USHGA Hang Gliding January 1982 by US Hang Gliding & Paragliding Association

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ANNUAL DUES: $29.50 ($32.50 foreign) This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($10.00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilot to be a member.

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) D Plan B: Plan A plus Powered Ultralight & Tandem Coverage (add $20 to Membership fee)

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ANNUAL DUES: $14.75 for each family Member, everywhere (add $20.00 for Plan B insurance coverage), who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.

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USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds. (U.S. dol I ars or Internationa I Money Order.) Allow 4 to 6 weeks for processing. I received this application form from:

$22.50 SUBSCRIPTION ($25.50 foreign) for one year. $40.00 SUBSCRIPTION ($46.00 foreign) for two years. $57.50 SUBSCRIPTION ($66.50 foreign) for three years. $11.25 TRIAL SUBSCRIPTION ($12.75 foreign) for six months.

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 D FULL MEMBER ($29.50,$32.50 foreign) ( Plan B add $20) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership dues to be used for WORLD TEAM expenses.

TOTAL

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5 -... 0

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P.O.Box 66306, Los Angeles, California 90066 USHGA Item #4

Revised 9/81

(213) 390-3065

187 Area 34 8 Span 69 lbs Glider Weight (without bagl Pilot Weight Range 165-265 Ill Pilot kill Rating $1750 Price

177 334 63 lbs. 150-250 Ill $1675

EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray, Stephen Mccarroll ILLUSTRATORS: Cathy Coleman, Harry Martin

OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy Provin (Ratings) Linda Stohlberg (Membership) Terri Jo Nelson (Acct. Rec.) USHGA OFFICERS: PRESIDENT: David Broyles VICE PRESIDENT: Lucky Campbell SECRETARY: Ewart Phillips TREASURER: Bill Bennett EXECUTIVE COMMITTEE: David Broyles Doug HIidreth Dennis Pagan USHGA REGIONAL DIRECTORS REGION 1: Doug Hildreth. REGION 2: Pat Denevan, George Whitehill. REGION 3: Rob Kells, Mike Turchen. REGION 4: Lucky Campbell, Ken Koerwitz. REGION 5: Steve Baran, REGION 6: Dick Turner. REGION 7: David Anderson, Ron Christensen. REGION 8: Charles LaVersa. REGION 9: Les King, William Richards. REGION 10: Richard Heckman, Scott Lambert. REGION 11: Ewart Phillips. REGION 12: Paul Riker!, EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, John Lake, John Harris, Hugh Morton, Vic Powell. DIRECTORS-ATLARGE: David Broyles, Jan Case, Phil Richards, Keith Nichols, Dennis Pagen. The United States Hang Gliding Association Inc.. Is a division of the National Aeronautic Association (NAA) which Is the officio! U.S. representative of the Federation Aeronautlque Internationale (FA!), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further Interest in the spcrt, by a means of open communication and to advance hang gilding methods and safety. Contributions are welcome. Anyone Is invited to contribute articles, photos. and Illustrations concerning hang gliding activities. If the moterlal Is to be returned, a 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 to edit contributions where necessary. The Association and publication do not assume responsibility for Iha material or opinions of contributors. HANG GLIDING magazine is published monthly by the United Stoles Hang Gliding Association. Inc. whose mailing address is P.O. Box 66306. Los Angeles. Calif. 90066 and whose offices ore located at 11423 Washington Blvd. Los Angeles. Calif. 90066; telephone (213) 390-3065. Secondclass postage is pcid at Los Angeles. Calif. HANG GLIDING magazine is printed by Penn Litho, Cerritos. 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 educolionol and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm ot flight. Dues for full membership are $29.50 per year ($32.50 for foreign addresses); subscription rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes ot 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. 108

JANUARY 1982

Hang Cliding CONTENTS FEATURES

15 18

RADIO CONTROL HANG GLIDING

by Hunt Johnsen

SHAW BUTTE Springboard To The Sky

Article and photos by Bob Thompson

THE BUSINESS OF HANG GLIDING

by Dan Johnson

TELLURIDE 1981

HANG GLIDING INTERVIEWS Joe Greblo

by Kirk Russell photos by Leroy Grannis

THE MAGICIAN Conversations With A Maestro

by Lynn Miller

by Dennis Pagen

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 7 ACCIDENT REPORT 8 USHGA CHAPTER NEWS 28 PRESIDENT'S PAGE 29 NEW RA TINGS 30 USHGA REPORTS 38 THE RIGHT STUFF by Erik Fair 39 MILESTONES 40 CLASSIFIED ADVERTISING 43 STOLEN WINGS COVER: Rodolfo Villanueva pilots the 180 sq. ft. model of Delta Wing's new X-series gliders. Photo by Bill Bennett. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc.. do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

(JLTRALl<il1T CONVERJATION

Congrats Right Stuff The following letter was sent to Erik Fair concerning his "Right Swff" column.-Ed. Dear Erik, I don't know how often you get comments on your very excellent column in Hang Gliding, but I for one would like to thank you and offer my encouragement for continuing to provide our magazine with what I feel is its most important feature. Your articles have helped me more, in their concise, easy to understand style, and patient humor than all other reading I have done regarding our sport. Though your comments are aimed primarily at beginning and novice flyers, I feel you have much of value to say to more experienced pilots as well. Very often we tend to forget the basics so important to the enjoyment and safe practice of hang gliding. I particularly enjoyed your articles on flexwing launching, flex-wing landing and the "Intermediate Syndrome" column. What I find most enjoyable, however, is the way your writing style offers so much encouragement. Many ofus, at a stage in our learning when it all seems like such a struggle, find much to gain from your articles. I certainly hope your column is to be continued in Hang Gliding. It makes the arrival of each issue just that much more enjoyable. Again, thanks. Keep it up! Brad Nelson Carson City, Nevada

Aerial Photos Dear Editor, I am planning to buy a wide angle lens for my camera. I want to strap it to my crossbar to take photos like your March, 1981 cover. Can you tell me what size most people use? What lens was used on that cover? Scott Lewis Hardwick, GA

Our ace photographe1; Leroy Grannis, who took that picture, reports that he uses a 17 111111 semi-fisheye lens 111011/1/ed on the nose of the glide,; and a 15 111111 mou111ed vertically, for side shots. 4

Experimental Techniques Dear Editor, I see that the FAA's failure to distinguish between powered and unpowered ultralight vehicles has finally forced our USHGA Board of Directors to recognize that there really is a difference between powered ultralight aircraft and unpowered hang gliders. It's too bad both organizations do not also recognize the dif. ference between "experimental" hang gliding techniques and "proven" hang glider practices. (Some of our Board of Directors try to ignore the existence of "experimental" and "unproven" techniques, while the FAA considers all hang gliding activities to be "experimental" and "unproven.") One cannot help but wonder whether or not we would have had a better chance of convincing the FAA to exempt our "established" hang glider operations from the excessive restrictions of the NPRM ifwe, ourselves, had had a history of distinguishing between such "established" practices and those that are "experimental." In other words, we should stop being so afraid to discuss "unproven" techniques and start developing an "experimental" classification for hang gliders. Donnell Hewett Kingsville, TX

INDEX TO ADVERTISERS Bennett Delta Wing Gliders ...................... 25, 26, 27, BC Flight Designs........................................................................ 5 Flight Sails............................................................................... 9 Glider Rider ........................................................................... 44 Hall Brothers .......................................................................... 44 Hang Gliding Press ............................................................. 42 Hurst .......................................................................................... 44 Kitty Hawk Kites .................................................................... 19 Leaf ............................................................................................ 9 Lookout Mt ............................................................................. 41 Makiki ....................................................................................... 9 Pagen ....................................................................................... 9 Para Publishing .................................................................... 29 Pro Air ........................................................................................ 1 Rotec ........................................................................................ 19 Snyder Ent ............................................................................. IBC

Hypoxia Rebuttal Rebuttal Dear Editor, Is CO 2 Mostly "Hot Air." In Dr. Leonard's recent attack on my hypoxia article, I was amazed at how intent he was at spreading insults and innuendo such as, "Dr. Little's ... lack of experience at patient care," " ... while abusing the substance of his choice." Dear me, it would seem that Dr. Leonard had stocked in oxygen bottles and is now having trouble selling them. In weeding through the insults and trumpeting, I did find one useful tidbit. I did, in fact, make an error in my formulations while composing them from Guyton's Medical Physiology. (Dr. Leonard thinks this is a climber's text.) The correct formula should read Arterial p0 2 = .13 (706 - (25.3 x altitude 103 ft.)). Substituting this formula for the one in the text changes the data as follows: I leave the reader to plot these points on the original graph. p0 2 15,000 ft. = 51.86 mmHg not 70 p0 2 20,000 ft. = 34.54 mmHg not 43.68 p0 2 26,000 ft. = 13.98 mmHg not 11.8 p0 2 24,000 ft. = 20.77 mmHg not 22.00 The new formula takes into account ~0 2 , but not 10,000 ft. worth of it. However, I'm an

Ultralite Products ............................................................... 20 Ultralight Pub ....................................................................... 40 USHGA ....................................................................... 14, 19, IFC Whole Air Magazine .......................................................... 5 Wills Wing, Inc. ...................................................................... 2

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IN THE BEGINNING THE WORLD HAD ONLY ONE MAGAZINE First was HG. It represented our National Association. It featured color photographs and was a center for communication and much needed articles. It was good. Next came GR. It heralded the news stories and indepth reporting was its forte. It recorded the beginning of power. It flourished. Then came Whole Air with beautiful color. It sought to present the pilot's point of view. Both from its airborne cover photography and the orientation of its editorial content.

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It had the only consistent coverage of towing and homebuilt designer craft. Regular coverage includes Pilot Reports of ultralight gliders and aircraft, flying site reviews, flying technique and interviews. Whole Air has Yes, lwouldlike to s-ubscribe-to WH-OLE AIR an unusual reader mix of half advanced and half Charge Card Number: I D Money Enclosed qualified novices.

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open-minded person, and am willing to allow Dr. Leonard to declare himself a personal exception to this equation, since he may just have 10,000 (cu.) ft. of CO 2 stored in his bellows. The doctor sites acclimation as the process that allows mountain climbers to use their minds in low oxygen tensions. I guess that he doesn't realize that most of the benefits of acclimation involve changes in myoglobin concentration (the substance in red muscle). There is increase in hemoglobin concentration, within narrow physiological limits. Perhaps Dr. Leonard would like to again take exception and declare that his brain is made mostly of red muscle. The pilot without supplemental oxygen, struggling with a 400 ft./min. thermal, will build up lactic acid in his muscles from anaerobic metabolism, as well as CO 2 • I, in no way intend to indicate that he will be capable of flying as high as the supplemented pilot. He will reach his own physiologic ceiling and be forced to retreat. With oxygen, perhaps he could travel 5,000 ft. higher, and not build up any metabolic wastes. Now when he runs out of 0 2 his reaction will be sudden, total and classical - much like the boy who paddles out a raft further than he can swim. In short, he will duplicate the results obtained in an altitude chamber. The gradual climb without oxygen compared to the sudden withdrawal of oxygen at altitude is like the difference between having bullets thrown at you or having them shot at you, though Dr. Leonard may assert there is no difference. If pressure chamber experiments were done with an exercycle under simulated average conditions of 200 ft./min. climb, only a true masochist would continue to the point of delerium or collapse. Dr. Leonard would probably feel that the man who held on to the wing of a jet flying from Italy to France (UPI release) last July, reaching 27,000 ft. ASL, is not a good comparison model either. So I would suggest that he try the bullet experiment himself, and write his next letter posthumously. Dave Little, D.O. (And Proud Of It!)

More Power To You Dear Editor, I have been a licensed private pilot for over nine years now and into hang gliding for two years. Hang gliding has offered more as far as real flying, and I hope to continue till I'm 70. I eventually plan on flying ultralights as long as they remain simple. But alas, my dreams of simple flight may be dashed among the launch cliffs as I'm beginning to see the ultralight industry follow the same airstream that general aviation has gone.

A careful look into the history of aircraft design will show that much of today's technology was developed back in the late 30's and early 40's. Today's aircraft are sleeker and perhaps a little faster (though not by much) than they were 40 years ago, but the only real change has been beefed up airframes bolted onto higher performance engines. There has been very little in new developments to improve handling, reduce drag, or maintain good performance with less horsepower. Over the past two years we have seen tremendous advancements in hang glider design and performance due to the fact that we have only gravity to power our wings. If this trend continues, who knows what our wings will be like in 20 years. But if ultralights continue in the direction they are going, by the ·year 2,000, you will probably see a super sleek 100 HP beefed-up machine designed around 1980 hang glider standards. Daryl Maybee Billings, Montana

Teamwork Dear Editor, The World Meet article written by Mike Meier was an excellent article but had one serious omission. In the reflight of round 2 Mike had the toughest heat of the entire meet when he had to fly against Kupchanko, Calvert, Moyes, Hilde and Lopez. At the time Mike felt he couldn't win the meet so he sacrificed himself by forcing the entire heat (except for Lopez) to land short thus receiving zero scores. This eliminated any chance of these pilots winning the meet. This act of teamwork really helped Chris Bulger and me in the standings but destroyed Mike's placing. (He still could have possibly finished in the top ten.) Teamwork like this has been lacking in previous years on the American teams; so has top placing by American pilots. Thank you, Mike. Rich Pfeiffer Elsinore, CA

Safe Gliders Dear Editor,

Heat Shrink Hazards

In response to R.Z. Friend's article "Junk in the Sky," we would like to go on record as stating that there are many glider designs three years and older which are just as safe and airworthy as the new designs of today. As a large school and a small manufacturer, we heartily applaud R.Z.'s idea that everyone should buy a new glider every year. Business would certainly boom if they took R.Z.'s advice and made sunshades and roofracks out of their old gliders. However, in good conscience, we cannot advise our customers to dispose of gliders that still effectively and safely suit their needs. We have sold over 500 gliders of our own manufacture in the past five years. Despite the absence of fixed tips and luff lines, we have never had a glider tuck, tumble, luff dive, or break up, due to the inherent stability of the design. While we heartily approve of certification, it is evident that luff lines, fixed tips and/or certification does not guarantee safety in a glider. It is our feeling that, as Dennis Pagen points out, the test of time is the best certification program of all. In conclusion, we would like. to say to everyone flying a glider three years or older; make no apologies about your glider's age. By all means look into the history of any glider design you're thinking of buying. If the glider has a history, and you like it, buy it. If the glider has been around that long it will most likely be around a lot longer, and will continue to be a safe ship with proper maintenance. Aeolus Hang Glider, Inc. Groton, Mass.

Dear Editor, Some gliders use heat-shrink tubing on the nicos to reduce sail abrasion. While this is apparently a good idea, opaque heat sink tubing can conceal loose nicos from inspection and its use is therefore potentially dangerous. Also, heat shrink tubing has to be heated to 250 °F. If improperly applied, excessive heat on the copper nicos could expand or weaken their strength. Eric J. Novotny Springfield, VA

Recovered Glider Dear Editor, I am happy to ask you to remove my name and glider from the "stolen wings" department. My Atlas was found by a bunch of kids at the bottom ofa marble quarry. The glider had survived in flyable condition. Thanks to USHGA and the whole flying community for their concern and vigilence. J .J. Lamarche Gaysville, VT Hang Gliding welcomes letters to the editor. Contributions must be typed, double spaced and limited to a maximum of 400 words. All letters are subject to standard editing for clarity. Send contribution to: USHGA, P. 0. Box 66306, Los Angeles, CA 90066. HANG GLIDING

Edited by Glenn Brinks Newsletter Wind Riders H.G. Club Embreeville - many thanks to those who helped clear the site. We are very close to having permission to use the North Hill. Bill Knowles has gotten things cleared with Mr. Doles at Embreeville and has verbal permission from the president of the railroad to cut the necessary trees and brush.

Power Up! Los Angeles Ultralight Assn. (#100) 20501 Kittridge St. Canoga Park, Cal. 91306

Flypaper San Bernardino H.G. Assn (#16) P .0. Box 1464 San Bernardino, Cal. 92401

Newsletter Coastal Condors (#84) 1193 9th St. Monterey, Cal. 93940

Andy Jackson has been active in establishing an alternate canyon landing area at the farm on the Marshall side, just north of the power plant. Land in the field just north of the house. There is a wind sock, and the people there will telephone Andy who has a key and can drive in to pick you up. Treat the people at the farm very well!

Steve Couch broke his back at Marina flying an Easy Riser, and making a bad landing. The Mast helicopter was called into service and Steve is expected to recover fully. The helicopter also cleaned all the sand off the end of Reservation Rd. Jim Johns has received, filled out and submitted the application for hang gliding on park property needed to fly at San Luis Reservoir. It will probably be a Hang III site.

