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

13 good reasons why thet-1E.""Altimaster IV should be on your flying machine

1. PRECISION JEWEL BEARINGS 2. ACCURATE 3. PRECISION GEAR TRAIN 4. TEMPERATURE COMPENSATED 5. 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 BUILT 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 IS 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.

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Innovative Hardware: Progressive Aircraft Company's introduction of the ProAir is the result of an extensive engineering program that has produced a high performance hang glider a generation ahead of its contemporaries. Initially, a commitment to the objective re-examination of design parameters revealed the necessity for an entirely new approach to ultralight hardware. Material and tooling processes largely unknown to the industry were investigated and ultimately tested in prototypes, each component carefully considered in relation to the whole. The resultant final design sets an unequalled standard of integrity. The labor-intensive production process required to maintain the highest degree of quality and precision limits m·ass production. Thus each glider receives the critical attention to detail that sets the ProAir above all others.

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Photos by Wink

Optimum Performance: The ProAir's remarkable performance range begins at a mild, predictable stall, and extends to a top end of high speed that still retains an excellent glide. The unique cable-restrained floating cross bar, in conjunction with the short wing span results in a superior roll rate. The low twist and carefully defined semi-rigid airfoil utilizes the moderate aspect ratio planform to attain the superior performance that the competition pilot demands. Enclosing both the crossbar and the floating tip struts reduces parasitic drag to a m·1nimum. This efficient utilization of higher wing loading capabilities opens new horizons in cross country flying. Perfect static balance and tight lower wires allows for ease in ground handling and launch. The choice of two alternate set-up/ breakdown procedures means greater flexibility in the field. And, for shipping or storage, the package quickly breaks down to 12 feet or less.

Specifications: Model

180

area leading keel span

185 ft. 17.5 ft. 8.75 ft. 31.4 ft. 124° 5.33 63 lbs. 160-220

nose a/r weight pilot lbs.

140 2

142 ft. 2 16.0 ft. 7.75 ft. 28.6 ft. 124° 5.76 54 lbs. 100-175

standard Features: zero billow, double surface sail • cable restrained, enclosed cross bar with safety wire • deflexorless leading edges • aluminum/ Lexan® composite ribs • lower surface battens • bubble batten pockets • mylar leading edge inserts • breakdown triangle bar • fully enclosed washout struts • adjustable upper rigging & quick tensioner • sail tension adjustors • coated cables with heat shrink & Never Kinks'" • perfect static balance • two alternate set-up/ breakdown procedures • breakdown leading edges for shipping & storage • complete with suspension loop, batten bag & fully zippered glider bag

Fully USHGA certified to 1981 standards

,a,.••aircraft ,.,,•• '"" company

4544 E. Industrial St., Simi Valley, CA 93063 • 805/583-1014

EDITOR: Gil Dodgen MANAGING EDITOR: Glenn Brinks ASSOCIATE EDITOR LAYOUT & DESIGN: Jonie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettino Gray, Stephen Mccarroll ILLUSTRATORS: Cathy Colemon, Horry Mortln OFFICE STAFF: MANAGER: Carol Velderroln Kathy Coleman (Advertising) Arny Provln (Ratings) Janet Meyer (Membership) Tina Gertsch (Accounting) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: lucky Campbell SECRETARY: Ewart Phillips TREASURER: BIii Bennett EXECUTIVE COMMITTEE: Davld Broyles Doug Hildreth Dennis Pagan USHGAREGIONAL DIRECTORS REGION 1: Doug Hildreth. REGION 2: Pat Denevon, George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION 4: Lucky Campbell, Carol Droge. REGION 5: Steve Baron. REGION 6: Dick Turner. REGION 7: David Anderson, Ron Christensen. REGION 8: Charles LoVersa. REGION 9: Les King, WIiiiam Richards. REGION 10: Richard Heckman, Scott Lambert. REGION 11: Ewart Phillips. REGION 12: Paul Riker!, EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: BIii Bennett, John lake, John Harris, Hugh Morton. Vic Powell. DIRECTORS-ATLARGE: David Broyles. Jan Case, Phil Richards, Keith Nichols, Dennis Pogen. The United States Hong Gliding Association Inc., Is o division of the National Aeronautic Association (NM) which Is the offlclal U.S. representative of the Federation Aeronouflque lnternotlonale (FA/), the world governIng body for sport aviation. The NM, which represents the U.S. ot FA! meetings, has delegated to the USHGA supervision of FAlreloted hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hong gliding sport enthusiasts to create further interest in the sport. by a means of open cummunicotion and to advance hong gliding methods and safety. Contributions ore welcome. Anyone is invited to contribute articles. photos. and illustrations concerning hong gliding activities. If the material /s to be returned, o stamped. self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right ta edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc whose mailing address is P.O. Box 66306. Los Angeles, Calif. 90066 and whose offices are located of 11423 Washington Blvd, Los Angeles. Calif. 90066; telephone (213) 390-3065. Secondclass postage is paid at Los Angeles. Calif. HANG GLIDING magazine is printed by Sinclair Printing & Litho. Alhambra, Calif. The typesetting is provided by 1st Impression Typesetting Service. Bueno Park. Calif. Color separations by Scanner House of Studio City. Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership ore $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 label from a recent issue.

ISSUE NO. 104

SEPTEMBER 1981

Hang eliding CONTENTS FEATURES

12 16 18 22 28

30 32

THE GEORGE HAMMOND PERPETUAL HYPOXEMIA VERSUS CEREBRAL ANOXIA 1981 ELSINORE ULTRALIGHT FLY·IN

by Bonnie Nelson and Ken deRussy

by Glenn Brinks

THE FOURTH ANNUAL by Alan K. Reeter X·C CLASSIC THE FABULOUS lOO·MILE CLUB by George Worthington FAA NOTICE OF PROPOSED report by Glenn Brinks RULE MAKING SHUTTLE BUG by Lynn Miller photos by Phil Warrender

DEPARTMENTS 4 INDEX TO ADVERTISERS 4 ULTRALIGHT CONVERSATION 7 CARTOON 8 NEWS AND NEW PRODUCTS 9 MILESTONES 10 CALENDAR 36 POWER PILOT by Glenn Brinks 37 BOOK REVIEW 39 GUEST EDITORIAL 42 USHGA CHAPTER NEWS 44 CLASSIFIED ADVERTISING 50 STOLEN WINGS COVER: Rolf Spingler celebrates winning the George Hammond Perpetual as Bonnie Nelson, chief scorekeeper, looks on. Valued at 84,000, this trophy is crafted of highly polished aluminum and topped with an Otto Lilienthal monowing glider mode of stainless steel. Photo by Carol Morthole. CONSUMER ADVISORY: Hong Gliding Magazine and USHGA. Inc.. do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider ore urged to study HGMA standards. Copyright©United States Hang Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

I have examined a soft helmet and it is built

TK' If L'· · · such that I suspect it is uncertifiable. The -'ILi . r, JQMT ,, ( major test of certification is a test of energy (I (

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Z-90 Helmets Dear Editor, At the winter, 1981 USHGA board meeting the directors voted to require that pilots use Z-90 helmets in all USHGA-sanctioned meets. The directors did not vote to require use of Z-90 helmets in USHGA-certified schools, at USHGA sites, or while being observed for a USHGA rating. Since the board meeting there have been two mid-airs at USHGA-sanctioned meets. Big thick helmets hurt a pilot's peripheral vision. For fun and in non USHGA-sanctioned meets I have been flying in a leather cap, and encourage other experienced pilots who fly in crowded conditions to do the same. The leather cap allows much better visibility than the hard helmets that I own. The board of directors should vote to repeal the requirement that competition pilots wear Z-90 helmets. Let each pilot make up his own mind on what to protect his head and restrict his vision with. At the same time the board should strongly encourage or endorse the use ofZ-90 helmets in a training situation. The information that I have received says that if you're going to hit your head on something hard, especially something sharp, the Z-90 re· quirement says that the manufacturer has gone to some thought and trouble in designing the helmet. Chris Price Elsinore, CA

absorption. The helmet must protect the wearer from a severe blow to the head, a blow which would cripple or kill an unprotected person. This blow would be equivalent to the head striking an immovable object at 17 mph. The Z-90 criteria are simple. Either the helmet will absorb this energy or it won't. It is my experience that a fiberglass or polycarbonate rigid shell lined with at least % " of non-resilient crushable foam of a precisely controlled density is needed to meet this requirement. The shell should be external to the foam to spread the force as widely as possible over the foam to prevent localized forces which could crush the skull. The "soft" helmet does not fit this description. If through some miracle of high technology, the "soft" helmet will absorb impacts of high energy anyway and thusly the helmet is certifiable, then the manufacturer or distributor is negligent in not getting the helmet certified and the inconvenience to the pilot is their fault. On the other hand, if the helmet will not pass and one life is saved because it is not allowed, then our rule has served its purpose. Incidentally, the old Bell "hang gliding" helmets, the Bell utility helmets, are uncertified. The similar Bell trial helmet is certified. I grant that older Bell utility helmet shells tend to slip on the liner, a dangerous situation which may be corrected by proper maintenance. The slipping liner of the old Bell may be cured with a liberal application of 3M double-sided foam adhesive tape between the shell and liner after insuring the inter shell and the outer liner are perfectly clean. I do not think that proving Bell utility helmets unsafe affects the safety of the "soft" helmet in any way. I'd still rather be wearing the Bell than the "soft" helmet if I were to be clobbered in the head by some anti-Z-90 fanatic.

Aerial Techniques ............................................................. 40 Aqua Morine ........................................................................ 43 Bennett Delta Wing Gliders ........................ 5, 35, 38, BC Benson Aircraft ..................................................................... 31 Dor ............................................................................................. 33

Eco Noutlcs ........................................................................... 52 Flight Designs ............................................................... 10, 46 Glider Rider ........................................................................... 52 Goldwlng ................................................................................ 51 Holl Brothers .......................................................................... 52 Hong Gliding Press ............................................................. 48 Kitty Hawk Kites .................................................................... 47 Lear ........................................................................................... 52 Lookout Mt............................................................................. 14 Moklkl ....................................................................................... 31 Manto Products .................................................................. 49 Pagan ...................................................................................... 43 Poro Publishing .... :............................................................... 3 7 Progressive Aircraft ........................................................... 1,2 Rotec ........................................................................................ 14 Snyder Ent............................................................................. IFC Soormoster ............................................................................ 47 Spectra Aircraft ...................................:............................... 5 Sprague Aviation ............................................................... 39 Stratus ...................................................................................... 15 Superior Rock ....................................................................... 6 Ultralight Pub......................................................................... 41 USHGA ..................................................................... 10, 45, IBC Whole Air Magazine .......................................................... 51 WIiis Wing, Inc........................................................................ 11

Dave Broyles President, USHGA

Dear Editor, As the original sponsor of the USHGA competition requirement of Z-90 approved helmets, I read Jim John's ill-informed letter with distress. The helmet certification requirement has been in effect since 1977. The board has set the helmet rule aside regularly since 1977 until this year. All helmet distributors in hang gliding should have been aware that the rule was coming for a long time and have had time to submit their products for certification. That the soft helmet is not certified has nothing to do with its inability to slide off a soft surface.

INDEX TO ADVERTISERS

AD DEADLINES Launch Review Dear Editor, We have a few problems with the launch technique suggested by Mike Meier's article in the June issue of Hang Gliding magazine. The first three steps he describes are func1 tional. However, the fourth step, which suggests pulling down and back, we consider to be at least confusing to a student if not actually dangerous. Pulling down does accelerate the glider. It also makes the harness straps loose

All ad copy, instructions, changes, additions and cancellations must be received in writing l1/2 months preceding the cover date, I.e. Mar. 20 for the May issue.

HANG GLIDING

for complete information

ute® ) now

SEPTEMBER 1981

which is not desirable since tight straps are essential for proper control. Since modern gliders fly "hands off," leaning through the bar is all that is necessary to achieve proper angle of attack and acceleration. It is a regular part of our instruction to do "hands off' launches where after a few running steps the glider lifts off your shoulders and at a full run lifts off the ground. The "hands off' technique facilitates a loose grip and avoids the loss of control caused by loose straps. In step five Mr. Meier advocates pushing out to launch. From past experience we've found that most accidents on launch are caused by this technique. We believe maintaining the same angle of attack all the way through the launch, including lift-off, is safer.

we pilots have failed the public in our level of self-regulation, and it is truly sad that it takes a death to make us reevaluate. There is no adequate excuse for even a single bad launch at an intermediate or ad· vanced site, given correct procedures and control. Each pilot must accept that we can endanger more than ourselves. We must increase our vigilence and participate in self-regulation. David J. Schy Olympia, WA

Staying Thirsty Dear Editor,

Barry J. Middlebrook Golden School of Hang Gliding Golden, Colorado

Divided We Fail Dear Editor, The owners of Lone Star Hang Gliders, Inc. would like to thank the USHGA and its dedicated officers, instructors, observers, etc. for taking on the challenge of dealing with the problems that have arisen as a result of growth and development in our industry. We person· ally feel this is a necessary task so that the future will be secured for both nonpowered and powered ultralights. It's sad to see the flying community as a whole split over the issue. Powered ultralights developed as a result of the lack of flying sites in flatland areas. It was not meant to be a slap in the face to all foot-launch pilots. If we had a choice between the "whistle of the wires" and the noise of the engine there would be no choice - and we wouldn't choose the noise. It is our hope and desire that the entire ultralight community realize that together we stand, divided we fall (and fail). Lone Star Hang Gliders, Inc. Arlington, TX

Site Regulation Dear Editor, We can no longer tolerate a laid-back ap· proach to site regulation, such as is the present situation at a popular northwest site. I no longer believe that if a pilot "feels" like flying a site then he may fly, regardless of exper· ience, rating, or conditions. Add to this the first known (to me) incident in which a spectator was killed by a blown launch. I feel that 6

In your numerous magazine articles on safety and your USHGA Part 100 Basic Safety Regulations, you have neglected one important safety concern. This concern is also routinely ignored by many pilots I fly with, and most likely is a factor in many accidents. Hang gliding requires quick mental anrl physical reflexes, which are slowed by the use of intoxicants. I know it's hot and dusty on that hill, and I know we ar; all cool, macho guys who can handle our beer, but when one wrong or slow move can mean my life, I'd rather be thirsty. The FAA is strict about 12 hours from bottle to throttle, and we should be, too.

Overlooked Competitors Dear Editor, As a member of the USHGA I feel I have a legitimate gripe concerning the Region XI meet held at Buffalo Mt., Oklahoma. No one in the Amarillo TX vicinity (approximately eight possible competitors) was notified. If this is a sanctioned meet, which I understand all regional meets are required to be, it would seem that the regional director would be responsible to notify all USHGA pilots or at least announce it in the calendar of Hang Gliding magazine. Considering that there were fewer than 15 people in the meet it is obvious that the out· come might have been different had there been eight additional competitors from the Amarillo area alone. Who knows how many others were overlooked? Kevin Wright Amarillo, TX

Hang Gliding welcomes your letter to the editor. Letters must be typed (or legible) and limited to 400 words. All letters are subject to editing. Send your contribution to: l 1SHGA, Box 66306, Los Angeles, CA 90066.

Colin Perry Palo Alto, CA

Custom Built Separate Pubiication

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Dear Editor,

. I was overjoyed to see July's issue of Hang Gliding filled with non-powered hang gliding articles. I like reading about ultralights once in a while but I prefer free-flight articles overwhelmingly. Ultralight popularity has grown so incredibly that they wanted to be distinguished as a separate entity by changing the name from powered hang gliders to ultra· lights. By the same token, shouldn't they have their own magazine? Hang gliders and ultralights have as many similarities and differences as bicycles and motorcycles, yet one never sees articles shared amongst their various publications. Would it be possible to create a separate division and magazine within the USHGA for ultralights? I see no reason why we can't work together on this and create a workable solution. David M. Stubbs Mountain View, CA

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"ORDER OF THE RAVEN" PASSES 150

Then Rich Rudolph, of Weedhopper of Utah, closed the ultralight flying for the day with another Weedhopper. "It's a fabulous experience to share the runways with the incredible variety of aircraft you find here," said Rudolph. "The contrast between what we've brought here and the military and commercial hardware is very dramatic to say the least." Rudolph also noted that the two-place Weedhopper he'd brought over and assembled for the show was attracting considerable attention and interest. "People can't take their eyes off it," he said. "They'll stand around for an hour to ask questions; it's really a phenomenon. The reaction to all of the ultralights here has been fantastic. Europeans are obviously excited about ultralight aircraft."

