHGA certified lesson program. Equipment sales, service and rentals available. Drop us a line or give us a call if planning a visit to hang gliding paradise. P.O. Box 460, Kailua, Hawaii 96734. (808) 262-8616. Aloha! TRADEWINDS HANG GLIDING CENTER - 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. IOWA THE FOUR WINDS! New and used flex and rigid wings, power systems, landing gear, accessories. USHGA certified instruction. Ratings I-IV. We handle Bennett, Manta, Electra-Flyer, Seagull, Soarmaster, CGS, Power Systems, Litek, Hall, and other manufacturers' products. Come see our Powered Quicksilver with 16 h.p. Yamaha and landing gear. It's safe and stable! It will be love at first flight at: THE FOUR WINDS, 2708 Mt. Vernon Rd. S.E., Cedar Rapids, IA 52403. (319) 363-0189. MARYLAND THE WASHINGTON SCHOOL OF HANG GLIDING, INC. Serving Maryland, Virginia, and Washington, D.C. Certified instruction, sales and accessories, 3505 Rhode Island Avenue, Mt. Ranier, MD 20822. (301) 434-1717.

MID-WEST SCHOOL OF HANG GLIDING. Subsidiary of U.S. Moyes, Inc. USHGA Certified Instructors. All levels of instruction - foot launch, tow, and motorized. Located % mile from Warren Dunes. We are the oldest school and offer the most professional training in the mid-west. The owners placed 1st and 2nd in Open Class and 2nd in Class I at the '77 U.S. Nationals. We sell and service all brands of kites and motorized units. If you're thinking of moving up - check with us first, your used kite may be worth more than you think. Come fly before you buy. 11522 Red Arrow Hwy., Bridgman, Mi. 49106. (616) 426-3100. SOUTHEAST MICHIGAN HANG GLIDERS, INC. Turn your driving time into flying time with the revolutionary Eagle. We are a factory trained dealer and offer professional instruction. We also sell and service most major brands of hang gliders. In business since 1975. 24851 Murray, Mt. Clemens, Mich. 48045 (313) 791-0614. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 628 W. Larpenteur Ave., St. Paul, MN 55113 (612) 489-8300. MONTANA INTERESTED IN !'LYING? 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.

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THE HANG-GLIDER SHOP. The only pros since 1975 in OKC. USHGA certified instructors, power, towing, club membership. Still $600 on trade-in or buy outright. 612 Hunter Hill, Okla. City, OK 73127. (405) 787-3125. OREGON SUPERFLY HANG GLIDERS - Beginner & Novice lessons with USHGA Certified Instructors. In stock: New & used gliders, parts & accessories, Advanced Air chutes. Featuring Ultralite Products, Wills Wing, with other brands available. 853 N.E. 8th St., Grants Pass, OR 97526. (503) 479-0826. TENNESSEE AIR-POWER INC. - Dealer for most motorized ultralite aircraft. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (901) 324-8922. 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.

$18.50 postpaid in U.S. Foreign add $1.00. Prone bracket $5.50. Seated bracket $4.50.

HALL BROTHERS Box 771,M, Morgan, Utah 84050

LEADING EDGE AIR F'OJLS INC. 331 S. 14TH ST. 'l' i&>t'o~RAOO SPRINGS, CO, 303-832-491111

Dealer Inquiries Invited

C,O.D, Phone Orders Welcome (801) 829-3232

'l'

****************

OKLAHOMA

A precision instrument for the serious pilot. Rugged, dependable and easy to read.

1 7/8" x .058" x 12' (2-19 LENGTHS) ... ,,,, .. $1.73/FT. ~ 2" x ,049" x 12' (2-19 LENGTHS) .. ,, ........ $1.79/FT, 'l' WHOLESALE CATALOGUE $1.00 REFUNDABLE

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.

SEAMLESS. .

)t 1 5/8" x .058" x 12' (2-19 LENGTHS) .... , .... $1,38/FT. i( )t 1 3/4" x ,049" x 12' (2-19 LENGTHS).,,,, .. ,. $1.40/FT. i(

* *

KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes 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.

