USHGA Hang Gliding July 1981 by US Hang Gliding & Paragliding Association

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In our catalog you·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. Send $2.00 for your catalog today,and get it COMET together with ... OWNER'S

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P.O. Box 299 Amherst, MA 01002 (413) 253-9761

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THE TRIKE · POWERED ULTRA LIGHT OR HANG GLIDER?

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NOW YOU CAN HAVE THE BEST OF BOTH WHAT IS A TRIKE? A trike is a self-contained motorized landing gear that attaches to the keel of the glider. The primary advantage of this arrangement is that the cage is connected just as a pilot would be, allowing the conversion from hang glider to power glider in a matter of minutes. Since the cage moves about the control bar as a pilot would in a standard hang glider harness, a rigid seating arrangement allows the pilot to buckle-in securely.

THE STANDARD PP-106 IS STILL AVAILABLE FOR YOU PRONE FLYERS. THE PP-106 WEIGHS LESS THAN 30 LBS. AND HAS BEEN ATTACHED TO MOST U.S. GLIDERS, AS WELL AS MANY OVERSEAS MODELS. SOARMASTER SUPPLIES PROPELLERS FOR MANY POWER SYSTEMS. JUST SPECIFY YOUR REQUIREMENTS - PROPS ARE ALUM. 6061-Ts.

DEALERSHIP INQUIRIES WELCOME

FEATURES OF THE TRIKE: • •

Folds down for easy transport Easy hook-up to hang glider· 1 bolt

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Set up to glider takes only 3 minutes

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Steerable nose wheel

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SOARMASTER INC.

Large 16" wheels on rear axle Standard single Chrysler with 2 carburetors

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Standard 1.2 gallon gas tank

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Optional additional gas tank (1.2 gal.) Optional twin Chrysler engines

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Web seat with safety belts

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(':J/Pi"umJ ':v:'n':':a~a9C~ntee NOW' you have.

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Leave it to Kitty Howh Kites to be the first to tol~e the insecurity out of buying a new hong glider. "Will that new glider perform the way I've been led to believe it will? Does it respond predictably to light control pressures? Does it hove the low sinl~ rote and brood speed range I'm expecting? Are launch and landing characteristics docile or unnerving?" Worries lil~e these con mol~e buying a new hong glider a nightmare. 8ut not any more. Read the text of our new JO-day guarantee. If you buy a new hong glider from us you hove JO days to decide that the glider will do everything we soy it will, or you con exchange the glider for another model. We con offer this new l~ind of guarantee because we l~now \A/hot our gliders will do and because of the excellence of the brands we carry-gliders we stol~e our reputations on.

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For more information and brochure write:

P.O. 80X J40HG NAGS HEAD, N.C. 27959 (919) 441-6247 or 441-7575

UNLEASH YOUR SPIRIT! AT THE BLUE STRATOSi'USHGA NATIONAL HANG GLIDING CHAMPIONSHIPS.

The makers of BLUE STRATOS men's toiletries invite you to the National Hang Gliding Championships at Slide Mountain, Nevada, August 22-30, 1981. Sanctioned by USHGA

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Attractions include hot air balloons, aerobatics and powered ultra lights.

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For further information or details concerning exhibits, write or call The National's Committee, P.O. Box 865, 1000 North Plaza street, Carson City, Nevada 89701. Telephone (702) 885-1891. ©1981 Shulton, Inc.

EDITOR: Gil Dodgen MANAGING EDITOR: Glenn Brinks ASSIST ANT EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray ILLUSTRATORS: Cathy Coleman, Harry Martin OFFICE STAFF: MANAGER: Carol Velderraln Cathv Coleman (Advertising) Amy Provin (Ratings) Janet Meyer (Memberships) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Lucky Campbell SECRETARY: Ewart Phillips TREASURER: BIii Bennett. EXECUTIVE COMMITTEE: David Broyles Doug HIidreth Dennis Pagen USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: Pat Denevan, George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION 4: Lucky Campbell, Carol Droge. REGION 5: Steve Baran REGION 6: Dick Turner. REGION 7: David Anderson, Ron Christensen. REGION 8: Charles LaVersa. REGION 9: Les King, William Richards. REGION 10: Richard Heckman, Scott Lambert. REGION 11: Ewart Phlllips. REGION 12: Paul Rikert. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: John Lake, John Harris, Hugh Morton, Vic Powell. DIRECTORS-AT-LARGE: David Broyles, Jan Case, Phil Richards, Keith Nichols, Dennis Pagen. The United States Hang Gliding Association, Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world governIng body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has . delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magozlne Is published far hang gilding sport enthusiasts to create further Interest In the sport, by a means of open cummunicatlon and to advance hang gliding methods and safety. Contributions are welcome. Anyone Is lrwtted to <;ontributE/ articles. photos, and illustrations concerning hang gliding actiVlfies. If the material Is to_ be returned, a stamped, self-addressed return envelope must be en.closed Nottticatlon must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and P)Jblicatlon 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 malling address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd.. Los Angele~ Calif. 90066;.telephone (213) 390-3065. Secondclass postage Is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing & Lilho, Alhambra, Coot. The typesetting Is provided by 1st Impression Typesetting Service, Buena Pork, Calif. Color separaflof\S by Scanner House of Studio City, Calif. The USHGA Is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership Is open to anyone lnter0csled in this realm of flight. Dues for M membership ore $25 per year ($26 for foreign addresses); sµbscrlptlon rates are $18 for one year, $31 for two years. $44 far three years, An lntrqductory six-month trial Is available for $9.0Q. Changes at address should be sent six weeks In advance, Including name, USHGA membership number, previous and new address, and a malttng label from a recent Issue.

ISSUE NO. 102

JULY 1981

Hang Oliding CONTENTS FEATURES

HEAD FOR THE HORIZON

Article and photos by Ken Gallard

THE SO CAL REGIONALS by Chris Price photos by Leroy Grannis

DOG DAY NIGHT

BOTTOMS UP, or, Over Easy, Please

SECOND SANTA BARBARA PARACHUTE SEMINAR

by Dave Little

by Bonnie Nelson

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 9 THE RIGHT STUFF by Erik Fair 12 NEW AND NEW PRODUCTS 22 CALENDAR 34 USHGA REPORTS 35 MILESTONES 35 BOOK REVIEW 36 POWER PILOT by Glenn Brinks 41 USHGA CHAPTER NEWS 44 CLASSIFIED ADVERTISING 50 STOLEN WINGS COVER: On Memorial Day, May 25, 1981 Jim Lee flies 168 miles from Sandia Crest in New Mexico. Photo by Ken Gallard. CENTERSPREAD: Lorry Newman and Eagles in formation. Photo by Larry Newman. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc.. do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider ore urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hong Gliding Magazine and Individual contributors.

(JLTKALIQMT CONVERJAT10N

says "get out," I wonder just what the hell he means ... get out of what? Get out of town? Give up citizenship? Get out of Hang Gliding magazine? Drop membership in the USHGA? When he says he is tired of people being considerate, I can tell you for sure considerate people are tired of his type of cry-baby approach to problems, and are sick of his type of attitude in general. Lucky Campbell Phoenix, Arizona Dear Editor,

Responses to "Sky Man" Dear Editor, In the May issue of Hang Gliding magazine I was amused by a letter written by an individual who (understandably) chose to remain anonymous by calling himself "Sky Man." I was first amused, then angered, then concerned. The possibility that some poor egocentric nerf-ball like that might be taken seriously bothers me enough to respond with some reason, and hope that I might possibly prevent the future assassination of an unsuspecting ultralight pilot. It is apparent that there have been some problems associated with powered hang gliders in Sky Man's area, but it is also apparent that he doesn't have the maturity to have handled those problems in a manner that might have corrected the situation. In nine out of ten cases a friendly conversation will do wonders, and a heated attack will usually turn out counterproductive. Most power pilots can comprehend the desire of the hang glider pilot that he not fly in hang gliding areas. They do, after all, have a much larger selection of sites than the hang glider pilots do, and usually will happily move on when asked. If he becomes a problem, there are several ways to force the issue and they are all within the legal system. When referring to "real hang glider pilots" as being only that group that shares his own rather scatological opinion, he is not only being a nerd in general, but he is doing a great injustice to those pilots who choose to fly hang gliders and ultralights. Even though it is obvious that Sky Man is very impressed with himself, it should be pointed out that some of the finest hang glider pilots in the world also fly ultralights. Sky Man's sort of name calling is totally unnecessary, and I am distressed that this sort of drivel found its way into print. There will always be someone who abuses the freedoms ofus all, but I can say for sure those individuals can be found wandering around hang gliding sites just as much as ultralight sites, and the problem is almost always one of education ... not what they're flying. As you may have noticed, Soaring magazine has become Soaring and Motorgliding. I haven't yet heard or seen in print any of the SSA members' objections and clammerings for the motorglider folks to "get out." What might be Sky Man's next target? Possibly fixed wing hang gliders? Sky Man points out a survey in which opinions were solicited regarding power, and somehow confused a survey with a vote. The fact is, each survey has been more and more positive about power, but if I get his drift he would have the opinion of over 40% of the membership disregarded. Then when he

INDEX TO ADVERTISERS Aerial Techniques .............................................................. 44 Aerofun ................................................................................... 33 Bennett Delta Wing Gliders ............................ 23, 39, BC Benson Aircraft ..................................................................... 17

I have been a member ofUSHGA for five years, four of them actively involved in hang gliding. Last year I bought a Pterodactyl Fledge and have fallen in love with the ultralights. By the same token, when it's not ultralight weather, I go soaring just like every other hang glider pilot. We don't have one site in New Hampshire or Vermont that doesn't require a 15-minute hike or better. So I felt I must not come under the category of a "weak, lazy, fat, and ignorant leach head" which "Sky Man" implied. The fact is, there are a lot of people who have ultralights and are in the same position as I am. In any case I think Sky Man should not condemn something, I feel, he knows nothing about. Further, if "Sky Mouth" really had taken a survey of the hang gliding community, it must have been a very small community. This is because I have traveled the East Coast and the majority of the people I've talked to really are excited about having another source of flight at their finger tips without · having government regulations stamped on their backs. So do us all a favor and get your facts straight. Bill Bush Claremont, NH

BJ Aircraft ................................................................................ 41 Blue Stratos ............................................................................ 2 Dar ............................................................................................. 37 Eco Nautlcs ............................................................................ 17 Fly Right ................................................................................... 41 Glider Rider ........................................................................... 38 Goldwlng ............................................................................... 47 Hall Brothers ........................................................................... 17 Hang Gliding Press ............................................................. 48 Kitty Hawk Kites ..................................................................... l Leaf ........................................................................................... 29 Lookout Mt............................................................................. 17 Maklkl ....................................................................................... 8 Manblrds ................................................................................ 5 Manta Products .................................................................. 49 Nev. County UL ..................................................................... 7 Odyssey ................................................................................ IFC Pagan ...................................................................................... 25 Para Publishing .................................................................... 25 Plerodactyl ........................................................................... 47

Dear Editor,

Rotec ......................................................................................... 11 I am greatly dismayed by the current vendetta of those who call themselves pilots to demand separation between powered and unpowered flight. It seems many of my fellow aviators have flown so close to the trees that they can no longer see that it is only part of a much larger forest. The forest in this case is aviation itself, bound in a fraternity which has prospered through cooperation. Having flown over eight thousand hours in machines ranging from Rogallo gliders to military helicopters and corporate jets I can assure you that the sparkle in the pilot's eye is not altered by the type of machine which has carried him aloft. We, who take upon ourselves the title of pilot, and truly deserve that title, are bound together by the love of flight and respect for the craft which permits us to explore regions and discover sensations that most men will never be fortunate enough to know. I emphatically disagree that the USHGA is losing sight of its goals. Powered ultralights were born through the efforts of respected hang glider pilots and are a family more closely related than other categories of aircraft. Due to the insight of the USHGA staff, it is inevitable that all concerned will benefit through a greater sharing of technology and expertise. To Sky Man, Sabey, Masters and others, let's not obscure the love of flight in a fog of hatred. There is no place for such petty foolishness.

Snyder Ent.............................................................................. 43 Soarmaster ........................................................... ................. l Southern Propellers ........................................................... 47 Spectra Aircraft ................................................................... 38 Sprague Aviation ............................................................... 29 Stratus ..................................................................................... 30 Ultralight Pub........................................................................ 45 USHGA ....................................................... 42, 46, 51, 52, IBC Whole Air Magazine .......................................................... 42 WIiis Wing, Inc....................................................................... 18

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

Woodrow W. Cahall Garrison, MD

HANG GLIDING

From Prentice-Hall:

MANBIRDS: Hang Gliders & Hang Gliding BY MARAL YS WILLS

A fast paced, entertaining new book, written with humor, insight, and a rare appreciation of individual achievements. Manbirds takes the reader from hang gliding's exhilarating, fumbling past to its soaring present.

* 8 pages of color, 150 black-and-white photographs * "How to Fly" written by Chris Wills, M.D.

* 40-page appendix, including world-wide flying sites "Maralys Wills said, 'above all, I want the book to be interesting.' It was that and more ... Chris Wills' story of the filming adventure in Greece was more interesting and exciting to us than the finished movie ... a valuable addition to the literature on hang gliding." Francis M. Rogallo "Few people are as qualified as Maralys Wills to chronicle the modern history of foot-launched aviation ... her personal involvement has allowed her to tell the story with rare insight and under· standing." Mike Meier "Manbirds is the first book on hang gliding written from the pilot's point of view. Maralys Wills is of hang gliding. She has a feel for what the sport is and the ability to write it down well ... Manbirds will help you cherish your own personal discovery of flight and will help non-flyers understand what the words 'hang gliding' mean .... Excellent." Chris Price "A technical, historical, sentimental, humorous look at hang gliding ... amazing shots of fragile, homemade gliders by pioneers of the sport, as well as breathtaking color plates of some of the most beautiful photographs ever taken ... the first complete compilation of world-wide hang gliding champions." Dean Tanji "Of the thirty or more books I've read on my sport, Manbirds stands alone as a true and accurate reflection of hang gliding and its participants. The evolution of our attitudes and techniques as well as the psychology of hang gliding is brought out by interviews with all the sport's greats ... very contemporary ... I will happily recommend it to my students." Ken DeRussy "A must for everyone interested in hang gliding ... gives the history and flavor of the sport, as well as authoritative tips and instructions on equipment and flying. But it deserves a far wider audience, because it is a wonderful, true adventure story of pioneering - presented in a fast· paced, very readable style ... Maralys Wills was uniquely involved in the incubation of hang gliding and in the subsequent developments. No outsider could have captured so well the essence of this great period when man joined the soaring birds almost as equals instead of as interlopers .. . a sensitive and exciting book that you cannot put down - and which later you will find continually resurfacing in your mind." Paul MacCready Available in book stores and your local hang glider shops

Dear Editor, In response to "Sky Man's" letter in the May issue, we thought it deserved a response on the same level that it was written. We who hide behind our engines are not all that different from those of you who suffer from various forms of lapse-ratitis and severe hypoxia; both groups are known for their gin-glazed eyes, both groups sometimes salivate uncontrollably, and both have been known for an occasional muscle spasm during lovemaking. So look, damn it, we've all had enough. We're sick and tired of you all silently sneaking into our airspace, slicing quietly through the angry buzz of our chain saw engines, with no warning or consideration for our obtrusive machines. We powered pilots think that you hang glider pilots are nothing but a bunch of grit-eating, scumsucking, boot-licking, gut-grinding, nail-biting· glue-sniffing, scab-picking, butt-scratching, drugcrazed, sleezy, smelly, pepper-bellied, dirty, lousy, rotten, stinking, pea-headed, God-almighty pencilnecked geeks. So there. Nanny, nanny, boo-boo. Sky King, Air Junkie, and Cloudbuster Sacramento, CA Dear Editor, I am writing in rebuttal to Sky Man. I would write him directly but he did not have the courage to use his real name. That brand of cowardice and ignorance has fostered intolerance and bigotry in every age. He should have signed his pseudonym "Sorry lvlan." There are more people who do not have access to mountain and ocean soaring than do. Would he selfishly deny them the wonder of wings? I fly powered. I personally can't stand the sound. But has he ever tried to launch from a thirty-foot river bank? It is obvious there are problems. It is intelligent to offer viable solutions. We don't drive our Indy 500 Formula Racers on the streets. But the courts and hospitals are full of cretins like Sky Man who do. One solution would be to provide separate times or places to fly. If one has access to unpowered sites, it would not seem necessary to me to use power. So where's the bother? Rick Shepherd Evansville, Indiana

35 Against Dear Editor, At the last Orange County Hang Gliding Association chapter meeting held on 5/ 14/81, a vote was taken concerning the inclusion of powered ultralights within the structure of the USHGA. The result was a unanimous 35 votes against the inclusion of any powered flight systems. As a group we recognize the tremendous paten· tial that powered ultralights have, however we feel very strongly that their political and social needs will contrast sharply with those of the hang glider pilot.

We have fought many battles concerning our image and we are finally receiving some muchdeserved respect and understanding. The USHGA is our professional organization and we will not allow another "newborn babe" to ride into the spotlight on our worn coat-tails. Our Association requests the USHGA to conduct an immediate vote of the membership to establish an official policy for the USHGA to follow concerning this issue. The time is now.

glider pilots, sky divers or anything else that pro· tects, informs and fights for me. I think most power pilots got their start like I did, on a regular hang glider. The only time I fly around regular hang gliders with power is when I'm invited. Why should I? With power we don't need to. To David R. Sabey, don't quit, stay a member and fight for what you think is right. USHGA isn't as experienced as USPA, but both associations are the reason both sports are still around.