B.U.S. FOR ULTRALIGHTS i

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tiighteen new members joined the "Order Of The Raven" at Grandfather Mountain this spring, increasing the total of the select membership to 156. The first 200 pilots who qualify for the Order receive a collector's item membership certificate created by Ray Harm, one of America's top wildlife artists. The certificate is a limited edition and only 44 more are in existence. The final Raven Certificate is expected to be issued late this year or in early 1982. The first Raven belongs to Tom Prokop, a Massachusetts native, who earned it in May, 1975. To become a Raven, a hang glider pilot must s9ar for more than one hour of continuous powerless flight above the 6,000-foot peaks of Grandfather Mountain, highest mountain in the Blue Ridge range.

WEEDHOPPER FIRST AT PARIS Paris, France - A Weedhopper- pilot made aviation history on the opening day of the Paris Air Show when he became the first ultralight pilot to fly in this famous aviation event. Patrick Dupont, of Weedhopper of Europe, opened the new ultralight flying segment at Le Bourget Airport, June 4. He was followed by a Hummer, an Eagle and two Delta Wing powered hang gliders.

An enlarged version of the now famous R.D.P. B.U.S. MKIII has been produced for the ultralight pilot. The 26-ft. R.D.P. has been designed to have a similar descent rate as its small 22-ft. brother, except it will have the capacity to handle a payload of 300-400 lbs. at regular ultralight speeds. Bill Bennett believes the new R.D.P. MKIV is an absolute necessity for all serious ultralight pilots.

WHITE LAKE TOW MEET "Tis the season to be towing" and one of the biggest and best meets of the year was held May 15-17 at White Lake, sponsored by the Elizabethtown - White Lake, N.C. Chamber of Commerce and the Coca Cola Bottlers of Wilmington, N.C., and the entire Faircloth family. This event is held annually during the White Lake Water Festival. Eighteen pilots entered with 14 finishing. Curtin Sheffield of Orlando, Fla. felt perfectly at home on the beautiful clear waters and white sand beaches to rack up 13,750 points to

capture the $500 prize money and win the first-place trophy. Second place winner was a surprise finisher to all present. Jon Lawton, 17-year-old brother of champion flyer Dug Lawton of Duluth, Ga. came in second with a

Left to right: Curtis Sheflled, Bruce Pemberton, Kim Hall, Gary Davis, Malcolm Jones. Jon Lawton, Ben Burrell and Easy Voorhees. Lois Zachary photo.

total score of 13,600 points to beat out a field of more experienced pilots. Third place went to Bruce Pemberton of Orlando, Fla. Other money winners were Gary Davis of Babson Park, Fla., Easy Voorhees of Orlando, Fla. and Scott Lambert of Charlotte, N.C. Final standings are as follows: 1. Curtis Sheffield - 13,750 2. Jon Lawton - 13,600 3. Bruce Pemberton - 13,500 4. Gary Davis - 12,850 5. Easy Voorhees - 11,950 6. Scott Lambert - 11,400 7. Bob Wendorff - 11,000 8. Kim Hall - 10,250 9. Malcolm Jones - 9,600 10. Roland Alexander - 8,100 11. Ron Elrod-8, 100 12. Matt Bablitz - 7,050 13. Dug Lawton - 6,700 14. Ben Burrell - 3,500

PHOENIX AIRCRAFT TO PRODUCE HUMMER Phoenix Aircraft is happy to announce that it has entered the ultralight market. Phoenix Aircraft is owned by three well-known companies, Mountain Green West, Delta Wing Kites and Gliders, and Soarmaster, Inc. Mountain Green West is one of two companies licensed to build the Hummer. Delta Wing Kites and Gliders is the oldest and biggest hang glider manufacturing company in the U.S. and perhaps the whole world. Soarmaster is an established power pack manufacturer in the ultralight industry. All three companies will actively participate HANG GLIDING

in supplying parts and components to Phoenix Aircraft for the Hummer. We believe that this is the first time that three major companies in the ultralight business have pooled their expertise and resources to market a product. The Hummer has been a well-accepted flying machine since its introduction by its designer, Klaus Hill. Phoenix Aircraft, Inc. is located in Phoenix, Arizona. Until telephone and mailbox information is available, please contact any of the three companies listed above for further information and dealership programs.

REGIONAL MEET RESULTS The following are the results of several USHGA regional qualifying meets.

Place Pilot

Glider

REGION VII l Ralph Karsten 2 Bruce Case 3 Larry Majchrzak 4 Kevin Bye 5 Steve Eicholtz 6 Buck McMinn 7 Kim Richey 8 John Taylor, Jr. 9 Dean Heidtke 10 Dick Stalter

A COLUMN FOR UNUSUAL AND EXCITING FLIGHTS Comet Harrier Spirit Harrier Mega Spirit Comet Moyes Maxi III Antares Mega

REGION IV l Larry Tudor 2 Greg Duhon 3 Robert Bagley 4 Kenneth Steele 5 Rik Fritz 6 Richard Burton 7 Jack Carey 8 Joan Bernasconi

9 Joe Pettit 10 Stephen Aycock

Comet Pro Air I Comet Harrier Pro Air I Comet Viper Super Lancer Pro Air I Viper

REGION IX l Stew Smith 2 Bob Deffenbaugh 3 Glenn Hockett 4 Paul McDermott 5 Ed Wilson 6 Chris Litz 7 Jerry Nielson 8 Les King 9 Paul Banken 10 Mike Neuman SEPTEMBER 1981

Comet Comet Comet Comet Comet Comet Comet Harrier Mega Comet

site, Jim and Loretta Woods flew their 229 supine Raven 25 miles to Rifle, Colorado to establish a new state tandem record. Skip and Mark launched around 12:30 from the 3,000-foot site and gained 7,000 feet above takeoff. After topping out in lift both men decided to go for it. Mark chose to work the cliffs to the north of I-70, while Skip worked the heat from the freshly-plowed fields in the valley below. Each had lost sight of the other until they met over Rifle, 25 miles downwind. They both were preparing to land when a nice thermal gave them an 8,000-foot gain with enough altitude to go further. From Rifle they headed to Newcastle, the last place to land for 13 miles. After Newcastle there is only 13 miles of canyon, On June 23, 1981 Mike Brewer of Colorado River and 1-70 (with no Mammoth Lakes, CA launched his Aolus median). Over Newcastle they caught 170 from Gunter Canyon in the Owens another thermal which took them to Valley. While preparing to land after a 14,500 feet, about 10,000 feet AGL That half-hour flight, he encountered a strong altitude, combined with a 35 mph tail thermal that eventually took him to wind seemed a safe enough margin. Skip 19,200 feet in 18 minutes. Actual altitude and Mark experienced only slight hesitation before deciding to head out. They argain was 13,200 feet. rived over Glenwood Springs with 3,000 feet of altitude and started to head toward On Sunday, June 21, 1981 a new Col- Aspen, only to encounter a strong, down· orado straight-line distance record of 46 valley headwind, forcing them to land at. miles was established by Skip Hewitt of Glenwood Springs Airport. Gunnison, Colorado and Mark Nesby of All thermals were blue thermals, as the Grand Junction, Colorado. Skip and winds aloft were strong enough to blow Mark flew their 177 Harriers from clouds apart before they could be formed. Debeque to Glenwood Springs, Col- Their flight lasted approximately two orado. The same day and from the same hours and 15 minutes.

On June 26, Chris Norloff set a new record on Big Walker Mountain, Bland County Virginia, by flying the 27 miles to the Rt. 100 gap, crossing it, then returning to launch - a 54-mile flight. Chris is the first to make the flight both out and back. He self-launched his Harrier 177 at the 'Skywacker's takeoff and made it to the gap in 1 V2 hours, chasing black-bottom clouds all the way. He found lift of 200 fpm, occasionally up to 500 fpm, and lots of 600-700 fpm sink. Highest altitude reached was 2,000 feet over takeoff. On the flight back he flew fast and low, sailplane style, and made it back in 11/4 hours. Average straight-line speed was 18 mph out and 22 mph return.

AUGUST 5-9. Cypress Gardens eighth annual World Cup Tow· Launch Championships. Practice Aug. 1·4. Contact: Matthew Bablitz, Box 1, Cypress Gardens, FLA 33880. AUGUST 19·30, Blue Stratos/USHGA National Championships at Slide Moun· lain, Nevada. AUG. 31-SEPT. 6. International European Ultralight meeting and convention at KasselCalden 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 ultralight races and duration. Contact: Willows Chamber of Commerce, West Wood at Murdock St., WIiiows, CA 95988 (916) 934-5434.

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 Stanfield, P.O. Box 456, Telluride, CO 81435. OCT. 1-11. Third World Hang Gliding Championships. Bep· pu, Japan. SEPT 1·0CT. 31. Contact: Stephen Ruffels, Lot 23 Kirkwood Crt., Montrose 3765, Victoria (03) 728-2778. Australia. 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.

SEPTEMBER 15·20. Masters of Hang Gliding Championships.

TAKE HANG GLIDING WITH YOU DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!! NAME

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OLD ADDRESS CITY _ _ _ _ _ _STATE _ _ ZIP _ __ NEW ADDRESS CITY _ _ _ _ _ _ _ STATE _ _ ZIP ____ LAST ISSUE RECEIVED (PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

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

WE THOUGHT YOU'D LIKE To KNOW If it has to do with flying, look to

FLIGHT DESIGNS What you need now And even more in the future.

• Custom cocoon harnesses, with internal chute bag, 2 stage ballast containers, glider-bag storage pockets. • Top quality helmets. • Full line of instruments. • Boat-towed para sails for water fun. • Complete stock of T-shirts, flight suits, hats, etc. • Wallets, windsocks, posters. Send for your $2. TOTAL FLIGHT catalog today Refundable with first purchase.

FLIGHT DESIGNS - For The Future. A Division of Pioneer International 10

HANG GLIDING

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.

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The Geerge Da••••tl Perpetual by Bonnie Nelson and Ken deRussy

It's hard to describe it. Even the pictures don't do it justice. It's been called gaudy, outrageous, fantastic, beautiful, amazing. Everyone agrees that it's definitely the biggest, most impressive trophy ever awarded at any hang gliding contest ever! It weigh~ close to seventy pounds, is almost five feet high, and glitters like sterling silver and gold. The plaque has room for fifty names to be engraved upon it it will probably outlive today's hang glider pilots. (We can picture it being awarded in the year 2030; can you imagine what the gliders will be like then?) The event was called the George Hammond Perpetual. It took place in Santa Barbara at the Santa Barbara Polo and Racquet Club on June 21st and July 5th. Ken deRussy, owner of the Hang Glider Emporium of Santa Barbara, organized the meet, and Santa Barbara pilots participated in it. After the last day of the contest, most pilots agreed that it was one of the most memorable days of their flying careers. You're probably wondering who George Hammond is. George Fiske Hammond is a pioneer aviator. His aviation career began in 1926 when he went to San Diego to learn to fly a Jenny. Shortly thereafter he worked with Charles Lindbergh preparing the Spirit of St. Louis for its historic flight. Claude Ryan, Wrong-Way Corrigan, Charles Lindbergh, Jessie Owen, Howard Hughes, Wiley Post, Amelia Earhart, Jack Northrop, and the Lockheed brothers were but some of aviation's notables with whom George Hammond flew. The Hammonds are one of the most established, well-respected families in Santa Barbara, and Mr. Hammond established this perpetual trophy to promote and encourage the field of foot-launched aviation. His son, George Hammond Jr., conceived and designed the trophy, and his other son, Seth Hammond, built it. Mr. Hammond, George Hammond Jr., Peter Murphy (manager of the polo fields), 12

and Ken deRussy all conceived the idea of the contest, organized it, and are responsible for it becoming a reality. Each year, hang glider pilots will compete in a contest to win this fabulous trophy. This year's contest was a two-day event. On the 21st of June, two rounds of competition were held. July 5th, the final round was held and the winners determined. The tasks of the contest were relatively simple, involving time accuracy and landing accuracy. Prior to launching, each pilot projected his flight duration and then endeavored to fly exactly that long. Each second over or under the projected time was scored as one point. A bullseye target was placed in front of the grandstands and pilots received one point for each foot of distance that they landed from the target. The pilot with the lowest cumulative score at the conclusion of the contest was the winner. Each pilot flew in the name of a sponsor (each sponsor put up $100.00 for prize money). One half of the prize money was given to the Boy's Club of Carpinteria, and the other half ($500.00) was distributed to 1st, 2nd, and 3rd places. There were ten pilots who competed in the finals, which took place in between two major polo games. Pilots landed on the polo fields directly in front of the grandstands. Ken deRussy kept the audience riveted to the contest by providing a running commentary of the action. The crowd of over 300 was cheering and cameras were clicking as one pilot after another gave his best to win the contest. Rolf Spingler, who has been flying over four years, came in first flying a Sensor 210. Jim Graham, flying only nine months, came in second in his U.P. Comet, and Mike Baker, a veteran pilot of seven years, came in third in a Comet. The awards ceremony was almost more fun than the contest. The pilots assembled in front of the grandstands. The trophies were displayed for all to see. Peter Murphy opened the bottle

of champagne, and as the winners were announced over the P.A. system, the silver goblet was passed to the winners, and the trophies awarded by Mr. Hammond. After photographs and all of the other formalities that accompany a contest of this caliber, the winners, some of the assistants, and Ken and myself were guests of George Hammond Jr. for dinner at "the club" (!!!). The trophy is now sitting in Rolfs home. (It was too tall to sit on a table - ceiling's were too low - so Rolf has it on the floor until he can figure something else out.) I don't think he's stopped smiling yet. We've had a lot of pilots disappointed that they didn't compete and win THAT trophy. All we can say is that they'll have a chance next year, or the year after that, or the year after that, or the year after that, or. .. maybe your grandchildren will have a chance at it. Next year we will have a more comprehensive format, more prize money, a much bigger audience, and possibly television coverage. We want to thank Mr. Hammond and his family, all of the people at the polo club, the sponsors, the assistants who helped us, and the pilots. Without your assistance it wouldn't have happened. Until next year! Final Pilots Glider Score I. Rolf Spingler 2. Jim Graham 3. Mike Baker 4. Bill Smith 5. Dewitt Barnard 6. Jean Nooney 7. Bob Keeler 8. Dave Wilkes 9. Wayne Yentis 10. Joe Bordelon Richard Saffold

33 146 166.2 166·4 184 211 226 300 389

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HANG GLIDING

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predictable loss of consciousness. This is largely fantasy, although it is fair to say that under increased physical stress, hypothcrmic conditions or lower oxygen concentrations, chances of a judgemental error increase. But, this may come upon the pilot at levels as low as 8,000 feet if the physical work becomes too demanding. Why, then, would the FAA set such ridiculously low limits? The needs of an in· strument pilot are far different from those of a hang glider pilot. The instrument airplane pilo1 must maintain course, elevation, airspeed, transponder, radio, VOR and throt· tic settings, while remaining in an armchair position with relatively little physical activity. His first symptoms ofhypoxemia would likely be yawning, drowsiness and loss of concentra· tion. He would not experience the less comfor· table signs of muscle fatigue and increased work of respiration. In short, he could simply drift off into a normal state of sleep, later com· ing to rest in a bed of rocks on a mountainside. It has happened! Good judgement is something we have to develop as we develop our skills at any techni· cal sport. Many factors can influence judge· ment. These include overall metnal attitude, substance abuse, intellect and anxiety. Of these factors, is the most variable and most dangerous. It is for this reason I feel a discussion of the real effects of flying high altitude is necessary. Gliding Previous articles published in drew references to FAA require· ments and Air Force studies with regard to sudden loss of cabin pressure in an airplane. It would appear from these discussions that fly· ing too high might result in the insidious onset of"hypoxia," leading to severe mental impair· ment and euphoria, followed by coma and death. This is in part true, at least as it relates to hypoxemia and cerebral anoxia following sudden It would seem, then, should one that there is cause for great be lifted to an altitude above the FAA requirement for oxygen (14,500 fr.). It is implied that there would be an insidious deterioration of mental processes followed by sudden and un· 16

ALTITUDE (FT.)

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PAF1TIAL PRESSURE OXYGEN MM Hq From the above table it can be seen ttiat even at 20,000 ft. elevation, tho blood still lrns twice its resting capacity for the transport of oxygen at sea level, even without increase in l10ar1 rate. Note also the physiologic limit of 25,000 ft. the level at which Hie Shirpas began to require oxyqen to climb Everest.