THE HALL WIND METER

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

NEW YORK AERIAL TECHNIQUES - at Ellenville. The east coast's largest hang glider shop. USHGA Certified instruction, dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, N.Y. 12428. (914) 647-3344. ELMIRA AIR SPORTS - Dealers for Wills Wing, UP, Pterodactyl, Eagle, Odyssey parchutes & accessories. Certified instruction, 959 Oak St., Elmira, New York 14901. (607) 732-1490.

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. LOOKOUT MOUNTAIN FLIGHT PARK (formerly Air Space) Beginning through advanced training, specializing in first mountain flights. New 100-acre training facility, plus new shop at launch atop Lookout Mountain. Large and complete selection of gliders and accessories in stock. Best flying site and flight park in the eastern U.S. See us first for all your flying needs! Call or write for free information. (404) 398-3541. Rt. 2, Box 215 H, Rising Fawn, GA 30738.

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.

Prone HANG GLIDING

The eontinuation of a winning tradition 13 years strong!

UTAH is mountain thennalling 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,

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.

Publications & Organizations

INFINITY FLIGHT SYSTEMS, Utah's most experienced hang gliding school is looking for a full-time "certified"

rentals and repairs. We're also experienced in advertis-

instructor. Guaranteed employment for a manager /instructor. Shares are available for ownership

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

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

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 FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959. 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.

Emergency Parachutes

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

ADVANCED AIR 24' chute with container, will ship. $250. (714) 637-7898.

SUPERLIGHT FLIGHT INC is the factory dealer for Eagle Aerolights and the Soarmaster Trike. Superlight also offers instruction, hang gliders and accessories. Call (206) 424-6200 or 757-4048.

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.

WISCONSIN

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER 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.

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

Business 0 pp ort unities 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

ODYSSEY has 24' and 26' emergency parachutes for the hang gliding pilot. Lightweight and inexpensive. Dealer idnquiries welcome. Don't fly without us! Send for free details. Odyssey, Box 60, Wilson, N.H. 03086. 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.

Ultralight Powered Flight BONNEVILLE AVIATION - Pterodactyl & Fledgling specialists. Kit form or pre-built. Free instruction. Route 1, Inkom, 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 FLYER by the Wrong Brothers Aviation, Inc. with a steerable, shock-mounted J-3 Cub type suspension, 340 cc engine, side stick and throttle controls. Write: 4335 Court Drive, Santa Cruz, CA 95062. (408) 475-1036. Dealer inquiries invited. 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. S.A.C. F.L.A.C. - By builder of 3 in factory F.L.A.C.'s. Complete, ready to fly. Yamaha racing engine w/elec. start. Must sell, need cash for school, $4,000 or first reasonable offer. Send for specs & photos to: Robert Cunningham, 45415 N. 28th E. No. 24, Lancaster, CA 93534.

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

D $25 FULL MEMBER ($26 foreign)- As a full member you receive 12 issues of HANG GLIDING magazine, pilot liability insurance, and all USHGA membership benefits.

D $18 SUBSCRIPTION ($19 foreign) for one year. D $31 SUBSCRIPTION ($33 foreign) for two years. D $44 SUBSCRIPTION ($47 foreign) for three years. D $9.00 TRIAL SUBSCRIPTION for six months. NAME ADDRESS

CITY 56

PHONE AGE STATE ZIP Send check or money order to USHGA, Box 66306, Los Angeles, CA 90066 HANG GLIDING

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lnourcatalogyou•llfinda complete and up to date • • • collection of the finest hang gliding equipment and accessories available anywhere. More people today than ever before are relying on Odyssey for fast efficient service.competitive prices.and quality gear. Check it out for yourself. catalog today, and get it Send $1.00 for your COMET together with ...

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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. CONT ACT: Richard Hays, 1-c Breezytree Ct., Timonium, MD 21093.

SOLO FLIGHT introduces Wisconsin's first Ultralight airport/campgrounds. Wisconsin Dells 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: 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.

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.

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 McLa•Jghlin, 831 Ann Arbor, Ventura, CA 93003 (805) 647-4647.

WINDHAVEN. The ultralite power center of California has complete facilities and information on power packages and adaptations. We sell completed Easy Risers and Mitchell wings too. Call or write: 12437 San Fernando Rd., Sylmar, CA 91342 (213) 367-1819.