Newsletter Utah H.G. Assn (#58) P.O. Box 14 Draper, Utah 84024

A new flying site has been secured in nearby Simi Valley. It has approximately an 800 ft. runway facing directly into the prevailing winds, and in the reverse direction faces into . the "Santa Bananas" winds. A low hill may also be usable for hang gliding. Only problem is the $15.00 per day fee, but that may be renegotiated.

Greg Duhon took off at Inspiration and climbed to 16,000 ft. He flew back to the sailplane ridge in Heber, went to 19,000 ft., flew over Strawberry Reservoir, hooked up with Hwy. 40 and thermalled over flat ground to Duchesne for a total distance of 65 miles.

The High Flyer Alaska Sky Sailors Box 144 Girdwood, Alaska 99587

Free Spirit News Free Spirit H.G. Club (#78) P.O. Box 13 Elmira, N. Y. 14902

During the winter, only scheduled fly-ins are acceptable to the management at Alyeska because of the skiers. If you want to have a flyin, call Jim or Becky at (907) 783-2957. Potter's Marsh should be kept open this winter by snow plowing with the Whisman's Blazer. If you fly this site, expect to pay a few dollars for the cost of running the Blazer. The honor system is alive. The distance record is now 23 miles, set by John Mucha flying from Switchbacks.

Indian Cliffs and Katydid are closed to all pilots until further notice. Rumor has it that a certain local hang gliding shop has purchased a Pterodactyl Ptug. Just think, no more lugging 50 pound gliders up a half-mile hill.

Newsletter Roc}tester Area Flyers 497 Elmgrove Rochester, N.Y. 14606 Any rumor that a house will be built on Dansville is not true. The question of giving discounts on season tickets at Dansville when the season is half over was rejected. The land owner at Italy Valley has been in contact with Ken Zachara and has requested an outhouse and a gate for the site. Marty Marino recently gained 1,500 ft. over the water at I 00 ft. Sturges Bluff.

Ridge Runner Rogue Valley H.G. Assn 1423 Euclid Medford, Ore. 97501 After one or two false starts, Starthistle '81 finally got off the ground. We hoped for 50 pilots and got 16. The ones who showed up had a good time, but it was hard getting them to land often enough to keep the spectators interested. Lot's of unsold T-shirts left for $7.50 each. The first fatality to occur at Woodrat Mt. . happened on Sept. 5. The glider wasn't fully assembled and the overlooked nuts were later found in the pilot's gear bag. Development of the Woodrat launch site through the assistance of the BLM appears to be more and more of a probability. The local BLM staff are enthusiastic beyond belief.

Newsletter International Sky Riders (#32) 33 Hilldale Ave. Buffalo, N.Y. 14224 Bob Russer has opened a powered ultralight business with Bill Lock. He has already put them to use in searching for local sites. We can expect a report soon. Due to unavoidable expenses for the Mossy Banks site (insurance coverage for the town of Bath and Ken Ward, land owner), a yearly fee will be charged for using the site. Stickers will be sold for $3.00, allowing a pilot to fly this site until Sept. 1, 1982. Pilots not wishing to buy a sticker may fly the site for $1.00 per day.

Sandi'a Soaring News Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Crest, N.M. 98008 The Forest Service wants the pilots to use the Kiwanis Meadow Road from now on until the construction ends. They are working_ on the last part of the main road. The road through Kiwanis Meadow was worked over by a dedicated group of members and should be passable in normal conditions. Construction of the Crest road is moving along well and will continue as long as weather permits. If not completed by winter, the road will be opened as a gravel road until it can be paved in the spring.

Flight Line Wings of Rogallo (#66) 20409 Old Santa Cruz Hwy. Los Gatos, CA. 95030 The newsletter has been re-named. The name, artwork and layout were all provided by (continued on page 39) Greg Shaw. HANG GLIDING

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Jsf., Class2 Model 1 Vario Readout .... $40. MAIL ORDERS: Make payments v;, check, M.O., 0 ( Flask must be supplied by user) ~na~k;~\~~!ii~~ 6~e~~~;s~af." ~::~~~;;;~" Model 2 Control Bar Vario. $75. U.S. Monies, include $5.00 extra for air shipment. Complete & Ready to Mount COD charges $2.50 extra. 4" X 5Y,". weighs less than one pound GUARANTEE: 60 days - Safofact;on or Refund Model 2 & Tuffy Ext. Bar... $85. 1 yea, aga;nst manufacturers defects. Tuffy 12" Extension Bar .... $15. DEALER INQUIRY INVITED ... MAKIKI ELECTRONICS, P.O. Box 629, Hauula, Hawaii 96717, Phone (808) 293-9348

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Available in two sizes. All enquiries direct to factory.

FLIGHT SAILS, P .0. Box 33185 TAKAPUNA, AUCKLAND, NEW ZEALAND. Phone 444-8081 9

1982 XC EVENTS XC CHALLENGE RACE (a) - 3 days. June 11, 12, 13. XC CHALLENGE RACE (b) - 3 days. June 18, 19, 20. XC CHALLENGE RACE (c) - 3 days. June 25, 26, 27. XC CLASSIC - 11 days. July 1, 2: Official Practice Days, July 3 thru 10: Contest Flying, July 11: Fly-In, Awards Ceremony, Barbeque. OWENS VALLEY HORIZON CUP - July 12 through September 5. The XC Challenge Races are three-day weekend meets with entries limited to 25 pilots per event. The rules and format are essentially the same as the XC Open '81 and XC Classic '81 and '82. Entry is on a firstcome, first-serve basis, and the top three pilots from each Race will be eligible to enter the XC Classic '82 if they wish. The entry fee is $1 IO, and includes all transportation and trophies for all first place pilots. The XC Classic '82 is an unlimited event for all types of foot-launched non-motorized flying machines. Entries are restricted to 50 pilots this year. The top 18 pilots from the XC Classic '81 and the top three rigid wing pilots from the XC Open '81 are eligible for entry. There are 20 invitational positions open, and 9 positions from the '82 Challenge Races. Pilots seeking invitational positions should write a brief resume of their XC experience, before March 15, 1982, with a $5 filing fee. Invitations do not necessarily depend on previous Owens Valley experience, but accepted pilots who haven't flown in the XC Open or Classic in 1981 will be required to fly in one of the Challenge Races to familiarize themselves with meet procedures. We are actively seeking a major meet sponsor, and will refund a portion of the entry fees if one is found. The entry fee for the Classic is being raised to $475. This is regrettable, but there are a number of excellent reasons for the radical increase: I) Owens Valley Hang Gliding Center can no longer subsidize the meet, as in the past. 2) More services for the pilots are planned, including a retrieval bus. 3) The meet is being lengthened to include two practice days. 4) Longer tasks are anticipated, in10

creasing retrieval expenses considerably. 5) Smooth operation of the contest depends on many individuals, who need to be paid what their time is worth. 6) The fee is commensurate with other similar non-sponsored international sporting events. 7) A possible small surplus budget would allow time to better prepare for the following year's meet. The Horizon Cup trophy will be awarded to the pilot making the longest open distance flight originating in the Owens Valley. The contest begins immediately after the XC Classic, and runs through the Labor Day weekend. Pilots may enter at any time before their intended flights, and the $90 entry fee includes either one ride to Cerro Gordo with unlimited retrieval, or three rides to our Piute launch site. For more information on these XC Events '82 contact: Don Partridge and Tom Kreyche, Owens Valley Hang Gliding Center, Star Route 4, Box 3A, Bishop, CA 93514, (714) 873-4434.

KITTY HAWK SPORT

crossbar. The primary size now offered for release has a sail area of 180 ft. 2 distributed over a 35' span. The nose angle is 130°, and the planform is similar to that of the Harrier, although with a slightly higher aspect ratio (approximately 6.8). The Duck has been under development since November of 1980. During this time, special attention has been paid to details of hardware design, minimizing the weight of the glider, and maximizing the simplicity of design and construction. According to the manufacturer the result is a glider of exceptional performance and flight characteristics, that is light weight, assembles quickly and easily, and can be offered at the introductory price of $1895. A full complement of structural, pitching moment, and flight tests has been performed on the Duck. Presentation of the documentation package to the HGMA will be made as soon as all hardware and construction details have been finalized, and before the first unit is delivered. Wills Wing is currently evaluating various tuning configurations while awaiting the production of new tooling for the Duck's special hardware. Due to the long and unpredictable Jag time on such tooling, and the desire to deliver a finished product, they anticipate that shipment of the first Ducks is about 8 weeks away. However, because of interest shown in the glider, they have decided to accept deposits from those people who wish to get an early delivery position. See your local Wills Wing dealer for further details.

ONE-ON-ONE SEMINAR Next door to Kitty Hawk Kites gleams a new 9,000 square foot facility, Kitty Hawk Sport, which specializes in catamarans, windsurfing, boogie boarding, land sailing and action sports clothing. If it has to do with wind or water, Kitty Hawk Sports has it. The facility also contains "Up Drafts," a pub for pilots, an ice cream shop and Kitty Hawk Kites repair and manufacturing facility where all Seagull replacement parts are made and sails are repaired.

WILLS WING DUCK Wills Wing is happy to announce the release of their newest model, the Duck. The Duck is a highly refined high performance flexwing featuring a 63% double surface enclosing the

"Win" is the only word that two-time XC Classic winner and current National Hang Gliding Champion Rich Pfeiffer understands. This does not mean that competition is merely a "war of nerves." It involves some definite learned skills. No one is more aware of this than Rich. As a serious swimming and sky diving competitor he gained the experience which enabled him to win his first XC Classic after only two years of hang gliding. (A true inspiration to the intermediate pilot!) In order to aid the serious pilot who wants to learn the art of competition, Hang Flight Systems is proud to present Rich Pfeiffer in "One-On-One Competition Flying." This two-part program will consist of an introduction highlighting competition strategy, tactics, reading your opponent, evaluating the HANG GLIDING

situation, and decision making followed by a day of mock heats where Rich will individually brief and de-brief participants on each round. When asked why he was so willing to help his up-and-coming competition Rich said, "By helping pilots to become sharper competitors I am challenged to keep improving my own skills." If you arc interested in winning one-on-one competitions and would like to participate in this innovative seminar call Betty Moyer (714) 542-7444 for reservations. Date: Tuesday, January 19, 1982, Time: 7:00 p.m., and Place: Hang Flight 1202 E. Walnut t!M, Santa Ana, California 92701.

AirZonc Mfg. of Anacortes, WA is introducing "Paws," a new flying glove designed and tested by pilots in the cold wet environment of the Pacific Northwest. The back, lining and thumb are constructed of nylon bonded neoprene for a comfortable surface next to the wearer's skin. The palm is a tough, high friction rubber material to insure a secure grip on the bar for takeoffs and landings and allows light bar contact in turbulent conditions. The three finger design maximizes warmth and makes for good dexterity to adjust in· strumcnts, clip in, snap photographs etc. Scams glued and stitched produce a durable, washable, weather-proof glove. "Paws" are available in blue or black and in sizes small, medium, large at an introductory price of $19.95. Contact: AirZone Mfg., 303 Sharpe Rd., Anacortes, WA 98221.

four parked gliders. Trophies were awarded to the top three places. Distace was measured in feet from a point at the base of the hill to each landing spot along a base line (perpendicular to the hill) which was marked with flags at 100-foot intervals, then deducting the distance away from that base line. Distance was also deducted for poor landThe wing loading factors were thrown out by majority vote of the pilots. The longest flight recorded was made by Rick Hanclt. !st 2nd 3rd 4th 5th 6th

Dick Stalter Rick Hanelt Marshal Logue Phil Nebergall Rick Bloodworth Jim Saxhaug

The winter meeting of the Board of Directors of the USHGA will be held at the Skyways Inn, in Denver, Colorado, February 12-13, 1982. All USHGA members arc invited to attend.

Mega Harrier Phoenix 6D Phoenix 6D Phoenix 6D Cirrus 5

J. Fred Glitch (or Janice Frcdrica Glitch if you prefer) is likely the first completely successful radio control hang glider pilot. Flying a l .5 to 2 meter Micro/Wumpus glider, J.F.G. will perform just about any maneuver a full size pilot might attempt, and possibly a few a real pilot wouldn't even think about. The R.C. pilot and glider are very crash-resistant and durable, and relatively easy to fly. It is a good way for the glider pilot to learn RC skills, as well as for the RC pilots to learn about hang gliding. The J.F.G. radio control pilot is designed to use a standard 2-channel proportional radio control unit; the Futaba FP-2L with S23 servos has functioned well. The pilot comes with a cocoon flying harness, dirty pullover sweater and fonky designer jeans. Contact: Hunt Johnsen, 3, Gate 5 Road, Sausalito, CA 94965, (415) 332-5007.

Lucas Leon Rubingcr, 50, is an unusually enterprising hang glider pilot. Having retired from his profession as a banker in Rio de Janeiro, Brazil he left last November to travel around the world in his two"bedroom motor home. Accompanied by Jayme Polidor, 20, and Roberto Paese, 21, he travelled first south to Paraguay, then Argentina, and across the Andes to Chile, flying all the famous mountain ranges. Crossing from Columbia to Florida they have flown Heavener, Flagstaff, Phoenix, Albuquerque and many of the famous California sites. From there they plan to continue on to the Owens Valley, Canada and back to Rio via Central America. Aller a brief rest they will continue their adventures in Europe. From all the experiences they will have on the trips Leon plans to write a book which will be published in 1983 in English, Portuguese and Spanish. The adventure will total about 100,000 miles of travel and cost about $150,000. Contact: Lucas Leon Rubinger, Ilha Do Governador, Rio de Janeiro, Brazil.

The TPX 720 hand-held transceiver appears to be making its way into a wide variety of ap· plications ranging from hot air balloons to jc1 s

The Illinois Valley Hang Gliding Club (USHGA #56) sponsored its third annual LID contest on November 7, 1981 at their 70-fl. high training site in Peoria. The weather was ideal, sunny and in the upper 50's with light and variable winds. Four heats were run by the flatland flyers and everyone had a good time including the pilot who damaged a leading edge while

JANUN<V 1982

Dunn Soaring Instruments presents these new iqstrument packs. The packs are available with or without instruments. With instruments, several models should be available in the near future. Included will be XC, ridge and beginner systems. Contact: Dunn Soaring Instruments, 148 Pinnacle Rd., Rochester, NY 14620 (716) 473-7808.

and line boys to airport managers. In a couple of instances, where general aviation aircraft have had electrical failures, the TPX 720 has played a vital role in bringing the pilots down safely. Terra Corporation oncrs a complete line of avionics equipment. For more information on the TPX 720 or other Terra products contact: Terra Corporation, 3520 Pan i\merican Freeway N.E., Albuquerque, N.M. 87107, 505-894-2321.

Otto Lilienthal started it, Pilcher, Chanute, and a fow others kept the idea alive through the years. In the late sixties and early seventies adventurous pioneers put it together with Francis Rogallo's flexible wing and the modern hang glider was evolved. Using weight shift "body english" control, modern hang gliders have flown long distances, stayed aloft more than a day, and thcrmalled up many thousands of feet above takeoff These beau· tiful, simple and efficient aircraft are here to stay. It is a bit of a mystery why the hang glider has not become a popular subject for radio control modeling; these aircraft arc simple, sturdy, fold up into a small package, and offer performance. Their low flying speed and sink rate allow easy control and the ability to in small areas. About a year and a half ago, having become a hang glider pilot myself, I started working on the idea of a radio control hang glider pilot; one that would use weight shill control in ex· actly the same manner as a fnll size live pilot. Unaware of earlier attempts American Aircraft Modeler, April, 1971), I tried the simplest system I could think of: one servo for each arm. Since I fly prone, rather than seated or my breadboard pilot did too; the arms were attached directly to the servo output.

TOP: The author puts J. Fred through his Mang II tasks al Fort Cronkite. Photo by Ranghild Lan9let. ABOVE: J.F.G. revealed. Note why helmet is not needed. Photo by the author.

This first attempt flew. "Mr. Bill" had good pitch control and every now and then I could make him turn, but his lateral movement was inadequate for complete control. I tried another, improved version of this system, but it still lacked the decisive lateral movement necessary for good roll control. The simple ap· proach had not worked so I went back to my

sketchbook and tried one of my earliest ideas. 'This system utilized one servo to rotate the shoulders of the model pilot for roll control; the other servo pushes or pulls the arms for pitch control. This system is more com· plicated and has more bits and but it works. My first prototype flew and is still fly· ing, I have named this system. "J. Fred 1IANG GLIDING

Glitch," honoring (I hope) one ofmy flying in" structors. "Mr. Bill" seemed appropriate for the first two attempts, but J. Fred and his clones are now soaring Fort Funston, a local site, performing vertical wingovers, whipstalls, lO"foot diameter 360 turns and then landing in the hand back on top or the cliff. The model pilots' appearance in flight is unbelievably realistic; pilots of the full-size gliders have remarked, "Who is that He's sure way out there!" The only real difference is that the model pilot and glider must be hand launched and unless you catch it, all the landings are belly land" ings. The whole system, pilot and glider, are very crash resistant just abont "bullet proof' surviving crashes that would total most radio control models and certainly hospitalize a real pilot. It's a good way to learn to fly R.C. (I've never done it before), and it's a good way to learn about. rotors, wakes and other forms of turbulence; watching the model get waked by a full size glider, or trashed by the rotor at the cliff teaches one respect for the medium WC fly in. 'The control linkages are designed to protect the servos from damage. The pitch linkage takes the brunt of a bad landing. A toothpick shear pin is replaced in seconds; a real killer crash downwind into the cliff causes the split nylon clevis of the pitch linkage to separate and a few minntes of fiddling gets it hack together. Damage to the gliders has been limited to broken downtubes and control bars just like the real thing. The glider models themselves deserve some discussion. are not scale models of ex" isting foll size hang they are small hang gliders designed to function at lower Reynolds numbers and lower wing loadings than the full size hang gliders. Otherwise they are very similar; utilizing luff lines and defined for dive recovery and enclosed floating crossbars in the double surface models.