Steven A. Fry President, OCHGA

R.E. "Rosko Goose" Kidwell Rialto, CA

Response to Purists

Helmet Requirements

Dear Editor, Dear USHGA, This is in response to all the "purists" who think ultralight pilots are idiots and have no place in the USHGA. The integrity of our national organization, USHGA, is being challenged by a group of immature, name-calling "purists" because, oh my God, USHGA is allowing motors in our sport. It is apparent that these purists think USHGA should condemn ultralights and ban them from the organization, wipe them off the face of the earth, never to be heard from again. Do these purists think that banning them from USHGA will make them magically disappear from the skies, that the sound of their i;notors will never be heard again? What does banning them from USHGA mean anyway, that no mention of ultralights be made in our magazine, including advertisements? Does it mean that pilots who fly ultralights would not be allowed to join USHGA? What about a semi-purist whose first love is foot launch, but who occasionally powers up to avoid the downwind blues? Would that pilot be allowed to join? Face it, ultralights are here to stay and we might as well grin and bear it. There are a lot of people who have dreamed of flying all their lives; ultralights are a way for them to fulfill their dreams just as hang gliding has done for us.

Chuck Anderson St. Louis, MO

On the subject of helmet requirements: My main objection to Z-90 requirements is that it bans the soft type helmet distributed by Flight Designs and U.P., while the same Z-90 approves Bell helmets. In my mind there is no question that the soft helmets are safer and more comfortable to fly with. I. Soft helmets allow better visibility while soaring in traffic. Bell helmets many times will slip partially over the eyes. 2. Soft helmets are padded at the base of the skull, reducing the chance of injury from the hard shell. Joseph Templeton in an early Hang Gliding wrote about being knocked unconscious in the air because of this. 3. Soft helmets don't have slipping liners inside. In my years as an instructor the only helmet-related injuries I've ever witnessed were three separate cases where the Bell helmet slipped on its liner so badly that in two cases it broke noses, severely lacerating two, because the rubber molding around the edge fell off. In the other case the victim chipped six teeth for the same reason. I don't want to hear any more of this "soft helmets don't slip off a hard surface on impact" stuff. Stick to what's pertinent. Eliminate the competition ban on soft helmets. Incidentally, just out of curiosity, I decided to test my Flight Designs' helmet. I successfully drove over the helmet with the rear tire of my Datsun 510 wagon - no damage to the helmet.

Association Support

Jim Johns Marina, CA

Dear Editor, Thanks to Don Clutter, (May '81 issue of Hang Gliding) now maybe even I can soar. Thanks to Dick Heckman I've learned more about fatigue and corrosion. To Sky Man I'm not weak, lazy, fat, ignorant and I drink beer, not gin. I'm also a real hang glider pilot, the fourth person to be issued a hang three rating. The reason I started flying power is publicity. I do volunteer work for the American Cancer Society and the United Ostomy Association. So far I've had 26 newspaper and magazine articles promoting hang gliding, power hang gliding, sky diving and proving to Ostomates, cancer patients, and future patients that just because you have cancer it isn't the end. I will try to be a member ofUSHGA, USPA, and any other association that has done so much for

More on Pro-Am Dear Editor, After reading Burr Smith's rebuttal to my letter in the March issue concerning a split in competition format to a Pro/Am type system I can see that the entire purpose and intent of my letter was misconstrued. Probably because 75% of the letter was edited out. Please allow me a few inches of space to redeem myself1 I, in no way, was "on the case" of the professional type pilots. Conversely the system that I was proposing in my letter, which was not printed, would in essence elevate the professional pilots to a higher level that they have earned through many a hard fought air battle. Not only would my system

HANG GLIDING

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enhance the establishment of a professional tour and encourage money interests, it would also provide a ladder to the amateur pilot seeking professional status. This would be quite an improvement over the present closed caste system. It would also allow amateurs to compete on their own level. Furthermore, regarding Burr's comments on spectator boredom, spectator participation is not the primary nor even the secondary purpose of most hang gliding competitions. For those exceptions where spectator interest is required, a one-toone format with the right tasks can provide lots of excitement and crowd interest, coupled with other air displays and demonstrations such as ultralights, gyrocopters, etc. A mini airshow atmosphere can be created which is quite entertaining for wuffos. Lastly, as far as the "touch of class" displayed by our sports pros, I would like to mention that as a resident of Chattanooga, last October I saw six young men flying their hearts out for their national team and it was they that won the Cup, not the gliders they were flying. For their ability, courage and dedication perhaps 18-foot standards would have sufficed. I really think that it's high time that our pros receive some long overdue recognition from the sport; and that we find out who our best amateur pilots are. Hope this clears the air Burr. Marc Kenyon Chattanooga, TN Because of the increasingly large number of letters that we receive we ask that you 11y to limit the length of your !mer. We prefer not to edit because we don't want to change your ideas 11ni11tentiona/ly. Two or three we/I-composed paragmphs of no more than 250 words dealing with one topic, typed and double-spaced (to leave room for corrections and typesetting instructions) will stand the best chance of being primed. -Ed.

Maybe the best answer is the general one: that most women in most societies have been systematically discouraged from trying most professions, sports, activities, etc. - prevented literally, in this case, from trying their wings. But that's what the women's movement and all civil rights movements are about - breaking the rules that confine people. Flying is such a beautiful challenge to the spirit and imagination that it ought to appeal to the best in everyone. There are comparatively a lot of women pilots in the Bay area, and I appreciate having women ahead of me to look up to as well as women at my skill level and behind me to encourage. I want to thank my male fellow pilots and instructors for their encouragement and comradeship; it's just that we need heroines as well as heroes. It can be inspiring to hear little kids in the landing area say, "There's a girl flying one!"

red-tailed hawks to owls and golden eagles. Many of the birds are recovering from gun inflicted wounds or pesticide poisoning. The rehabilitation process takes time, money and patience. The Raptor Center, a non-profit organization, survives solely by volunteer efforts. The birds need a large outdoor exercise flight cage to strengthen wing muscles before being released back to the sky. Funds are necessary for the flight cage construction. The lives of these birds depend upon you. Any donation that you, as a fellow flyer, could make would be greatly appreciated by the birds. Please mail to: UCD Raptor Center, c/o Veterinary Medicine Teaching Hospital, Business Office, Davis, California 95616. Jim Gibson Goleta, CA

Gretchen Greene Santa Clara, CA

Thanks to R. V. Dear Editor,

Preflight Method Dear Editor, As a jumpmaster-qualified military parachutist and hang gliding enthusiast I would like to offer a safer procedure for making your preflight inspection. When inspecting each part, make sure your hands and eyes stay together. Look at it and touch it, at the same time. This is a proven method for personnel inspection of military parachutists and provides more sensory input for inspection of your hang glider and equipment. IL T Eugene Palmer 10th Special Forces Gp Ft. Devens, Massachusetts

We Need Heroines Too

In the last issue appeared R.V. Wills' final fatality update. I was very saddened to hear that this was his last report. As you all know, R. V. Wills has given to the sport of hang gliding accident review data when no one else would, notable legal support to the hang gliding movement, widespread and enthusiastic personal support and, most importantly, an undying legacy from himself and his sons that will live forever. I wish to personally thank R.V. Wills on behalfof the USHGA and the entire hang gliding community for his years of dedication and support. I · hope all of you reading this will offer at least a silent thanks and, at most, a brief note, to show our appreciation: R.V. Wills, 1811 Beverly Glen Drive, Santa Ana, CA 92705. Doug Hildreth, Chairman Accident Review Medford, OR

Raptor Center

Dear Editor, Dear Editor, We're all pilots because we love to fly, but when you try to get more specific than that you '11 find as many different personal reasons as there are pilots. Still, I've been asked, "Why don't more women fly?," though I don't pretend to answer· for other women.

Some feathered friends of ours are desperately in need of your help. Who are these friends? They are 92 birds of prey being rehabilitated at the UCD Raptor Center located at the University of California in Davis. The species vary from kestrels and

Hang Gliding welcomes your letter to the editor. Letters must be typed (or legible) and limited to 400 words. All letters are subject to editing. Send your contribution to: USHGA, Box 66306, Los Angeles, CA 90066.

COUNT 'EM! Over 70 ultralight aircraft are listed in this new MICIOLIGHT lllCUn DIIEClOIT: photos, descriptions, availability, plans, kits, complete, new, used, info kits, sources, etc. The directory contains an introduction to the sport and buyer's guide, chock full of information. It also has a bonus: "l3 ways to get your own powered microlight", showing the easiest, fastest, cheapest ways, and even one REE way to get your own flying mochine. Send $6.95 for your postpaid directory, today. (Calffornians add 42C tax. Overseas: U.S. funds, add $1.00 for air mail.) Print name & address clearly. -o l 0 'fo.""" s f \ ' •

pc.v.J ~ERO-FUN PUBLICATIONS OJt_lo P.O.BoxM(Dept.H),Salida,CA 95368 '{)

Model 1 Vario Readout. , .. $40.

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fnau\~~:\~~E~~~ b:i"~~~;s~af: :::~~;;,~ii~ U.S. Monies, include $5.00 extra for air shipment. coo charges $2.50 extra.

. Model 2 Control Bar Vario. $75. Complete & Ready to Mount

4" X 5%" · weighs less than one pound GUARANTEE: 60 days - Satisfaction or Refund Model 2 & Tuffy Ext. Bar... $85. 1 year against manufacturers defects. Tufty 12" Extension Bar .... $15. DEALER INQUIRY INVITED ... MAKIKI ELECTRONICS• P.O. Box 629 • Hauula, Hawaii 96717. Phone (808) 293·9348

HANG GLIDING

new INTRODUCTION Last month The Right Stuff gave you the best information available on how to launch a flex One of the things you learned is that "the launch is probably the single most critical aspect of hang glider flight" because during launch you and your glider are dose to the ground, flying only slightly above stall speed. Well folks, there is yet another single most critical aspect of hang glider flight that occurs close to the ground and slightly above stall speed. How To Land A Flex Wing is the sub· jcct of this month's installment of The Right Stuff More spccitlcally, we're going to ex· amine the landing sequence from completion of your final approach tum to touchdown. We're going to ask and answer the question: Why is landing so demanding? Then, we're going to recommend a specific technique to bring you from final to mother earth as graccfolly as a bird lands in a tree.

:HOW TO LAND A FLEX WING t:o L~U.,lAU~i§,;<;AU.aULUIU~

The goal of landing a hang glider is simple enough: To touch suitable ground gently, feet wings level, at O mph ground speed at a place that is reasonably close to where you want to be. The list of variables you have to consider in landing a bang glider is basic enough: wind speed and direction, wind gradient, airspeed, groundspced, ground effect, recognition and avoidance of obstacles, and execution of corrective turns. Why then am I trying to tell you that bring· a hang glider in from final to touchdown is a demanding task? I'll put it simply: Landing a hang glider is not something you can do exact· ly when you want to. You can pick the exact moment you stan your takeoff nm, but you cannot pick the exact moment you land. Once you're on final approach you arc committed to reacting immediately and appropriately to whatever comes your way in regard to chang· conditons, sudden appearance of obstacles, etc. Since it is more difficult for you as a relative· ly pilot to react immediately and appropriately, it is especially important for you to go to the landing area before each flight to check out conditions and to make sure a highly visible flag is present. If you discover that the landing area is swirling with dust

JULY 1981

devils or that the flag is switching 90 ° every five minutes, don't fly even if conditions at launch are perfect. One more time: You do not get to choose the exact conditions you're going to land in. Make sure the odds arc they'll be conditions you can handle.

Calm Air ........,,,... " So your best judgement tells you the odds are excellent that you can deal effectively with conditions in the landing area. You take off, fly around happily for as long as conditions permit, then decide it's time to deal with land-

ing. You notice that the flag in the LZ is mo· tionless and set up for final approach with a dead air landing in mind. Figure A shows two pilots (Right Stuff and Wrong Stuff) set up for final approach. Notice first that Right Stuff has set up for final at the proper altitude. His glider performs at an 8-1 best glide ratio. The target is 400' away and his altitude is 50' (8 x 50' 400'). Upon completion of his final ap.. proach turn Right Stuff swings into landing position, legs down, hands transitioned to the downtubes of his control bar. His eyes arc focused on the target. He is pulling in slightly on the bar so that: his airspeed is about at best glide (24 AS). Note that: his glide path at: 24 mph AS intersects the ground slightly before the bullseye. Not to worry. Right Stuff knows that approximately 4' from the ground he will enter ground effect and his glide path will flat· ten somewhat. He cruises in ground effect, timing small l · 2 inch pushouts with the goal of maintaining about 3' ground clearance. When he feels and hears that: the glider is stall .. ing he dramatically pushes the control bar out and up thereby bringing it to a complete stop. Let's isolate and explain everything Right Stuff did in his dead air landing: 1) Final approach turn at approximately cor· rect altitude: minimizes chance of over- or under-shooting target. 2) In landing position throughout final ap .. proach: Extra body drag slows him down in relation to ground, Hands always in contact with bar -- can react immediately. 3) Hands on downtubes: Better fulcrum for complete flare. 4) Eyes focused on target: You tend to land where you look.

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Figure C shows the effect of wind gradient on final approach. Note that Right Stuff maintains his airspeed at best glide throughout his final approach. He experiences a gradual increase in groundspeed as he descends through the gradient. But Right Stuff is cool. He is able to judge his airspeed and confirm its con· stancy at best glide by listening, feeling, and seeing what's going on around him. Wrong Stuff figures he's starting to fly too fast as he descends through the gradient. He figures this because his groundspeed is increasing. So Wrong Stuff pushes out and stalls into the ground short of his target. This guy is getting worse!

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5) Approach at best glide speed: Maximum controllability of glider during approach. Ability to adjust glide path by either speeding up or slowing down slightly. 6) Relying on ground effect: The glide path of any glider will always flatten somewhat as it comes within 4-5' of the ground. This is because the ground reduces induced drag by blocking formation of extended wingtip vortices. 7) Gradual slowdown to stall speed maintaining 3' ground clearance: Avoids "flying into ground" or slowing down too suddenly which results in climb out, stall, stall break, and pound. 8) Dramatic flare as stall speed is reached: Fully stops glider in relation to ground. Too late a flare is equivalent to throwing glider in front of you as there is insufficient lift to stop glider. Incomplete or "take it back" flare are results in continued forward momentum of glider. Now let's see how Wrong Stuff is making out after setting up his final approach way too high. If he does everything else right he'll fly into the rocks. Wrong Stuff isn't an idiot - he won't do that. What he'll usually do in this situation is slow down to right around stall and mush on in, barely in control of the glider and without ability to flare (he's already pushed out!). At best he'll land on the bull mushing vertically at a speed equivalent to that achieved by jumping off the top of a van. At worst his glider will stall-break 30' off the ground and he'll center punch the bull with his nose plate. If he takes the fast route (30AS) he'll have a great view of the rocks just before he crashes into them. Let's give Wrong Stuff some credit and save him from crashing by allowing him to S-turn through his approach so he can land between the bull and the rocks.

Landing Into A Smooth Headwind Look at Figure B. Right Stuff again sets up final at the proper altitude. Note his glide path is twice as steep this time because he's flying into a 12 mph headwind which cuts his ground speed in half. Almost everything else is the same for Right Stuff as it was in his deadair landing. Most notably his approach speed remains at best glide. The only difference is that his experience of being in ground effect will occur over a shorter horizontal distance and his final flare will not have to be as dramatic because he can achieve O mph groundspeed at touchdown with 12 mph airspeed the equivalent of the wind velocity.

The Effect of Thermals and/or Gusts Figure D shows Right and Wrong encountering a thermal on final approach. Note that Right counteracts the effect of the thermal by speeding up enough to fly through it. He knows he's on final and is therefore too low to play in thermals. Wrong lets the thermal slow him down to stall speed, his glider stall-breaks, and he's out of control, as usual. The point is, when encountering thermals or gusts on final,

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HANG GLIDING

by all means speed up. Do not slow down or allow yourself to be slowed down .

Summary You can't land exactly when you want to. From final approach to touchdown you must react immediately and appropriately to changing conditions. Ground effect and, to a lesser extent, wind gradient can be pretty much counted on to affect your approach. Headwinds, thermals, gusts, switches and kids in the landing area must be experienced and dealt with as they occur . Look at it this way: There are two things you have control over once you're on final approach. You can and must keep yourself pointed into the wind. (In dead air point yourself in the direction the wind usually comes from.) You can and must maintain sufficient airspeed from final to 4' ground clearance where you begin your slowdown/flare sequence. In calm to moderate conditions sufficient airspeed is best glide. The stronger conditions become the faster your approach speed should be. If, following this advice, you find yourself on final approach, bar to the knees

JULY1981

with O mph groundspeed and heading for the rocks don 't blame me. It only means you' re trying to land into a 40 mph headwind and that can only mean you didn 't read the first part of this article which clearly states: Don't take off into conditions you're not good enough to land in.

Have any landing questions or stories? Send to: T he Right Stuff clo Hang Flight Systems 1208-K E. Walnut Santa Ana, CA 92701

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AWARDS

Eipper-Formance, Inc. has introduced a line of accessories designed to make ultralight flying easier and more enjoyable. In addition to the items available for pilots, Eipper has included several specifically for use by dealers as instructional and public information aids. Pilot accessories include jackets, caps, tote bags, T-shirts, storage covers, radios, helmets and even a welded metal sculpture for the flier who wants to enjoy his hobby as an art form. Dealers may order from a line of slick stock, four-color collateral materials including brochmes and aircraft product data sheets, posters and video tapes, each designed to help teach the public more about ultralight flying. Information is available from EipperFormance, Inc., Suite l, 1046 Commerce, San Marcos, CA 92069 (714) 297-5390.