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. HANG GLIDER T-SHIRTS - 1) Get High On Hang Gliding, 2( I'd Rather Be Hang Gliding, 3) Hang Gliders Make Better Lovers, 4) Hang Gliders Do It In Mid Air. All phrases include silhouette of hang glider. Black print on 100% cotton heavyweight t-shirts. Tan or light blue. S-M-L-XL. $6.95 ea. Postage & handling included. Specify phrase, size, color. Sunshine Graphics, P.O. Box 3244, Fremont, CA 94538. All orders shipped before Christmas. METAL LICENSE PLATE FRAMES - 'TD RATHER BE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling. Californians add 6 % tax. USHGA, Box 66306, Los Angeles, CA 90066. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3Vi'' 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 30¢ per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e., Feb. 20 for the April issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

TYPE: 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, yellow, 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: Seagull 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, black tips, black keel pocket. All other panels white. DISTINGUISHING FEATURES: Two tubes had been replaced with new black anodized tubing. Bag was not stolen. CONTACT: John Elliott, 6549 24th Ave., NW, Seattle, WA 98117 (206) 783-4529. TYPE: Seagull 10.5 Meter. SAIL PATTERN: Center out; light brown, dark brown, black, white, white leading edges. DISTINGUISHING FEATURES: 1/8" side flying wires, yellow fairings. WHERE AND WHEN: April 26, 1980, Phoenix, AZ. CONTACT: U.S. Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021, 944-1655. $250 reward. TYPE: UP Spyder 180. WHERE AND WHEN: Lexington Reservoir, Los Gatos, CA, Dec. 26, 1979. SAIL PATTERN: Light blue with dark blue center panel, L.E. and tips, large white UP letters center. DISTINGUISHING FEATURES: Sail has resewn batten pockets, leather X-bar rub patches, frame has spliced left L.E., waggle bar (supine setup) and bent deflexor posts. Quick cam wire tensioners. No bag. CONTACT: Rob Walty (415) 364-8461. 617 3rd Ave., Redwood City, CA 94063. TYPE: Electra Flyer Spirit 200 #S002414. WHERE AND WHEN: Near Pan Ark Lodge, Leadville, CO., May 24, 1980. SAIL PATTERN: Dark blue and white. CONTACT: Steve Johnson, P.O. Box 1818, Leadville, CO 80461. $100 Reward. TYPE: Condor 178. Chassis No. UPC-178046. WHERE AND WHEN: Lost on Pan Am Oct. 15. SAIL PATTERN: Brown, gold, white, red. DISTINGUISHING FEATURES: Gold and white delta on nose. CONTACT: J.R. Ulloa, P.O. Box 01-354, San Salvador, El Salvador, CA. TYPE: 230 Nova. WHERE AND WHEN: MAY 11, 1980 Near San Bernardino, CA. SAIL PATTERN: light blue, dark blue leading edge and kell pocket. Orange Eipper prone harness. Pealing black control bar. Clearcoat wires except one front wire white. Reward. 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: Deflexors and bolts not taken, Bag has red flet tabs on closure. CONTACT: Tom Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: ASG 18-A #5656. WHERE AND WHEN: Tucson, Arizona on Monday 1/14/80. SAIL PATTERN: Center out; white, orange, red, purple, purple leading edges and keel pocket. DISTINGUISHING FEATURES: Bright yellow bag, purple down tubes. CONTACT: T. Runyon, 2002 E. River Rd., M16, Tucson AZ 85718 (602) 299-4529 REWARD TYPE: 1977 Seagull Seahawk 170. WHERE AND WHEN: 12/31179 in Boston, Mass. SAIL PATTERN: All red, white keel pocket, white kingpost wires, black flying wires. Red cover bag w/blue nose. DISTINGUISHING FEATURES: Cover bag has small red felt tabs glued to closures. CONTACT: Thomas D. Johnson, 2 Medford St., Chelsea, Mass. 02150 (617) 889-1272. TYPE: Dinger Wings Whizzer 180, SAIL PATTERN: Center out - black, white, yellow, orange, red, black tip. Black leading edges. New cover bag, dark brown nylon, white zipper. WHERE AND WHEN: Sacramento, CA, Dec. 8, 1979. DISTINGUISHING FEATURE: Red tape over one-inch tear on right wing trailing edge. 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. DIS.. TINGUISHING FEATURES: SIN 340. CONTACT: Jim Zeiset (303) 539-3335. $100 reward. TYPE: Phoenix 60 155 SL #36. WHERE AND WHEN: Salt Lake, July 8, 1979. SAIL PATTERN: Red keel panel, split gold, remainder black. CONT ACT: Diann Ferris, Box 1773, Whitefish, MT 59937 TYPE: Cirrus SA #1425. WHERE AND WHEN: Saturday, June 2, 1979. SAIL PATTERN: Center out: brown, white, yellow, gold, orange, white. Brown leading edge, Orange and yellow are reversed on opposite sides. Reward. CONTACT: Rod Lamborn, 4016 Ralph St., Salt Lake City, Utah 84117. Phone: (801) 278-5959, TYPE: Cumulus 10. WHEN: Max 12, 1979. SAIL PATTERN: Center out, white, yellow, brown. Blue bag. CONTACT: 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 ~op of the column.

