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

111rr,mr1h11..

now and receive one FREE issue the most "~'"'~'1" •0 to date. And ... save 33% off the annual newsstand rate of Each of ultralight aviation and hang r11.1"""''~kir1t1 flights, and much

USHGA MERCHANDISE ORDER FORM

B-2 8-3 8-4 B-5 B-6 8-7 B-8 B-9 B-10 B-11 B-12 B-13

1-18--r

B-14 8-15 B-16 B-17

PRICE

BOOKS

QUANTITY B-1

THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History. models. acces .. public. organizations. schools. sites. USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements. syllabus. teaching methods. HANG FLIGHT by Joe Adelson & Sill Williams. Third Edit. Flight instruction manual. 100 pgs HANG GLIDING by Dan Poynter 8\h Edition. Basic Handbook for skysurfing MAN-POWERED FLIGHT by Keith Sherman. History & modern technology. design considerations. HANG GLIDING AND FLYING CONDITIONS by Dennis Pagen Micromelerology for pilots. 90 Illustrations. HANG GLIOING AND FLYING SKILLS. by Dennis Pagen Beginners to experts instruction manual HANG GLIOING FOR ADVANCED PILOTS. by Dennis Pagen. Techniques for cross-country. competition & powered flight. POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagen Complete instruction manual GUIOE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 pgs. MANNED KITING. by Dan Poynter. Handbook on tow launch flying. MAN-POWERED AIRCRAFT. by Don Dwiggins 192 pg history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1980 Edition. Hang gliding pertinent information. FAI SPORTING CODE FOR HANG GLIDING. Requirements for records. achievements & world cl1ampionsh1ps. TORREY PINES. by Don Betts. photos by Bettina Gray. Rules. regulations. history of Torrey Pines HANG GLIDING MANUAL & LOG. by Dan Poynter For beginners. An asset to instructors. 24 pgs USHGA OFFICIAL FLIGHT LOG. 40 pgs Pocket size. skills signoffs (all levels). glossary of terms. awards

AMOUNT

S 7.95 S 2.00 S 3.50 S 6.50

S 6.50 S 6.50 S 6.50 S 7.50 S 8.50 S 2.75 S 4.35 S 6.50 S 3.98 S 1.00 S 2.50 S 1.50 S 2.95

ITEMS I-IA 1-IB 1-2 I-IA---

1-3 1-4

1-5--

1-5 1-6 1-7 1-8 1-9 1-10 1-11

.. NEw•• USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton WHITE only. Men·s sizes: S M L X-L [CIRCLE ONEJ. Women's sizes (French cut): S M L [CIRCLE ONEJ. USHGA EMBLEM T-SHIRT. 100", heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only.SM L X-L [CIRCLE SIZE & COLORI. USHGA EMBLEM CAP. One size fits all. Baseball lype/USHGA emblem. NAVY. ORANGE. GOLO [CIRCLE COLORJ . .. NEW .. USHGA BELT BUCKLE. Solid bronze. custom design, relief sculpture. 3', x 2' ,. USHGA SEW-ON EMBLEM. 3" dia .. full color (red wings. sunburst w/black print). USHGA EMBLEM DECAL. 3' /' dia .. full color. USHGA EMBLEM PENDANT.,, .. dia. Pewter w/silver chain. USHGA BUTTON/PIN. 1'2 dia .. full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon. velcro closure. mach. wasl1able. water resistant. ROYAL BLUE color BUMPER STICKER. "Have you hugged your hang glider today Blue on white

S 6.50 S 6.50 S 6.50 S 5.00 S12.00

S 1.00

s 25

S 300

s .10 S 4.50 S 8.95 S 1.40

HANG GLIDING/GROUNO SKIMMER BACK ISSUES

our···

1-7

;,__~ 1\,..- /

·,_;,,•'

8-17

... SPECIFY BY CIRCLING ISSUE NUMBER···tSSUES NOT NUMBERED ARE SOLO PRINTEO COPIES: 20. 21, 22. 23. 24. 25, 28. 29. 30. 31. 33, 34. 36. 37, 41, 42, 43, 44. 45, 47, 58, 59. 61, 62, 63. 64. 65, 67, 68. 69, 70, 71

S .40

PRINTEO COPIES: 73. 76. 77, 78. 80. 82. 83, 86. 87. 88, 89. 90, 91. 92. 93. 94, 95 through current issue

S 1.50

•••No TAX ON MAGAZINES•••

16 -

MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

[Californians add 6% tax on merchandise only) TOTAL Ordering Information: All prices include postage and handling. (Prices subject to change without notice.) Enter quantity and price of each item ordered. Allow 3-4 weeks delivery (8 weeks for Foreign)_ All orders are mailed by the cheapest ava1fable rate. If you wish to receive your order faster. please include sufficient postage funds No C.O o.·s

Foreign Orders USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S funds.

NAME _ _ _ _ _ _ _ _ _ USHGA # _ _ __ (Please Print) ADDRESS CITY _ _ _ _ __

STATE _ _ _ ZIP _ _ __

NO CHARGE ITEMS USHGA MEMBERSHIP APPLICATION FORM (141

USHGA POWERED ULTRALIGHT RATING (PART 105)

USHGA MERCHANDISE ORDER FORM (Af14)

ACCIDENT REPORT FORM (#15)

USHGA LILIENTHAL AWARD FORM

SOURCES OF DEALERS. SCHOOLS. ETC (#81

USHGA BASIC SAFETY REGULATIONS (Part 100)

Specify state _ _ _ _ _ _ _ _ __

USHGA PILOT PROFICIENCY PROGRAM (Part 1041

MAIL WITH CHECK OR MONEY ORDER TO: USHGA, PO BOX 66306, LOS ANGELES, CA 90066

WILLS WING

HARRIER

In the last ten years there has been continuing progress in the design of foot-launched soaring aircraft. You have probably noticed that one year's "ultimate" glider is soon replaced by the next year's "ultimate" glider (with much MUCH more!). Nothing becomes obsolete more quickly than the "ultimate" hang glider. While some of last year's $2000 superships are going begging for $500 on the used glider market, some Wills Wings manufactured five years ago are selling tor 60% of their original retail price. Each Wills Wing glider is conceived , designed and manufactured to be a quality aircraft, capable of delivering years of enjoyable soaring to each of its owners. And quality never becomes obsolete.

WILLS WING , INC. QUALITY • SERVICE • INTEGRITY DEALER INQUIRIES INVITED

1208-H EAST WALNUT SANTA ANA, CALIFORNIA 92701 (714) 547-1344

EDITOR: Gil Dodgen MANAGING EDITOR: Glenn Brinks ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray · · ILLUSTRATORS: Cathy Coleman, Harry Martin OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy Provln (Ratings) Janet Meyer (Memberships) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: lucky Campbell SECRETARY: Ewart Phillips TREASU[?tl?. tllll tlennett EXECUTIVE COMMITTEE: David Broyles Doug Hildreth Dennis-Pagen

ISSUE NO. 103

Hang Cliding CONTENTS FEATURES

HANG GLIDING INTERVIEWS - JOHN ZURLINDEN

THE OVER THE HILL GANG

.USHGAREGIONAL 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 Phillips. REGION 12: Paul Riker!. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, John Lake, John Harris, Hugh Morton, Vic Powell. DIRECTORS-ATLARGE: David Broyles, Jan Case, Phil Richards, Keith Nichols, Dennis Pagen. The United States Hang Gliding Association, Inc., is a division of !tie National Aeronautic Association (NAA) which is the official U,S. representative of the Federation Aeronautique Internationale (FAI), the world governing body for sport aviation. The NAA. which represents the U.S. at FAI meetings, hos delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions, HANG GLIDING magazine is published for hang ·gliding sport enthusiasts to create further interest in .the sport. by a means of open cummunicotion and to advance hang gliding methods and safety. Con.tributions are welcome. Anyone is invited to con- tribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped. self-addressed return envelope must be enclosed. Notification must be made df submission to other hang gliding publications HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility tor the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc. whose :mailing address· is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Las Angeles, .Calif. 90066: telephone (213) 390-3065. Secondclass postage is paid at Los Angeles, Calif. HANG -GLIDING magazine is printed by Sinclair Printing· & Uthe, Alhambra, Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color separotions by Scanner House of Studio City. CaOf. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $25 per year ($26 for foreign addresses); subscription rates are $18 for one year, $31 for two years, $44 for three years. An introductory six-month trial Is available for $9.00. Changes of address should be sent six weeks in advance, Including name, USHGA membership number, previous and new address. and a mailing lqbel from a recent issue.

AUGUST 1981

22 29 34 36

by Lynn Miller photos by Lynn Miller and Jane Cobb

THE RISE AND FALL OF THE FOOT-LAUNCHED CANARD by Steve Moore 1981 OWENS VALLEY X C OPEN Article and photos by Kirk Russell 1981 XC QUALIFIER Experiencing the White Mountains by Ken Helm REGION II by Kirk Russe11 NATIONALS QUALIFIER Photos by Kirk Russell and Terry Ferrer

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 7 CARTOON by Harry Martin POWER PILOT by Glenn Brinks 8 9 CONSUMER INFORMATION 12 NEWS AND NEW PRODUCTS 17 DIRECTOR'S CORNER 24 THE RIGHT STUFF by Erik Fair 35 MILESTONES 40 USHGA CHAPTER NEWS 41 USHGA REPORTS 45 CLASSIFIED ADVERTISING 49 STOLEN WINGS 50 CALENDAR COVER: Gene Leyerle launches an Aolus at Pleasanton, CA Photo by Gene Leyerle Sr. CENTERSPREAD: Sunset at Salt Creek, CA Photo by David Burck. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and individual contributors.

lJLTRALIQMT CONVERJAT10N

The Feminine Viewpoint Dear Editor,

It was great to read your article on "The Feminine Point of View." True, there are not many of us lady pilots. It's not harder for women to learn to fly but it does require a slightly different approach to get through the crash and burn stages. The best candidates for "pilot-dom" are those ladies who truly want to fly because they want to, not because they're pressured into it. Women who take lessons just to relieve the boredom of waiting at the landing zone will probably never get off the ground. For those who do decide to go for it, it helps to have other flying females around as role models and sources of encouragement, especially after those thrilling but muddy landings. All-girl classes (with maybe a female instructor) can be productive and fun. Most male pilots are gentlemen, and help from great teachers, coaches, ground crew, and "significant others" keeps the psyche and morale high. The fear factor remains the biggest obstacle to (anyone) learning to fly. Once women get over it there is no reason why we all shouldn't share the air. One more thing. We East Coast girls don't have the advantage of being able to find convenient launches - a four-wheel drive vehicle definitely helps! Looking forward to reading and seeing more about the feminine viewpoint. The Morningside "Brunettes" Jan E. Siskind P. Linda Cole Marilyn Nichols

No Guarantee Dear Editor, The recently improved aerodynamic and structural safety record of gliders certified to 1979 through 1981 HGMA airworthiness standards has resulted in widespread support for the HGMA program in the hang gliding community. Pilots and dealers now shy away from uncertified designs, and place great faith in the safety and airworthiness of certified designs. 4

There is a potential danger in this situation. There are three things that pilots need to keep in mind about the HGMA airworthiness standards: 1) The standards themselves are simply a "best guess" as to how to test for airworthiness in a hang glider. They seem to be a good guess, but there is no guarantee that a design which passes all of these tests is completely safe and airworthy. It is much more likely to be airworthy than a glider which will not pass these tests. 2) The HGMA does not verify the compliance of a design when it issues a certificate. It essentially reviews a documentation package, submitted by a manufacturer, for completeness and proper format. The certificate states that the glider, "has, by declaration of the manufacturer, been found to comply with HGMA Part 1 Airworthiness Standards, utility ultralight gliders." 3) The actual airworthiness of a certified design will depend on the skill and experience of the designer in performing and interpreting the tests required by the HGMA standards, and on the skill and experience of the manufacturer in duplicating the one-tested glider in the manufacturing process. Pilots should understand that while the tests required by the HGMA standards will, when skillfully performed and interpreted, yield valuable information about a glider's airworthiness, the possession of a certificate of compliance by a glider is not a guarantee of the airworthiness of that design. HGMA

INDEX TO ADVERTISERS Aerial Techniques ............................................................. 20 Aqua Marine ......................................................................... 13 Bennett Delta Wing Gliders ............................. 42, 51, BC Benson Alrcraft .................................................................... 48 Blue Stratos ............................................................................ 5 Dar ............................................................................................. 39 Eco Nautlcs .......................................................................... 50 Glider Rider ................................................................. 50, IFC Goldwlng ............................................................................... 44 Gossamer Ventures ........................................................... 17 Hall Brothers ......................................................................... 50 Hang Gliding Press ............................................................. 25 Kitty Hawk Kites .................................................................... 52 Leaf .......................................................................................... 50 Lookout Mt............................................................................. 47 Maklkl ...................................................................................... 48 Manta Products .................................................................. 28 Nev. County UL ..................................................................... 21 Pagen ...................................................................................... 45 Para Publishing .................................................................... 45 Progressive Aircraft ............................................................ 14 pterodactyl ........................................................................... 44 Rotec ........................................................................................ 52 Snyder Ent............................................................................. 15

Coring Sink Dear Editor,

Soarmaster ............................................................................ 1 Spectra Alrcraft ................................................................. IFC Sprague Aviation ...................................................,............ 9 Stratus ...................................................................................... 46

I'd like to comment on part of Don Clutter's article (May, Hang Gliding, pg. 42) on thermalling technique, specifically, what he calls the "Best Heading Method," and which I call the "Core-the-Sink Method" of soaring. Don advises this technique for large, mellow thermals. OK, let's look at his diagram (figure 3) and imagine ourselves in the air. We enter the thermal obliquely at A. Normally one would be flying straight at this point, but for some reason we have been circling where there is no lift and encounter the thermal while in a right turn. It is a shallow turn since conditions are mellow, and we feel a slight upward tug on the left wing. Do we turn in the direction of the lift? Do we even level out for a second to get the full advantage of this new-found lift and to be sure of its direction? No, we continue our slow, shallow turn to the right for fully 270° in the sink: Now a hundred feet lower we finally straighten out and re-enter the thermal.

Ultralight Pub ......................................................................... 13 USHGA ........................................................................ 1, 43, IBC Whole Alr Magazine .......................................................... 43 Wills Wing, Inc. ...................................................................... 2

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l i'2 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

UNLEASH YOUR SPIRIT! AT THE BLUE STRATOS'lUSHGA 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

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

Experienced pilots (who should know better) have been suggesting this "back-door" method of entering thermals to beginners for years. As a former instructor I can assure you that seven out of ten novices will not even be able to find the thermal again after their first 270. There is only one common situation where the 270 technique should be employed: in strong conditions when you simply can't get your glider to bank over into the thermal. Then a 270 in the sink is your only option; you pay the penalty of lost altitude because you have no choice. Dale Fedderson Canoga Park, CA

Butterflies Dear Editor, I am enclosing two reprints of my articles, Altitudes Attained by Migrating Monarch Butterflies, Danaus P. Plexippus (Lepidoptera: Danaidae) as Reported by Glider Pilots and Soaring Flight of Monarch Butterflies, Danaus Plexippus (Lepidoptera: Danaidae), During the Late Summer Migration in Southern Ontario. I have quite a few extra copies on hand and will be glad to send one of each to any of your readers who might be interested. I would also like to request that any hang glider pilots who have found themselves either sharing a thermal or slope soaring with a monarch butterfly to please write. I am particularly interested in the following information: place, date, altitude, and presence or absence of lift. Other information such as behavior, (e.g. beating wings or gliding) wind direction, wind strength, and terrain is also useful. Most observations are likely to be made in the late summer, when several species of butterflies (the monarch is the most conspicuous) fly more or less south or southwest. Little is actually known about the use of soaring by insects. Hang glider pilots are in a particularly good position to make significant contributions to this area of research. Please send reprint requests or any observations to: Dr. D.L. Gibo, Erindale Campus, University of Toronto, Biology Department, 3359 Mississauga Road N., Mississauga, Ontario, Canada, LSL 1C6.