J. Fred Glitch gets II hang chock just prior lo launch. Yes, ho does have a back,up hang loop!

Since wind conditions often vary, J. Fred Glitch usually takes three gliders along. For light winds a two-meter Micro-Wumpus floater does well, for medium winds up to 17 xnph the 1.6 meter Micro-Wumpus skies out as well as being fully aerobatic. Above a 20 mph wind, J. Fred Glitch flies a 1.5 meter Micro"Wing with a double surface airfoil, aluminum ribs and a fully enclosed floating crossbar. With this machine he can fly with the boys in their Comets and Harriers and by putting rocks in his cocoon harness one can vary the wing loading to suit conditions. Since the pilot, J. Fred Glitch, uses a small but pret" ty much standard cocoon flying harness, it is easy to unclip the suspension, remove the sweaty spring loaded hands from the base tube and make him fly another glider. Just make sure his batteries arc still charged. Since I now have the R.C. hang glider pretty

at Funston. Two,meler MW in Iron!, lwo 1.6-meter MWs Johnson.

JANUAIN 1982

much wired, it seemed logical to try an ultralight a powered model. I now am about to start test flying a Quicksilver type. The pilot, like J. Fred Glitch, carries all the radio gear and controls the machine with "body english." Like the Quicksilver the rudder will be operated by lines from the suspension. The pilot flies in a seated/supine position. Pitch control is by push and pull on the control bar; roll control is by lateral weight shift and ruclder yaw coupling, hopefolly just like the real thing. The pilot uses a new linkage, quite di/: fercnt from J. Freel Glitch, but perhaps more versatile. This pilot should be able to fly Mi(:ro"Eagles as well as Micro-Quicks. I have to admit to having a fantasy about this quarterscale radio control pilot who can fly anything, even a quarter scale Spitfire. Now, ifl can j11st figure out how to make it run hard enough for ..,. those no-wind takeoffs....

Factory test pilot J.F.G. in a 1.6 Mlcro,Wumpus at Fort Funston. Photo by Rich Canham.

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THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History, models, acces., public. organizations. schools, sites. USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements, syllabus. teaching methods HANG FLIGHT by Joe Adelson & Bill Williams. Third Edit. Flight instruction manual. 100 pgs. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing. MAN-POWERED FLIGHT by Keith Sherman. History & modern technology, design considerations. HANG GLIOING AND FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 Illustrations. HANG GLIDING ANO FLYING SKILLS. by Dennis Pagen Beginners to experts instruction manual. HANG GLIDING FOR AOVANCEO PILOTS. by Dennis Pagen. Techniques for cross-country. competition & powered flight. POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagen. Complete instruction manual. GUIDE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 pgs. MANNED KITING. by Dan Poynter. Handbook on tow launch flying. MAN-POWERED AIRCRAFT. by Don Dwiggins. 192 pg history ol flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1980 Edi1ion. Hang gliding pertinent information FAI SPORTING CODE FOR HANG GLIDING. Requirements for records. achievements & world championships. TORREY PINES. by Don Betts. photos by Bettina Gray. Rules. regulations. history of Torrey Pines. HANG GLIDING MANUAL & LOG. by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size. skills signoffs (all levels). glossary ol terms. awards.

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Article and Rising eight hundred lcct above the flat desert Ooor of northwest Phoenix is a black pile of volcanic rock known as Shaw Butte. Punctuated a few cactus and bushes, "the Butte," as it is called by local hang pilots, is a good thermal generator surrounded by urban sprawl. About seven or eight months out of' the year there is better than a llfty·fifry chance of' good Oying on a daily basis thermals from noon on and glass .. off's about an hour before sunset. Late fall through winter brings high pressure. inversion and sled rides. Rated Hang III and controlled by the Ari .. zona Hang Glider /\ssoci:nion, the Butte regularly spits off thermals which provide eight to ten thousand··foot altitude gains and flat land x .. c of thirty to forty miles. Unof'. ficial site records arc gains of over fourteen thousand feet and x . c distances of over miles. The long awaited goal of Shaw Butte lo (sixty--five miles) has, so far, eluded pilots, usually bccm1se of'lmc af'lcrnoon storms in the 11101111mins around l'nyson. /\lthough verified by photos iakcn in night and signed

JANU/\PY 19B2

Bob Th,ompso,n

verification forms, all Shaw Bu11e records are "unofficial." There is a rough dirt and rock road leading to the top of the Butte, providing access to AHGA members who have a key to the gate al the base of the hill. Reasonnblc and safe launches arc provided for southwest (the pre .. wind) and north winds. The southwest launch is even paved for sure footing. A quarter mile square plol of undeveloped dcscrl just west of the Bulle serves as a safe.: landing zone fi.ir most non· X·C flights. There is even an alternate I :Z about a l: l glide below tnkc-orr for those who get flushed on strong thermal [n the worst of'down even a few Comets and Pro-Airs have been known to barely make it to the alternate LZ with no tnrns. A littk prudence at launch cnn general· ly prevent such irritating and embarrassing flights; there me three strategically located ten· knot wind socks atop thirty-foot steel poles on the mountain. Care/ii! observance of' their ac· almost :ilways makes the difference bet .. ween a poor llight and a good one. Also, there is a similur windsock located on the west edge

of the LZ, near the parking lot. Like so many sites around the country the Butte is often a predictable pain in the rump. Guaranteed ways 10 produce terrible flying days are: (]) plan a meet, (2) have someone from out of'town drive over specifically 10 fly, and ('3) have the local news media out to do a nice story on hang gliding. Likewise, if you arc interested in a dynamic fligh1: ( 1) wear shor1 sleeves and cut .. offs (even when Phoenix is 110 degrees it is cold as an iceberg at 1welvc thousand feet), (2) make sme you have sonic act ivity planned for around 6 pm, which you simply cannot (or better not!) miss, and ('3) make yom first X-C flight without knowing the area downwind (there's a lot of' desert between

roads). All joking aside, during spring and summer great l1ights arc possible five to seven days a week. Thermals are generally too small and turbulent until I :10 to 2:00 p.m. Noon to 1:30 p.m. thermals arc of'tcn two to ten feet in dia .. meter, snaking up at 1,000 10 2,000 feet per minute, with giant sink holes in between. Be· tween l:'30 and '3:00 p.m. the pucker foctor

TOP: Dave Evans al 12,500' over Scottsdale on XC flight from Shaw Butte. Air·IO·air photo by the author. INSET: The author alter a 50 + mile flight from the Butte. Photo by amazed passer.by. ABOVE: An early afternoon Arizona thermal stirs things up.

dwindles and the chance of a good flight in· creases immensely. Tnvariahly, around 2:00 or take a few minutes the best thermal of the day comes along, lifting gliders to 7,000 to 12,000 feet ASL, and providing the spring· board to a good X-C. One has to be alert constantly for aircraft; central Arizona airspace is amongst the busiest in the country: Williams AFB (20 miles SJ<:) and Luke AFB ( 14 miles west) train incredible numbers or military pilots, many or them from foreign countries; Phoenix Sky Harbor (10 miles south) is the nation's seventh busiest commercial airport; and Deer Valley (8 miles north) and Scottsdale (12 miles straight down· wind NE) arc very busy satellite airports. However, if you are flying Shaw Butte yon arc rated Hang III or above and you should be aware of the rules or the air, FAR's, and the cardintl rule or VFR flight sec and avord. So for, everyone involved, pilots or airplanes

and hang gliders, have reflected their skills, knowledge, and competence well. We have seen and avoided and there has never been a problem between a hang glider (uh rnlights arc another story!) and an airplane. Once you have made your way through the busy tramc oft.he valley the is pretty clear. The problem then becomes finding a sll'ong enough thermal to get past the Verde R.ivcr. It is twelve to twenty-six miles of wilderness with NO place for even a buzzmd to land safe· ly urnil you get to the Beeline highway and the next possible safe landing area. After that it's up and over the Mazatzal mountain range (another twelve to fifteen miles and seven thousand foot peaks) to the Tonto Basin and easy going (provided there are no 1hundcr storms ahead). In l 981 the longest flight was 52.S miles to Jane's Corner, which had to be terminated while at 11,600' ASI, (7000' + AGL) due to expanding severe storms

HANC; GLIDING

,John Leslie lilts off from the south-west launch.

ahead. Ou1 of1hc hundreds ofX-C Oigh1s only three pilo1s managed to get pas1 1hc Maza1zal range, and Payson still looms as 1he covet eel tnrgcl. Holbrook and fligh1s beyond one hun· drcd miles arc on the mental drawing boards. Maybe 1omorrow ... For those who prefer sitting on top of the pack, evening glass-ofls arc great. Often, ten to twenty gliders sail around in the vertical peck· ing order vying for top dog or the evening. The air is smooth and bo11yant masses or lift

Air-to-air ol Gary Brown (Cornet, near) and Russ Douglas (Harrier, below) about 7,000 feet above Scottsdale airport on an XC flight from Shaw Butte.

JANUARY 19ll2

Hans H11ydrlch soars alter sunset.

pass through, allowing almost everyone a super view or the city. Cherry red to golden sunsets provide a most pleasant sight to the relaxed pilots. For 1hc spectators in the LZ, the low angle of the sun literally sets the gliders' colorful sails aglow. A little spice is added to glass-off evenings as there is usually a strong wind gradient about ten to fifty feet AGL No-wind landings after a long, relaxing 11ight arc oflcn entertaining for pilots and spectators alike.

All pilots who wish to fly Shaw Butte must be rat.eel Hang III (Intermediate) or better, must be current members ofUSHGA with in· surancc, and need to sign a liability waiver. Local pilots must be current members or the Arizona Hang Glider Association, and visiting pilots must be sponsored an AHGA member. For information you can call or write: Bob Thompson at Desert Hang Gliders, 4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450 or any AlIGA oflker.

.....

View from the west as seen from 4,000' ASL (3,000' AGL). Nole LZ in foreground, alternate LZ at base of hill, McDowell mountains 20 miles to the east and Four Peaks (Mazatzal range) 45 miles downwind.

THE BUSINESS OF HANO GLIDING by Dan Johnson

Introduction In the following series, an exploration of the business of hang gliding will be made by Dan Johnson. Johnson's qualifications to write in this area include his majority interest in one of America's larger hang glider shops, C1ystal Air Sports, and his position as publisher of the Whole Air magazine. The combination of first hand experience via the Chattanooga store and the information connection offered by the magazine give him a perspective that few others enjoy. The series will probe into various aspects of how business is proceding in powerless ultralight flight, and the resultant effect on the pilot and his or her desires. Surveys conducted using the Whole Air Reader Response Card system will form a statistical base for interpretations offered by Johnson. A pilot or student armed with insight in this area can better judge the best times and places for pursuing the joy of soaring flight. And he or she can thereby better appreciate problems or difficulties which may arise as obstacles in this pursuit. Any specific questions of this often-neglected but vitally important realm can be directed through Hang Gliding magazine or straight to Dan Johnson, Box 144, Lookout Mtn., TN 37350-0144. Over the past two years, the sport of hang gliding has undergone a series of shocks which have forever altered the soaring scene. Enumerating these changes, we see: 1) A significant drop in the number of manufacturers flourishing in sales, and development and research; 2) The growth of the powered ultralight industry; 3) The emergence of federal regulation aimed not only at powered craft, but at nonpowered craft as well; 4) General world-wide economic upheavals bringing many changes, but an important one in what is called "the cost of money" (borrowing, using money for alternative purposes, et cetera); 5) New technological advances like enclosed crossbars, ribbed wing sections, better instrumentation, and most recently, the new promise of air-to-air towing; and 6) The passing of the sport's first ten years. Many more changes have, of course, occurred but these represent what might be termed the "high spots."

To the pilot these changes bring increased cost of hardware, longer delivery timetables, sharply increased cost of borrowing funds to purchase equipment, conflict amongst members and friends (regarding power/nonpower and the places for each to occur as well as organizational structure to support each faction). But also, changes bring improved performance, longer, higher flights due to better equipment and knowledge, more potential than ever before for flying hang gliders closer to home, enhanced public image, and the perspective and maturity which accompanies more years of experience. Any of these areas of change warrant discussions by themselves, but one especially intriguing development which is just today happening at the R & D level is air-to-air towing. It is this development which will kick off this series of The Business of Hang Gliding. Features in this publication, and including Whole Air, Glider Ride1, and Ultralight Aircraft, will all record the technical aspects of airborne towing. But what will this do to the business involved and how will it affect the costs and availability of flying hang gliders? I can see but one negative quality to this form of launch ... the time it may take for the industry experts to work out the problems. And in the meantime, the chance for less experienced pilots to possibly miure themselves or damage their craft is an imminent and serious problem. I can only encourage those of you who are anxious to try this technique to wait until more knowledgeable leaders can give at least some basic guidelines. The economic impact of air tow launches is significant. Consider just how much is spent yearly by the hang glider community traveling long distances to premium flying sites. Then consider how much is spent once you are onsite, driving up and down to the launch point. A 1979 Whole Air survey showed 62% of all pilots (surveyed) drove "a significant distance" an average of eight times per year. For more precise numbers, the survey also showed that 46% travel 200 miles or more each time they travel to fly, and 26% went over 400 miles or more each time. That's eight or so hours of driving and a lot of gasoline. Work it out at $1.40 a gallon and you begin to see what kinds of figures are involved. Plus consider wear and tear on the transport vehicle, and the potential for damage to gliders while atop the vehicle lashed down to a rack.