HANG GLIDING

Comparing hang gliding to armchair flight is a very poor analogy. When is the last time you fell asleep while hang gliding? But you may have come dangerously close to dozing off while driving a moonlit highway at sea level. A much fairer comparison model to the hang glider pilot with reference to altitude oxygen requirements is the mountain climber. Both athletes achieve altitude gain by expending work energy. There are obvious and unpleasant physical symptoms of hypoxemia. These are: 1) Increased respiratory rate. 2) Increased work of respiration (shortness of breath). 3) Muscle weakness and cramping, also loss of strength. 4) Irritability. These symptoms may be brought on by having to man-handle your glider in a nasty thermal. They may lessen or even abate if the conditions lighten. On the other hand, if the pilot is above 10,000 feet without oxygen, under taxing conditions, his thought process may be impaired by this physical stress and he is best advised to seek a lower altitude to "catch his breath." Pinching yourself or doing your multiplication tables is not a valid test for hypoxia in any case since the impaired mind not only takes the test but grades the test. You are not hypoxemic unless you first feel the physical symptoms! So, how high is the practical limit where the body can function with low ambient air pressure? On the American ascent of Mount Everest the climbers went to 22,900 feet carrying 40-pound packs without using oxygen. You better believe a climber has to have his wits and judgement about him too. It is interesting to note also that the climbers had a nasty tobacco habit as well as took barbiturates for sleep. The work of breathing at that altitude was too much to allow normal sleep! There is however a point at which we part company with the climber. It is unlikely that we will expend as much work energy as the climber nor are we likely to remain at these higher altitudes as long. Thus we are less subject to pulmonary edema and its dangerous complications. We are, however, likely to contract the hyperventilation syndrome because of our generally more rapid ascent and onset of dyspnea. How does hyperventilation start? All it takes is anxiety actually. The pilot experiences increased work or respiration (dyspnea) and he is afraid that he is in near danger of oxygen starvation. This causes him to consciously breathe harder in order to avoid blacking out. This accelerated respiratory rate does little to improve the oxygen situation, but it does expel

SEPTEMBER 1981

carbon dioxide from the body. As a symptom of hypocarbia, the pilot becomes light-headed and dizzy and his lips may have a tingling sensation. If for some reason the pilot then holds his breath, he will have increased tolerance without distress to the point of possibly losing consciousness. Even if he does not go to this extreme it is likely he will become extremely airsick. If you have a tendency toward hyperventilation under stress you should carry supplemental oxygen as it may prevent the onset. The author invites those who say there are no telltale signs ofhypoxemia to follow him on his next climb of Mt. Rainier, Washington to 14,410 feet. Or perhaps he might like to labor with the Indians in South America at 16,250 feet. It is unlikely that you will experience the euphoria and pleasant confusion that pilots in a high altitude chamber experience. Incidentally, I have also been in an altitude chamber, but I did not find the experience totally pleasant. What can happen to you if you do become hypoxemic? Luckily, the body has all sorts of protective mechanisms to preserve your vital organs. First, your blood is shunted away from your skeletal muscles to your vital organs and brain. This is why you experience muscle cramps. Second, your blood chemistry changes to a more acidic state allowing the release and uptake of oxygen to hemoglobin at lower partial pressures. This results in dysphoria and irritability. Third, before the brain can actually be damaged by low oxygen supply, it shuts down its higher functions resulting in temporary loss of consciousness. The reason that we can tolerate low partial pressures of oxygen is that the hemoglobin molecule does quite well at transporting oxygen due to its dissociation curve. Ifwe had to rely on simple diffusion of gases in the blood we would be much more limited. In conclusion, I would like to emphasize that the use of oxygen should be a personal choice for the hang glider pilot. It can increase the pilot's work capacity and endurance. It may help to prevent the dangerous hyperventilation syndrome and may have some slight benefits in early hypothermia. It will not prevent decompression sickness or improve your thought process at altitude. Please see graphic illustration of blood oxygen transport and how it is influenced by altitude. Remember also that any abused chemicals will worsen your performance at altitude. Presence of heart-lung disease will decrease your altitude tolerance. In this case, before you fly high, you should ask your physician. Also note that the case of a pilot in a motorized microlight more closely resembles that of the power aircraft pilot, i.e., he could doze off at lower oxygen tensions!

Derivation Barometric pressure variation with altitude. l" Hg per 1000' = 25.3 mm Hg Available 0 2 = .21 [760mm Hg - (Alt. in 10 3 ft. x 25.3)mm Hg] 0 2 in bloodstream = .21 [760mm Hg - (Alt. x 25.3)mm Hg 47mm Hg vapor pressure H 2 0J Example #1 15,000 ft. O, = .21 [760 - (15 x 25.3) - 47]mm Hg 0 2 = 70mm Hg 20,000 ft. O, = .21 [760 - (20 x 25.3) - 47]mm Hg O, = 43.68mm Hg 26,000 ft. O, = .21 [760 - (26 x 25.3) - 47]mm Hg O, = l l.Smm Hg 24,000 ft. O, = .21 [760 - (24 x 25.3) - 47]mm Hg O, = 22.21mm Hg

Glossary Of Terms Anoxia - Cerebral state at which no oxygen is reaching the brain. This will result in unconsciousness and death. Dyspnea - Difficulty with breathing. Dysphoria - Vague feelings of not being well. Hypoxemia - State ofreduced partial pressure of oxygen in the blood. Hypoxia - ????? Hyperventilation Syndrome - Rapid, unnecessarily exaggerated respiration resulting in a vicious circle of anxiety and more dyspnea. Hypocarbia - Not enough CO 2 in the blood. Hypothermia - A non-physiologic drop in body temperature. Hemoglobin - Oxygen transporting molecule in the blood. Signs - A change in body physiology that cannot be detected by the victim himself. Symptoms - A change in physiology that a person can notice about himself.

References Table and derivation composed from Guyton, Medical Physiology, W.B. Saunders,Co. 1971 pp. 470-485. Monge, Carolos; Acclimation in the Andes, John Hopkins Press, 1973. Ullman: Americans on Everest, Lippencott Co., 1964. See also High Worlds of Mountain Climbers by Spring. ~

by Glenn Brinks

The Cross Country Classic has never been an ordinary hang gliding contest, and we knew this year would be no exception. During each of the three previous Classics, the accomplishments of the contestants had shaken and expanded hang gliding's selFconcept. The desire and drive of the contestants made certain that we would do it again. Of course, we were getting considerable help from the deand the manufacturers. The competitors are the most dedicated and motivated in the sport. Many of the top contenders had been preparing for the contest for a year. In addition to flight training, most also had physical training programs comparable to those of marathon mnners, to prepare for the stress of long, high-altitude flight. Rich Pfoif: fer, the winner for the last two years, was running 17 miles a day and followed that with upper body exercises. Rich looked stronger than last year, and, of course, everyone considered him to be one of the top contenders. Larry Tudor was also a favorite having won the X-C Open just a week before. However, the competition in the Classic would be a lot tougher. Half a dozen other names were also being mentioned a lot, and anything can happen when you're dealing with 69 of the best cross-country pilots from 20 countries. In its short existence, the Classic has become a major proving ground for new glider designs. More innovations showed up during the practice days than ever before. Half a dozen pilots had levers on their control bars that could change their sail tension for fast or slow performance characteristics. Several well-known

performance unless you were better oriented in it than I was. Larry Tudor decided not to fly a Pod for the same reason. Pfeiffer and Chris Price implemented the Pod well and flew them in the contest. The contestants were also speculating on how well the contest's organizers and directors, Don Partridge and Tom Kreyche, would be able to correct the many management problems which had plagued the previous Owens Valley X-C contests. The 1980 Classic had been severely criticized for its poor organization.

One: i'UtY·h1l::tJ1t Mile Race

Author and competitor Alan Reeter. Bettina Gray photo.

designers were in attendance, including Dick Boone, Bob England, Roy Haggard, Bill Moyes and Bob Trampenau. Ultralight Products got the most attention with their OVR Comets (a Comet with a mylar-coated sail) and their body fairings. Since the fairing bore an uncanny resemblance to "seed pods" (used by the body snatchers of movie fame) the pilots nicknamed it the "Pod." I flew the Pod twice for about five hours just prior to the contest, but decided not to compete in it. It didn't seem to help your

As with every other contest day, the tasks weren't announced until we were on Gunter Launch (8,500 ft. MSL). Today, we were to fly thirteen miles to Black Mountain (see illustration above), take a picture of the turn point, and then fly north 45 miles to Janie's Sporting Ranch (men only). We were allowed to launch at any time we wished. On all the races, the fastest time would win. Pilots not completing the course were given penally points and scored according to their distance flown. We knew that flying the first leg would be tough because the wind was blowing out of the south at 15 to 20 MPH. Also, the thermals on the southern end of the range (average elevation approximately 10,000 ft. MSL) were weak compared to the northern end (average elevation approximately 13,000 ft. MSL). It was crucial that the pilots choose a launch time that provided them the best thermals and HANG GLIDING

the least wind. I know because I went at the wrong time. about one third of the field made it to Black Mountain, and about half of those arrived there too low to altitude for the return north. For 1he rest, the down·· wind was fast and easy. 12 con· testants made it to the finish line. Chris Arai made it look easy. He won the hands down with an average of20.8 MP[!. Although Chris admitted that flying the headwind was slow and grueling, he said that he never really felt he was in of going down. The following were the top ten finishers for the day. I. Chris Arai/USA UP Comet+ 168 Min. 2. Steve Meteor 174 Jeff Burnett/USA 178 4. Rich Pfeiffer/USA UP Comet+ 180:44 5. Tudor/USA 180:50 UP Comet+ 6. Tim UP Comet+ 196 Scott/USA 7. Demon 202 8. Butch UP Comet+ 205 9. Gutierrez/ Mexico UP Comet·+ 217 10. Dave Gibson/USA UP Comet 219 + UP Comet OVR·Owens Valley Racer purposes, the first 3/4 point, second was third was 3 points, etc. At the end of the contest the pilot with the least number of points was the winner. SEPTEMBER 1981

Mile Race Once the winds were blowing harder than most ofus would have liked, but the task, a race to Mina, would be mostly downwind the map). However, the cumulus that formed over the mountains during the morn· warned us of what was to come. the time takeoff:~ began, the sky was beovercast along most oftbe range. After climbing out above launch, I flew north gradually losing altitude. With only 200 feet of altitude left at Boundary Peak, I found a zero to 50 foot per minute thermal. After about 30

30miles

minutes, it turned into a 400 fpm thermal that took me above the mountains. Over the flat lands, storms were popping up and dissipating 1 was lucky enough to climb to 16,000 feet under the of a 15·mile wide thundershower. It then conveniently thinned out enough for me to glide to the finish line with only 100 feet to spare. I had flown through snow, sleet and rain, and I had seen three rain· bows. Many of the other pilots had similar CX· periences, but only eight of us made it. Scott wasn't one of the lucky ones; or maybe he was, depending on how you look at it. When he got to the end of the range, he found himself trapped between the mountains and a thunderstorm. He had a choice of flying into thick dust swirling off the desert to the west or into the dark rain and lightning to the east. Jeff chose the rain and he quickly sank to the ground where he made a safe landing. His decision was probahly the best since the wind kicking up the dust was blowing up to 60 MPH. As with the first race, luck as well as skill played a major role in determining the day's standings. 'T\1dor won the with an average speed of more than 27 MPH. 1. Tudor/USA UP Comet+ 141 Min. 2. Jeff Huey/USA Sensor '510 145 3. Phil Ray/USA UP Comet 153 4. Chris Price/USA UP Comet 184 5. Caroline de (Hanville/France Vampire 186 6. Alan Reeter/USA UP Comet+ 187 7. Andrew Wilson/G. Britain UP Comet 188 8. Klaus UP Comet 214 9. Dave Banas/Canada UP Comet+ (short) 10. Jeff Burnett/USA Vampire (short) This was a key win for He was the only competitor who had finished both races so far; now he was in a strong first place. Chris Price was in second place, and Jeff Burnett was in third place. Rich Pfeiffer slipped to fourth.

Three: Distance Gunter launch

We finally got the task that most of us had been waiting for, and as it turned out, we made a little hang gliding history. We didn't know it at the time, but a "weak" frontal con· vergence, trailing off of a low, was slowly moving through California and Nevada. From Gunter launch, we could see a delicious cloud street from south to north across the

Sierra Nevadas. However, it was too far west to be useful, at least, for the first part of the Most of the contestants' flights began with the standard "milk run" north along the White Mountains at 14,000 to 16,000 feet. As we approached Boundary Peak, the cloud street almost came within reach on the other side of Janie's Ranch. A large number of us chased those clouds but each time we got close evaporated and moved north. When we did get to the good clouds, near Mina, the lift was strong. We raced along at near cloudbase with a strong tail wind. Near Gabbs the lift became weak and a number of competitors were forced down.

Tudor racEl!I his UP Comet OVR toward Mln11 finish line on six. The Pilot Mountains are In the bac:kgmu1nd. BeUln1.1 Gray CENTER: After kidded de Glanville about in the Chris Price discovers two. "You she made lo Mina on made It ... I can'! believe It Caroline's flight was an unofficial distance record for women. Notice the rain In the bm~kt1ro11.mi:t BeUlna ABOVE: Rich above launch. em Kelsey photo.

A few pilots, including Larry Tudor, were able to continue north past Ione, Nevada where the cloud street became strong again. won the day by flying 20 miles east of Austin, Nevada, an incredible 165 statute miles. The next day, Larry said, "I flew conservatively and didn't try to race ahead of anyone ... When the lift became weak I worked every thermal like it was my last." He literally flew almost halfway back to his home town of Salt Lake Some landed shorter than they might have otherwise because they flew to roads when got low. The rules said that they would be heavily penalized if they did not land near a

road. Two pilots landed more than seven miles from a road, and as a result could not obtain the required landing witnesses, another rule violation. To the chagrin of the other competitors, the meet directors did not enforce the rule in this case, although it had been enforced in other instances. The reasons for their decision were ambiguous. On this day, we approximately doubled the number of hang glider pilots in the world who had flown over one hundred miles. I ended up in a valley near Ione with Ted Zinke, Rich Grigsby, and some others. We just couldn't believe that we'd flown 100 miles and still weren't in the top ten for the day. I. Larry Tudor/USA UP Comet+ 165 Miles * Tom Kreyche/USA UP Comet + 157 2. Rich Pfeiffer/USA UP Comet+ 139 3. Miguel Gutierrez/Mexico UP Comet+ 138 4. Joe Greblo/USA UP Comet+ 137 5. Mike de Glanville/France Demon 132 6. David Harris/USA 119 UP Comet+ 7. Tim Joseph/USA UP Comet 114.5 8. Jeff Burnett/USA 114 Vampire 9. Scott/USA 110 Demon 1(). Jeff Huey/USA 109 Sensor 510 11. Ted Zinke/USA UP Comet 108 12. Alan Reeter/USA UP Comet+ 105 13. Rich Grigsby/USA UP Comet+ 103 14. Dave Gibson/USA UP Comet 102 * (Tom was not a competitor) Retreiving the contestants took most of the night, except for Tudor. Through a comedy of errors including broken phones in Austin, Nevada and someone mistaking me for no one went to pick him up. Pete Brock retreived Larry the next day. Out the contest was halted for a day. Once again, Larry Tudor's hold on first place strengthened. Rich Pfeiffer moved into second place. Jeff Burnett, who took third place last year, was still in third place.

Four: Mile Race Now we were back to upwind races. We had to fly north along the mountains to Benton, take turn point photos, and return south to Pine. Most of the competitors completed the downwind leg without difficulty. But on the HANG GLIDING

45-mile leg to Big Pine a brisk ten to twenty MPH shucked competitors out of the sky like leaves. It was a credit to the advancement of hang glider design that they performed as well as they did. Eighteen gliders made it across the finish line. Rich Pfeiffer won the day, beating second place by an outstanding 13 minutes. His average speed was 21 MPH. The Pod definite· ly helped Rich a lot today. The pilots were forming the consensus that the Pod provided a definite advantage at high speed, some slight advantage at minimum sink, but was neutral at medium speeds.