Power Pilot Corrections Dear Editor, Several erroneous statements were made in the May, 1981 Power Pilot and should be corrected. Cylinder walls should be lubricated with a non-compounded oil or the oil used in your fuel, during assembly. Friction and wear 6

are necessary during break-in to seat the rings. You must reach a high enough temperature to break down the oil film and obtain metal-tometal contact to seat the rings. Otherwise, you may glaze the cylinder wall and ring seating will never occur. Once the rings have seated, a low friction oil is desirable. You should definitely use oil on spark plug threads. Anti-seize compounds are a no-no as they will bind up the threads and contain graphite which can cause misfiring if it gets on the plug nose. The oiling of plug threads is important to get the correct torque and will allow the plug to be easily removed later on. Oil will not cut down on heat transfer. It is also very important that one gasket be used. Ifa thermocouple is installed, the gasket must be removed. Leaded fuels lubricate better. Unleaded fuels can cause increased wear in some engines. Spark plug fouling should not be a problem if correct oil-fuel mixing is observed, a good quality oil is used, and the correct sparkplug and timing are used. Air cleaners would be of great benefit up to and beyond several thousand feet as dirt and industrial deposits exist that high. One final word on rework inside an engine. Check with the manufacturer first. You may blow the warranty just by disassembling it. Another version of "Murphy's Law" is, "If it can be done wrong, someone will do it that way." Dean Whisler Best Flite Lubing the cylinder walls with the same twostroke oil that is mixed with the fuel is an alternative to using WD-40 or silicone spray, but any of these will work well, and have worked well on engines that I have built. Due to the oil being mixed with the fuel (typically at ve1y high ratios with synthetic oils), there is little problem getting enough friction to seat the rings on a two-stroke. However, on four-strokes it is generally accepted practice to use a straight mineral oil during break-in and switch to a synthetic later. On a two-stroke, this isn't necessaiy. In fact, I have been told by builders of motorcycle racing engines that you shouldn't switch from mineral oil to synthetic without first flushing out eve1y trace of the mineral oil from the cylinder wall and the bearings, as some synthetics aren't compatible with conventional mineral oil and, when combined, they can gum up under heat and cause the engine to seize. The recommendation is to use the same oil for the life of a two-stroke engine. Oiling spark plug threads is a practice followed by many mechanics. I did it for years, until I was advised against it by an engineer for Champion Spark Plugs. He said that it could restrict heat flow from the plug and that the oil could carbon up, making removal dzfficult. Your point about using only one spark plug gasket is well taken. The spark plug gasket

should not be used zf a thermocouple is placed under the plug. Four-stroke engines designed before unleaded fuel came into wide use sometimes developed rapid valve wear on unleaded fuel. Harder valves and valve seats cured the problem. Newer fourstroke engines don't have this trait and twostrokes were never affected. There is no difference in lubrication for a two-stroke between leaded and unleaded fuel, but the lead can form a conductive deposit on the spark plug, leading to ignition problems. This happened on my Yamaha and was cured promptly by a switch to unleaded fuel. Thanks for the warning about warranties, Dean, but I hope the manufacturers realize that a pilot has the ultimate responsibility for his own safety. Any pilot who has the ability to tear down and inspect an engine should be encouraged to do so.-G.B.

Hang Gliding Invitation Dear Editor, I would like to introduce our club to your magazine and to the many readers of your magazine. Our club site is situated some 25 miles northwest of Brisbane, Queensland, Australia at a town called Glamorganvale. This site is flyable from the months of September through to April. We extend to all your readers an open invitation to visit our club and enjoy our hospitality. The site is excellent for cross-country flying, as well as for plenty of smooth soaring in the sea breezes that commence late in the afternoons. The recommended hang rating is III and all pilots must be financial with USHGA or HGFA before they will be allowed to fly. The NASSA Club is one of the largest clubs in Australia, with a membership of 52 and has been running for a period of three years. If anyone is interested in visiting Australia, please contact us and we will organize cheap accommodation and transport during your stay with us. One of the highlights of the year is the club's Christmas cross-country competition and fly-in (6th December this year) when we have a host of interstate flyers visiting our site. For further information please contact: Dave Oxley, 36 Ishmael Street, Camira, Brisbane, 288.3041. Graham Pukallus, Secretary Nobby Area Sky Surfing Assn. Hang Gliding welcomes your letter co the editor. Letters must be typed (or legible) and limited co 400 words. All letters are subject co editing. Send your contribution co: l1SHGA, Box 66306, Los Angeles, CA 90066.

HANG GLIDING

IN ANOfl\cR ML-AR S\'$i'E.M,

THI~ \fl r~e. 'l'LANE:t "vA1-10'; l'T 5 Sul\fAcE..1~ co~ERE.t>

LiGIIT ~£.Afl.e. AWAY, EXl5i5 A \,uORLD

ACrAl.vST

,f\E. l+ARSI-\

THEY ARE A PEACE.FU!.. l'Eol'LI: HAVll/6 /o1ASTERE.I> THE ART oF F!.\'lNG- ,',NP e,EIN6- ABLE TO R\/LI: r~f.. SKIES ASOVE-THEl'l,n\H CALLTttEJ-l'SELVE-5 ... · .. TI\E. S K'O\A! TE.Rl:I

HUNTING IS ·H\E\R FAVORITE. PAST! VIE.

only that in order to be successful, the operator must launch and recover on his legs with no assistance from other persons, landing gear, skids or floats. "Those operators unable to provide proof of foot launch capability or successful demonstration should be informed that they must comply with the requirements of FAR sections 61.3 and 91.27 and that operatons contrary to the applicable FAR may result in enforcement action against the operator."

Canadians Form New Ultralight Groups

POWER PILOT by Glenn Brinks

FAA Clarifies Position on Foot-Launching Because of the misunderstandings about the FAA's position on foot-launching, pending the release of the NPRM (Notice of Proposed Rule-Making) on ultralights, the FAA has put out a notice that describes current policy. According to the notice, " ... single place powered hang gliders are not subject to the aircraft certification requirements of FAR Part 21, nor is the operator. subject to the pilot certification requirements of FAR 61 as long as the vehicle meets the definition of a hang glider (powered or unpowered), including the requirements to be capable of foot-launch and recovery. Two or more place vehicles must be certificated as aircraft. Operators should demonstrate the ability to foot-launch or present proof that their craft is foot-launchable. This proof may be in the form of pictures, witness statements, records of official demonstrations or any acceptable combination including prior demonstration. "In the case of surveillance at air shows and fly-ins, and other surveillance, the operators of powered hang gliders should be required to show proof of the foot launch and landing capability of that vehicle whenever the inspector has reason to doubt its capability. Some clues that might lead an inspector to conclude a craft is not foot launchable and recoverable are excessive weight or a configuration preventing the operator's feet from making contact with the ground. "Should an operator be unable to present acceptable proof of the foot-launching and landing capability, he should be afforded the opportunity to demonstrate the foot-launch and landing capability. There are no prescribed criteria for the conduct of this demonstration;

Ultralight flyers in Canada have formed a new group, the Microlight Owners and Pilots Association of Canada. One of its chief goals will be liaison with the Canadian Ministry of Transport. As in other countries, Canadian flyers are facing possible regulations that could hinder the sport, and they feel that organization is one way to promote the sport and convince the government to respond to ultralights in a positive way. Details of M.0.P.A.C. are available from Peter Lawrence, Box 227, Toronto, AMF, Ontario, Canada L5P !Bl.

Polish Ultralight Engines Franklin Aircraft engines were among the most popular aircraft powerplants until just after WWII, when the company went bankrupt. The assets and tooling of the company were purchased by PZL (Pezetel), the Polish aviation concern, and Franklin engines are now being produced in Poland. The smaller of those engines is a 60-hp, two-cylinder model weighing in at about 135 lb., too large for an ultralight. However, they are developing two new motors just for ultralights. The new engines will be opposed twins of 25 hp and 45 hp. Unlike most other ultralight engines, these will be four-strokes. This should give a real advantage in fuel consumption, with a possible penalty in weight. A Pezetel spokesman said the engines will not be marketed unless they are competitive, both in weight and cost. He also said the engines would be of FAA certifiable quality, though they will not actually be certified. Expect them to be released late this year or early next year.

Microlight Flying Machines with Directory The first editions of Dave Thorne's microlight directory were tiny, closer to being pamphlets than books. I declined to review them, because Thorne said a better edition was in the works. The third edition arrived

only a few weeks after the first two, and it is a huge improvement. Size is up to 81/2 x 11 inches now, with 39 pages. The first edition was 5112 x 81/2 inches, with 18 pages, so the growth has been dramatic. Content has been increased and is divided into two sections. The first is a general overview of ultralights. There's nothing new or surprising here, but the points he makes (chiefly a stress on safety) are valid. He advocates not only taking ultralight instruction, but also taking a private pilot ground school and, if possible, a few hours of instruction in a conventional airplane. The idea is to get a better understanding of techniques and procedures used by airplanes. If every ultralight pilot understood the rules of the road, we'd have a lot fewer incidents caused by idiots flying low over freeways or blundering into airport traffic areas. The second part of the book is a listing of 80 models of ultralights, some of which are variations on the same design. Each gets a sentence or two of description and there are small pictures of most of them. Despite its improvement over the first edition, Microlight Flying Machines could still use some work in two areas. First, a sentence or two is just not enough to adequately describe a plane. A couple of paragraphs plus a list of specifications would be much better. Second, the reproduction quality of the photographs is very poor, with such high contrast and large grain that many of the details are lost. On the plus side, Thorne includes the addresses of the manufacturers, which is a big help for the prospective buyer. Because of its non-technical nature, Microlight Flying Machines is best suited to the beginning or would-be ultralight pilot. It has the makings of a very useful book for the beginner, but at the rate Thorne is improving it, I'd be tempted to wait for the next edition. Microlight Flying Machines is available from Aero-Fun Publications, P.O. Box M, Salida, CA 95368, for $6.95.

Homebuilder's Workshops If you're interested in building your own ultralight, one of the best ways to learn about building techniques is to attend one of the SSA Sailplane Homebuilder Workshops. These are designed for entrants in the SSA Homebuilt Sailplane Contest, but the techniques are the same, regardless of the type of plane, and some of the designs sound like they will be light enough to be in the ultralight class. The workshops will be held September 4-7 at Harris Hill, N.Y., and at the Fantasy Haven Gliderport in Tehachapi, CA. In addition, there will be a homebuilt sailplane forum at the EAA fly-in at Oshkosh, August 1-8. At the workshops, there will be hands-on sessions with various building materials, talks HANG GLIDING

and technical forums, progress reports on the entries in the contest and displays of kit builts, homebuilts, and other projects. Burt Rutan, designer of the Vari-Eze and the Quickie, has entered the contest and will undoubtedly have a unique, super-lightweight foam and fiberglass design. He will be at the Tehachapi workshop. George Applebay, builder of the Zuni sailplane has a design under development for the contest, but won't say anything about the actual configuration except that it is unlike anything else, definitely a non-conventional design. It will be called the Zia, and will weigh about 200 lb. It will self.launch and is expected to stall at 26, cruise at 55 and redline at 80 mph. The engine is a Fuji-Robin. Most of the Zia will be prefabricated so assembly time should be 100-200 hours. Even the skins are pre-formed and gel coated. With this, and other designs to study, the workshops should present quite an opportunity for ultralight designers to borrow some ideas from the sailplane builders, and vice versa. Information on the workshops is available from the SSA, P.O. Box 66071, Los Angeles, CA 90066.

RST Radio Catalog As powered ultralights get more and more sophisticated, many pilots are flying out of airports. Without an aircraft radio, this is an unsafe practice, as everyone in the traffic pattern needs to know what each pilot's intentions are. Most aircraft radios are very expensive, starting at $400-$500 for a hand-held transceiver. RST makes radio kits which do the same job for about half the price. Their 6-channel unit sells for $199.50. Claimed building time is 15-20 hours. A catalog of their equipment is free from Radio Systems Technology, 10985 Grass Valley Ave., Grass Valley, CA 95945 (916) 272-2204.

reduced as sales go up. Prices of the engines are expected to be about $550 for the 20 hp single, and about $650 for the 37 hp twin. The engines are complete except for prop hub or reduction unit and exhaust system. Both come with a one-year parts warranty. Discounts are available in orders often or more, and British Sports Hr .:rcraft is available to do consulting work in th~ design of a reduction unit to suit any particular ultralight.

Ultralight Expert Mike Markowski, author of Ultralight Aircraft, has been officially listed as a technical expert in the 1981 edition of the Products Liability and Transportation Legal Directory. This is a listing of attorneys and technical experts who work in fields related to transporta· tion and product liability. Markowski has a B.S. in Aerospace Engineering from Penn State, and is listed as an expert in stress analysis, performance, aircraft design, aerodynamics, stability and control, propeller design, flight testing, model airplanes, hang gliders, ultralight aircraft, homebuilt aircraft and private flying.

Ultimate Hi Address Last month, the address of Ultimate Hi, makers of the "Powered Seat," was left out of this column, so here it is: Ultimate Hi, 13951 Midland Rd., Poway, CA 92064 (714) 748-1739.

AUGUST1981

Dear Challenger Owner, Our investigation into two Challenger 178 accidents has lead the factory to believe that a problem may exist with regard to pitching moment stability. Only certain Challengers may be affected. If you fly a late 1980 model Challenger 178 with serial number S-11 through S-45 inclusive, some modification may be required. Please read on. A simple measurement may be taken to determine whether your glider has been affected. Please follow these few simple steps. 1. Set up glider. 2. Measure bridle length. This can be done by measuring directly from the bridle apex to the bridle-trailing edge connection point. 3. The maximum allowable bridle lengths are: Inner - 57.75" Outer - 73.5" 4. If your glider does not conform to these specs IT MUST NOT BE FLOWN until these changes have been made. 5. See your dealer or contact the factory for further assistance if required. 6. Your glider must have positive bar pressure and return to trim throughout the entire angle of attack range.

Fuji-Robin Liability Coverage One of the conditions in our highly developed society is that everyone, particularly manufacturers, must be very careful about liability. This is a major problem for manufacturers in fields that are considered a high risk, such as flying powered ultralights. Few manufacturers will sell their product for use on an ultralight, for fear that someone will eventually hurt himself, and bring a lawsuit, blaming the manufacturer. This has restricted the availability of engines. Ray Kemp, of British Sports Hovercraft, distributors of the Fuji-Robin engines, said that Fuji-Robin now has a product liability policy covering their engines sold all over the world. The policy will add about $50 to the price of each engine, but this may be

that killed Matt Brown near Spokane WA (Challenger #31) met the specifications in this letter, indicating that there may be other problems. The certified version of the glider had a modified keel pocket. Again unfortunately, it appears that Sunbird has gone out of business, so the comment about contacting the factory is invalid. If you have any question as to the safety of your glider please contact the USHGA office at P.O. Box 66306, Los Angeles, CA 90066. We will try to organize an effort to correct the problem.

._.i .,

Sunbird Gliders

:!"

.{!;;.,,.

CONSUMER INFORMATION SUNBIRD CHALLENGER ST ABILITY IN QUESTION As the result of two fatal accidents in Sunbird Challengers which appear to have entered stabilized dives, the following letter was issued by the factory. The serial numbers in question are 11 through 46, however, if your glider shows any neutral or negative bar pressure DO NOT FLY.

Unfortunately the bridles on the glider

-,-, •c-_

.- - --c-·---f:.....'=--

HANG GLIDER OXYGEN SYSTEM Here is the proven best system available for hang gliding. It consists of: a. A 7 cu. ft. cylinder (45 min.-2 hrs. depending on altitude) b. An attached, tested and certified constant flow exmilitary regulator where the gauge simultaneously shows both tank pressure and flow rate vs. altitude. c. A regulator low pressure outlet tubing adapter fitting. d. 3 ft. clear PVC tubing for insertion into mouth for simple easy delivery method. The abbv~:complete-7 pounl 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

JOHN ZU/llt My father taught me to build and fly model airplanes when I was five years old. I won a few model airplane meets in the power free flight and Nordic glider classes. I studied micrometeorology from 1957 to 1966. It wasn't until four years ago that I even knew about hang gliding. I was flying six months later and, having a poetic eye, the sheer beauty of the sport was captivating. I fell in love with it . HG: What are your flying activities?

John Zurlinden is a very talented and interesting fellow. He is a 38-year-old manufacturing engineer and tool designer for Applied Research Laboratories in Sunland, California. You are familiar with John's artistic abilities, whether you know it or not, if you read Hang Gliding,since he has designed much of the most professional four-color advertising that has appeared in our pages over the last few years. As an artist John's background includes work for J. Walter Thompson, Needham Harper & Steers advertising agencies as well as McNamera Bros., Graphic House, New Center and Joey Cavanaugh art studios. He works in pen and ink, photography, photo retouching, layout and design, watercolor, chalks, lacquer and airbrush. He also does sculptures and trophies, and castings in plastic, plaster, metals, ceramics and rubber.

HG: What got you interested in hang gliding? 10

Right now I'm flying a Fledge IIB and a Lazor 175. I like to fly Kagel Mountain near Sylmar, CA and use Jerry Carson's shuttle service there. On weekends I fly Crestline. I fly every flyable weekend and am fortunate to have a girlfriend, Lesli, who drives tirelessly for me. She flies tandem with Karl Stice once in awhile and is really interested in the sport .

HG: The sport of hang gliding seems to attract a lot of artistic people. Do you have any ideas as to why that might be?

I don't know why the sport attracts so many artistic people, except that it's so visually beautiful and symbolizes a certain creative freedom that is secretly held so dear by the artistic heart .

HG: What is your personal reason for doing hang gliding ads?

To make this sport look attractive, from the future pilot buying a new glider to people in high places who finance competitions and meets, grant us more flying sites and assist the sport in gaining wider acceptance. It's advertising in its purest form.

HG: Are you making a living with your advertising? No. But my flight gear and kite are always new. Even if I worked for all the manufacturers at once, it wouldn't produce enough income to exist through the year.

HG: How much of the ads do you do yourself? I'm capable and have done everything including photography, body copy, layout and design and finish to camera ready art. Some manufacturers have a certain point they want made or a favorite photo they want used. These become the points I create the ad around. The best ads I've produced in the past were the ones I started creating in the view finder of my camera.

HG: What do you think of hang gliding advertising over the years? When I did my first ad the manufacturers were warring on each other via the magazine advertising. I felt that this was an obvious waste of good advertising space and money because it didn't reach the customer. The HANG GLIDING

claims made were getting outrageous. I felt that it would be better to cut the BS and give facts gained from documenting the glider. I'm glad so many manufacturers caught on. The quality of most manufacturers' advertising has come a long way in the last 3 years and its direction has turned to the customer. I'm also pleased with the increased use of color.

HG: Your ads have afresh and direct look about them. They are always different. Where does the inspiration come from and how do you deal with working for two or more manufacturers at one time?

with working for two manufacturers at once. I always put as much as possible into my ads to make them look and read well.

