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

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

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USHGA POWERED ULTRALIGHT RATING (PART 105)

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USHGA BASIC SAFETY REGULATIONS (Part 100)

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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 Stahlberg (Membership) Terri Jo Nelson (Acct. Rec.) USHGA OFFICERS: PRESIDENT: Vic Powell VICE PRESIDENT: Doug Hildreth SECRETARY: Elizabeth Sharp TREASURER: Ken Koerwitz EXECUTIVE COMMITTEE: Vic Powell Doug Hildreth David Broyles

ISSUE NO. 109

Hang Olding CONTENTS FEATURES

The United States Hang Gliding Association Inc,, Is a division of the National Aeronautic Association (NAA) which Is the official U.S. representative of the Federation 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 spa rt enthusiasts to create further Interest In · the sport. by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is Invited to contribute articles. photos. and Illustrations concerning hang gilding activities. If the material Is to be returned, a stamped, sett-addressed return envelope must be enclosed. Nomlcatlon must be made of submission to other hang glldlng publications. HANG GLIDING magazine reserves fhe right lo edit contributions where necessary. The Association an<! publlcotion do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066: telephone (213) 390-3065. Secondclass postage is paid of Los Angeles, Calif. HANG GLIDING magazine is printed by Penn Litho, Cerritos. Colif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color separations by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open lo anyone interested in this realm of flight. Dues for full member,hip are $29.50 per year ($32.50 for foreign addresses): subscription rotes are $22.50 for one year. $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance. including name. USHGA membership number, previous and new address. and a moiling label from a recent issue.

ULTRALIGHT OWNER'S SURVEY- Results

byGlennBrinks

THUNDERSTORMS ATMOSPHERIC DREADNAUGHTS Part 1 by Dennis Pagen

GREAT CIRCLE DISTANCE MEASURING

USHGA REGIONAL DIRECTORS REGION 1: Doug Hildreth. REGION 2: George Whitehill. Pat Devevan. REGION 3: Rob Kells, Steve Hawxhurst. REGION 4: Lucky Campbell, Ken Koerwitz. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: David Anderson, Henry Braddock. REGION 8: Charles LaVersa. REGION 9: Les King, Richard Newton. REGION 10: Richard Heckman. Scott Lambert. REGION 11: David Broyles. REGION 12: Paul Rikert, Steve Ostertag. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett. John Harris. John Lake. Hugh Morton. DIRECTORSAt-LARGE: Jan Case, Keith Nichols, Dennis Pagen, Vic Powell, Elizabeth Sharp.

FEBRUARY 1982

SKY MOUNTAINEERING Owen's Valley Style FIRST ANNUAL ELLENVILLE XCOPEN MORE ON NORTHERN THERMALS

byTomKreyche

by Don Partridge photos by Chris Arai

Article and photos by Paul Voight

Article and photos by Carroll Redden

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 8 NEWS AND NEW PRODUCTS 10 USHGA REPORTS 15 CARTOON by Harry Martin 16 PRESIDENT'S PAGE by Vic Powell 17 NEW RATINGS 34 THE RIGHT STUFF by Erik Fair 36 USHGA CHAPTER NEWS edited by Glenn Brinks 43 CALENDAR 44 CLASSIFIED ADVERTISING COVER: HANG GLIDING EAST - Watercolor and ink by Dennis Pagen. CENTERSPREAD: Linda Tracy above Hawaii. Photo by Leroy Grannis. 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.

CJLTKALIQttT CONVEKJAT10N Helping Out

hill, giving advice to an intermediate as he is ready to launch a new site, helping an expen pilot out of a difficult situation, or simply developing that awareness of where the other gliders are when you are flying, partly to keep out of their way, bw partly to start looking for them if they suddenly have disappeared. It is always a great personal thrill for me to watch my friends in the flying community selflessly extending aid to a fellow human being. It is ve1y obvious you learned something about flying from your experience, but you also learned something about camaraderie and fellowship. Thank you for sharing it with us.

Dear Editor,

Bennett Delta Wing Gliders ....................... 11, 14, 44, BC Flight Designs ........................................................,........ 5, 7 Flight Sails ................. ,.. ,,,, .... ,,, ....... ,.. ,,, .. ,,, .. ,.. ,, ............ ,.... ,,, .. , 39

On Sunday afternoon, November 15, while flying at Kagel Canyon (near Sylmar), California, I found myself in unexpected sink, crashed into the rock face of the ridge, and then tumbled end-over-end downward for some 100 feet. I miraculously escaped with only scrapes and bruises. The events that followed compelled me to write this letter, not only out of gratitude to those involved, but even more out ofan urgent realization that hang gliding can only continue to exist if we look out for others, and not just ourselves. Thanks to pilots overhead, news of my crash was relayed to takeoff and several ran down the steep ridge, only to find that the face was too steep and the rocks too loose for them all to climb down. It was then that Dick Boone (a veteran pilot whom I had never met) scaled the face of that cliff and slowly worked his way down to me. After checking my physical and frazzled mental condition, he supervised the salvage of my battered glider while struggling for footing and dodging loose rocks. Then, for the next two hours, Dick and I (mostly Dick) stumbled, skidded, bumped, and fell with the hang glider down the mountainside, crossing terrain that even a rabbit would find tough. I realize how fortunate I was that day ... both to be uninjured and to have received such ready assistance. I also realize that they day will come when each of us will need the help of others in some way. I look forward to the day when I can pass on the favor ... and possibly do something for the sport of hang gliding in the process. Larry McCollum Sylmar, California There is no question rhat at certain times a particular individual enters our lives at a critical moment, and gives us new insight into the word friend. I am very pleased that you wrote the magazine, because there is a certain camaraderie and esprit de corps which should be present in our ranks. It is e1ys1al clear from your letter that you have fell that, and that it will be passed on, whether it is helping a beginner on the training

INDEX TO ADVERTISERS

Doug Hildreth Chairman, Accident Review Committee

Flyers Coop ............................................................................ 21 Glider Rider ............... ,.... ,, .. ,.. ,,,, .. ,.. ,, ..... ,.. ,.... ,....... ,.. ,.. ,.. ,,, .... 43

Ultralight Accidents Hall Brothers .. ,.. ,.. ,, .... ,, .............................................,.. ,, .. ,.... , 45

Dear Editor, Hang Gliding Press ............................................................. 46

Concerning accident review and powered ultralights, I feel compelled to write in advance of my formal report to emphasize two points to the ultralight fliers, and make a plea to the manufacturers for parachutes. Two very significant factors in ultralight deaths are: I) radical high speed, low level "aerobatics" and I) incomplete glider assembly and inadequate pre-flight. I would strongly encourage all ultralight manufacturers to give serious consideration to a parachute system. My personal bias is for a spring or explosive ejection device near the "tail" that can be "fired" from the cockpit when the pilot sees he is in trouble. A significant number of ultralight deaths could have been avoided with such a device. In free flying we have learned the value of the parachute. Don't let this valuable lesson be lost by the ultralight pilot. My personal bias is that it is the manufacturer's responsibility to include a parachute on each ultralight sold. Doug Hildreth Chairman, Accident Review Committee

Hurst ..................... ,... ,.... ,, .... ,,, .... ,.... ,, ...... ,..... ,.... ,., .... ,, .... ,... ,.... , 39 Kitty Hawk Kites ...............................................,.................... 21 Leaf ............................ ,,,, .. ,.... ,,, .... ,, .... ,,, .... ,, .... ,, .. ,............... ,, .. , 30 Lookout Mt.................... ,,,,, .. ,, ................................. ,.. ,, .. ,....... 37 Makiki ... ,.. ,, .... ,, .... ,,, .... ,, .... ,... ,.. ,............ ,.. ,.. ,.. ,.. ,, .... ,, .... ,... ,.. ,,, 30 Manta ............................................................................., 1, 20 Pagen ....... ,,,, .... ,, .. ,.. ,, .... ,, .... ,,,, ............. ,.. ,.... ,... ,... ,.... ,, .. ,,, .... ,.. 39 Para Publishing ..................................................................., 17 ProAir ........................................ ,.... ,.................... ,..................... 31 Rotec ,, .... ,.... ,, ................. ,......................................................... 21 Snyder Ent. ............. ,, .... ,, .... ,,, .... ,..................... ,.. ,, .... ,, .. ,,, .... ,.. 48 Ultralite Products ................................................................, 2 USHGA ................ ,.. ,.................. ,....................... IFC, IBC, 38 45 Whole Air Magazine .......................................,.................. 19 Wills Wing, Inc ......................................................................, 35

Flying State Parks Dear Editor,

AD DEADLINES During the winter months in Northern California we experience a very high percen· tage of non-flyable days due to lack of sites. Each year we use this time to search out new flying sites for everyone to use. Repeatedly in the course of our travels potentially good gliding sites show up in state parks, particularly in recreation areas such as beaches. In almost every instance the area park manager refuses to approve a special use permit or ties it up in bureaucratic red tape for eternity. Legislation currently forbids aircraft

All ad copy, instructions, changes, additions and cancellations must be received in writing 1Y2 months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

from taking off or landing on state recreation property. A group of pilots in our area is initiating a drive to change this legislation. We feel that non-powered hang gliding is an appropriate recreational activity in many state parks, certainly as much so as surfing or diving at state beaches. Yet we are lumped with all other aircraft and denied the use of public lands. Rather than beg, time after time, for use permits in such cases, we feel that a more logical approach is to change inappropriate legislation to permit flying in all state parks except where circumstances genuinely prevent it. Anyone interested in helping to circulate petitions should contact: Kitty Hawk Kites, P.O. Box 828, Marina, CA 93933. Jim Johns Coastal Condors Flight Director

New Harness Dear Editor, I've been developing a prone harness concept remarkably different from cocoon designs. The suspension is a block-and-tackle network of four straps, three ropes, and 11 pulleys, connecting 14 independent attachment points on six harness sections. The pilot is free to move throughout a whole new realm of positions, such as 180° of roll. Actually two independent suspensions, the roller-bearing marine blocks allow a flight technique taking advantage of pilot movement. At the same time the mechanical ratios established by the design of the suspension configuration, correct problems of shoulder pressure and stirrup interference. Anyone who is interested in more details may write Jim Cleaveland, 6 Maple Lane, Levittown, PA 19054.

Cross C.P.R. and Advanced First Aid courses. I was consistently amazed (appalled?) at the things people would do when they really didn't know how to care for an injured person in an emergency. An injury is often made worse by careless handling. I feel that an emergency first aid course of some kind, such as Multimedia First Aid should be a requirement for one of the pilot proficiency ratings. The Advanced (Hang 4) rating would be the most appropriate, as there are many pilots with this rating and I feel this would set a good example for others. Ideally, I feel that every pilot should know something about emergency first aid care. The multimedia First Aid course requires only eight hours out of your life to learn, the C.P.R. course is about 12 hours. I recommend the Advanced course (66 hours of instruction) as you are taught to deal with the types of injuries that happen most often at hang gliding sites. I expect to be a Red Cross instructor for both Multimedia and Advanced First Aid by the end of January, 1982, and plan to set up a Multimedia First Aid course specifically for hang glider pilots. If any of you have suggestions for topics you feel should be covered in a First Aid class (i.e. an injured pilot is almost always still hooked in the glider) please let me know. Lynda Nelson 2040 Cherri Dr. Falls Church, VA 22043

Air Explorers Dear Editor, I am in the process of putting together an Air Explorers group which is associated with the Boy Scouts. We plan on using only hang gliders and ultralight aircraft as we feel that the young people involved can not only learn how an air craft flies, but may be able to do some flying. Being that there is no group in this area that is doing this sort of thing we would appreciate any information from people who have started or are involved in a group such as this. Please send anything you might have to: Daryl Maybee, Route 9, Box 204, Billings, Montana 59101.

Glider Found Dear Editor, We found a Delta Wing Phoenix 6-D! Anyone who thinks that it might be theirs should send us the size and serial number, or sail pattern, of their lost glider for more information. Hang Glider Shop 612 Hunter Hill Oklahoma City, OK 73127 (405) 787-3125

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First Aid Dear Editor, There have been many articles in the hang gliding magazines on the causes and prevention of hang gliding accidents, but how many pilots know what to do if they are on the scene of an accident? In the two years I've been flying I've seen perhaps a dozen accidents with injuries ranging all the way from scratches and bruises to broken arms, and worse. I took the Red Cross Multimedia First Aid course as a requirement for instructor certification, but it was my own observations at these accidents that caused me to take the Red

"WHILE WE WOULD LIKE TO BE ABLE TO ASSIST YOU, i'M AFRAID THAT WE REQUIRE MORE COLLATERAL THAN TWELVE CASES OF COORS AND AN 'INCREDIBLE' LIFT TO DRAG RATIO!"

HANG GLIDING

• FLIGHT LOG, 40 PAGES • POCKET SIZE, 3%" x 7" • SKILLS SIGN•OFFS INTERMEDIATE

OFFICIAL

ADVANCED AND SPECIAL • GLOSSARY OF TERMS • MASTER RATING

USHGA FLIGHT LOG

• LILIENTHAL AWARDS

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Gaithersburg, MD Bob Deffenbaugh and Margo Daniels announce their recent acquisi· tion of Sport Flight, founded by Les King in 1974 and serving the greater Washington/ Baltimore metropolitan area. The foll-time shop, now Sport Flight, Inc., includes one of the few USHGA·ccrtified hang gliding schools on the cast coast and handles all phases of both foot-launched and powered ultralight flight. Bob is a master-rated pilot and advanced cer· tified instructor; he's been teaching full-time for over two and one half years, when he's not taking time out for competition. He and Margo will be keeping the shop open from 9-6 every day except Wednesdays. Les King, who is a Region 9 Director, is still very much in evidence at Sport Flight, where he is working both on independent design and as a powered ultnilight instructor. If you're in the area, please stop by and say hello! The phone number is (301) 840-9284.

Washington, D.C., November 23, 1981 Weather is a factor in fony percent of all fatal general aviation accidents. That's one reason that the General Aviation Manufacturers Association (GAMA) has prepared its latest and most ambitious safety presentation ever a one hour, prolcssionally·produccd slide/tape program on the hazards and warning signs of adverse aviation weather. "On Weather" will be shown m FAA Accident Prevention Seminars across the nm ion in 1982 and is available for sale through GAMA. The program is a striking departure from the "training film" approach. Added to awesome scenic photography rmd accompanying music arc "pilot's eye views" of adverse weather as seen from the cockpit. Photography is by the talented Robert H. Llewellyn (creator of the new photo work Washington, the Capital) and others who traveled literally halfway around the world to find examples of cloud types, frontal systems and weather penetration options covered in the program. "On Weather" was developed and produced by Livack, GAMA Manager of Technical Activities, in cooperation with the

FAA and the National Weather Service. The program consists of386 slides, four audio sync tapes and a script plus audience handout material for duplication. Despite an overall program length of one hour, the package is desigcncd to run as two half-hour presentations with an intervening break. The entire package is available for public sale through GAMA at $50 including postage to any U.S., Canadian or APO/FPO address. The product ion joins a selection of eighteen other audio-visual programs developed by GAMA in the interest of aviation safety. Among these is "Wcatherwise II" which compliments this latest GAMA weather effort. "On Weather" and all other GAMA safety shows may be purchased through Susan Gor· don at GAMA, 1025 Connecticut Avenue, N.W., Suite 517, Washington, D.C. 20036. GAMA is the national trade association for manufacturers of business and personal use aircraft, their engines, electronics and related components. It promotes pilot education and effective public policy for productive personal air transportation.