USHGA welcomes a new certified school: Chandcllc San Francisco, 198 Los Banos, Daly City, CA 94014.

Attention Observers, Examiners and Instructors regarding Part 104 Pilot Proficiency Program: The release of the revised rating system has been delayed until the next Board of Director's meeting, August 13, 1981 for further input. Please direct any further input or comment to Jan Safety and Training Committee: 198 Los Banos Ave., Daly City ,CA 94014 (415) 756-0650.

To inaugurate UP's 1981 XC competition contingency award program, Pete Brock, President of UP, Inc. surprised top Southern California XC pilot Sterling Stoll with a check for $500 and a bright red "50-mile" shirt. The prize was awarded for last year's most outstanding XC flight. Stoll had launched from the "E" in Elsinore and flown to Indio, California. The 65-milc flight was mostly over flat ground. The last half of the flight was technically the most difficult as Sterling had to gain enough altitude to go over I 0,800 Mount San Jacinto above Palm Springs. "Sterling had no idea the money was coming because no formal award program had been established in 1980," said Brock, "but after reviewing all of the great flights pilots made on UP Comets last year, we decided it was time to establish our own awards program and validate all of the pilots who have been doing a great job. We know that there are literally hundreds of top XC pilots who never have the opportunity to travel to the big events and compete. These flyers should be recognized for their efforts in pushing the frontiers of XC flight. What better way than by establishing award programs run by the local clubs." This year any pilot flying more than 50 miles XC on a UP glider will be awarded a special "50-mile" team shirt, and will be eligible for the best-flight-of-the-year cash award. This year Ultralitc Products also announced that it was posting prize money for any club that wished to promote XC flying in its area. Pilots interested in year "Open" XC competition should have their club secretaries contact their local UP dealer, or Pete Brock directly at UP, for details of the awards program. "Several active clubs have already contacted us regarding UP's XC program," stated Brock. "This year's prize for the best crosscountry flight in Southern California will be

$1,000." The "1981 Southern California Cross Country Competition" is being organized and run by Rich Grigsby and Joe Greblo through their shop, the Southern California School of Hang Gliding. There are numerous awards coming up for top pilots on UP gliders. UP has again posted $1,000 for the winner of the XC Classic in the Owens Valley and $500 for this year's winner at Cypress Gardens. Two hundred fifty dollars will be awarded to each winner on a UP glider at any USHGA Regionals. The USHGA Nationals' winner on a UP glider will win $1,000. Ultralite Products has also posted contingency award money for "Open" year-long XC events in New York, Chattanooga, and Arkansas areas.

Bob Anderson, 34, has been named chief test pilot for Eipper-Formance, Inc., San Marcos-based manufacturers of Quicksilver microlight aircraft. In his new post, Anderson will be responsible for flight testing of prototype aircraft, performance evaluations of aircraft, components and subassemblies, and testing and evaluation of maintenance and service procedures, according to Lyle Byrum, president of the company. "We feel fortunate to have Bob Anderson on our staff," Byrum said. "He bas a solid background in many aspects of ultralights and is fully experienced in both powered and unpowercd craft." Anderson's job is a relative rarity in the ultralight industry and he foels it offers a HANG GLIDING

number of exciting challenges. "It's the perfect work for me. I get to fly and help develop better microlights through the data I gather," he said, "and there's the chance to make some solid contributions to the sport."

ELSINORE FLY-IN RESCHEDULED Ultralight enthusiasts take note! The 1981 Elsinore Ultralight Fly-In and Airshow has been rescheduled for July 17-19, 1981.

PARA PUBLISHING Parachuting Publications, the Santa Barbara-based firm, is shortening its name to Para Publishing. "Too many people thought we issued only skydiving titles," explained publisher Dan Poynter. "While they are a very important segment of our line, we also

produce books on games, sports, flying and publishing. Para Publishing, an imprint of the company for over 16 years, is simply being elevated." Books from Para Publishing include Hang Gliding, The Basic Handbook Of Ultralight Flying, Hang Gliding Manual With Log and Manned Kiting, The Basic Handbook Of Tow Launched Hang Gliding. All are by Dan Poynter.

SO. CAL. XC CHAMPIONSHIPS Southern California Hang Gliding Schools is sponsoring the 1981 Southern California Cross-Country Championships. The meet is organized by Rich Grigsby, well known international contest pilot, and judges include George Worthington, Peter Brock, Chris Price, Bill Bennett, Rob Kells,

and others. First place prize money is $1000 for each of two classes. The top three pilots of each class receive beautiful stained glass trophies donated by Wills Wing. In addition, over $10,000 in contingency prizes are being offered by Progressive Aircraft, Ultralite Products, Delta Wing, Seedwings, Sunbird and So. Cal. Hang Gliding Schools. The contest is comprised of two classes of pilots, determined by their cross-country experience. The task is simple; fly as far as you can in Southern California, any day that you wish, as often as you wish, from now until midnight, January 1, 1982. Longest flight wins. For more information and a copy of the contest rules, write: 1981 So. Cal. X-C Championships, 5219 Sepulveda Blvd., Van Nuys, CA 91411.

NOMINATIONS SOLICITED Nominations are now being solicited for the up-coming 1982 Regional Director's Election which will be held in November of 1981, by special mail ballot to the members. The candidate's name will be placed on the Official Ballot for the specific Region, by having three full members of USHGA submit his/her name in nomination to the USHGA office by August 15, 1981. The two-year term commences on January 1, 1982 with the following regions needing nominees: (Current Directors will be placed on the Official Ballot, unless they so decline.)

REG.#

CURRENT DIRECTOR

2 3 4 5 6 7 9 10

Patrick Denevan Mike Turchen Ken Koerwitz Steve Baran Dick Turner Ron Christensen William Richards Scott Lambert

11 12

Ewart Phillips Steve Ostertag

STATES WITHIN REGION Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, Texas, New Mexico, Utah South Dakota, North Dakota, Idaho, Montana, Nebraska, Wyoming Kansas, Missouri, Oklahoma Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico Texas, Louisiana New York, New Jersey

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM (Please print name and address) as a candidate for Regional Director for Region # . I understand that his/her name will be placed on the Official Ballot for the 1982 Regional Director Election, if three nominations are received by August 15, 1981.

I have notified the above person and he/she has accepted the nomination. N a m e - - - - - - - - - - - - - - - - - - - - - - - - - USHGA # _ _ _ _ _ _ _ _ _ Region # _ _ _ _ _ _ _ __ Mail to: Elections, c/o USHGA, P.O. Box 66306, Los Angeles, CA 90066. JULY 1981

2iead for the 2io izon

LEFT: Jim Lee expl11lnlng his extraordinary Hl8-mll11 lllghl In northern and eastern New Mexico. ABOVE: Flying et Sandia Crest, NM. BELOW: Jim In lro\nl of S11ndl11. Launch Is n1111r tram which Is barely visible 111 lop.

was the critical point in the flight. At times on the trip I'd even hit some sink that was pulling me down faster than just regular, calm air or· dinarily would. After this major thermal I continued the flight by looking for clouds. "With this major lift I knew I would make it as far as Moriarty (about 27 miles from launch). There's a sailplane port there and upon my arrival in the area I noticed a glider "A cross-country flight was kind of on my mind at the time of takeoff, but we usually don't do much flying off Sandia in north· westerly winds. There were a dozen or so other pilots up there that day and only two The other pilot who flew, including flew was down in an hour or so. The others had said they were going to follow me, but none of them ever took off. "Starting the flight, it took me about 45 minutes to clear the mountain and I immediately headed in a southeasterly direction. I had gotten as far as Cedar Crest (about 5 miles) and had been sinking ever since clearing the mountain. Then I'd hit these occasional chunks of lift and then they'd disappear just as quickly. It was at this point that I felt that I was doing terribly, with the apparent possibili· ty of landing in the middle of nowhere. I headed for the nearest and darkest field I could see and bingo! It took me back up almost to cloudhasc. I'd lose this thermal once in awhile, but then I'd find my way back into it. This JULY 1981

/ A'l?/ZONA

several thousand feet below me. He was working some lift so I veered over him and used it as well. He disappeared and I never saw him again. "From there I could follow Interstate 40 heading eastward. The northwesterly winds were continually pulling me south of the highway so I would work my lift in that direction and then veer back for the highway. "By the time I reached Clines Corners on I-40, the northwesterly winds were making it ever more difficult to follow the interstate. At the intersection there, I then had a chance to change routes and follow US 285 to Vaughn. Once past Clines Corners, I wound up entering the bottom of a cloud and had to fly by compass bearings for about four minutes. I 16

gained 800 feet in those four minutes and reached my ultimate altitude of 18,000 feet ASL. I had a slight vertigo at this point and my compass began to spin as I incorrectly figured I was maintaining what "felt" like flight level. Calming myself, I set to truing my compa_ss. I had to resist the urge to level my flight as I felt I was in a continual 30 degree bank. But upon returned visibility, I was indeed on the course by my original compass bearing. "I then reached Vaughn where I now had three options of routes to follow. At the intersection there I chose the road (US-60) that took me most directly downwind. It was a straight glide from Vaughn to Ft. Sumner. "I thought Ft. Sumner would be the end, but I hit my final thermal of the day there, which brought me back up to 15,300 feet ASL. This gave me the height I needed for the straight shot glide into Melrose, another 33 miles distant. It was at this time that I really began to enjoy the flight. Previously I had been very wrapped up in flight decisions and the need to continue to look for lift. The resultant demands on concentration did not allow me to slack off and sightsee. But the final glide to Melrose finally allowed me to relax and enjoy the scenery. There is nothing like a long, relaxing glide at the end of a draining and rewarding flight! "When I finally arrived over Melrose I was still at 8,000 feet ASL. The sun was right on the horizon, and although I had no idea how far I'd gone, I knew I was over the JOO-mile mark. The next major town, Clovis, looked very far away (22 miles) and I wasn't sure if I could make it that far. If I tried for it I would have landed in the dark and there'd have been hell to pay after that. I returned to the town baseball park where there were some Memorial Day festivities going on. "I did some aerobatics to get down to the point where I could communicate with the

people in the ballpark. I kept aksing them to throw up some dirt, but they had watered the park that afternoon and subsequently I got no direction from their help. Finally some guy just yelled up that there was no wind so I figured on a light westerly. I came over the outfield fence for a landing a little past second base when some kids came out of nowhere to stand on my landing site, so I just stuffed it and dinged the forward leading edge and broke the two left side reflex battens - I just didn't want to hit those kids! "Before I could even get my helmet off, I had offers for dinner and places to stay, which I accepted. The sheriff told me he had an Associated Press reporter on the way from Clovis. I had several people sign statements to the effect that I had indeed just come out of the sky and landed. Between Sandia and Melrose, in fact, all there is is flat sagebrush with no possible chance of a relaunch. "The next day the reporter got me a ride out of a local truck stop and back to Albuquerque. "I thought it strange in retrospect, that all along the way I never saw any birds or hawks. Very unusual for a flight this length. The weather itself couldn't have been any better. No thunderstorms and no severe wind changes. I've been shut down before on crosscountry flights by ISO-degree wind changes after leaving the mountain. Evidently there was an upper level inversion that day which helped to keep the clouds from over-developing into thunderheads. "I think that the weather and fatigue are the critical areas of cross-country success. You must continue to concentrate on thermalling and all facets of continuing flight. Once you begin to think about other things, the purpose of your flight becomes secondary and subsequently you lose distance ability. With today's gliders I don't see why you can't go an additional 40 or 50 miles with perfect weather and timing.~ HANG GLIDING

Which Ono For You . Powered Hang Glider COMPARE

Powered Hano Glldor YES YES

Gyrncoptor? Benson Gyrocoptor

Can 11 stall? Would 11 spin? Does 11 ma1nta1n control at zero airspeed? Is 11 sensitive to w1ncl gosts? Does 11 land comlortably cross wind and downwind? Will 11 lly comlortably ,n a strong wind?

NO YfS NO NO

NO NO YES

YES

For more enJoyab!e recreational 11ying your ~nsen Gyro no doubt abou1 111 Not only 11 s easy to build and mamtam Send $10 for

it,~;;~ y~g;,d:~1h~lrjf/iri'p\~~;•:2 Flying Manuals. then say ··goodbye to dull weekencfs Send $10 or S11JO !Oday 10

HALL BROTHERS,

FOR INHRMEDIATE OR ADVANCED PILOTS ror years our rlight Park on Lookout Mountam has bPPn rPcognizPd as the leading soaring site in the eastern Ur11ted Stat,,s.Anc nn·w ,,., <H«e<hl,, 1c fly Lookout at no cosL Just bring thrPP friend~ heginning hang gliding IPssons, and you'll r RU one-ypar Flight Pas'> -~ a $6.5 vahH·. Call or write> for more 1nforrnation.

FOR BEGINNERS In addition to operating a full~flt>dged Flight Park, we tc>ach lessons daily, yeaH·ound. Our 100-acre training renlt!r of fns two superb hills allowing you to learn in a minimum of tim<•. Under the <>xperl supervision of our training professionals you'll advan<e quickly to mountain flying. If you havp tfw rlesirP to learn we havp tfw plan to fit your buclgPt and personal schedule. Write or call for more information. Whether you're an advanced pilot looking for a way to earn a Free Flying Pass, or a beginnPr seeking expert instruction, we have a program for yo11 So indude us in your vacation plans this ypar.

[] Yes, I'm intcrpsted in a rnu FLYINC PASS. Send rne the dPtails. [] Yes, I want to know more about your hang gliding lessons. Send rnP yo11r FREI brochure. NAM[

AD[)R!':>\

'>!All

Rt. 2, Box :mn1

....

Wills Wing Eastern Dealer Seminar Hosted By Kitty Hawk Kites

Wills Wing Western Dealer Seminar Hosted by Wills Wing

We at Wills Wing would like to express our sincere appreciation to the following dealers for their continuing commitment to providing professional service to the hang gliding community. AERIAL TECHNIQUES ELLENVILLE, NY

HANG GLIDERS WEST IGNACIO, CA

RISING STAR HANG GLIDERS LACEY, WA

AIRTIME HANG GLIDERS FORT SMITH , AR

HANG GLIDER CENTRAL EUGENE, OR

SCOTTS MARINE, INC. HUNTERSVILLE, NC

AVIA SPORT CANADA

HANG GLIDING CO. PISMO BEACH , CA .

SILVER WING CHICO, CA

BUFFALO SKYRIDERS, INC. ALBUQUERQUE, NM

HANG GLIDER EMPORIUM SANTA BARBARA, CA

SKY HIGH ANCHORAGE, AK

PATRICK BREDEL RIO DE JANEIRO, BRAZIL

HANG GLIDER EMPORIUM SAN BERNARDINO, CA

SUNRISE FLYING TEAM DALY CITY, CA

CAPITAL CITY GLIDERS LACEY, WA

HANG GLIDER SPECIAL TIES RANCHO CUCAMONGA, CA

SOUTHERN AIR TIME, INC. ATLANTA, GA

CHAN DELLE SAN FRANCISCO DALY CITY, CA

HIGH SIERRA HANG GLIDERS CARSON CITY, NV

SO. CALIF. SCHOOL OF HANG GLIDING VAN NUYS, CA

CONNECTICUT COSMIC PRODUCTIONS EAST HAMPTON, CT

KITTY HAWK KITES NAGS HEAD, NC

SPORT FLIGHT GAITHERSBURG, MD

CROWN CITY KITES TRUXTON,NY

MISSION SOARING FREMONT, CA

SUNFLIGHT HANG GLIDERS OF FLORIDA ORLANDO, FL

CRYSTAL AIR SPORTS CHATIANOOGA, TN

MONARCH FLYING MACHINES WINCHESTER, MO

SUPERFLY HANG GLIDERS GRANTS PASS, OR

EASTERN ULTRALIGHTS HAMMONDSPORT, NY

NOLAND HANG GLIDERS SANTA CRUZ, CA

ULTRAFLIGHT SYSTEMS MODESTO, CA

ELMIRA AIR SPORTS ELMIRA, NY

NORTHERN SUN HANG GLIDERS, INC. ST. PAUL, ~N

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The little bulldog pulled it of[ He won the 1981 Blue Stratos III championships after round eight in which he beat his business partner Rich Joe Greblo's win might have looked like a streak ofluck, but after the meet the top pilots realized they had been had. Joe had beaten us fair and square, flying up to his reputation as the "little bulldog" with his ag· determined thermaling style. In his flight against Rich Pfeiffer in the second to the last round, round l 0, he beat Rich for one sim· pie reason; he was able to climb in the raspy lift in front of the last pylon that left Rich hopelessly out of control. Joe, who had been behind the whole way around the course got the last pylon first. That is all it takes to win a match. Rich Pfeiffer had been in first place up until that flight. It was not so much that he had lost to Joe that lefi Rich so demoralized; it was the way he had been beaten. Rich had been forcing pilots to fly faster than they wanted to around of the course. He would then take his superior sink rate and would out·climb them in his 185 Comet loaded as lightly as it can be loaded with his 135 pounds. Then once he had an altitude he would speed on around the course to an easy win. Grebin simply beat Rich at his own game. This time Joe did the both got to the last pylon 10 feet too low. But this time it was Joe JULY1981

who could better handle the lift in the smaller and more maneuverable 165 Comet. The task was the same throughout the meet: one·on-one matches where the winner is the pilot who gets the last pylon on the course first. If no pylons are obtainable it is a dura· tion contest where the last pilot to land in the landing area wins. If neither pilot makes a pylon or the landing area the pilot who lands closest to the landing area wins. Winning a match earns one point. No ties. The course and the number of pylons changed at the whim of meet director Rob McKinzie and with his assessment of flying conditions. As the meet went on the pilots thought that the course improved. It ranged from as short as five miles to as long as 18. Conditions have more to do with determin· the nature of a meet than any other factor. The conditions at Crestline, CA for this meet were inverted. The thermals would explode off the rocks and out of the gulleys at 400 feet per minute. A pilot would make as few as two turns and the thermal would meet with the warmer air above and stop more quickly than it started. This pilot was only able to leave thermals before they topped out or quit on only two out ofeleven flights. For nine flights, in untold hours, every thermal had to be worked until every ounce of altitude could be out of it before a glide could be at· to find another thermal. Often pilots

would have to fly backwards along the comse to find a thermal of suflicient strength to give them the altitutde to cross a gap between them

and the next pylon. The little bulldog loved the conditions. These gnarly little thermals that left the lightly loaded 185 Comets somewhat out of control suited Joe Greblo just fine. He had wondered briefly at the beginning of the meet if he had made the right decision to fly the 165 instead of the 185. Twenty-one out of the 33 gliders in the meet were Comets. Fourteen out of the top 16 were Comets. One Harrier piloted by Mike Meier was able to sneak into the third place tier with a come-from-behind win. The other glider that was able to qualify for the Nationals was a Demon piloted by Jeff Scott. It was a real paranoid situation to show up at a meet where all the top seeds except one was flying a glider just like yours, especially when all these gliders were a little different. Somehow Pete Brock at the UP shop was able to turn out a bunch of 185 Comets that had the following sailcloth combinations: 3.8, 3.9, 4.5, and 5.3 ounce CYT and Mylar coated. In ad· dition some of the pilots had put double mylar ABOVE:

Eric Raymond compoled for Fllghl

Re11llll11s ol San Diego In his Sumioed. INSETS: Lall Tom Prlco llares his ASG·23 lor a landing. Nole: no klngposl, no cro1111b11r. Right Bulldog Joa Greblo took the honors with the encourage, menl of Kris H11rlinhm 11nd Page Pielllor.