HG: Do you think advertising agencies help the manufacturers? This is a specialized kind of advertising. It requires people from within the sport who speak the language and understand the pilot's needs and desires. No Madison Ave. or Wilshire Blvd. ad agency can do it justice.

HG: Does advertising sell hang gliders or just perhaps help to create a corporate image? As usual the inspiration comes from within. I don't like doing the same format over and over. Each ad is a unique challenge and a new window through which to view the sport, so they come out different. There is no conflict AUGUST1981

Advertising does both. Everything contributes to corporate image, especially any printed material or advertising. The product must also carry its own weight and perform as

advertised or expected. You can have spectacular ads and PR but if your glider sinks like a stone, is hard to turn, has bad delivery time, or comes apart in the air everything goes down with it. An ad not only helps build corporate image, but usually points out one particular product and its capabilities, and is used to spark interest enough to cause the prospective customer to at least investigate the product. For the most part, decisions about buying gliders are made in the air, in the landing zone, or by word of mouth from experienced performance gains, noted by respected pilots. Competition plays an enormous role in helping people decide on a glider. A lot of that depends on the caliber of the competition pilots a manufacturer has flying for him. Absolutely everything a manufacturer does contributes to corporate image. An ad spotlights a particular product, but the way the ad is presented helps create the image. (Continued on pg. /6)

Pioneer Systems, Inc. announced that its Pioneer International subsidiary is expanding its sport parachute operations into the field of hang gliders and ultralight aircraft through the acquisition of Flight Designs, Inc., a privately held California corporation. Flight Designs will continue under the direction of its president, Marty Alameda. Pioneer International, one of the world's leading developers and manufacturers of parachutes and recovery systems, plans to produce and market its new hang gliders and ultralight aircraft in conjunction with its wide range of sport chutes. Miles L. Rubin, president of Pioneer Systems, stated that the company anticipated that its new activities would grow over the next few years to represent a major portion of the company's sales.

As we go to press, Alan Reeter informs us that during the Owens Valley XC Classic, on j July 6, the following pilots flew over 100 0 miles: Tudor· Tom · 157, c:i Rich Pfeiffer 139, Miguel Gutierrez • 138, Joe Greblo 132, Mike de Glanville · 132, ~ 'R David Harris · 119, Tim Joseph - 1 Jeff Burnett - 114, - 110, Jeff Huey· 109, Ted Zinke - 108, Alan Reeter - 105, Rich Grigsby - 103 and Dave Gibson - 102. Tom was not a competitor. All distances are great circle. tuned next month for a full-length feature on the XC Classic by Alan Reeter.

j" CGS Aviation of Cleveland, Ohio, has in- "' df troduced its 1981 Powerhawk 152 ultralight .c aircraft power system. The heart of the Powerhawk 152 is an in-line, twin-cylinder, 20 horsepower, two-cycle engine, which has been time and performance tested with a claimed engine life expected to exceed 1,000 hours before overhaul (given proper operating conditions and adequate care). The low-vibration engine is supported by eight shock damping rubber mounts to reduce airframe vibrations. The reduction drive of the 152 has been improved to include a new cast aluminum reduc· tion mount. The bearings in the reduction drive assembly are the same quality as those in the and provide improved reliability and long life. According to CGS Aviation, in its stock configuration, the engine generates Mike Degtoff from Anniston, AL, won the 150 pounds of static thrust with a 54" x 30" Eastern Regional Hang Gliding Champion· prop. ship at Grandfather Mountain by defeating Asheville's David Ledford in a final round The new engine mounting system permits flight. standard or inverted and tractor or pusher engine mounting, and is readily adaptable to a Degtoff is no stranger to Grandfather variety of ultralight and homebuilt airframes. Mountain. He was a member of last year's exOptions include remote choke, remote mixture hibition hang gliding team and flew daily on control, and full engine instrumentation. Conthe Mountain and he also holds the tact: 4252 Pearl Rd., Cleveland, OH Mountain's cross-country distance record at 44109. 30 miles.

The Quicksilver became a part of history when the 4,000th production model was donated to the Aircraft Association Air Museum in Franklin, Wisconsin. Shown at the May 3, 1981 presentation (from left to right) are Scholler, trustee, Aircraft Association; Peter Strombom, association general manager; and Lyle Byrum, president, Eipper-Formance, Inc. "We're very happy to have the Quicksilver as part of our permanent collection, because it's an outstanding example of ultralight aircraft," Strombom said. An early-model Quicksilver is on display at the Smithsonian Institution's National Air and Museum, Washington, D.C.

HANG GLIDING

It took the winner of the final round to determine a champion in the new one-on-one format introduced for the first time at Grandfather Mountain in this meet. As a result of the loss, Ledford dropped to fourth in the tournament. finished with a final score of six wins one loss and had seven tie-breaker points for good Greer, SC pilot Tim Carter also completed his seven rounds with a 6· l recmd but only had two points. Three pilots finished with 5-2 records with taking third with 5 Malcolm Jones of landing Ledford placing fourth with 4 points, and Lawton, Atlanta, finishing fifth with 3 points. These five pilots qualified for the National Championship in August at Slide Mountain, Nevada.

Plans are being sold for the ULF- l, a foot· launched ultraligh1 sailplane by Dieter Reich. The ULF-1 has three-axis con· trol and is for slope soaring and light thermal conditions. It is the first ultralight a certificate of air· sailplane to be worthiness by German authorities. The basic construction materials are spruce, birch plywood and balsa wood, covered with fabric. and fittings are mostly tiber~:Ias.s, aluminum or sheet steel. Steel tub· ing is used only for the control stick, control and rudder drive. Cost is parts in the supposed to be under $1,000 with a building time of under 800 hours. For transport, the wings can be removed as well as the tail. time of under six minutes is claimed. Plans include 30 blueprints, mostly full-size, including full-size computer drawn rib templates for the wing and tail, plus 32 photo· of all components. Also included are a construction manual including a list of materials with their American, British and German designations, and a flight and manual. All and manuals are in The ULF-1 has an empty weight of about 100 lbs. and is stressed for 6 g positive and 4 g ne)!,au,ve. Claimed ratio is 16:1. Informa· tion is availrible from Heiner Neumann and Dieter Reich, Hchenstrasse 7, 8077 Richert· shofon, West c,e:rrrmny

AUGUST1981

Weedhopper will be sponsoring an American Ultralight Association National ComtJet:itio,n September 28 to October 4. The announcement was made by John Chotia, president of Weedhopper of Utah. The site for the contest will be Wcedhoppcr's new flight training facility located in Plain 40 miles north of Salt Lake and seven miles northwest of the Weedhopper factory in Ogden. The competi· tion sequences and rules set down by the American Ultralight Association will be in ef· the event. foct "The contest is open to all types of ultra· light aircraft," says Chotia. "We expect the event to attract at least 100 pilots and we look forward to having an enjoyable time. space will be available at the W1:ed.hopp1er Ultralight Airport. Interested ultralight owners should write for contest information and entry forms at: Weedhopper of Utah, Box 2253, Ogden, Utah 84404 (801) 621-3941.

12256 HOMEBUILT ENCYCLOPEDIA WITH ULTRALIGHTS (576p/35()11) 0163 ULTRALIGHT AIRCRAFT DESIGN (113p/4711) $12.951 lo1os SNOWMOBILE ENGINES (350p/21611) ...................... $9.0Slil 10144 POWERED ULTRALIGHT AIRCRAFT (110p/9011) . . . . $7.0511

1:: ;f

~Lf:~=~i';fHOT~~O~U~A~~~~t;~i;::r::1~;" 10120 THE WOHLD OF SILENT FLIGHT (102p/25'111)

10106 ART AND TECHNIQUE OF SOARING (196p,/~-5-~I'.).

1::~ ~~~~:;1~~~~,~~c~~:g~~2 ~!~~~~~~~1_,~·

,.,., HANG GLIDING FLYING SKILLS (110p/0711).........

. : .. : $15.951

.... J:::!I

. .. $5.osl

.~~:: ~~r;;L~~~~~~v~6n ~OoNJ~~16:i i~r~;~i;~14Pi81i,)" ·.:::: ::::::•

149 MANNEO KITING AND TOWING HANG GLIDERS (100p/9011) $4-.t~sl

Sond me the following books. Enclose cnsh, check or money order in US funds only. Sorry no CODs.

Totml amount for bOoko US postage and htu1dllrtg Ov@reHD postage ($2 per hook}

$ _ _ __ TOTAL ENCLOSED FOR ORDER

Name - - - - - - - - - - - - - - - - -

13 good reasons why theNE.""Altimaster IV 2.3. should be on 4. your flying machine 5.

1. PRECISION JEWEL BEARINGS ACCURATE PRECISION GEAR TRAIN TEMPERATURE COMPENSATED LIGHT - 3% OUNCES

6. SMALL - 3" x 1%" 7. RUGGED & DEPENDABLE 8.STANDARD AIRCRAFT BLACK FACE· 20,000' CAPABILITY 9.CAN BE MOUNTED ANYWHERE ( EVEN ON YOUR WRIST) 10. CAN BE ZERO'D TO ANY GROUND ELEVATION

11. QUALITY BU IL T 12. SPECIFICALLY MANUFACTURED FOR ULTRALIGHTS

13. RESISTANT TO DUST AND MOISTURE

But the BEST reason for using the AL Tl MASTER IV is SAFETY: ALTITUDE JS PRECIOUS. KEEP TRACK OF YOURS.

Stop guessing your altitude. The AL Tl MASTER IV will tell you at a glance, accurately and reliably. Only$ 89.95 at authorized SSE Dealers worldwide.

SSE INCORPORATED )

5801 Magnolia Avenue, Pennsauken, NJ 08109 • (609) 663-2234

* Dealer inquiries invited

681

(Cominued from pg. JI)

HG: In 1979 you won the USHGA T-shirt logo contest. How do you feel about the letters to the editor regarding a new logo?

I am sorry to report that I was only told and I quote, "You know it works," when I asked the manufacturer what the results were.

I feel that the existing official logo is "timeless" enough to remain, but I'm not totally against the change. The T-shirt logo contest is an excellent outlet for creative pilots to show their talent and help the USHGA raise funds.

HG: You have worked for three manufacturers. What do you chink of the politics in our sport?

HG: After three and a half years of producing ads that ultimately show up in Hang Gliding magazine, what do you think of the publication?

I try to keep out of the politics. That's not my place. The sport is ten years old and its politics are likewise young. HG: What do you see in the future for hang gliding?

I think that the effort put forth by the tiny staff of Hang Gliding magazine is astounding. Considering its limited circulation, it has obtained the look of magazines with circulations 1,000 times larger. We are all so lucky to have it. We could be stuck with something that looks like a high school newspaper. This magazine drastically improves our image as an organized sport.

HG: What do you think it will take to make the sport of hang gliding more acceptable to the general population? What can we do to "professionalize" our image?

HG: What do you think would make Hang Gliding magazine better?

More participation by pilots, writers, designers, photographers, instructors etc., who have so much to offer the readers. I also would like to see some quality standards set for advertising material printed in the magazine.

HG: Besides designing advertising what other work have you done inside the sport?

I designed the in-flight load cell. It's an instrument which measures loads put on the glider during flight maneuvers. I'm also designing one to measure total pilot input in flight. I have done numerous flight manuals, illustrated parts catalogs, technical drawings, order forms and company logos, and I produce short-run plastic parts without the cost of expensive injection molds. HG: Can you go into more detail on the in-flight load cell? How it works and what information was obtained?

The in-flight load cell is a simple hydraulic device which incorporates a hydraulic cylinder, a flexible high-pressure hose and a hydraulic pressure gauge. The cylinder is contained inside a section of sleeved tubing and fitted to the glider to be tested. As the glider is put through maneuvers the loads generated on the tubing give a direct and instantaneous reading on the gauge. This, along with a cluster of other instruments, is video taped or filmed and can be analyzed later to see when the structural limits of the tubing are being reached.

The powered ultralight is a rich man's sport. It is taking the place of recreational private aircraft, simply because private has become too darn expensive for the rich! I think fears that power will destroy hang gliding are totally unfounded. The pedestrian eye is not so dead that it cannot tell the difference between a quiet hang glider and a buzz saw, barn-storming ultralight. There are enough obvious differences that hang gliding can stand in its own light. Using TV to educate and entertain the public eye helps our image and protects us from unwarranted public opinion. All hang gliding needs is a couple of hours of TV "airtime." The change in public opinion would be totally positive.

The ln,fllght load cell designed by John for Sun, bird Gliders.

I don't have a golden fortune cookie but I see a wider public acceptance and a continued and successful effort by instructors, manufacturers and pilots to keep the sport safer. As safety increases more new pilots will arrive. I'm sure more sponsored events are on the way. Hopefully, U.S. Parks and Forest Services will open more sites for this most beautiful of all recreational sports. HG: What are your feelings on the motorized issue? Do you feel that trend will be positive or negative for foot-launch pilots insofar as our public image is concerned?

I was afraid you would ask that one! As I mentioned before, I was heavy into all kinds of model airplanes. I left powered models for tow-line Nordic gliders. That was 15 years ago. I personally have not changed. I am a purist foot-launch hang glider pilot. I understand power. It is totally worthy of the market it is creating, but I feel that a really small percentage of glider pilots will go on to power.

Both happen at the same time. What we need now is a lot more TV coverage, possibly a movie that spotlights the growth of hang gliding and centering on what it is today. It would make quite an interesting show. We have all seen the flight of the Gossamer Albatross across the English Channel many times on TV. True, there was prize money and it was a fantastic accomplishment by designer, pilot and crew, but likewise hang gliding itself is an amazing accomplishment that has never really been told to the public. Let's also get into the fatality percentages in a lot of other "sports" like mountain climbing, motorcycling, auto racing, football, skydiving, scuba-diving, skiing, etc. I think this will show hang gliding in a very favorable light; again, it depends a lot on how it is presented. Let's see lots of good launches and landings, tandem flying and talks with USHGA and HGMA officers, instructors, designers and manufacturers. We need scenes of the flying that is going on in our national parks (especially if a ranger is present), footage of competition and cross-country records, McNeely's Hawk and first rate inflight photography all with good art direction and narration. The public accept· ance question cannot be resolved overnight, but it won't take a lot of exposure of the sport to sway the public mood either. There is no question in anyone's mind about the beauty of hang gliding. Criticism of the sport is centered around the accidents. I have met people who thought that almost every hang glider pilot died on his glider! This ignorance is the prime destroyer of the sport's image. This sport has fantastic potential for growth and public acceptance. It only needs to be presented in a professional and straight forward way, over and over again . ._..

HANG GLIDING

- - .• Jc

~;,..~~:

REGION II Let's Get The Hang-Up Out OfUSHGA by Pat Denevan Lately I have heard that the USHGA cannot continue to function unless it diversifies its base of membership. I'm told by people who should know that hang gliding is dying and in order for the USHGA to keep functioning we need to include other sports. There is even some confusion as to what our sport really is. What is hang gliding? What is its essence; what is that common thread which links hang

glider pilots together? Let's examine our sport. Is hang gliding just being high off the ground, is it getting air, is it foot launching, is it landing on your feet, is it hanging out on sand dunes, hills, mountains? What is it that makes hang gliding a sport, an art, a dream come true? I believe soaring flight is the key to understanding the essence of hang gliding. Without soaring our gliders would just be pointy-nosed parachutes with the peculiar ability of being launched from hillsides. In the early days of our sport a sustained flight was an unusual occasion; nowadays you can't even drag your flying buddies out to the site unless it's cookin, snappin, poppin, crankin, boomin or at the very least marginal. We must have air! Invisible, elusive, intangible, always changing, amazing AIR! This air must have a certain basic quality to it. It's got to be going up! Without lift, without bubbles life is flat. Ah, but what of sink. Sink is the equalizer, the down cycle, the darker side of soaring. So let's do away with sink. Right? Wrong. Without gravity such hang gliding would become boring. It's the down cycles that make the up air so great. Sink gives us perspective for enjoying lift. When the clouds start forming around us and the vario reads nothing but up, that sinking feeling can be the most beautiful feeling in the world. Is hang gliding really dying as a sport? When I look at the local flying sites and talk to people traveling the world over I get a picture which is just the opposite. Our sport is flourishing, growing, expanding at a steady rate. On the other hand USHGA growth has become static. So do we work to find creative ways to keep the USHGA a viable organization or should we look on to other sports and hope that they will make the organization work. Is the only national organization for hang glider pilots going to continue to be our spokesman for our needs and causes or will it be comprised of and confused by outside in-

fluences? I say that we can't function as a clearing house for other sports and activities and still retain our real purpose. How pervasive has this influence become? When I read our magazine I see almost 1/3 of the pages advertising something which has nothing to do with soaring. In another hang gliding publication only 1/3 of it has anything to do with our sport. Is our organization to follow suit? I see our 1980 accident review showing that hang gliding fatalities are on the upswing, yet on closer review I see that more than 1/4 of these were involving some other sport! I believe there is a reasonable, rational way out of our dilemma. The way has been shown by the Soaring Society of America. The SSA is concerned primarily with soaring flight; there aren't many articles about airplanes in their magazine. There is, however, interest in powered soaring gliders. At this time there are no true powered soaring hang gliders. Indeed it is possible for them to soar, but a Cessna can also soar if given the right conditions. But they have their own organization! The USHGA is not a faceless bureaucracy. We care what you think but you have to let us know how you feel. Corner your regional directors this week and let them know. The next BOD meeting is slated for this month in San Francisco. If you can't come personally send a video tape, a recording, a telegram, a letter, but let us know! If the members of the USHGA really want to diversify the organization to get more members we shouldn't fool around. Let's go for it! Why stop with one different sport; there must be dozens of sports that hang glider pilots enjoy which have a wider appeal. I can think of one sport in particular which fits in perfectly. It's a new sport, done outdoors, it takes athletic ability, almost everyone who flies does it and best of all we won't even have to change our name from the USHGA. How does this sound? The United States Hacky Games Association! ~

SOLAR CHALLENGER $ WEAR A SUPER COLOR T-SHIRT

S-M-L-XL

BLUE, TAN, NAVY GOLD

ORDERS ADD $2. 00 SHIPPING -

FREE PRICE LIST -

10.00

CALIF. RES. ADD 6% SALES TAX

BOOKS, PLANS, PHOTOS, POSTERS

GOSSAMER VENTURES, DEPT. H., 4685-3N INDUSTRIAL ST., SIMI VALLEY, CA 93063

AUGUST1981

TOP LEFT: Rome Dodson. ABOVE LEFT: Tim laum::hes his Comet lnlo "Smogm11r's" hazy skies. OPPOSITE, TOP: Tim Cobb. CENTER: Jack Jou11garm1111.