I. Rich Pfeiffer/USA UP Comet+ 203 Min. 2. Jeff Burnell/USA Vampire 216 3. Larry Tudor/USA UP Comet+ 224 4. Joe Greblo/USA UP Comet+ 235 5. Steve Moyes/ Australia Meteor 258 6. Klaus Xavier/Germany UP Comet 263 7. Pedro Lopes/Brazil UP Comet 269 8. Mike de Glanville/France Demon 276:00 9. Ted Zinke/USA UP Comet 277:39 10. Jim Lee/USA UP Comet 285 Even though Rich won the day, Larry still had a 13-point hold on first place. Jeff Burnett was still firmly rooted in third place.

and considered a top contender prior to the contest, had the sixth best time for the day until his film was lost. Without film, David was scored at the bottom of the field, that is, given 63 points. There was no way of knowing what happened to the film, but the mect's pro· cedures for handling and securing films was so lax that any of the films could have been easily lost or stolen after they were handed in. The directors could have avoided the problem by utilizing the procedures used in sailplane contests. David was knocked down 14 places in the final standings, probably through no fault of his own. There were other problems with photos caused by the inconsistent application of

Five: Mile Race For this task we had to fly to Benton, take a turn point photo, and then fly to the finish line at Coaldale, Nevada. The wind and thermal cycles looked good for a change. Almost everyone found good lift through the entire flight. An incredible 42 competitors crossed the finish line plus half a dozen wind dummies. Before today, most of the contestants felt somewhat demoralized because they hadn't completed a single race. So it wasn't much of a surprise when Coaldale turned into something of a party. It seemed that a "microfront" was partially responsible for the large number of finishers. Small fronts and weather systems routinely move through the area but they are too small to show up on a weather map. As with most fronts, if you were at the wrong place at the wrong time you went down. Despite the large number of finishers some excellent pilots, such as Jeff Burnett, landed short. Jeff had been flying well enough to win the contest, but this day did him in. It reminded all the leaders of how easy it was to plummet in the standings. David Harris, a professional photographer SEPTEMBEFl 1981

penalties. For example, during the contest, two contestants made the same mistake by not including the day's date in their first couple of photos. One was penalized five points and the other, Bob Dunn, was scored last for the day. That was quite a difference in penalty. Rich Pfeiffer won for the second day in a row. His average speed this time was 28 MPH. 1. Rich Pfeiffor/USA UP Comet+ 105 Min. 2. Joe Greblo/USA UP Comet + 112 3. Larry Tudor/USA UP Comet+ 117

TOP: Liz Sharp and "Richard" times at the Mina finish line on day six. Bellina photo. CENTER: Third place finisher Steve Moyes talks with photographer Bettina Gray at Janie's airstrip on lhe last day. Bill Kelsey photo. ABOVE: The transport lruc:ks could carry twenty-seven gliders each. Bill Kelsey photo. CENTERSPREAD: Mike de Glanville and Demon against the green White Mountains. Photo by Bettina Gray.

(continued on page 28)

(continued from page 25)

4. Chris Arai/USA 130 UP Comet+ 5. Jim Lee/USA 134 UP Comet 6. Pedro Lopes/Brazil 137 UP Comet 7. Ted Zinke/USA 137 UP Comet 8. Steve Moyes/ Australia Meteor 114 * 9. Rob Degroot/ Australia Mega III 137:33 10. Klaus Kohmstedt/Monaco UP Comet+ 137:47 *Penalized for incorrect start-frame on film. Even with his win today, Rich wasn't closing the distance on Larry very quickly. Rich could beat Larry for the rest of the contest but he wouldn't gain points on him unless other contestants beat him also. Steve Moyes was flying very well and moved into a distant third place.

Day Six: Sixty· Three Mile Race This day brought another race to Mina, but the winds were nasty on Gunter, gusting to

thirty MPH. The meet directors had specifically said they would not cancel contest flying regardless of the weather. The rules said that ifno one flew, the day was not a contest day. However, if one person flew it was a contest day and that pilot got first place, with everyone else tied for second. In short, the pilots who stayed on the ground scored just behind those who did fly. This had the effect of forcing the competitors who were concerned about small advantages off the hill even if conditions were unsafe. And, as more pilots flew the pressure increased on the remaining pilots to fly. A similar rule during the 1980 X-C Open was partially responsible for a dozen competitors launching directly into a thunderstorm. Fortunately, only a few gliders were damaged and there were no serious injuries. The Owens Valley X-C contests need a director who is willing to halt the meets if conditions are obviously unsafe. All other major sporting events in the world are suspended when they encounter similar situations. Rich announced his intention to fly regardless of the conditions. He was behind and had only two days to catch Larry. Larry told me he didn't want to fly in those conditions, but it was clear that if Rich went and

enough people followed he would have to fly. The situation became tense during the early part of the afternoon, but luckily, the winds calmed down just enough to be safe. Even though the flight north to Boundary Peak was another milk run, the stiff wind was breaking up the thermals over the flatlands. Most of the contestants were forced down soon after leaving Boundary Peak. Only 14 contestants made it to the finish line. Rich Pfeiffer won again for the third day straight, and once again Larry Tudor was right behind him. I. Rich Pfeiffer/USA UP Comet+ 102 Min. 2. Steve Moyes/ Australia Meteor 103 3. Chris Arai/USA UP Comet+ 107 4. Larry Tudor/USA UP Comet+ 114 5. Jeff Burnett/USA Vampire 124 6. Butch Peachy/USA UP Comet+ 130 7. Minty Collins/USA UP Comet 132

100-MtltL- Club by George Worthington Cerro Gordo may have lost a touch of its preeminence as the world's premier crosscountry site when Jim Lee took away the unofficial distance record at Sandia Peak, NM on Memorial Day, 1981, and again when Helmut Denz of Germany flew 120 miles in Germany on May 20, 1981. However, on July 2, 1981, Cerro Gordo produced a group of flights which no other site had ever come close to matching. Consider this: Nine pilots took off from Cerro Gordo and eight of them flew over 100 miles. No other day in the history of hang gliding had seen such a large group of pilots join the heretofore extremely exclusive 100-mile club. The previous largest group to fly 100 miles on a single day was on July 25, 1980. On that date three Rogallos and one Voyager flew over 100. Before that, on July 23> 1980, three pilots flew over 100 at Cerro Gordo. But those numbers had to take a back seat when 14 pilots in the XC Classic flew over 100 miles in a single day (July 6, 1981) with one pilot going an incredible 165 miles. As far as can be unofficially determined, the total number of pilots in the world who are members of the 100-mile club is 30 in flex wing gliders and six in rigid wings. Two pilots have 100-mile flights in each, which means that the total in both classes is 34. Last year this total was eight, with seven of them joining 28

in 1980. So we've seen the total number more than quadruple in 1981. The number of sites in the world which have produced flights of over 100 miles is now six. The following have produced one each: Ger· many, Australia, Mojave Desert, Sandia Crest, NM. Gunter, in Owens Valley, CA, has produced 16. Cerro Gordo, in Owens Valley, CA has produced 18 and is still the grand champion. What is the reason that 1977 had only one 100-mile flight, 1978 and 1979 had none, 1980 had eight, and 1981 jumped to an amazing total of 30? It's not explained by an increase in the number of pilots attempting long flights. These numbers have been relatively constant in 1978, '79, '80 and '81. Yes, it is true, the pilots are better, but again this is not the major reason. One important reason is the increased performance of the new ships, especially the Comet. Of the 30 100-milers flown in 1981, 20 were in Comets. The two longest flights, Jim Lee's 168-miler and Larry Tudor's 165-miler were in Comets. Another reason is the luck on July 7, 1981 of having a very special day in the Owens Valley when 65 experienced and skilled pilots took off on an open-distance task, when great cloud streets were available for the entire distance and even more importantly, when there was a 20 mph tail wind. With that combination,

clouds and atail wind, pilots were able to fly straight for long periods of time and were sometimes obtaining a ground speed of 50 mph. All 14 pilots who flew over 100 miles had the 20 mph tail wind acting on them for at least 3-1/2 hours. This gave them a free 70 miles of distance, just because of the tail wind. Jim Lee had essentially the same conditions, clouds and a strong tail wind, for his outstanding 168-mile flight, Previous to 1981, all the 100-milers had been from Cerro Gordo and all of them had. only a very small tail wind component of about zero to five miles per hour. A distance of 165 miles cannot be flown in today's hang glider without a strong tail wind. Think of it this way: A modern hang glider cannot expect to average much over 25 mph ground speed in a zero wind condition. And a 25 mph, average "no wind" ground speed for. 100 miles· is possible only under a good, powerful, continuous cloud street, where straight runs of five and six miles are possible in between thermals. Normally, if there are cloud streets, they are very unlikely to run the entire distance of a 100- or 150-mile flight. There will be "blue holes" or breaks in the streets. There are, inevitably, low spots in every ·long distance flight where a great deal of time is spent just staying airborne and making very little progress over the ground; while waiting for the (continued on page 41)

HANG GLIDING

8. Olivier Strebell/Belgium UP Comet 135 9. Andrew Wilson/G. Britain UP Comet 136 10. Angelo Crapanzan/Italy Vampire 138 lead over Rich had now shrunk to 6.75 points. Rich had a 39-point cushion between himself and Steve Moyes in third place. Everyone knew that it was a two-man contest for the championship.

Seven: Mile Race The last task of the contest was a race to the Bishop Airport turn point. and return to Janie's Ranch. As with the other out and return tasks the wind was blowing, this time from the southwest. It was difficult to make distance south because the wind was strong and the thermals were weak. Several pilots literally spent two hours flying the six miles south to the airport. That was determination. The was to know where the best thermals were and to make good decisions about when to work thermals and when not to. Of course, the second leg north was fast and relatively easy to fly. Forty contestants crossed the finish line along with a number of fun fliers. Pfeiffer made the task look simple, but Tudor made it look five seconds simpler. Tudor had won the 1981 Classic. l. Tudor/USA UP Comet+ 94:57 Min. 2. Rich Pfeiffor/USA UP Comet+ 95:02 TOP LEFT: Contest director Don looks on 1111 Pete Brock hands a Tudor. TOP RIGHT: the check to last was one fence short of Iha line at Janie's. RIGHT: As Bill Moyes looks Rich Pfeiffer Tudor at

SEPTEM13EI< '1981

3. Steve Moyes/ Australia Meteor 101 4. Mike Weingartner/Germany 110 Harrier 5. Scott/USA 11 l Demon 6. Rich Grigsby/USA UP Comet+ 112 7. Butch Peachy/USA UP Comet + 113 8. Ted Zinke/USA 118:08 UP Comet 9. Klaus Xavier/l:rermany UP Comet 118:41 10. Paul Robinson/USA UP Comc1 121 With the pressure oil~ the gathering al Janie's airstrip turned into another party as we watched the remaining pilots glide in from 13,000-foot Boundary Peak. Gliders were ar-

riving only seconds apart and several put on aerobatic displays after crossing the finish line. Bottles of champagne and beer circulated through the crowd of pilots, photographers and spectators. Bill Moyes, the original Australian Birdman who brought hang gliding to the U.S. through county fair demonstrations, was watching contestants racing over the finish line at over 50 MPH. He said, "(these pilots) are doing things I used to only dream of. .. no, beyond what I dreamed of." Of course, everyone, with the possible excep· tion of Larry, wished that they had done better but most felt good about what they had done. It had been a fine last day.

Conclusion Tudor and Rich Pfeiffer lefi: everyone else in the dust; they each won three of the seven tasks. However, Larry won the contest (continued on page 34)

FAA NOTICE OF PROPOSED RULEMAKING FAA publishes proposed ultralight regttlations Report by Glenn Brinks The Notice of Proposed Rulemaking on Ultralights is finally here. After over a year of hints and rumors about its content, the FAA has finally gotten its NPRM past the office of Management and Budget and into the Federal Register. In brief, the proposed rules are exactly as the rumors predicted. Ultralights are defined as, "single occupant, lightweight designs that are less than 155 pounds, with a fuel capacity of 15 pounds or less (just over 21/2 gallons), and which have no U.S. or foreign airworthiness certificate." According to the NPRM, vehicles which do not meet these criteria will be treated just as any other aircraft, and so will be subject to the requirements for certification and operating requirements and pilots will have to be licensed. The weight definition of an ultralight uses dry, empty weight. This includes the "frame, sailcloth, all fixtures and attachments, and, if appropriate, the powerplant. The empty weight would not include the operator, liquids and fuel, harnesses, or a parachute recovery device." Under this rule, hang gliders will be treated just like ultralights. According to the FAA, "The FAA is not aware of any unpowered ultralight vehicle (hang glider) that would not be governed by this rule solely because it exceeds that weight. Two-place operations are prohibited under the proposed rules. The notice says, " ... Careful consideration has been given to 'ultralight vehicles' carrying persons or cargo. While the restriction may be opposed for those individuals and organizations currently offering passenger or cargo services or dual airborne instruction in the use of ultralights, the carriage of persons or property and the operation of commercial activities would be prohibited. It is essential that persons who conduct operations beyond those involving the sport activities have the demonstrated airman knowledge and skill prescribed in Part 61, (pilot certification) for certification." "A final qualitative factor would be added to the definition ... to provide that the proposed rule would cover only those vehicles that do not have an airworthiness certificate. Operators may, at their option, apply for airwor-

thiness certification even though the ultralight vehicle otherwise qualifies under the Part 101 definition. Those individuals would, as a result of that option, be required to follow the certification process prescribed under Part 21, the pilot certification requirements under Part 61, the operating rules under Part 91 and other applicable rules of the Federal Aviation Regulations." A pilot who had his ultralight certificated as an aircraft, would be able to apply for a waiver of the appropriate rules to operate as an ultralight, for the purposes of entering an ultralight fly-in or airshow. The NPRM points out that the certification could be done under the provisions for experimental aircraft in FAR section 21.191, which would reduce the regulatory requirements. In addition to the single passenger rule and the ban on commercial operations, there are other restrictions on ultralight flight in the NPRM. Night flying is simply prohibited. Ultralights may not be operated after sunset or before sunrise, local time. In general, the rules prohibit, "operating an aircraft in a manner which would create a hazard to other persons or their property." Dropping any object from an ultralight is prohibited unless " ... it can be accomplished in a manner that does not create a hazard to persons or property." Permission from air traffic control will be needed to fly an ultralight in some airspace areas, just as permission is now needed for conventional airplanes. Those areas are control zones, terminal control areas (TCAs), airport traffic areas and positive control areas. Control zones are normally five-mile circular areas around some airports, extending to 14,500 ft., but may extend outward to include airspace needed for flight paths of instrument approaches and departures. Airport Traffic Areas are five-mile circular areas extending from the surface to 3,000 feet, around any airport having an operating control tower. TCAs are more complicated and have irregular shapes and varied upper and lower limits, and are associated with very large airports, such as LAX or O'Hare. Positive Control Area is designated throughout the continental U.S. at altitudes greater than 18,000 ft. above sea

level. In Alaska, PCA does not cover airspace within 1,500 feet of ground level. It should be repeated that ultralights are not prohibited from flying in these areas, but that they must get permission from air traffic control, either by a prior telephone call, a personal visit or letter, or (the usual way), by using an aircraft radio to call the appropriate air traffic control facility when approaching the controlled area and requesting permission to fly through, land, or whatever. As with experimental airplanes, ultralights will be prohibited from flying over congested or densely populated areas and open air assemblies of people. In practice, this will mean flying only over the designated runway area and pattern at air shows and fly-ins, not over the spectator area, and choosing flight paths that avoid the most heavily built-up areas. A pilot flying out of a suburban airport might, of necessity, have to fly over a few houses to depart the airport, but in the past, for experimental airplanes, this has not been considered flying over a congested area. However, flight over the center of a town would be forbidden. The notice states, "The operation of an ultralight vehicle (which does not otherwise create a hazard) within the confines of open areas within a congested area, such as an unoccupied, open field, would not generally be considered an operation over a "congested area." Also, the notice states that ground crews and crew members of other vehicles do not constitute an "open air assembly of persons." However, pilots are cautioned to stay well clear of spectators. Visual flight rules will be applied to ultralight pilots under the proposed rules, so flyers will have to maintain an appropriate distance from clouds, depending on altitude and whether the ultralight is in controlled airspace. Finally, the NPRM requires any person operating an ultralight to make the vehicle available for inspection by the FAA administrator or the administrator's designee to determine compliance with the regulations. The important part about the NPRM is that these are proposed rules. They may be changed depending on the comments received. Quoting from the NPRM, "Interested persons are inHANG GLIDING

VISUAL FLIGHT RULES Minimum Flight Visibility

Flight Altitudes (a) 1,200 feet or less above the surface regardless of MSL altitude: ( 1) Within controlled airspace -

Minimum Distance from Clouds

3 statute miles

500 feet below 1,000 feet above 2,000 feet horizontal.

(2) Outside controlled airspace (b) More than 1,200 feet above the surface but less than 10,000 MSL: (1) Within controlled airspace -

1 statute mile

Clear of clouds.

3 statute miles

500 feet below 1,000 feet above 2,000 feet horizontal.

(2) Outside controlled airspace -

1 statute mile

500 feet below 1,000 feet above 2,000 feet horizontal.