Think about how much is spend cajoling someone to drive back down as well. This last chore may even involve a little bribery, so add that in to the cost analysis. Air-to-air towing can and will change that impact a great deal. Now consider the dual effect on hang glider shops and those businesses operating flying sites. First, the potential for any shop anywhere to become much more active by offering air towing at a nearby field is nothing less than stunning. This could augment their flight school business and their equipment sales as well. The mind easily goes off on numerous tangents thinking of all the ramifications. And, what about those shops who depend on pilots traveling to them for instruction and hardware? Your initial reaction might be "Uh oh, good-bye to some who may fail to find new ways to promote." But think again. We in Chattanooga find a substantial amount of business right now from Florida pilots who travel to the mountains for the special, unique form of soaring. They have had boat towing for years; they are experts at it. Frequently they can thermal for hours, flying many miles away from the point of release. Yet they come to the Tennessee mountains in droves, and in a type of tour group to economize the cost of travel and lodging. I am confident this will not stop. Will pilots quit going to the Owen's Valley for long X-C flights? Will they forsake the consistent soaring to be had in Utah? Will Southern California cease being a mecca for eastern pilots? I doubt it, sincerely. Plus, if you don't imagine that shops in these areas will jump on the airborne towing wagon (probably first, in fact), you have made an error in thinking. And last, if flying in the mountains is desirable now, how much more so will this be when you can fly up to the mountain crest (under tow) rather than drive. Plus, you will have to set up/take down only once a day. No, I think air-to-air towing can be a big help to all shops if they try, mountains or no. What about the pilot then? True, you will have to pay someone to tow you up; I have heard a figme of $10 each for tows to 2,500 or 5,000 feet thrown out in conversation on towing, by the folks who have been experimenting. Is that a lot? Compare it to the several costs in driving up to launch. And in the flatlands, consider it with the cost of traveling to the mountains. Ten dollars may not be much at all. Plus competition from other experienced tow-capable ultralight owners may drive (continued on page 39)

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TELLURIDE 1981 by Kirk Russell Photos by Leroy Grannis

Someone in the crowd spotted the jets as they first dropped below cloud cover, and we watched the four of them come in low over Telluride and up the canyon over the park, dipping their wings for the hang gliding competition before climbing out above Ajax Peak. They were A-7 Corsair attack jets and the flyby was a favor for a friend and a gesture towards the pilots in the world's first aerobatic hang gliding meet. In past years Telluride has been an invita· tional cross country event held late in the summer. The Tellurider cross country course is one of the oldest and better known. That pan of the invitational was continued this year but it was no longer the focus· and meet organizers, Jeff Campbell and David Stanfield, intended with the 1981 meet to introduce aerobatic competition to hang gliding. With an was no standard to go by. There were no aerobatics meet they hoped to attract a sponsor judges with prior experience, nothing from the who could put up a large purse - a TV netpast to draw from, and no concensus among work for instance. It is Stanfield's belief that those organizing and competing about what aerobatics " ... will be the bottom line in hang was expected . There was a tacit understanding gliding competition," because it is exciting to about what a good wingover looked like. But watch and films will and can attract a wide authere wasn 't a workable objective method for dience. For a short while Stanfield and Campthe judges to use in choosing one wingover bell thought they had a TV network interested over another. And that was the problem. The in the 1981 meet. But as it was Testor' s Glue judges were asked to judge something that sponsored the meet, and an independent crew hadn't been judged before, and do it in a fair from Southern California filmed it. way, using criteria that de\·eloped and changed When the money was divided Dan Racanelli as the meet went along. On e\·ery day of the received $2,500 in cash for first place; Larry meet the judging was organized and reorganTudor S1,000 for second; Brad Harris $600 ized; in the end, there was a much better plan for third; and Rob Kells SSOO for fourth. The about how to do it next time. rest of the money paid judging costs; and in Midway through the meet two pilots certain ways the judging and the organization dropped out after saying they didn ' t think it are the stories of this meet. was well enough organized. But the other Because it was the first aerobatics meet there tweh·e pilots stayed, though it was ob\·ious to JANUARY 1982

everyone that in many ways the meet would be an experiment. Competitive flying began on a Wednesday and ended on the following Sunday. In all, there were three rounds. Five were originally scheduled but weather prevented two from being run. The scoring was weighted so that each succeeding round carried more points, and the majority of points were reserved for freestyle competition. It was the two freestyle rounds that were lost because of weather. Wednesday's round was formation flying . Two competing pilots flew into the aerobatic envelope together and tried to fly down with synchronized maneuvers. As they began their routines some 3,000 feet above the crowd, they pulled the firing pins on smoke cannisters attached to the wings and came down in a series of wingovers and turns with the colored smoke trailing in the sky behind them. (conunu~d on pag~ 24)

TOP LEFT: The participants assembled atop Gold Ridge, 12,150' ASL. FAR LEFT: Brad Harris against Telluride's famous snow-covered peaks. LEFT: Rik Fritz with a view of takeoff. ABOVE: Landing area. ABOVE RIGHT: Dan Racanelli executes one of the spectacular aerobatic maneuvers that won him the contest. RIGHT: Bear Canyon takeoff. BELOW: Tree landing, one of Telluride's hazards.

" .. .Kells proposes that hang gliding aerobatics should be styled after airplane aerobatics, meaning that the pilots would do defined compulsory routines, and there would be a standardized method of judging." The next competitive round required pilots to do a series of compulsory maneuvers, beginning with a set of spins followed by wingovers, some in which the pilot was required to finish at a particular heading. This round was individual. Later, when it was possible to watch the video, a lot of debate started about who had done what and whether they did it correctly. Several changes were made in the judging and method of scoring, and it seemed things would go better from there. On Saturday morning the judges were sitting in the bleachers in the town park waiting for the third round to begin. Denny Pimentel, now serving as chief judge, was standing and talking, going over the scoring system with the rest while they waited. You could see Pimentel standing there and the rest of the judges in a group in parkas and coats with their breath steaming in the cold. It had snowed on the peaks the night before. Telluride is in a box canyon at 8,000 feet and many of the peaks surrounding town are over 12,000. Their ridges are rough rotten granite but now, after the snow, they looked smooth from town. When the pilots reached the launch on Gold Hill, somebody radioed that there was six inches of snow. Clouds were still blowing over the peaks though now there were also patches of blue. By midday pilots began to launch for the Saturday round. Coming off the launch at Gold Hill a pilot would follow the ridge northwest and come out above the town park at the.mouth of Bear Creek Canyon. This was the designated aerobatic envelope, and the hope was that a pilot would have a minimum of 3,000 feet over the landing area before starting maneuvers. Behind him were the canyon walls with snow now on the high peaks. The aspens had turned with the fall and many were bare of leaves on the lower branches, looking like flame: the top leaves brilliant yellow and red-orange. The slopes surrounding the park and the aerobatic envelope are steep, and where there are not aspen,_ spruce and fir and brush cover the lower slopes. There are several long avalanche chutes. Ed Vasquez was the first to launch on Saturday. Originally from Columbia, Vasquez now lives in Southern California. The pilots were all from either California or Utah. Following Vasquez came Bowen, Haggard, Maggard, Duhon, Young, and Kells. The launches came about one every ten minutes. Each pilot's style varied and it was in the wangs that it was most visible. Some did wangs at 110 or 120 degrees, some at nearly double that. After a pilot was through the aerobatic envelope you would hear on the radio that the next had launched; then you saw him out above the cliffs,

sometimes circling to gain altitude before moving across to the envelope. All maneuvers were restricted to the aerobatic envelope so there would be no danger of collision with a free flier. Several free fliers were usually circling above the cliffs across from the park. Occasionally, a free flier would come out from the launch; and if there was not any lift, the pilot would land in the park. But when an aerobatic pilot came out it was usually unmistakable, because at some point he would move in a straight line toward the envelope. After Kells, Brad Harris of Utah launched. Harris flew a Stratus. Stratuses, Comets, a Harrier, and Sensors were the gliders flying on Saturday. Of those gliders the Stratus seemed the cleanest in maneuvers, though Harris was the only pilot on a Stratus who scored high enough to win prize money. On the ground there was always a PA system going announcing the pilots as they came out and did maneuvers. One striking thing continually said about Harris is that he is deaf and flies by feel, without the benefit of wind sound.

"[Some] think it's going to be a long battle before aerobatics is established in competition ... but you got the feeling that no one will be able to stop it from happening."

Racanelli, Tudor, and Christman came next. Racanelli did several wangs that from the ground looked something like a barrel roll. It was a twisting sort ofwang, and probably that is where he won the round and consequently the meet. Dave Gibson came out next. He was the last; and Saturday's round, though it was only the third, was also the last. Gibson, who had held the lead earlier, fell behind in this round. Bad weather cancelled the competition on Sunday, and it was decided that the meet would not be held over although Monday had once been scheduled as a weather day. After Saturday there were many ideas about how to do an aerobatics meet in the future. According to Bard Christman, the main problem with the 1981 meet " ... was that there wasn't enough definition of the game ... ," "the judging was mostly subjective." Rob Kells saw the prob-

lem as the fact that, "The meet was an experiment, it was too new, nobody knew what they were doing yet." The pilots are doing maneuvers they are familiar with but there is no standard, no common understanding of what is expected. According to Dave Gibson, "The format was too ambiguous. It needs to be defined ahead of time so that pilots can practice the maneuvers." Chris Price, who acted as competition director, saw the meet " ... as a damn good try that could have been a lot better." In the way of solutions, Kells proposes that hang gliding aerobatics should be styled after airplane aerobatics, meaning that the pilots would do defined compulsory routines, and there would be a standardized method of judging. Larry Tudor suggests a round robin like a tennis match. Pilots would compete one on one, and the winner would advance to compete against another winner; the losers would fly others with a loss. During the meet pilots would fly either a set routine or compulsories, the difference being that the compulsories would be the same thing for everybody, but the routines could be something the individuals worked out. By analogy, there are individual routines in ice skating and gymnastics. To make the judging fair, Denny Pimentel suggests that all judges should be trained ahead of time and should have the benefit of video equipment during the meet to go over their decisions. If possible, they should have aerobatic experience. "We have to pay the cost of a standard, the cost of what it takes to make a system." In contrast, it is Pat Maggard's opinion that video isn't necessarily a benefit because it's not that easy to look at the screen and judge depth and angles. There is plenty of disagreement about how to do a meet, how to do the judging. But it seems a general opinion that some sort of routine or compulsory should be a part of the meet, and that the judges should be paid and trained. There should be a clear standard so the competitors know ahead of time what the judges are looking for. Hopefully, hang gliding will not have to go through the drawn out process that surfing and gymnastics and many other sports went through to form a standard. In Telluride, wingovers, wangs, and spins were the maneuvers judged. If the weather had been better, then loops and freestyle maneuvers would have been included as well. As it was there was plenty to argue about with only three maneuvers. When, for instance, does a spin become legitimate and when is it a fast 360. Some of the best judges watched the meet from the cliffs across the canyon but (continued on page 30)

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sure that the flyers at your site are USHGA members and have the appropriate rating. These insurance programs have been developed by the Association for its members under the guidance of Insurance Committee Chairman John Harris. The record shows that the plans have been helpful to members in obtaining flying sites and protecting against financial loss. While you are flying protected, please fly with care. It is a method we can use to maintain a positive image of the sport and keep down the cost of insurance premiums.

USHGA INSURANCE One or the major benefils of USHGA membership is the half'.-million dollar liability insurance every member automatically re· ceives when joining the Association. The in· surance provides coverage for a member's recreational and it protects the member if a law suit develops. The insurance company has the right and duty to defend any suit against a USHGA member for bodily injury and property damage liability, even if the allegations arc groundless, false or fraudulent. If you arc legally obligated to pay, you arc covered up to $500,000 per occurrence for which the insurance applies. This is importanl protection for USHGA members. But did you know that USHGA also offers two other protection plans for members? chapter can obtain low cost liability in· surance coverage for its flying site landowners. The plan provides $500,000 coverage for bodily injury and property damage liability for each site. Premium for the first flying site is $ l 00 per year, and $50 per year for each addi· tional site. The insurance coverage has helped chapters obtain and keep flying sites. It substantially eases one of the main concerns of land owners, liability. And it is another incentive for a local club to become a USHGA

Matt Taber, right, owner,manager of Lookout Mountain Flight Park in Tennessee, and Pam retail sales, check my rating card. My membership provides one-hall million dollar insurance for my flight activities.

The third protection plan is for tandem and powered ultralight flying. It offers members protection of $500,000 for bodily injury and property damage liability. The premium is $20 per year. All these insurance plans arc similar to automobile insurance liability, they cover the other person. member receives a certificate oCinsurancc from USHGA that outlines coverage. For additional information about USHGA flying insurance plans consult the October 1980 issue or Hanx Gliding. The article, "Flying Assurance With

Insurance," by Carol Vclderrain, provide:, definition of terms and more detail. In many areas of the country landowners re· qnire that every flyer have liability insurance. Ir that is the arrangement that your chapter has made, I urge you to be sure that the agree· mcnt is fully observed. The landowner is depending upon chapter members for enforcement. An incident in which it is discovered that a flyer is not covered could quickly cost you a valuable flying site. It has happened. the faith with your landowner. Make

ONE PERSON CAN MAKE A DIFFERENCE My congratulations to George Worthington, he saw a way to improve the sporting code for World Records and wrote letters to USHGA asking that a change be made. Nearly one year later, 13 months to be exact, the change has been approved by the intemational hang gliding committee, CIVL. George requested a decision regarding the acceptability of a picture as proof that a finish line has been crossed in a Goal and Return Flight. CTVL said that a picture is acceptable. Previously a witness had to spend the major portion of a day on a moun·· taintop as an Observer, not knowing if the flyer would' he able to complete the attemp1 and return. And if only one van was available the driver followed the flight, stranding the Observer for a long period of time. It doesn't take much of that to find the supply or Observers dwindling. The photograph is to he in sequence following the turn point picture, and prior to pictures in the landing area. All other requirements remain unchanged. One person, an idea, and follow through. The CIVL decision can affect flyers around the world in attempting to claim a World Record in the Out and Return category. Thanks, George. USHGA was glad to be of service in the effort. HANG GLIDING

MEMORABLE WORDS I read an article in the November 1981 issue of Armed Forces Journal quoting one of the F-14 crewmen who shot down two Libyan SU-22s last August when an air-to-air missile was fired at their aircraft. At a meeting with fellow pilots and media people, the officer was asked what his first words were when he saw the Libyan plane fire the Atoll missile at him. The questioner apparently expected the crewman to reply that he expressed surprise because the weapon was fired head on, and the Atoll is a heat seeking missile. But the officer replied candidly that his first words were, "Oh, shit!" That got me to thinking about the times I have found myself up to my earlobes while flying. I remember one time in 1975 when I had allowed myself to make a foolish move and get mentally locked into one particular landing area. Making the hurried approach I noticed that a pine tree in front of me was rapidly growing tall. I pu!led in to gain speed and attempt to zoom over the top. It might have worked, except that on this particular kite I was flying seated. My legs dragged through the top of the tree and I found myself in a vertical dive on the other side. The one thing I distinctly remember about the event was uttering those famous words of a flyer in trouble. ~ Fly safely.

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS ADVANCED

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Name & Location Name & Location Stephen Dunlap, Ventura, CA

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Keith Hall, Castroville, CA Dale C. Bowyer, Berkeley, CA

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Foreign 9

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3 2

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Region Gary Semics, Carlsbad, CA Richard Caine, Blowing Rock, NC Steve Stovall, Dallas, TX John C. Cole, San Diego, CA Randall J. Eneim, Hanalei, HI Mike Atkinson, San Antonio, TX Paul Frost, St. Clair Shores, MI Ken Williams, Hawthorne, CA Kretoslav Prazdny, Palo Alto, CA Paul Golas, Washington, NJ Tom Fischer, Matthews, NC Kris Doe, Ventura, CA Duane Tessmer, Fresno, CA Rich Herrick, Moab, UT William Kershaw, Las Cruces, NM Dent T. Mellen, Salt Lake City, UT Kevin Moore, Pullman, WA Dwight Stephen, Hicksville, NY Phillip Arthur Lee, Crestline, CA Rob McKenzie, San Bernardino, CA David Seaberg, San Diego, CA James Feldman, Santa Rosa, CA Todd Bomont, ,'vlontara, CA Robert S. Mawhinney, La Jolla, CA

10 II

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OBSERVERS Ray Ruff, Herdon, VA Eric 0. Logan, Alexandria, VA Robert Ware, Cave Spring, GA Peter Soule, Kill Devil Hills, NC Richard D. Brown, Stokesdale, NC Chris Lawrence, Nags Head, NC Mel Hair, Tulsa, OK Chuck Price, Colorado Springs, CO Todd Bomont, Montara, CA Bob Berry, Wishon, CA

9 9 IO

10 10 10 6 4

2 2

EXAMINERS Lucas Leon Rubinger, Rio de Janeiro, Brazil Perry Judd, Pismo Beach, CA

Foreign

INSTRUCTORS Robert Lalor, Bryn Mawr, PA

Dealer inquiries Invited

JANUARY 1982

(continued from page 24)

never said anything. Steve Lantz on a Fledge III flew with one of them. Lantz took off from Gold Hill and crossed above Telluride to the north cliffs, hoping to thermal up from there. About 300 yards ahead in the sky he saw two golden eagles. The eagles " ... were playing around doing loops." Then one saw the Fledge and " ... broke off from the other, folded his wings, and came straight at me." Lantz said it passed about five feet under his control bar and sounded like a jet. He remembers turning his head to see what the eagle was going to do next. He saw it wheel up in a fast 180 and start back toward him. But now the eagle was flying slower and came up under the wing of the Fledge. From the ground many people saw the Fledge and the other strange short wing underneath the pilot. For the next thirty or forty minutes Lantz flew with the eagle - a black Fledge III with red rudders and a golden eagle as close as four feet away from the pilot, up under the left wing. Sunday night at the Floradora saloon on main street the awards were given out. The saloon is mostly finished in wood, with a long bar and tables in the rest of the room where you can eat or drink. Near the door on either side are built-up platforms with tables, and the awards were given out from there. The room around that part of the bar was packed. Many things were blamed on the bad weather and the fact that the meet was a new idea. Several people said that they have seen many dust devils but in Telluride they saw their first snow devils. Throughout the meet the weather was unstable. As the awards were given out, Tom Tatum, whose crew filmed the competition, named Dave Maggard as the winner of the Tom Tatum Award. Tatum gave points for things done in a spectacular way. A few things cinched it for Maggard, but mostly it was that during one maneuver on a borrowed glider Maggard began to tumble and had to deploy. The Tatum points were a way of teasing but he added that the film they'd shot was going to make a very good movie. There was a bottle of champagne for each of the pilots taking home money; and there was drinking for having pulled off the meet, and for the way it is going to be next time. There was the feeling that the meet was the start of something, that sooner or later it's going to come out right. Price and several others who worked on the Telluride meet think it's going to be a long battle before aerobatics is established in competition because there are enough people who think it's too daredevil and dangerous and gives the sport a bad name. But watching the smoke cannisters fire and the colored smoke trailing as a glider began a steep angle wang, and the cliffs with the first snow and the aspens turning, you got the feeling that no one will be able to stop it from ~ happening. 30

USHCA REPORTS

The C.P.S. (Competition Points System The USHGA Rules and the rulebook itself Regional quotas National Championships sponsorship U.S. Team sponsorship USHGA Sanctioning procedures and requirements Specific situation dealing with competition in your region Anything else that seems to be bothering you. Contact: Keith Nichols, Daniel J. Edelman, Inc., 711 Third Avenue, New York, New York 10017, (212) 557-1020.