Those of us who fly at popular sites know the type: over 50, slim, strong, and out there flying as well as any of us. We who fly dream of an idyllic retirement, having sacked the hum-drum routine of workaday life and hav·· ing nothing better to do than fly every day we wish to. Sylmar's "Over The Hill Gang," as are aflectionately called, does just that. These retired older gentlemen are well over from a fow hundred to the hill; thousands of feet!

The "Over The Hill is a group of three advanced older fliers who meet al Sylmar daily, coordinate rides up the hill, and spend their days at the top of the pack. In the followpages these three pilots discuss what hang is like for the flier who has taken up the sport in life's "second half." Rome Dodson, the youngest of the "Over The Hill Gang," learned lo fly at the strap· ping young age of 46. Now, six years later, he recalls how he became involved in hang gliding. "I had a friend, Bill O'Conncr, who flew gliders. It sounded great, so I went with him to watch a meet at Escape Country in 1975. The first time I saw gliders flying, I knew I could do it. It looked fantastic! It was unbelievable to be able to glide down like that, which was all anyone did in those days." That

night, Rome purchased an standard, a typical ship of the times. Jack Joungcrman, aged 67, learned to fly at 62. Like many pilots, Jack had been interested in flying since childhood and had had dreams of flying like a bird all his life. One day in 1976 he visited Torrey Pines, saw hang gliding, and was hooked. "When I saw the gliders I knew hang gliding would satisfy those dreams I'd always had," he says. "I felt l had to do it ifI could possibly handle it cally." Jack has a "bum knee" from earlier ex .. perienccs in life which he feared would limit his ability to learn to fly. But upon consulting his orthopedist, he was told a knee brace would case the problems he'd encounter while launching a glider. Thus Jack got the green light to go for it. Tim Cobb, now 5'-1, bcrnmc inspired to try hang gliding when he saw gliders at Elsinore back in 1972. "It was a real mind-snapper to see people just run off t.hc hill and fly away!" he exclaims. "It totally blew my mind." Tim had always been very active physically, having been a competition surlcr and moto-cross rider a few years earlier. Hang gliding was something he just had to try. Having kept himself in shape all his life, he had no doubts about his ability to learn at age 50. Contrary to what might be expected, none of the three men found the learning stages of hang gliding to be any more difficult for them than it was for the typical 20 to 30 year-old student. All three had kept themselves in good physical shape all their lives, which was an im· portant factor in their being able to learn easily. Like ·rim, Rome had been involved in water sports previous to his hang gliding years, hav· ing been a scuba diver and water skier. With his experience in other for it" sports, HANG GLIDING

Rome was a natural at hang gliding. His friend Bill, who was an instmctor, taught him on an old standard. "I caught on away," he remarks. "It was very easy for me. No problems at all." Rome even managed to crashes) that are avoid any "incidents" common for beginning pilots. Jack also found it easy to learn to fly. When he learned from Joe Greblo, Jack had complete confidence in himself. "It isn't that strenuous," he comments. "Just carrying the glider is. I found that I did just as well carry .. ing my kite up the hill as the youug kids did, who were out of shape." To keep up with the kids Jack did aud still docs take a strenuous four .. mile hike early each morning. "That's the only thing tha.t gets me up the 70 .. foot climb to takeoff at Sylmar," he says now. One problem Jack did have was with his takeofls. It was difficult for him to nm fast and hard with a glider, and thus to his launches. To solve this dilemma he got a linlc larger glider, a maxi Strato, so that takeoifa were easier. He also changed from prone to supine for added back comfort. eventually became a highly-skilled pilot on his Strato, but first had a fow typically intermediate problems with downwind stalls and munched takeoffs. But even after a minor bout with the hospital, Jack was not discouraged; he was going to learn to fly no matter what. And learn he did, now being a common sight at the top of the pack at Tim Cobb also had no problem with begin .. ncr thanks to the fact that he works out a1 a gym each morning, runs four and often surfs before fly .. miles alternate as well. "In order to learn, your cm· .. diovascular system should be in good shape," Tim warns. "And it sure helps if you're in good physical condition." Tim's problems with flying resulted from his large size. Tall and muscular, Tim had trouble lauuching because of the extra speed needed to get his 235-pound frame off the ground. "T'here just wasn't an adequate glider for me at first," Tim recalls. "There weren't many very large gliders on the market at the time. I had constant problems with launching, stalls, landings and the ability to soar. But finally this was alleviated when the 224 Con .. dor came out. A.gain, a larger glider seemed to solve all difficulties, and after dealing with downwind stalls and stalled takeofls, Tim emerged from the intermediate stage and went on to join Jack and Rome at the top of Sylmar's How do their families feel about the men engaging in what is considered a "high risk" sport at this point in their lives? "My family thinks I'm nuts," laughs Rome. "But they don't realize it's not as dangerous as people make it out to be. All they read is had publicity. I hope I can keep flying as I grow AUGUST1981

older, and will as long as I'm physically able." Jack,s wifC has "rnellowed out,', he says. "She was upset when I started, but has re· signed herself and keeps her fingers crossed." When Jack stated that his adventure with the hospital had not discouraged him from flying, his wifo Dorothy was quick, however, to pipe up, "But that was one of the things that dis .. couraged me!" In retaliation Jack teases, "But she has to take a tandem flight with Joe Greblo some day! I'm really happy that hang gliding came into my life before I was 80," Jack continues. "It came just in time for me physically." Like Rome and Jack, Tim plans to keep flyas long as his body will cooperate. And he claims his wife is "very tolerant" of his hang gliding activities, especially since Tim has always been so active in sports. She often ac .. companies him on a flying day as interested observer and driver. A.s with all pilots, the boys have a favorite flying story to relate. Rome is infamous for his

record backward flight at Sylmar, recently printed in the "Milestones" section of Hang Gliding. Upon res potting the landing area afrer being sucked into a cloud, Rome discovered that he had been blown backward over the backside of the mountain. This was a straight line backward flight (verified by compass heading while in the cloud) of a couple of miles! Rome also chalked up 38 miles at Cerro Gordo back in 1977, when the world records weren't much farther. "I flew to 14,000 feet ASL my first flight there. A.t the time, only a handful of people had gone that high." Rome stops to chuckle. "So I psyched myself out and came down!" Jack recalls how when he was still a Hang III he used to crave a flight during which he would difficulty coming down. "I

d ~

,;; ·2

~ 1;.

used to hear other pilots talk about days like that," he laughs, "and I thought: I sure wish that'd happen to me! Then when it does, it's not always so much fun as you'd think." One day Jack and Tim gained 6,200 feet above takeoff at Sylmar and had just those problems. "It was 100 ° on the ground, but we got pretty chilly up high, even with plenty of clothes on. We couldn't come down, and that can actually be annoying!" Tim likes to tell of his favorite tandem flight at Red Rover, a local 150-foot hill known for its high winds and nasty air. "I was wire·· launching my friend Larry (who weighs about 245 pounds) and who was flying a regular .. sized Condor instead of his 224 because of the very high winds. The glider was hard to hold because of the gusty air. Then all of a sudden a sharp gust hit, and Larry took off involtm1 m·i .. 19

<11

ly and started Dying backwards. "So I jumped up and grabbed the base tube to pull him down before he got away. But in· stead the took off with both of us, some 480 pounds of weight! was flying prone but rotated np, and I was dangling from the basetube! Well, we flew all the way down the hill that way. eyes were popping out of their sockets, and all I could do was laugh. Finally we landed. I fell on my back. The glider's basembc was on my chest aud so was his eyes bugging so, he looked like Little Orphan Annie!" both men walked away unscathed. All three gentlemen agree that the younger I hat most of the sport's mcm· bcrn have accepted them like any other "bird of a feather." "We're all compadrcs as far as I'm concerned," Tim comments. glid· ing is wide open 10 any kind of any age. There's so much comradery. Hang pilots arc the best bunch of people I've ever associated with." Rome laughs in considering his fellow pilots as he comments: "What I can't understand is, I'm about twice as old as any of the kids, yet I can't quite twice as good!" feels that flying and hanging around with the young people in the sport "makes me feel a lot younger. The average pilot age is about 30, and I'm just one of the kids. That's a big plus in the sport, that it you young." Finally, each man has a little word of advice

<11 <11

Distributors and Dealers for U.S. Moyes, Highster Aircraft, Wills Wing, Ultralite Products and Manta Products Large selection of accessories, instruments, new and used gliders

Complete parts department & repair facility 90 day free service warranty with every new glider purchase, excludin(J parts

Personalized training program beginner through advanced USHGA Certified Instructors CLOCKWISE FROM UPPER LEFT: Left lo right: Tim, Woofle, Rome. Jack launches his Mega. Rome and Viper. Jack Illes II Mega. Jack Informs little Wulfos ol Iha complaxllias of supine h11mass.

for other ovcr-50 Diers who are either learning gliding or contemplating it. "Do it!" says Jack. "You're never too old. If physically able to do any sport at all, you can do it. It's the most exciting thing I've ever done. with a compass if there arc any clouds, warns Rome, his backward cross-country flight in mind. "Have a plan of what you'll do in any eventuality so in case it happens you won't panic. Have a plan in case you tuck, land in water, or land downwind. That way you won't panic. Panic is what kills people. And lastly, hoof? Like Jack, Tim insists that, "If someone wants to do it, he should absolutely do it. Just stay nndcr a good instructor's supervision un· ti! very competent."

CALL OR WRITE·

ROUTE 209, ELLENVILLE, N. Y.

(914) 647<1344 Open Thursday thru Monday 9:00 A.M. - 6:00 P.M.

*Dealer inquiries invited

HANG GLIDING

- i

II <II <II

THE RISE AND FALL OF THE FOOT-LAUNCHED CANARD by Steve Moore Evolution, had it followed a more regular and logical course, should by now have produced commercial foot-launch canards. Simple extrapolation of design trends in the midseventies indicated that the crossbar was doomed to extinction as the sweepback evolved out, to be replaced by the lighter and more efficient bowsprit. As nose angles continued to widen toward the structural and aerodynamic optimum in the vicinity of 164 degrees, and aspect ratio stabilized in the vicinity of lucky seven, tip twist would become ineffective for pitch stability, causing a need for a stabilizer. Why, I thought, would anyone bother to put a stabilizer on the back of a wing which already had a long nose ideal for the location of a canard? Needless to note, my predictions didn't include the demise of the Antares and the replacement of the Mosquito by the Comet. This double blow sent hang glider evolution reeling off the logical track. The Rutan revolution continued in the homebuilt light plane area, our cousins, the power freaks, adopted many canard designs, and worldwide military interest continued to center on efficient and highly maneuverable canards as a means of delaying the demise of the manned fighter in the missile age. The majority of aerodynamically-controlled missiles happen to be canards. I am still awaiting the first commercial foot-launch sailwing canard. A few bowsprit types refused to knuckle under to the counter-revolution and continued in production, notably the venerable Gryphon and the streaking Stratus, so my hope continued. Then, there appeared the Aolus and its first clone, the Sea Lander (don't ask), which seemed to be back on the main track, in that they had wider nose angles and bowsprits, but which had stub tails appended to the sail in back. Perhaps the sun of reason is finally rising, at the respectable hour of noon. In late 1976 I built my first non-swept bowsprit kite, which I called "ZQ" because it had zero quarterchord sweep. This recycled polyethylene petrel had a futuristic 170 ° nose angle, bent tips made from the upper half of a

it wouldn't fly without it. It shouldn't have worked because it was not raised at all above the main sail and had insufficient horizontal gap, but it did and it was the root of my misunderstanding of canards. Years later, I built an enlarged version with folding tips and a genuine three-ounce Dacron sail laid parallel to the keel instead of perpendicular to the trailing edge, because I used a full set of reflex battens and wanted the overlap pockets to be aligned to the airflow. This creation, dubbed ZQ-II or "Zeke Two," flew well enough without a canard that it was declared operational and got 40 flights off La Cumbre Peak in Santa Barbara, CA before pilot exuberance led to sail stretch. By this time I was working on ZQ-III which was to have a cute little jib/canard, so I seized the opportunity to experiment with the earlier model. I joyfully attacked the ZQ-II with my hot knife and my brand-new sailmaker's special sewing machine. I tightened up the trailing edge, replaced the reflexed keel pocket with a non-reflexed one, flattened out the battens and added a canard (Figure 2). The glider was stable but the glide was a bit lower than anticipated and it seemed to fly too slowly. So I removed the first canard and made a second one with a control line which would allow me to adjust the incidence in flight. The glide'r dived into the weeds despite desperate hauling

broken hangbar, one batten per side, a reflexed partial keel pocket, a forward-raked kingpost and a huge tailfin. I discovered that it was hopeless to attempt to persuade a polyethylene sail to hold a reflex curve, and I was fresh out of batten material, so I innovated by tying a six-foot kingpost across the bowsprit with a patch of polyethylene duct-taped to it to make an instant canard (Figure 1). The modification was a first-flight success. ZQ was easy to take off and land, adequately stable and surprisingly maneuverable. The glide was sick because the main sail root was a shapeless bag, but it flew with the canard and

··, ,''

Figure I: ZQ of 1976. Low cost, low altitude experiment.

.---~-7, I

/ ,'

: I

.,1,,1,,),,,

I I

: '

-,-

: I

Figure 2: ZQ-II or "Zeke Two" of 1978 (crashed 3/28/80).

,,"

([

,,LI ii [I [I

·~ '

C Figure 3: Zeke Three of 1980 (still flying).

HANG GLIDING

on the control line and a full push out, leanng me slightly bruised and greatly confused. Either the tension on the control line distorted the canard sail or it was pulled to such a high incidence that it either stalled or blanked the main sail. Declaring the experiment null and mid because it hadn't produced the desired results, I kicked the ZQ-Il roughly back into ns original configurauon with the crucial omission of the reflex keel pocket. On ns first subsequent high flight it dived soon after takeoff and reluctantly recovered, dived again as it crossed a sharp ndge and required a full push for recovery, and then went into a stabilized dive from 500 feet while I was struggling to get out of my harness for an intended splash landing in a local reservoir. On the way down, I had time 10 obsen·e chat the sail was perfectly clean and de\·oid of reflex, with the high point very far afi. The helicopter ride 10 the hospital would have been much more interesting if I had been conscious, and the injuries caused a five-month hiatus in my flying career (wrecked left elbow, internal iniuries, back broken in several places). At lease this incident persuaded me to buy a parachute since it demonstrated that "it" can happen to me. At the time of my near demise, ZQ-III was well underway. It is an all-stops-removed

AUGUST1981

ultra-wing with the ability to survive ten gradties but still light enough for Lois Lane 10 carry (59 pounds). It has single 5/32" dragwires, I ·s•· flying and landing wires, 2-J ·4" spars reinforced with three layers of epoxy graphite, six-ounce sailcloth, mass1\·e reinforcements at every stress point, and a tail in back. The tail in back is literally an addendum. It was originally built with a small jib/canard on the dragw1res (Figure 3, photograph on page 17 of the ,\fay 1981 Glider Rider) but it simply didn't fly. I decided the canard must be 100 small so I built a second one (Figure 3a) which was also inefficient in that it had to be operated at an extremely high angle of incidence to provide minimal pitch stability, which interfered with the flow to the main sail. Desperately, I built a third canard with its own spar and rigging and mounted it up on struts above the bowsprit (Figure 3b) but the thing was so nose-heavy that it would only fly with my heavy-duty, nine-pound carrying bag tied to the tail. \X'ith the structure forward and the bag tied to the back, n weighed more than 70 pounds, an unacceptable weight for a person with a damaged back, so I ended the canard era and added a bit of reflex to the keel pocket and a tiny tail in the back (Figure 3c) in which condition it is now in the early ground-skim

stage. Even with the tail in back, I have to suspend 2-1/2" behind the heanbolt, so I am beginning to suspect that the problem may have been mislocation of the aerodynamic center combined with an excessively pitch negative main sail airfoil, rather than treason on the pan of the canard. The grand Experiment may not be over because I am still drawing funny-looking backwards gliders on restaurant napkins, but I am doing more advanced drawings of a sweptforward sailwing with no separate stabilizing surfaces and I am in the detail design stage of an ultralight utility kite with only one batten per side (sort of a throwback to the original ZQ but without deflexors and with a proper sail). Since my income varies between very lirtle and nothing at all (I can't stomach wage slavery for extended periods) it will be quite a time before something new rises off my drawing board, and it is a little too early to predict exactly what it "might be. Remember, folks, a canard provides lift and can pro\·ide a beneficial slot effect to the main lifting surface, which reduces either the minimum flying speed or the area required, while a tail in back (swept and twisted wingtips are a type of such) provides negative lift and no assistance to the wing. I still believe that canards are inevitable. ~

An instructional column for the new pilot. by Erik Fair blems try visualizing your body as a pendulum swinging around inside a triangle. Your arms are simply spaghetti-like tentacles to attach to the triangle to give you leverage to shift your weight around. Also, during the week go around daydreaming images of yourself emerging into the sky at takeoff or alighting gracefully in the LZ. Relax.