HANG GLIDING

Texas Ornithopters International presents -

Theomn:mOPIER This flapping toy flies just like a bird. Wind it up, let it go and watch it flap* into the air. It will climb, dive, soar, and glide gently to the earth for hours of fun. Available in three color designs: Blue & White-Red & Yellow-Gold & White SAFE DURABLE FUN FOR ALL AGES

ORDER SEVERAL AS CHRISTMAS GIFTS

Patented

NOTE: All orders received by Nov. 30th, 1980 will be shipped no later than Dec. 10th, 1980 for holiday arrival. cf

'~-~-i_!~c .::::~~-J.,-;~_.,

Comes complete with: Ornithopter, rubber band replacing tool and replacement heavy duty rubber band.

INQUIRIES INVITED

$6.00 for 1 ORNITHOPTER Plus 75¢ shipping and handling (Texas residents add 30¢ sales tax) OR

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$10.00 for 2 ORNITHOPtERS Plus $1.00 shipping and handling (Texas residents add 50¢ sales tax)

TOTAL Al\40UNT ENCLOSED----Please specifiy color: D Blue & White r:J Red & Yellow D Gold & White NAME---------------ADDRESS-------------~ CITV _ _ _ _ _ _ _ S T A T E - - - 1 P - - - Send Check or Money Order to: TEXAS ORNITHOPTERS INTERNATIONAL P.O. Box 414, Fort Worth, Texas 76101

INTRODUCING

THE 12 POUNDS OF HANG GLIDER POWER AND FUN INTRODUCTORY SPECIAL

This one piece assembly simply Plus s10° 0 mounts behind the crossbar. It uses the freight and keel-crossbar intersection sail hole for the handling. propeller shaft. The power system was designed to exOffer Ends Dec. 10, 1980 tend your glide and assist you in getting from "thermal to thermal," or to help get you home. IT WILL NOT TAKE OFF OR CLIMB UNASSISTED. INCLUDES: 26cc, 2-cycle gas engine, prop, stainless steel motor mounts (patent pending), clamps, throttle controls and simple instructions. Fits all prone harness "single" wing gliders. Mounts in 10 minutes. To order send a $100 deposit with your name, address, phone and glider make and model to GLIDE EXTENDER, Box 2112, Seattle, Washington 98111. Balance on delivery.

Dealerships Available.

285 0 0

UN LIMIT 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 JS AVAILABLE FOR GLIDERS FROM: ELECTRA FLYER SEEDWINGS

DELTA WING

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

Write or call for more information.

Dealerships are available in many areas.

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

STAFF WANTED for New Hang Glider Corp. TAKE HANG GLIDING WITH YOU

Positions Available

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

USHGA #

OLD ADDRESS CITY

STATE ~-ZIP~~-

NEW ADDRESS CITY

1) 2) 3) 4) 5)

STATE ~-ZIP~-~-

LAST ISSUE RECEIVED (PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

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

Administrative Officer. Creative, Experienced Designer. Manager - Sail Loft. (12-20 machines) Manager - Airframe Production. Full Time Flight Testing & Quality Control Person. Senior Storekeeper & Shipping Clerk.

Please send resumes, required to:

stating position and salary

NEW CORP. P.O. Box 4682 Panorama City, CA 91412

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