Formally working for Soarmastcr in Phoenix, Arizona Steve Aycock has joined the Delta Wing team as manaer of the trike division. Steve won the 1981 Ultralite Race flying a trike on a Phoenix Viper. He plans to return in 1982 to defend his victory this year as well as represent the company at other meets throughout the year. He will also be involved in team !lying and certification testing. Bob England, the designer of the Super Gryphon, and more recently the Demon, has joined the Delta Wing staff in Van California. Bob, who flew for the English in the American Cup in 1978· 79-80, previously worked for Delta Wing in 1978 and will be a great assist to Mark West, the current Delta Wing design engineer. Prior to joining Delta Wing Bob was employed by Hiway of the United Kingdom where he developed the Demon, but looks forward to flying against his countrymen in the 1982 competition season.

Dan Poynter's book, Hang Gliding, The Basic Handbook Of Ultralight Hying is now available in a completely revised tenth cdi1ion. Initially published in 1973, il was the first book on the sport; now there arc 130,000 copies in print. Revised with each printing, it is up to date. While the big New York pub· lishers normally make a single large press nm, Poynter prefers smaller print orders so that the book may be revised each year or two to it current. "This sport is progressing so quickly," says Poynter, "that what was true last year may not be valid today." Dan Poynter is a well-known, widely read aviation author with 14 books and more than 400 magazine articles to his credit. He is a pilot rated for both powered airplanes and gliders and is an expert parachutist with over 1,200 jumps. He is two·time past Presidcm of the Commission Imernationalc de Vol Libre (Hang Gliding) of the Federation Aeronau· tiquc Internationale, the international body which regulates sport aviation competition and records. He is a past director of the U.S. Hang Crliding Association and was appointed a Flight Examiner by that body. Contact: Para Publishing, P.O. Box 4232-300, Santa Barbara, CA 93103 USA.

Here's Volmer Jensen flying his new conversion, the VJ-24W Sunfun, a 15 horse-power Yamaha engine powered ultralight at the re· cent Bakersfield, California, ultralight meet. This aircraft has been flown by many pilots as a foot-launched glider for three years, as a foot-launched powered glider for three years, and now without changing the main structure and just adding a landing gear, scat and tractor engine it has become an airplane which burns only one and a half gallons of fuel per hour. Complete blueprints arc available HANG GLIDING

for the homebuilder; also, a $10.00, 28-page brochure on seven of Volmer Jensen's designs. Contact: Volmer Aircraft, Box 5222, Glendale, CA 91201.

HANG GLIDING PRINTS

record setting sailplane pilots, he had the soaring background, knowledge of micrometeorology and expertise with FAI paperwork to pioneer attempts at world record cross-country flights in flex wing and rigid wing hang gliders. In his two pencil drawings, aviation artist Terry Ferrer has captured the thrill and excitement of soaring flight as well as the youthful gleam in the eyes of George Worthington. Each print is lithographed on fine paper ready for framing. The edition of prints are limited to only two hundred sets. Individual prints are $7 apiece or $13 for the set of two including postage and handling. Contact: Terry Ferrer, 1442A Walnut St., Rm. 326, Berkeley, CA 94709. Terry also accepts commissioned works in the hang gliding, ultralight, sailplane, lightplane realms of aviation.

CARGO RACK Just over a year ago Creative Systems announced the new Kar go Master line of pickup cargo carriers. Today, Creative Systems is proud to announce the latest products in the Kargo Master Line, a van top cargo rack and the new sport carrier. These racks are the first cargo carriers mass produced and marketed in kit form which are easily assembled and installed in less than one hour. The racks are a top quality product of modular steel alloy components coated in a space age polyester resin that is highly wear resistant as well as attractive. They can be used to carry ladders, pipes, lumber, hang gliders or any number of other items. The pickup racks come in two sizes, mini and full, with a conversion kit available allowing the rack to fit both long and short beds. For more information contact: 2035 Hurley Way, Suite 230, Sacramento, CA 95825.

ACTION ON THE NPRM The following people took the time to write to the FAA regarding the NPRM, and sent copies to the USHGA. k~£AJ.t;<.T,1,'-1c??i;,:~,. /H.4r,,-v&;::1_!f,t;;,y,4.-.,,t,.u--1N..'.

·)l,-

Limited edition prints are available of two illustrations by Terry Ferrer for "Old Man's Quest," George Worthington's story of his record breaking soaring flight, setting the Official Hang Gliding Distance World Record of 111 miles. A legend in his own time, George Worthington has elevated the sport of hang gliding into the professional realm by establishing eleven FAI world records (1981). George wasn't just lucky! Lured to hang gliding from the ranks of FEBRUARY 1982

Larry Priest Charles Howard John Latorre Roger Ritenour Joe Ennis Tim Twombly Dean Whisler Bruce E. Riche Nancy Saito J.B. Hodges, Jr. Cherry M. Householder Richard Shepherd S~ip Richards Charles S. Rcben Susan T. ,\.\oody Anthony J. Teague

Manhattan, KS Sanford, NC Salinas, CA Charlottesville, VA Boulder Creek, CA Glendale, CA Riverside} CA Wayne, NJ Los Angeles, CA Northridge, CA Chicago Hgts., IL Evansville, IN Homer, AK Menlo Park, CA Winston-Salem, NC Winston-Salem, NC

David R. Clarke Vic Powell Charles \v'ebber Craig Ponnequin Doug Shea John Mattsen William F. Bennett Dave Munro Bob Lafay Gunner Hall Patrick J. Campbell Stephen Hyde Tom Riggs Dennis E. Cavagnaro Lindsay E. Fischer Roben H. Hamilton Gary Severen M.A. Crognale Bob Thompson David H. Capron Jimmie Jenkins Jan D. Goranson Gordon Kaisershot Jeffrey Brault Best Flite Bill Bennett Hans Heydrich Ford Walters Huben J. Williams

Bronx, NY Annandale, VA Riverside, CA Sacramento, CA Roseburg, 0 R Finlayson, MN Los Angeles, CA Smanville, CA Tujunga, CA Delmar, NY Pacheco, CA Carson City, NV Greenville, NC Hillsboro, NH Colorado Springs, CO Columbia, CA Dallas, TX N. Syracuse, NY Glendale, AZ San Francisco, CA Jackson, MS Cherry Valley, IL Ft. Sam Houston, TX Ilion, NY Riverside, CA W. Rutland, VT Phoenix, AZ Gardena, CA Greenville, NC

HANG GLIDER MANUFACTURERS ANNUAL MEMBERSHIP MEETING On December 14, 1981, the annual membership meeting of the HGMA was held in Santa Barbara, California. At this meeting the airworthiness standards were revised and the board of directors was elected for 1982. Revisions to the airworthiness standards included the standardizing of procedures and requirements for vehicle testing. Elected to the board of directors for 1982 were: Bill Bennett's Delta Wing Kites and Gliders, Flight Designs, Progressive Aircraft Company, Ultralite Products, Inc., and Wills Wing, Inc. Following the general membership meeting, a meeting of the new board of directors was held to elect the HGMA ofTtcers for 1982. The new ofTtcers are: Mike Meier - President, Roy Haggard - Vice President, and Richard Boone - Secretary/Treasurer. It was established that meetings of the HGMA review board will be scheduled for the second Wednesday of each month in 1982. In order to present a documentation package at a review board meeting a member manufacturer must make an appointment with the president prior to the date of the meeting. If no appointments are made, the meeting will be cancelled, unless there is other business to conduct. Meetings may be rescheduled to avoid scheduling conflicts for the members of the review board. Anyone with questions about the HGMA program should contact Mike Meier c/o Wills Wing, Inc. 9

USHCA REPORTS.

RECORDS COMMITTEE REPORT by Vic Powell

NEW RECORD The 1981 Record season closed with the United States establishing another official hang gliding National and World Record. At this writing in late December the U.S. continues to have total possession of all existing hang gliding World Records, which has been the case since the first official Record was established in 1977 by George Worthington. This domination of World Records can serve as a source of pride for all USHGA members. However, it appears that the first World Record held by other than a U.S. citizen may be announced in the near future. Michael Brewer, of Mammoth Lakes, California established a new National and World Record in Gain of Height for flex wing, single place, men, of 4,023.4 meters (13,200 feet). He made the flight on June 22, 1981, beating the previous Record of 11,700 feet set by George Worthington on July 22, 1978 flying a Seagull 10 meter. Mike made his flight with an Aolus l 70 while participating in the XC Open.

FLIGHT DESCRIPTION I asked Mike to write a description of the flight and the events leading up to it. He forwarded the following paragraphs. "On the fifth day of the 1978 XC Classic, Gary Patmore set an Altitude Gain claim of 10,400 feet. Two days later Gary witnessed me dot out above him for an unofficial gain of 12,100 feet. George Worthington later set official gains of 11,400 and 11,700 feet. "I have since that time seen my way into all the XC Classics, and have flown with a baro10

graph and miscellaneous equipment and documentation to do damage to that record. In the 1979 XC I declared an Out and Return, along with Alan Reeter and Page Pfeiffer, but my turn point photos were lost in the shuffie. Alan and Page filed for the records and they were granted. "During the XC Open on June 22, 1981 at 4:00 p.m., I launched mid-pack and along with others I began to sink out. I fought and prayed that I would bypass the infamous 'pitts' and somehow find lift. I radioed to my ground crew, Johnny Childers - who had been more than patient with my many communication problems of the previous days - that I was approaching Don Partridge's place. "With one foot out of the harness and in a drag position I caught a bump, that with Johnny's encouragement spun me about and carried me aloft at 300 feet per minute. Soon I reported that I was in 500-800 feet per minute up, and circled my Aolus to a very dizzy l 9,200 feet. All in l 8 minutes! I knew that I had broken the record! "I noted joy to myself at my long awaited accomplishment and continued on the appointed task for the day of elapsed time to Mina, Nevada. Though I fell just short of that task, the happiness of satisfying the hunger to accomplish my inner goal of an official record altitude gain fulfilled the day with countless blessings. "Thanks to you and the USHGA for the opportunity to capture the record, and thanks to God for the opportunity to fly. I will be trying for other records, but for now I'm just going to fly for the fun of it."

CERTIFICATES Mike has received certificates from the National Aeronautic Association attesting to his performance as an official National Record, and from the Federation Aeronautique International in recognition of the flight as an official World Record. In addition the USHGA Records Committee sent to Mike embroidered emblems of the NAA and FAI for attachment to his flying harness. The sew-on emblems are of the organizations that certified his record flight, and serve to recognize Mike's outstanding performance. In women's records only three of the sixteen available have been captured. They were set in 1979 by Page Pfeiffer.

RECORDS AVAILABLE Thirty-two records are available to flyers, 16 each for men and women. Of the 16, eight are in the flexwing category, and eight in the fixed wing category. The eight are further divided into four each in single place and fo'ur in multi place. The four records are: Gain of Height, Distance in a Straight Line, Distance to a

Goal, and Out and Return Distance. In the men and women division there have been no record claims in multi-place flex wing or fixed wing. That means over half the records are open; no official performance has been declared. Only a minimum flight is required to capture such a record, 16.5 miles for all Distance Records and at least 3,281 feet in Gain of Height. Existing records must be exceeded by at least 1.24 miles in Distance, and Altitude Records by at least 0.30%. It appears that Mike's record may not stand very long. Ian Kibblewhite of Ireland filed a claim with the FAI for a Gain of Height of 4,175.76 meters, 152.36 meters higher than Mike's record in flex wing single place, men. Ian made the flight on July 24, 1981 in the Owens Valley of California. The FAI notice of record homologation has not been received at this writing, and unless there are unforseen problems with the documentation the flight may be declared a new record. We hope to see Mike and others out on the slopes later this year to recapture the record.

RECORD ATTEMPT KIT There is room for you this year to capture an official aviation record in hang gliding. The USHGA Records Committee offers its help to any member wanting to learn more about official records. The basic publication, prepared by the Committee, is the USHGA Record Attempt Kit. It is available from headquarters for $5.00. It contains complete information about requirements, categories of records available, who holds the existing records and their performance data, a list of open and existing records, costs, and all needed forms and procedures. Get the Record Attempt Kit and study it before the season arrives. USHGA stands ready to offer its service and help. The kit is also a handy reference work that will fill a void in every hang gliding library. Make 1982 your year to capture an official record, gain worldwide recognition, and help USHGA and the United States maintain an exclusive hold on all World Records. This is my final report as chairman of the Records committee. I have enjoyed working with a number of members during the past two years who were attempting to establish official records. And I appreciate the support given me by the Board of Directors during my tenure. As the 1982 President of the Association I have appointed George Worthington as Chairman of the Committee. In my view he has the experience and expertise to provide excellent help and guidance to members, and the ability and willingness to fulfill the responsibilities of the position. He has served as a member of the Committee for the past two years, and I welcome him to the Chairmanship.~ HANG GLIDING

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analysis. In cases where only a few owners sent in survey forms, the percentages are obviously not reliable; one owner's opinion could change them drastically. However, this is all the infor· mation we have, so we are presenting it for you, the reader, 1o interpret as you sec fit. The amount of time it takes to build an ultralight can be very important, especially if you planned on having it flying by a certain date (start of the flying season or whatever). The times shown here arc not all exactly comparable, as some of these ultralights arc kits, while others are supposedly factory finished. However, here arc the average reported times to build. Also shown is the range of reported building times, lowest and highest, in hours.

Eagle Tera torn Quicksilver Wizard Rally Pterodactyl Easy Riser Wcedhopper Lazair Mitchell Wing

, Glenn Brinks

Although this publicarion no covers the motorized ultralight scene, we are publishing the results 4 Glenn Brinks' ultralight owner's surv~y which was originally published in 1his mawa.zm·e. Since many cd' our readers participated we felt it would be appropriate 10 inform them of the results. The results are in. The owner survey forms from four different publications Hang Gliding, Ultralight, Ultralight l•Zyer and Whole Air have been counted and tabulated (with the help of John Ballantyne, President of the EAA Ultralight Association). The percentages have been calculated and the owners' comments have been noted. There arc winners and losers and a few s11ri,r1s1>s The relative amount of response to the survey was both a surprise and a bit of a disappointment. The number of replies was smaller than in some cases too small to per· mit any sort of statistical analysis. 'I'hc sur· came from the number of responses com, parcel to the number of particular ultralights seen at fly·ins. Look at the list of ultralights and the number of responses for each and compare it with what you have observed at your local fly-ins. We make no value judgements, but simply point out that we expected the relative numbers to be different. 12

Number of responses Wccclhoppcr Riser Nomad & Honcho Pterodactyl Quicksilver Rally Wizard Lazair Tera torn Mitchell Wing Hummer

33 18

Average (hours)

Range (hours)

8 21 28 30 34 78 ]23 137 178 425

2· 15 16- 30 20- 40 20- 38 25- 45 26·160 60-2'50 50-100 l 10-250 400-450

Do the parts fit? Can they be fabricated without elaborate tools? Are special skills re· quired? These are the types of questions a prospective ultralight owner would like to know about a machine. They all can be lumped under the general question "Were there any problems in building it?" Here are the percen· tages of owners who reported having problems completing their ultralights.