Since the last two installments of The Right Stuff have dealt with takeoff and landing techniques, I thought it would make sense to follow up with an examination of some of the problems novice pilots commonly experience in the execution of launches and landings. I have chosen to consider launches and landings togther because I have come to believe that the same sorts of behavior that cause blown launches also cause blown landings. I have identified five general problem areas which seem to account for a high percentage of the specific problems I see inexperienced pilots encountering as they run off a hill or cruise into a landing area. 1. Problems related to tension and anxiety. 2. Problems related to airspeed recognition and control. 3. Problems related to body position awareness. 4. Problems related to concentration and focusing. 5. Problems related to judgement of conditions. Let's take a closer look at each one:

Problems Related To Tension and Anxiety At the beginner and novice levels a certain amount of tension is unavoidable and a certain amount of anxiety is downright useful. These two brothers tend to work together, however, and if they manage to gain control of your mind and body you can expect to encounter some of the following problems: Off level takeoffs and landings are the most frequent result of excessive tension and anxiety - what you tend to do in a hang glider when you're tense is to literally hang onto the control bar. Odds are you're stronger on one side than on the other so that what you tend to do, even if your body is centered on the control bar, is pull the glider down on one side and put it into a turn. What's worse, any weight you put on the control bar is taken away from the center of gravity and is therefore unavailable to be shifted around to execute corrective turns. If you find yourself

Problems Related to Airspeed Recognition and Control

getting into surprise turns at takeoff or on final approach, and if you find it really hard to execute corrective turns, odds are you're supporting some weight on the control bar. Too fast takeoffs and landings are the next most frequent result of tension and anxiety. Again, hanging onto the downtubes or doing pushups on the basetube is the culprit. The more weight you are supporting on the control bar during takeoff or landing the more you get the feeling that things are happening too fast. So if you have the feeling that you are "chasing" your takeoff or if you are experiencing "freight train" landings you are probably tensing up and hanging onto the control bar. One key sign that this is occurring is the sensation of not being able to push out. It is nearly impossible to extend arms that are hanging on for dear life. Too slow takeoffs and landings: This phenomenon is most dramatically expressed in the well-known "freeze out" maneuver where the pilot goes glassy in the eyes (immobilized by anxiety), locks his arms straight out, and catatonically awaits whatever fate has in store for him. Fortunately, very few pilots "freeze out" and those who do either never do it again or take up bowling. The bottom line here is that too much anxiety can ruin your ability to think clearly and too much tension can make it impossible to execute proper takeoff and landing technique. If you think you're having tension-anxiety pro-

As we've discovered in the last two Right Stuffs, if you aren't proficient at recognizing and manipulating airspeed, you're going to have big problems launching and landing a hang glider. Probably the most common error at launch is what I call arbitraiy runoff If most of your limited experience tells you that you can get off in four steps and you try to do that in dead air on a shallow slope, you are doomed to take off either too slowly or not at all. If you insist on getting your arbitrary four steps into a 20 mph headwind and down a steep slope, you're going to take off too fast and have a greater chance of over controlling the glider. If you are nosing in or stalling takeoffs it means you either don't understand the effect of angle of attack on takeoff or you don't know how to control it. The cure here is to go back to the training hill until you've got it wired. Probably the most common error in landing is what I call ground referencing, or judging your airspeed by how fast the ground is going by. Two things conspire to make many novice pilots get too slow too soon on landing. First, the closer you get to the ground the faster it appears to be going by. Second, as you descend through the wind gradient your groundspeed actually will increase if you maintain constant airspeed - which you should. If you think your approaches are fine except for the fact that the glider gets really sluggish about 20 feet off the ground, or if you tend to land fully pushed out with lots of vertical speed or forward momentum, you are probably guilty of ground referencing. Avoid arbitrary runoff and ground referencing by tuning into the real sound and feel of airspeed. Generally speaking, your feet shouldn't leave the ground until you hear proper airHANG GLIDING

speed and the glider feels under control and responsive. For landing, remember to fly to within 4 feet of the ground at best glide speed or above (depending on conditions) before you start your slowdown-flare sequence.

Problems Related To Poor Body Awareness This problem area is characterized by either lack of awareness as to where your weight is or lack of discipline in distributing it. If you're not hanging onto the control bar as discussed earlier and you still get into surprise turns at takeoff or on final approach, odds are you aren't properly keeping track of your weight. Assuming you are taking off and landing in a basically upright or standing position, there are at least three ways you can get into trouble. The most common is upper body - lower body split. If during takeoff or final approach you allow your lower body to fall to the right, the glider will turn in that direction. If you attempt to correct the turn by moving your upper body to the left while leaving your lower body to the right, the glider will continue to turn right even if you've maintained proper airspeed. Another common problem is !wisting. If you attempt to correct the same right turn discussed above by twisting your body on its vertical axis, the glider will continue to go right. The glider doesn't care that you are now facing left - your weight is still on the right.

Passivity is another problem. If in the same right turn on takeoff or final, you just let your body fall where it may, it will continue to fall to the right and aggravate the turn. So if you are relaxed and still experiencing problems with corrective turns at takeoff or on final approach, think of your legs and hips, keeping your hips square to and equidistant from the basetube. Put your legs in the direction you want to go and the glider will follow.

Problems Related To Concentration and Focusing So you think you've conquered all the problems we've discussed so far but all of a sudden some of them start reappearing on an occasional and apparently random basis. Odds are you're experiencing concentration problems. As a relatively inexperienced pilot you are still having to concentrate on relaxing, controlling airspeed and keeping track of your weight during the critical stages of launch and landing. It's not automatic yet. As you start to shift some of your concentration to trying new maneuvers, soaring, or whatever, you may regress in terms of your launch and landing proficiency simply because you're distracted by the new stuff you're trying to accomplish. If this happens to you, you simply have to re-focus on basic launch and landing skills. A good perspective to maintain in this regard is to realize that the only way to get hurt or killed in a hang glider is through hard contact with

the ground and the two primary ways to accomplish that are to screw up a takeoff or a landing.

Problems Related To Judgement of Conditions Well, we're back to the same old bottom line. Taking off or getting into a position where you have to land in conditions you are not sure you can handle virtually guarantees problems. If you have solid novice level skills, that's great for novice level conditions. If you ask yourself to execute advanced level skills through the decision to launch in advanced level conditions, you are begging for trouble because you're leaving yourself absolutely no margin for error. Consult the new pilot proficiency system for specifics on skill levels vis-avis operating limitations. Use good judgement in deciding where and when to launch (considering what you're likely to have to land in) and you'll live to be an old hang glider pilot. Use bad judgement and at best you'll have some outrageous war stories. At worst you'll get your name in the annual review of careless pilots who purchased the farm. You're invited to send questions, comments, stories, or feedback to: The Right Stuff c/o Hang Flight Systems 1208 E. Walnut, Unit K Santa Ana, CA 92701

The Owens Valley Hang Gliding Center is in an old building at the airport in Bishop, CA. Near the building are hangars that the military built before WWII, and three asphalt runways that are shared now by civilian and military aircraft. There is a weather station at the airport and in the week of the Cross Country Open the temperature at the station climbed above 100 degrees everyday. In the afternoons, standing outside the Hang Gliding Center, you could see the heat rising off the runways, and looking over the runways toward the White Mountains in the east, you could follow the switchbacks up the side of Mt. Gunter and see the gliders set up at launch. It is several miles from the airport to Gunter but it was not difficult to see the gliders; many were bright colored and except for the silver-green of the sage and the small dark pines, the White Mountains are the dry colors of the desert. The Owens Valley is about 100 miles long and runs between the Sierras and the White Mountains. These are the southernmost mountains of the Sierras. They are the tallest peaks and the mountains John Muir called "The Range of Light." Because most of the storms crossing California drop their moisture on the coastal ranges and on the west slope of the Sierras, the east slope is very dry. Twenty miles across the valley the White Mountains are in the same rain shadow. It is desert country, and in the summer the valley heats like a frying pan. In the summer the cyclonic storm AUGUST1981

systems have moved north to Canada and a high pressure system settles over the Owens. There are some good flying days in the spring, and gradually the good flying increases until it is best in June, July and August. Then, the weather is hottest an~ the air most stable. Long cloud streets can form in the summer afternoons, marking the way for cross-country flying. The 1981 Cross Country Open took place June 20 to June 27, and the flying conditions were excellent. Eight flying tasks were called in this year's Open. Several of them required the pilots to fly more than 60 miles. On the second day of competition a task was called which asked the pilots to fly a distance of 72 miles. Three years ago the world distance record was 70 miles, but 17 pilots in the Open completed the task. According to meet organizers Don Partridge and Tom Kreyche, the difference was in the quality of the pilots, the new gliders, and intangibles like the changes in attitude that come from knowing that it is possible to make the long distances because they have been flown before. On Wednesday, the fifth day of competition, an open distance task was called. The temperature was I 03 degrees on the valley floor, and late in the morning cumulus clouds began to form over the Whites. When the launch window opened it was early afternoon, and a cloud street was running towards the north. The pilots flew to the north and north-

east and were expected to land anywhere along a retrieval route that extended into Nevada. In that part of the country the towns are small and isolated, and the highways are one lane in either direction. The retrieval trucks communicate with the pilots by radio and the trucks are spaced so that the lead truck tries to go further than all the gliders, then sweeps back picking up pilots until it crosses into an area that another truck has already covered. The pilots are expected to land near the road, break down their gliders and wait for the trucks. On Wednesday we drove north along the base of the Whites, crossed into Nevada and covered the 80 miles to the town of Mina. It is 65 air miles to Mina, and pilots were radioing that they thought they would go further. We parked on the side of the road outside of Mina, and overhead we could see a white and red Comet circling. The pilot radioed for directions. We told him to follow the road north. All of the terrain now was rocky and deserted and grown over only with sage. The radio reception had turned bad but we continued north because of what the pilots had said earlier. It was nearly 7 p.m. when we drove into the town of Gabb. Now we were 140 road miles from Bishop and the driver of the truck, Mike Harbison, phoned back to Bishop to tell them his position and to ask what they'd heard from the pilots. Gabb is a 98-mile flight from Gunter and we decided to 29

HANG GLIDING

AUGUST1981

with would become ehjriblc to compete until all three a•oailable sj>aces were Gunter launch site on the White Moumains. The Whites are made 011 a scale that but the

al!

There was a wide range in PY1>Pr:,Pn,,·,, among the conresrams in the ()f the 42 people entered, around half had 1w·oer in rhe Owens On the other end of the

JS 111··

by canyons that command a />ifot 's respecr and sometimes extracr a 1i11le To the Whites is to !earn about po·wcr, and to experience a i•iew roo rhe mind w tahe in all at once. Ir has been said that a pilm, the Whir es }1>r some time, to sense the mountains as an For many the was 10 be an introduction to of the Whites. meet rhar tool, 3. Ir was held irn-· to The rules of between t·wo turnpoinrs ends o/ the range. The turn· points were 44 miles aparr. Which ae1,e1111ca on rhe con di· tions. The meet director made rhc decision each As the entire f!Jj;ht was over of mountains, there was a possibi!iry of rn i!es or more! was as as the rules. The with the three longcs1 would be allowed to comprrc in the Classic, if wished. If did nor want ro in rhe Classic, corn·

a !so enr ered. Cornets dominared the meet in shear numbers. Over three quarters of the !?ires entered were Some of the other models included the Aeolu.1~ Bandit,

conditions showed a complete the meet. They went from to some of the better weather thar the Whites can generate. Arr nine straight clays the had been treated to superb air. We hoped 1har this kind of lucl< would run through the roo. Bur this was not rhe case. Rain, downwind conditions and rarher bad turbulence made the pilots who dur· the

Downwind gusrs and dust devils damaged at leasr se'uen in those first three days. On j!cw into a parlud on the side of the hill. rhe ro1ten conditions, some people were some pretty Ar the end of the 58 miles. Robert Mill Comrr.

Rach morning in the loading area pilots out .1·rories o/ bone-rattling tur· swapped bulence, flying in thunderswrms and being coated wirh snow and ice at 14,000 or more. The only casualty through all this was a pilor who landed going bac!,wards in a squall line. The un· jimunate individual got a badly cur and bruised as a result. "It was a bitch!" snapped "Junebug" Reeter when ashed to cornmenr on rhe first rhree days. "Owens Valley is a very religious flying site ... there are more prayers said per capita here than anyplace else in rhe world," said a pi/or in passing while on rhe way uf> the hill on the morn· of the second On the fourth things started to !ooh up. It seemed as though there wasn't to be rhe overdeve!oprnenr of the previous days. The wind e1Je11 appeared to be corning steadily up the hill. Things were changing for 1/Je better! The first turnpoint was I he south one. As the wind was out of the south, rhe contestants would ha·ve to fight a headwind to the first turnpoint. Powc1ful thermals to 16,000 and cumulus clouds most of the length of the range made the tasl, less difficult. Although some of the competitors reporred some bumpy air (a Canadian was tumbled by an extremely srrong thermal in front o/ launch), mos/ 1hat ir was a good by any stan· dards. The longest flight of the meet was now 83 miles, made by .Jeff Huey in his Sensor 5. There were rwo other flights of over 80 miles. A wind dummy rounded rwo rurnpoims and covered 88 miles of mountains. JJe averaged about 27 miles per hour! HANG GLIDING

"These mountains are like a woman, zf you touch 'em just right, they'll treat you real good... " commented a pilot after his first good flight in the Whites. "My vario musta been pegged abou1 half a dozen times yesterday ... 100 bad about my glove. I was at 1he turnpoint and had my glove in my mou1h so I could take my pictures. Well, instead of pushing the button, I opened my mowh," said a mos/ irate Galen Williams af1er being forced down with a frozen hand. It was really crackin' on the last day. All that came of Jeff Huey's hoped-for overcas1 was some high cirrus that soon blew away. Long, mellow cycles blew through launch every few minutes. As soon as the launch window opened, gliders began 1aking off into large, powerful thermals which carried them across the infamous Coldwater Canyon and toward the first turnpoint to the north. It was a bea11t1ful day to be on the Whiles. Hang gliders and sailplanes worked themzals to 16,000 feet or more. Save for a chute deploymem over White Mountain Peak (due to a structural failure), there were no complaints of rough air. The topics of the day seemed to be the great lzft and the outstanding views. It is on days like this that pilots who know what they're doing can make ve1y good time and cover a lot of ground. There were times on the las/ day when fliers could go for considerable periods of time wi1ho11t circling at all, using only "dolphin-style" flight to maintain altiwde. When the day finally came to an end Jeff Huey had slipped to sixth place and the longest flight of the meet was pushed up to 113 miles. Jeff Burnett managed to round three wrnpoints 10 achieve this distance. (He was already entered in the Classic, so the next three flights were the ones that would count.} Four other pilots went over 80 miles. When it was all over, feelings were as diverse as the pilots. The guys who qualzfied to compete in the Classic the fallowing day were feeling pretty good. Others were happy to have gotten the chance to get to know the Whites and felt a sense of accomplishment when they looked back 011 the flights 1hey'd made. Still others were happy to be alive and eager to leave the Owens Valley as soon as possible. "Why do you fly the Whites?" I asked a guy 011 the way up the mountain one morning. "It's fun, "he replied. Top ten flights of the Qualzfier. Asterisks indicate who will compete in the Classic. ~

Pilot

Glider

1. Jeff Burnett 2. Paul Robins* 3. Dave Gibson* 4. Carlos Durado 5. Jack Davis 6. Jeff Huey* 7. Jerry Robertson 8. Minty Collins 9. Galen Williams 10. Sergio Augusto

Vampire Comet Comet Comet Comet Sensor 5 Comet Comet Harrier Meteor

AUGUST1981

Distance (Miles)

113 95 87 85 84 83 81 80 75 74

----------

A COLUMN FOR UNUSUAL AND EXCITING FLIGHTS ALASKA: Anchorage pilots, Floyd Griffeth, Ken Knecht and John Mucha hold the newly set unofficial Alaskan records. Floyd has the altitude record of 10,800 ft. ASL set on May 23, 1981, in his Harrier. That is a gain of 8,000 ft. from launch. Ken set the distance record on that same day to travel X-C approximately 21 miles in his Comet while John now holds the endurance record of 4 hours and 5 minutes which he set this spring, too, in April, flying an ASG21.

broke the High Rock 3ltitude record. Dick launched under blue skies and worked ridge lift for 30 minutes before finding a usable thermal. An hour into his flight he had managed to reach 6,000 ft. above launch (8,100 ft. MSL) and was still gaining. In a classic example of Murphy's Law, Dick had failed to dress properly for the altitude and was forced to leave the lift numb and shivering from the cold.

NORTH CAROLINA: June 28, 1981 Kymet Smith, a Hang III pilot with just over one year flying experience, flying a Phoenix 6D 185, launched with a Yarnell winch, released at 1,000 ft., gained approximately 7,000 ft. above release, stayed airborne for 1 hour and 51 minutes and flew a distance of 25 miles.