COMPETITION REPORT by Keith Nichols The 1981 competition season is now over and I feel that it has been one of the best ones yet. Many regions held their meet with a very contemporary format; many young local pilots came flying up through the ranks to start establishing themselves; the Nationals found a sponsor; this year's Masters is considered to be one of the best ones ever; pilots were flying over 100 miles almost routinely in Don Partridge's X-C meets. Probably the most beneficial new improvement that evolved this year was a number of top competitors, past national champions, and world class pilots got involved in the design, organization and administration of contests. This lent an expertise that has previously been strongly lacking. My personal thanks as well as official appreciation of the USHGA go out to these pilots. : During the winter, as always, we sit down and analyze the previous season. We tear apart the rules, throw out the ones that didn't work, add new ones to reflect a contemporary, competitive philosophy. This is often more work than putting the meets together themselves. So, again as always, the cry for help goes out. This report is being sent to those participants in the 1981 Nationals as well as other interested parties. It will also hopefully be printed in the magazines. My theory is that if you went to all the trouble required to attend the Nationals this year, you're somewhat interested in serious competition and would be willing to help. So what I'm looking for with this letter is what is often euphemistically called "constructive criticism." I don't want statements such as "That rulebook is really a mess," "Those forms are really confusing," or "Competition is a drag. All you ever read about are the same old names." I want to know why the rulebook is a mess, what specific rule bothers you, what confuses you about the forms and what you would do to simplify them. The areas that need to be addressed are:

CIVL REPORT - Summary of Actions Future Hang Gliding Championships. United Kingdom withdrew from 1982 European Championships. France running 1982 European Championships. Germany (Federal Republic of) running 1983 World Championships at Tegelberg. Norway running 1984 European Championships. C.I.V.L. supported the idea to run Championships where takeoff is made by towlaunch. Cypress Gardens possible location for the First World Towing Championships. The U.S.A. NAC was invited to enter the annual Championships in Cypress Gardens in the F.A.I. Sporting Calendar as written in General Section 3.3. 4th C.I. V.L. Diploma. Sepp Himberger by acclamation. Manufacturing Standards. Advisory minimum manufacturing standards approved. SAFE PRO. F.A.I./C.I.V.L. International Hang Gliding Standards of Safety and Training were approved. The author and subcommittee Chairman Mr. Stein Fossum, Norway, received great appreciation for his splendid work. Record Documentation. A photographic documentation of the departure point after completing the out-and-return course will be valid for record attempts. Elections President, Erwin Kjellerup Vice-President, Tom Hudson Vice-President, Asahi Miyahara Vice-President, Stein Fossum Secretary, Maarten Brandt Chairman, Int. Jury, Jury, Dick Heckman

Sweden Ireland Norway Netherlands U.S.A.

Next Meeting. First two days following championships in France, at same location. Prepared by E. Kjellerup ~ HANG GLIDING

Miller

TEU. ABOUT WHAT THE EARLY DAYS OF HANG GLIDING WERE UKE. Well, I missed the beginning. That is,

Joe Greblo is one of the most often heard names in the hang gliding world. His name and picture seem to appear in just abom every other issue of'thc U.S. hang gliding magazines because of some grand feat he has accomplished. His most recent achievements have included the winning of the Southern .California Regionals, no easy task in a section or the country where the competition pil01s arc known as "the gladiators" because of their ex·· trcmcly aggressive flying techniques and highly polished skills. Shortly after this win, Joe went out to the Mohave Desert and flew 103 miles to put himself at the head or the Southern California Cross Country Competition, in which the longest flight of the year wins a large money prize. Known and admired for his friendly, easygoing manner and high ethics in business deal· ings, Joe co-owns a large Los Angeles hang gliding school with his partner, Rich Grigsby. He learned to fly seven years ago and now has over 1600 hours in hang gliders and ultralights. He is a Hang V (Master) rated pilot and a USHGA observer and instructor or six years. At age 29 he has won the 1976 Canadian Championships, the 1978 Owens Valley XC Classic, and the 1981 Southern California Regionals. In addition t.o this, he has consis· tently placed in the top three positions of at least a half dozen more meets and represents the U.S. on its world teams abroad. In the following interview, Joe tells about his exceptional lilc and views, and also some advice to pilots who dream of making a name for themselves in competition or who simply want to learn to fly better.

I got into gliding in '74 when a friend of mine asked me one day: "Wanna go out and watch Grigsby fly a kite?" I said "sure," as I had nothing else to do. I fully expected to see him with some strange kind of string kite. We got there and this big hang glider was all set up, and I couldn't believe it. We were at Rinaldi, and here's Grigs flying down the hill. I was just ecstatic. I thought: "Maybe he'll let me just run with it." So the next thing I knew, Rich said, "Hey, yon wanna try it?" I said sure! On my first flight I slid all the way down the hill on my knees; then I just went on from there.

HOW nm YOU BECOME INVOLVED IN HANG GLIDING?

TOP: Joe models a Wills Wing cap. ABOVE: In China, Joe gives a ground school to novice,level pilots. Photo by Rich Grigsby.

JANUARY 1982

never had to build my own kite like Rich did with Phil Warrender. While they sewed their own sail and made their first standard from scratch, I at least bought a kit and had Sun bird make it for me. My first kite was a 17' standard, and I must have spent two days trying to figure out what colors to make it. It ended up being red, white and blue, asymctrical. I thought It'd look so neat, and it turned out to be UGLY! Nobody knew me very well then,

so were all real nice 1o me, telling me what a good-looking glider I had. l knew they were all through their teeth.

HOW DID YOU MEET RICH GRIGSBY? I was in high ~chool gy1mnast1cs and he was in college. Rich was a natural champion gymnast at the lime. coach knew Rich, and brought him over to my school to assist with the team.

HOW DID YOU TWO COME TO OWN A HANG GLIDING SHOP TOGETHER? First Rich started a shop with Trip Mellinger. When they separated, I began working with Rich and managing the shop while he worked on magazine. l put in about a year of volunteer work basically, drawing very little money out of the business as Thus my investmem or a worth of work became equivalcm to a financial investment, and we became partners.

TELL US ABOUT YOUR EXPERIENCES OWNING A SHOP. The best part is in being l1exible with each other. ff there's something we want to do, we can work it out. We don't have any bosses on our necks; all the good things about working frir there. We have a large amount of freedom to leave the shop to compete; on the other hand, there's a lot of responsibilities, thinks hassles and problems. you're gc1ting rich when you're not. body needs something yesterday. When you're dealing with people from so many sources, something has to go wrong and always docs. So we have to confront all the problems as a middleman between manufacturer and customer.

TEI.L ABOUT VOUR EXPERIENCES AS AN INSTRUCTOR OF SIX YEARS Well, to me, owning a shop isn't the rewarding part; bu1 an instructor is kinda neat because you get to I akc students from the beginning and watch them progress all 1hc way to proficient pilots. Th:n's really been a learning experience. I really enjoy being with

people and helping them learn 10 do something they really want to do. They're so excited at first, and I'm excited right along with them, from their first flight to their first high altin1dc experience. There's certainly nobody making money teaching hang gliding, so you've got w gel something else out of it. When you take a guy or a girl and hook them imo a glider and their eyes light up and all excited, their cars perk up so they're very alert to whatever you have to say that's

apart in answer, but I don't see Phil 500 yards behind with his feet glued together. So the next thing Phil hears is "good, Bill (Phil), start slowing the glider down." Poor Phil obeys in spite of himself until he hears "Now lets do some snap-turns and wingovers!" I don't know what he did when I said that. Finally when he was% of the way to the landing area I saw him. Phil was by then coming in for his landing approach all by himself. He lands and says "Joe, I think we have a communication

pretty neat. Then they become a good pilot and go off on their own. They don't need you anymore and you rarely hear from them. But then you go on to the next bunch and the process starts all over again. Now we're planning on teaching power, and I hope to have the same enjoyable experiences. We'll still con" tinuc with Rogallo lessons, but will expand in·· to power as well. I remember one particularly funny incident when I was teaching (Rogallo) down at Elsinore once. I had another instructor assisting me at the top of the bill while I guided studcm s through their flights from the bottom of the hill. My man at the top accidentally launched two pilots one after the other, while I was aware only that the first pilot had launched. The first pilot's name was Bill, the second was Phil. Bill had had several high altitude flights before and was ready to learn stalls, snap-turns, and gentle wingovern. But it was Phil's very first high altitude Hight. They were both responding to my verbal instructiom by radio during the flight; however, I was talking only to Bill, unaware that Phil was also in the air, scared to death and to do everything I said. Poor Phil. I had intended to send him off in smooth conditions and just get him to relax as he flew down without trying anything tricky. I jus1 wanted to reassure him and case the fear of a first high altilude. While he was flying down, I was talking to Bill, teaching him spinattempts, wing overs and so on. Phil, meanwhile, had taken off and was waiting for me to say something comforting, when the first he hears is: "OK, Bill (he thought I said Phil) arc you ready for some stalls? If you arc, spread your feel apart." Well, sure enough, I sec Bill spread his feet

Joe as "Captain America" launches from Pine Flats wilh

HANG GLIDING

problem. The poor guy had been least, to do I told Bill lo do.

WHAT /\l)VICE DO YOU HAVE J:;OR BEGINNING AND INTERMEDIATE PILOTS? I think it's most important to realize that there are a trerncndous number of dangers in hang gliding. You can conceal that foct, lie about it, ignore il or whatever, but they arc there. do get hurt; people do get killed.

a li111e help h'om his friends. Photo by Carl Boenish.

J/\NUAfN 1982

There's enough danger even when you're do·· ing everything right, let alone trying to do it the wrong way. I would much rather sec a guy who didn't have much money and couldn't af: ford Io do it right wait a year and get involved in the spon next year than to go out and buy a second-rate glider and take no lessons. I'd rather forego the profit I myself might make from selling him a glider and have him wait until he can save enough money to go out and do it right. A year later, when he finally docs

the same guys in the top five at m1y given meet. Jeff Scotl, and such guys have had enough to have made of mistakes and have learned in the long run just to keep their cool and be conscrvat ivc. My advice for new competitors is simply not 10 take the contest too Or, if' you must take it seriously, try 10 fly in such a way that you don't feel the pressure oft he contest. Quite often you just get Olli there and ignore your opponent and fly the best you can,

it, the gliders will be better, the instructor will be better, and the sport will be safer. He'll be a winner all the way around. At the shop we do we can to get someome to take lessons, rather tlrnn just selling him a glider and sending him out on his own if he says he can't afli:ird lessons. Then again, some pcopk just don't have schools available to them. They live in some part of the country that doesn't have a school. Maybe only have an advanced pilot teach .. ing them. In these cases, all I can say is, don'1 take it too lightly and make an attempt 10 get all the information you can. Be conservative, read, talk to pilots, and don't try to rush through anything.

pretending you're hack at your own si1c. Sometimes that's gonna be the best way to win. Also, don't string yourself' out taking chances on anything. Take the conservative rmid. You won't win all the time, but you'll rarely do badly.

WHAT ADVICE DO YOU HA VE FOR PILOTS ENTERING THE COMPETITION SCENE? In the old days competitions were often strnctmed in such a confusing way; that is, how many 360's you could make, or how many times you could 11y around a pylon; a !or of' it was the luck oft he draw. Meets were prcny corny and had too much luck involved, yet you also had to be pretty calcu bt ing. In this kind of contest particularly, you had to just get at being in competition, make a lot of mistakes, and learn how to stop making those mistakes. Meets today arc much less likely to have this problem. This is because they're structnrcd more closely to the ways in which we 11y every This is why we have new guys who have only been flying a year or two doing quite well in contests. They know how to fly, and that's what the contests are now measuring. But there is still quite a bit of tactics involved. It's the conservative pilot who makes the fewest mistakes who wins. That's why you always sec

HOW nm YOU WIN THIS YEAR'S SOUTHERN CAUFORNJA REGIONALS? With a lot of luck! No, act1tally, there was skill there.

WELL, WHAT MADE YOU WIN OVER SO MANY HIGHLY SKILLED PILOTS? What made m1: win was luck; what got me in the top five was skill. Many people told me, though, that I won foir and square, and [ had a lot of skill and 11cw well. But not as analytical about my flying as I am: they don't know where luck came in. I did lose two rounds because of stupid mistakes that I should have won. In one case a less experienced pilot beat me. When we got up I umlercstimatcd him. He raced around the first pylon while I tried to climb enough to make two. It was late in the day and I should have con·· sidcrcd that the conditions would be deteriorating and I wouldn't be able 10 make two pylons. So l let him go ahead and make the first pylon ahead of me assuming l'd get the second pylon and he wouldn't. Well, no one got to the second pylon. I felt stupid about that because l lcl1 I could out fly the guy, yet I got beat. I don't take such losses too seriously. But the rest of the story concerns where l lucked out. In the first pan of my flight against I'friflcr, he was outflying me. He beat me 10 the first two pylons, and I knew then that if I jirnt kepi following him along, I'd gel

beat. So I hung back and let him go and waited for the time to make my move. Fortunately, what l needed came through: a big thermal in just the right place, that allowed me to get high so that I was above and behind him so he couldn't see me. Thus I could get the jump on him and pass him 11p while he was lower and having to scratch. So by not staying with him I bent him. Yet l don't sec that as my having outflown him. That's because J know I was being outflown when we were together in the same air. So while I don't feel fantastic about winning that round, there arc others thai I don't feel bad abom losing.

HOW mo YOU WIN THE FIRST CROSS COUNTRY CLASSIC? Winning the Classic in 1978 was not any· where near as hard as it is to win it now. That's because in '78 the meet was brand new and nobody really knew what they were doing. There were a lot of good pilots, but no one had much experience Hying the Owens in meets. People were learning dnring the course the

meet. On the last day of the meet I was in third place when they called a race down to a ranch. During the meet, pilots had learned that it wasn't very good until about 3:00, but the launch window opened at 1:00, and whoever got to the ranch first got a significant number of points. So no one really expected anyone to take off right at one. No one was ready to go then. But I had felt, throughout the contest, that conditions were good at one, but just not as good as later in the day. So at 1:00 on this last day of the meet, I got in my harnesss and was off on the button. I was in the air while everyone else was nowhere near ready and they couldn't follow. Consequently, when I landed at the ranch, the next nearest competitor was about an hour behind me. That win pushed me to first place.

WHAT ADVICE DO YOU HA VE FOR PILOTS WHO ARE LEARNING TO GO CROSS COUNTRY? Find a place that's forgiving when you leave your landing area. Maybe it's rnrning downwind over the back, or whatever; it doesn't have to be real far when you first break loose. The hardest part is leaving the first time. Find a landing field that's well within your capabilities, get the altitude you need, and shoot to that new landing area. After that, be conserva· rive in your conditions and don't try to bite off more than you can chew. Push yourself and be aggressive, but 1101 more than your limits will allow.

WHERE ARE SOME OF THE PLACES THAT HANG GUDING HAS TAKEN YOU FOR MEETS, ETC.? Well, because I own a shop, I'm kept in contact with what's happening around the world

Joe and Kris Harlinian. Photo by Lynn Miller.

in hang gliding. I'm also available tirncwise to be sent abroad a manufacturer for a meet. I've been sent to Rio de Janeiro, which is just incredible. I've also gone to Canada, Austria, Germany, France, Switzerland, Taiwan, Col· ombia, and all ovt:r the U.S. While 1 enjoy going to the meets and travclil's not always what it's cracked up to be. For example, you may go to France for two or three weeks, but you spend the whole time on the side of a mountain. h may be a different color than your home mountain, and real pretty and all that, but you're still stuck on a hill in a hang gliding contest. Pretty soon the moun· tains in Colornbia start to look just like the ones in France and everywhere else.