18 15

15 11 9 5 4 3 2 0

The number of responses for the Nomad and Honcho is obviously very high, considering that they were not listed on the survey form. These responses were solicited by a let· tcr sent out by a former DSK employee, and so, arc not necessarily representative of a ran· dom selection of owners. In keeping with the of the survey to present all of the information available, the Nomad and .Honcho statistics arc included here, along with a short explanation of the controversy surrounding that letter. Also included are the responses from some of the ultralights that generated far too little response for any sort of statistical

Lazair Eagle Quicksilver Wizard Pterodactyl Nomad & Honcho Easy Riser Rally Wecclhopper Mitchell Wlng Tera torn

0 9 13 20 25 33

41 44 48 50 67

time is one of the most important aspects of an ultralight from the standpoint of convenience. Many of the manufacturers claim very low set-up times. How many are true? One-man sct·UP is frequently claimed. /1. fair number of owners say their ultralights require two or more people for set·up. The following two tables show what the owners report for average set-up time (in minutes) and the range of reported times, and the percentage of owners who report needing two or more people to set up their machines.

HANG GLIDING

Set-up time (minutes) Mitchell Wing Tera torn Nomad & Honcho Lazair Quicksilver Easy Riser Pterodactyl Wizard Rally Eagle Weedhopper

15 20 29 34 37 43 53 53 53 64 66

Range (minutes)

10- 20 15- 25 20- 60 28- 45 20- 60 20- 90 25-120 30- 90 30- 90 30-105 18-210

Percentage of owners reporting two or more people needed for set-up:

12 12 28 40 50 60 67 67 73 75 89

Easy Riser Pterodactyl Nomad & Honcho Wizard Mitchell Wing Quicksilver Weedhopper Teratorn Eagle Lazair Rally

After the ultralight is built, and set up, the important part starts - flying. The owners rated their ultralights on how easy they are to fly and if they had any handling problems. The numbers are self explanatory. The responses of the Nomad and Honcho owners are reported here, but they are not reliable indicators of the Nomad and Honcho flight characteristics, because only a few of the owners had flown their machines, so all the percentages are extremely small. Percentage of owners machines "easy to fly."

who

rate

100 93 80 67 67 64 39 38 35 15 0

Lazair Quicksilver Wizard Rally Teratorn Eagle Weedhopper Pterodactyl Easy Riser Nomad & Honcho Mitchell Wing Percentage of owners machines "tricky to fly," Teratorn Lazair Quicksilver Wizard Eagle FEBRUARY 1982

their

who

rate

their

0 0 0 0 0

Nomad & Honcho Pterodactyl Rally Weedhopper Easy Riser Mitchell Wing

0 6 II

33 47 100

Closely related to the question of how difficult an ultralight is to fly is the question of whether it has any particular handling problems. In this summary of the results of the owner survey, we don't have room to report each of the problems listed by the owners. But we can list the percentages of owners who report handling problems, and then go into the details of each ultralight later, in a separate article on each model. Again, the percentages should be viewed suspiciously for those ultralights with few owners responding. Percentage of owners reporting handling problems: Nomad & Honcho Eagle Wizard Rally Quicksilver Pterodactyl Teratorn Easy Riser Lazair Weedhopper Mitchell Wing

5 18 20 22 27 31 33

47 50 67 100

Those percentages reflect all owners who reported any handling problems. The problems were not broken down into categories according to the severity of the problems. · So far, we have presented a few of the statistics and results of the owner survey. Future articles in the other ultralight publications will deal with each ultralight in detail, giving the rest of the results, some of the comments from the owners, and the factory's response to any complaints from owners. We have saved the most important question for last. Each owner expects certain things from his or her ultralight and judges it accordingly. If it has minor failings, those can be overlooked if the overall performance of the machine is as good as expected. After going through all the preliminaries, the final question is whether the owner would buy another machine of the same brand, or recommend one to a friend. If the whole survey had to be summed up in one question, this would be it. Here's how the various ultralights stacked up. Percentage of owners who would buy another: Quicksilver Wizard Lazair Pterodactyl Eagle

100 100 100 94 82

Teratorn 67 Easy Riser 59 Mitchell Wing 50 Rally 33 Weedhopper 33 Nomad & Honcho 28 This summary of the owner survey results isn't the last word on the relative merits of the various ultralights. And even the individual articles on each model won't tell the complete story. But, at least this is a start. If you are thinking of buyng one of these ultralights, you can probably get a good idea of which models are well received by their owners. The individual articles will offer more data (including all the questions on the survey form that weren't covered by this summary) and should give some idea of the reasons why the owners like or dislike a particular ultralight. We each have different needs and priorities, so your choice may be different from most other ultralight owners. Watching an ultralight fly at a local meet or fly-in is a must. What some owners call handling problems may be no problem to you. Workmanship and design details also should be seen first-hand. By checking with local owners, watching par· ticular models fly and inspecting them closely, and reading our owner surveys, a pilot should be able to make an intelligent decision based on fact rather than advertising hype. The number of responses received for 1he DSK Nomad and Honcho was all ou1 of proportion 10 1he number of airplanes produced, especially considering 1hat the DSK ultralights were 1101 listed on the survey form. The level of response was due to a letter sent out by Bob Schiebel, a for111er DSK employee. In 1he letw~ Schiebel makes reference 10 a couple of prop failures 1ha1 occurred at Oshkosh. The first occurred when a prop 11111 came off during run-up and the second when the prop shaf1 broke in flight. Rod Gage, who runs DSK, says the failures were 1he result of improper pre-flight inspection. Schiebel says 1hey were due to lack of proper preparation by 1he fact01y. Schiebel's leuer also says that no complete kiis have been sent out by DSK. Gage admits 1ha1 there were pans availability problems, but 1ha1 those problems have been cleared up and 1Jza1 wrreill ki1s are comple1e. Because of the leuer, 1here is some doubt about whether 1he DSK responses are typical of DSK owners. The same doub1s can be applied to other ultralights such as the Teratom and Mitchell Wing that got ve1y few responses. The small samples involved may or may 1101 reflect the opinions of most owners of those ultralights. Howeve1~ 1hese are 1he opinions of the owners who chose to respond ro the survey. If other owners have d1ffere111 opinions, they will just have 10 wail for the nex1 survey.

The original owner survey forms are being kept file and anyone who wishes to inspect 1hem (pi/01 or 111a11ufacmre1) may do so by calling Glenn Brinks at (213) 347-6506. ~

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Presidenl's Page by Vic Powell

CHAPTERS Gauging from feedback that I'm rece1vmg from around the country, one of the most helpful aspects of a local club becoming an official Chapter of the United States Hang Gliding Association is seldom mentioned. While there are many positive reasons for establishing a Chapter, some of those factors may be of particular importance depending on the situation facing a group of flyers. For this discussion let's talk about member benefits of both a tangible and intangible nature. In some regions flyers must work with elected or appointed authorities to obtain or continue to have access to a flying site. Members have found that putting a best-foot forward for the sport has helped the negotiation process. Beyond making a presentation that officials can support, an important consideration in favor of the proposal was the fact that the local organization seeking a decision was a USHGA Chapter. Put yourself in an elected official's shoes. Here is a group of citizens, let's say, that is asking permission to use your park for hang gliding. You probably know little about the sport beyond what is occasionally mentioned in the news, and what you have seen on TV commercials. Now that activity has come to River City. Unless the presentation is sensitively made the flyers can be regarded as a small group of crazies. It is likely that the flyers will have an education-about-the-sport problem on their hands. It can help put an official's mind at ease to know that the proposed flight activity is not a local fad, that hang gliding is being conducted nationwide, that there is a national organization representing the interests of its members in the sport, that the national organization has developed safety programs for flyers, and that the group of local flyers are 16

members of their Chapter of the national organization. Official attitudes can, and have, changed when that fact is made known by a local Chapter. A Chapter of a national association is something that most officials understand. They may very well belong to one or more Chapters of national organizations in their professional and personal lives. It helps to place a local hang gliding group in a context to which the official can relate. There is a presumption, deserved or not, of responsibility by a Chapter in upholding the goals and purposes of the national association. There is prestige in being the local official representative of a national organization. Fulfilling the expectations of responsibility that an official may have toward the Chapter is dependent on each member of the unit. But experience shows that officials seem more willing to grant a presumption of responsibility when approached by individuals representing a group that is associated with a national organization. In addition to this prestige factor, a USHGA Chapter enjoys direct benefits from national headquarters. Landowner Liability and Property Damage (flying site) insurance coverage is available. The premium is $100 per year for the first site, and $50 per year for each additional site. Membership labels are available at discount prices. Preferential news coverage is provided in Hang Gliding magazine. USHGA merchandise is offered at discount prices for resale by the Chapter, and a subscription to Hang Gliding is provided for the Chapter's library. It costs a USHGA member nothing more for the club to be a Chapter. But both the club and member can obtain benefits directly and indirectly. A Chapter offers a member the opportunity to maximize the benefits of member-

ship. The only requirement is that a minimum ofone-halfthe unit's membership be USHGA members. However, because individual liability insurance is part of USHGA membership, many Chapters ask that all unit members maintain current status with the national organization. It assures that Chapter members are fully insured. Chapters are helping to protect the future of the sport by organizing local flyers, and helping to increase the number of flyers represented by the national Association. It is important to the continued freedom of the sport that USHGA represent everyone flying a hang glider. It will be helpful when dealing with federal officials. And Chapters represent an important two-way communication link between headquarters, members and the public. If you would like to have additional information about Chapters, please refer to the USHGA Handbook, page 6. If your club would like to become a Chapter, write or call headquarters and ask for a Chapter application form. Forming a Chapter can help your club members get the most from their USHGA membership and help secure the future of the sport.

NPRM The FAA says that it received about 4,000 responses regarding its NPRM on ultralight vehicles. At this writing a categorization of the responses has not been made, but it looks as if fewer than a thousand were from hang glider flyers. The responses will be reviewed, and a decision made by the FAA as to their next step: institution of the rule as written; modification of the rule, including or excluding hang gliders; or withdrawing the NPRM and terminating the regulatory effort. Most observers agree that modification is the most likely acHANG GLIDING

tion, but at this time it is not known what the determination will be regarding hang gliders. I thank every flyer who wrote a letter or let· ters in the Association's call for help. You have helped to make an impression at FAA, giving them guidance regarding our sport. I am grateful for your response to help the sport continue to regulate itself.

CORRECTION In the December 1981 issue I wrote about the Lilienthal Awards administered by USHGA, but gave incorrect information regarding the requirements for the Gold Award. The Out and Return distance requirement is 20 kilometers, not 10 kilometers as stated. The Out and Return mileage feature is

correct, 12.4 miles. The other task that must be completed to earn a Gold is a 50 kilometer distance, 31.1 miles, which is five times greater than the Silver Award, not the Bronze .as originally stated. The Bronze award has no distance task. But it is all correct on the Lilienthal Awards application form, available free from headquarters. ~

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS INTERMEDIATE Name & Location Al McCullough, Birmingham, AL James R. Lene, Ft. Lauderdale, FL Wesley Shearer, Cockeysville, MD John R. Saunders, Harrisburg, PA Tania Johnson, Milpitas, CA Claudio Mazucchelli, Wettingen, Switzerland Charles Burgoon, Baton Rouge, LA James Foreman, Pineville, NC Reggie White, Albemarle, NC Craig Stricker, Charlotte, NC James McElligott, Horsham, PA Andrew Zsinko, Brunswick, OH J. Karl Campbell, Catasauqua, PA Wilburn Lipsett, Tulsa, OK Bruce R. Emmett, Murray, UT Pete Wolfinger, Vicksburg, MS Richard Leach, Long Beach, CA Greg Fisher, Brea, CA Mike Saks, Venice, CA Rick Woodson, Crystal Bay, NV John Olson, Truckee, CA Jim Evander, Tahoe City, CA Stanley Mount, Mountain View, CA John Hach, Mountainlake Terr., \Y/ A A. Scott Clark, Phoenixville, PA Ken Seligman, Seattle, WA Ronald Peterson, San Diego, CA Thomas Bossard, Strengelbach, Switzerland Leo Bynum, Missoula, MT Lane Morrison, Modesto, CA Terry Hassel, Reynoldsburg, OH Jeff Seruset, Valencia, PA Ken Lombardo, Hayattsville, MD Paul Holteen, Groton, MA Eddie Plott, Lipscomb, AL James V. Colella, Malden, MA Cindy Drozda, Santa Monica, CA Jim Mobley, Oxford, MS Ken Forbes, Pleasanton, CA Richard Fazio, Massapequa, MY F. Jeffrey Frelin, Norristown, PA Robert Faddis, Baltimore, MD Ward Lambert, Casitas Spring, CA Mihaly B. Kun, Oakland, CA David C. Henly, Sausalito, CA Jim Lindberg, San Mateo, CA Joel Craig, Truckee, CA Larry Obenshain, Keyser, \YI. VA Duane Kinsley, Albuquerque, NM Paul Levine, Bland Park, NY Mohammed Naas, Daly City, CA Paul Kilstofte, Albuquerque, NM Thomas W. Riggs, Greenville, NC John ].Pattison, Westernport, MD

FEBRUARY 1982

Name & Location Region 10 10 9 9

Greg Hogan, Rockford, II Travis Olroyd, Phoenix, AZ Bill Libbey, Ben Lomond, CA John Welden, Birmingham, AL

9 9 6 4

10 3

3 3 2

2 2 2 I 9 l 3

Foreign 5 2 9 9 9 8

8 3 10 2 12 9 9 3 2

7 4 2 10

ADVANCED Name & Location

Foreign 11 10 10 10

Region

Christopher McCluer, Hartford, CT Nelson Johnson, Milpitas, CA Reginald Mason, Hempstead, NY Joseph R. Shanley, Billerica, MA Bruce Bolles, Oakdale, lv\N Michael S. Trueblood, Ruidoso, NM Martin Myers, Flagstaff, AZ Doug Croghan, Panorama City, CA Stephan Hecox, Sacramento, CA Tim Summerfield, Carmichael, CA Karl Paulson, San Jose, CA Russell D. Douglas, Santa Clara, CA Richard Hays, Timonium, MD Ron Miller, San Diego, CA Carmen Cappella, N. Brunswick, NJ Ian Huss, Longmont, CO lv\ike Daily, Everett, WA David Evans, Glendale, AZ Marilyn Boehly, Silver Spring, MD Peter F. Judge, Chelmsford, MA Ron Carlisle, San Bernardino, CA Doug Lange, Boring, OR Phil Bulkey, Uniondale, NY Steven Johnson, Phoenix, AZ Brad Fisher, Schenectady, NY Matthew Miller, Phoenix, AZ William Prince, Inverness, CA Victor Dolat, Chelmsford, MA James Burchett, Ventura, CA Martin ,\,\arino, Buffalo, NY Andrew Kozak, Bridgeport, CT Chris Smith, Wildwood, GA