PENNSYLVANIA: In June of last year Chris Starbuck flew 27 miles from the "Pulpit" near McConnelsburg, landing in Rouzerville, PA 2 hours and 15 minutes after takeoff. The flight was made with friend Pete Wellhoffer. This is believed to be the Pennsylvania state record. Earlier in 1980 (April 21) Chris climbed to 9,600 feet at Lookout Mtn., TN-GA for an 8,260-foot gain. To our knowledge this is the best gain to date east of the Mississippi. This year on April 6 Chris went over the back at Lookout Mtn. with 6,000 feet above takeoff and flew to Enharlee, GA for a 60-mile flight. This distance is believed to be the Georgia state record. And that's not all! Chris is a paraplegic (paralyzed from the waist down.) He launches by being pushed into the air on wheels mounted on his control bar. He has many comical stories to tell about landing in a strange area after a crosscountry flight and trying to struggle to a phone. His flight accomplishments are truly heroic!

MARYLAND: On March 24, 1981 Bob Deffenbaugh launched from High Rock near Pen Mar, Maryland and finding a cloud street, flew 45 miles to Gaithersburg, MD. While any 45-mile flight is noteworthy, this two-hour and 40-minute flight was exceptional since it took place over flat land - not along ridges where 99% of distance records are set. During the flight Bob achieved a maximum altitude of 7,000 ft. AGL and landed within shouting distance of Sport Flight, the hang gliding shop where Bob is employed as an instructor. Some lesson! Dick Newton, past president of the Capital Hang Gliding Association, had a memorable flight on April 15 when he

After the first pilot meeting a group photogrnph was taken in the sun in the land· ing area, and Bones Strickland, the meet direc· tor, raised a orange windsock the l 981 II National Qualifier. The crowd cheered as the windsock filled, and from the bed of a truck a hundred or more balloons were released into the As the balloons rose, four pilots who had launched from Elk Mountain came overhead. Three of the pilots made passes through the balloons and you could sec them in the wash from the Then those first pilots landed but the crowd was still looking up, wondering what the last pilot would do. Smoothly, almost slowly, the last pilot began coming down, and with music playing from a van in the landing area, and Dan Racanelli do· ing loops through the balloons, the Regionals began. Elk Mountain is in Northern California among a group of mountains that drain towards the north shore of Clct1r Lake. From the summit of Elk the lake is clearly visible. The mountain is drained the two forks of Middle Creek and after the forks join, the creek nms south 0111 a towards the lake. In the summer the forks arc nearly dry and there arc pools of water only in 1hc places in the creek beds. One fork drains from the northwest side of Elk, the other from the southeast. Where the forks meet is a camp· ground. It is a wide, flat, adjacent to the frlr the From the landing area you can see the gliders just afrer takeoff. Then, 36

A lone glider searches lor 1111. Elk Min. In background.

arc 2,600 feet above you, and it is a 3: I glide from the launch to the landing area. after Racanelli landed that first morning a wave of went up the moun· tain. lt was blowing northwesl on the smnmit at ten mph. pilots were competing and the hope was that every pilot would fly twice a until the last day, when there would be a closed-distance, open-window, cross·country The competition would last four Pilots would one on one

against each other, and after every flight there wo11ld be a winner and a loser. Region II is nine class one and three class two spots in the Nationals. At the end oCthc com· petition the pilots wi1h the best cumulative records would take the slots in the Nationals. That first morning no one crossed around pylon one until aficr 11 :00 a.m. In all, there were 1hrce pylons and the course remained the same throughout the meet. Pylon one was higher than the launch site, and the pilots needed to soar and climb, finding something on which to gain the several hundred feet. Afler crossing over the first pylon a pilot's strategy depended on conditions and where his opponent was. The best possible score could be attained crossing over the three pylons and making a good landing between the markers in the landing area. Pylons two and three were southeast across one of the creek Both were on Ridge, though pylon three was a quarter mile higher towards the summit. Ifthc wind was blowing frorn the northwest, as it was that morning, then pilots were fighting a headwind coming back from pylons two and three. The comse was de· signed tot est a pilot's skill at cross·country ing. In that first morning, after beating your opponent around pylons one and two, you had to decide whether to turn and go for the land· area or try to make pylon three. ff you made all three pylons before your opponent and landed in the landing area, then you had him. But if you tried for pylon three and couldn't make it back, and your opponent !kw down, made the second am! landed in, HANG GLIDING

CLOCKWISE FROM UPPER LEFT: Pllol's·eye view ol and c11mpslle provided by tho Mendocino Nallonal Fores! Park Service. Kathy Sutor Is con· grnlul11!11d for lopping out In lherm11I llll 11bov1i all other pilots Sunday. vicious dust devil stirs up Iha windsock In the land area. Elk Mountain l11keoll. lee Gardner sets up his Challenger lor landing.

Mike GIies and Paul Mammon walk Kathy Sutor's Mighsler back lo campsite.

Transportation lo launch.

he was the winner. You were at one point way ahead but you made a bad judgement. Though you made the third pylon, you were coming back against the nonhwest wind and you sank out over the digger pine and oaks tha1 cover most of Pitney Ridge. Your opponent had watched while you tried for pylon three and now, as you skimmed the trees hoping for enough pops to make the creek bed, he turned toward the landing area. There were two flights that first day but on the following day, the mountain was blown out. On the wind was blowing strnngly before dawn and continued hard from the northwest until after dark. Many pilots turned to trusted and usual substitutes for bad air. Also, there were many group games in the daylight hours when people were wailing near the trucks hoping the conditions might Part of an old Standard served as a balancing pole on a tight rope. Comet pilots were wiped in a tug-of:war; and there was a game called "Doda" that is something like playing tackle while you are playing tag. There arc two teams and a border on the middle and you can't stop saying the word "Doda" when you attack. After the games and when it was apparent the conditions weren't going to change, somebody suggested cookies and milk and then a nap. But in the evening people were drinks. Maybe there is no substitute for good air. On Friday and Saturday the winds blew hard from the north and northwest. In the evenings the wind was smoother, and on Friday evening several pilots soared the ridge of Elk and came down in the dusk, when only the thin lines of their gliders could he seen as they crossed the moon. Saturday night pilots soared

Tom Low was flying a Harrier and Steve Brockman, a Demon. At one point Low was down to l 50 feet over the landing area but scratched back up. They flew for several hours, many times dropping low and working back up. After most of the other pilots had Down through and landed, and when it was nearly 5:00 p.m., Low and Brockman landed together. They'd made an agreement in 1he air to flip a coin on the ground and the winner would take the heat. Low won the coin toss. Now it was Sunday evening and the gliders were loaded for a final trip up the mountain. Twenty-four pilots were going up. The winners would go to the Nationals. Conditions were much smoother on top. A fow pilots made the first pylon and began to try for the second. The first landings came down, and a crowd was watching, applauding each pilot. The gliders were smooth and it seemed from the ground as though the air was glass. Many of the pilots could not make the first pylon and were flying a duration comest against their opponents, scratching, looking for lift even over the trees at the edge of the landing area. It was nearly sundown now; it did not seem as though anyone could stay up much longer. Craig Zurkey and Willy Dom· men were soaring a knob above the west valley of Elk. Most of the other pilots had gone towards the landing area. How it happened is not clear, may never be clear, but Dommcn and Zurkcy collided in mid-air. Dammen was able to throw his chute and landed safely. Another pilot, Pat Denevan, saw the gliders going down, saw Dommcn throw his chute and Zurkey's partially deploy. Denevan landed back on the knob. Zurkcy came down in thick brush in a ravine off the side of the

In the darkness in the above the hall:full moon the flashlights strapped to the keels made the gliders look like fireflies, turnand soaring, coming down very slowly. It was much diffrrent during the day on Saturday. One heat was run and that took most of the day because the window was not consistently open on launch. The turbulence was bad and the winds gusted from five to thirty in a few seconds. Eight pilots in a row could not make it back from pylon two and landed out of bounds in the creek bed. In the afternoon clouds came over Elk from the northwest. The wind was strong and climbing under the clouds some pilots reached a thousand feet over rnkeoff, but they still sank out coming back in the headwind from pylons two and three. The competition was halted late in the afternoon when a wind dummy took off in gusts of 15- 30, was thrashed badly, and after hooking pylon two landed out of bounds. As of Saturday night there had been only three rounds. Three is the minimum number allowable to decide a meet, and now that was a possibility. Seven people had three wins and no losses. Twenty-six had only one loss. Several of the Region's best pilots had at least one loss and there was a certain frustration over the weather. But one weather forecast was optimistic and the hope was to get on the mountain by 8:00 a.m. Sunday. Sunday morning it was clear and the wind was light in the landing area but blowing cross at the launch. I ,ate in the morning it shifted enough for pilots to take off. Ir was still partly cross and formed a rotor near pylon one. None of the pilots could reach the ftrst pylon and the co111cst became a duration flight. The winner would he the one to stay up the longest.

HANG GLIDING

knob. Denevan gave him mouth-to-mouth resuscitation but the impact had been too great, and Craig Zurkey died on the mountain. I do not know what can be said that is fair. In hang gliding there is always the risk of dying. It is not the kind of sport that will ever be perfectly safe because it depends too much on equipment, pilot judgement and weather conditions. They are all variables. When someone is hurt or dies the first thing one usually hears is "pilot error." Most of the time that is true, I guess, but somehow that is very cold and incomplete because we all make mistakes in the air; and tied into all ofit is timing and luck. I can think of several good pilots who have had near mid-air collisions, and didn't, b.ut it wasn't any greater skill at flying that saved them. People take more chances in competition. I don't know how much that has to do with Zurkey and Dommen's accident. I've heard people say they were both just going for it and trying to hog the lift. Maybe, but maybe not. How can anybody who did not see the accident be in a position to know that? You can get hurt free flying or in competition, or you can do both all your life and never be hurt. Part of that is luck or fate, but what you can control is how careful you are in the air. The old saying about the air being unforgiving seemed very true that night. Zurkey is dead and I did not know him at all. I was not a friend of his. But when you see a car with a glider drive by on the road, or even somebody with a rack, you wave sometimes. There aren't that many of us. Helping load Zurkey's body onto the back board and seeing the glider twisted and broken hit a funny way inside. You can put a distance between yourself and what happened and give the distance reasons, but we are all pretty much there together. We share the great things this sport has and we share a risk. The nine qualifiers for the Nationals in class one are: I. John Dunham ............................. Comet 2. Fritz Braunberger ....................... Comet 3. Mark Andreson .......................... Comet 4. Gary Wood ................................ Comet 5. Wayne Ashby ............................. Comet 6. Dan Murphy .............................. Comet 7. Dick Cassetta .............................. Comet 8. Phil Ray ..................................... Comet 9. Ray Parsons ............................... Comet"

There is no better time than NOW! Dar is having a summer special on it's world famous life saver hang glider emergency decent system. This offer is only good during JULY, AUGUST, and SEPTEMBER 1981! MODEL PROTEC HELMET LIFE-SAVER 24' LIFE-SAVER 26'

SUGGESTED RETAIL

SUMMER SPECIAL

$ 29.95 $325.00 $350.00

$ 22.00 $270.00 $290.00

* Container Colors: Black, Brown, Rust, Red, Blue & Tan. * F-111 * Four Sure-Grip Handles * Envelope Deployed

In class two there were three qualifiers, all of them flying on wings made at the Stratus factory. I. Dave Bowen ....................... Bowen Aero 2. Gib Eegan .................... "Boom" Stratus 3. Wayne Bowen .................... Bowen Aero There was a tie for sixth place between Dan Murphy and Dick Cassetta, but otherwise these qualifiers are listed in the order in which they finished in their class. These pilots go on to the Nationals at Slide Mtn., Nev. in August. ~

AUGUST1981

P.O. Box 3044

Beach, CA 92663 liJl(D ENTERPRISES, INC. Newport (714) 642-7881 39

Edited by Glenn Brinks Newsletter Long Island H.G. Assn. (#42) 187 Sherry St. E. Islip, N.Y. 11730

Ridge Runner Rogue Valley H.G. Assn. (#45) 1423 Euclid St. Medford, OR 97526

The dream of towing on Long Island has come true. The boat is excellent and the winch is working fine. The Stratos Dwellers Tow Team added a number of firsts to their list: 360s under tow, highest altitude flights over Long Island and two flights ending with thermal and ridge lift soaring. Don Cooney and Richie Fazio have more than 50 tow flights and several of the newer pilots have gotten into the air. In general, towing is great. All pilots who tow will be required to be insured members of the USHGA and also must sign a waiver ofliability and must pay a $5.00 fee for gas each day. Congratulations to Vinnie and Debbie Mantassa. A new pilot will be arriving early next year in their household.

Larry Small says that B.J. Hunter is not too upset about problems on the Woodrat landing area, but it was decided that we need to make a sign for the launch and landing areas. This sign will contain phone numbers and additional information. Release forms are being updated and they will be.kept in one location under vice president control. Jeff Van Datta learned that the new launch site at Walker Mountain is on county, not ELM land, so we will need a special use permit.

Newsletter Marin County H.G. Assn. (#25) 20 Pamaron Way Ignacio, CA 94947 Jan Case is working on contacting the authorities regarding the Prewitt launch at Big Sur, which is currently closed. A fee will be charged of all Funston flyers, of $5.00. This money will be placed in a special fund to cover cliff erosion work (such as sandbags, planting of native plants, possible construction of a stairway up from the beach, etc.). A special fund is available to help pay for improvements to the clubhouse, including work on the installation of a separate electric meter, which is required.

Air Times Triangle H.G. Club (#75) 2318 S. Miami Bl. Durham, NC 27703 Congratulations to Steve Appel and Pat Hayes. They participated in the Region 10 at Grandfather's Mountain. Pat got his Advanced rating and Steve received his Observer's rating. Best of all, they were both awarded the Order of The Raven, a distinction being given to pilots who soar over one hour at that site.

Sandia Soaring News Sandia Soaring. Assn. (#73) P.O. Box 194 Cedar Crest, NM 87008 Mark Ostrower has temporarily placed his truck up at the peak for transportation to and from the Crest. Mark will leave his truck up only temporarily until another vehicle is placed up there. The Forest Service has given the truck a vehicle pass. SSA will be allowed up to three such passes for glider transportation. The road to be used goes from the peak through Kiwanis Meadow to the Crest. The key to the truck is in High Finance. The rules for using the truck are on the sign-out sheet. Charge is $1.00 per person per ride.

Newsletter Rochester Area Flyers (#41) 497 Elmgrover Rochester, NY 14606 A first aid kit is now available for the Hammondsport site and is kept at the Parulski residence. A map of the legal landing area will be posted in the woode11 information box to the right of the launch window. In the event of an accidental landing in any of the corn or grain fields it is the pi!~t' s responsibility to contact the landowner and offer restitution or at least apologize. There. is a three car rule at the site - that's better than having to carry the gliders in. Things are improving at the Dansville site. There are now 35 paid-up members. It is an

intermediate site, but novices may fly the site with written permission from the site committee. There are three windsocks - at launch, at the landing area and on top for top landings. Jim Williams notes that there is a fee of $10 for flying Padgham Hill. "Best flight of the Month" award goes to Mark Frutiger for his cross county flight to Corning.

Free Spirit News Free Spirit H.G. Club (#78) P.O. Box 13 Elmira, NY 14902 The landing area at Bennett Hill has been changed. From launch window, the new landing area will be the second field to the right of the old. The old field will have horses in it and the landowners have asked us not to use it. The regular landing area at Harris Hill has been plowed up, as many of the fields around Harris have.

Flier Ultralite Flyers (#31) P.O. Box 81665 San Diego, CA 92138 The Torrey Pines Air Festival benefitting the Aerospace Museum was very successful, with net receipts of over $700.00. We also got a write-up in the papers, although we didn't get on TV. Rich Matros, Mike Schuster and Dr. John had a productive meeting with the Forest Service. It looks like they will be willing to work with us on maintaining old sites and developing new ones. They said they could supervise us as volunteer workers if we can come up with the equipment.

High Points New Jersey H.G. Assn. (#62) P.O. Box 1718 West Caldwell, N.J. 07006 Emil Rolando announced he was looking to open a training hill not far from the Ginger Bread Castle. The hill faces N-NE. There has been a problem with garbage at J ellystone. The site will have to be kept clean if we are to keep it. The campground area is no longer called Jellystone. It has been leased to another party and is now called the Birchwood. HANG GLIDING

The Great Lakes Glider Region 7 8618 Lindsey Richmond, MI 48062 This is a new quarterly hang gliding newspaper devoted to events in and around Region 7. Information is available from the above address, or by calling (313) 727-1298. According to news editor Robert Miller, "We feel this will strengthen and bond our region together. We would like to make the USHGA and hang gliding a more vital force in Region 7."

Newsletter Sky-Riders of New England (#81) 122 Stella Rd. Bellingham, Mass. 02019 Bob Corbo managed to win the Turkey-ofthe-Month award for a recent performance at Claremont. Bob managed to skim the ground after takeoff just hard enough to cause his parachute to deploy, which turned the rest of the flight into a real drag. Skinner Mountain is open until noon on Sundays (must launch before noon). The parking area below is open to hang glider pilots only. There is no flying at Skinner on holiday weekends.