5 statue miles

vited to participate in the making of the proposed rule by submitting such written data, views or arguments as they desire. Comments that provide the factual basis supporting the views and suggestions presented are particularly helpful in developing reasoned regulatory decisions on the proposal. Comments are specifically invited on the overall regulatory, economic, environmental and energy aspects of the proposals. In addition, the FAA is particularly interested in comments pertaining to the proposed weight and fuel capacity limitations for ultralight vehicles, since those limitations will determine whether or not the vehicle must be certificated as an aircraft. Anyone can obtain a copy of the NPRM by writing the Federal Aviation Administration, Office of Public Affairs; Attn: Public Information Center (APA-430), 800 Independence

1,000 feet below 1,000 feet above 1 statue· mile horizontal. Ave., S.W., Washington, D.C. 20591, or by calling (202) 426-8058. Communications should identify the number of the NPRM (docket number 21631; Notice number 81-6). Comments must be received by November 24, 1981, and should be sent in duplicate to: Federal Aviation Administration Office of the Chief Counsel Attn: Rules Docket (AGC-204) 800 Independence Ave. Washington, D.C. 20591 or comments can be delivered in duplicate to: FAA Rules Docket, Room 916 800 Independence Ave., S.W. Washington, D.C. Further Information is available from Ken Peppard, Air Traffic Rules Branch (AA T220), Airspace and Air Traffic Rules Division, Air Traffic Service, Federal Aviation Administra-

tion, 800 Independence Ave., S.W., Washington, D.C. 20591; (202) 426-8196. Many of the ultralights on the market today do not meet the 155 lb. weight limit and those manufacturers are not too pleased with the weight limit. They will be sending in a load of comments requesting a higher limit. The most commonly heard figure is 100 kg or 220 lbs. This would be more in line with international definitions and would allow almost all of the ultralights currently produced to remain unlicensed. Comments are also expected on the 21/z gallon fuel limit, which would severely restrict the flying time of many of the higherpowered ultralights with relatively thirsty engines. The FAA has stated that it is looking for comments on these areas, so there is a good chance that these specific rules could be changed. It does not appear probable that they will change their stance on hang gliders and treat them differently from ultralights. According to the NPRM, "Allowing hang gliders to operate without regulatory restrictions is not consistent with the responsibility of ensuring the safety of air carrier and other aircraft. If adopted, the regulation will act to deter flights with hang gliders that would present a serious danger to aircraft operating in their vicinity. Additionally, it would give the FAA a regulatory basis for enforcement action, if necessary. "Notwithstanding the potential for creating unsafe situations, the FAA recognizes the sport activity qualities of the ultralight vehicles and desires to keep those vehicles and their flight activities free from the airworthiness and pilot certification requirements when operated under appropriate operating rules, such as those proposed." There is also a warning in the wording of the NPRM: "It is hoped that the proposals contained in this notice will be adequate to ensure enhanced safety of flight operations. The FAA, however, will not hesitate to consider imposing additional requirements on ultralight operations if it is determined that the problems of safety and efficient use of the navigable airspace are not adequately resolved." ~

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A new idea being at Southern California sites to promote flying and provide an important service to the flying community is the use of a shuttle to the top of the hill. Carson is currently running a daily shuttle to the top of Mountain. His vehicle is an ex-Barbara Ann bread truck turned glidermobile by an ambitious flyer who wants to make a little money through his favorite sport. The shuttle is a real boon to hang gliding in several ways. It is a service to both flyers and the local community wuffos: pilots save wear and tear ou their own vehicles which no longer have to travel a long dirt road, while curious spectators can get a ride up to the top with pilots who can answer everything a wuffo always wanted to know about hang gliding. The local forest service is calm by a large drop in vehicle traffic in brushy mountain fire danger areas. And no longer have the frustration of getting their car stuck in nasty spots in the road. Also gone is the worry and hassle about how to get to the top and the need for a driver is eliminated. How did come to establish the shuttle? "I used to wait around in the landing area, looking for someone to give me a ride up, along with dozens of other pilots," he says. "Truckloads and truckloads of pilots would

by Lynn Miller Photos by Phil Warrender

schedule and passed them out to local hang gliding schools. Word got around very quickly and soon Jerry was taking up full loads at $3.00 a head every weekend. Jerry still manages to get in as much of his own air time as he desires. He simply flies off with the last group up, then retrieves the shuttle with a small motorcycle which he attaches The shuttle chugs up the hill.

show up every weekend, and no one would ever want to be the one who drove up. Re· trievals were long and tiresome after a long day of flying. So I started asking pilots if they would use a shuttle bus if I established one. The response was unanimous: 'yes!' A year it going later, pilots were yelling at me: already!'" "I saw the chance to make a little money through flying and who doesn't dream of paid while flying? So I started looking around for an appropriate vehicle. I found a 1951 Chevrolet step van that still said 'Barbara Ann Bread' on the side and I purchased it for $500. I invested a total of $1,000 more in mechanical work and remodeling, and I was in business!" put seats in the van and improved its suspension so that it could support a load of 14 passengers and their He got it a new transmission and a glass back window. Then he printed up sheets announcing his

his two favorite customers, (left) and Kris Hartlnlan.

to the front of the bus for the drive down. What advice docs Jerry have for anyone else desiring to start a shuttle service at their own site? "You must be willing to make a commit· ment to the shuttle," he comments. "You're very much pinned down to a job and everyone's depending on you. And you have to find time, in addition to running the shuttle, to maintain the vehicle. Some days you feel terrible be· cause you '11 just be pulling out of the landing area with a full load and another one or two pilots will pull up, their drivers pleading to be put on the shuttle. You just have to leave them there, disappointed." Indeed, Jerry's shuttle service has become so popular that he is already planning to expand it. He is currently rebuilding a VW van to accommodate seven more people with gliders so that no one will have to be left behind. The idea is to have one vehicle leaving for the top every hour on weekends. Finally, bright, bubbly Jerry will entertain you on the ride up with an endless string of flying stories and adventures if you sit toward the front of the bus. He likes to tell the story of the day he was having fun screaming down the curvy mountain road after dropping off a load. Jerry was merrily careening around corners with the empty shuttle swaying hard into the turn, drifting over the center line and flooring it out of the turn in an attempt to see how fast HANG GLIDING

he could get down. Lo and behold: red lights soon appeared in his mirror and he was forced to halt. "What on earth do you do with this thing?" a bemused cop came up and asked. Jerry inno· cently explained about his new service. "Is this your first trip in it?" wondered the amazed Jerry brightly exclaimed. "I'm cop. "Oh just getting used to it and it's a real bear to drive." He sighed sadly. "Well, slow it down," scolded the cop, "It doesn't look like you know how to drive it." And the relieved, chastised Jerry drove conservatively off. For· tunately, a heavy load prohibits all but the slowest, safest drives up the mountain.

Jerry's shuttle operates seven days a week. Runs leave the landing area daily at times con· venient for pilots and varying somewhat sea·· sonally to accommodate late summer after· noon flying. If you are planning to fly the L.A. area, please contact Southern California School of Hang Gliding for Jerry's current schedule and site requirements. SEPTEMBER 1981

(continued from page 29)

with consistency. He was in the top five every day. Steve Moyes had a slump in the middle of the contest, but he pulled into a solid third place. Contrary to popular opinion, you don't have to have manufacturer support to do well; Tim Joseph, Andrew Wilson, Dave Hanas and Butch Peachy proved that. Most everyone in the top 20 did some outstanding flying and many set personal records. See the table of daily and final results. The pilot's in-flight decisions were so important in this contest that it is difficult to make many definitive statements about glider performance. However, the UP Comet designed by Roy Haggard deserves special mention. Pete Brock, UP's owner, said they " ... developed the glider for the Classic and to meet the demands of cross-country flying". The effort certainly paid off; the Comet was the glider that most of the competitors chose to fly and it came in first everyday. The Meteor, build by Moyes, and the Demon, produced by Hiways/Flight Designs, also placed very well. Most of us hope to see more manufacturers become interested in crosscountry flying. Liz Sharp, the scorekeeper, was the single most important improvement in the contest's operation and management. She gave us accurate standings everyday and she competently managed the finish line operations, even under some very difficult conditions including lightning, rain and crazy people. When we interfaced with Liz, we felt like we were dealing with a professional operation. The Apple computer, programmed by John Green, also simplified score revisions considerably. And "Cowboy Rick" did an excellent job herding the trucks up and down the hill. Because of these people most everyone agreed that the contest was improved over previous years. Unfortunately, the rest of the operation appeared to be poorly managed and many of the rulings seemed quite arbitrary. The particularly sad aspect of this year's contest was that the inconsistent application of penalty points substantially altered the final standings. The X-C Classic still has a long way to go before it is run as well as other major international events. We definitely need more involvement from talented individuals, such as Chris Price, in developing rules and procedures for crosscountry competitions. The accomplishments of the participants at the Classic are helping make hang gliding more fulfilling for everyone. This year, pilots were talking about the day, maybe in two years, when we will have cross-country contests in flatland locations. UP said that sometime next year they will have an ultralight "tug" that will give us that capability. Then more pilots will have the opportunity to share in the fun. ""P'

TABLE OF DAILY AND FINAL RESULTS PL NAME

GLIDER

NATION

l Tudor 2 Pfeiffer 3 Moyes 4 de Glanville, M 5 Joseph 6 Wilson 7 Scott 8 Hanas 9 Peachy 10 Zinke 11 Greblo 12 Burnett 13 Lee 14 Lopes 15 Crapanzan 16 DeGroot 17 Huey 18 Arai 19 Fairgrieve 20 Kohmstedt 21 Reeter 21 Gibson 23 Mansuy 24 Price 25 Grigsby 26 Degersigny 27 Ray 28 Xavier 29 Gutierrez, M 29 Weingartner 31 Lenders 31 Harris 33 Adams 34 Bott 35 Robinson 36 Collins 36 Cidad 38 Rawlings 39 Mandel 40 Hudson 41 Borri 42 Lorentzen 43 Villasboas 44 de Glanville, C 45 Dunn 46 Pollar 47 Espinosa 48 Gutierrez, V 48 Gremion 50 Lozano 51 Barry 52 'Strebell 53 Stuart 54 Sheedy 55 Harvey 56 Piera 57 Renshaw 58 Coriat 59 O'Neill 60 Jarman 61 Friend 62 Castell 63 Iddon 64 Fry 65 Felipe 66 Matas 67 Stoll 68 Moser 69 Brillembou

Comet+ Comet+ Meteor Demon Comet Comet Demon Comet+ Comet+ Comet Comet+ Vampire Comet Comet Vampire Mega III Sensor++ Comet+ Typhoon Comet+ Comet+ Comet Vampire Comet Comet+ Aeolus Comet Comet Comet+ Harrier Comet Comet Sensor++ Viper Comet Comet Comet Pro-Air Aeolus Demon Vampire Comet+ Meteor Vampire Aeolus Typhoon Comet Comet Comet+ Comet Mega III Comet Vampire Bandit Demon Comet Pro-Air Comet+ Mega III Mega III Demon Comet Typoon Comet Meteor Comet+ Comet+ Comet+ Comet+

USA USA AUS FRA USA GB USA CAN USA USA USA USA USA BRZ

ITA AUS USA USA GB MON USA USA FRA USA USA SAF USA GER MEX GER BEL USA USA

FRA USA USA VNZ USA SAF GB ITA BRZ BRZ FRA USA GB MEX MEX MEX MEX AUS BEL NZ USA GB VNZ USA VNZ AUS AUS FRA BRZ GB CAN BRZ VNZ USA VNZ VNZ

2 5 4 2 12 6 21

7 27 8 23 56

3 27 38 51 37 19 .75 42 24 36 10 29 11 28 57 41 51 9 39 23 25 29 29 33 73 43 66 26 50 51 44 48 47 40 70 63 63 20 32 63 71 60 35 57 55 57 45 63 63 63 60 48 63 83 51 73 62 72

3 4 .75 .75 .75 16 2 .75 .75 .75 30 16 5 8 2 22 4 8 30 21 13 19 28 25 7 7 45 15 12 9 46 9 25 15 24 13 28 25 17 11 34 35 25 25 6 9 7 57 18 11 4 2 54 15 4 2 54 5 14 8 10 6 23 37 46 40 24 7 7 35 24 19 16 18 10 18 26 32 9 31 2 10 37 23 50 41 18 66 5 3 39 15 25 40 13 37 40 11 10 48 6 12 66 28 26 36 14 12 56 29 14 38 25 33 27 4 17 48 58 39 32 13 39 67 29 16 23 52 34 20 3 34 31 53 39 8 89 6 39 25 31 3 57 31 49 33 37 42 35 41 21 22 53 51 36 45 6 40 63 45 24 38 50 27 41 44 46 25 38 42 42 30 60 22 60 14 33 7 29 65 63 29 25 25 55 28 20 37 14 33 26 89 43 34 22 43 23 46 36 32 59 34 22 38 44 27 46 52 16 47 57 57 44 35 11 5 58 46 37 59 17 20 66 60 71 47 35 56 29 44 48 55 66 45 50 48 42 50 32 43 49 33 63 55 56 66 43 49 41 45 13 37 58 55 54 55 60 ' 8 58 41 58 30 65 52 61 66 61 54 57 51 51 50 47 62 61 52 49 58 66 61 63 53 58 54 61 63 39 69 66 71 68 51 64 60 61 56 64 69 66 61 58 64 69 66 61 78 32 59 76 71 53 89 69 66 61 68 64 69 66 61 66 53 62 63 71 78 74 69 66 61 68 64 69 66 61 78 74 69 66 60 63 89 79 66 71

7 2

3 22 23 20

5 12 7

8 17 68 11 14 32 19 34 50 16 21 18 35 30 26 6

13 25 9 51 4

33 15 37 28 10 38 24 68 27 39 31 61 49 57 36 40 29 52 54 56 60

55 53 64 64 64 62 64 64 64 64 73 64 64 64 64 64 64 64

FINAL 18.25 26.25 66 119 121 129 131 133 140 144 152 154 160 165 170 172 175 183.75 190 191 192 192 196 203 214 225 226 227 231 231 239 239 246 252 257 264 264 266 267 269 279 293 301 309 310 321 329 330 330 332 340 348 379 388 392 405 408 417 431 443 445

449 450 455 462 463 465 473 504

NOTES: l. Standings as of July 23, 1981 2. + UP Comet OVR + + Sensor 510 3. GB Great Britain; BRZ Brazil; AUS Australia; FRA France; CAN Canada; USA United States; ITA Italy; MON Monaco; SAF South Africa; GER Germany; MEX Mexico; BEL Belgium; NZ New Zealand.

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light withom a chute is every bit as stupid as flying a hang without one. And the short time involved makes it very obvious that a chute won't do any if the pilot doesn't practice i1 out in a big hurry. Structure. The right. wing folded up at the root. The likely cause is a tension failure of the lower spar tube. The temptation is to say, "So use a thicker tube and it won't hap· pen " But the original tube may have been thick enough A number of other can cause a failure. A crunched landing can subject a structure to very high momentary stresses. Unless an aircraft is thoroughly rnspected afl:cr every crunch, there is a good chance of a tube going undetected until it fails in flight. Corrosion is another possible cause of failme. In this case, though, there was no evidence of corrosion, but in rigid, double sur·

upward. The control surface at the trailing or the canard, at a higher wing loading, docs not move up as fast. So as the canard moves up in response to the gust, the control surface folds downward. This is the control motion for "up" canard that increases the angle of attack of the main wing. The end result. is that a canard wants to pitch up when encountering a gust and the control surface will move to increase that pitch up, so G loadings in gusts can be somewhat higher in a canard. The fix for this effect is to mass balance the control surface on the canard. This in· volves mounting a weight on the control sur· face placed so the control surface balances around its hinge line. This eliminates the tendency for the control surface to fold down in a vertical gust, and it also has the benefit of helping to prevent flutter of the control sur· ·g. face at high speeds. As mentioned earlier, this ~ is probably pot a factor in Jett's crash, but it '·~ came out in the investigation and is presented as a topic or interest to canard Hyers and ;; designers. Speed. Now here we have a very likely con· 'E tributor to the structural failure. Speed isn't dangerous of itself. As long as the structure is stressed for the drag loads, speed isn't a lem in smooth air and level flight. The lem is the amount oflifr a wing can generate at very high speeds. At stall, a wing can generate just enough lift to hold a plane in the air, or one G. The amount of lift possible varies as the square of the increase in speed double the speed and the wing can generate four times the lift. Therefore, a plane flying at twice its stall speed can generate four Gs before the wing will stall. Estimates of the of the Goldwing just before the wing folded arc about 70-80 mph. Assuming a stall speed of20 mph, that means the plane was going four times its stall speed, and so could develop four squared, or 16 Gs. Even assuming a stall Gene Richard "Jett" Kerby of 25 mph still results in a possible G loading face wings, corrosion can eat away at alumi· of 10.2 Gs at 80 mph. So in theory, the Goldmun like termites in a house. If you find any of wing could develop enough lift to tear off a the aluminum in your aircraft is discolored or wing that was adequately built to take 10 Gs. has a white powdery stuff on it, especially A quick run through some equations showed around the bolt holes, it's time to tear your that a good-sized thermal could cause enough bird down and have the structure inspected by of an increase in effective angle of attack to someone who knows aluminum and corrosion. cause the wing to generate that much lift. We It's also a good idea to put in inspection plates will do an article on this subject in the near and removable covers at all the critical locafoture, but for now, the numbers have a message. The message is Maneuvering Speed (Va.) tions where structural stresses arc highest, so inspections can be made frequently. It's one of the most important speeds in flying This is not likely the cause, but at a a plane safely in turbulence. If a structure is designed to withstand 9 Gs before breaking, meeting in Orange County to discuss the crash, the airplane will probably carry a "limit load" Frazier described an interesting char· of6 Gs, using the usual 1.5 factor. The actcristic of canard aircraft when encountering a gust. Most control surfaces arc relatively maneuvering speed is the 'speed at which the denser than the main wing (or the canard), so, wing can generate 6 Gs of lift. So, in if an airplane is Down al its maneuvering in a sense, they have a higher wing loading. If a canard encounters a vertical gust, it is forced the wing will stall before the structure is over·