Region 8 2 12

8 7

4 4 3 2

Greg DeWolf, Santa lv\onica, CA

9 3

12 4 I 4 9 8 3 I

12 4

12 4 2

8 3

12 8

Region 3

2 2 2 9 4

OBSERVERS Name & Location

Region

12 2 4

10 9

Mike Benson, Honolulu, Hi John Eicht, Carson City, NV Ted Hill, Carson City, NV William Kershaw, Las Cruces, NM

Lee Keller (B), Eugene, OR Jon James (B), Santa Rosa, CA Steve Bissett (B), Applegate, OR Louis Tedford (B), Delhi, CA Kevin Harrenstein (B), Phoenix, AZ Michael Helms (B), Glendale, CA Gordon Van Dusen (B), Bloomfield Hills, MI Wally Anderson (A), Daly City, CA Dean Caldwell (*B), Milwaukie, OR Tom Armstrong (B), Menlo Park, CA Hunt Johnsen (B), Sausalito, CA Chris Norloff (*B), Blacksburg, VA \Y/eegie McAdams (B), S. San Francisco, CA Richard Canham (B), Mill Valley, CA Judy Canham (B), Mill Valley, CA Steve Flynn (B), Orange City, FL

I 2 I 2 4 3 7 I 2 2 9 2 2 2 10

*Recertification

EXAMINERS Name & Location

INSTRUCTORS

3 2 2 4

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Para Publishing Books By Dan Poynter P.O. Box 4232-G Santa Barbara, CA 93103 Tel: (805) 968-7277 Send for FREE brochure. 17

Atmospheric Dreadnaughts Part I by Dennis Pagen

"I would like to envision a future where our heros are not men guiding robots with death ray weapons, but are simply men who seek adventure flying hang gliders." These words were spoken by Orson Wells on the occasion of his being honored for his innovative contribution to the world of entertainment. Through the ages, Mr. Wells seems to imply, our heros have always been found on the field of combat. It would be refreshing to see a person admired and emulated by the masses for something as aesthetic as maneuvering through the sky on personal wings. Certainly, a hang glider pilot is a courageous model, for just as Marduk faced Tiamat, Ulysses defeated the Gorgons, Sir Lancelot slew the dragon, Washington fought the Redcoats, Crockett battled the Indians and Rickenbacker downed the Germans, a pilot must contend with a number of life-threatening entities. The most virulent and formidable foe of all pilots is the thunderstorm. Now, much has been written by myself and others concerning thunderstorms and their dangers. However, it seems that some pilots do not read, others cannot relate what they read to real life situations, and still others will not believe in a serious danger unless they test it for themselves. To help change such behavior, we again present this compendium of thunderstorm lore.

Af £J IN THE BELLY OF THE BEAST First, for all those pilots who do not show the proper fear in the face of thunderstorms, here is a little story: Imagine yourself flying a 18

trim little Dynalyft hang glider manufactured somewhere in Iowa and guaranteed to sky out all other models. True to form, you find yourself several hundred feet above all the other pilots working wide thermals on a humid summer day. Gradually, you get higher and higher until you notice that, suddenly, lift is everywhere. "Oh glorious day," you think as you cruise up and out in front of the hill, watching the clouds build in shining billows. You reach 5,000 feet AGL and notice that no one else has capitalized on the magic air. "Those poor guys should have bought a Dynalyft," you snicker, as your vario pegs at 1,000 FPM up. Eventually you become aware of a distinct chill in the air. "Perhaps it's time to get lower," you think, since you only wore a T-shirt on such a balmy summer day. However, the lift is so smooth, the view so nice and those other losers are landing, so the lift must be weak down below ... Suddenly, a few wisps of cloud form beneath you, then without warning, the ground fades to a white blur. Looking around, you see nothing but a solid wall of light reflecting from millions of droplets. You are enshrouded in cloud. Realizing the dangers, you dive, spiral, then wing your glider over in useless attempts to lose altitude. Despite all your efforts you are still being sucked upward like a gnat in a vacuum cleaner. It is getting cold and bumpy. Soon all you can do is hold on with frozen fingers and try to remain upright. (But what is upright? In such engulphing mist, up and down look like left and right.) Then, stinging rain hits with intensity and your body tightens and shivers in fear. Still your vario screams. Without warning, the control bar is ripped from your hands and you bounce off the keel.

After a few tumbles, you are tied to a broken glider with no chance of flying home. Next comes the lightning and hail that batters your flailing glider and numb body. You are still climbing at 20,000 feet, tossing like a butterfly in a cement mixer. Will you survive? That depends on your own miraculous luck and physical stamina. I will not tax my imagination further to venture a guess. Is this story unrealistic? No, at least two hang glider pilots have been sucked into thunderstorms, later to be found dead of exposure, electrocution and multiple broken bones. Many other real-life stories abound of encounters with thunderstorms. Wings have been ripped off of airplanes and sailplanes; pilots have been run through the washer when parachuting into a thunderstorm during combat; and balloonists have ascended on a perfectly clear afternoon, only to be caught in a surprise storm that flipped one balloon upside down in the air and sent the others to the ground in 60 mph winds that eventually tore the ballons to tatters as they were strained through a woods. We could go on, but hopefully, these stories are scary enough to induce every reader to continue reading and acquire a healthy respect for thunderstorms.

.i -

STRANGE EPHEMERAL LIFE FORMS A brief history ofa thunderstorm's life cycle follows. On a warm, sunny day, thermals start HANG GLIDING

lifting and carry moisture aloft. As the day wears on, these thermals get larger and build into towering cumulus clouds. More and more moisture is fed into these clouds until they reach upwards of 30,000 feet or more. At this point, an anvil head may form due to the high winds aloft and the upper reaches of the cloud are cooled to the point that ice crystals form. This results in the development of hail that may fall, then rise, then fall in the intermittent updrafts. The hail grows in size with each upward sweep, until finally it is pulled earthward by gravity, usually turning to rain as it reaches warmer air at lower altitudes. This massive precipitation drags tons of air down with it that hits the ground and spreads out like a tomato splattering on a wall. We call this spreading cold dense air a gust front. Eventually, the falling rain and cold air cut off the thermals that are the source of fuel for the thunderstorm; the clouds flatten out and everything becomes quiet, except for possible drizzle and a flash or two of lightning. There are three stages to thunderstorm development. These are: building (a mostly white towering cumulus cloud); precipitating (hail and rain begin falling in the upper levels, eventually reaching the ground in gusts; lightning and thunder are created by static electricity buildup, parts of the cloud darken due to concentration of moisture); and dissipating (rain falls over a widespread area,

calm prevails). The complete life cycle of a thunderstorm may last 1h hour to several hours, but the insidious factor is that they may develop in as little as 15 minutes.

.i -

READING THE SIGNS It is of utmost importance for us to recognize the signs of a thunderstorm well before the first cloudburst. The first sign is a building or darkening cloud. A thunderstorm cannot exist without a cloud - there are no "blue thunderstorms." A large cumulus cloud increasing in height should be watched carefully for signs of anvil head development or darkening in large areas. On a hot day a cloud will have to climb tens of thousands of feet before its head is cooled enough to start the chain of events that leads to the creation of a thunderstorm, while not nearly as much vertical development is required when the general airmass is cool. Generally, low lying cumulus clouds will not display the violence of a true thunderstorm even though they may darken and precipitate. The second sign is a large area of ineluctable lift. At times we are flying and the lift sudden-

ly increases and spreads out. If there are cumulus clouds in the sky, it's time to suspect a thunderstorm. It usually takes 2,000 feetper-minute or more of rising air to produce a thunderstorm, but by the time we reach this point, it's often too late to escape. The important thing is to look for cloud build up (often above and behind you) long before your vario gets pegged. Other signs are a hot, humid day and the approach of a front (warm or cold). Warm, moist air is more bouyant, and consequently more likely to form massive updrafts. However, even the dry Southwestern U.S. experiences frequent thunderstorms due to the tremendous solar heating of the ground. Fast moving fronts produce thunderstorms readily because they create a continuous uprising of warm air, often resulting in a "squall" line of thunderstorms. Of course thunderstorms develop easily enough without the aid of fronts. Two more distant indicators of thunderstorm activity are rain falling in streaks and the shutting off of thermals some distance from the storm. A mature thunderstorm may exhibit a good deal of dark precipitation. Whenever rain is streaking to the ground, downdrafts and gust fronts must be expected. Although virulent lift may be found under the thunderstorm, sinking air will be found elsewhere (what goes up must come down) so

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.

WRITE FOR FOREIGN AIR MAIL RATES AND DEALER INFORMATION

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.

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, I would like to subscribe-· to WHOLE AIR ·----an unusual reader mix of half advanced and half D Money Enclosed Charge Card Number: qualified novices. - - -

If you're not getting Whole Air you may not know it all.

WHOLE AIR the magazine for pilots

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D Bill Me (In Advance) I D Visa Expiration Date: _ _ _ _ __ D Mastercard Is this a renewal? D Yes D No I I 0-$7-1 year - - - D -$f2-2 years Published Bi-monthly I

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(Canada, add $2/year--Other countries, write for air rates.)

I Address I L Mail To: Box 144, Lookout Mtn., TN 37350

I _H~

HANG GLIDING

FEBRUARY 1982

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

Kitty Hawk Kites is still growing! Highly motivated individuals looking for new challenges are sought for both East and west coast opportunities. A leader in the hang gliding industry we are now diversifying into Ultralighting, Sailing and Retail Fields. we are Seeking,

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GREAT CIRCLE DISTANCE MEASURING by Tom Kreyche

In the minds of many, the current holy grail of hang gliding concerns the glorious quest for that elusive goal, The Longest Flight. This may be The Very Longest Flight, or perhaps The Longest Flight for a Prize. In any case, as with any band of headstrong youths, arguments within the ranks may arise concerning the details of the capture. Our details include witnesses and various methods of proof, and especially the establishment of the exact distances involved, which I'll discuss here. Of course, any pilot making a particularly satisfying distance flight is also interested in discovering by what margin he shattered his personal record. Now lads, drop your socks, and grab your calculators, for there is an elegant and reasonably simple means of determining these distances! First, a little background. Right off we must define a great circle, which we'll hear a lot more of. If the earth is cut by a plane in any direction into two equal parts, the resultant circle on the earth's surface is a great circle. The shortest distance between two points on the earth's surface is the shorter arc of the great circle passing through them. Our earth is generally referred to as a spheroid, since it resembles an ellipse. No curved surface can be represented op a plane (map in our case) without distortion. This makes measuring precise distances a bit more complex than merely whipping out the old map and tape measure. Various methods of map projection have been devised to minimize distortion; each suits a particular purpose, but none satisfy all conditions for an ideal map. The maps most commonly used for flight measurements are: Sectional Aeronautical Charts, which have a scale of 1:500,000 and are Lambert Conformal Conic Projections. U.S.G.S. Topographical Maps, 15 minute series, which have a scale of I :62,500 and are Polyconic Projections. U.S.F.S. National Forest Recreation Maps, which have a scale of I: 125,000, and are also Polyconic Projections. The scale determines the detail shown and the

area covered: the larger the ratio, the larger the ar.ea covered and the less detail shown. Polyconic Projections are widely used by government surveys because on large scale maps they have very little distortion, and distances can be scaled accurately. However, they cannot be accurately matched; for example if you had a square of nine topo maps and you joined them together on their E-W edges around the center map, little gores would appear along the edges at the N-S joints. Also, an arc of a great circle cannot be drawn as a straight line. Lambert Conformal Conic Projections depict the true shape of features and offer correct angular relationships. Great circles are straight lines and adjacent maps join together perfectly. However, this system works well only in the mid latitudes, on a E-W dimension. Most pilots are familiar with the latitude/ longitude grid system which is accepted worldwide for locating positions on the earth's surface and representing these positions on a chart. Latitude is based on the equator, which

is O degrees, and measured in parallels numbered in degrees from O to 90 both north and south to the poles. Longitude is based on the International Date Line, which is 0 degrees, and measured in meridians numbered in degrees from O to 180, both east and west. Degrees are divided into 60 equal minutes, and minutes into 60 equal seconds. These units are marked on many maps, so any object may be located by using these two geographical coordinates. So, what emerges from all this discussion, is that by simply noting the latitude and longitude of our launch and landing locations, we can use a formula for determining the great circle distance flown, which is the measurement used for determining world records. This involves using a little spherical trigonometry, but fear not, with the aid of a little electronic wizardry it is mere child's play!

Here's the basic formula: a (nautical miles) = 60 ARC Cos (Cos b Cos c + Sin b Sin c Cos A)

POLE - 90° North

Where: b = 90 ° - latitude of first location b = 90 ° - latitude of second location A = greater longitude - lesser longitude Sample problem: Find the great circle distance between Cerro Gordo and Salt Lake City. Geographic coordinates for these places are: Cerro Gordo (Morning Star Launch) 36° 31' 40" North, 117° 47' 20" West Salt Lake City 40° 29' O" N, 111 ° 47' O"

Cerro Gordo 36° 31' 40" N, 117° 47' 20" W

Salt Lake City (Point of the Mountain) 40° 29' O" North, 111 ° 47' O" West It's best if your calculator can handle entry in degrees, minutes, and seconds. If not, HANG GLIDING

minutes and seconds must be converted to decimal degrees by multiplying minutes by .0167, seconds by .0003 and adding both to degrees.

UNOFFICIAL FOOTLAUNCHED FLIGHTS OVER 100 MILES

Now: C.G. is 36.530 ° North, I 17.791 ° West and SLC is 40.484 ° North, 111.785 ° West.

Year/Date

Name & Cumulative No. of 100 + Mile Flights

Launch Site

Glider

Distance (Miles)

1977

July 24

Jerry Katz

Cerro Gordo

Alpine

103

Tom Kreyche (I) Larry Tudor (I) G. Worthington (1) Eric Raymond (I) G. Worthington (2) Keith Cockroft (1) Joe Binns ( 1) Steve Moyes (1) Ron Grav (1)

Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Australia

Voyager

113 109 105 121 Ill 104 103 109 101

Helmut Denz (l) Jim Lee (I) Joe Greblo (1) Mike Rabe (I) Tom Vayda (l) Larry Tudor (2) G. Worthington (3) Jeff Scott (I) Ian Jarman (I) Butch Peachy (1) G. Worthington (4) Rob DeGroot (1) Rick Culbertson (1) Colin Barry (I) Scott Smith (I) Larry Tudor (3) Tom Kreyche (2) Rich Pfeiffer ( 1) M. Gutierrez (1) Joe Greblo (2) M. DeG!anville (1) David Harris (1) Tim Joseph (1) Jeff Burnett (1) Jeff Scott (2) Jeff Huey ( 1) Ted Zinke (l) Alan Reeter (1) Rich Grigsby (1) Dave Gibson ( 1) Steve Moyes (2) Angelo Crapanzo ( 1) Larry Tudor (4) Tom Kreyche (3) Jeff Burnett (2)

Austria Sandia Peak Victorville Gunter Gunter Gunter Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Gunter Gunter Gunter Gunter Gunter Gunter Gunter

b = 90°. 36.530° = 53.470°

90° · 40.484° = 49.516° A= 117.791 ° - 111.785° = 6.006°

Put all the numbers into the basic formula above, and you get: a (nautical miles) = 368.352 a (statute miles) = 368.352 x 1.15077 = 423.8884 Rounded to nearest 1/z mile: 424 statue miles For most purposes, there is no point in attempting accuracy greater than 1/z mile, so it is sufficient to express degrees within the formula to three deci~al places. At 40 degrees of latitude, 1 second oflongitude is about 80 feet, so 15 seconds is nearly 1/4 mile; I usually don't bother to measure coordinates any closer than 15 or 20 seconds, so a maximum error shouldn't be much over 1/z mile. Measuring exact number of seconds from a 15 minute topo map is a waste of time since this exceeds the map's accuracy standards. If you're interested in greater accuracy because you're submitting a record for approval, it would be useful to obtain a 7 112 minute series topo map, in which case an accurate measurement could be made to within about 5 seconds. Since world distance records must be exceeded by at least a kilometer with 112 kilometer accuracy, the Federation Aeronautique Internationale (FAI), recognizes the need for a little fudge factor. Launch sites that have previously been used for official records have already had their coordinates verified by the National Aeronautic Association (NAA), which certifies achievements as U.S. National Records before submission to the FAI. Pilots interested in attempting official records should obtain a record kit from the USHGA.