TELL US ABOUT YOUR MOVIEMAKING EXPERIENCES The first one we did was for NBC when they revived the peacock symbol. We made a glider with a big NBC peacock on it and soared it for them. Then a couple years back we did an "Eight is Enough" TV show in which one of the sons got into hang gliding and flew in a contest. That was really !tin because Chris Price and Dean Tanji played a big part in writing the script so that there was plenty of realism and credibility in the story. So ofren hang gliding on TV is corny and unbelievable. My very favorite one, though, was "Captain America." They wanted Captain America to go off a cliff; chased by the bad guys, and just when you thought he was doomed, he pushed

a button and up pops a hang glider to sail him and his motorcycle to safety. They spent thousands of dollars on the stltnt, building Jive plastic motorcycles and two gliders. The entire special effects depanment was at my disposal in designing the motorcycles and suspension systems to enable me to fly off on a motorcycle. We had to build a rnmp and a dolly system to launch me since the wheels on the cycle didn't roll. We filmed from a helicopter and also from cameras on board the glider. We were told that they had almost $75,000 invested in this one stunt alone. They really did an incredible job, testing everything beforehand with the big movie fans. I also filmed "Chips" and "Dukes of Haz·· zard." In "Chips" the two policemen were out hang gliding one day when they sec someone in a car go over the cliff. So they land on the side of the cliff (Pt. Fermin!) and rescue the man. I was the man they rescued, while Jim Handbury and Rich Grigsby were the standins who were actually ffying, tandem. I was the one with the "bit" part, while they were stand-ins for the starring roles. As it turned out, they had to spend the day flying down and hiking the glider back up Pt. Fermin over and over again while I just laid down on the ledge relaxing all day, and getting paid the same salary they were getting for doing all the work. As it also turned out, they were clas· sified as stunt men while my part was that of an actor, so that I've received far more money in residuals than they have! In "Dukes of Hazzard" we played good guys flying hang gliders down to land on a truck full of marijuana which we were trying to capture along with the bad guys. It was a corny little cops and robbers plot involving hang gliding. I took a lot of abuse on this one because I had to dress up as a girl who flew the glider clown.

TELL US ABOUT SOME 01:; YOUR MOST MEMORABLE FUGH.TS Well, there's a hill out in the Mojave Desert that Rich and I have always tho11ght you could go 100 miles from. Yesterday Rich, Sterling Stoll, and I went out there to practice for the Cross Country Classic. It was really strong, gusty winds and I didn't feel good about flying. But Rich took off and started doing fairly well, and when I saw him turn downwind I felt I had to fly. I wound up going 103 miles and it wasn't even a good clay! Most of the flight I was only about 3,000' above the ground and only once did I get to 6,000' above the ground. It was a lot of fun, and was one of the easiest (in terms of work) cross country flights I'd ever made. When I landed about 3 1/z hours later, I was very surprised to learn from a landing witness that my takeoff point was l 00 miles away! Another of my favorite flights is one I had with my girlfriend Kris a couple years ago. We were flying tandem at Telluride at 6:00 in the HANG GLIDING

with three or four other pilots. It was neat because we worked hard and managed 10 get up while the other pilots were taking off and going down. It was to get lo about 18,800' as! at sunset in the Rockies.

WHOM. DO YOU ADM.IRE IN THE HANG GLIDING WORLD& WHO ARE THE PEOPLE YOU LOOK UP TO? I think I admire the Brazilians because got the best flying set-·up anywhere in the world. Also Steve Moyes because he's probably the best all-around pilot in the world and he never ceases to amaze me. He's a guy who has no enemies because he's a genuinely nice guy. And of course my partner, Rich for the same reasons. Everyone likes him and he really seems to capture the lime· light a lot. And finally my girlfriend Kris lfartinian. There still aren't that many women in hang gliding and it's wonderful to be involved with one. She always wants to hear all about my latest flight and doesn't get tired of talking hang gliding. And it's neat to fly tandem with her, too, because she's so funny. Ifl start to fly in real close she moans and closes her eyes. In if I get in too close she has a hard time keeping her mouth shut! She really gets upset when I say "dam, this glider won't tum" when the hill is real close. Sometimes I may tell her tbc glider is stiff or spirally unstable just to freak her out. Actually, she's pretty mellow she just squeaks a lot. I guess she's got to be the person I look up to the very most.

TELL US ABOUT THAT FANTASTIC THERMAUNG OF YOURS! First you need to forget what you've heard about what a thermal looks like. can take any shape or be of any size, and l think the classic bubble is somewhat misleading. People don't use their brains and eyes enough when thennaling. I often see one guy going up 100' per minute and 50' away from him someone else is going up at 300' per minute, or even more. Or maybe you'll be thermaling along just fine but a hawk near you will be going up twice as fast. Pilots need to watch for varous that tell them where the best lift is. Another I'll sec people doing is down the middle of canyons, where there most likely will only be sink. You also need to learn how to fly sink areas, flying a bit faster through them. This will help you to stay up during sink when everyone else goes down. It's important to fly smoothly. I sec many pilots waste a lot of energy in unclean flying, that is, varying airspeeds, over· banks, throwing of the body all around the bar. Sloppy flying really hurts your sink rate. Finally, the vario is only a tool. It's not there for you to confirm your actions, or tell the weather or the lifr. It's there to tell you what 10 do. Most people don't use it properly. Your use of the vario should tell you when 10 tighten and when to loosen your hank angles and turning radiuscs. That's all thcrmaling is. JANUARY 1982

TOP: Joe lest flying 11 Lazor. Photo hy Rich Grigsby. CENTER: Captain America in civvies relaxes alter a hard day's work. Photo by John Ballantyne. ABOVE: Joe and his Sunbird standard in 1975. Photo by Rich Grigsby.

THE MAGICIAN ..... Conversations With A Maestro by Dennis Pagen

I have always been fascinated with conjurers, illusionists, and sleight of hand artists. I have seen the great Blackstone and a number of the magicians work their art. One of my favorites, Harry Houdini, excelled at improbable escapes and incidentally was a pioneer pilot in his own right, having flown the first airplane in Australia in 1909. However, it was a hang glider pilot known locally as "The Magician" who showed me the best tricks of all. The Magician's favorite performance was a disappearing act which he called "winking out." The way he did it was this: after launching and sampling the air for a few minutes, he would select the most promising lift, then climb in rapid stages, higher and higher, growing smaller and smaller until he was just a dot, then a speck, then invisible to those of us observing from below. Often on these occasions his performance would end with a reappearance many miles away. At other times he would awe us with such tricks as finding the only thermal in the sky or floating around for hours while the rest of the flying group slid to the ground. His subtle abilities were amazing. Tall and lean with faraway eyes, raven hair and a laconic smile, The Magician reminded me of a somewhat lazy bird. He didn't talk much but would sometimes deliver little lectures when asked a question that sparked his interest. Fortunately, I was the poser of many of these questions and thus learned much over the years concerning the dark art of thermal flying. One of his longest monologues was delivered a while back after he landed from a flight that lasted an hour and carried him aloft like a puff of smoke. I had launched immediately after him and had managed to remain airborne for only 15 minutes or so while kicking treetops and thinking light. I was frustrated and asked him how he managed to find workable stuff in such monotonous air. He looked at me with one eye and replied: 36

"Finding thermals is like a fishing expedition. It takes luck, knowledge, skill, suitable equipment, the right conditions, and a good feel for the action. For most pilots, luck is the dominant factor. If you turn left instead of right and happen to blunder into a useful patch of lift, it should be considered due payment for all those times you turned right and found sink instead. In the long term, such matters average out and we learn to accept our fate. "Howeve1; just as there are certain fishermen who will haul in a whole mess of keepers when no one else is even getting a bite, so too are there pilots with the ability to hook thermals when no one else can find a wisp of lift. " (Here I smiled, thinking how well he described himself.) "This is more than luck. I have a themy which I believe explains this ability. "Think of the air as a fluid through which large, solid spheres are rising. The fluid 1i10ves away from the top of the rising spheres and inward below the spheres. Since the fluid is not elastic, a disturbance at one point in the fluid is felt eve1ywhere to some degree, diminishing as distance increases from the cause of the disturbance. A rising sphere would disturb the fluid something like this (here he scratched a diagram in the dirt that I have reproduced as Figure 1). " "The air is a fluid and rising thermals disturb the air like the spheres of our example. Thus, a sensitive pilot may detect a thermal a good way off even though lift or turbulence is not felt. He feels a change in the flow and alters his path in the direction of the 1her;nal. Thal change may be a slight yaw, roll or even pitch input, depending on where the pilot is in relation to the rising thermal. The more sensitive a pilot is to these subtle signs, the further away or 1he weaker the thermal may be that he 01· she may be able to catch. The pe1fection of thermal detection techniques depends on two things: the glider and

the pilot's awareness. A good handling glider is essential. It helps if a little spiral instability is tuned in so that the slightest texture in the air will produce a roll or yaw response. A deft touch is a necessity. "The pilot must develop his senses. We must all realize that our flying devices are ideal for defining small scale variations in the air due to their minimal size, slow speeds and low wing loading. Just as sailplane pilots discovered new phenomena - thermals - in the late 1920s with their comparatively light craft, we hang glider pilots must be ready to interpret and exploit the new phenomena that we discover. " Since that conversation I have tried to apply The Magician's "thermal detection field theory" with some success. I must add that the more turbulent and unruly the thermals, the less useful his method, but on those light wind days when thermals are mannerly, I have been able to find distant thermals better than mere luck would dictate. Several years ago, I watched The Magician grab a thermal, establish a circular path and climb out on his way to repeating his disappearing act. I was curious as to how he seemed to enter the thermal so readily· and find the good lift with no wasted effort. His reply was this: "Once you've detected a thermal passing, head in its direction, keeping alert for further signs of its position. Remembe1; a thermal isn't a sitting duck, but drifts with the wind as it rises. As soon as you detect any sink, lift or turbulence which you recognize as being thermal related, begin to apply the "vaiying bank" method of thermal flying. This method simply consists of decreasing the angle of bank or leveling out when lift is increasing, increasing the angle of bank when lift is decreasing, and maintaining an even bank (say 25 to 30 degrees) when lift is constant. This technique has been worked out from a combination of others and is the best available for centei-ing in the best lift - don't buy any other. HANG GLIDING

"Of course, due to the nawre of hang gliders, we must make a few mod1fications. First, when one wing is hfted we should tum towards that wing, even if the overall lift is increasing. Pe1fonning a 270° tum to find a thermal when a wing is hfted strongly is an obsolete technique that went o·ut wilh the sky trucks. Now that we have power steering on most gliders, we opt to Wl'II towards the hft evety time. Secondly, when a large area of sink is encountered, it is not proper to keep increasing bank angle and spiral down; we must leave the area like a preacher in Las Vegas. Next, when multiple and ephemeral thermal cores abound, we cannot establish a given arc and expect to be carried aloft efficiently. We must continually alter our path with the vmying bank method and constantly seek the best hft. "Finally, when thermals are light and small, we sometimes must establish a gentle circle that carries us through the hft the majority of the time, yielding a net increase in altitude. In this case, the hft may be so light that increasing the bank angle in sink will drop us below the thermal. Here, our variometer helps map the thermal, but our altimeter really informs us of any progress made. "The key to efficient flying in any condition is sizing up the air as soon as possible. Of course, this process starts on the ground. Smoke, clouds, birds, other pilots and ground wind informs us as to the nature of the lift. For example, strong ground wind and frequent gusts usually signifies multiple cores and turbulence aloft. Once in the ail; a pilot should quickly decide the mean strength and size of the thermals (keeping an eye out for a change) and go for the best available. Sometimes it is necessaiy to circle in a patch of zero sink to maintain altitude and wait for a thermal to build below. Many a contest has been won with such patient behavior. I'll choose zero lift to sink any day."

One day I landed with a .touch of fright instilled by jackhammer turbulence and rollicking thermals. While I was breaking down, The Magician came driving up. I took the opportunity to ask him what he thought of the conditions and whether or not he ever got frightened in the air. He looked at me, then looked at his van with the glider still lying on the roof like a python that just swallowed its monthly meal. "You didn't see me up there knocking around," he quipped. "I have been scared in the past and frankly, don't enjoy it. Periods of excitement aren't bad, but paralyzing fear is. The one sharpens your senses, the other locks the brain. To avoid unnecessaiy fem; simply make a careful assessment of the conditions on the ground before launching. The amount of gustiness at ground level is generally a bit worse than what is experienced in the air a hundred feet up or so. On the other hand, the wind velocity at takeoff is often

JANUARY 1982

lighta than ii is above the mountain due to swjace drag. "Mark these points well and avoid flying in a combination of sffong wind and strong gusts. A serious thermal pilot will know that you can't work hft in strong conditions. With the current crop of safer gliders, there should be no fear of going 'over 1he falls' in any conditions 1ha1 are workable."

I found these words of The Magician to be most comforting. I now choose my days carefully and have slowed down my aging process. In recent years, much emphasis has been placed on cross-country flying. I caught the fever by watching The Magician make a major migration out of practically every soaring flight. Several times I've sat and listened while he shared his knowledge of distance flying. Here are some of his ideas as best I can remember:

"There are three things that must be correct for a worthwhile cross-countty flight to result. These are the conditions, pilot skills and auitude. Obviously the conditions should be thermally. This is not too hard a situation to find. Howeve1; ii helps 1f the thermals are well formed, al least several hundred feet per minute and aligned in streets. In fact, many successful distance flights in a hang glider would not be possible zf streets didn't exist, especially in the East where cloudbases tend to be relatively low. It helps to have a good wind (15 to 20 mph) aloft and other niceties such as good sunshine, good roads and reasonable temperatures. "I suggest taking off in the morning (say 10:00) so that you will have plenty of daylight and be aloft during the early afternoon period of peak thermal activity. For safety reasons, it is wise 10 call Fligh1 Service and get a reading of winds aloft to make sure that peak conditions won't be too vigorous. Stronger winds alof1 mean stronger turbulence when thermals s/art kicking. "As you know, th; pilot must be aware of what he or she is doing. Two points come to mind here. First, a certain amount of altitude must be gained in front of 1he mountain (say

2,000 feet), !hen a good thermal must be followed to its maximum height, supposedly cloudbase. Nothing is gained by leaving the initial thermal early, unless time is a factor and hf1 is s1rong eve1ywhere. "The second point is that all long distance cross-co1111ny flights mus/ be made traveling downwind. This is important not only to make use of the tailwind compone111 in assis1ing travel over the ground, but for insuring tha1 the chance of continuing in a street is greatest, especially in blue (clear sky) thermals. A serious cross-counny pilot will spend some time in practice following a pe1fect downwind path by watching ground dnft carefully. "The atti!ude of the pilot is a major consideration. Many pilots are reluctant to leave their own familiar territory because of feat; inconvenience, lack of incentive, or a number of other reasons. The fact is, a cross-country pilol often flies the entire mp alone. To prepare for cross-counny, a pilot must learn to be comfonable in the air alone, making his own decisions and judgements of condilions. Taking a few soaring fliglus with nothing but a driver around is a good way to prepare for such situations. Every good aerial explorer must have initiative, self-sufficiency and ultimately the ability to go for it alone."

I can't over-emphasize how much The Magician embodied the principles he preached. His flying feats were sometimes so spectacular that I still wonder ifhe didn't have control of some spiritual force as some magicians claim, or if he just had the insight to visualize what a lot ofus can't imagine (are the two really so different?). At any rate, he was normal in one way: he did succumb to the basic urge for companionship. The story as I heard it (for I was away at the time) took place last spring on a beautiful flying day. Clouds were forming like great white ships in a sea of blue. The Magician took off at noon and soon commanded a view from cloudbase. He headed downwind and wasn't heard of for days until one of the local pilots called his parents and found out what had happened. Apparently, he had traveled over a hundred miles to land in a farmer's field. This particular farmer had a daughter with uncommonly nice endowments. The Magician was charmed and used some of his own magic to likewise lure the lady. The story is vague here, but something is rumored about shotguns and marital bliss, etc. Whatever the facts, The Magician hasn't returned, didn't claim his East Coast distance record and even left his glider decaying in the field where he last landed, according to a friend who went to visit. It is my own belief that The Magician had this outcome in mind throughout his many years of flying. Perhaps this is· the secret behind his ability to excel. At any rate he left me here to carry on his particular brand of aerial magic. Maybe I'll share his fate. ~

An instructional column for the new pilot. by Erik Fair

Happy New Year! Nothing like the anticipation of a brand new 365 to inspire a hang glider pilot to throw together a few resolutions, revelations, and inspirations, not to mention a checklist or two. The whole point, of course, is for all of us to swear up and down that we'll do a whole bunch of smart, reasonable things to keep us safe as we go about pursuing the truth and beauty of flying hang gliders.

Resolutions

c=--=-; •.

Lets talk always: I will always: 1. Remember that hang gliding is a high risk, high reward endeavor. 2. Realize that the only way I can minimize the risks and maximize the rewards is to approach hang gliding with an enormous amount of responsibility and self-discipline. 3. Be aware of and utilize all sources of information available to me, including written material, schools, clubs, and (selectively) more experienced pilots. 4. Be aware of the USHGA pilot proficiency rating system and utilize it as a framework for scheduling and implementing new learning experiences. 5. Recognize that launching and landing are the two most critical aspects of hang glider flight since both occur close to the cold, hard ground at airspeeds very near stall. 6. Work at perfecting my launch and landing technique. 7. Be aware of what my glider feels, sounds, looks, and smells like at airspeeds ranging from stall to minimum sink to best glide to fast to real fast. 8. Recognize the limits of my knowledge and experience so that I won't fall prey to intermediate syndrome. 9. Make sure that the glider I fly is airworthy in regards to design (HGMA certified) and construction as well as state of repair and tune. Make sure that I have read and 38

understood the owner's manual that comes with my glider. 10. Make sure that all other equipment I use (harness, carabiners, helmets, parachutes) is properly designed, constructed, and maintained according to manufacturer's recommendations. 11. Pre-flight check my glider before flying. 12. Do a hang check to confirm hook-in just prior to launch. Let's talk never: I will never: 1. Forget that hang gliding is a high risk, high reward endeavor. 2. Survive if I go about hang gliding in a careless or neglectful way. 3. Allow myself to get in over my head out of ignorance or self-imposed isolation from the rest of the hang gliding community. 4. Brazenly "go for it" when my skill level dictates "sit on it" just because conditions are "really happenin' man." 5. View launching and landing as kid stuff not worthy of consideration by a jaded three month expert such as myself. 6. Work at perfecting my "slopover" aerobatic maneuvers just because my girlfriend (or boyfriend) loves it when I scream.