J i

On Saturday, July 18, at about 3: JO, Jett Kerby was fatally injured when the right wing of his Goldwing folded up and then fell off, allowing the rest of the plane to plunge to the ground. No sane pilot can witness that and remain the same. It is a grim spectre or what a slight mistake can bring to any one of us. But we can do more than express our shrug our shoulders and say, "Sacrifices must be made." We can study the crash, and the circum· stances around it and look for all the contribu· tory factors. It is glib and reassuring to blame a particularly frightening crash on pilot error. It eases our fears. Afrer all, we wouldn't make the same mistake. Hut the fact is, it could hap· pen to any one of us. So let's take a look at the crash and try to learn something. It's the only way we can pre· vent a repeat. Chutes. Jett Kerby was not wearing a chute. Witnesses estimated the elapsed time bet.ween when the wing folded and when the plane hit the ground at four to five seconds. Altitude was 150 to 200 feet. Correct chute deployment procedure is: Look (at your chute), Reach (grab the chute), Look (for a patch or open sky), Throw (toss the chute at the open space). Recite it to yourself as you go through the motions. How long does it take? One or two seconds? Hang gliding chutes can work from this low an altitude (ask Rich Grigsby). A chute just might have saved Jett's life. Even if it only opened on impact, it mi[;ht have absorbed enough of the momentum to reduce the dam· age to perhaps a broken leg or hip or a couple of broken ribs. The conclusion is obvious: flying an ultra" 36

HANG GLIDING

stressed. Whenever turbulence is encountered, the operation manual says to reduce speed to maneuvering speed to avoid damaging the structure. As an example, a Cessna 152 has a stall speed (flaps up) of 48 knots, and a maneuvering speed of 101 knots. The airplane has a limit load of 4.4 Gs. The same Cessna has a never-exceed-speed of 149 knots, but this is approached only in the smoothest of air and with very gentle control motions. At 149 knots, a sudden jerk on the control yoke could snap off the wings. With the higher horsepower and higher thrust available, speeds are increasing dramatically on many ultralights. Some may be stressed to 6 Gs, some may be stressed to 10 Gs (which means limit loads of 4 and 6.7 Gs respectively). At the higher speeds now becoming possible, those loadings can be exceeded without radical maneuvers, simply by encountering some strong lift or in some way increasing the effective angle of attack. It is imperative that student ultralight pilots be given thorough instruction in the meaning and importance of maneuvering speed, and that manufacturers carefully analyze their machines and notify their owners of what a safe maneuvering speed is for each model. It's OK to go over that speed, but not if you are going to do steep turns or rapid climbouts, or if the air is bumpy, or if you are going to for any reason use a rapid control input. Rapid climbouts. These were the order of the day at Elsinore, with each manufacturer trying to prove that their reduction-drive Cuyuna gave a more impressive climb than the next manufacturer's reduction-drive Cuyuna. The drill was to blast down the runway to get up a good bit of speed and then haul back on the stock and do an impossibly steep climbout for 50-100 feet until the speed bled off and the airplane approached a stall. Then, the nose was lowered and the rest of the climb was done more gently, or a second steep climb was done after the airspeed was built up again. This is a tremendous crowd-pleaser and I admit I enjoyed the demonstrations too. It's just that I .can't help but think what would happen if one of these two-stroke engines happened to burp at 20-40 feet (or break a belt or sieze or ... ). At the very steep angle of climb, a safe recovery would be difficult, if not impossible. I have two suggestions. The first is one from Steve Grant, which will probably be mandatory at future Elsinore fly-ins, namely to do steep climbouts only from an altitude of at least 300-500 feet (not the 150-200 feet at which Jett Kerby apparently began a climbout attempt). That's low enough to impress the crowd and high enough to allow a recovery or a parachute deployment if there are problems. The other suggestion is to change the nature of the competition. The steepest angle of

SEPTEMBER 1981

climb to 50 or 100 feet is meaningless. Rate of climb that can be sustained is far more important. So how about timing the climbs from ground level to 1,000 feet or so? The first one to 1,000 feet is Climbout King. And for those who need a really steep angle of climb, just build a high-ratio reduction unit, hang a monster prop on it and re-invent the helicopter. ~

BOOK REVIEW Soaring Hang Gliders, by Ann WeJch and Roy Hill, John Murray, Ltd., London, 160 pages, soft cover, $10.95.

Ann Welch & Roy Hill

The second portion of the book goes into soaring weather, thermals, cross-country planning and the like. There are quite a few cloud photos and weather maps that aid the explanations. The third and shortest part of the book is given to advanced techniques, mountain flying, parachutes, competition, towing and powered ultralights. Soaring Hang Gliders covers much of the same ground as Dennis Pagen's book, Hang Gliding for Advanced Pilots, but Ann Welch and Roy Hill take a different approach. Pagen takes an almost scientific approach, trying to explain everything that has an effect on flying, while Welch and Hill seem more pragmatic, as if answering the question, "What do I need to know to fly?" Perhaps this is a result of their long experience as instructors. Their information is organized well and is presented clearly, so the reader doesn't have to decipher it. This is a British book, but except for a phrase here and there and an aerial photo or two that are unmistakably England, there is little to betray its origin. The techniques of soaring are universal. Pilots from Australia to Zambia (and even in Southern California) will find this book an excellent aid in progressing from sled rides to cross-country flights. ~

EVERYONE WAS AMAZED My instructor couldn't believe my progress and one of the flyers thought I was a hot pilot pretending to be a student. I could talk hang gliding like a pro and I flew better than any other novice on the hill.

Soaring is the ultimate goal of hang gliding - to stay aloft using ridge, thermal, convergence and wave lift to achieve high altitudes, to cover long distances, and in general, to spend as much time as possible in the air. Soaring Hang Gliders is aimed at the pilot who already knows how to make a safe and consistent sled ride and is ready to expand his (or her) skills. It starts off with a description of the skills needed to make a first soaring flight in ridge lift. Included are some excellent diagrams describing proper flight path and how to do top landings. Next is a section on hang glider characteristics, followed by an explanation of glide polars (graphs of sink rate vs. air speed). Even more useful than the glide polars is a chart showing turn performance - how much altitude is lost in a 360 degree turn at various angles of bank. The chart assumes a straight ahead minimum sink rate of 230 fpm, but two minutes with a calculator can correct this for the exact sink rate of any particular glider.

My secret? I read Dan Poynter's book before my first lesson. In just a few evenings at home, I breezed through Hang Gliding, The Basic Handbook Of Ultralight Flying and learned all about the sport. It made me an instant expert on weather, materials, design, construction, the principles offlight and I even picked up the basics of flying. It must be a good book, it was the first on our sport and it has been updated nine times; over 125,000 people have bought one. To get your copy of this fun, easy to read book, send $7.95 (includes shipping, Californians add 48a: sales tax) to:

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GUEST EDITORIAL Why Do I Belong to USHGA? by Vic Powell Ever ask yourself that question? Almost every member does at least once a year at renewal time. Many flyers and non-flyers obtain some major benefit from the association that they can cite as the prime reason for reupping. Looking hard at why you are a USHGA member can be helpful to both you and the association. Perhaps the place to start is to consider why there is an association. Obviously if an individual is not interested in flying or hang gliding, they are unlikely to become a member. Commonality of interest, therefore, is the glue that holds us together. The communication and expression of that interest is the basic reason for the association. The USHGA didn't always exist. It was created by people who envisioned the organization as a better means for growth of the sport. Its service to the sport continues to this day. There are three main reasons for the creation of any association: bring individuals together in an atmosphere that promotes mutual confidence and respect, accomplishment of things that cannot be effectively done by individuals acting alone, and improvement of the activity served by the association. An association encourages individualism and competition. It promotes mutual confidence and respect. Competitors - individual or business - who can communicate with respect are almost always better competitors. An association provides the mechanism for people to gather together to help improve and govern the activity within a democratic context. The electoral process provides an opportunity for new input and for members to guide the activity's development. An association can help discourage practices that are harmful, ethically objectionable or economically unsound, benefitting both business and the consumer. It can encourage and create educational programs for its members. It can promote individual initiative and serve as a forum for the expression of ideas. The bottom line is that it improves the activity served by the association. How does the individual member benefit from USHGA membership? There may be as SEPTEMBER 1981

many reasons as there are members. Everyone is different, everyone has their own priorities, everyone brings their own background to the sport. But some things can be enjoyed and appreciated on a wide basis. Why are you a duespaying member? Consider these reasons: * I owe it to myself to help my sport move forward at the local, regional and national level. * It takes strength of numbers and concerted action to accomplish worthwhile objectives. More can be accomplished collectively than individually. * My association keeps an eye for me on the federal government and actions that could adversely affect my sport. * Through membership in my association I obtain reports and publications prepared with my interests in mind. * Regular meetings and the national championships bring to me information and ideas. * I have many friends among members, people whom I enjoy being with for friendship's sake, as well as for business reasons. My life is richer and more worth living through belonging. * Committee projects and other activities of my association enable me to contribute, to do my bit for the sport. * The cost of belonging is small compared with what I get in return; it is very low rent for the place that I occupy in the sport. * Although other problems require my attention, the officers, directors and headquarters staff keep working with my sport's interest in mind. In such times maintaining my membership is a vote of confidence in them, which they deserve, and which I am happy to bestow. * I have the opportunity to develop my flying skills by talking with and competing against fellow flyers across the country in official meets, and from reading my association's magazine. * I have the opportunity to capture official aviation records that are recognized worldwide.

* Through my voting privilege I have the opportunity to help determine who will be chosen as the elected leaders of my association. * I have the opportunity to give my views to my association and the elected leaders, helping to guide the development and direction of my sport. * I am interested in my sport and want to see it grow and improve, and I want to advance with it. * My association offers the opportunity to earn flyer ratings and flight performance awards. There are many additional reasons for being a USHGA member; this list is by no means complete. Perhaps I have touched on some that are important to you. One of the basic factors is that in this country, USHGA and hang gliding are synonymous. They grew up together, the association promoting, guiding and developing the sport. And while hang gliding and USHGA have come a long way, the golden days are still ahead. You can help and participate. Being a USHGA member is an important first step.

·~·

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(continued from page 21)

demonstration of an ultralight towplane, the Pterodactyl Ptug. Jay Leitschuh used the Ptug (a Pterodactyl with a reduction drive Cuyuna and a pivoting tow mechanism) to tow Mark Hays aloft in a Fledgeling. They circled the fly-in, released and landed with no problems. One pilot commented that the Ptug could tow one particular ultralight into the air faster than it could climb on its own. Later on Saturday, an Eagle tried the waters of Lake Elsinore when its engine quit. The pilot did part of a turn and nosed into the muddy shallows, scattering pieces of his airplane. The plane was wrecked, but the pilot got away with just a few bruises. Sunday started off with an 18-mile (36 total) race to Hemet, CA for breakfast and back. Jeff Stephenson won in a Mitchell B-10 with a total time of 37 min., 37 sec., followed by Steve Patmont in a B-10 with Podule in 41:34, Tim Meade in the P-38 in 41:53 and Jay Leitschuh in the Pterodactyl Ascender (Ptraveler with reduction drive Cuyuna) in 43:37. Walt Podelec landed at Hemet-Ryan airport rather than the designated ultralight field and had to dismantle his Quick on the spot. The airport authorities refused to let him take off. While the cross-country flight was underway, the bomb drop was held and Walt Kole nailed three out of three in the target to take first. Mike Lambert and Andrew Zsoter, both in Quicksilvers, took second and third with one hit each in the target. The efficiency contest was the final event of the meet. Pilots had to take off, climb to 3,000 feet and return, using as little fuel as possible. There was good lift over the nearby hills, so thermalling to altitude was the name of the game. Jeff Stephenson won easily in his B-10, using 38 ounces of fuel. Steve Patmon! had to settle for second, using 71 ounces, and the Pterodactyl Ascender used 92 ounces with Jay Leitschuh piloting. Throughout the day, more hang glider pilots flew in, including "Dangerous Dave" Gibson who put on an aerobatic show with his smoke bomb-equipped Comet. As the fly-in wound down, Sunday afternoon, the organizers, meet officials and a few pilots be gain to talk in groups of two or three. They talked about the fly-in and how future meets could be improved. Even as they spoke, their voices were drowned out by the noise of one or two ultralights flying low over the spectator area, with the pilots waving to their friends, unaware they were the subject of discussion. There was more talk over dinner and there will be more still in the coming weeks. Future fly-ins (Steve Grant says he will probably hold one in November) will probably have mandatory parachutes and much tighter air traffic control as a result of the events at Elsinore. ~

DIRECTOR'S CORNER

Ae1·i;1I

REGION IX - Washington, D.C., Delaware, Virginia, Maryland, Pennsylvania, West Virginia, Ohio, Kentucky Region 9 contains more than 900 USHGA members living in Washington, D.C., Delaware, Virginia, Maryland, Pennsylvania, West Virginia, Ohio and Kentucky. This is a large area of widely-varying topography. We have the coastal tidewater flats, the Allegheny and Blue Ridge Mountains and a little of the midwestern plains. The flying in Region 9 is just as varied as the geography. We have some outrageous ridges for "easy" cross country, while some of our troops are racking up impressive mileage in flat land thermalling. I predict a 100-mile flight this year on the East Coast. Towing is becoming more popular in this region. I anticipate seeing some X-C flights coming off tow this summer or fall. Power continues to gain popularity as ultralight technology advances. Just as Region 9 encompasses a varied geographic area, the pilots in this area are varied - beginner to Hang V, competition and recreational pilots - power, foot and tow launch. The USHGA serves them all. I am aware of the present controversy of power versus foot-launch. I don't know exactly where we are going to end up regarding this controversy. Our sport is growing and evolving. As a member and regional director of the USHGA, I am part of that growth and evolution. I listen to my constituents, I use my experience and judgement and I work to make the organization do the most good for its members. I don't think it would be fair for the USHGA to deny its services and expertise to some of its membership because they fly power, nor do I want to see the USHGA dominated by "motor heads." I don't think either extreme is going to happen. The USHGA works. It works for the membership and because of the membership. Hang in there; it's worth it. ~

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HANG GLIDING

(continued from page 28)

lift to raise the glider back up to the levels of 137 ** Steve Moyes the good conditions. If, as is often the case, 113 Rob De Groot about half the time is spent climbing in ther- **** George Worthington 115alsol05 mals and not progressing over the ground, and 111 Colin Barry if the best LID true air speed is 30, the glider 123 Ian Jarman would have to be in the air for ten hours to 125 also 110 ** Jeff Scott achieve 150 miles. But with a 20 mph tail 115 Mike Rabe wind the glider is "blown" 100 miles forward 112 Rick Culbertson while merely staying airborne for five hours. Tom Vayda And if you are still not convinced of the impor165 also 128 *** Larry Tudor tance of a strong tail wind in long distance Dudley Mead soaring, you might want to consider the fact 139 Rich Pfeiffer that the present U.S. nation sailplane distance 138 Miguel Gutierrez record of 719 miles was achieved with a 20 132 Mike de Glanville mph tail wind during the seven-hour flight. 119 David Harris The conclusions that can be drawn from the 115 Tim Joseph flight experiences of the I 00-milers of 1981 are 114 also 106 ** Jeff Burnett as follows: 109 Jeff Huey I) The next distance record (exceeding 168 Ted Zinke 108 miles) will have clouds and a strong tail wind. 105 Alan Reeter 2) The new generation hang gliders, espeRich Grigsby 103 cially the Comet, give the pilot a much better 102 Dave Gibson chance to go over 100 miles than was previous123 ** Tom Kreyche ly believed possible. The performance increase Crapanzo 102 is a major one. Cerro Gordo total - 18 Gunter total· 16 3) Cerro Gordo is still king of the 100-miler Mojave Desert total- I Germany total- I sites. Australia total- I Sandia Crest total- I 4) Flights of 100 and even 150 miles are The total number of I 00-mile pilots is now possible in the flat-land areas of the U.S. if the 34. Twenty-six new members joined in 1981. gliders can be towed up to 2,000 feet AGL, by Eight out of nine joined in one day, taking off winch or towplane, on days with good clouds from Cerro Gordo. Fourteen out of 65 joined and a strong tail wind. in one day, taking off from Gunter.~ 5) A flight of over 200 miles is well within the capability of the modern hang glider. If the pilot could achieve an average "still air" pro· gress of 18 mph for six hours, and be blown forward at a rate of 20 mph for just five of those six hours, the distance covered would be 208 miles. Then we can start the 200-mile club. These are the lessons that 1981 has [rt?«~~ ,nw, ~ ad brought us in the area of cross-country =de&<eddistance flying. Below are the names of the pilots who have Yk ? ? ~ ~ p« ~ ad joined the 100-mile club over the past five p«~fod.years. Asterisks denote the total number of 100-mile flights for that particular pilot.