REFERENCES Herold, Carl. "Herold's Hearsay," Soaring magazine, August 1973. Breed-Hosmer-Bone. Higher Surveying, Wiley

& Sons, 1962.

1980 July 21 July 21 July 23 July 25 July 25 July 25 July 25 Sept. No\'.

Cornet

Mitchell Wing Voyager ,\.\ega Cyclone Cyclone Mega EFS

1981 May 20 May 25 June 22 June 24 June 24 June 24 June 30 July 2 July 2 July 2 Julv 2 July 2 Jui)' 2 July 2 July 2 Julv 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 July 6 Julv 16 July 16 July 17 July 17 July 19

Gunter Gunter

Gunter Gunter Gunter Gunter Gunter Gunter Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo Cerro Gordo

Comet Comet Comet Fledge II Comet Come! Demon Mega lII Comet

Mega lII Fledge II Mega II[ Comet Comet Comet Comet Comet Demon Comet Comet Vamp yr Demon Sensor Come! Comet Comet Comet Meteor Vampyr Comet Comet Vampyr

120 168 103 114 109 101 105 125 123 122 115 113 112 Ill 104 165 157 139 138 132 132 119 114.5 114 110 109 108 105 103 102 137 103 128 123 106

UNOFFICIAL FOOTLAUNCHED FLIGHTS OVER 150 MILES May 25 July 6 July 6

Jim Lee Larry Tudor Tom Kreyche

Sandia Peak Gunter Gunter

Comet Comet Comet

168 165 157

George Worthing10n and I have corroborated 10 update the list of 100+ mile pilots which appeared in the September issue, which was incomplete for the summer of '81 due to magazine deadlines. If a few pilots show interest, I'll organize a 100 mile club, which will involve paying a couple dollars for a sew-on patch, if a simple form is filled out and perhaps a map marked. This would simply be designed to keep accurate data on long flights, without the hassle involved in applying for a National or World record. We both feel that 1/ it isn't organized this yem; by next year it would be an overwhelming task. If any pilot has corrections or additions to the above li'st, I would appreciate hearing from them at Owens Valley Hang Gliding Cente1, Rt. 4, Box 3a, Bishop, CA 93514.

Shufeldt & Dunlap. Piloting and Dead Reconing, U.S. Naval Institute, 1970. ~ FEBRUARY 1982

Sky-mountaineering is an intensely reward· ing endeavor and as such should not he ap· proachcd lightly. You must have adequate skills, judgement, cquipmcm and preparation before attempting to land a hang glider in a nearly inaccessible area. For forther informa· tion on the topic please contact the author.

/\ft er 30 minntcs or aerial reconnaissance, I was impatiem enough to go for it. Mark i\xcn and Chris Arai had finally entered the scene and the sun was starting to drop. I swooped Mark shouting "Smoke it!" hut my words were dralled away and the continued to climb in the well-defined thermal. Chris was closer to the terrain but he lacked a smoke bomb. I positioned my Comet for a low pass and loosened a weighted nylon streamer ing that I'd follow it right in once I had a wind

fix. The streamer nailed the small plateau dead center but it collapsed on itself indicating little or no wind. I rct reated to the safety of the north face's pulsing thermal. Thirteen thou· sand feet is no lo come in with a tW0· knot tailwind not if your hang is the way home. Now it made sense why both the north and the south faces orthis lofty spur were so consistcnt ly; the winds were light :me! variable. Chris had been a rocky ridge across 0

the canyon and came sailing past 10 invest igatc my streamer. He flew low over it, back across the canyon, banked into the giant gentle bowl and landed as sofrly as a feather. He had picked up on a slight flutter of the streamer. I immediately traced bis pattern about 100 feet higher and asked him about the wind. He mo· tioned slightly so I cranked off a couple of l 80's and put it down next to his wing tip. The suddenness and sofrness or the uphill nowind landing surprised me enough 10 drop the bar onto the sharp gravel. 'The sheer exhilaration of intentionally landsafely in the remotest pan of Califbmia's White Mountains was more than I could con· tain! The dramatic transition from air to ground during my approach was magical. !laving long danced tbc delicate ballet or "Never Touch" with my wing's shadow while searching for lifr in these craggy heights, I was aware or the subtle lighting changes and the overwhelming ground rush as my shadow lcpt to enfold me at the point of inter· section. We were standing at 12,800 feet in the treeless tundra capped crest of the Whites known as Pellisicr Flats. The surreal landscape sur· rounding us was otherworldly in its effect. I told Chris that it must foe! like being on the moon as we vigorously sbook hands and let out

In no t imc Mark was shooting the gap at the terminus of the nearly vertical canyon and touching down about 200 feet from us. His Fledge settled firmly to the ground and we renewed our shouts or triumph. Mark was somewhat less exuberant though as he stepped from beneath his wing declaring that it was broken. Sure enough, the thin aluminum plate connecting the control bar, keel and post had snapped. The bitter irony of it was that while Mark was the best outfitted or us with replacement parts (he even bad spare down·· tubes) he lacked that particular one because it had been held up in the mail. At least we had Chris's C.B. radio and a couple of serviceable Comets available as back up to initiate a parts run. It was a good thing too, because we were about as isolated as you can get in California. Immediately west of our location was an 8,000-foot jagged face difficult even with the best of mountaineering gear. North ancl south ran the fifry-milc or the Whites and the trek to the cast would take two days before a lightly traveled road seventy miles from Bishop could be reached. Knowing that we needed to work something out to get the Fledge flying again, we took stock and photos of our situation. Our gliders and flying were in sharp cont.rast to the pristine tundra surrounding us. We were dwarfed in scope by the sheer size of the 270 ° HANG GLIDING

saucer-like expanse that ow· wings rested in. After f1nncning and weighting our to protect them un[orsccn winds, Mark nncl Chris headed 10 the southwestern spur to improve radio reception and rctricvl: the wind streamer while l went to the eastern lip to gather snow from the cornice which had been visible from above. The other two were well prepared illr camp· ing out but l bad come late into the planning stages for this sky-trek and had elected to

travel light, perhaps even flying back to the truck bcfrire nightfall. I was committed now though, for we had landed too far from a good launch site to make it and the 17 miles back to Paiutc before the thermals withered. So I packed my hclme1 shell foil of the white stuff and hoofed it back to camp in the crystalline twilight. Srnrlight found us huddled near Mark's tiny slovc enjoying one o!'the finest wilderness dinners thal I have ever bad the pleasure I() crash

OPPOSITE PAGE: The flight to Pellisler flats along !he crest of the Whites. TOP LEFT: Mike cautiously some 30-year old "C" ration pineapple. The landing area at 12,800 feet ASL BELOW: Sunset Iha second night. oul over Iha Owens Valley toward Bishop,

in on. I'm afraid that my single vending machine b;1g of pcanllts couldn't even be considered adequate hors d'oeuvres compared to the excellent one pot fresh vegct able goulash that Mark and Chris whipped up. We even had pudding for desert. Radio communication with the Hang ( rlicling Center had been successful. A parts drop was scheduled (ix the next afternoon. We snuggled down agains1 the cold and recapped the day's advcmurcs. Five pilots from the staff of the Owens Valley Hang Gliding Center had launched at the 8,000 foot Pniutc launch site 17 miles from where the three of us now sat, 4,400 feet higher. Of the other two, Mike Harbison was forced down short hecanse of his outdated glider while Torn one of the world's premiere cross country pilots, inexplicably was unable to regain altitude after being t crritorializcd a pair of ( ,olden Eagles at the 11,000 foot level ncnr Mt. Bar-croft. He landed at Benton several miles beyond our campsite but over 8,000 fret lower. We had s11ccessfully initiatc:d the first intc111 ion al sky-mount ainccring cxpedit ion using foot-launched, fucllcss, flying machines, something that each of us had dreamed oC for years. Our fantasy ran rampant. 'X1c envisioned established staged in a series with sky-trekkers flying from one to another populated with air-junkies who seldom re·t urncd to civilization. Needless to day, the altitude may have been aflccting us. The breeze over the backside increased but the speculation that it was merely the diurnal drainage flow held as we prepared our respective sleeping sites. Mark and Chris crawled into their sleeping bags while I zipped my feet into the ends of my glider bag and slithered under my sail for protection f)·om the relcn1lcss wind. In the morning, the water bottles were frozen but my flight suit had kept me warm. The only thing I lacked were wool instead of cotton socks for my cold feet. 28

Sunrise found the wind still blowing down the hill as we t bought it should, so a leisurely breakfos1 was in order in the midst of our immense isolated cyrie. Once again Mark and Chris provided the main course while my small bag of M & M's only sweetened the fare slightly. While Chris and Mark hiked to the cast rim

ABOVE: Glider and gear at the Paiute launch. Most of that seen is going along. RIGHT: Mark and Mike prepare lo launch. Valley floor in background. BELOW: The four of us enjoy a sparse breakfast, dubbing ourselves the Donner Party Hang Gliding Club. Left to right: Mark, Don, Chris and Mike. OPPOSITE TOP: L. lo R. are Don, Chris and Mark. Mark's right hand reads 12,800 feet. OPPOSITE BOTTOM: Late afternoon the second day looking toward Bishop, Note glider tied to rock.

to sniff out the wind, I sorted through my gear and started breaking clown my glider to carry it to the southwest spur for launching. As I quietly puttered around, a group of six wild mustangs moved to within 50 yards of camp. They were grazing the sparse tundra grass and moved off as Mark and Chris returned. We spem the remainder of the morning moving our gliders and gear up to the small plateau that the streamer had hit. It offered a variety of potential launch sites and would allow us 10 become airborne in just about any direction the wind decided to blow from ex·ccpt the present one. Moving our gear up the gradual 150 foot slope required considerably more time and effort at the 12,900 foot level than a similar operation would in the valley floor. Assuming that I would be able to launch when the cast wind abated or that at least the afternoon sun would generate enough leeside convective action to produce usable upslope cycles, I slowly assembled my glider. Slowly because of'the altitude and because I wanted to sec if' the parts drop would be successful before I flew hack to Bishop. About l :30 p.rn. a single white glider appeared in the distance. Too good to be true just a tourist, I wonder what he thought as he

flew by. I moved to the edge to be ready l(J launch. The wind was still from the backside and the surface was crazy with dust devils. It was impossible to leave the glider for even a few seconds wi1hoU1 fear of it being damaged by a dust devil. Irregular cycles were coming up the face but they seemed 10 be too short to pull off a safe launch in. I had no intention of compromising my launch technique in this remote spot. After an hour of contemplating the rock face below my feel, I backed ofl; flattened and weighted my glider and started 10 other possibilities for getting off. The only possibility consisted oflaunching into the wind off the backside of this knoll we occupied and making an immediate turn down and out the canyon. I wasn't hungry enough for that one just yet. While I was considering the alternatives, Bob Davidson, one of the Hang Gliding Center's Australian clients, thermallcd by to look us over. His drift was definitely away from the mountain and he seemed to have wmc difficulty reaching us. After a low pass, he reversed his course and headed back to Bishop, still spiraling away from the ridge. Tom Krcyche appeared as a spot high overhead flying a white Comet. Mark's parts were here at last. Unfortunately, Tom had no intention of a repeat landing at Benton like the day before so he dropped his streamer of pans from well over l ,000 feet above us and they landed over one-half mile away. While Mark

FEBRUAf<V 1982

was gone 10 rell'icvc them, Eric Raymond dove in his Sunseed and dropped a duplicate set in the middle of camp. Tom and Eric then headed back to Bishop. While Chris and I waited for Mark lo return we sponcd Mike Harbison's Spydcr a couple of miles away and sevcrnl thousand feet below our level. We could sec him drift away from the mountain to stay in the thermal lifl. Mark returned and started repairing his Fledge. Chris and l hiked about a mile to the

south cast to inspect an old food cache that I had skied in one winter about 8 years before. The cache had been intended for a party ofskimountaineers to use on an extended winter tour of the White Mountain crest. Their expedition h:1d used the cache but I hoped that they might have overlooked something that we might cat. No one on our current outing had in1encled to stay two nights and the prospects for dinner looked pretty slim. Unfortunately, the cupboard was bare and we returned to

camp to see if Mark's glider was ready. Mark was ready but the wind wasn't and it turned out that we were expecting a visitor! Mark had watched Mike's Spyder unsuccessfully attempt to reach our position. The combination of the weak evening thermals, the persistent east wind and the limited speed range of the older design were too much for Mike's skill as a pilot. He was thermalling as high as our level but the drift was carrying him so far away that when he attempted to penetrate back he ended up as low as when he started. Finally, in desperation he flew right at the mountain and landed in a flat place just above timberline. Mark watched him fold up his glider and start to carry it up the mountain. The sun was setting. Later we determined that Mike had landed 2,000 feet lower and over five miles away. He was in for a real sky-hiking experience. As the sun set, the wind continued to blow insistently and the wind chill factor increased noticeably. We were camped in a much more exposed location with no natural protection from the persistent flow. Dinner (what there was of it) and our after-dinner conversation was conducted in a horizontal manner, sticking out from under my flattened Comet like so many loose battens. By bedtime Mike still hadn't appeared so we shouted a bit to give him a directional fix ifhe needed it and retired for the night. With nearly half of the planet's atmospheric blanket beneath us, the radiant hemisphere of stars above provided spiritual warmth, if little else. In the morning, Mark and Chris spotted Mike over a mile away, but he had yet to see us. They woke me, and as soon as I crawled out from under my wing and stood up in my fluorescent orange flight suit Mike had a fix on us! It sure feels good to be needed! We walked over and helped him carry his glider up to our camp. He had a good tale to tell about a clean landing nearly on top of a Desert Bighorn ram. He also had enough Granola to call breakfast! The day seemed to be starting off right - except for the eternal East Wind. Three of us walked over to the cornice for

some more snow to melt for water. Mark's stove was out of gas so we would be dependent on solar energy to satisfy our thirst. On the way back we found three ancient cans of c-rations. They were possibly left over from the late forties when Bob Symons used to fly hunters in here in a Piper Cub. The crackers and jam had had it and the pineapple seemed to be mildly alcoholic but the pecan roll was like manna from heaven. Lunch was served! The marmots and giant white-tailed jacks better watch out ifwe were still stuck on this rock come dinnertime!