Newsletter Houston H.G. Assn. (#16) 1026 Dreyfus #16 Houston, Texas 77030 John Moody says that the Magazine Mountain flying site in western Arkansas is open to hang gliding and worth the trip. It is a 2,200foot vertical with a 2.2-mile horizontal distance to the landing zone. Launch is a 90-foot cliff. There is a $10.00 weekend visitor-pilot fee. Bill Misiaszek announced a newly discovered 200-foot ridge site west of Austin, just south of Jonestown, near the Barclay Municipal Airport. The initial discovery was made by Austin pilots. The slope takeoff is shallow and launches should not be attempted in dead winds. It faces West/Southwest. The landing area dictates experienced pilots only (good novice or better), because there are lots of cedar tree obstructions and one must land crosswind on one of several roads that crisscross the area, or in one of several spots that aren't level. Bill Misiaszek and Gordon Cross presented a proposal to restructure the bi-monthly club meetings so one meeting would be oriented to powered ultralight flying and the other would be primarily for mountain flying. Numerous members voiced opposition to dividing the club into two separate functions, so AUGUST1981

it was decided to continue the meetings much as in the past, with the mountain flyers' news and topics of interest being shared with that of the powered flyers. Brad Dement, of the Ultralight Power Gliders shop (713) 741-8000, showed a packed, breakaway chute for ultralight pilots and a $200.00, 1112-pound aircraft receiver, consisting of a helmet and a receiver.

USHCA REPORTS

PREPARING FOR RECORDS by Vic Powell, chairman, USHGA Records Committee Unless you learned to hang glide in the early days of the sport, you probably received instruction before making that first leap. Studying the subject and learning about the requirements can speed the process and make the sport much more satisfying. There are a number of excellent publications and certified schools available to help you. Once the basics have been mastered the learning process continues through the mountain flying stage and competition. For many flyers the next step is attempting to capture official records. Official records require the use and demonstration of nearly everything one has learned about flying. It must all come together in the proper proportions; gaps in one's knowledge or experience quickly become apparent to the individual flyer. Attempting to set an official record and capturing it places one out in the forefront. Worldwide recognition of the accomplishment is obtained, and an important milestone is set in your flying career that will never diminish. It will also mark an important developmental stage in the sport, associating your name with it forever. To many flyers official records are the ultimate goal, requiring efforts that are satisfying, frustrating, exhilarating, disappointing, demanding and vindicating.

There is a learning process in establishing official records. The USHGA has performed a major service to the sport by publishing the record attempt kit. It guides the flyer through the requirements and documentation of a record attempt flight. It provides help in determining which rules apply to the record of interest to the flyer, and what must be done before, during and after the flight. The record attempt kit points out that before any official attempt flight is made two items must be obtained: a sanction of the record attempt flights and an FAI sporting license. Both are available from the USHGA. The kit has application forms for the items. Many areas of the United States are in the booming thermal season, the time when flyers can go farther and higher. It can also be the time when you apply for your record sanction and F AI license to go after those official records. The kit contains a listing of the records available and their status. They are categorized by the type of record and the name and nationality of the pilot who currently holds the record. At this writing the United States holds all existing records, worldwide testimony to the leadership position of the nation in hang gliding. You can add your name to the sport. You can also continue your education about flying and hang gliding by conducting sanctioned attempts to capture an official record. Order your record attempt kit, $5, from the USHGA, obtain the sanction and FAI license and go for the big one. . . .

Custom Built Auto Roof Rack

Top Quality, Secure Anodized Aluminum ----Rack---Transport your hang glider, canoe, surfboard and sporting equipment safely. • Light • Sturdy • Attractive " Weather Resistant • Easy Assembly Shipped Postpaid High roof clearance-attaches to roof's rain gutters, not roof. Cross-brackets are foam-rubber padded. Send $85 to: Superior Rack Co., Dept. P Box 65, Oceanside, N.Y. 11572. Include your name and address, and mea· surement distance between outside edges of car roof's rain gutters.

POWER YOUR WING!! With a DELTA WING

'TRIKE' * STRONG 3S0 + FT/MIN CLIMB SINGLE SOLO * OR TWIN CHRYSLER ENGINES * STEERABLE NOSEWHEEL

POSITIVE CONTROL AUTHORITY

SIMPLE I SAFE PERFORMANCE CARTOP TRANSPGRT I BOLT INSTALLATION TO ALMOST ANT GLIDER POWER BT SOARMASTER POWER TOUR WING on those downwind· no thermal days! Enjoy a new world ol flying lun with a DELTA WING TRIKE! german industrial engine 1000 hr tile

SPEC IAL LI MITED ED ITION 1980 U.S. NATIONAL HANG GLIDING CHAMPIONSHIPS

T-SHIRT

Am,

::f_..fLlEIVlllL U . - .

SOLD EXCLUSIVELY TO READERS OF HA G CL/DI G MAGAZINE MEN 'S AND WOMEN 'S STYLES. 100% COTION , M EDIUM WE IGHT, WHITE ONLY. MEN 'S SIZES SM , MED, LG and X- LG . WOMEN 'S SIZES - SM , MED and LG (FRENCH CUT). TO RECE IVE YOUR 1980 U.S. NATIONAL HANG GLIDING CHAMPIONSHIP T-SH IRT SOUVENIR, FI LL IN THE FORM BELOW AND INCLUDE THE A PPROPR IATE PAYMENT. Name Address City - - - - - - - - State _ _ _ Zip _ __ Please send me : (indicate size & quantity)

Men's Sizes _ _ _ SM _ _ _ M ED _ _ _ LG _ _ _ X-LG Women 's Sizes SM

M ED

I have inc luded : $ 6.00 for one (1) · Postage & handling included .

$10.00 for any two (2) · Men's. Women's or combinat ion . $15.00 for any three (3) - Men 's, Women's or combin ation. /For 4 or more deduct $1 00 from each at S6 00 each -

Send check or money order to ·

USHGA P.O. Box 66306-T, Los Ange les. Cali fornia 90066

"'ocoo·s

CA resKients add 6"' sales tax Allo w 3 to 6 weeks de' very A torergn orders must be payable tn US funds or by ,mernat,ona· money order Oraers are

---~-------------------~..--

ORDER TODAY

6 TIMES YEARLY FOR $5. D 1 year $5

0 2 years $9

Is this subscnption a renewal? 0 Yes D No

Name______ _ _ _ _ _ _ _ _ __ _

maJied v,a thud class uniess add,t10na1 postage and ,nsuucc,ons are ncluded We,ght-8 oz each SUPPL Y IS LIMI TED AND WILL NO T BE DUPLICATED. GE T YOURS WHIL E THE SUPPLY L AS TS.

- - - - - - - - - - -...Lip_ _ _ _ __

O Money enclosed

0 Bill me

Mail to:

Box 144 Lookout Mtn., TN

37350

PTERODACTYLPTRAVELER ~ l'he control, stability 1

and stall resistance you expect from a canard with the performance, portability and dependability you expect from a

P'rERODACl'YL. For information on our products, send $5 to:

P'rERODACl'YL, L'rD., Box 191 H, vVatsonville, CA 95076.

,--------------------------1 USHGA CLASSIFIED ADVERTISING ORDER FORM : 30 cents per word, $3.00 minimum.

THE FUTURE IS NOW ...

I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $10.00. I Deadline, 20th of the month six weeks before the cover date of the I issue in which you want your ad (i.e. March 20, for the May issue). I Paymeni for first three months required in advance.

• 25-70 MPH SPEED RANGE • FULL 3-AXIS CONTROL • 50+ MPG FUEL ECONOMY • NO LICENSE REQUIRED • WELL PROVEN CANARD CHARACTERISTICS • RUGGED COMPOSITE STRUCTURE

: Please enter my classified ad as follows: ' / ·,,__ '"'·,.

,r,;~i;i1irt~:J~

Number of words: _ _ _ _ _ _ @ .30 = _ _ _ _ __ Section (please circle) Rogallos Schools and Dealers

• :T;5~L~~.s:i:LT;:oANDLING .

Rigid Wings Business Opportunities

Emergency Chutes Publications & Organizations Miscellaneous Ultralight Powered Flight Begin with 19 issue and run for _ __ consecutive issue(s). My check _ _ money order _ _ is enclosed in the amount of $_ _ _ _ __

I Name: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I I Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I I -------------------- I Phone Number: P.O. BOX 66306, LOS ANGELES, CA 90066 I (213) 390·3065

I I

... GOLDWING INFO PAC $6.00 I COMPLETE KIT

$4295.00

GOLDWING, LTD. BOX 1123-H I AMADOR COUNTY AIRPORT JACKSON, CA 95642 DEALER INQUIRIES INVITED

I. - - - - - - - - - - - - - - - - - - - - - - - - - - -·'

HANG GLIDING

Schools and Dealers ARIZONA DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450. KEVIN KENNEDY - New & used equipment. Your most experienced guide to Northern Arizona. (602) 525-1621.

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 - Excellent condition - flies great. Colorful sail. Pilot wt. range: 165-205. $750. (213) 392-8825. CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600. CONDOR 269 - $850. Mosquito 196, $550. Must sell, (918) 647-9606. LAZOR 190 - Excellent condition. A real skyer, $850. Seagull 10 Meter, IO hours airtime, perfect condition, $750. Call after 5 P.M. (702) 853-7828. MEGA 165, great shape, $895. COMET 165, $1350. (801) 254-6141. 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. SEAGULLS - New and used, beginner to advanced, includes 10 & 11 meters. Clearance at good prices. Call (914) 967-7826. Rye, NY. STEP UP TO HIGH PERFORMANCE - INEXPENSIVELY: Moyes Mega Mark !1-192, FLight Designs Harness with Knee Hangers, Matching Harness with Parachute, Colver Variometer, Helmet and Accessories; all in new or excellent condition. Package deal - a steal at $1500. plus pick-up or cost of shipping. Call (215) 775-1449. 3 GLIDERS - Moyes Mega, $1100. Seagull Sierra, $800. Fledge IIB, $1150. (805) 683-1130. WILLS WING RAVEN 1980 - Good condition, $1,000. (714) 636-1939 evenings. WILLS WING SST lOOC - l O hrs. airtime. Rainbow sail. UP prone chute, new, never on harness. Must sell. Best offer/will sell separate. Steve, (213) 277-0588. WILLS WING SST IOOC - Excellent cond., triple defex., single pully system. Low time, $650. or make offer. Eve. (714) 730-6640.

Rigid Wings CATTO CA-14 - New, yellow sail, must sell, $1200. or best offer. (309) 923-4511 - (309) 923-7743. FLEDGE IIB - Mylar leading edge, increased double surface. Bottom surface battens, new 1981 batten camber, pulleys. All black, red droop tips, $1300. Steve Lantz, (702) 831-3472. George Worthington's personal motorless Mitchell Wing built by Don Mitchell himself. This ship holds all of the FA! official world records. A landing gear and engine could be attached in 5 minutes. Wing never damaged. Comes with two foot launch cages. Save $. $2,995. (714) 452-1768.

AUGUST1981

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 9063\. UL TRASPORT, !NC. 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 information. Ultra Sport, Inc. 12780 Pierce #l4, Pacoima, CA 91331. (213) 896-l805.

SOUTHWEST ULTRALIGHT AVIATION - Salesservice-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.!. 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

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

POWERED ULTRALIGHTS OVER 90 PHOTOS AND ILLUSTRATIONS

DETAILS ON: CHOOSING THE RIGHT CRAFT-BUYING USED EQUIP·

MENT-FOOT LAUNCHING-WHEEL LAUNCHING-CONTAOLSAI AMANSH IP-AERODY NAM ICS- M !CROM ETEOAOLOGY - ENGINE CARE ANO PLACEMENT-MEDICAL FACTORS AND MUCH MOREONLY $7.95 + 60c POSTAGE

ALSO BY THE AUTHOR:

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 BARBARA/SAN 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 118 (Demo-excellent condition), Mosquito (146, 166), SST (lOOB, Mini), Lazor, 10 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. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. AL! brands of gliders, a complete line of instruments & equip· ment 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 1973. Complete lesson programs. All major brands. After the sale it's the SERVICE that counts! Call or write for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. M[SSION 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 advanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836.

• FL YING CONDITIONS - S5.95 + 60< POSTAGE SPOA.1 AV\Al'ION MICROMETEOROLOGY

• HANG GLIDING FLYING SKILLS - S5.95 + eo, POSTAGE A 8AS1C TRAINING MANUAL

• HANG GLIDING FOR ADVANCED PILOTS - ss.95 + 60¢ POSTAGE $10.95 + 60; POSTAGE FOR ANY TWO $14.95 + 90c POS1AGE FOR ANY THREE $21.95 + 90¢; POSTAGE FOR ALL FOUR SEND CHECK OR CASH 1'0: DENNIS PA.GEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA. 16801 DEALER INQUIRIES INVITED

GETTING IT UP There are several ways to get your glider up to launch altitude. You can walk it up, drive it up, fly it up with an engine and tow it up with a car or boat. Flatland pilots have an even narrower choice: engines or tow.

Manned KITING by Dan Poynter is all about tow launched hang gliding. In fact, it is the only book on this special aspect of the sport. You will learn how to get to altitude with a proven step by step program which takes you from taxi practice, to lift off, to climb, release and free flight. All the necessary equipment is described in detail with photos and sources. You can expand your flying experience by sending for this fun, easy to read book now, just $4.95 (includes shipping in the U.S.; foreign add $ l; Californians add 30a: sales tax) to:

Para Publishing Books By Dan Poynter P.O. Box 4232-G Santa Barbara, CA 93103 Tel: (805) 968-7277

Send for FREE brochure.

COLORADO ASPEN HANG GLIDERS & ULTRALIGHTS Lessons, sales, service. Dealers for Manta, Bennett, \Vil1s, U.P., Lancer. Also, Kasperwing & Soarmaster motorized ultralights. Box 7115, Aspen, CO 81611 (303) 963-1504. FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550. GOLDEN SKY SAILS - USHGA certified school, foot launch, power and towing. Advanced mountain soaring, ground to air communiation and video replay. Distributing Wills, Electra, Odyssey and Golden Prone Harnesses. Dealing Lancer, Stratus, Manta, Highster, Sunbird and Ben· nett. We have complete airframe, sail repair and custom fabrication facilities with a huge inventory of parts and ac· cessories. Seagull replacement parts. Call or write for free information: 572 Orchard, Golden, CO 8040 I (303) 278-9566. LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. CONNECTICUT AIRWISE 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, Sunbird. Complete accessory line. HAWAII HAWAII 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. 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.

dunes, or soar the many bluffs. USHGA certified instruction. Dealers for Wills Wing, UP, Moyes, Flight Designs, Sensor, Bennett. Accessories, expert repairs, ratings l.4. 493 Lake St., Benzonia, Mich. 49616. (616) 882-5070. ECO FLIGHT GLIDERS (South) - Certified instruction, handling major brands of gliders, featuring Gemini Power System, with the new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan 48160, (313) 439-8637. KITES IN FLITE - 5510 E. McNichols, Detroit, MI 48212. (313) 891-4922. USHGA certified instruction and 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.

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. OREGON SUPERFL Y HANG GLIDERS representing Ultralite Products, Wills Wing and Eipperformance, Demos in stock. Beginner and Novice instruction with USHGA certified instructors. Qualified, reliable service and assistance. Superfly Hang Gliders, 853 Northeast 8th Street, Grants Pass, OR 97526. (503) 479-0826. 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.

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. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333. NEVADA HIGH SIERRA HANG GLIDERS - 1000 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.

TEXAS AUSTIN HANG GLIDING CENTER and boat tow instruction. (512) 255-7954.

ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealer· ship 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.

TRYING TO SELL YOUR GLIDER? Try

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

ILLINOIS

NEW YORK

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.

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

MARYLAND

NORTH CAROLINA

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

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.

ECO-FLIGHT HANG GLIDERS Located near Michigan's hottest soaring sites. Learn on forgiving sand

SCOTT'S MARINE, INC. - Complete Ultralight certification program. Lessons, parts, repairs for Manta,

Foot launch

Hang Gliding

Classifieds. They get results!

-·~..:.·~·,

Which One For You ... Powered Hang Glider Or Gyrocopter? COMPARE

Model 1 Vario Readout •..• $40. ( Flask must be supplied by user) Model 2 Control Bar Vario. $75. Complete & Ready to Mount 4" X 5Y," · weighs less than one pound Model 2 & Tuffy Ext. Bar ... $85. Tuffy 12" Extension Bar .... $15.

MAIL ORDERS, Make payments via check, M.O., 0 9 6~e~~i;s~a~: ;:;~~:i;ii~ U.S. Monies, include $5.00 extra for air shipment. COD charges $2.50 extra. GUARANTEE, 60 days. Satisfaction or Refund 1 year against manufacturers defects. DEALER INQUIRY INVITED ...

~~\~1\~~i~~

MAKIKI ELECTRONICS, P.O. Box 629, Hauula, Hawaii 96717, Phone (808) 293-9348

AUGUST1981

Powered Hing Glider Bensen Gyrocopter YES Can 11 slall? NO YES Would ii sp,n? NO NO Does ,t main1a1n conlrol at 2ero YES airspeed? YES Is ii sensitive to wind gusts? NO NO Does ,t land comlorlably cross· YES wind and downwind? w,11 ,t lly comlortably in a strong YES NO

,,_!,-1\

wind? For more enioyab!e recreational flying. your cl101ce should be the

Bensen Gyro

no doubl al>oul 11• Not only is the gyro easy 10 fly

1!'s easy to build and maintain Send $10 for Specs

3·v1ew Dwgs and fllghl Test Report Better yet. order the S100 Plans and Flying Manuals. lhen say ··gOO<lbye 10 dull weekends Send $10 or S100todaylo

I I

- - - - ... - - - - - - - - - - - .. ;'-BENSEN AIRCRAFT CORP .. Oept. HG-81 ..,::;?--_ PO BOX 31047 Raleigh NC 27612

NAME ________ · - · - · - - - - - AOORESS __________________ ....,_ _....,

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. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully-stocked repair shop, USHGA Instructors, 2·way radios, lessons beginning to advanced, new training gliders, pilot accessories and glider sales and rentals. 700 East 12300 South, Draper, UT 84020 (801) 571-4044. WASHINGTON CAPITOL CITY GLIDERS - New & used glider sales, accessories, service. Owner, instructor Jim Brown. (206) 786-9255, (206) 456-6333, Lacey, WA. FAIR WINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Gemeni in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 981 IO. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin. INSTRUCTOR HERE: Has talent and extremely high native intelligence. $25 a "session 11 per person. Maximum 3. You drive. I have car rack and very light kites. Stephen Frank Johnson, 18199 Old Naches, Naches, WA 98937. (509) 653-2504.