INSET, OPPOSl1'E PAGE: lei! to rlghl Open Class. ABOVE: Landing arna.

Jon Lindburg, Eric Raymond and l:lill Woodruff competed In Iha

in their leading edge pockets. With all the gliders the same, pilots would have actually beaten their opponents rather than trying to rely on the gliders to simply out-perform, them. Even the also-ran gliders were keeping up. God this was terrible! The top pilots wouldn't have a machinery advantage. The game reached a peak when Gene Blythe, who runs the UP shop, convinced Rich Pfeiffor that his glider was better. In a fit of paranoia Rich whipped out his secret weapon to keep up with Gene's supposedly superior glider. with his mind focus· ed on one thing, winning at all cost, revealed the "cone head." Don't laugh. He had taken a piece of Lexan and cut some darts in it, seam stuck it together and vclcroed it to the front of his harness. It looked like a huge transparent dunce cap. Whether it worked aerodynamical·· ly or not was not the point. It psyched out Gene so that he fell out of the air right after Rich had thrown off his cone head near pylon

JULY '1981

one when it started to fog up. Most of the pilots had not flown much before the meet. They had had to work extra hours so they could afford to fly the ten days in a row that the meet was scheduled to go. They had also stretched their Comets as tight as they could on the frame to squeeze that last little bit of speed out of the glider that was, needed to win the 1980 Regionals. They all walked around, looking the other pilots in the eye and lying through their teeth, claiming that their gliders were handling beautifully. The intimidation reached a peak when Sherry Grigsby showed up with these giant diamonds that Rich had bought for her with his winnings at the South African Masters. Here she is at a dusty, hot, smoggy hang glider meet with a giant diamond on her finger and another one around her neck. Rich Grigsby fell flat on his face the first round, missing the landing area without rounding a single pylon. Somehow hang glider pilots just aren't impressed or intimidated by diamonds.

ABOVE: BIii Woodrull matches his Come! 11g11ln111 John Ryan's Fledge. BELOW: John's Fledge later sul· lered an Inversion and slructural !allure. Another parachute 1111ve.

This year there were three of the local pilots with poor seed numbers who just about broke into the top ten: Phil Lee, Steve Luna, and Don Clutter. Don really should have been up there. After he had beaten Goe Greblo, Mike Meier and myself he flew Jeff Scott. I saw him fly by the second pylon that JetT never got near, right after I had gotten it. I was above and in front of the pylon looking back and down. Later I was surprised to learn on the ground that the pylon judge never gave him the flag. From my position it looked as if he had gotten it. Since Jeff had gotten the first pylon in front of Don Clutter and the judge did not score Don with the second one, Jeff won the match. After all these years with all of us giving Don Clutter grief at meets that he has run (the '79 Nationals and a number of Regionals) he came back to give us some real grief. He really should have been in the top ten with a sure place at the Nationals. He did a fine job of flying and deserves to go. Although there were 1,000 times more things right with this meet than wrong, the weakest point was the placement and the judging at the pylons. By the end of the meet Rob McKinzie eliminated a pylon that was hard to judge and fired the judge who was sunbathing nude at the pylon. The success of the meet can be credited to Rob's emphasis on a pilot's ability to climb. The finishing pylon was always above takeoff and all the pylons were halfway up the mountain along with takeoff. This eliminated the bar-to-the-knees flying that was too frequent in the 1980 Regionals. If you couldn't climb you never got a chance to run with your opponent. Sometimes matches were determined by one turn in a thermal near takeoff. I beat Kevin Kernohan at takeoff by catching a bubble that he missed. Although he did a brilliant job of catching up, the course that morning was too short for him to force me to a close finish. More often, though, matches

JULY 3·5. Region 7 qualifier at Hagar City, WI. Contact: Nor· them Sky Pilots, P.O. Box 364, Minneapolis, MN 55440. JULY 6. Parachute riggers convention, USPA Nationals in Muskogee, OK. Contact: Elek Puskas, Para-Fl ite, 5801 Magnolia Ave., Pennsauken, NJ 08109. JULY 6·10. Advanced Instructor certification program. July 30·Aug. 2. Basic certification program. Region II. Contact: Jan Case, 198 Los Banos Ave., Daly City, CA 94014 (415) 756-0650.

were won by mere seconds at the last pylon, like the match in which Sterling Stoll beat Rich Grigsby by a mere ten feet in both altitude and distance. I watched the end of the flight from above in a thermal after beating my opponent. Sterling had chosen to climb in a thermal that Rich had passed up. From above and behind Sterling dove on the pylon as Rich glided along at best glide speed. Sterling said later, "I knew I could beat Rich ifI could just keep relaxed and concentrate on the air instead of Rich. As I would climb I would keep telling myself to relax. But as I approached the last pylon and rounded it just in front of Rich my heart was going thump ... thump ... thump." Sterling then said something about adrenalin as Grigsby walked up and said, "I hate losing." The experimental-open-uncertified-fixed wing class was won by a Navy Seal lieutenant who is the commander of the West Coast Navy parachute team. He went into the meet with 2,000 parachute jumps and only 115 hours in

NAME

a hang glider and was able to place in the fourth tier in the certified class, winning five out of his last six flights. In the open class that he won, he won five out of six flights, beating last year's champ Eric Raymond two out of three times. With Rob McKinzie and Liz Sharp as meet directors the 1981 Blue Stratos Regionals definitely helped push hang gliding competition in the right direction. The Blue Stratos people brought the meet an unbelievable amount of good publicity. The place was crawling with reporters. It was an adventure and an experienced that we who flew it will treasure forever. We all had a good time. We all learned a lot. A task as tough as that humbled us all; at times even humiliated us. But we all walked away with something. We walked away knowing that we are all better pilots for it. Joe Greblo walked away with something a little extra. The glory. He deserves it. He earned it. The bulldog. ~

SEED NO.

GLIDER

USHGA POINTS

Joe Greblo

165 Comet

489

Sterling Stoll Gene Blythe Rich Pfeiffer Mike Arrambide

7 6 3 8

185 Comet 185 Comet 185 Comet 185 Comet

430 430 430 430

Chris Price Rich Grigsby Jeff Scott Mike Meier

5 10

185 Comet 185 Comet Demon 177 Harrier

343 343 343 343

Kevin Kernohan Ted Zinke Steve Luna Jeff Huey Don Clutter Phil Lee Bill Woodruff

13 17 26 14 23 30 25

185 Comet 165 Comet 165 Comet 165 Comet 165 Comet 165 Comet 185 Comet

238 238 238 238 238 238 238

JULY 10·13. Starthistle meet at Walker Mt. just north of Grants Pass, Oregon. Pre-registration required. Contact Rogue Valley HGA, P.O. Box 621, Grants Pass, OR 97526. USHGA Intermediate rating and insurance required. JULY 17-19. Elsinore ultralight fly-in and airshow. Elsinore, CA. Contact: Steve Grant (714) 968-6129. JULY 23-26. Grouse Mountain Hang Gliding Contest. Contact: A. Harvey Blackmore, c/o 1368 Burnside Road, West Vancouver, B.C. Canada V7S 2P5.

AUGUST 5·9. Cypress Gardens eighth annual World Cup TowLaunch Championships. Practice Aug. 1-4. Contact: Matthew Bablitz, Box 1, Cypress Gardens, FLA 33880.

SEPTEMBER 15·20. Masters of Hang Gliding Championships. Contact Joe Foster, Box 331, Linville, NC 28646. Contact Joe for Region 10 qualifier as well.

AUGUST 19-30. Blue Stratos/USHGA National Championships at Slide Moun· tain, Nevada.

SEPTEMBER 28-0CTOBER 4. 1981 Telluride Invitational. Contact: David Stanfield, P.O. Box 456, Telluride, CO 81435.

AUG. 31-SEPT. 6. International European Ultralight meeting and convention at KasselCal den Airport. Contact Drachenflieger editorial office, Mr. G. Padberg, Ortlerstr. 8, D-8000 Munchen 70, Tel. D-89·7 60 20 81. West Ger· many.

OCT. 1-11. Third World Hang Gliding Championships. Bep· pu, Japan. SEPT 1-0CT. 31. Contact: Stephen Ruffels, Lot 23 Kirkwood Crt., Montrose 3765, Victoria (03) 728-2778. Australia.

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On April 19, I 981 the sky was clear and the winds were out of the northwest. Several of my friends and I loaded up in two vans and headed nonh to Dog Mountain, Washington for what we hoped would be another beautifol day of flying. The lifr at Dog generally starts working around 2:00 p.m., but today, for some reason, it just never seemed to pick up. As the afternoon went by, several pilots decided to fly anyway and work what lift there was. A few were able to maintain for awhile over the lower nob we call the hydrant, but most jnst had sled rnns.

ABOVE: Ric Balley !lying Hopkins Ml. in Washington State, Aprll 19, 198111:30 p.m. LEFT: The author al Dog Ml. launch. OPPOSITE PAGE: The first thermals ol lhe day at Dog.

least, but since we were all set up we we'd make the best of it, fly down and go home. I flew first and immediately headed for the north ridge where I hoped to find some workable thermals, but no such luck. Nothing but sink. Rats! It wasn't long until I was headed for the hydrant with little hope of a good soaring f1ight, but as I came in over the to my surprise, I was able to maintain. All right! Maybe I'd get some airtime in after all. I was soon joined by Mike Canifax in his Fledgling

and Jens Hously in his Condor, and together we formed a nice figure eight pattern about 200 feet above the ridge. Alter awhile, Mike got bored and headed out for a landing, but as he made his approach he noticed that the /1ags had turned definitely north, so he headed back to the ridge. That's about the time it all started to happen as thermals started breaking loose everywhere and it wasn't long before we were all circling well above the top in that good old Dog Mountain Magic.

As soon as the rest of the pilots on launch saw what was happening the mad scramble was on, and within 20 minutes or so there were some 30 gliders in the air, filling the sky with color and making it just a bit too crowded for any real serious thermal work, as it took most of one's concentration just to keep from running into somebody. Just the same we had a real fun f1ight that lasted some two hours before the sun began to set and the wind turned east. By the time all the gliders and equipment were loaded and we made it back to Morton for dinner it was almost 9:30 and well after dark. It was a crystal clear night with a fi1ll mocn and as we headed for home we thought we'd stop by a flying site just outside Morton known as Hopkins.

HANG GLIDING

beacon of light and were soon safely on the ground. It was a flight I'll never forget. As the van pulled out and headed for home, I lay my head on a pillow and began to drift off, at perfect peace with myself and all my surroundings. Oh, what a glorious world God has given us, and wouldn't it be an even better place if it could be seen by all from the magnificent view of us the few - the hang glider pilots. ~ *** NEW *** THE ONLY COMPLETE MANUAL ON THE SPORT OF

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Hopkins is flown generally in the winter months because it faces east, but since the wind had turned east just before we left Dog we thought "Just maybe ... " Twenty minutes later we arrived at the top. I stepped out on launch and sure enough, I was greeted with the sound of a steady east wind blowing through the tall firs and the sweet smell of the warm valley air rushing up the face of the mountain. It was definitely soarable! Reed Gleason and I quickly set up our gliders and went through our flight plan with Jim Boscole and Gary Kouch. Both Jim and Gary are experienced pilots but not having flown Hopkins before they decided not to fly it for the first time at night - a safe move which worked out well for all as we needed drivers. Even though the sky was clear and the moon was full, which made everything very visible, Reed and I thought it would be a good idea to tape bicycle warning lights to our kingposts for added visiblity. With this added light and the help of two experienced pilots on launch we were sure we'd have a safe and exciting night flight. At about 10:50 I launched my glider into the warm evening air and was greeted with the sound of my vario chirping away as my ship began its gentle climb above the mountain. Higher and higher I flew, climbing into the night sky until, once several hundred feet above the ridge, I began to relax and take in my surroundings. The foothills were still covered with snow and Mt. St. Helens and Mt. Rainier were clearly visible as the moonlight reflected off their snow-covered peaks. Below, the steady geometric lights of Morton were a reflecting contrast to the bright twinkle of the stars and the moon above. It was breathtaking, and more like a dream than reality. I turned back toward launch and watched as reed and his Comet launched silently into the JULY 1981

night sky. Soon we were on the same level and headed north along the ridge together. Reed was a ways ahead of me and I watched as he began to bank his glider and spiral gracefully upwards. What was this? Thermals at night? No, more live a wave - the kind Dave Little was talking about (April HG). Soon I found myself in the same strong lift that seemed to be everywhere, and before long the lights of Morton seemed much smaller and the stars seemed bigger and brighter than ever before. The only fear I had was that the last time I'd flown in a wave at Hopkins the winds at high altitude were so strong that it had been im· possible to penetrate out to the regular landing area. I really had no deisre to land somewhere downwind in an unfamiliar field at night, full moon or not. This dream was just too perfect, too beautiful, to take any chance at all of turning it into a nightmare. With this in mind, I began my favorite method of losing altitude - wingovers! I pushed out, let a tip drop and the nose fall through. I could hear and feel the night wind rush past my flying wires as the glider began to dive and pick up speed, go silent at the top of the arc as it approached stall, like some giant bird of prey enjoying the mastery of his realm, and the security of the night. Soon I was down to several hundred feet above the ridge and more than content to en· joy my realm from this lower altitude. Once in awhile I'd see Reed's silhouette as he crossed the path of the moon far above, like some mythical night creature from the lord of the rings, but far less ominous. To see his shadow cross my path was reassuring. Above me there was another creature like myself, soaring on the night wind. The whole scene was almost surrealistic. It was close to midnight when the van pulled into the landing area and shone its lights directly into the wind as we had previously arranged. We both headed for the homing