"As I clipped in a Redtail soared the growing thermal not more than a glider span away. In three steps I rose to follow him." At high noon as we were savoring the last crumbs of pecan roll the wind abruptly ceased and the first dust devil of the day exploded beneath my flattened Comet not more than ten feet away. Before anyone could move, the glider shed itself of about 100 pounds of rocks and gear and flipped over on its kingpost. Fortunately no damage was done so I hurried to set it up and get off while I still had the chance. Not more than 10 minutes later, Chris's glider got the same treatment even though it was tied to a couple of rocks. Everyone was hurrying to pack up and leave. Everything felt perfect at launch and as I clipped in a Redtail soared the growing thermal not more than a glider span away. In three steps I rose to follow him. After four passes over the rocky bowel I was 200 feet above the scramble on the ground and circling in the sweetest lift imaginable. Ten minutes later I was at 17,000 feet watching Chris' tiny glider launch far below. I turned and flew six

miles to 13,140 foot Boundary Peak still able to see our camp site. I retraced my path and then glided out over the valley floor giving my wing over two miles of ground clearance. Returning to the mountain, I watched Mike and Mark launch and then joined them and Chris as we formed a loose gaggle and thermalled together to altitude. One by one we set our courses for White Mountain Peak some 10 miles to the south. The lift over the spine was so consistent that I only circled once every couple of miles to mark everyone else's position. White Mountain Peak at 14,246 feet has always given me reason to linger and gaze. Today it seemed to radiate light from within like a colossal uncut diamond. My wing lept and spiraled starward powered by the mountain's throbbing rush of rising air. Intense cold and hunger for both air and food forced me to leave the peak's apical beam and begin my descent towards civilization's realities. I cored some strong sink to get low enough over Paiute to see if I needed to land and drive the truck down. It was already gone so I moved into a thermal with some other gliders above launch to gain enough altitude to glide the 10 miles out to the airport. I was looking forward to descending into the warmth of the valley after two hours above 15,000 feet and two days above 12,500 feet but I had no idea of what I was in for. At 8,000 feet I had warmed enough to be comfortable but by 6,000 feet it was uncomfortably hot with still 2,000 feet to go. The last 1,000 feet felt like a pizza oven and when I landed at 3:00 p.m. on August 7th it was 107 ° and dead calm. The density altitude was 8,000 feet at Bishop Airport when my feet touched the ground. Sure glad I had just practiced a high altitude landing two days before! Chris and Mark soon appeared overhead and landed after avoiding a departing helicopter. Mike came in in the back of a truck having gotten his old Spyder to within 'h-mile of the airport before being forced down in the desert. A cold swim and a hot Mexican dinner concluded the Owen's Valley Hang Gliding Center's first sky-mountaineering expedition .

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Article and

Ellenville from 5,000 feet AGL

was one The Ellenville Cross of the most successful mccl s held in the United States in 1981. 'I 'here were forty-four entries from all over the East and flyable weather on seven of the nine mec1 The cross country potential at Ellenville is awesome. We usually go over the back of the moumain, 11ying over 11at land, avoiding or several large unlandable areas in· duding the Hudson River, New York and the Island Sound. Before the meet, the 11ight was 63 miles to the Sound. The longest flight along Lhe was 39 miles. The limiting factor is the Atlantic Ocean. However, 011 a northerly or the potential is unlimited. Needless to say we were hoping for some and some 100 mile flights. The format and rules were easy. The e!llry fee for the meet was $10.00. The window opened at noon every day and closed at 5:00 p.m. There were several ways to win. First, the longest night each day over five miles won $100. Each person could win a maximum of two times (in case Rich Pfeiffer showed up). Second, there was a of $250 offered for the most miles accumulated during the nine days. There were also prizes generously pro· vidcd the Three" Manufacturers: U.P. offorcd $2'30 for the longest flight on their equipment, Flight offered a custom made deluxe competition coccoon har-

ncss fbr the duration flight, and Wills also donated a similar harness to the pilot with the most flights. Finally, when conditions were mild, many Hang II pilots re· ccivecl T-shirts for target landings. The day found the launch directors, Aerial Technique's T.J. and Mary Young, 23 pilots and a lot of wind. Three and a half' hours after the window opened, Sudwischcr launched his Fledge and let the .10 north cross blow him six miles a strategy that worked. Some pilots launched around 4:30

but had to sl ruggle just to survive. had won the flrst $100. Sunday brought marginal, scratchy conditions thm improved little as the day went on. There were dozens of attemprn and some amazing fi!teen and twenty mile flights. The daily winner was Del Schier, with a 21.5 mile flight. Dwight Stephan had a 4 hour 35 minute flight, setting the time to beat to win the Flight Designs harness. Both Dwight and Del were flying 165 Comets. Monday was another scratchy day. A 101 of soaring was done, and many people attempted

Paul Volgh!'s Harrier.

HANG GLIDING

Reggie Mason launches.

Launch from ·1,500 feel over.

Brian Pine. Winner most flights, Wills Wing harness.

to get the minimum five miles. Only two pilots were able to make it, and they went almo'st the same distance, bUI in ditferen1 direct.ions. Kenny "Pasteur" squeaked by with the win beating Del Schier 7 to 6.5 miles. Tuesday and Wednesday brnught a cold front and high winds. By this timv, there was a well established group of'pilots, most of whom stayed in Ellenville for the duration of'the contest. When it wasn't flyable, it was party time. Del took a few people for sailplane rides from the nearby Wurtsboro airport. Severn! restaurants were visited and "taken over." Thursday only two flights were made. It was blowing in 20 to 25 mph. I worked weekends so I needed to fly either Thursday or Friday, or both. I wanted a new harness, and being too far behind to get the most flights for the Wills Wing coccoon, I hnd to try for the Flight Designs harness. I launched Thursday at 12:30, with Dwight Stephan following shonly, in order to defend his lead. It was bodacious air. Lasting l1vc hours would be di!: l1cult. On any other day we would have bcal feet to the landing zone, but not today. Dwight landed after two hours, and after several near brushes with death, I brought it down also. No harness was worth getting mangled. The air got better aft er the window closed, so everyone got at least a couple of hours of air time, and the festivities lasted late into the '""·"'""" Friday's air was also roudy, hut a little tamer than the previous day. I launched first, at 12: 15, and was followed by a gaggle of' pilots. Ir was "XC-able," and no one else nicd for duration. I watched or seventy launches, as some pilots had two or three all.empts. Because of the wind velocity, the thermals were fragmented and hard to stay in. There were, however, a good number of' flights of about twenty miles. The daily winner was Tommy Neejames in a 185 Comet, with the longest flight of the meet; 25.25 miles. My flight lasted 5 hours and 25 minutes. I was already thinking of the designs I would want on my new harness. Saturday was the next to the last I was working just below the mountain, and watching eagerly to see if anyone would try to beat my record. 11 was a cycling with unsoarable periods, so I was safe. There were a good number of !lights though, and John Sillero was the daily winner with a short but respectable flight in his Comet. That night Aerial Techniques threw an outdoor party at their new property and training hill directly below the mountain. With two kegs and tons of food, the good times lasted into the wee hours of the morning. A few hard core partiers never left the bonfire until the next day. The party had been good and it was nice to be at a meet where there wercn'I any gripes. There was still one day lei\. Sunday again brought marginal lifl:, and ronr1111ml 011 pa,:r 43

FE13RUAf<V 1982

An instructional column for the new pilot. by Erik Fair Have you ever been fumbling around trying to set up your glider at the top of a hill you've never flown before (or in conditions you're just barely ready for) and overheard some jaded Hang IV veteran ask his equally smug buddy "Who is that 'wuffo' over there?" Chances are they're looking at you because you're not exhibiting sufficient nonchalance as you go through your set-up and pre-flight ritual. You've probably picked up on the fact that the use of the term "wuffo" in this particular context i"s meant to convey a certain amount of disrespect. Furthermore, the designation of you as "wuffo" carries an unspoken designation of them as OK guys with credentials that qualify them to pass judgement on your competence as a hang glider pilot and worth as a human being. Your response to this may range from wondering what the hell "wuffo" means anyway to feeling unfairly put down, to a vigorous physical interpretation of how Johnny Cash's boy named Sue might deal with these two asses. The fact remains you've been called a "wuffo" and you feel insulted. What you may not be aware of is that you've finally been exposed to a significant piece of hang gliding lore and culture. Woofdom is the subject ot this month's installment of The Right Stuff Read on and you will be immeasureably enriched.

DERIVATION The admittedly obscure derivation of the term "wuffo" is simply the contraction of two words and a question mark: what for? Some of the various spellings of this contraction are: Whuffo, whufo, wofo, woofo, wooffo and the very popular wuffo! Starting out life as a noun (He is a wuffo) it has recently been widely used as a verb (he wuffed that landing) and in the exclamatory form WOOF!

HISTORY In the beginning, during the Genesis chapter of hang gliding history, there were two kinds of people. Group A did it and Group B asked Group A "What for you do

I lclf,r

W I'll

it?" Members of Group B never tired of bombarding members of Group A with increasingly astonishing variations of the basic "What for?" question. And lo, questions such as "Don't your arms get tired?" and "How do you guys breathe up there?" were born. In the privacy and comfort of their own company, members of Group A began to refer to members of Group B as "wuffos." Members of Group B, of course, already had a few choice names for members of Group A ranging from the polite "daredevils" to the more succinct "crazy bastards." So, in the beginning, the known world was composed of"wuffos" and "crazy bastards." And so it was for thousands, hundreds, maybe even 3 or 4 years. And then, slowly, an assimilation began to occur. Remember how American flag decals used to be the symbol of upstanding, America love it or leave it, moral conservatism? Remember how hippiedom and yippiedom neutralized and defactionalized this symbol by plastering flag decals on their VW vans and flag patches on their jeans?. How about the nation's police officers adopting the derisive pig symbol given them by hippiedom. Today's cops make pig jokes among themselves and I swear I actually met a copy who wore a pig tie tack. So it was with hang glider pilots, but with an interesting twist. They didn't adopt a derogatory term bestowed upon them by someone else (pig). They didn't adopt someone else's positive symbol thereby

neutralizing it (flag). Instead, hang glider pilots began to use on each other the same derogatory term they used on others. Hang glider pilots decided they were having so much fun calling wuffos wuffos that it stood to reason they could have even more fun calling each other wuffos. To argue that such reasoning is ample evidence of the suicidal self destructive nature of hang glider pilots is to grossly underestimate the philosophical depth of Group A crazy bastards. Hang glider pilots simply discovered and embraced a profound truth of the human condition and enshrined this truth through their internalization of the term "wuffo."

Wuffo? Positively! The truth is we are all wuffos! Furthermore it is good to be a wuffo because if you aren't you'll never learn anything. The details are as follows: A) Responsible hang glider pilots naturally strive to become better hang glider pilots. B) Part of striving is screwing up. C) The best thing to do when you screw up is to say "what for?" D) This makes you a wuffo. So there it is. You strive, screw up, be a wuffo, strive some more, screw up some more (at a higher level of competence of course) and be a wuffo. If you keep your screw ups relatively minor, and your what fors relevant to your screw ups, you can be a wuffo forever.

SUMMARY The two guys who called you a wuffo at the beginning of this article were right! Right? Please send responses, questions, suggestions to: The Right Stuff c/o Hang Flight Systems 1202 E. Walnut, Unit M Santa Ana, CA 92701

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Edited by Glenn Brinks Newsletter Alabama H.G. Assn. (#76) 1843 16th Ave. S. #F3 Birmingham, Ala. 35205 Power towers are going up at our Springville site, so the club is looking for new sites. Mr. Harris's site is OK, but the landowner at the bottom doesn't like us landing in his field. Walker's Gap is better, but we will have to make an access road because the owner doesn't want us using his road. Jenkin's looks great! Clear a few trees and take off. The ridge goes for miles and you can land on top. Everyone who has flown there has landed on top. Horsepen's looks promising, but it hasn't been completely checked out.

Sandia Soaring News Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Crest. N.M. 87008 A newly updated version of J.C. Brown's "Soaring the Sandia's" will be available soon. The guide, in its final editing, will serve to orient the new, local and visiting pilot to hang gliding in the Sandia Mountains. Copies of the guide will be available at Buffalo Skyriders, Sandia Peak Tramway, Sandia Ranger Station as well as through local guide pilots and observers. The SSA is currently involved in negotiations that will result in widening the launch ramp by spring. KGSW has suggested building a walkway around the north KRST guywire anchor rather than relocate the anchor point to the corner of their new building. This will result in extending the ramp to the north about 200 feet past the anchor point. The idea came up to make some SSA Tshirts, and there will be a contest for the best logo. Any entries should be given to Mark Mocha.

Skyline Capitol H.G. Assn. (#33) P.O. Box 64 Annandale, VA 22003 Rich Paciulhi donated the new steps at High Rock. He has also offered to rebuild the ramp if the club will supply volunteer labor and offset material costs. Thanks, Rich! The Maryland H.G. Club has a number of pilots who fly the Rock, and they will help out with the cost. Their president, Vic Ayres has contributed $75.00.

Zirks is open, but only for advanced Hang IIs and up. The only landing field at this time is across the railroad bed. The old landing field, owned by Mr. Twigg, is not open. Lily Pons - get the cars off the road and walk a little. We are getting poor press with the locals by parking on both sides of the road and reducing it to a single lane. Montgomery Village is going to be built up soon, so we will lose this training site. Keep looking for new training sites. A former Broken Wing has been soaring over High Rock recently. Barbara Isom sure looks better a grand above the Rock than she looked in the hospital last summer.

High Points New Jersey H.G. Assn. (#62) P.O. Box 1718 West Caldwell, N.J. 07006 Wind Gap in Pennsylvania, off Route 512 is a 700-800 ft. mountain which faces Northwest. It's about 20 minutess from Kirk's Ridge and is a possible site for advanced Hang II and up. Trucks and cars can make it about halfway up and a 4x4 can go about 3/4 of the way. The walk up shouldn't be any worse than Morningside's. There is about a 40 ft. power line at the bottom.

Flight Line Wings of Rogallo (#66) 20409 Old Santa Cruz Hwy. Los Gatos, CA 95030 The Dunlap work party was a big success and there are now two launches at the 3000 ft. level. Peer Suhr has the dubious honor of being the first to deploy a parachute at Ed Levin Park. Cause was a rudder cable that pulled through a nico. He was unhurt and recommends double checking those cables before every flight. (A good way to check for slippage of nicos is to paint the end of the nico and the cable. If the nico moves at all, bare cable will be visible. G.B.)

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

Several of the members have been helping Zane Myers with his attempt to set all of the Ultralight World Records. After many set-

backs, one record has been set as of press time and more record flights are planned soon. Zane is a retired fireman and is doing the attempts as part of the International Year of the Handicapped. John Ballantyne has been named as the FAA Ultralight Safety Liaison for the L.A. area. He reports the FAA is very interested in ideas and information on ultralight safety and recommended procedures from the local pilots.