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1977 Jerry Katz 1980 *** Larry Tudor ** Tom Kreyche **** George Worthington Eric Raymond Joe Binns Keith Cockcroft ** Steve Moyes 1981 Jim Lee ** Joe Greblo Ron Gray Helmut Denz Scott Smith Butch Peachy

SEPTEMBER 1981

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Edited by Glenn Brinks Soaring Times Utah H.G. Assn. (#58) P.O. Box 14 Draper, Utah 84020 The F.C.C. is looking for a couple of hang glider pilots who have been transmitting on unauthorized channels. It sounds like two guys talking about ridge lift and soaring. If it sounds like someone you know, tell them they are breaking Federal laws. We'd hate to see any of our fellow flyers get socked with a $10,000 fine or something. There are two new flying sites. Both are in the Henry Mountain range which runs through Price, Green River and Hanksville. The first site is 25 miles from Hanksville and is accessible by passenger car. It is 10,500 ft., with a smooth shell takeoff and a 12 mile face similar to Timpanogos, facing straight west. There are plenty of large meadows to land in. The second site is on top of Mt. Helen. There is a 4 WD road that comes out at the 11,000 ft. takeoff. The desert floor is 4,500 ft. and this peak is the last mountain in a chain. Bob Wilding thinks it would be possible to pass around the north end and fly the 25 miles to Hanksville. There is a dirt road that you would follow and be able to land on at any point. After two blades and a gallon of sweat, Gayle Calvert and his chainsaw removed the scrub oak and made simultaneous launches possible.

Newsletter Alabama H.G. Assn. (#76) 1843 16th Ave. S., #F-3 Birmingham, Ala. 35205 First edition of the newsletter for the AHGA. The club now has almost $200.00 in the account at the Credit Union. That's going to come in handy for cookouts, fly-ins and ramp repair. New pilots, don't forget to sign a release form before flying the Springville site.

Skyline Capitol H.G. Assn. (#33) P.O. Box 64 Annandale, Va. 22003 Les King announced that Barbara Isom was in Holy Cross Hospital for major back surgery (not a flying injury). She has told her doctor 42

that she intends to set a new record on recovery time so she can get started on the physical therapy needed to get back to flying and to try out her new Harrier at High Rock. Skip Rifkin reported that the Washington County Park Commission was favorably impressed by the presentation CHGA made. (The presentation concerned an easement to gain access to the air space over High Rock, and thus authorization to create a running launch.) We have been given the OK to speak before the County Commission. Records? Mike Brewer gained 13,000 at Owens. Steve Krichten got five hours and 39 minutes at High Rock. Tim Brueser is looking for help to complete the cross country site directory. He has all the materials and just needs help sorting it out and researching contacts. He had a major mishap at High Rock and ended up at the top ofa tree with a compound fracture in the leg, head injuries and a totaled control bar. Tim will be in a cast for 5-6 months, so keep the cards, letters, phone calls, etc. coming. (Maybe visits could include help with the cross country directory?) Many thanks to Juan Sonen, Pete Fulton, Cris Litz, Greg Molenar and the Blue Ridge Mountain Squad for their help in getting Tim safely down and to the hospital. We are attempting to contact a professor in Baltimore who lectures on the soaring techniques of birds. There was unanimous support and interest in inviting him to an upcoming meeting. The Zirks site is closed to free flying. The only landing allowed will be under the personal supervision of Harold Weinecke (301) 729-6622. Woody Jones has joined an elite group of pilots. He is now a member of the Order of the Raven, having soared over an hour at Grandfather Mtn.

Newsletter Crested Butte Soaring Society (#98) P.O. Box 294 Gunnison, Lo. 81230 First edition of the newsletter for the C.B.S.S., a new USHGA chapter. Congratulations to Skip Hewitt and Mark Nesley for their simultaneous 50-mile flights from DeBeque, Colo. to Glenwood Springs, Colo. For pilots passing through the area, flying information is available from Rusty Whitley (303) 641-2981 or 641-4353 or Dusty Buckler (303) 349-6720.

The Flutter Empire H.G. Club (#83) 59 Campbell Rd. Buffalo, N.Y. 14215 "Well done" goes out to Ron Pinkerton of the Finger Lakes Flyers, for his superb job of transporting flyers and their equipment from the gate to the launch at Hammondsport. Anyone grateful for the quick convenience, feel free to give Ron a buck for gas every so often.

Newsletter Southern N.Y. H.G. Pilots Assn. Inc. (#47) 31 South Rd. Katonah, N.Y. 10536 A final financial report on this year's regional meet. There were 25 pilots entered at $15 per pilot. Total income - $375, USHGA sanction fee - $175, pilot to USHGA competition fund - $25, chief judges partial expenses - $100, one port-a-john - $80, balance - $5 loss. Well, the membership wanted a cheap meet and this was run on the barest of budgets. Thanks to many who absorbed additional expenses. Congratulations to Harry Suds and Sandy for finally going tandem on that "long & slow sled ride of matrimony." A new liability release must be filled out completely and notarized in order to fly Brace Mtn. Info available from John Pettinato (203) 929-5715. Video man for hire - experienced cameraman with the latest equipment will be there to capture your flying on tape. Rafael Castro (914) 343-7636 or 651-7100.

Power Up Los Angeles Ultralight Assn. (#100) 20502 Kittridge St. Canoga Park, CA 91306 New Chapter. The SSA homebuilt sailplane workshop is coming up Sept. 4-7 at Fantasy Haven Gliderport and some of the members are planning to car pool and share a room to cut expenses. Steve Mahrle has a new ultralight design in the works and will soon be ready to cover. Negotiations are underway for a permanent site - with a 4,000 ft. paved runway! Efforts will be made to get flyers from all over the L.A. area to use the site. HANG GLIDING

The Oregon Hang Glider Oregon H.G. Assn. (#36) P.O. Box 5592 Portland, Ore. 97228 A letter from the Parks and Recreation Division of D.O.T. states that, "The rules now specify that only hang gliders powered by human power may be launched, used or landed in state park areas. We are in the process of preparing updated hang glider rules posters for installation at Cape Kiwanda in the near future." So motorized ultralights are out, at Cape Kiwanda.

Free Spirit News Free Spirit H.G. Club (#78) P.O. Box 13 Elmira, N.Y. 14902 The fourth annual WELM/Free Spirit H.G. Meet will be held again this year on Labor Day weekend (Sept. 5-7). WELM will be sponsoring the meet for us again this year. They will provide the $1000 prize money, trophies and the Ed's Head's. Tom Dodge will be meet director. Tom Cassetta sends a special thank you to all the landowners who help make our sport possible. Katydid is closed until the fields are clear of all crops.

Newsletter Wings of Rogallo (#66) P.O. Box 406 Milpitas, CA 95035 Fred Stoll is offering parachutists' safety knives at cost for $5 each. These are small, lightweight knives that can be used to cut away from a parachute or harness in an emergency - landing in deep water or high winds. He is at 1375 Montecito, #21, Mountain View, CA 94043. The WOR annual picnic is Sept. 26 at Ed Levin park in Milpitas, starting at 10:00 am. Launching, landing or flying a sailplane, glider, balloon, body kite, hang glider or other device designed to carry persons or objects through the air is prohibited in the Los Padres National Forest according to a letter from the acting Forest Supervisor.

The High Flyer Alaska Sky Sailors Assn. (#2) P.O. Box 144 Girdwood, Alaska 99587 A letter from Eugene Morris at the FAA in Alaska says there are no complaints or accident reports on record about hang gliding.

SEPTEMBER 1981

Ken Knecht of Eagle River set a new Alaskan distance record of 21 miles and Floyd Griffeth of Anchorage set a new altitude record of 10,800 ft. MSL. Congrats to Mark and May Elliot on their baby boy, Morgan David.

The Current Flyer Northern Sky Gliders (#35) P.O. Box 364 Minneapolis, Minn. 55440 Lillydale has been flown a few times. Sounds like all the hard work everyone's put into that site is beginning to pay off. Heartfelt sympathy to Steve Swanson whose glider was eaten by the Hager tram. Columbia heights is closed to flying whenever a softball game is going on there.

compass, matches, space blanket, knife, (reachable in case of tree landing), first aid equipment, water flask, warm clothing, pretested and practiced oxygen. Don't land anywhere near livestock and don't scratch below the ridgeline south of the main site; hope for a thermal on your way out to the highway.

Newsletter editors, you can help the Chapter News column a lot by putting your newsletter name, name of your club, your chapter number and address on the front page of the newsletter. Many come in missing some or all of that information. Try to let us know way in advance of your upcoming events. Thanks. G.B.

Flier Ultralite Flyers (#31) P.O. Box 81665 San Diego, CA 92138 Chip Creech set a new San Diego distance record by flying 36 miles to Warner Springs from Horse Cyn. Mike Schuster and Glen Volk made it to Borrego Springs, for 34 miles. The county requires that ultralights must land and take off at county airports.

Sandia Soaring News Sandia Soaring Assn. #73) P.O. Box 194 Cedar Crest, N.M. 87008

glider sail cleaners CLEAN SAILS ARE A MUST' FOR PROFESSIONAL RESULTS CALL OR WRITE US FOR DETAILS OR DROP YOUR SAIL OFF WITH US AT OUR FACILITY

Gerry Greer of the Forest Service has decided to issue the Crest user's permit to the SSA now, instead of waiting for the ramp issue to be resolved. Greer and Boyden are still working on getting some form of reimbursement out of the broadcasting companies in order to restore the ramp to a usable state. The Forest Service would like to publish a Forest Service brochure dealing with hang gliding. It would be informational for the "wuffo" and would also contain flying rules, regulations and contacts for out-of-town pilots.

Flocker Newsletter Rocky Mtn. H.G. Assn. (#50) P.O. Box 1775 Boulder, Colo. 80306

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There is a new sock on Mt. Zion (Lookout) courtesy of Ron Marsh. Thanxx! Williams is a wilderness flying site. Do not run down range alone or unannounced. Fly in pairs and maintain constant visual contact. Take: lit strobe light, CB (workable in flight),

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Schools and Dealers ARIZONA

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.

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

COLORADO

SOUTHWEST ULTRALIGHT AVIATION - Salesservice-lessons. Hummer, Hummingbird, Tom Cat. 2761 N. Country Club, Tucson, AZ 85716. (602) 795-2829.

ASPEN HANG GLIDERS & ULTRALIGHTS Lessons, sales, service. Dealers for Manta, Bennett, Wills, U.P., Lancer. Also, Kasperwing & Soarmaster motorized ultralights. Box 7115, Aspen, CO 81611 (303) 963-1504.

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.l. and B.G.I. assure the best training available today. Radio training, flight simulator, computer testing and audio visual available soon. Complete dealer training also available. Call or write the U.S.A. nearest you. U.S.A.'s Mile-High Ultralight Airport, Box 670, Holbrook, AZ 86025, (602) 524-3828. U.S.A.'s Tucson Ultralight Airport, 245 S. Plumer #5, Tucson, AZ 85719, (602) 628-1737. CALIFORNIA

Rogallos

ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050.

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.

FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888.

CONDOR 224 - wt. range 165-230. Multi-color .sail. Unsurpassed beginner-intermediate glider! Can ship anywhere in rugged container. $795. Many others - call! UP of UTAH (801) 572-1537. LAZOR 190 - White/blue, good performer, $300. Mike (805) 496-5549. MEGA 165, great shape, $895. COMET 165, $1350. (801) 254-6141. NOVA 190 - $700. 1978 model, just checked by shop. (415) 549-0299. RAVEN 209 - Excellent condition, $900. (714) 968-2176. 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. C5A wht., gold, yellow, $575. SPYDER 192 - wt. range 170-220. All white sail. Excellent intermediate glider with xc potential! Can ship anywhere in rugged container. $695. Many others - call! UP of UTAH (801) 572-1537. STRATO MAXI - Excellent condition. Good intermediate. $500. Sunbird harness with Windhaven chute $150. Call (714) 878-2063 after 6 p.m. 3 GLIDERS MUST GO - Mega II $995, Fledge IIB 1980 $995, Seagull Sierra new $695. Don Chambers (805) 683-1130. TRADE IN YOUR MOSQUITO or other quality glider on the purchase ofa UP Comet or Gemini. You bet we take trades! UP of UTAH (801) 572-1537. UP GEMINI 164 - wt. range 140-215. White sail, red leading edges. UP's great new beginner-intermediate glider. Demo unit, low hours, $1395. Used from $995. Many others - call! UP of UTAH (801) 572-1537. WILLS WING SST IOOC- 10 hrs. airtime. Rainbow sail, UP prone harness w/chute. Bennett chute, new, never on harness. Must sell. Best offer/will sell separate. Steve (213) 277-0588.

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

ULTRASPORT, INC. is the only Southern California school dedicated Only to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. Cali or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896,1805.

HANG FLIGHT SYSTEMS - Certified instruction pro· gram, 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 IIB (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. Mil pas, 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 & equipment are available! For information or catalog, write or call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL. We sell and service all major brands, parts, accessories. USHGA certified instructors, observers serving northern California since 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. MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of Mission Ridge in the "Old School.'' 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SOUTHERN CALIFORNIA HANG GLIDING SCHOOLS, since I 974. Largest and most complete hang gliding center in Southern California. Featuring Flight Designs, UP and Wills Wing. All other brands available. Large inventory of parts and accessories. Beginner to ad· vanced instruction with USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411. (213) 789-0836. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631.

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. Deal· ing Lancer, Stratus, Manta, Highster, Sunbird and Bennett. We have complete airframe, sail repair and custom fabrication facilities with a huge inventory of parts and accessories. Seagull replacement parts. Call or write for free information: 572 Orchard, Golden, CO 80401 (303) 278-9566. LEADING EDGE AIR FOILS, INC. · Write for our com· plete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. CONNECTICUT 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. 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. ILLINOIS FARSTER HARNESS - RR#3, Dixon, IL 62021 (815) 652-4589. Designer and builder of all types of harnesses. Write or call for size sheet and price list. Serving Region 7 since 1976. Dealer for Stratus and U.S. Moyes. New, demo and used gliders in stock. MARYLAND MARYLAND SCHOOL OF HANG GLIDING, INC. Serving the Washington D.C. and Baltimore areas. Complete line of gliders and equipment. USHGA certified instruction. (301) 628-6177. MICHIGAN ECO-FLIGHT HANG GLIDERS - Located near Michigan's hottest soaring sites. Learn on forgiving sand dunes, or soar the many bluffs. USHGA certified instruction. Dealers for Wills Wing, UP, Moyes, Flight Designs, Sensor, Bennett. Accessories, expert repairs, ratings 1-4. 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 tne new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan 48160, (313) 439,8637.

HANG GLIDING

USHGA FULL VOTE IN MEMBERSHIPS ANNUAL REGIONAL DIRECTORS ELECTIONS

POWERED

SELF-REGULATION

INTERVENTION BY SUPPORTING THE ORGANIZATION

FUN IN LOCAL FLY-IN CONTESTS

"NOVICE RATING" BY PARTICIPATING

FULL MEMBERSHIP INCLUDES 12 ISSUES OF HANG GLIDING

BE ELIGIBLE TO HIGHEST RATING LEVEL,

CLAIM WORLD AND NATIONAL RE~:CORDS

AND NATIONAL START MEMBERSHIP * SEND CH£ USHGA CK OR MONEY ORD BOX 66306-A ER TO: OS ANGELE S, CA 90066

lnsuran Pian f.eSAvaifab/e: . ing/e Fo (inc/ . ot-Launch Ha . Pian 8· Pl . in Fu// & Fami/ Mng Gliding Co . an A Pius Po Y embershi verage * Ch (additional $15 '('e~ed Ultralight/~ US eek or money Order o embership fee) andem Coverage must be in u · . bank. 8 funds and d .. rawn on a

COMPETITIONS

CJ FULL MEMB []

FAMtL y ME ERSHJP: $25.oo Member) MBER.: $12.so (M~!f6·00 Foreign) 0 SUBSCR./PTfON O reside With Fu/f NL Y: $18 00 Name · ($ 79.oo Fore·

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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 ofTer only the "Top-of-the-line" in Ultralights, hang gliders and accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 24851 Murray, Mt. Clemens, Mich. 48045. (313) 791-0614. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and en· joy 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. 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.