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BOTTOMS UP, or, Over Easy Please by Dave Little One would think one good two-hour flight, with altitude gains of two thousand feet and a large portion of the time spent at cloudbase, would be enough for one day of flying at Frailey Mountain, north of Arlington, WA. This however did not satisfy us, so we went back up the mountain, arriving at the top at 4:30 p.m. Tuesday the 17th of March 1981 (St. Patrick's Day). If the lateness of the hour was not enough to discourage my companions, the twenty-five mile an hour winds blowing over the backside of the mountain were. I explained my intentions to the other intrepid flyers noting that I should have sufficient wind shadow from the launch position until I was maybe two hundred yards from the hill; at which point I expected to be hit by the leeward rotor. It was 4:45 p.m. before I was set up to fly and the best I expected was a turbulent flydown, but I preferred that to a turbulent ride down the mountain. Without a worry, I pushed free of launch, preparing to face Lee Rotor. Most of the earlier cumulus development was gone and I was very surprised that

instead ofmeeting Lee, I encountered a potent thermal carrying me three to four hundred feet above launch. I knew now, I was going to lose my important wind shadowing effect' if I rose any higher. About this I w~s not disappointed, and proceeded to be hit by a series of sledge hammers. I immediately arrived at the conclusion that the air might be better elsewhere. I flew towards what we call the west face of Frailey hoping to re-establish some wind shadowing. Four hundred feet above and almost over the face, I encountered what I felt to be another strong thermal. I immediately pushed the bar out as far as I could go and prepared to initiate a 360° turn. Just then, I knew that I had made a fatal kind of mistake, I had taken a sucker's ride on a rising portion of an eddy, and before I had a chance to correct, the nose had already begun to fall. I pulled in to regain airspeed, but the horse was already out of the barn, as far as that was concerned. I couldn't feel any air movement and the bar came back as freely as ifit were detached. The nose continued its downward rotation. I'd never exper-

ienced a pitchover before, but the sensation was unmistakable. I wasn't really prepared either, as I fell on top of my sail, my helmet hitting the keel and my left foot kicking into the back of my left #2 batten. There was a snapping noise and I didn't know how much structure I had lost. As I reached for my parachute, I cursed myself for not throwing it earlier. For all I knew, I might have been coming down in a little enclosed package by now. Yet, I waited another half second considering the possibility of a righting attempt since I wasn't a little ball yet. The sensation was strange, but by all means gentle, as I found myself flying straight ahead and level half a second later. I had thought I had completed the rotation and tumbled. Quickly the ditty came to mind, "She tucked and tumbled, but she didn't crumble!" Later my friends told me that I did not in fact tumble, but returned from my rotation in the same direction I had entered it. In other words, the safety features of the glider had operated exactly as intended. I proceeded to assess my damage as I fled the hill, keeping my hand near my parachute. I HANG GLIDING

thought I had probably broken every batten but could only see the one I had kicked with a tortured Z in it. I still was unsure of the airframe or of the remaining dive recovery powers, as I continued to experience more pitch ups and downs, in this cruel and persistent rotor. Nothing could convince me to push out in the lift I experienced intermittently. I didn't think I had a chance of surviving another tuck. As I flew downwind to the valley, already hopes of making the best of my remaining time in the.air began to occupy my thoughts. I knew then that I was in no immediate danger of folding midair. I intended to frustrate my companions with another flight to Trafton using my usual stopping point for some ridge lift at a small knoll in the valley. At only one thousand feet my chances were slim for maintaining altitude there. However, my hopes were boosted as I encountered a definite thermal at five to eight hundred feet per minute. But I was astonished as I continued to rise to 4,500 feet. Hopes of making my first flight to Arlington entered my mind. The next thing that I discovered was that if I could stay in this thermal I was in fact moving faster than the surrounding air. While making an upwind rotation in the thermal, my ground track was actually negative. Arlington was no problem, in fact I was already at five thousand feet and maintaining easily. I was going to I-5 to break the Frailey distance record. Over Arlington and on my way to the freeway I began to reassess the cross-country potential. Further progress to the west would take me over undeveloped land and eventually over Puget Sound. So instead I turned south towards the Everett smokestacks. I crossed the Arlington airport at 4,600 feet (legal, even if it had an operating tower, which in fact it does not), and watched some planes departing far below me. Strange thoughts crossed my mind. Had I actually died when I pitched over? Was I now on my way to heaven? I noticed a private aircraft at my flight level. I'm sure he was dumbfounded at this piece of dacron debris floating miles out over the valley. Marysville lay ahead, between me and Everett. From the air it appeared as a large

area of timber surrounding a business and residential development with little in the way of landing fields. It could present a hazard unless I could pass to the east over the farmlands. Down to 3,200 feet I began a left turn, encountering another "power thermal," moving faster than the surrounding air. It lifted me and carried me in a southeast direction over Marysville farmlands. I again set my eyes on Everett. The Everett stack indicated a west wind even though most of my flight I had been drifting downwind from the northeast. I knew there had to be a convergence present. Between Everett and me lay three miles of pasture followed by sludge ponds used in the treatment of solid waste. I proceeded to the last of the green fields but the sludge ponds ultimately discouraged further southern progress. I did not wish to travel twenty miles to land in a pool of s---. Still slightly on edge from my earlier backstroke flying I landed in the largest field. Additional action might have put me on the near side of an eight-foot stream with a barbed wire fenc~ on my side, but the obstacle proved to be no impass anyway. After unhooking from my 165 Comet I assessed the total damage: One broken batten - broken in two places - that was it. I left my glider where I landed and climbed to the top of the barbed wire support post. I jumped· some fourteen feet without hesitation and ran to the nearest house vaulting every fence in my way as if they were no taller than a sleeping dog. Puzzled eyes were upon me as I approached the last fence and decided they were probably used to watching normal people use the gates. I fumbled with one and introduced myself before asking for a phone. I called the Trafton general store leaving a number for my driver to call and ask for directions. I was on the ground nineteen and a half miles from the launch point only forty-six minutes after launch. Some children gathered around my glider, parroting the adult response, "We've never seen a hang glider land here before; where is your motor?" I was able to turn toward my takeoff point, a dark

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~ '"J"

**************** JULY1981

pimple silhouetted perfectly at the base of Mt. Baker in its snow-covered magnificence, almost twenty miles away. One day's experience taught me many new things. Air rolling around a stalled glider has it totally at its mercy. Dive recovery mechanisms cannot operate until they are actually experiencing a negative angle of attack. My Comet was strong enough to survive the whole incident, in the worst possible circumstance, my body falling on top of the keel. Dive recovery or uprighting forces on a glider are not violent when they operate on the Comet. When asked if I would fly that flight again, knowing I would tuck, my response was yes. In another occurrence, I would concentrate more on holding onto the control bar and staying off the sail. After all, when I flipped I nearly knocked my vario om All kidding aside, of all the gliders in this area that have gone inverted, most during aerobatic maneuvers, mine is the only one that did not suffer serious structural damage. Don't delay getting to your chute unless you are really sure of your glider under negative load. I told my friends that my inversion was a recommended tuning procedure for getting the wrinkles out of the top of my sail. In point of fact it's also a good cathartic! . . -

HANG GLIDER OXYGEN SYSTEM Here is the proven best system available for hang gilding. It consists of: a. A 7 cu. ft. cylinder (45 min.-2 hrs. depending on altitude) b. An attached, tested and certified constant flow ex· military regulator where the gauge simultaneously

shows both tank pressure and flow rate vs. altitude. c. A regulator low pressure outlet tubing adapter fitting. d. 3 ft. clear PVC tubing for insertion into mouth for simple easy delivery method. The abbve·complete 7 pound system for only $175.00. For optional Scott constant flow mask add $25.00. 2550 Pleasants Valley Rd. Send check or money order to: Vacaville, CA 95688 (707)446-0152

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine. The Post Office returns undeliverable magazines to us and charges us 25¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation. 29

buted to the seminar, than!?.\' for helping to mahe it such a success! Jeff Mailes, Seminar Coordinator

In the time that I have worked with the Hang Glider Rmporium of Santa Barbara nothing has been more rewarding for me than coordinating the second Santa Barbara Parachute Seminar. Worhing as an Instructor and Observer, 1 have seen a great need for nor only wearing reserve parachutes, but knowing as much about them as possible. If a person pays three to four hundred dollars for a chute, he should at least know a few f>eople things about it:Lha•i!e hnown quite a who have bought chutes and neglected them for lwo or three years. Ifelt 1 was in the same f>osirion, so l decided to find out a little bit more about parachutes. The resull of my curiosity motivated me to organize the seminar. The weeks of work culminated in a very successful evening. Those who au ended learned a great deal and had a very enjoyable time. To everyone who contri· JULY1981

At the end of I 978 Santa Barbara hosted the very first hang gliding parachute seminar. The purpose of that seminar was to provide the pilots and manufactnrers with the opportunity to discuss the practical use of parachutes in gliding, and ·eompare the diflerent chutes available on the market. At that time only about 35% of the pilots wore chutes, and the attitude of, "If 1 had to wear a parachute to be safe, I wouldn't fly" (similar to the old attitude about wearing helmets) was prevalent. Well, hang gliding has really progressed since then. The Glider l,\l"Ql,!Ql'ium of Santa Barbara sponsored the second parachute seminar on May 1, 1981, with the primary purpose being not to convince people that chutes arc a good idea, but to educate pilots on the maintenance and application of their chutes. It's interesting to note that 94% of the pilots who attended 31

this seminar owned parachutes. Quite a change from the 35% of just two and a half years ago! We structured our seminar as an opportunity for education. Our success in achieving this was totally due to the people who were so willing to contribute their time and knowledge to assist others. Our guest speakers were Dan Poynter, well-known author/publisher, creator of such publications as The Parachute Manual: A Technical Treatise of the Parachute, The Parachute Rigging Course, The Parachute Instructol'!Examiner Course, The Parachuting Manual With Log, plus numerous books on hang gliding; Chris Price, owner of The Price Company (major harness manufacturer), one of the first hang glider pilots, former national hang gliding champion, experienced sky diver and author of articles on parachutes; and Rob Kells, president of Wills Wing, Inc., USHGA Director, experienced tandem pilot, probably the most recognized aerobatic pilot in the sport and an expert at deployment. Also present were R.Z. Friend, representing Embury Sky Systems; Gary Douris of Free Flight Enterprises (formerly Advanced Air Sports); and Wayne Norris, owner of Norris Airways and a certified parachute rigger. Ken Nead of Chandelle San Francisco volunteered to represent Flight Designs, and assisted in numerous activities of the seminar. All of these people, in addition to numerous friends who volunteered their assistance, helped to make the seminar informative to all. The evening included presentations by the various speakers and representatives, question and answer periods, actual deployment practice from flight simulators, and repacking demonstrations. In the following paragraphs I've tried to summarize the main information that was presented. I can't emphasize enough that parachutes work, but unfortunately only to the level at which you are prepared and willing to be responsible for their use and mainte· nance. There appears to be a lack of concern on the part of a lot of pilots to practice deployment procedures and maintain their chutes as recommended by the manufactuiers. Most seem to count on their experience and skill to pull them through any situation. You very seldom hear about anyone needlessly deploying his chute in an emergency situation, yet it's common to hear of someone getting seriously injured or killed because he hesitated or never attempted to deploy his chute. Something's wrong when people are getting hurt for no reason - if you have a chute, be prepared to use it. The embarrassment of deploying your chute unnecessarily is a lot easier to live with than attempting to fly out of a bad situation and failing. I'm not suggesting going out and deploying a chute just to see what happens. But if you do get into an emergency situation, and you have doubts about getting out of it, be prepared to take advantage of the 32

investment you have in your parachute. Take total responsibility for your flying; Rob Kells stressed over and over again not to trust anyone, not other pilots, the HGMA or your best friend when you're flying. You're the one who has the most to lose in case of a mistake. Better to be safe than sorry!

Maintenance and Care Of Your Chute One of the main things that Dan Poynter stressed is that your parachute is a safety device and should be treated as such. Don't sit on it while riding up the hill - it's not a cushion. Store your harness and chute carefully in a flight bag when you're not using it. Even though your chute is in a container, the sunlight (ultraviolet rays) can penetrate the container fabric and weaken the strength of the canopy. Your harness straps will also weaken from exposure and should be protected.

"Be sure to use a good locking carabiner. A nonlocking carabiner might disconnect the parachute bridle (or you) during a deployment attempt." Don't leave your harness and chute where it can come in contact with oil, grease, water, acid of any kind, insects, heat, or ultraviolet rays. Your parachute container should not be used for storing ballast or other items. Wayne Norris mentioned that he has seen a lot of chutes come to him for repacking that have had dirt in the containers. This dirt can grate through the nylon, weakening it or causing holes. Be sure you use a good locking carabiner. A non-locking carabiner might disconnect the parachute bridle (or you!) during a deployment attempt. Your bridle should be attached to the carabiner so as not to be in between the harness suspension straps and carabiner, which could cause load on the bridle unnecessarily and cause it to wear. Get your chute inspected and repacked by a licensed profes-

sional parachute rigger, per the manufacturer's recommendations (normally 120 days). Read the manual that comes with your chute. If there's any doubt about the condition of your chute, consult an authority; don't assume anything. Ken Nead brought up the fact that a lot of pilots have their chute containers sewn onto their harnesses incorrectly. He's seen cases where any great body pressure against the harness could cause the chute to pop out of the container. Check your harness for this.

Actual Deployment Procedures Rob Kells lead much of the discussion about the easiest way to deploy a chute. Rob suggested that the pilot should try to get into an upright, flipped up position, which provides the easiest access to the chute and the most control. Once you deploy, the position you get into before landing will vary according to the damage to your glider and your altitude. Rob suggested standing in the control bar and wrapping your arms around the keel, so that the glider takes all of the impact of the crash. Others suggested keeping both hands on the down tubes while standing feet spread in the corners of the bar, and letting the control bar absorb the impact. In case you fail to hook in to your glider, chances are you won't be able to hang on longer than a couple of minutes (if even that long). Rob suggested that rather than releasing with both hands and then attempting to deploy your chute, you first release with one hand, deploy, and when you feel the chute tugging on you, release with the other hand. The only suggestion regarding deployment in a powered hang glider was to throw the chute away from the prop to avoid the bridle getting cut, i.e., in front of the axle in the case of a Quicksilver. That may invert your airplane but should reduce the likelihood of cutting the bridle. Chris Price and Gary Douris discussed numerous incidents of failures to deploy or faulty deployments in emergency situations. Gary related two recent incidents where he lost two friends who were experienced sky divers who needed to deploy their reserve chutes and didn't. It's puzzling to try to figure out why. The facts show that it happens, and maybe if you know that this occurs, it will increase your chances of deploying your chute when it's necessary and not hesitating. The amount of altitude you have will determine when you need to deploy; obviously if you have a lot of altitude you have more time to think about it. In a lot of cases though, the hesitation that has made a difference between living and dying has only amounted to a second or two, so don't count on having time to figure things out. Be prepared to throw your HANG GLIDING

A pllol is limed as ha allampls a deployment

chute. Rob shared some footage with us of an emergency chute deployment from a glider that had tucked and gone into an end over end tumble, which had quite a sobering effect on everyone present. This footage really stressed the seriousness of using a chute correctly; the pilot in this footage would almost certainly have been killed had he not deployed his parachute as fast as he did. Chris strongly recommended that the fol-· lowing procedures be practiced in a flight simulator, and some of the steps each time you fly, so that the steps necessary to deploy become automatic. Don't count on doing it right when you need it if you've never practiced it before. 1) LOOK Look at the handle. Know where it is. Don't grasp at it wildly. Practice this every time you t1y. Get familiar with what movement is required to grab it. 2) REACH & GRAB Get the bag out of the container. 3) LOOK Look at where you're throwing the chute hefore you throw. Locate the horizon as a reference point if possible. Don't look a1 the glider, this might cause you to throw your chute into your sail, airframe, etc. 4) THROW Don't hesitate. As soon as you locate the horizon or direction in which you wish to throw, get the chute away from you and the glider. A couple of seconds delay in this procedure can make the difference between lite and death! There have been cases of the bridle wrapping around a person's arm, body, neck, flying wires, etc. because of hesitation. As soon as you deploy, start jerking back the bridle. This helps in cases where the chute doesn't come completely out of the deployment bag. Also, if you have to redeploy in ease of malfunction, you are already in the process of the chute back. It's silly that most pilots haven't practiced these steps, yet count on being able to deploy

JULY "1981

their chutes successfully during an emergency situation. Know where your handle is; practice deploying your chute in a flight simulator. time you fly get into the habit of putting your hand on the handle of your chute. Get so familiar with this procedure that it becomes automatic. Don't practice deployments during normal flying. This will only get you into a dangerous situation where you will be dangerously out of control, and the actual experience of deploying the chute and throwing it away will be the same as doing it in a simulator, which is a controlled situation.

Ask your rigger to hang up the canopy overnight. Have him inspect the bridle and replace it if necessary (should only cost about $7. '50-$10.00) the bridle that runs from the container to the carabincr might be weakened due to exposure. Make sure the rubber bands holding your bridle lines together arc replaced. These bands rot with age, and will fall apart (as some at our seminar discovered during practice deployments). Chute repacks normally only run between $15.00-$2'5.00, which is not much to pay to have someone who knows what he's doing fully inspect your parachute. If you have any doubt about the qualifications of the person you're going to, find someone else. It's not worth the risk to take shortcuts. Ask q ues .. tions. See if you can be there when your chute is repacked into the container. It's one way for you to insure that the rigger is doing wha1 you've asked him to do, and it's an opportunity for you to get more familiar with your chute.

Pa:rachute K,:p:1c1,1ng Hints It's extremely important to have your chute inspected and repacked by an FAA Certified . The purpose of the instructions that you receive with your chute is not for you to your own chute, but for you to become familiar with it. Your rigger should ask for these instructions when you go to him to have The well-known Dan Poynter of P11r11 Publishing made an 11ppear1111c0.

your chute repacked. Don't count on him being able to look at it and repack it the same way you can't be sure that it was packed properly the first time. Before you give your chute to the rigger, practice deploying it and give it to him unpacked. This avoids "pencil repacking" (paying for repacking and the chute never gets touched due to mismanagcmcm, mix-up in paperwork, etc.).

Hang gliding is an action sport so it has inherent risks. You can keep the variables down to the minimum by taking proper ins1ruction, using sate and proven equipment, taking proper care of your flying equipment, and keeping an open mind to the common problem of overconfidence. All of this will enhance your enjoyment of the sport. The main thing to remember regarding parachutes is that they work, regardless of how fast they open or how big or small a container they fit in, or any of the other selling features that you hear about. It's better to have a parachute than not, but a chute isn't going to do you much good unless you maintain it properly and know how to use it. The amount of maintenance and practice that the speakers at our seminar recommended is minimal, and these steps might save your 33

On the launches, there have been two noticeable factors - either the wind has been blowing 20-30 mph for Hang II's or early Hang Ill's, or the winds have been down the hill. I realize this is nothing new, since it was well outlined in a recent accident report, but it is continuing to happen. The following is an example of the many conscientious pilots who have turned in re· ports on themselves, which exemplifies the distortion of judgment which can occur when the urge to fly overcomes the pilot's common sense, and reason.