Business Opportunities

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.

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.

Parts & Accessories

WILLS WING is looking for a few quality-conscious individuals to join our team. [f you are interested in working with us, please send a resume to: Wills Wing, Inc., 1208-H East Walnut, Santa Ana, CA 92701. HELP WANTED - INSTRUCTORS, SALESMEN, MANAGERS - Positions available with one of the leaders in the field. Opportunity for advancement. We're looking for people who operate at a high level of integrity and responsibility, who are willing to accept an extremely challenging position. Experience preferred but not required. Send resume to: The Hang Glider Emporium, 613 North Milpas, Santa Barbara, CA 93103. 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: LEADING EDGE AIR FOILS, INC. 331 South 14th St., Colo. Spgs., Colo. 80904 (303) 632-4959.

International Schools & Dealers

Emergency Parachutes

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.

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.

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 HANG GLIDERS! How about getting into Technical Soaring! Subscriptions to Technical Soaring magazine are available from the Soaring Society of America, P.O. Box 66071, Los Angeles, CA 90066, for an annual fee of $12, ($14 for foreign subscribers). 5 back issues also available. Call today and ask for Hanneke! (213) 390-4447. 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 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 Powcn:<l 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: 2277 W. Country Rd. C., St. Paul (Roseville), MN 55113. (612) 633-3333. PROPELLERS: Homebuilts, ultralights, windmills; 43 models, profile machined, finished or unfinished. Propeller

FOR INTERMEDIATE OR ADVANCED PILOTS For years our Flight Park on Lookout Mountain has been recognized as

the leading soaring site in the eastern United States. And now it's possible to fly Lookout at no cost. Just bring three friends (together or one at a time) for beginning hang gliding lessons, and you'll receive a FREE one-year Flight Pass -

a $65 value. Call or write for more information.

FOR BEGINNERS In addition to operating a full.fledged Flight Park, we teach lessons daily, year·round. Our 100•acre training center offers. tv.•o superb hills allowing you to learn in a minimum of time. Under the expert supervision of our training

professionals you'll advance quickly to mountain flying. If you have the desire to learn we have the plan to fit your budget 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 beginner seeking expert instruction, we have a program for you. So include us in your vacation plans this year.

-----············

I/ O I I I I I I

0 Yes, I want to know more about your hang gliding lessons. Send me your FREE brochure.

I \

Yes, I'm interested in a FREE FLYING PASS. Send me the details.

ADDRESS

~--··············-CITY·-

...

STATI

...

ZIP

Rt. 2, Box 215H • Rising Fawn, CA 30738 • 404/398·3541

HANG GLIDING

Engineering-Duplicating, 403 Avenida Teresa, San Clemente, CA 92672, (714) 498-3739, (714) 658-0804.

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.

SOLO FLIGHT, Wisconsin's first ULTRALIGHT AIRPORT/CAMPGROUND is now open. Fly the scenic Wisconsin Dells area. Campground has complete facilities. Flyer discounts. Ultralight sales. Solo flight, Rt. 2, Box 127-B, Lyndon Station, WI 53944. (608) 666-3261.

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.

SPORT FLYING UNLIMITED Dealers for Quicksilver, Doublequick, MX and award winning Mirage. Call (517) 882-2468, 8 a.m.-5 p.m. Training (evenings & weekends): Davis Airport, E. Lansing, MI.

TYPE: Wills SST IOOB. Center out: Dk. blue, It. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: No control bar, duct 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.

THE HANG GLIDER SHOP - New & used powered Quicksilvers by Eipper. Lessons & complete parts and repairs. For more details contact us at 1351 S. Beach Blvd., La Habra, CA 90631 (213) 943-1074. UL TRASPORT, 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 - "HAVE 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) shapei colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake, Chicago, IL 60618. HANG GLIDERS! How about getting into Technical Soaring! Subscriptions to Technical Soaring Magazine are available from the Soaring Society of America, P-.0. Box 66071, Los Angeles, CA 90066, for an annual fee of $12, ($14 for foreign subscribers). 5 Back issues also available. Call today and ask for Hanneke! (213) 390-4447. 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/ l 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 application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. PERSONAL TO OLD BLUE: Come back! Take me higher! Joe Airtime, Gen. Delivery, Cloudbase, CO 19500. 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. 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 Bet· tina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. The rate for classified advertising is 30¢ per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h 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.

AUGUST1981

TYPE: 1981 Stratos 164 with enclosed cross bar. WHERE AND WHEN: Sunnyvale, CA 6-23-81. SAIL PATTERN: Lt. blue and white upper surface, dk, blue and white lower surface. Lime and gold split panels at tips. CONT ACT: Don Piercy (408) 739-8571. TYPE: 178 Condor, 1978. WHERE AND WHEN: Anchorage, Alaska on May 16, 1981. SAIL PATTERN: Mainly dk. blue with gold and white panels on wing tips, DISTINGUISHING FEATURES: 11178005, a small square gold patch around grommet on one gold panel. Sail bag weathered orange with brown ends, snaps. CONTACT: Alaska State Troopers or Becky Whisman, P.O. Box 144, Girdwood, AK 99587 (907) 783-2957, Reward. TYPE: Yamaha power package from Teratom motorized glider. DISTINGUISHING CHARACTERISTICS: Black chrome drive shaft, 4 bolt prop hub, white pine prop. WHERE AND WHEN: Franklin flying field, Franklin Ind., May 1981. CONTACT: Toby Orme, Sky King of Indiana, 3899 Honeycreek Blvd., Greenwood, IN 46142 (317) 535-4568. TYPE: Sunbird Challenger 178 1160. SAIL PATTERN: Light Brown - Rt. wing only, split panels red, orange, yellow. TYPE: Sunbird Challenger 205 1162 SAIL PATTERN: Orange. Red double surface and keel pocket. CONTACT: Dave Broyles (214) 996-7706 weekdays, (214) 424-2980 eves. and weekends. $250 reward each for information leading to arrest and conviction. TYPE: Sails stolen from Susan Wiegand's shop in Costa Mesa, CA early July 1981. Sunbird Challengers: 1169, 162 sq. ft. - Tip to keel: red, red, yellow, gold, orange, white, white, Upper surface red, Lower surface and keel pocket red. 1170, 162 - Tip to keel: Dk. blue, 6 white panels, Upper surface gold, lower surface orange, keel pocket dk. blue. #76, 178 - Tip to keel: Dk. blue twice, It. blue 5 panels. Dk, blue LE and KP. #68, 178 - Tip to keel: White, white, orange, orange, red, red. Center dk. blue. LE and KP dk. blue. PROGRESSIVE AIRCRAFT SAILS: #37 Black, red, yellow, yellow, 3 white, center black. Keel black, lower surface It. blue, upper surface black. #39 - Red, orange, yellow, 4 white, center and keel black, lower surface white, upper surface blue. 1148 - Brown, orange, gold, yellow, silver, brown, brown. Center and keel gold. Lower surface and up· per surface bro.wn. 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

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. CON· TACT: 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. SAlL PATTERN: Keel out - sky blue, yellow, green, orange, red, white tips. Red leading edges. DISTINGUISHING FEATURES: Big red star on center of sky blue panel. CONTACT: Jesston Turner (714) 678-1712. 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 Seahawk 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. 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. 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, lt. blue, yellow, white tips. Yellow bag. CONTACT: Mark A. Sevilla, 1900 E. Tropicana #42, Las Vegas, Nevada 89101. (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 9201. TYPE: Eipper Quicksilver with Yamaha 100cc engine, #7F6 400813. SAIL PATTERN: dk. green, It. green, yellow, gold, blue, black. CONT ACT: Ken Strong, 4875 Alondra Way, Carlsbad, CA 92008. (714) 729-7813. $1,000 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 ro: USHGA, Box 66306, Los Angeles, CA 90066. New listings appear at the top of the column in bold.

The Original Wtralight Magazine

AUGUST 5-9. Cypress Gardens eighth annual World Cup TowLaunch Championships. Prac· lice Aug. 1-4. Contact: Mat· thew Bablitz, Box 1, Cypress Gardens, FLA 33880. AUGUST 19-30. Blue Stratos/USHGA National Championships at Slide Mountain, Nevada. AUG. 31-SEPT. 6. International European Ultralight meeting and convention at Kassel· Calden Airport. Contact Drachenflieger editorial office, Mr. G. Padberg, Ortlerstr. 8, D-8000 Munchen 70, Tel. D-89·7 60 20 81. West Germany. SEPT. 12-13. Fourth annual Willows Fly-In at the Willows Glenn County Airport, Willows, CA. Powered ultra Iight races and duration. Contact: Willows Chamber of Commerce, West Wood at Murdock St., Willows, CA 95988 (916) 934-5434.

FREE!

Contact Joe Foster, Box 331, Linville, NC 28646. Contact Joe for Region 10 qualifier as well. SEPT. 26. Towing clinic. OCT, 31. Halloween costume fly-in. Contact: Kitty Hawk Kites West. SEPTEMBER 28-0CTOBER 4. 1981 Telluride Invitational. Contact: David Stanfleld, P.O. Box 456, Telluride, 00 81435.

ULTRALIGHT DIRECTORY plus save

33 %OFF ~~~isTAND Interested in ultralights? GLIDER RIDER is the recognized leader, with extensive monthly coverage since 1976 of ultralights, hang gliding and man-powered aircraft. Subscribe today at 33% off newsstand price, and receive one FREE issue containing the Ultralight Directory - complete with updated photos and specs of the "hottest" new crafts.

OCT. 1-11. Third World Hang Gliding Championships. Beppu, Japan. SEPT 1-0CT. 31. Contact: Stephen Ruffels, Lot 23 Kirkwood Crt., Monfrose 3765, Victoria (03) 728-2778. Australia. DEC. 28-JAN. 3. Mt. Buffalo XC Internationals. Entries open Sept. 1 to Oct. 31. Contact: Stephen Ruffles, Lot 23 Kirkwood Crt., Montrose 3765, Victoria (03) 728-2778. Australia.

MONEY BACK GUARANTEE L~ YES! Send me the next 12 issues for just $]2

C l am enclosing $2 for a sample issue

If charging:

D MASTERCARD

O VISA

Credit Card No.

0 Payment enclosed

Exp. Date

0 Bill me (in advance)

Card Holder's Name

Interbank No.

NAME ADDRESS~~~~~~~~~~~~~~~~~~~~~

CITY, STATE£, ZIP Foreign Postage: Add $2 in Canada. $5 elsewhere · U.S. FUNDS ONLY! Allow 4-8 weeks for delivery of first issue

SEPTEMBER 15·20. Masters of Hang Gliding Championships.

GLIDER RIDER

P.O. BOX 6009, Dept. HG-6 • Chattanooga, TN 37401

*................................. ** KITE TUBING * BROTHERS ** *

BRIGHT

Fast and accurate air speed measurements can be made ny using 1he Hall Wind Meler. A valuable ins1rument for all hang glider pilots. 521.50

DIP

ANODIZED

TUBING

SEAMLESS. .

1 5/8" x .058" x 12' (2-19 LENGTHS) ......... $1.38/FT. i( 1 3/4" x .049" x 12' (2-19 LENGTHS) ......... $1.40/FT. i( 1 7/8" x .058" x 12' (2-19 LENGTHS) ......... $1.73/FT. ~ 2" x .049" x 12' (2-19 LENGTHS) ............ $1.79/FT. '"1"

Our Sealed and Prone Brackels shown here with the Wind Meler. provide an excellenl lighlweighl mounting !or lhe Wind Meter. Seated Bracket $5.00 Prone Bracket SB.OD

"'"'-.

...,...

"f"

WHOLESALE CATALOGUE $1.00 REFUNDABLE

LEADING EDGE AIR FOILS INC.!

331 S, f4THST.

'"1"

ire\'iRADO SPRINGS, CO, !0!·1132·4H9

'"1"

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

Our Conlrol Bar Wheels protect'you and your glider on thal occasional bad landing anci'during routine ground handling. The wheels fil !" or 11.g" control bars_ Specify size when ordering. 520.00pr. When ordering please specify the items ordered , ;"" and how many of ·each are desired. Add

prevenls vibra!ion from interfering with its operation on motorized gliders. $6,50

F,00 for C0.0. orders aru::I for orders to foreign courit,rles. Telephone orders welcome. bea!er inquires inviled

MAKE CHECK OR MONEY ORDER PAYABLE TO HALL BROTHERS, BOX 771, MORGAN, UT 84050 (801) 829•3232

HANG GLIDING

FROM A COMPLETE LINE OF CUSTOM HARNESSES, TO THE SCHOOLS TRAINING WHEELS

~di

11~4

FLIGHT GEAR

FILLS ALL YOUR HANG GLIDING NEEDS ! DELTA WING HELMETS • D.O.T. APPROVED • SUPER LIGHTWEIGHT • HIGH IMPACT POLY CARBON • POLYSTYRENE POLYURETHANE FOAM PADD ING • COMPLETELY NYLON LIN ED • CHIN PROTECTOR/NYLON WEB STRAP • RUBBER MOLDINGS/ HEAR ING PORTS • EXCELLENT TEMPORAL AREA PROTECT ION • ALL SIZES AND COLORS

HUMMINGBlllD VAlllOMETEll DEL TA WING MODEL C

• HIGH QUALITY 270° ROUND METER TO 1600 F.P.M. • SINK ALARM TRIPPING POINT & SENSITIVI TY CONTROL

• TIGHT AUDIO RESPONSE • LOW BATTERY DRAIN • RUGGED, RELIABLE SERVICE

THE WOllLDS FASTEST PARACHUTE If you're looking for your first back up system or rep lacing that out-of-date chute , look to the B.U.S. MK Ill for these state of the art features :

The innovative design of the 8 .U.S. MK Ill features ven ted circumference slots wh ich give it a deployment time seconds faster than norma l (even at slow speeds ) and lower open ing force , with the best stabili ty of any small round canopy. FASTER DEPLOYMENT means a larger MARGIN OF SAFETY! Distributed worldwide by:

BILL BENNETTS DEL TA WING K ITES • 13620 Saticoy St • P.O Box 483 • Van Nuys, CA 91408 Ca ll (213) 787-6600 • 785-2474 • Telex 65-1425

THE TRIKE · POWERED ULTRA LIGHT OR HANG GLIDER?

--=t

~ ~~ ..... _.---..a--;;:;..~----~- - -~--.._;... - - ,;- -§~~ -~:~ __:;1

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-TG,

DEALERSHIP INQUIRIES WELCOME

FEATURES OF THE TRIKE: •

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

• •

Set up to glider takes only 3 minutes Steerable nose wheel

• • •

Large 16" wheels on rear axle Standard single Chrysler with 2 carburetors Standard 1.2 gallon gas tank

•

Optional additional gas tank (1.2 gal.I

•

Optional twin Chrysler engines

•

Web seat with safety belts

SOARMASTER INC. P.O. BOX 4207 SCOTTSDALE, ARIZ. 85258 TEL. (602) 948-7494

rt:

Never heard of a guarantee on a nev, hang glider! Nov, you have. Leave it to Kitty Howl, 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. l3ut 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 rhe glider for another model. We con offer this new l,ind of guarantee because we l,now what our gliders will do and because of the excellence of the brands we carry-gliders we stol,e our reputations on.

\\\

For more information and brochure write:

P.O. GOX J40HG NAGS HEAD. N.C. 27959 (919) 441-6247 or 441-7575 '---------'···"'"",s.•·•'"~"···,·"'"' .,.--~•"'"-

USHGA FULL MEMBERSHIPS ANNUAL REGIONAL DIRECTORS ELECTIONS

POWERED

LIABILITY INSURANCE

SELF-REGULATION THRU USHGA

COVERAGE

FUN IN LOCAL FLY-IN CONTESTS

"NOVICE RATING"

FULL MEMBERSHIP INCLUDES 12 ISSUES

BE ELIGIBLE TO

THE "MASTER" AND NATIONAL COMPETITIONS * SEND CH

USHGA ECK OA MONEY OR PO Box 66306 DER TO: Los ANGELE ~A S, CA 90066 lnsuranc A . Pi e va1lab/e· an A: Single F . . (inc/ · oot-Launch H Plan 8: Pr . in Fu{{ & Famif Mang Gliding Co an A Plus Po Y embershi verage (additional $15 te;Jd Ultralight • Ch US eek or money orde o embership fee) andern Coverage · . bank. r must be in S . . funds and d rawn on a

l~)

0 0 0

CLAIM WORLD AND NATIONAL R~CORDS

FULL MEM

FAMJL y MlEASH/P: $25.0o Member) MBER: $12.so (Mt!f6.0~ Foreign) SUBSCRIPT/ON reside With Fu/I ONLY: $18 00 Name · ($ 19 .00 Foreign) Address

City

- - - - - - State . 1 w·1sh to join th -zip e USHGA· ---C , heck One·

·-New· '-Renew#

-----