7. Fly blindfolded, or with earplugs, or with my hands tied behind my back. 8. Hook in and take off in a 30 ° cross wind gusting from 15-45 mph just because Ace McHotshot is somehow managing to avoid tumbling his Deathwing 500 a thousand feet over takeoff. 9. Buy a "Flyspeck" from someone named Lefty who says the 45 ° downward bend in the left leading edge "takes care of a slight right turn" in this all-but-certified (except for load testing and filming) state of the art hang glider. 10. Fly without a helmet or parachute in a harness fabricated from burlap and bailing twine by "Buy-lo Accessories, Inc." 11. Forget to pre-flight. 12. Forget to hook in.

Revelations and Inspirations Flying hang gliders is fun! Flying hang gliders is not inherently safe. Flying hang gliders can be made safe by the way you go about it. Your own fate is in your own hands.

A Checklist or Two Welcome the new year by making sure all your equipment is in good shape. Glider: If you've had your glider for a year or more it is a good idea to do or have done a thorough annual inspection. I. Remove the sail from the frame. 2. Inspect all frame components for dents, gouges, bends, signs of fatigue or corrosion. Pull the end caps and look inside. 3. Inspect all wires for frays, kinks, thimble elongation or deformation. Be especially picky about your side flying wires. 4. Check all bolts and fittings for bends or signs of wear. 5. Inspect the sail. 6. Replace parts as necessary. 7. Replace all nyloc nuts you've removed during disassembly. HANG GLIDING

8. Replace hang strap even if it looks perfect. 9. Do a thorough inspection following any crash. Equipment: 1. Inspect harness. All support straps, leg straps, stitching, main body, etc. Look for signs of wear, frays, cuts, and material defects. Some manufacturers recommend changing main support straps (usually those nearest hips) annually. This will cost you $10-$20. 2. Inspect carabiner. Locking gate type is best. 3. Inspect helmet shell and liner. Replace if cracked, or moldy, or filled with bugs. 4. Repack parachute after practice deployment and thorough inspection of canopy, gore lines, and bridle by qualified rigger. Repack is generally recommended every six months.

Summary Make sure all the stuff you buy and use is good stuff. Keep your stuff in good shape. Always do things right. Never do things wrong. Have fun. Be safe. Please send questions, comments and other correspondence to: The Right Stuff c/o Hang Flight Systems 1202 E. Walnut, Unit M Santa Ana, CA 92701

(continued from page 8)

(Chapter News) The Golden Eagle Award has been announced by flight director, Pat Denevan. This award will be presented to any member of the club who flies from Ed Levin Park to Mission Ridge and back. The award itself is a very attractive patch that can be sewn on your flying jacket. There is a new hang gliding shop in the area of Ed Levin Park. It's called Summit Skyworks and is owned and operated by Nels and Tania Johnson. They will carry a full line of gliders and trikes as well. Hours will vary and the shop is located at 527 Sinclair Frontage Rd. Phone - (408) 946-7115. Pat Denevan watched a glider fold up in midair during an approach. The pilot only fell about 25 feet and wasn't hurt. Cause was found to be a missing or loose nut that wasn't caught during pre-flight.

Fly-Paper San Bernardino H.G. Assn. (#16) P.O. Box 1464 San Bernardino, CA 92401 Ron Carlisle is interested in holding interclub meets for "weekend warriors" burned out on regular competitions and having to deal with factory-backed pros. Last year's meet with the UFO club in San Diego was a big success. Any takers for this year? Over heard recently: Tandem Pilot: "My glider can take 10 Gs and one urp." Solo Pilot: "How did you find that out?" Tandem Pilot: " I did some tandem wingovers and my passenger said 'Jeeze' 10 times and then, 'Urp."'

(C(l/ui1111cd from page 18)

(The Business of Hang Gliding) the cost to the pilot/consumer downward. How about equipment changes and those costs? Tow bridle set-ups are not too expensive and should work very well, I think. I just cannot see this as a significant cost. However, the availability of more flying may increase your desire for better and better equipment and that will ·cost you more. In summary, I believe that air-to-air towing could be a saving grace to an industry troubled by factors mentioned at the beginning of this article. I can see no real problems or costs with the exception of lack of patience for the experts to figure the problems out, resulting in novices experimenting and hurting themselves. Undoubtedly this series on The Business of Hang Gliding will return to air towing as developments occur. Glad you found this worthwhile. Watch succeeding issues for more in the series. All suggestions and comments are welcome. ~ JANUARY 1982

The Soaring Times Utah H.G. Assn. (#58) P.O. Box 14 Draper, Utah 84020 Michael Circuit, of Infinity Flight Systems reports some friction with a few pilots at the Point when he spent a day doing tow training at the site. He says this was only a demonstration to show the glider pilots how the tow training works. Daniel A. Wheeler did a thesis on the selfconcept of participants in hang gliding, kayaking and sky diving. He tested 64 volunteers and used the Tennessee Self-Concept Scale. Results: The participants in these high-risk sports score higher than the average person on positive self-concept, confidence, and lack of identity crises. He concludes, "Success in accomplishing what relatively few people can, leads to greater esteem, both in one's own eyes and in the eyes of the world." ~

A Column For Unusual and Exciting Flights NORTH CAROLINA: There is a new site in central North Carolina that is much closer than the old ones. The fact that it faces the prevailing wind and is 800 feet high means a mountain with great potential. On October 21, 1981, Tommy Thompson launched his Mega II into the 10 mph southern breeze atop Sauratown Mountain and rose 500' above the cliffs to become the first hang glider pilot to soar the ridge. After 30 minutes the sun was setting and the glassy air provided a safe and easy landing at Sauratown Village. While Tom was up taking photos and movies, two other area pilots were next to launch into calm air, also becoming pioneers at the site. Dale Still, flying a Dove, and Jeff Poplin in a Seahawk had enjoyable flights and. the trio was captured on film for the occasion. Thompson still holds the duration record at Sauratown but most think it won't last long. Only time will tell. INDIANA: On September 9, 1981 Ron Kellerman and Mike Boerschig of the Cincinnati Hang Gliding Club launched from a 400 ft. hill near Aurora, Indiana and eclipsed all previous local soaring records. Mike gained 3,200 ft. above takeoff for a new altitude record and turned downwind. After crossing the Ohio River three times he landed near the town of Napoleon, Kentucky for a new distance record of 18 miles. Meanwhile back at the ranch Ron was still flying and continued to fly for a total of 2 hours and 45 minutes to surpass his old duration record by 1 hour. Had an unusual, humorous or exciting flight lately? Send it in and we'll let the world know. MILESTONES, P.O. Box 66306, Los Angeles, CA 90066. 39

RA VEN 209 -

$700. Dewitt Barnard. (805) 688-6205.

Leave number.

CLASSlflEI) AOVERTISINQ·

SEAGULL New 1980 180 and 200 Seahawks - Last of the production line. $995. Includes cover. (919) 441-6247. Can't be beat for a first glider. SEAGULL New 1980 lO Meter - $995. (919) 441-7575. Includes cover. A S\\-'eet flying machine. SEAGULL New Sierra. Collectors item. $1,200. (919) 441-6247. SENSOR 210 - 183 sq. ft. Looks and flies good. $895. Will ship. (805) 643-9550. SIROCCO II 180 - Beautiful custom sail, S700. Super Lancer, New Zealand sewn sail, excellent thcrnrnlling and handling, $900. Owl 160, excellent condition, $300. Intermountain Sky. Sailors, (406) 543-7434.

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented iubes, 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 opin-

ion on the condition of equipment you bring them to inspect.

Rogallos 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. CHALLENGER 205 - Red tips and leading edge. White sail. Excellent condition. (805) 649-2318.

SUPER SEAHAWK 190 - 1978 model. Pretty sail. Less than l O hours. Great beginner/intermediate glider. $600. (704) 568-5431. SENSOR 510's - Brand new, in stock - S2l00. Parts, service, tuning - (916) 583-6136. WINTER CLEARANCE SALE - We have the following Demos and used gliders available. Wt. Range Price Glider Comet (U} 145-210 $1200. Comet (D) 145-210 1600. Gemini (D) 125-200 1400. Condor (U) 155-200 850. Condor (U} 155-200 850. Mosquito (U) 142-207 500. SST (U) 160-220 500. Oly (U) 140-180 400. Condor (U) l 75-230 1100. Can ship anywhere, add $25. packing fee plus shipping. Superfly Hang Gliders. (503) 479-0826.

Rigid Wings

COMET 165 - Excellent condition. Brown and gold, $1500. (213) 780-9427. COMET 165 -Terrific buy, $1075. MEGA ,v1K II, $850, (801) 254-6141. COMET 185 Good condition, Sl 100. Replogle Barograph, $190. New Ball 610 Vario with many extras (flown once), $290. Alan, (602) 626-6124 wk. days. !'LIGHT DESIGNS Lancer 190 - Test flown only. Will ship anywhere in U.S. $995. (919) 441-6247. · HAND PAINTED MOYES MAXI - Cherry cond. George Worthington's personal glider. $750. (714) 452-1768.

EASYRISER - U.l'.M. with McCollough 101 with i'v\aximiser. 2 hrs. airtime. $1500. (512) 968-7210. Red with

orange rudders, fairings. FLEDGE 2,\ - Excellent condition, hand-painted rudders, $900. ORO. Harry (213) 701-1887. FLEDGE IIB - 5 hours. Excellent condition. $950. Yarnell landing gear and soarmaster. $500. (919) 44 l- 7575. 9 Meter. Test flown only. Excellent ladies glider. $995. (919) 441-6247. Also 155 Seahawk $995. QUICKSILVER YAMAHA 1981. 10 hours. Excellent condition. Flies great. (919) 441-6094. $2800.

HARRIER l 77 - Excellent condition. White wired LE, keel pockets. $1,000. (714) 349-3527.

Schools and Dealers

HARRIER 177 - !'lawn 5 times - owner moved to flatlands. $1400. (505) 821-6842, Buffalo Skyriders, Inc. HARRIER l 77 - Span wise cut. Flies like a dream. Sl 250. (213) 399-5315.

ARIZONA

LAZOR II l 75, with harness and parachute, $900. (916) 272-5984.

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

LOOKING FOR A USED GLIDER? Selling yours? In 213 and 714 area codes call Doug Henzogs Hang Gliding Referral Service, (213) 436-4891.

CALIFORNIA

Must sell COMET 165. Brand new, less than l hr. airtime. Will ship anywhere in shipping tube. $1400. SOARMASTER Trike. Twin engine, less than l hr. airtime. Hooks to Comet, Viper, etc. $1400. New WEEDHOPPER (just built} S2800. (209) 883-2057. MEGA II/72 - Dark brown LE, white sail, yellow tips. LE mylar. High performance, easy launch and land. Best glider ever to tow. Sl,050. Available Moyes tow bar or EmersonBailey bar. Jim (305) 851-5988. NOVA 190 - Red, good, wheels, helmet, harness. $550. (714) 887-2378. OLYMPUS 180 - Immaculate rainbow sail, applied leading edge and never kinks. $600. (312) 244-0529 evenings. PHOENIX VIPER 175 - New, black & red, tuned, bag, fairing. $1200. (916) 583-6136. PROAIR 140 - Excellent condition, 1981 model, few hours. $1400. (213) 395-4589. PROAIR 180 - New Sept. 81. Lt. blue, dk., blue, white. Exel. cond. $1550. (714) 460-8265 or (714) 483-4481.

ELSINORE SKY SAILS, Lessons 7 days a week, open 7 days a week. Expert instructors! Dealer for U.P., The new

Elsinore Line, Embury Sky Systems. PARACHUTE REPACKING, You air 24 hours ... $10.00, ONE DAY SERVICE! Sales, repairs, complete shop. 15525 Grnnd Ave., Lake Elsinore, Ca. 92330, (714) 678-4980. ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050. FREE !'LIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG !'LIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. Raven, Comet, Harrier demo flights available to qualified pilots. 1208 E. Walnut Unit K, Santa Ana, CA. (714) 542-7444. HANG GLIDER EMPORIUM SANTA BARBARA (formerly Channel Islands Hang Glider Emporium) Quality instruction, service and sales since 1974. Full stock of gliders (both new & used), harnesses, helmets, varios, ac~ cessories, and spare parts. Contact us for details. Located just minutes from major highway and flying sites. 613 N. Milpas, Santa Barbara, CA 93103. (805) 965-3733.

HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FL YING SCHOOL - USHGA Certified instructors, observers serving Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or write for brochure. 20-A Pamaron WAy, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. We Believe-SAFETY l'IRST! 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. SAN FRANCISCO SCHOOL OF HANG GLIDING Private and group instruction by certified instructors. (415) 731-7766; 992-6020. THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much ~ore! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 9063 l. 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. USHGA certified. Call or write for more information. Uhra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. WINDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED UL TRALITE center in Southern California. Large inventory of new and used gliders, ultralitcs, parts and accessories. Complete training program by L!SHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836. COLORADO !'OUR 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, towing, mountain soaring, ground to air communication, video replay. Complete airframe, sail, power plant repair. \X'e sel1 and service all major brands. Golden Sky Sails, 572 Orchard, Golden, CO 80401 (303) 278-9566. LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fost service. A ,\.\OST COMPLETE

f PLANES YOU FLY WITHOUT A LICENSE, 'zss pages- r1fl0~C?Csu00la10u~ I ~zoo p\'lo\os,j"t

~&1~ ~~,V,.~~~_q,~I II I I• I I I I

Ultla:t Aircraft IS WRITTEN FOR THE ENTHUSIAST. • Divided into Sections. it is actually 4 books-in-one! Section One - Ultralight Aircraft Described, lealures: Complete Details • Performance Figures • Handling Qualities • Views • Cutaways• Photos of over 40 Aircrafl • Section Two - B&1lc Ultrallght Ftlght Manuel. reviews: Equipment and Function• Principles of Flight and Control Techniques Charts and Diagrams for In-Field Use • Cross-Country Navigational Procedures-Pilotage and Dead Reckoning• Pre-.F/ight P./anning Metho~s. Seel/on Three - Ullrallghf Propulslon. includes: Engine Operation • Propellers • Eng1n_e Reviews. Section Four -. Appendlcles end Lists, includes: USHGA Test and Study Guide • FARs for Ultral1ghlers • FAA Forms and Offices• Manufacturers and Dealers • Plus much, much more! Order No. 1 , .. Hardbound$2C.95 ... Paperbeck:$13.95

3-1 I I I I

hend Now To: ULTRALIGHT PUBLICATIONS, P.O. Bo:1 234, Dept. HG , Hummelslown, PA 1703. 6. Enclose cash, check or money order in US funds only 0$13.95 quality paperback. D$20.95deluxe hardbound . • Add postage and handling: 0 $2 U.S. O $4 Canada. IO $10 Overseas. FREE Calatog Included with order.

1 I

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HANG GLIDING

SHOP. 331 South 14th St., Colorado Springs, Colorado 80904. CONNECTICUT AIR WISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expen b? USHGA certified instructor/obscf\'er staff Dealer for all major product lines, featuring Flight Designs, UP, 1\.loyes. Complete accessory line. Lecture-film presentation available. HAWAII HAWAII SCHOOL OF Hi\NG GLID!NG - Complete USHGA certified lesson program. Equipment sales, sef\'ice and rentals a\'ailable. Write or call for more info. P.O. Box 460, Kai\ua, Hawaii 96 734. (808) 262-86 \ 6. ,\\AU! SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, ,\\aui, HI 96790. (808) 878-1271. TRADEWINDS HANG GLIDING - l.'SHGA certified instructors/observers. Classes daily. ,\\AKAPUU RIDGE clearances. Rental gliders for a,h·anced pilots. Wills Wing & ,'vloyes. Box 543, Kailua, Hawaii, 96734. (808) 396-8557. MARYLAND MARYLAND SCHOOL OF HANG GLIDING, INC. Ser\'ing the \Xiashington D.C. and Baltimore areas. Complete line of gliders and.equipment. USI-IGA certified instruction. (301) 628-6177. MICHIGAN D&D MICHIGAN MANTA - 3220 E. Ri\'er Rd., Twinlake, MI 49457 (616) 744-9492. Dealers for Fledge II] and Pro Air. ECO-FLIGHT HANG GLIDERS Located near i\·1ichiganis hottest soaring sites. Learn on forgi\'ing sand dunes, or soar the manv bluffs. USHGA certified instruction. Dealers for Wills \'(ling, UP, Moyes, Flight Designs, Sensor, Bennett. Accessories, expert repairs, ratings 1-·L 493 Lake St., Benzonia, Mich. ,19616. (616) 882-5070.