Looking For Wind Shadows Friday, April 3rd: Went to Ed Levin. Didn't get to fly because no one was going to the top. Sataurday, April 4th: Went to Ed Levin again. Didn't get to fly because wind was blowing about 25 mph down hill. Ken Nead from Chandelle SF demonstrates the delicate procedure of repacking shroud lines.

life. Don't count on having the "right stuff' to pull you through a dangerous situation. If you think you might need to deploy your chute, deploy it. Don't risk it; it might be your last chance for survival. To repeat the words of Dan Poynter: "When in doubt, whip it out!" ~

USHCA REPORTS

ACCIDENT REVIEW by Doug Hildreth Despite the fact that, as of this writing, only four months have passed into 1981, we are continuing to stall with great regularity. Of the eighteen accident reports I have received so far, four have occurred while scratching close to the ridge. Two stalls have occurred on landing, and seven stalls have occurred on launch.

Sunday, April 5th: 8:30 a.m.: Arrived at Ed Levin just in time to get my glider on John's truck and head for the top. 8:45 a.m.: We're on top and looking at a wind sock that is pointing straight down hill. What the hell, it's only blowing about 5 mph, I'll just set up and wait until it switches. 11:00 a.m.: The wind sock is still pointing down hill, but every once in a while it eases up a bit. Maybe I can go a little way down the hill and find a wind shadow. 11:15 a.m.: The sock is still pointing down· hill, but where I'm standing, about 40 ft. downhill, it stops completely for a few seconds every once in a while. I'll just hook in and next time it lulls, go for it! 12:30 a.m.: This must be my lucky day! They took me right in the emergency room ahead of all those people in the waiting room. Now if the doctors can just find out why the back of my neck hurts so much, and why I can't turn my head. Monday, April 6th: 9:00 a.m.: The doctor just called - Would I please come in for more x-rays at 2:00 p.m. 4:00 p.m.: After one and one-half hours of taking x-rays, the doctors have decided to have me come back tomorrow for more x-rays and a visit with the orthopedic surgeon. By this time, I'm beginning to be a little worried. Tuesday, April 7th: 11:00 a.m.: The orthopedic surgeon has just informed me that one vertabrae has a small fracture and another one is slightly out of alignment, and if it were to shift any further it would require surgery. Consequently, I reluctantly agreed to wear a neck brace and no hang gliding, no tennis, no long trips, etc. for eight long weeks.

The cause of this accident? One person said that I just didn't run fast enough. Actually, that was only the last mistake I made that day. The first mistake was going to the top when I knew the wind was wrong. The second mistake was setting up my glider when the wind was not right. Both of these actions, coupled with the fact that I hadn't been able to fly the two previous days, had a tremendous influence on my poor decision to fly under such unfavorable conditions. I write this in the hope that someone else may profit from my mistakes. Will I fly again? At this time, I'm about 95% sure that I will. However, I am 100% sure that I will never again go looking for wind shadows.

Luffing Sideslip I feel it is important to bring to your attention the phenomenon of a sideslipping, "luffing dive." Although somewhat different than the old standard luffing dives, the outcome is frequently the same. The problem occurs when a glider banked in a turn begins to sideslip. Usually it is the result of a stall in a turn. As you know, the modern gliders are pitch positive, and will not "luff dive" as such, but in the sideslip mode, gliders apparently can enter a "window" which places them in a stable yaw configuration, such that the sideslip continues. (Normally when in such a sideslip, the nose rotates toward the ground, yaws around, and the glider enters a nosedive from which it prompt· ly recovers due to pitch-positive characteristics.) When in this "stable yaw condition" the glider continues to sideslip, may enter a luffing configuration and dives in. This phenomenon has occurred in several different types of gliders. There is no duplication. A small percentage has had its luff lines removed. Usually this results from a highbanked wingover with a stall at the top of the maneuver. However, they have occurred in relatively low-bank angled turns where a stall occurred in the turn - very conservative maneuvers. As you know, tremendous speeds can be attained in the sideslip mode and great altitude be lost in short periods of time. Obviously, the reports I have received concerned accidents which have occurred close enough to the ground such that injury or death have occurred. I am suspicious, however, that other episodes may have happened at sufficient altitude for pilots to deploy their chutes or recover. I would be extremely interested in hearing of any such occurrences. While several episodes are recorded, this is by no means a common event. The HGMA has been trying to find the "window" and has not been able to do it. A number of factors must be involved, and the "window" must be very small. Nonetheless, you should be aware HANG GLIDING

I I i I~

of it and if you find yourself in a luffing sideslip, I would recommend early chute deployment. There are many individuals far more qualified than I to write this article but since I couldn't get anyone else who knew something about it to do it, I had to do it myself; hopefully some further response by more knowledgeable individuals will expand our knowledge. Again, please forward me any information you have relative to this subject. Doug Hildreth, Chairman Accident Review - USHGA 1025 East Main Street Medford, OR 97501

BOOK REVIEW by Glenn Brinks Manbirds, Hang Gliders and Hang Gliding by Maralys Wills, Prentice Hall, Englewood Cliffs, NJ, 242 pages, hard cover, $17.95. At last! Someone has finally given hang gliding a book that does justice to the sport. Manbirds goes beyond interesting reading and technical accuracy. It's more like a guided tour of hang gliding with a good friend. The scope of the book is remarkable. It starts off with a section that simultaneously traces the history of hang gliding and describes it as a sport. It's all there - the early theorists such as DaVinci and George Cayley, Otto Lilienthal, Percy Pilcher and other experimenters, all the way up through the modern flyers - Francis Rogallo, Volmer Jensen and Bill Bennett. And there are other names you may not recognize - Barry Hill Palmer (built and flew the first Rogallo hang glider around 1960 and later powered it), Thomas Purcell Jr. (built a Rogallo with wheels in 1961 and gave Francis Rogallo his first hang glider ride), Jim Natland, John Dickenson and others. Maralys Wills writes about them with such style and understanding that she makes the other hang gliding authors seem like amateurs. The second section of Manbirds is called, "The Education of a Hang Glider Pilot," and it's a treat, a primer on hang gliding written for the intelligent reader. It doesn't stop at the basics, but goes on to explain turbulence, proper 360 technique, right-of-way and even a pilot's thoughts while using a vario. Finishing the book is a series of appendices on hang gliding competitions and champions, world records, books, publications, associations, schools and dealers, manufacturers, powered ultralight manufacturers and even a world guide to flying sites. Hang gliding has claimed many of our friends. And yet, we still fly. We're still in love with the sport. If you've ever searched for the words to explain that to a friend or family member, your search is over. Maralys Wills knows, and in Manbirds, she has said it all. JULY1981

A COLUMN FOR UNUSUAL AND EXCITING FLIGHTS ST. LOUIS, MISSOURI: At 1:30 p.m. Tom Prouhet launched his Comet 165 into 23-30 mph winds from our local soaring site. The site is a 300-foot bluff, about one mile long and facing SW into the prevailing winds. After working patchy thermals in front of launch he was met by Mega pilot Charlie Yowell. Along came the "Big One" and they climbed to 5,000 feet AGL (indicated on a certified aircraft altimeter). This is a new St. Louis altitude record. With the devilish, go-forit look one gets in his eye when going over the back, they headed downwind and out over the flatlands behind the ridge. They glided for eight miles and descended to 3,500 feet. Over a small town out in the middle of nowhere they caught another workable thermal and climbed back to 5,000 feet. They continued downwind on their own paths, Tom following the smell of the thermal and Charlie following the smell of barbecue pits. When they· finally landed after a total of 2.5 hours, Charlie had gone a total of 14 miles, two pork steaks and six beers and Tom went 16.5 miles and hungry. (There must be some kind of a moral to that story.) From a 300-foot hill and traveling over totally flat ground we think these flights were phenomenal. OKLAHOMA: 900-ft. Poteau Mt. at Heavener, OK had its best hang gliding weekend ever April 25 and 26, 1981. Highest altitude and longest distance records for Region 6 were broken, and a total of 180 miles were covered.

Roy Mahoney of Poteau, OK, flying a 185 Comet, climbed to 8,500' AGL breaking Charlie Gillespie's previous record of 7,700 AGL, and then flew 37 miles, crossing the Arkansas River. Charlie Gillespie of Heavener flew 43 miles in his Fledge the same day, breaking Roy Mahoney's previous 1980 record of 26 miles, flying directly over Ft. Smith. Charlie flew straight over the Ft. Smith Airport (maintaining 3,800' AGL clearance). Yogi Dick had his personal longest flight the same day, flying 25 miles in his Wills Wing XC with no instruments.

ARIZONA: On Sunday, May 24, 1981, a new Arizona distance record of 64 miles was set by Alan Reeter flying a 165 Comet. Launching at 11 :30 from the 7,500-foot Miller Canyon launch in Sierra Vista, Alan climbed immediately to cloudbase at 14,000 feet. Following a cloudstreet between 11,000 and 14,000 feet, he flew northwest almost to Pategonia, AZ where he left the cloudstreet to head for the Santa Rita mountains, and home in Tucson. Hitting the mountains low at 7,500 feet, Alan thermalled back up to 16,000 feet. Flying blue thermals, he headed toward Tucson fighting a light headwind until he was forced to veer west to avoid the terminal control area around Tucson International Airport where he encountered only sink. He landed next to the I-19 freeway at about 4:45 p.m., just south of Tucson. 35

important folding joints. The engine is to be a Kawasaki 440, delivering about 30 hp. (detuned from 38 hp with dual head gaskets and timing changes). It will swing a 50 x 24 hardwood prop with the blades laminated in fiberglass a trademark of Blackhawk props. Workmanship on the prototype is excellent. If the production model is as good, it will be a winner.

Parachutes for Powered Ultralights

POWER PILOT by Glenn Brinks EAA Chapter to Join USHGA In some ways, the USHGA is in competition with the BAA. Each group is different, but both are trying to serve the needs of the ultralight pilots. Chapter Three of the BAA Ultralight Assn., known as the Los Angeles Ultralight Assn., based in Pacoima, decided to have the best of both worlds. At their last meeting, they decided to become affiliated with the USHGA as a USHGA chapter. Among the reasons given was the liability insurance for ultralight pilots, and for sites, available through USHGA. The L.A. Ultralight Assn. is working on obtaining a permanent flying site. The members decided that they would do whatever was necessary to enhance local ultralight flying, even if it meant affiliation with two different organizations.

Owner Survey Last month we ran the initial article of our owner survey. If you haven't clipped out of Xeroxed the survey form and sent it in, please do. This is your chance to have your feelings known about your machine. There will be no cover-up, no whitewash. What you say goes in print.

Sunbird Trike Jon Bradshaw ofSunbird Gliders is working on a prototype for a Sunbird Trike. One prototype was already built, and as a result of flight tests, some design changes are being made. The basic design remains a framework of aluminum tubes, with extrusions, rather than bolted or riveted gussets, used for some of the

There are some problems to be solved in using parachutes on ultralights - where to mount them, how to deploy, how to prevent the bridle from being cut by the prop, etc. At the recent parachute seminar in Santa Barbara, there were quite a few ideas being tossed around, but no one seemed to have the definitive solution. One of the chute manufacturers is working on a bridle modified for power use. It is made of the usual tubular nylon, but is lined with a steel cable, which hopefully will prevent the bridle from being cut by the prop if the engine isn't stopped before deployment. It is just in the early development stages. We'll have more information when it becomes available.

Elsinore Fly-In In case you missed it in the calendar section, the Elsinore Fly-In has been moved back to July 17-19. This meet started as the Diamond Powered Ultralight Meet. Last year, it was held at Perris, and was called the Perris FlyIn. This year, it's been moved down the road a couple of miles to Elsinore. Meet director Steve Grant says the delay will allow for a bigger meet with even better organization than last year. Information is available from Steve at 9681 Bickley, Huntington Beach, CA 92646 (714) 968-6129. If you are thinking offlying in to the meet in a conventional airplane, forget the airport at Elsinore. At last check, it was still under water. Grant says the fly-in site is dry and smooth, however.

Ultimate High Powered Seat Ultimate High, of Poway, CA is producing a trike that they call a "Powered Seat." It's a conventional-looking aluminum structure with a Yamaha KTlOO engine. The engine rides on 6 Lord mounts (shock absorbing rubber bushings) and swings a 50 x 20 inch wood prop. Other props, optimized for cruise or climb, are available on request. The Yamaha uses a Hartman centrifugal clutch with belt drive. The reduction ratio is 3.6: 1 and claimed fuel economy is one gallon per hour at cruise. Standard fuel tank is 1. 7 gallons, with larger tanks available as options. Foot and hand operated throttles are available.

TOP: Ultimate Hi's "Powered Seat" features a Yamaha engine and very simple structure. ABOVE: EF 5 - based Ultimate HI Wing with a "Powered Seat."

Price of the powered seat is $1,895, complete. Options include instruments, a radially finned head for the Yamaha, and a twin Yamaha installation, which is under development and will probably be released this summer. I haven't had a chance to fly one yet, but I did see Bob Dery's Powered Seat at the Porterville fly-in. It looked good, and with Bob at the controls, it performed very well. For further information, contact Roger Chase or Lorin Ellsworth at Ultimate High.

Standoff on Foot Launching There are a number of ultralights on the market that are difficult or impossible to foot launch. With the NPRM on ultralights supposedly just around the corner, the official attitude has been to wait for it before going after the manufacturers for non-compliance. At least one FAA office is no longer waiting. The Rocky Mtn. Regional office of the FAA has been advising local Weedhopper pilots that they (the FAA) don't consider the Weedhopper to be foot launchable, and therefore, registration and pilot's licenses are required. So far, the warnings h11ve been advisory, and the pilots in question have stopped flying voluntarily. John Chotia of Weedhopper doesn't agree with the FAA's interpretation of"foot launchability." He contends that since foot launchHANG GLIDING

ability must be proved, not demonstrated, the FAA has no business telling local pilots to either demonstrate a foot launch or stop flying. He says, "I consider foot launching in the same category as low-level aerobatics - a stunt." He maintains that because of the increased risk of injury during a foot launch, should you stumble or fall, the foot launching requirement should only be used as a guide to wing. loading, gross weight, etc. His idea is that if your aircraft has a gross weight low enough that you can pick it up and run with it, and a coefficient oflift high enough and a wing loading low enough to allow it to fly in a moderate wind at a speed you can run while carrying it, then you have a "foot launchable" craft, even if the seat and cockpit design don't actually allow you to do a foot launch. He also says that if the manufacturer demonstrates foot launching, the individual owners shouldn't have to repeat the demonstration. Chotia has demonstrated a foot launch of the Weedhopper with two "safety runners" to catch the plane if the pilot fell, but the FAA said that was an "assisted launch" and they would not accept it. Chotia says he plans to sue the FAA if any pilot is injured because of an FAA-required foot launch demonstration.

USHGA Certified Power School UltraSport, John Ballantyne's dealership and school, is the first to be certified by the USHGA as a powered ultralight school. Ballantyne developed the power simulator we reported on last July. The chief requirement for a school to be certified is to employ a certified power instructor. This requires a powered ultralight rating, 100 flights in an ultralight, 50 hours of flight time in ultralights, one year of time with a powered ultralight rating, completion of a Red Cross first aid safety course and a USHGA instructor clinic and the instructor must have taught ten people to fly.

Man Powered Helicopter Prize The American Helicopter Society is offering a $10,000 prize for the first successful humanpowered helicopter. The prize has been available for several months, and more than 600 inquiries have been received. So far no one has tried to claim the prize. The requirements are that the machine be heavier than air, that it fly for one minute within a IO-meter square and it must reach a height of three meters. If you'd like to try for the prize, information is available from Steve Wartenburg at the American Helicopter Society, 1325 18th St. NW, Washington, D.C. 20036 (202) 347-2802. JULY 1981

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Edited by Glenn Brinks Newsletter Genesee Valley Hang Flyers, Inc. (#41) 497 Elmgrove Rd. Rochester, NY 14606 We need more members for the Dansville site in order to pay for the flying rights. (We still owe $150 from last year.) All the clubs in the area were notified and responses have been received from clubs in Toronto, Elmira, Finger Lakes and the two other clubs in Buffalo. Dansville is an intermediate site. Dave Hoke reported from the Hammondsport site that improvements such as roadwork, signs, maps for the landing field, moving the outhouse, etc. are still in the works. The three car rule is in effect. Mossy Banks Park flying site is definitely closed for flying until the park officially opens. In the "Best Flight" department, Jim Williams and Ralph Keeny received top honors with flights of four hours and twelve miles ·cross-country, respectively.

Newsletter Long Island H.G. Assn. (#42) 187 Sherry St. East Islip, NY 11730 Congratulations to Richie Fazio on his marriage and sympathies to Dee for marrying a hang glider pilot. Brian Whelan advises that around Mattituck, the morning 18-20 mph north northwest wind will drop to 8 mph around 11 :30 in spring and summer. However, along the South Shore, the winds will get stronger right up until evening.

The Oregon Hang Glider Oregon H.G. Assn. (#36) P.O. Box 5592 Portland, OR 97228 Committees have been set up to work in the following areas: Advanced competition, intermediate skills, beginning skills, competition, safety, technical skills, motorized gliders, and history. That last group will review the past history of the organization, maintain past flight records set by members of the club and document these achievements for future records of events.