Newsletter Houston H.G. Assn. (#71) 1026 Dreyfus, #16 Houston, TX 77030 Chuck Hall was seriously injured when he fell out of the basket while helping to wire launch a pilot at Buffalo Mtn. He wasn't wearing a safety belt. The club is getting a copy of Manbirds for Chuck and a new OSHA approved safety belt with lanyard and steel connectors for Chuck and everyone who uses the Buffalo ramp basket.

The Feathers Point Northern California Skymasters (#72) 321 S. Butte St. Willows, CA 95988 A hardy group of Skymasters braved the weather and cut a road and set-up area at Hat Creek rim. The road is passable for 2 WD trucks if they have good ground clearance. Hat Creek Rim has a 12 mile soarable ridge, scenery, campgrounds and a good road. The FAA gave us a toll free number for detailed weather information and invited the club to Red Bluff Airport for a weather instruction course.

The Oregon Hang Glider Oregon H.G. Assn. (#36) P.O. Box 5592 Portland, OR 97228 The Frostbite Meet will be held at Dog Mtn. in February or March and will again be a challenge meet between OHGA and the Cloudbase Country Club. There will be competition between the new super ships and the older single surface ones, plus an open class. Steve Wilson lost an arm due to an accident at a rock quarry where he was working. Luckily, surgeons were able to re-attach the arm. Steve has some use of the arm, but no grip strength. Undaunted, he flew tandem with HANG GLIDING

Dave Rodriguez using a hook arrangement attached to his wrist. He was able to soar for an hour using it. Now he is flying his 209 Raven and truly appreciates his new found freedom.

Newsletter Houston H.G. Assn. (#71) 1026 Dreyfus #16 Houston, TX 77030 Brian Craig reports a successful flight from the Fingers Building, under construction at the time. With a friend, he erected a 32-ft. ramp on the roof of the building from scrap. He launched in 10-15 mph winds and landed safely, but could not take down the glider before the police showed up. He talked his way out of a citation, but guarantees he won't try it again.

Newsletter Long Island H.G. Assn. (#42) 187 Sherry Street E. Islip, NY 11730 Karen James is the first woman to soar the North Shore Ridge. She soared the ridge at Mattituck for an hour, flying tandem on a 220 Super Lancer. She took along Brian Whelan for ballast and said she had a great time.

Oklahoma Hang Gliding Oklahoma H.G. Assn. (#10) 6717 N. St. Clair Oklahoma City, OK 73116 Chuck Hall had an unplanned launch from Buffalo Mtn. without benefit of a glider. He was on the nose wires of Jim West's Spirit 200, and apparently didn't move fast enough on the command, "Go!" Chuck was caught by a flying wire and flipped off the cliff. He dropped 25-30 ft., and got a pair of cracked vertebrae and a fractured pelvis. His is walking, with a brace, and expects to be back on the hill in 3-4 months. Ideas on how to improve the launch area or prevent this from happening again are welcome.

High Points New Jersey H.G. Assn. (#62) P.O. Box 1718 West Caldwell, NJ 07006 Stoneyford Golf Course at the Orange County Park in New York State is a 200-250 foot grass slope at tee-off. It's a beginner to beginning-intermediate site. Check in and sign waiver at the office. You must be able to fly between tree line and snow fence, which is at least 80 ft. wide (when golfers are in the area). ~

FEBRUARY 1982

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MORE ON NORTHERN THERMALS Article and photos by Carroll Redden

HARRY /r1ARTIN

TOP: Pine Tree site, 1,200 feet. Snow squalls are forming along the ridge as thermals build in front. Photo taken after top landing for a coffee break. CENTER: Abraham's Cove site, a 100-foot cliff. Flat turns are required to stay in the small, rough thermals 100-200 feel above the ridge. BOTTOM: Port Au Porte site. The author scratches in the sea thermals.

cold, overcast weather has given ample opportunity to repeatedly test the theory that thermals strong enough for use hang glider pilots arc generated by the sea quite frequently. Everyone who has read Pagen agrees that following a few days of warm weather the cold front will inevitably pass giving a period of much colder weather. During the preceding Thermal flying in the winter? About one year ago I wrote an article for the Hang Gliding Association of Canada Newsletter on just this subject. At that time only a couple of us Newfoundland pilots hardly (crazy?) enough 10 brave the sub-zero temperatures had experienced this phenomenon. l'agcn touches briefly on sea thermals in Hang Cih'ding and Flying Conditions, but suggests that they are perhaps too weak to use. Bob Bailey of Britain has written the only other article on flying sea thermals that I have found. My earlier article included details on a number of personal flights, my theories and a promise to do more research on this q uestionablc lifr source. At that time, although sure of the existence of sea thermals, T was not sure of their magnitude nor frequency. Since then our

warmer days the water temperature (sea or lake) is raised considerably by the surrounding warm air and/or rains. The water maintains this temperature for a long period, being cooled slowly by 1he cold air brought in by the cold front. The layer of cold air is heated at the surface by the warmer water and forms a bubble exactly the same as air being heated by warm parcels of land in the summer. Depending on the wind strength of the day, these bubbles grow to varying sizes and break away as thermals. As with land-generated ther·· mals these also drilt with the wind and if blown against a ridge collect to form larger areas of lifl. During the past winter and again this fall on cold, overcast clays I have had dozens of flights in these sea thermals. Some flights in either

FEBRUAfN 1982

very light or winds too crossed to generate lift were made possible only by working these sea thermals. Many of these flights were at low altitudes only because the local terrain would not allow following the thermals behind the ridge into a tree-covered wilderness. One example that readily comes to mind is a day when Simon Mitchell, Mark Bond and myself launched from a 100 ft. coastal site into a 20-25 mph wind that was blowing partly across the ridge (air temperature - 3 °C, water temperature +6°). Launch was easy, but the air was full of bumps which often had me scratching level with launch. I began turning in the small areas oflift always keeping an eye out for my two buddies who were flying nearby in similar conditions. Then for a few minutes Simon disappeared from view. Thinking he had been drilled I kept searching the narrow beach when something above my left wing caught my eye as I turned in the bits of lift. There was Simon, tucked up under the cloud-covered ceiling! With renewed determination I challenged each bit of rough lift, one eye on my vario and the other on Mark who always seemed to be trying for the same thermal as I wanted to turn in. Finally I hit some 500 up and was able to ride it up and back like a bronco rider until it became larger and smoothed out enough to allow breathing to resume. About l/4 mile behind the launch site there was another ridge with a long rocky cliff face. My thermal drifted in close to this cliff face where it again got very rough causing my Litek "pace-maker" (with a new battery) to bounce from sink alarm to 700 up every few seconds. I suppose one shouldn't worry about a Harrier breaking up; Rob Kells flys his upside down! After rising above the cliff face the thermal took mercy on my racing heart and smoothed out to a steady 600 up. By the time 1,000 feet was gained I had drifted far enough back into the wilderness to start another warning alarm ringing in my helmet so I pulled out and flew back towards the sea. Soon a few bumps and my vario again began to sing; a couple of turns centered me in the thermal for another 1,000-foot gain before drifting too far back into no man's land. Both Simon and I flew around at will that clay at altitudes up to 2,200 feet (cloud base was not far above this). Often at the higher altitudes the thermals were so large that we hardly had to turn at all - just float around listening to the vario beep out our good fortune. Sure was odd flying out to the sea to find more lift! After two hours of this ecstasy, cold began to penetrate (why does one never dress for something like this?) so, with wide smiles and chattering teeth we came down where our ground crew had prepared hot coffee and a lunch. Wonderful people these unsung heroes who wait on the ground. These flights may not make the. "notable

flights" column, but to us average, addicted air junkies they are a satisfactory fix during a time of year when most northern pilots have stored their wings and sit by the fire reading past hang gliding publications. Last year's hypotheses and theories on the existence of winter or sea thermals have now been confirmed. However, during all of this winter thermal flying another question has arisen; I will again offer my personal theories that if correct, could make flying sea thermals much easier. Every pilot who has ever been drilled while thermal flying wished, as he packed his glider, that he could see where the thermals were forming. This appears to be quite possible in the case of sea thermals! During my last several flights in sea thermals I have noticed that the surface of the water was covered with relatively clear "splotches" that formed and disappeared at random. By flying over these clear patches as they drifted in to the shore I nearly always encountered lift areas of varying

sizes; moderate winds appear to allow smaller patches and smaller bits of lift. My theory on these patches is that they clearly mark the area where thermals are forming. As the thermal bubble grows it partially protects the water surface from the wind. Again Pagen readers can relate to this as they know the bubble of warmer air is of different density than the surrounding colder air (wind) and until the bubble becomes large enough to lift off the wind is partially diverted around it making a cl~arly visible patch on the water surface. Here is where the sea thermal differs slightly from the land thermal. Where the water surface is free of obstructions the bubble will drift along with the wind as it forms, collecting other small bubbles until one large enough to overcome surface friction is formed. On land the bubble will remain in one place until large enough to lift off because it is protected by grass, trees, hills, etc. By observing these clear patches as they

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form one can easily see where they drift to the ridge and know exactly where they will be diverted upward, just waiting to carry along a glider and pilot. As one gets higher (1,000 feet plus) and especially in stronger winds where the bubbles get broken off the surface before they get very large, it is more difficult to use this method. On most flights at this height I have found the thermals had combined in the air to form larger areas of lift with often several cores so there was little reason to search out the ground (water) references - exactly the same as summer thermal flying. Where most smaller sea thermals tend to be weak the horizontal drift is considerable until a number have collected along a ridge; consequently many of our flights from low launches could not be worked very high. Is it possible that by seeing the thermals form flying in them will become as unchallenging as ridge soaring?! Surely there are other readers who are flying the north during the cold months; let's hear of your winter experiences, perhaps by comparing notes we can all increase our knowledge as well as our annual air time. ~

that thermal activity may be concealed for many miles around the storm. A deterioration in the lift conditions may be taken as a sign to be alert, just as is an unusual increase in lift. We can think of a thunderstorm as a giant heat pump that grows with uprushing air in its center, sinking air around its periphery, warm air below and cool air aloft. It is an untamed beast that grows too fast, breaks out in wild fury, then dies a sudden death.

Next month we will review flight plans and policies that are life savers when we do have a chance encounter with angry storms. For the most part, these various techniques involve reading the signs and running. Now this may not sound like courageous behavior, but no hero is expected to step into a maelstrom and come out unscathed. The point is that a thunderstorm is unassailable like an ancient Greek god. A hero can rise above his station in life, but he cannot challenge a god. A hang glider pilot can break the ageless bonds that have tied mankind to earth, but he cannot conquer a thunderstorm. ~

resulted in a number of short flights (in both distance and duration). There was a lot of ordinary fun flying, and some daring aerobatics. Tommy Neejames pulled off a second win, and in doing so, also accumulated the most miles of the meet. This entitled him to the $350 more coming from Aerial Techniques and, as an additional bonus, another $250 from Pete Brock, since Tommy was flying U.P. equipment. The wonder winds came after the window closed, and the flying lasted until dark. Brian Pine won the Wills Wing harness by flying his Harrier seventeen times in the seven flyable days. There was extra food and beer from the party the night before, so we had a repeat performance. Because it was Sunday, and most people had to face the real world the following day, the party ended early. As we put out the fire, I thought about the good times had by all. There were a lot of winners, and no one had any gripes with the possible exception that one cracking record-breaking day would have been nice. Best of all, I realized that the success of the meet would ensure another better meet next year. ~

The Original Ultralight Magazine

~~I APRIL 17, JUNE 19. Intermediate and Advanced qualifying meet for ratings at Ed Levin Park, CA. Contact: Pat Denevan (415) 656-6656. APRIL 17,18. Fort Funston air race qualifier. Contact: Walt Nielsen, P.O. Box 207, Daly City, CA 94016 (415) 992-6020.

SEPT. 20-26. Telluride World Invitational Aerobatic Hang Gliding Championships. P.O. Box 456, Telluride, CO 81435. NOV. 27,29. Suncoast 8th annual tow launched hang glider championships. St. Pete, Florida. Contact: Hal Elgin, 6639 Emerson Ave. South, St. Pete, FL 33707.

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MONEY BACK GUARANTEE APRIL 29 · MAY 2. Fort Funston Air Race World Invitational Competition. Contact: Walt Nielsen. AUGUST 16-20. Trofeo Sansicario hang gliding grand prix XC competition. Prize money. Contact: Gi Ferraris, Holiday Club Cansicario, 10054 Cesana Torinese, Italy.

FEBRUARY 1982

KITTY HAWK WEST FEB. 13. Parachute Clinic. APRIL 3-4. Hang Ill Field Trip.

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APRIL 24,25. Marina Steeple Chase. Contact: Kitty Hawk Kites, P.O. Box 828, Marina, CA 93933, (408) 384-2622.

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P.O. Box 6009, Dept. HG-1 • Chattanooga, TN 37401

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), reused Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding bnsinesses will be happy to give an objective opinion on the condition of eqnipment 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. CIRRUS 5A - Excellent condition plus extra parts, $650. SPIRIT 200 ft.' good condition, $800. Both are great intermediate ships. Call (714) 776-1910, days, (714) 751-8599 nights. COMET 165 - Heavy duty 4.2 & 4.5 ounce sail, white w/3-tone blue inlays & other custom features, made w/special care. Low airtime, very clean, $1,200. CONDOR 240 - Lime, gold, brown 6 x 6 ft. control bar, great for a big pilot or tandem, $500. Dave Gibson, U.P. sail loft. (714) 676-5652. COMET 185 Good condition, $1100. Replogle Barograph, $190. New Ball 610 Vario with many extras (flown once), $190. Alan, (602) 626-6124 wk. days. FLEX! 11 - Like new (white). Pilot weight under I 50. For beginners, $750. (714) 272-0737. HARRIER 177 - Excellent condition. White wired LE, keel pockets. $1,000. (714) 349-3527. LOOKING FOR A USED GLIDER? Selling yours? In 213 and 714 area codes call Doug Hertzogs Hang Gliding Referral Service, (213) 436-4891. Must sell COMET 165. Brand new, less than l hr. airtime. Will ship anywhere in shipping tube. $1400. SOARMASTER Trike. Twin engine, less than I hr. airtime. Hooks to Comet, Viper, etc. $1400. New WEEDHOPPER (just built) $2800. (209) 883-2057. MOYES MAXI Ill 1980 - Excellent condition. Must sell, $800. Gold with black leading edges and tips. Terry, (803) 268·9997, S.C. after 5 p.m. MOYES MAXI MARK I Complete with tow assembly, floms, and helmet. Ideal for towing, Like new condition. Sacrifice $950. or best offer. Randy (Vero Beach) (305) 231-6184 or John Flinchum (Savannah) (912) 964-3346. PHOENIX 6D 215, 1981 - Factory flown only. Must sacrifice, $1200. (313) 791-0614.

SUPER SEAHAWK 190 - 1978 model. Pretty sail. Less than JO hours. Great beginner/intermediate glider. $600. (704) 568-5431.

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

WINTER CLEARANCE SALE - We have the following Demos and used gliders available.

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

Glider Wt. Range Price 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) 175-230 I 100. Can ship anywhere, add $25. packing fee plus shipping. Superfly Hang Gliders. (503) 479-0826.

HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. Raven, Comet, Harrier demo flights available to qualified pilots. 1208 E. Walnut Unit K, Santa Ana, CA. (714) 542-7444.

LOOKING FOR SOME GOOD DEALS? CHECK OUR NEW YEAR'S CLEARANCE SALE!!! BRAND NEW Comet 185 .... Comet 165, 135 ...................... . Harrier 177 ..... Centurion 165 Gemini 184 ............ . Gemini 164, 134 Talon 140

LIKE NEW

Good condition, brown &

SENSOR 210 - 183 sq. ft. Looks and flies good. $895. Will ship. (805) 643-9550. SENSOR 2lOE & 510 - 1980 & 81, $900 & $1690. Both white & blue & 180 sq. (313) 335-7793. STRATUS V BOWSPRIT 164 Low time. (503) 965-6104.

Needs repair. $350.

SUPER LANCER 200 - XLNT cond. $750. (916) 583-7327. Jim Evander, Box 697, Tahoe City, CA 95730.

.... $1395 ... ..... 1295 1195 1195 1095 995 895 795 495 495

Demon 175 Comet 165. Harrier 177 Centurion 165 Raven 229. Mosquito 166 ........................ .. Firefly 2B 181 Seagull l 0,\.\ . XC185 ...... . SST lOOC .. .. GUARANTEED GOOD Fledge l!B. Condor 224. Seagull I OM .. Falcon V 180 Lazor II 175 .

....... $995 895 595 ............ 525 495 NOT SO GOOD

XC 185 ................................ ..

............. Make offer!

Prices subject to negotiation. Gliders shipped anywhere in heavy duty tubes. Similar savings on harnesses, in· strumentsi etc. \Xlrite or call for pictures, other info. TREASURE VALLEY HANG GLIDERS 5104 Albion Boise, ID 83 705 (208) 336-9492 Eves.

Rigid Wings EASYRISER - U.F.M. with McCollough 101 with Maximiser. 2 hrs. airtime. $1500. (512) 968-7210. Red with orange rudders, fairings. FLEDGE 2A - Excellent condition, hand-painted rudders, $900. OBO. Harry (213) 701-1887.

Schools and Dealers

RA VEN 209 - Factory equipped semi-novice. Excellent condition: $1095 - Flight Designs harness - also excellent $85. Steve, (408) 724-7637. SEAGULL 10 METER white. (209) 445-1748, $600.

.............. $1795 ... 1695 1595 1495 1445 ....... 1295 895

ARIZONA DESERT HANG GLIDERS -4319 W. Larkspur, Glen, dale, AZ 85304 (602) 942-4450. CALIFORNIA 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 Grand Ave., Lake Elsinore, Ca. 92330, (714) 678-4980.

HANG GLIDER EMPORIUM SANTA BARBARA (Formerly Channel Islands Hang Glider Emporium) Quality instruction, service and sales since l 974. Full stock of gliders (both new & used), harnesses, helmets, varios, accessories, 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 FLYING 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 FIRST! 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 more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. ULTRASPORT, INC. is the only Southern California school dedicated Only to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free /light. USHGA certified. Call or write for more information. Ultra 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

Demo Delta Wing trikes with Lloyd 23 HP electric start engines. Special $1,800. Demo trikes with Fuji-Robins 22 HP recoil start engines - $1550. All units are like new and were only used for movie filming. Also available are Lazo rs, Vipers and X-200 gliders used in the same movie. Lazors $1,000. Vipers $1,250. X-200 - $1,350. Cal I Bi 11 Bennett at (213) 787-6600 or Mike Miller at (714) 678-2050. HANG GLIDING

ULTRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836. COLORADO FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550. GOLDEN SKY SAILS - USHGA certified school. Foot launch, power, towing, mountain soaring, ground to air communication, video replay. Complete airframe, sail, power plant repair. \Ve sell and service all major brands. Golden Sky Sails, 572 Orchard, Golden, CO 8040 l (303) 278-9566. LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 33 l South 14th St., Colorado Springs, Colorado 80904. CONNECTICUT AIR \VISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presentation available. HAWAII HAWAII SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. Write or call for more info. P.O. Box 460, Kailua, Hawaii 96734. (808) 595-7119. MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-1271. TRADE\VINDS HANG GLIDING - USHGA certified instructors/observers. Classes daily. MAKAPUU RIDGE clearances. Rental gliders for advanced pilots. Wills Wing & Moyes. Box 543, Kailua, Hawaii, 96734. (808) 396-8557.

IDAHO

NEW MEXICO

TREASURE VALLEY HANG GLIDERS - USHGA certified instruction, sales of UP, Wills, Flight Designs, & Centurion gliders. Accessories & service, ratings & site information. "Come fly with us! Southern Idaho offers great soaring!" 5104 Albion, Boise, ID 83705 (208) 336-9492 eves.

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

MARYLAND

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

MARYLAND SCHOOL OF HANG GLIDING, INC. Serving the Washington D.C. and Baltimore areas. Complete line of gliders and equipment. USHGA certified instruction. (301) 628-6177.

NORTH CAROLINA

lvl!CHIGAN

KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginner/Novice packages and ratings available daily. Complete inventory of new gliders, accessories an parts in stock.

D&D i\UCHIGAN MANTA - 3220 E. River Rd., Twinlake, MI 49457 (616) 744-9492. Dealers for Fledge III and Pro Air. ECO-FLIGHT HANG GLIDERS Located near lviichigan's hottest soaring sites. Learn on forgiving sand dunes, or soar the many bluffs. USHGA certified instruc· tion. Dealers for Wills Wing, UP, ,'v\oyes, Flight Designs, Sensor, Bennett. Accessories, expert repairs, ratings l-4. 493 Lake St., Benzonia, Mich. 49616. (616) 882-5070.

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

ECO FLIGHT GLIDERS (South) - Certified instruction, handling major brands of gliders, featuring Gemini Power System, with the new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan 48160, (313) 439-8637.

PENNSYLVANIA

SOUTHEAST MICHIGAN HANG GLIDERS - If you enjoy bringing out the family for the day, flying close to home and just plain having fun, we can help you. We offer only the "Top-of-the-line" in Ultralights, hang gliders and accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 2485 l Murray, Mt. Clemens, Mich. 48045. (313) 791-0614.

SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

MINNESOTA

AUSTIN HANG GLIDING CENTER- Lessons, winch tow to 2000'. (512) 255-7954.

TEXAS AUSTIN AIR SPORTS - Certified hang gliding instruction. Glider sales & equipment. (512) 474-1669.

NORTHERN SU~ HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. \X'hen in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333.

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NEW YORK

ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE ST AR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, TX 76013. Metro. (817) 469-9159.

BROTHERS

Fast and accurate air speed measurements can be made by using tile Hall Wind Meter. A valuable instrument for all hang glider pilots. S21.50

USHGA # ____

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Our Seated and Prone Brackets shown here with the Wind Meter, provide an excellent lightweight mounting tor the Wind Meter. Seated Bracket S5.00 Prone Bracket $6.00

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Our

Anti vibration Bracket securely holds the Wind Meter and prevents vibration from interfering with its operation on motorized gliders. $6.50

Our Control Bar Wheels protect you and your glider on that occasional bad landing and during routine ground handling. The wheels fit 111 or 1%'' control bars. Specify size when ordering. S20.00 pr. When ordering please specify 1he items ordered and how many of each are desired. Add S2.00 lor C 0.0. orders and for orders to foreign countries. Telephone orders welcome. Dealer inquires invited.

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

FEBRUARY 1982

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159. UTAH INFINITY FLIGHT SYSTEMS, INC. - Utah's largest and most experienced Hang Gliding School. USHGA certified instruction from first day to mountain thermalling using helmet radios and video tape. Complete accessories, repairs and rentals. 898 So. 900 E., SLC, Utah 84102. (801) 359-SOAR. WASATCH WlNGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully-stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories and glider sales and rentals. 700 East 12300 South, Draper, UT 84020 (801) 571-4044. WASHINGTON CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333. FAIR WINDS INTERNATIONAL is the exclusive Ultra· lite Products dealer in the Northwest. Comet, Gemini in stock. Some good used gliders also. 1302 Kings Place, Bain· bridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

International Schools & Dealers SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varios, Altimascer, Quick-N-Easy. 1104 Rekku Shibakoan 2111/13. Shibakoan Minatoku Tokyo 105 JAPAN. Tel. 03/433/0063.

Business Opportunities CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write

Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.

Publications & Organizations

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. [nventory for the COMPLETE SHOP. Catalog on request. State Retail or Dealer. 15524 Grand Ave., Lake Elsinore, CA 92330. (714) 678-4980.

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

Emergency Parachutes

CATTO CA-14 - Needs repair, best offer. Kenny at (309) 923-4511, (309) 923-7743.

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

KITTY HA WK 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. 1-800-334-4777.

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

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

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.

Parts & Accessories

HANG GLIDER EQUIPMENT COMPANY - For all your hang gliding needs. 3627 Taraval, San Francisco, CA 94116 (415) 992-6020.

"In Search of World Records"

•

·-

..:;.·-:

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

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

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

George Worthington's Book •

Ultralight Powered Flight

certification cards. For more details, contact us at: 2277 W. Country Rd. C., St. Paul (Roseville), MN 55113. (612) 633-3333. SPORT FLYING UNLIMITED - Ultralight sales, training and service for QuickSilver, MX and Mirage. Two locations: 2915 S. Logan St., Lansing, MICH[GAN 48910, (517) 882-2468 or 1450 10th St., S., Safety Hbr., FLORIDA 33572, (813) 726-7020.

I USHGA CLASSIFIED ADVERTISING ORDER FORM I 130 I II cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -

1 word)

$10.00. I Deadline, 20th of the month six weeks before the cover date of the I issue in which you want your ad (i.e. March 20, for the May issue). I

J Photos -

Payment for first three months required in advance. Please enter my classified ad as follows:

DETERMINATION

Eleven World Records

World Records

Number of words: _ _ _ _ _ _ _ @ .30

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?

Section (please circle)

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 moun· tains ... the very act of flight."

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

$ _ _ _ _ _ __

To order, send check or money order to Hang Gliding Press, Box 22552-H, San Diego, California 92122. Prices are $9.95

Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

for soft cover and $12.95 for library hard cover. Please add an additional $1.50 for mailing and handling. Applicable state taxes will be paid by Hang Gliding Press.

Rogallos

Rigid Wings

Schools and Dealers

Business Opportunities

Emergency Chutes

Publications & Organizations

I I I I I I I I I I I I I I I

Miscellaneous issue and run for _ _ __

My check ___ money order ___ is enclosed in the amount of

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

'·--------------------------HANG GLIDING

THE HANG GLIDER SHOP - New & used powered Quicksilvers by Eipper. Lessons & complete parts and repairs. For more details contact us at 1351 S. Beach Blvd., La Habra, CA 90631 (213) 943-1074.

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. CONT ACT: Don Piercy (408) 739-8571.

UL TRASPORT, 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.

Miscellaneous

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.

Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. Sl.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 FLIEGER" Blue w/white letters. S l.60 each. Skyview Products, 8521 International Ave., #252, Canoga Park, CA 91304.

GO FLY~ A KITE ~ BUMPER STICKER White with red letters. $1.50. each or five for $6.00. Forst Company, P.O. Box 745, Shawnee, Okla. 7480 l.

FL YING 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 1/8" 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) 441-6094. Kitty Hawk Kites. NEW EAGLE - 2 drive - $3,695. Rainbow color - Dean Messmer (70 l) 223-0957 or (701) 663-3251, Bismarck, N.D. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - S l. Decals, 3'12'' dia. Inside or outside application. 25<1 each. Include 15<1 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 bv Don Betts. Photos bv Bettina Gray. Pictorial review ofh;ng 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 ;ite. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. TUBING 606l-T6 - l-118" outside, l" inside, $1.00 ft. Eagle Ultralights, new, used. Amsoil, $24.00 case. UPS PAID. Gult lvlicrolight Aviation, (904) 244-5347. WANTED: To purchase baseball cards: Write Randy Steindorf, P.O. Box 276, Klickitat, WA 98628. (509) 369-2151. The rate for classified advertising is 30<1 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 nor apply to classifieds. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h months preceding the cover dare, 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.

FEBRUARY 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, out· side, light blue liner. Custom chevron on lower half three shades of blue. CONTACT: 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 Challen, gers: #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, lt. 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. parachtttes: #'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. CONT ACT: Mikel Dillon, 1111 S. Water, Wichita, KA 67213. (316) 263-1287. TYPE: Phoenix 6D. WHERE AND WHEN: April 10, 1981 from Fairfield, CA. SAIL PAT· TERN: Center out: Gold, white, lt. 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. CONT ACT: Jim Hogg,

TYPE: Harrier #6227. White, blue leading edge. ::-lovice Raven #4822. Red leading edge, center out: red, orange, gold, yellow, white. Comet #165463. White, vellow double surface on top, orange on bottom. Gold ieading edge. WHERE AND WHEN: Wills Wing, ,v\arch 1981. CONTACT: Wills Wing, 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344. TYPE: 179 Raven. Purple keel and leading edge. Center our: Blue, green, yellow, orange, red, white. WHERE AND WHEN: Cerritos, CA March 14, 1981. $100 reward. CONTACT: William Rickles (415) 332-3992 or Lakewood Police Station (213) 866-9061 File #481-07950-1312-696. TYPE: Wills SST lOOB. Center out: Dk. blue, It. blue, yellow, orange, white tips. DISTINGUISHING CHARACTERISTICS: control bar, duck rape on left leading edge, Eipper quick releases. WHERE AND WHEN: March 19, 1981 at Morel 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: L'SHGA, Box 66306, Los Angeles, CA 90066.

13 good reasons why theNE,\I\IAltimaster 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

FULL MEMBER - - - - NAME (Please Print)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __ ZIP _ _ _ _ PHONE ( D NEW MEMBER

D RENEW/USHGA # _ __

ANNUAL DUES: $29.50 ($32.50 foreign) This accords me fu II 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 bea member.

INSURANCE PLANS AVAILABLE

o 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)

FAMILY MEMBER _ _ _ _ _ _ __ 1. NAME - - - - - - - - - - - - - - -

0 NEW MEMBER

D RENEW/USHGA # _ __

2. N A M E - - - - - - - - - - - - - - -

0 NEW MEMBER

D RENEW/USHGA # _ __

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.

SUBSCRIPTION ONLY NAME

D (Please Print)

$22.50 SUBSCRIPTION ($25.50 foreign) for one year. $40.00 SUBSCRIPTION ($46.00 foreign) for two years.

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __

CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __

$57.50 SUBSCRIPTION for three years.

$11.25 TRIAL SUBSCRIPTION ($12.75 foreign) for six months.

ZIP

PHONE (

USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds. (U.S. dollars or International Money Order.) Allow 4 to 6 weeks for processing.

I received this application form from:

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 D FULL MEMBER ($29.50,$32.50foreign) (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) _ _ __ TOTAL D I would like $1.00 of my membership dues to be used for WORLD TEAM expenses.

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

Revised 9/81

($66.50 foreign)

(213) 390-3065

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Launch into 1982 with DELTA WING