ECO FLIGHT GLIDERS (South)- Certified instruction, handling major brands of gliders, featuring Gemini Power System, with the new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan -18160, (3 I 3) -139-8637. KITES IN FLITE - 569 W. 1\nnabelle, Hazel Park, !III -18030 (3\3) 399-4782. USHGA certified instruction and Regional Obser\'er. Featuring the Pterodactyl fledge, Wills \'\"'ing, and Emerson tow equipment. \Ve e\'cn own a 350' launch site up north for the foot launch purists. Full line of accessories. SOUTHEAST MICHTGAN HANG GLIDERS - If you enjoy bringing out the family for the day, flying close to home and just plain ha\'ing fun, we can help you. We offer only the "Top-of-the-line" in l.!\tralights, bang gliders and accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 24851 ,\\urray, ,\h. Clemens, i\\ich. 48045. (313) 791-061.J. ,\IINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA cer· tificd instruction. Owners/managers of the Hang Gliding Presen·e, soarable ridge with tramway lift. \Vhen in the North Country stop by and test our line of gliders and enjoy the sites. 2277 \X'. County Rd. C., St. Paul, (Rose,·ille), ,\\N 55113 (612) 633-3333. NEW .\\EXICO BL'FFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.,\I. 87106. (505) 821-6842. NEW YORK AERIAL TECHNIQUES - at Elle1H"ille. The east coast's largest hang glider shop. USl-!Gi\ Certified instrnction, dealers for all manufacturers, most equipment in stock from our tremendous in\'entory. A.T. is where it's up ... Rt. 209 - in Ellen\"ille, NY 12428 (914) 647-3344.

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to flv safclv over soft sand dunes through gentle Atlantic breeze~ a fc\\~ miles south of where the Wright Brothers learned to fly. lleginner/Novice packages and ratings a,·ailable dail\'. Complete in\'entory of new gliders, accessories an prirts in stock. OREGON SUPERFL Y HANG GLIDERS representing Citralite Products, Wills Wing and Eipperformance, Demos in stock. Beginner and No\'icc instruction with LTSHGA certified instructors. Qualified, reliable service and assistance. Superfly Hang Gliders, 853 Northeast 8th Street, Grants Pass, OR 97526. (503) 479-0826. PENNSYL \I ANIA SKY SAILS LTD Hang Gliding School. l.'SHG,\ certified instructors. 1630 Lincoln A\'e., Williamsport, !',\ 17701. (717) 326-6686 or 322-8866. TEXAS :\USTIN Hi\NG GLIDING CENTER - Lessons, winch !OW tO 2000'. (5\2) 255-7954. ELECTRA-FL YER DISTR!Bl'TORS. South Mid\\'estern distributors for: Electra Flyer Corp., l_TF]\\ Products1 Skv Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE ST.\R Hi\NG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, TX 76013. Metro. (817) 469-9159. LONE STAR Hi\NG GLIDERS. Electra Flyer, Skv Sports, Seagull, lvlanta and UFl\1 sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159. UTAH INFINITY FLIGHT SYSTE!I\S, 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,

FOR INTERMEDIATE OR ADVANCED PILOTS For years our Flight Park on Lookout Mountain has been recognized as the leading soaring site in the eastern United States. And now it's possible 10 fly lookout at no cosl. Just bring three friends (together or one at a time) for beginning hang gliding lessons, and you'll receive a FREE one-year Flight Pass - a $65 value. Call or write for more information.

FOR BEGINNERS In addition to operating a full-fledged Flight Park, \Ve teach lessons daily, year·round. Our 100-acre training center offers two superb hills allowing you to learn in a minimum of time. Under the expert supervision of our training professionals you'll advance quickly to mountain flying. If Y.ou have the desire to learn we have the plan to fit your budget and personal schedule. Write or call for more information. Whether you're an advanced pilot looking for a way to earn a Free Flying Pass, or a beginner seeking expert instruction, we have a program for you. So include us in your vacation plans this year.

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I/ O I I I

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

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

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~~o Fllgl1t Park I& Training center

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Rt. 2, Box 215H • Rising Fawn, CA 30738 • 404/398-3541 JANUARY 1982

Grand Ave., Lake Elsinore, CA 92330. (714) 678-4980.

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

Emergency Parachutes

WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully-stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories and glider sales and rentals. 700 East 12300 South, Draper, UT 84020 (801) 571-4044. WASHINGTON

LONE STAR HANG GLIDERS. Electra Flyer, Sky Spans, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159.

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.

FAIRWINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Gemini in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-397] Lyon i'vlcCandless, (206) 842-4970 Ken Godwin.

KITTY HAWK KITES - Training specialists for ultralights. FAA certified Flight Instructors. Quicksilvers, parts in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic flight. 1-800-334-4 777.

PARACHUTE fNSPECTION AND REPACKING Repair, modify your equipment. Reuben Ramirez, FAA master rigger examiner. (805) 486-0819, Oxnard, CA.

International Schools & Dealers

NORTHERN SUN INC. The industry's most experienced rigid wing builders, offers all custom built rigid wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraft and Powered Ultralights. This comprehensive course includes techniques in reading and understanding sectionals, FAR's, micrometeorology, and even float and ski use. Upon completion of course, students receive certification cards. For more details, contact us at: 2277 W. Country Rd. C., St. Paul (Roseville), MN 55113. (612) 633-3333.

PARACHUTES REPACKED - Your parachute aired, inspected and repacked by experienced rigger - $,15.00 includes return postage. Send U.P.S. to HANG GLIDER EQUIPMENT COMPANY, 3627 Taraval, San Francisco, CA 94116 (415) 992-6020.

SU~RISE COUNTRY INC. - Distributor Japan: ,v!anta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. I 104 Rekku Shibakoan 2/l l/]3. 8hibakoan Minatoku Tokvo 105 JAPAN. Tel. 03/433/0063. .

Parts & Accessories

Business Opportunities

BENNETT TRIKES (9]6) 583-6136.

CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.

Brand new, in stock -

$1500.

SPORT FLYING UNLIMITED - Ultralight sales, training and service for QuickSilver, MX and Mirage. Two locations: 2915 S. Logan St., Lansing, MICHIGAN 48910, (517) 882-2468 or 1450 10th St., S., Safety Hbr., FLORIDA 33572, (813) 726-7020.

PROPELLERS - All sizes. Wood, beech, birch, maple. Bu)' the best. Factory direct. Southern Propeller Corp., 1114 Hinson Ave., Haines City, FL (813) 422-2335. HANG GLIDER EQUIPMENT COMPANY - For all your hang gliding needs. 3627 Taraval, San Francisco, CA 94116 (415) 992-6020.

ELSINORE SKY SAILS introduces the ELSINORE LINE of Fine Hang Gliding Products. Harnesses, Rapid Deployment _Parachute, manufactured by E.S.S., Hang loops, Embroidered Wallets, Hook knives, Carrying Bags, Raw Materials, Etc. Inventory for the COMPLETE SHOP. Catalog on request. State Retail or Dealer. 15524

SUPER SOARMASTER - Mac-101 Engined 1980 PP-106. EXTENSIVELY customized. One hour's time. All or part. $375. Jerry at (602) 246-6381 or (702) 452-8523.

Publications & Organizations

~;~G-A-c~;;s;~E°oA~VE;~1s1;G~;;E;-;:~;;1 I I 1 word)

Photos - $10.00. I Deadline, 20th of the month six weeks before the cover date of the I issue in which you want your ad (i.e. March 20, for the May issue). Payment for first three months required in advance. Please enter my classified ad as follows:

I I I I I Number of words:

Ultralight Powered Flight

E.S.S. RAPID DEPLOYMENT PARACHUTE, Hang Glider Recovery System! One step DEPLOYMENT. fnvest in the best insurance available! Now accepting Dealer Inquiries. ELSfNORE SKY SAILS, 15524 Grand Ave., Lake Elsinore, CA 92330.

CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333.

30 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -

SOARfNG - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. fnfo kit with sample copy $3.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

@ .30 =

: Section (please circle)

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.,

George Worthington's Book "In Search of World Records"

I I I I I I I I

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All about high adventure in cross-country soaring Over 3000 sold Learn the real meaning of the word DETERMINATION

Eleven World Records

Wodd Records

f I

Everyone is reading and talking about this book. Over 3000 copies have been sold already. Shouldn't you order today, because sooner or later you will feel you must read it?

I I I My check _ _ money order _ _ is enclosed in the amount of I I$ I I I I Name: :

This is what the December issue of The Soaring Society of America's National journal "Soaring" said in its book· review: " ... Worthington's book is a shout of exultation to those of us who dream of the sky, the wind, the mountains ... the very act of flight."

I I

Rogallos Schools and Dealers

Rigid Wings Business Opportunities

Emergency Chutes

Publications & Organizations

I Ultralight Powered Flight I Begin with 19 I consecutive issue(s).

Miscellaneous

issue and run for

Address:

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

I I : I I

To order, send check or money order to Hang Gliding Press, Box 22552-H, San Diego, California 92122. Prices are $9.95 for soft cover and $12.95 for library hard cover. Please add an additional $1.50 for maillng and handling. Applicable state taxes will be paid by Hang Gliding Press.

'·---------------------------· 42

HANG GLIDING

La Habra, CA 90631 (213) 943-1074. ULTRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl Fledglings. Our only business is power. USHGA certified. Call or write for further free information. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805.

2533 Ala Wai Blvd. #404, Honolulu, Hawaii 96815 (808) 923-8250. Reward. TYPE: 1981 Stratos 164 with enclosed cross bar. WHERE AND WHEN: Sunnyvale, CA 6-23-81. SAIL PATTERN: Lt. blue and white upper surface, dk. blue and white lower surface. Lime and gold split panels at tips. CONTACT: Don Piercy (408) 739-8571.

VOLMER AIRCRAFT - Established 1925. FIRST to fly three control foot launched glider, 1941. FIRST to construct home built amphibian, I 958. FIRST to construct highest performing foot launched glider, 1971. THIRD to construct powered foot launched glider, 1976. FIRST foot launched glider to fly across the English Channel, 1978. Complete plans available. BROCHURE for all our seven aircrafl including our VJ24W - 10 HP Ultralight, $10.00. Volmer Aircraft - Box 5222-G, Glendale, CA 9120 I.

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.

Miscellaneous BUILD YOUR OWN GLIDER PLANFORM COLOR SCHEME, all colors in reusable and rearrangeable 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 wlblue 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 EIN DANGLE FLJEGER" Blue w/white letters. $1.60 each. Skyview Products, 852 l International Ave., #252, 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. FLYING ELSINORE? The bunkhouse is now open! Showers, Hot Tub, Living Quarters, Ride u.p. the mountain, and Cooking is available! Inexpensive living while you fly! Contact ELSINORE SKY SAILS, 15524 Grand Ave., Lake Elsinore, CA 92330, (714) 678-4980.

LARGE PATCHES - (2 l/8" x 9") for collectors only. Great for caps, bags and harnesses. $3.00 plus $1.00 post· age and handling. Call now l-800-334-4777. In N.C. call (919) 4.41-6094. Kitty Hawk Kites. 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. NEW EAGLE - 2 drive - $3,695. Rainbow color - Dean Messmer (701) 223-0957 or (701) 663-3251, Bismarck, N.D. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside ap· plication. 25~ each. Include 15~ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $6.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. BLUE/ORANGE, USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2. 50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. The rate for classified advertising is 30~ per word (or group of characters). Minimum charge, $3.00. A fee of $5. is charged for each photograph. Art discount for display ads does not apply to classifieds. AD DEA DUNES - All ad copy> instructions, changes, additions and cancellations must be received in writing }lh 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.

JANUARY 1982

TYPE: 209 Raven #4911. WHERE AND WHEN: Buffalo Skyriders shop, Aug. 1981. SAIL PATTERN: Red L.E. and K.P. Center out: black, red, orange, gold, yellow, white. ALso Robertson cocoon harness, black, outside, light blue liner. Custom chevron on lower half three shades of blue, CONT ACT: Buffalo Skyriders, Inc. P.O. Box 4512, Albuquerque, NM 87106 (505) 821-6842. Reward.

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: 1979 Seagull 10 Meter. WHERE AND WHEN: Cincinnati, Ohio, Oct. 11, 1981. DISTINGUISHING FEATURES: Light blue sail with "Seagull" lettering. Keel and right L.E. plain anodized, all other black. Red bag with thumb snaps. CONTACT: Kermit Kinne, 35 Juergens Ave., Cincinnati, Ohio 45220 (513) 751-6642.

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 It. 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: R.D.P. parachutes: #'s 3003, 3078, 3042, 3073, 3035, 3037, 3023. Litek Model C varios: #'s 390, 417, 420, 434, 401, 423, 433, 383, 404, 403, 397, 256, 287, 213, 230, 243, 247, 233, 249, 251, WHERE AND WHEN: Delta Wing, Van Nuys, CA. Sept. 1981. CONTACT: Detective Bob Hanson, Van Nuys police dept. (213) 989-8371 or Delta Wing (213) 787-6600. Reward for information. TYPE: Wills Wing Raven 209 #4911. WHERE AND WHEN: Aug. 10, 1981 from Buffalo Skyriders shop, Albuquerque, NM. SAIL PATTERN: Red leading edges. Center out: black, red, orange, gold, yellow, white tips. Also stolen, custom harness, black with custom blue chevron. CONTACT: Buffalo Skyriders, (505) 821-6842. Box 4512, Albuquerque, NM 87106. Reward. TYPE: Olomana #1. SAIL PATTERN: All white. Blue bird emblem on sail near nose. Orange and gold cover bag. CONTACT: Mikel Dillon, 1111 S. Water, Wichita, KA 67213. (316) 263-1287. 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 !OM, 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,

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. Cenler out: Blue, green, yellow, orange, red, white. WHERE AND WHEN: Cerritos, CA March 14, 1981. $100 reward. CONTACT: William Rickles (415) 332-3992 or Lakewood Police Station (213) 866-906 l File #481-07950, 1312-696. TYPE: Wills SST lOOB. Center out: Dk. blue, It. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: control bar, duck tape on left leading edge, Eipper quick releases. WHERE AND WHEN: March 19, 1981 at Motel 6 on 3100 block of SE Powell Blvd., Portland, OR. CONTACT: Jim Wiley, Redmond, WA (206) 883-4336 or (206) 258-3372. $100 reward. TYPE: Atlas less battens and washout tubes. WHERE AND WHEN: Home March 2, 1981. SAIL PATTERN: All red with white double surface and white leading edges. DISTINGUISHING FEATURES: Spliced keel, mylar leading edges, resewn panels and trailing edge. CONTACT: Michael Skito, 8561-L Villa La Jolla Dr., La Jolla, CA (714) 452-7179. Reward.

Hang Gliding publishes (free of charge) stolen gliders and equipment. New listings appear at the head of the column in bold. Type up your submission in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.

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Dur Control Bar Wheels protect you and your glider on that occasional bad landing and dur111g routine ground handling. The wheels ht 111 or Ht" control bars. Specify size when ordering.

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

S2.00 for C 0.0 orders

and for orders to foreign countries.Telephone orders welcome. Dealer inquires lnv1led.

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

·swiss Alp Hang Gliding Safari During the Summer of 1982 we again take to the road in our Safari Bus so that you may encounter the rapture of soaring the Swiss Alps; each day bringing new challenges and peak-experiences. From the summit of carefully selected mountains, a view of 1000 snow covered peaks, sun drenched granite walls, glimmering mountain lakes, spectacular water falls, and peaceful alpine meadows. I invite qualified pilots to join us in 1982, on one of our exceptional Swiss Alp Safaris.

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Notify USHGA Early!

~ /dwvARon Hurst, Zurich

. For complete documentation of our high adventure Swiss Alp Hang Gliding Safaris send S 5.00 to cover airmail postage to: Ron Hurst, Kurfirstenstr. 61, 8002 Zurich, Switzerland, AIRMAIL

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.

HANG GLIDING

13 good reasons why theNE.""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 BUil T 12. SPECIFICALLY MANUFACTURED FOR ULTRALIGHTS 13. RESISTANT TO DUST AND MOISTURE

But the BEST reason for using the AL Tl MASTER IV is SAFETY: ALTITUDE 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.

SSE INCORPORATED )

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

* Dealer inquiries invited

681

Launch into 1982 with DELTA WING