The Energy Crunch Cross Country Contest (Summer '81 edition) was opened and will run until Oct. 1. A list of 26 hang gliding sites in the Oregon area was included in the newsletter. The sites range from 100 ft. to 3,100 ft. Details available from the Oregon H.G. Assn.

Newsletter Monterey Bay H.G. Assn. (#43) P.O. Box 385 Santa Cruz, CA 95061 A $1,500 per year lease of the Lexington Site is in the works. It will have a locked gate and will require an advanced rating. There will be a grandfather clause for those intermediates who have already flown the site. Manresa Beach looks dim again because the state set aside $400,000 for acquiring the site, but the court decided it is worth some real estate. Bob Stone inspected his chute and discovered that all the rubber bands that hold the deployment bag and bridle together were· broken. But that wasn't the only thing. When he pulled the handle, he found it was jammed and wouldn't come out of the container! So Bob moved that we hold a parachute clinic the next meeting. Ray Parsons again collected the Jaw of the Ass award for another cloud suck adventure at Ed Levin.

Free Spirit News Free Spirit H.G. Club, Inc. (#78) P.O. Box 13 Elmira, NY 14902 Soar-A-Thon - The final report is not in yet, but the last tally was $380. We're past our $300 goal already. Dennis Schucker raised $120 and Sue Hennessy-Gale was right behind him with $111. Congratulations to those two pilots and everyone else who participated. The Mall Show was a complete success thanks to the many volunteers who turned out to work and the dozen or so gliders that were displayed. (There were more gliders than airplanes.) Bill used his time productively. He built (with a few eager volunteers) his new motorized ultralight, the Teratorn. Sure beats building it in a garage. A news reporter from Finger Lakes Publications was particularly interested in talking with Tommy Cassetta due to his being a pilot at such a young age.

Message to out-of-town flyers. We have a lot of good sites in our area, ranging from a sloping, clear, 400-foot training hill to a number of soarable ridges with varying degrees of difficulty, a total of seven sites, with an eighth in progress. We have a good safety record due to the controls we have on our sites. The few injuries that have happened in this area were to out-of. town flyers who were not familiar with our sites and didn't follow our rules. Rule #1 is that you must be accompanied by a Free Spirit Club member. This goes for the training hill, too. We do welcome you to come fly with us, if you are willing to follow our rules, not only for our protection, but for yours. If you arrive on short notice, contact Tom Dodge (607) 732-7846, Marty Dodge (607) 732-1490 or Greg Cassetta (607) 732-1669. Draht Hill needs some work done on the _landing area by the road. New site. There is a 500-600 foot NW steep-face ridge behind the gravel pits in Chemung (Wiliwanna). The landowner approached one of our members and asked us to fly there. He hates to see the property just sitting there useless. There is a two-wheel drive road to the top and it is possible to land on the top. Greg Cassetta is teaching a hang gliding course for Elmira College. He has three students who will receive three credit hours for learning to fly. This class is on a trial basis and if it works out, Greg will have a regular class with funding and pay. Tom Dodge will be giving hang gliding lessons this summer, Marty Dodge will be starting his classes again, he can also instruct motorized and Bill Lock has already begun his motorized classes.

The Current Flyer Northern Sky Gliders (#35) P.O. Box 364 Minneapolis, Minn. 55440 At Hager, it is imperative to make sure the emergency brake system is checked under the tramway to be sure it has not been accidentally engaged, before the lift is opened for use. The pullhandle located on the seat bench has been pulled by kids or curious pilots, causing the lift to malfunction. If the brakes are engaged, do not start the tram. At the Lake City site, the following rules have been established to help preserve our relationship with the land owner. Do not park vehicles beyond the power lines. Carry gliders_

HANG GLIDING

in, no trespassing. No spectators at launch unless part of launch crew. If you don't have a weather band radio, you may find out flight conditions for a 50-mile radius of the Minneapolis area by dialing (612) 726-1105. This is the Aviation Weather Briefing setup and is quite accurate. You can dial (612) 726-1130 for further information and be briefed in person. Saves gas and disappointments. The Steven B. Johnson Memorial Cross Country Tourney is being held and will run until Dec. 31. Pilots must have a witness to launch and landing. Entry fee is $10, to John K. Grabel, 215 Oak Grove, #512, Minneapolis, Min. 55403. Anyone may enter, but the flight must be non-assisted (no tow or winch launches) and must start from a point in Minnesota or Wisconsin. The Lillydale site was bulldozed to improve the launch.

Newsletter Marin County H.G. Assn. (#25) 20 Pamaron Way Ignacio, CA 94947 The limit of 25 pilots in the air at one time at Mt. Tam will be lifted on a trial basis. If there are no problems, the change will be made permanent. A wind sock will be erected at the landing area at Walla Vista if permission from the county is granted. The takeoff at Prewitt is closed, due to complaints from some of the landowners in the forest.

Oklahoma Hang Gliding Oklahoma H.G. Assn. (#20) 6717 N. St. Clair Oklahoma City, OK 73116 The club put on a glider display at the Quail Springs Mall and everyone pitched in. It looks like some of the local folks might have found out more than they wanted to know about hang gliding and ultralight flying. It was decided that records will now be kept for Buffalo Mtn. flights in the following categories: altitude gain, total time in air, cross country out-and-return distance, cross country straight distance.

Newsletter Houston H.G. Assn. (#71) 1026 Dreyfus, #16 Houston, TX 77030 A failure was reported of the deflexor cable on a three-year-old XC-185. After the cable snapped, the glider remained stable and the leading edge held, but pilot Steve Brenner released his chute anyway, fearing the leading edge would break or there might be turbulence near the ground. He wasn't hurt. The cable JULY1981

failed where it passed around the pulley at the nose plate. Originally the XC came with a 7x7 deflexor cable. On advice of the cable manufacturers, in 1978, this was replaced with a 7x19 extra flexible cable made specifically for situations involving pulleys. Wills Wing will supply the updated cable free of charge to any XC owner. The installation should be done by a dealer. Wills Wing also recommends inspecting the cable regularly, and since cable fatigue isn't visible unless the strands are broken, the cable should be replaced after every 50 hours of airtime. (G.B.)

Sandi Soaring News Sandia Soaring Assn. (#73) 12017 Elvin Pl., NE Albuquerque, MN 87112 The road to Sandia Crest is officially closed for reconstruction. District Ranger Gerry Greer has issued the SSA a road use permit for maintenance work on our launch ramp. This is for maintenance use only and does not include recreational use. Gerry is currently checking into maintaining hang gliding access to the crest via the tram and the upper service road. However, no promises have been made, so don't get your hopes up. Sandia Crest requires an intermediate rating and a JO-flight checkout with a Crest guide pilot.

Newsletter Southern N.Y. H.G. Pilots Assn., Inc. (#47) . 31 South Rd. Katonah, NY 10536 We now have a nicely cleared S.W. launch, soon to be bulldozed by the master "big cat" operator, our own Bill Mallory. The dozing will clean up the launch even further and will steepen an already deep takeoff. Some really great news is that Mary and T.J. Young, of Aerial Techniques have purchased our landing area from the former owner. They now own the landing field south of Joe's house to the wind sock and back to the cottages at the base of the mountain. They also own a piece of the ridge directly east of Joe's house. There they plan to cut (they have already begun work) a new 60-75 foot training hill for students. It will face S-SW with future plans to include a north to south launch. Eventually they hope to dig a pond where the cottages are now and set up some picnic tables and stone fireplaces with camping privileges. There is also the possibility that the shop will berelocated there at the base of the mountain in the future. Thanks to Pete Stolle for bringing in those movies of his and Paul Rikert's trip to the Alps. That must have been the most beautiful flying ever seen. Thanks to Paul Voight for his

slides and to Scott Wise for his breathtaking shots of native guardrails of New York State. The new gate and combination lock on the road to the top at Ellenville are up and doing fine. Remember to close it behind you and do not take the lock with you. Remember that the gate is to keep the "wuffo" traffic down, not pilots. Please cooperate. Did you hear about George Emmerthal's 63 miles cross-country from Ellenville to Norwalk, Conn.? He took off and stuck around for two hours before making the two and a half hour trek across the Hudson at Beacon and then on to Norwalk.

Newsletter Editors! Send us your news• letters so we can include you in USHGA Chapter News. Address contributions to USHGA headquarters.

ULTRALIGHTS

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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.

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WILLS WING SST lOOC - Excellent cond., triple defex., single pully system. Low time, $650 or make offer. Eve. (714) 730-6640.

Rigid Wings FLEDGE IIA - Brand new condition. Optional twist grips. $1,000. (201) 864-6442.

Schools and Dealers ARIZONA DESERT HANG GLIDERS -4319 W. Larkspur, Glen· dale, 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), reused Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos ALPHA 215 - 79 model. Beautiful glider, excellent condition. $600. (208) 467-3277. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but arc short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. CHALLENGER 178 539-3335.

Exe. cond., $1400. Jim, (303)

CONDOR l 78 - Beautiful rainbow sail, excellent condition (32 hours airtime) aching to fly again. Make offer. (213) 208-5183, days. DOUBLE SURFACE STRATUS - 148'. Test flown only. Lt. blue upper surface, blk. lower w/split panel lt. blue, lime, gold, orange. $1400. Donna, (415) 728-7655. EIPPER FLEX! II - 18' Good condition. Rigged prone with Sunbird proone harness. Good trainer, $350. Call after 6:00 p.m. (805) 522-8610. MOSQUITO 146' - Litek vario, Laser harness w/chute. Thommen altimeter, UP helmet. All in new condition. All for $1,000. Call (213) 396-3388. MOSQUITO 166 - It's beautiful and flies GREAT! Excellent condition! Call (801) 572-1312. MOYES MEGA II - $1095., very clean. Fledge IIB, $1295, like new. Seagull Sierra 200, $895, new. Must sell. Don Chambers, (805) 683-1130. OLYMPUS 180 - Excellent condition, Flight Designs prone harness, $600 or best offer. Greg Warney, Box 2886, Jackson, WY 83001. (307) 733-5095. OWL 185 - Excellent condition. Streamlining extra A frame, king post, $600. May barter. (904) 377-2394. RAVEN 179 - Flown once. Lt. blue/dk. blue L.E. $1100. Wills Wing med. harness with UP chute, $300. (714) 559-0459. SEAGULL SEAHAWK 170 - Never flown. Cover and prone harness includ~d, $900. Ron (406) 292-3249. SEAGULL SIERRA - New, wht., gld., yellow. Excellent handling, even with light pilot. Faster and stronger than Comet. Will ship. $1,275. J.R. Mitchell, (714) 460-1060, San Diego. CSA wht., gold, yellow, $575. SEAGULL SIERRA 180 - Prototype, $525. Phoenix 8jr. Excellent condition, $375. Jim, (805) 968-4443. SEAGULLS - New and used, beginner to advanced, in· eludes lO & 11 meters. Clearance at good prices. Call (914) 967-7826. Rye, NY. SUPER LANCER 200 - New $1150. Tuned perfect. PHOENIX 12 205, custom sail, windows, near new, $395. Bennett Mark IIB chute, $250. (805) 581-1713, message. WILLS WING SST lOOC - IO hrs. airtime. Rainbow sail. UP prone chute, new, never on harness. Must sell. Best of. fer/will sell separate. Steve, (213) 277-0588.

SOUTHWEST ULTRALIGHT AVIATION - Sales· service-lessons. Hummer, Hummingbird, Tom Cat. 2761 N. Country Club, Tucson, AZ 85716. (602) 795-2829. ULTRA-FLIGHT SCHOOLS OF AMERICA announces the opening of two new ultralight airports in Arizona. We are the distributors for the Snoop - a two place trainer. Our licensed pilots, FAA rated C.F.I. and B.G.I. assure the best training available today. Radio training, flight simulator, computer testing and audio visual available soon. Complete dealer training also available. Call or write the U.S.A. nearest you. U.S.A.'s Mile-High Ultralight Airport, Box 670, Holbrook, AZ 86025, (602) 524-3828. U.S.A.'s Tucson Ultralight Airport, 245 S. Plumer #5, Tucson, AZ 85719, (602) 628-1737. CALIFORNIA ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. Raven, Comet, Harrier demo flights available to qualified pilots. 1208 E. Walnut Unit K, Santa Ana, CA. (714) 542-7444. HANG GLIDER EMPORIUM OF SANTA BAR· BARNSAN BERNARDINO - (formerly Channel Islands Hang Glider Emporium) In business since 1974 representing all brands of gliders, instruments and accessories. Complete lesson program available. Demo Flights on stock gliders available to qualified pilots. Gliders in stock: New: Comet, Harrier, Raven. Used: Harrier, Comet, Condor (151, 194), Firefly (216), Seahawk (200), Alpha (185), Raven (149, 179, 209, 229), Fledge IIB (Demo-excellent condition), Mosquito (146, 166), SST (IOOB, Mini), Lazor, IO Meter, Antares (19'). Motorized: Quicksilver, Pterodactyl, Easy Riser. Contact either shop for more information. Both shops located just minutes from major highways and flying sites. Santa Barbara - 613 N. Milpas, 93103 (805) 965-3733. San Bernardino - 4095 N. Sierra Way, 92407 (714) 886-6454.

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HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers serving northern California since l 973. Complete lesson programs. All major brands. After the sale it's the SERVICE that counts! Call or write for brochure. 20-A Pamaron Way, lg· nacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of Mission Ridge in the "Old School.'' 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since 1974. Largest and most complete hang gliding center in Southern California. Featuring Flight Designs, UP and Wills Wing. All other brands available. Large inventory of parts and accessories. Beginner to ad· vanced instruction with USHGA certified instructors. 52 l 9 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836.

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HANG GLIDING

Ultralight Designer-Pilot Publishes Flight Manual And In-Depth Reports On Newest Ultralight Aircraft For Recreational Flying. Detailed Descriptions Reveal How 40 Different Designs Are Built And How They Fly. Flight Manual Describes Flight Control Techniques And Cross-Country Procedures. Engine Manual Explains Operation of Powerplants. Charts And Graphs Presented For Field Use. IF YOU HA VE ANY INTEREST at all in buying and/ or building and flying one of the new ultralights and dream of the day when you can "ride-the-sky" - this exciting new book is for you. Thanks to the development of licensefree, snowmobile-engined aircraft, tens-ofthousands of otherwise would-be pilots are now able to fly -for a pittance, practically from their own backyards! Whatever you want and whatever your skills, there's an ultralight for you. No matter whether you're a hang glider guider, private pilot, professional pilot, jet jock, ornonpilot, this handbook will lead you in the right direction. Discover, for yourself, the most exhilarating and enjoyable aviation there is! At last, an ultralight designer - pilot of great talent and integrity has "put-it-all-together" in an exciting new book about license-free flight. After more than ten years of dedication to ultralight aviation, the author has gathered all the information, sifted through it, and assembled the most comprehensive and up-to-date manual possible. Ultralights have developed rapidly over the past few years and an industry has been born. Until now, no single publication has been available with such a thorough, in-depth treatment of this fascinating form of flying. Ultralight Aircraft is divided into sections, and is actually four-books-in-one! · Section One - Ultralight Aircraft Described, features: the Eagle. Birdman, Kasperwing, Hawk, Nomad/ Honcho Series, Trike, Quicksilver Series, Hummingbird, Minibat, Goldwing, Sky Rider, Monarch, Hummer, Mitchell Wings B-10 and U-2, Mitchell P-38, Pterodactyl Series, Rally 2-B, Puffin, Lone Ranger, Easy Riser, Lazair, Mirage, Wizard, Vector 600, Tomcat, Weedhopper, Gypsy, SunFun, and many more - 40 in all! Each ultralight is described in vivid detail. All the data you need is at your fingertips - specifications, performance figures, handling qualities, three-view and cutaway drawings, airframe and powerplaill details, photographs, and more. There's also a special chapter that tells you howto evaluate and assess ultralight performance for yourself. Section Two - The Basic Ultralight Flight Manual, contains information vitally important to anyone who flys an ultralight. It reviews ultralight equipment and its function - the "nuts-and-bolts" of the machine. The principles of ultralight flight are discussed in detail, along with preflight inspection procedures and flight control techniques. You'll learn just how takeoffs and landings are done, how-to handle crosswinds, taxiing techniques, the traffic pattern, banks, skids and slips, engine failure on takeoff, etc. The all important "flying-speeds-ofan-ultralight'' (fifteen in all!) are discussed at length and presented for easy reference. An effort has been made to make the pilot fully understand and appreciate "angle-ofattack" - the very essence of flight. If the relationships between angle-of attack, airspeed and bank angle are not understood, a pilot is in' deep trouble. Density altitude is also explained and the Koch Chart presented for in-field use. Finally, basic navigational procedures are

One Book The Ultralight Enthusiast Can't Do Without! presented for use on cross-country flights. You'll learn all about pilotage and dead reckoning and how to pre-plan you flight for accuracy and enjoyment over unfamiliar terrain. Section Three- Ultralight Propulsion, delves into the ultralight engine and its idiosyncracies. It describes how they work and how to trouble shoot problems. Propeller operation is explained, and several of the more popular engines are reviewed and performance curves presented. Section Four - A Dozen Useful Appendicies, includes: USHGA ultralight written test and study guide, FARs for ultralighters, FAA forms necessary for those few ultralighis that don't meet the "foot-launchable rule", and lists of FAA offices, books and magazines, manufacturers and dealers, to lead you to the local action! To gain all the advantages of your own keepit-at-home ultralight, it doesn't matter where you live, your age, race, or sex. All that counts is your desire to fly. If you are trying to decide just what aircraft to buy, this book will stimulate and guide you with the facts. If you fly an ultralight now and you'd like to get into cross-country flying, this super book will show you how to do it and have fun discovering new worlds. All pilots should hli>"f this book - flying an ultralight or not! Even if you have no intention whatsoever of flying an ultralight, you owe it to yourself to read this book. All responsible pilots want to be a ware of everything that occupies their airspace, not only to be better informed, but for reasons of safety as well. Since the ultralight population is growing at such a phenomenal rate, it's becoming increasingly important for all who fly to recognize them and be aware of their preformance capabilities and limitations.