NEW YORK

TEXAS

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

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

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Begin· ner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories an parts in stock. SCOTT'S MARINE, INC. - Complete Ultralight certification program. Lessons, parts, repairs for Manta, Moyes, Wills Wing, Soarmaster, Pterodactyl, manufacturers of Pfledge Pfloats. Scott Lambert, 226 Old Statesville Ave., P.O. Box 339, Huntersville, NC 28078 (704) 875-9486.

Foot launch

ELECTRA-FLYER 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. UTAH

OREGON

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.

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

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.

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.

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 Ultra· lite Products dealer in the Northwest. Comet, Gemeni in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

The DEMON sets up with hvo pip pins, Jen minutes from car rack to hook in. 1~I(s got aluminumlfiberglass composite battens, ~ · ·· · ed nose cowling, span-wise sail cloth, died glider storage bag with separate batten bag, and lots more.

HANG GLIDING

THE TRI KE · POWERED ULTRA LIGHT OR HANG GLIDER?

•.1' .. _j c·~~t~ 't

~ ·

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

THE STANDARD PP-106 IS STILL AVAILABLE FOR YOU PRONE FLYERS. THE PP-106 WEIGHS LESS THAN 30 LBS. AND HAS BEEN ATTACHED TO MOST U.S. GLIDERS, AS WELL AS MANY OVERSEAS MODELS. SOARMASTER SUPPLIES PROPELLERS FOR MANY POWER SYSTEMS. JUST SPECIFY YOUR REQUIREMENTS - PROPS ARE ALUM. 6061·T5.

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 11.2 gal.)

• •

Optional twin Chrysler engines Web seat with safety belts

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

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Never heard of a guarantee on a new hang glider! No..v you have. Leave it to Kitty How1~ Kites to be the first to tal~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 have 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. Gut not any more. Read the text of our new JO-day guarantee. If you buy a new hong glider from us you hove JO do'(S to decide that the glider will do everything we soy it will, or you can exchange the glider for another model. We can offer this new l~ind of guarantee because we l,now what our gliders will do /AC-:::::----".:::-ond because of the excellence of the brands we carry-gliders we con 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

International Schools & Dealers

Parts & Accessories

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.

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

Business Opportunities CRYSTAL AIR SPORTS MOTEL - Male/Female -HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chat· tanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. HELP WANTED - USHGA certified ultralight and hang glider instructors needed at East or West Coast facility. Op· portunity 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.

Emergency Parachutes 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. RAPID DEPLOYMENT PARACHUTE - No other parachute will open as fast at low speeds and altitudes as the RPD-22. Total weight only 5 lbs. and specially priced at $395 each. The RPD-22 is available for immediate ship· ment from MIDWEST PARACHUTE, 22799 Heslip Dr., Box 341, Novi, MI 48050. (313) 349-2105.

Publications & Organizations PILOTS! Know what keeps your glider up? Read Technical Soaring and find out! This is the technical journal of motorless flight containing papers presented at the Organisation Scientifique et Technique Internationale du Vol a Voile (OSTIV) Congress as well as other research papers on current advances in engineering and aerodynamics. Technical Soaring is published quarterly by the Soaring Society of America. Subscriptions are available at $12 for U.S. residents and $14 for others. Some back issues are available for $3 each. SSA, P.O. Box 66071, Los Angeles, CA 90066. 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 DELTA SAILPLANE - 20% OFF LIST NOMAD-26A - Complete new kits in stock - immediate delivery. No back ordered parts. $1,995 (without engine). Easy to build. Easy to fly. Fixed double surface wing. 3-axis control. Safe. 612 Comanche N.E., Albuquerque, N.M. 87107 (505) 345-8776. MITCHELL U-2 KIT - Still in crate. Commitments and need for cash force sale at reasonable price. $1,900. Don at (303) 473-2987. NEW EASY RISER - Powerful CGS 152 power unit. Landing gear and all accessories, including elevator kit. Sell at cost, $4,000. Test flown. (303) 879-4603. NORTHERN SUN INC. The industry's most exper· ienced rigid wing builders, offers all custom built rigid

wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conven· tional aircraft and Powered Ultralights. This comprehen· sive 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 Engineering-Duplicating, 403 Avenida Teresa, San Clemente, CA 92672, (714) 498-3739, (714) 658-0804. ROTEC - RALLY 2-B SALE $3,895. - Complete new kits in stock - immediate delivery, no back ordered parts. BRAND New. Fantastic-genuine 3-axis control. Safe. Easy to fly. Build in 25 hours. Cartop transportation. Conven· tional controls - rudder, elevator and ailerons. The pilot's ultralite. Only a 10% deposit and it will arrive in time for you to fly THIS weekend. ZIA AIRCRAFT, 707 Parkland Cir., S.E., Albuquerque, N.M. 87102. (505) 345·8776. 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. 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. 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. ULTRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl fledglings. Our only business is power. Call or write for further free information. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. VOLMER AIRCRAFT - Established 1925. FIRST to fly three control foot launched glider, 1941. FIRST to con· struct home built amphibian, 1958. FIRST to construct

highest performing foot launched glider, 1971. THIRD to construct powered foot launched glider, 1976. FIRST foot launched glider to lly across the English Challe, 1978. Complete plans available. BROCHURE for all our seven aircraft including our VJ24W - 10 HP Ultralight, $10.00. Volmer Aircraft - Box 5222-G, Glendale, CA 91201.

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. BUMPER STICKERS - "I GET HIGH ON HANG GLIDING" or "!CH BIN E!N DANGLE FLIEGER" Blue w/white letters. $1.60 each. Skyview Products, 8521 International Ave., #238, Canoga Park, CA 91304. CUSTOM EMBROIDERED PATCHES. Made to suit your design. Order as little as one piece. Any size, shape, colors. Hein Specialties, Inc., Dept. E205, 4202 N. Drake, Chicago, IL 60618. HANG GLIDERS! How about getting into Tee/mica/ Soarfr1g! 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. I:VE HAD ENOUGH! Price harness and parachute, new Culver vario and bracket, Radio Shack 6 channel, 5 watt radio with bracket, helmet, new Price /light bag. $425. Tony Deleo, P.O. Box 525, Ventura, CA 93001 (805) 653-0633. 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 /lying toy to come along since the frisbie! 20/1 L.D. 15 to 20" span, 15 minutes to build, hours of flying fun! Complete plans and drawings. $2.00. A.C.E. Press, Box 2785 Winston-Salem, NC 27102. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. 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. TEE-SHIRTS - USHGA 1980 Nationals, $6.00, including postage and handling. For order of two or more, each shirt $5.00. Californians add 6% tax. Men's and women's sizes available in limited supply. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

TYPE: Phoenix 6D. WHERE AND WHEN: April 10, 1981 from Fairfield, CA. SAIL PATTERN: Center out: Gold, white, It. blue, blue, black, black leading edges and keel pocket. CONT ACT: Keith W. Bakula, PSC 3 Box 136, Travis AFB, CA 94535 (707) 437-2110. TYPE: Seagull 10M, 1979. #9434. SAIL PATTERN: Gold keel pocket, gold center section, two white panels, orange, red, gold, green, dark green tips and LE. TYPE: Sensor 210E, 1980 165 sq. ft, #110. SAIL PATTERN: Orange LE, white, brown keel. No battens. WHERE AND WHEN: July 12, 1981 from Ventura, CA residence. CONTACT: Steven Lum (805) 653-1367 or Mark Anderson (805) 644-4249. TYPE: Moyes Maxi. SAIL PATTERN: Multicolored sail. Extra-wide stainless control bar, Orange cover. WHERE AND WHEN: April, 1981 in basement of condo. CONTACT: Jim Hogg, 2533 Ala Wai Blvd, #404, Honolulu, Hawaii 96815 (808) 923-8250. Reward. TYPE: J 981 Stratos J 64 with enclosed cross bar. WHERE AND WHEN: !Sunnyvale, CA 6-23-81. SAIL PATTERN: Lt. blue and white up· per surface, dk. blue and white lower surface. Lime and gold split panels at tips. CONTACT: 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: #178005, a small square gold patch around grommet on one gold panel. Sail bag weathered orange with brown ends, snaps. CONT ACT: Alaska State Troppers or Becky Whisman, P.O. Box 144, Girdwood, AK 99587 (907) 783-2957, Reward.

TORREY PINES 1979. Text by Don Bem. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.

TYPE: Yamaha power package from Teratorn 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.

The rate for classified advertising is 30¢ per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing l 'h 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.

TYPE: Sunbird Challenger 178 #60. SAIL PATTERN: Light Brown - Rt. wing only, split panels red, orange, yellow. TYPE: Sunbird Challenger 205 #62 SAIL PATTERN: Orange. Red double surface and keel pocket. CONT ACT: 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: #69, 162 sq. ft. - Tip to keel: red, red, yellow, gold, orange, white, white. Upper surface red. Lower surface and keel pocket red. #70, 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 lt. blue, upper surface black. #39 - Red, orange, yellow, 4 white, center and keel black, lower surface white, upper surface blue. #48 - Brown, orange, gold, yellow, silver, brown, brown. Center and keel gold. Lower surface and upper surface brown. TYPE: Harrier #6227. White, blue leading edge. Novice Raven #4822. Red leading edge, center out: red, orange, gold, yellow, white. Comet #165463. White, yellow double surface on top, orange on bottom. Gold leading edge. WHERE AND WHEN: Wills Wing, March 1981. CONTACT: Wills Wing, 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344. TYPE: 179 Raven. Purple keel and leading edge. Center out: Blue, green, yellow, orange, red, white. WHERE AND WHEN: Cerritos, CA March 14, [981. $100 reward. CONTACT: William Rickles (415) 332-3992 or Lakewood Police Station (213) 866-9061 File #481-07950-1312,696. TYPE: Wills SST IOOB. Center out: Dk. blue, lt. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: Ncontrol bar, duck tape on left leading edge, Eipper quick releases. WHERE AND WHEN: March 19, 1981 at Motel 6 on 3!00 block of SE Powell Blvd., Portland, OR. CONTACT: Jim Wiley, Redmond, WA (206) 883-4336 or (206) 258-3372. $100 reward. TYPE: Atlas less battens and washout tubes. WHERE AND WHEN: Home March 2, 1981. SAIL PATTERN: All red with white double surface and white leading edges. DISTINGUISHING FEATURES: Spliced keel, mylar leading edges, resewn panels and trailing edge. 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. CONTACT: Ray Hook, 4 l 90 Pompano Dr., St. Pete, FLA 33705 (8 l 3) 898-189!. Reward. TYPE: 215 Alpha. SAIL PATTERN: Keel out - sky blue, yellow, green, orange, red, white tips. Red leading edges. DISTINGUISHING FEATURES: Big red star on center of sky blue panel. CONTACT: Jesston Turner (714) 678-17[2. TYPE: 190 Antares. SAIL PATTERN: Keel out - black, brown, gold, yellow, white, white, black tips. Black leading edges. DISTINGUISHING FEATURES: Bow Sprit, silver down tubes, black base tube. WHERE AND WHEN: My yard, Elsinore, Sept. 20, 1980. CONTACT: Jesston Turner (714) 678-1612. Reward. TYPE: 1978 Seagull Sehawk 190. WHERE AND WHEN: Carson City, NV. SAIL PATTERN: Keel out; white, lt. 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 #1 l 8 with orange Odyssey chute. White bell helmet and instamatic camera. CONTACT: Gary Maddox, 2714 Murtresboro Rd. #I 18, Antioch, TN 37013. (615) 367-244!.

HANG GLIDING

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,.,_ 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. ~ )t 2" x .049" x 12' (2-19 LENGTHS) ............ $1.79/FT. ~

* """'

excellent lightweight mounting for lhe Wind Meter. Seated Brackel S5.DO Prone Bracket $6.00

DIP

)t 1 5/8" x .058" x 12' (2-19 LENGTHS) ......... $1.38/FT.

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Ut S. 14 TH ST.

COLORADO SPRINGS, CO, 80904

303-132·49159

**************** Our Control Bar Wheels protect you and your glider on !hat occasional bad landing and during routine ground handling. The wheels. ht 1" or 11,i' control bars. Specify size when ordering

$20.00 pr. When ordering please

prevents vibration from interfering with its operation on motorized gliders. $6.50

specify the items ordered and how many ot each are desired. Add $2.00 for C 0.0. orders and for orders to foreign countries. le!ephoneorders welcome. Dealer inquires inviled

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8,6

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TIIE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIIJING by Micliael Mendelson. History, rnodels. acces .. public organizations. schools, sites USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements. tear.h,nq methods HANG FLIGHT lly J\delson & Bill Williams. Tl,ird Edit. clight instruction manual. 100 pgs HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing MAN·POWEREO FLIIJHT by Keith Sherman. History & modern technology, design consirleralions. HANG GLIDING ANO FLYING CONDITIONS by Dennis Pagon Micrometerology for pilots. 90 Illustrations HANG GLIOING ANO FLYING SKILLS. by Dennis Pagon. Gegirrners to experts instruction manual HANG GLIDING FOR ADVANCED PILOTS. by Dennis niques for cross·country, competition & powered POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagon instruction manual GUIUE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 MANNED KITING. by Poynter. Handbook on tow launclr flying MAN-POWERED AIRCBAFT. by Don llwi(Jgins. 192 pg. liistory of fligilt. Features fliglit of Gossame, Condor FEDERAL AVIATION REGULATIONS FOil PILOTS. 1980 Edition Hang gliding pertinent in1ormation FAI SPOllTING CODE FOil HANG IJLIOING. Requirements for records, acllievernents & worlcl TORREY PINES. liy Don 8etts, photos Bettina Gray. nules. regulations, liistory of Torrey Pines HANG GLIDING MANUAL & LOG. by Dan Poynler. For beginners i\n asset to instructors. 24 pgs USHGA OFFICIAL FLIGHT LOil. 40 pgs. Pocket size, skills sign· o1fs (all levels), qlossary of terms. awards

AMOUNT

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ITEMS

1·11\ 1 IB I-?

1-5

1-6 j.7

1·8 1·9 f. 10

1·11

"NEW" USHGA 'IIANG GLIDING' T-SHIRT. 100% hcavyweinht cotton. WHITE only Mon's sizes S M L X-L !CIRCLE ONE). Women's sizes (French cut): S M L !CIRCLE ONE). USHGA EMBLEM HIURT. 100% ileavyweigl,t cotton. OllANUE or LIGHT BLUE. Men's sizes only.SM L X-L !CIRCLE SIZE & COLOll) USIIGA EMBLEM CAP. One si,e fits all. Baseball type/USHGi\ emblem. NAVY. ORANIJE. GOLD [CIRCLE COLOR) "NEW" USIIGA BELT BUCKLE. Solid bronze. custom design, relic/ sculpture. 311, x ?11, USHGA SEW-ON EMBLEM. 3" rlia, full color (red wings, sunburst w/black prrnt) USHGA EMBLEM OECAL. 31h" dia., full color USHGA EMBLEM PENDANT. 3/a'' rlia. Pewter w/silver cliain USIIGA BUTTON/PIN. 1'n dia, full color LICENSE PLATE FRAME. ''I'd ratlier be hang gliclinq." Wl,ito on lllue WALLET. Nylon. velcro closure. mach wasllalJle, water resis· tant. ROYAL BLUE color BUMPER STICKER. "Have you humierl your liang glider today" 81110 on wliitc

$ 6.50

6.SO $ 6.50

$ 5.00 $12.00 $ 1.00 $ ?ti $ 3.00 $

$ 4.50 $ 8.%

$ 1.40

HANG GLIDING/GROUND SKIMMER BACK ISSUES '"SPECIFY BY CIRCLING ISSUE NUMBER"'ISSUES NOT NUMBEllEO AnE SOLO OUT"' PRINTED COPIES: 20, 21, 22, 23. 24, 25, 28, 29, 30, 31, 33, 34, 36, 37. 41, 42, 43, 44, 4li, 47, 58, 59, 61, 6?, 63, 61, 65, 67, 68, 69, 70, 71

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NO CHARGE ITEMS l/SHGA M[MllERSHIP APPLICATION FORM (ff4J

USHGA POWEnED ULTHALIGHT RATING (PAIH 105)

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ACCIDENT REPORT FORM (1115)

USIIGA LILIENTHAL AWARD FORM

SOIJHCES OF llE/\LEflS. SCHOOLS. ETC. (118)

USHGA OASIC SAFETY 11EGUL/\TIONS (Part 100)

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USHGA PII OT PFlOFICIENCY 1'110Gf1AM (Part 1M)

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