Mike Markowski, aviation author, is well known and widely read, with numerous magazine articles and two other books (The Hang Glider's Bible and The Encyclopedia of Homebuilt Aircraft) to his credit - classics in their fields. An FAA licensed pilot and graduate aeronautical engineer, he has built and flown many ultralights of his own design. He holds memberships in EAA, USHGA, SSA and N ASAD (National Association of Sport Aircraft Designers). A few of the outstanding features of this great new book include: • Complete information with photos, drawings and specifications of virtually all the ultralights available today. • Detailed explanations, often in the designers' own words, telling you exactly how and why his particular aircraft is designed and built the way it is, and flys the way it does. • A complete "mini-dictionary", featuring ultralight equipment and its function, will enable you to speak intelligently about any and all ultralights. • A complete, basic flight manual telling you how ultralights handle on the ground and in the air. This is a book in itself - invaluable. • A complete, basic navigation guide reviews pilotage and dead reckoning, and tells you how to pre-plan your cross-country flights. • A complete engine manual explains powerplants and propellers and reviews several engines. • A complete and invaluable listing of FAA offices, books and magazines, manufacturers and dealers - unavailable anywhere else! This is not a theory or history book! Ultralight Aircraft contains only practical, useful information crammed into 256 pages with almost 200 illustrations. Now, just picture yourself in the "cockpit" of your own ultralight as you taxi out to the runway, shove in the throttle and takeoff. This fascinating new guide gives you all the information you'll ever need to help you make an intelligent evaluation of the aircraft, and detailed information on how they fly. Let it make your flying dreams come true. As a bonus for ordering this new book, you'll receive absolutely free, a publication entitled "Paperback Pilot". Your purchase is unconditionally guaranteed in the fairest way possible. If you truly feel the book is not all that it's been described as, return it undamaged within 14 days and your money will be refunded, with no questions asked.

nn(,,) ULTRALIGHT PUBLICATIONS, Dept.[iW

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PO Box 234, Hummelslown, PA 17036

I Rush my copy of Ultralight Aircraft. I enclose cash, check I or money order in US funds. Sorry no CODs. I I ) $12.95 quality paperback. ( ) $19.95 deluxe I hardbound. I Add po1tage and handling: ( ) $2 U.S. ( ) S4 Canada. I ( ) $10 Overseas. ( ) PA Res. add 78¢ (paper)/$1.20 I (hard) sales tax. I Name - - - - - - - - - - - - - - I1 Addre11 _ _ _ _ _ _ _ _ _ _ _ _ __

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*- * * * * Dealer And Flight School Inquiries Invited * * * * *

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. UL TRASPORT, INC. is the only Southern California school dedicated only to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. Call or write for more free information. Ultra Sport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. COLORADO ASPEN HANG GLIDERS & ULTRALIGHTS Lessons, sales, service. Dealers for Manta, Bennett, \Vills,

U.P., Lancer. Also, Kasperwing & Soarmaster motorized ultralights. Box 7115, Aspen, CO 81611 (303) 963-1504. FOUR CORNERS SCHOOL OF HANG GLIDING since I 974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550. GOLDEN SKY SAILS ·- USHGA certified school, foot launch, power and towing. Advanced mountain soaring, ground to air communiation and video replay. Distributing Wills, Electra, Odyssey and Golden Prone Harnesses. Deal· ing 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. Seagull replacement parts. Call or write for free information: 572 Orchard, Golden, CO 80401 (303) 278-9566. LEADING EDGE AIR FOILS, INC. - Write for our com· plete 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. CONNECTICUT AIR WISE INC., 15 Long Ridge Road, West Redding, CT.

06896, (203) 938-9546. Training programs for beginner to expert pilots by USHGA certified instructor/observer. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. HAWAII HAW All SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. Write or call for more info. P.O. Box 460, Kailua, Hawaii 96734. (808) 262-8616. ALOHA! MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-1271. TRADEWINDS HANG GLIDING - USHGA certified instructors/observers. Classes daily. MAKAPUU RIDGE clearances. Rental gliders for advanced pilots. Wills Wing & Moyes. Box 543, Kailua, Hawaii, 96734. (808) 396-8557. ILLINOIS FARSTER HARNESS - RR#3, Dixon, IL 62021 (815) 652-4589. Designer and builder of all types of harnesses. Write or call for size sheet and price list. Serving Region 7 since 1976. Dealer for Stratus and U.S. Moyes. New, demo and used gliders in stock. MARYLAND MARYLAND SCHOOL OF HANG GLIDING, INC. Serving the Washington D.C. and Baltimore areas. Complete line of gliders and equipment. USHGA certified instruction. (301) 628-6177. MICHIGAN

Regional Observer. Featuring the Pterodactyl Fledge, Wills Wing, and Emerson tow equipment. We even own a 350' launch site up north for the foot launch purists. Full line of accessories.

SOUTHEAST MICHIGAN HANG GLIDERS - If you enjoy bringing out the family for the day, flying close to home and just plain having fun, we can help you. We offer only the "Top-of-the-line" in Ultralights, hang gliders and accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 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. NEVADA HIGH SIERRA HANG GLIDERS - lOOO N. Plaza, P.O. Box 865, Carson City, NV 89701.(702) 885-1891. The complete hang gliding shop for northern Nevada. USHGA certified instructor/observer Gary Wood. Lessons beginner thru advanced - ratings. Featuring UP, Wills & Flight Designs gliders & accessories, plus Eipperformance "Quicksilver." Complete line of accessories. All major brands available. 30 miles from Reno and Lake Tahoe. Towing instruction also available. NEW MEXICO

ECO-FLIGHT HANG GLIDERS - Located near Michigan's hottest soaring sites. Learn on forgiving sand dunes, or soar the many bluffs. USHGA certified instruction. Dealers for Wills Wing, UP, Moyes, Flight Designs, Sensor, Bennett. Accessories, expert repairs, ratings 1-4.

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.

493 Lake St., Benzonia, Mich. 49616. (616) 882-5070.

NEW YORK

KITES IN FLITE - 5510 E. McNichols, Detroit, Ml 48212. (313) 891-4922. USHGA certified instruction and

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

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P.O. BOX 66306, LOS ANGELES, CA 90066 I (213) 390-3065

HANG GLIDING

'I'he control, s 'lity and stall resistance you expect from a with the performance, portability and dependability you expect from a

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For information on our products, send $5 to:

l'FR D :·1 L, 1:rD., x 191 v\'atsonville, C

95076.

• 25-70MPH FULL 3·AXIS CONTROL 50+ MPG FUEL.ECONOMY NO LICENSE R[::OUIRED • WEI..!. PROVEN QA:NARO CHA,RAC~TERISTIIOS I

INFO PAC $6.00 I COMPLETE KIT

BOX 1123-H I AMADOR COUNTY AIRPORT CA 95642 DEAL.ER INQUIRIES INVITED

dealers for all manufacturers, most equipment in stock from our tremendous inventory. A.T. is where it's up ... Rt. 209 - in Ellenville, NY 12428 (914) 647-3344. NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes 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 an parts in stock. SCOTT'S MARINE, INC. -

Complete Ultralight cer-

tification progrnm. Lessons, parts, repairs for Manta,

Moyes, Wills Wing, Soarmaster, Pterodactyl, manufacturers of Pfledge Pfloats. Scott Lambert, 226 Old Statesville Ave., P.O. Box 339, Huntersville, NC 28078 (704) 875-9486. PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport,- PA 17701. (717) 326-6686 or 322-8866. TENNESSEE AIR-POWER INC. - Dealer for most motorized ultralite aircraft. Certified instruction. 3832 Guernsey, Memphis, Tenn. 38122. (901) 324-8922. TEXAS ELECTRA-FLYER DISTRIBUTORS. South M.idWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, TX 76013. Metro. (817) 469-9159. LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159. UTAH INFINITY FLIGHT SYSTEMS, INC. - Utah's largest and most experienced Hang Gliding School. USHGA certified instruction from first day to mountain thermalling using helmet radios and video tape. Complete accessories,

repairs and rentals. 898 So. 900 E., SLC, Utah 84102. (801) 359-SOAR.

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

WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully-stocked repair shop, USHGA Instructors,

Emergency Parachutes

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. 4

WASHINGTON CAPITOL CITY GLIDERS - New & used glider sales, accessories, service. Owner, instructor Jim Brown. (206) 786-9255, (206) 456-6333, Lacey, WA. FAIRWINDS INTERNATIONAL is the exclusive Ultra· lite Products dealer in the Northwest. Comet, Condor, Gemeni in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

International Schools & Dealers SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo 105 JAPAN. Tel. 03/433/0063.

Business Opportunities CRYSTAL AIR SPORTS MOTEL - Male/Female -HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. HELP WANTED - USHGA certified ultralight and hang glider instructors needed at East or West Coast facility. Opportunity for advancement and management positions. If well qualified but not certified we will train and certify. Send resume to: Kitty Hawk Kites, P.O. Box 340, Nagshead, NC 27957, Attn: Ralph Buxton. STARTING A HANG GLIDING BUSINESS!! For a complete line of gliders, parts and accessories contact:

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. ODYSSEY has 24' & 26' emergency parachutes for the hang gliding pilot. Lightweight and inexpensive. Dealer inquiries welcome. Don't fly without us! Send for free details. Odyssey, Box 299, Amherst, MA 01002.

Parts & Accessories CAR TOP HANG GLIDER RACK - Designed for strength, portability, convenience. Custom-built, attaches to rain gutters. Attractive weather resistant anodized aluminum frame. Foam rubber padded, high roof clearance. East assembly. Send $85 (postage included) to: Superior Rack Inc., P.O. Box 65, Oceanside, NY 11572. Include name, address, and measurement distance between

rain gutters. Allow 6-8 weeks delivery. New York residents add 7% sales tax.

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PROPELLERS - All sizes. Wood, beech, birch, maple. Buy the best. Factory direct. Southern Propeller Corp., 1114 Hinson Ave., Haines City, FL (813) 422-2335.

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

Ultralight Powered Flight CUMULUS 5-B - 16', good condition, new Wills Wing harness, Soarmaster engine excellent cond. with tack and altimeter. $600. (808) 625-0317. 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.

SECRETS OF THE KASPER WING REVEALED! Complete patent drawings and full details on the only wing capable of safe and controlled flight at zero airspeed. $7.00 to A.C.E. Press, Box 2785, Winston-Salem, NC 27102. SUPREME TOW BOAT, Moyes gliders and tow frames. Misc. towing equipment. Excellent condition. Priced to sell. Santa Barbara Sky Tow, Inc. P.O. Box 3294, Santa Barbara, CA 93105. (805) 682-8689. TEE-SHIRTS with USHGA emblem $5.50 including postage and handling. Californians add 6% tax. Men's sizes S,M,L,XL. BLUE/ORANGE. USHGA, 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.

TYPE: 190 Antares. SAIL PATTERN: Keel out - black, brown, gold, yellow, white, white, black tips. Black leading edges. DISTINGUISHING FEATURES: Bow Sprit, silver down tubes, black base tube. WHERE AND WHEN: My yard, Elsinore, Sept. 20, 1980. CONTACT: Jesston Turner (714) 678-1612. Reward. TYPE: 1978 Seagull Sehawk 190. WHERE AND WHEN: Carson City, NV. SAIL PATTERN: Keel out; white, It. blue, dk. blue, blue leading edge. CONTACT: High Sierra Hang Gliders, Box 865, Carson City, NV 89701.

THE HANG GLIDER SHOP - New & used powered Quicksilvers by Eipper. Lessons & complete parts and repairs. For more details contact us at 135 l S. Beach Blvd., La Habra, CA 90631 (213) 943-1074.

TYPE: UP 149 Firefly 2B. SAIL PATTERN: White sail with yellow, orange, brown tips. WHERE AND WHEN: Potrero Hill at 18th and Connecticut in San Francisco, Oct. 26, 1980. CONTACT: Christina Walsh, 426 Bartlett #4, SF, CA 94110 (415) 285-4516.

ULTRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl fledglings. Our only business is power. Call or write for further free information. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805.

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 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. Made to suit your design. Order as little as one piece. Any size, shape, colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake, Chicago, IL 60618. HANG GLIDER RENTALS - Planning a trip to California? Rent a Harrier, Comet, Raven, Nova, or 6-D from Hang Gliders of California. Call or write for information and reservations. 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. INCOME TAX SAVING - - Give yourself extra $200/mo. - - Send $1.00 for information. Tommy Fox (HG), 3808 Rosecrans Street, Suite 467, San Diego, CA 92110. METAL LICENSE PLATE FRAMES- "I'D RATHER BE HANG GLIDING." White lettering on a blue background. $4.50 including postage and handling. Californians add 6% tax. USHGA, Box 66306, Los Angeles, CA 90066. OUT-O'SIGHT SAIL-0-MATIC MIDNIGHT FLYER - The hottest new flying toy to come along since the frisbie! 20/1 L.D. 15 to 20" span, 15 minutes to build, hours of flying fun! Complete plans and drawings. $2.00. A.C.E. Press, Box 2785 Winston-Salem, NC 27102. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside ap· plication. 25¢ each. Include J 5¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

The rate for classified advertising is 3M 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 Jlh months preceding the cover date, i.e., Jun. 20 for the Aug. issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066. center of sky blue panel. CONTACT: Jesston Turner (714) 678-1712.

69 POWERED UL TRAL!GHTS - Directory with photos & details, $6. 95. Aerofun, Box M-9, Salida, CA 95368.

VOLMER AIRCRAFT - Established 1925. FIRST to fly three control foot launched glider, 1941. FIRST to construct home built amphibian, l 958. FIRST to construct highest performing foot launched glider, l 971. THIRD to construct powered foot launched glider, l 976. FIRST foot launched glider to fly across the English Challe, l 978. Complete plans available. BROCHURE for all our seven aircraft including our VJ24W - 10 HP Ultralight, $10.00. Volmer Aircraft - Box 5222-G, Glendale, CA 91201.

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.

TYPE: Harrier #6227, White, blue leading edge. Novice Raven #4822. Red leading edge, center out: red, orange, gold, yellow, white. Comet #165463. White, yellow double surface on top, orange on bottom. Gold leading edge. WHERE AND WHEN: Wills Wing, March 1981. CONTACT: Wills Wing, 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344. TYPE: 179 Raven. Purple keel and leading edge. Center out: Blue, green, yellow, orange, red, white. WHERE AND WHEN: Cerritos, CA March 14, 1981. $100 reward. CONTACT: William Rickles (415) 332-3992 or Lakewood Police Station (213) 866-9061 File #481-07950-1312-696. TYPE: Wills SST 100B. Center out: Dk. blue, It. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: No control bar, duck tape on left leading edge, Eipper quick releases. WHERE AND WHEN: March 19, 1981 at Motel 6 on 3100 block of SE Powell Blvd., Portland, OR. CONTACT: Jim Wiley, Redmond, WA (206) 883-4336 or (206) 258-3372. $100 reward. TYPE: Atlas less battens and washout tubes. WHERE AND WHEN: Home March 2, 1981. SAIL PATTERN: All red with white double surface and white leading edges. DISTINGUISHING FEATURES: Spliced keel, mylar leading edges, resewn panels and trailing edge. CONTACT: Michael Skito, 8561-L Villa La Jolla Dr., La Jolla, CA (714) 452-7179. Reward. TYPE: 114 Olomana. White, one blue one black leading edge. TYPE: Hawaiian Puao. White sail, orange leading edges. Pentagon patch. TYPE: Black kite with gold leading edges. TYPE: Two bird kite prototypes. CONT ACT: Ray Hook, 4190 Pompano Dr., St. Pete, FLA 33705 (813) 898-1891. Reward. TYPE: 215 Alpha. SAIL PATTERN: Keel out - sky blue, yellow, green, orange, red, white tips. Red leading edges. DISTINGUISHING FEATURES: Big red star on

TYPE: Orange Cloudbase harness #118 with orange Odyssey chute. White bell helmet and instamatic camera. CONTACT: Gary Maddox, 2714 Murtresboro Rd. #118, Antioch, TN 37013. (615) 367-2441. TYPE: SST lOOB. WHERE AND WHEN: Sloan, Nevada, 15 miles south of Las Vegas. SAIL PATTERN: Dk. blue keel, It. blue, yellow, white tips. Yellow bag. CONTACT: Mark A. Sevilla, 1900 E. Tropicana #42, Las Vegas, Nevada 89109. (702) 798-7821. 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 920 I. 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 I, 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: l/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. As a service to the hang gliding community, HANG GLIDING Magazine publishes free information on stolen gliders. If your glider is missing, send us a complete description along with your address and phone number to: USHGA, Box 66306, Los Angeles, CA 90066. New listings appear at the top of the column in bold.

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