USHGA MERCHANDISE ORDER FORM
QUANTITY B-1
B-2 B-3 B-4
B·IO
B-5 B-6 8-7 8-8 B-9 B-10 B-11 8-12 8-13 8-14 8-15 8-16 B-17
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PRICE
THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History, models, acces .. public. organizations. schools, sites. USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements. syllabus. teaching methods. HANG FLIGHT by Joe Adelson & Bill Williams. Third Edit. Flight instruction manual. 100 pgs. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing. MAN-POWERED FLIGHT by Keilh Sherman. History & modern Jechnology, design considerations. HANG GLIDING ANO FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 Illustrations. HANG GLIDING AND FLYING SKILLS. by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING FOR ADVANCED PILOTS. by Dennis Pagen. Techniques for cross-country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagen. Complete instruction manual. GUIDE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 pgs. MANNED KITING. by Dan Poynter. Handbook on tow launch flying. MAN-POWERED AIRCRAFT. by Don Dwiggins. 192 pg. history 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 GLIDING MANUAL & LOG. by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signoffs (all levels). glossary of terms. awards.
AMOUNT
S 7.95
S 2.00 S 3.50 S 6.50
S 6.50 S 6.50 S 6.50 S 7.50 S 8.50
S 2.75 $ 4.35
S 6.50 S 3.98
S 1.00 S 2.50 S 1.50 S 2.95
ITEMS 1-lA
\
1-18 1-2
\
1-3 1-4 1-5 1-6 1-7 1-8
1-10 1-11
"NEW" USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE only. Men's sizes: SM L X-L /CIRCLE ONE). Women's sizes (French cut): S M L !CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only.SM L X-L !CIRCLE SIZE & COLORJ. USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY. ORANGE. GOLD !CIRCLE COLORJ. .. NEW .. USHGA BELT BUCKLE. Solid bronze. custom design, relief sculpture. 3% x 2'!,. USHGA SEW-ON EMBLEM. 3" dia., full color (red wings, sunburst w/black print). USHGA EMBLEM OECAL. 3V," dia., full color. USHGA EMBLEM PENOANT. 31.'' dia. Pewter w/silver chain. USHGA BUTTON/PIN. 1'h dia .. full color.
WALLET. Nylon. velcro closure. mach. washable, water resisIan!. ROYAL BLUE color. BUMPER STICKER. "Have you hugged your hang glider today" Blue on white.
S 6.50 S 6.50 S 6.50 S 5.00 $12.00
S 1.00
s .25
S 3.00 $ .10
S 8.95 $ 1.40
HANG GLIOING/GROUNO SKIMMER BACK ISSUES 1-7
/
"'SPECIFY BY CIRCLING ISSUE NUMBER' .. ISSUES NOT NUMBERED ARE SOLO OUT'" PRINTED COPIES: 20. 21. 22. 23. 24. 25. 28, 29, 30, 31, 33, 34, 36, 37, 41, 42, 43, 44, 45, 47. 58, 59, 61, 62. 63, 64, 65, 67, 68, 69, 70, 71
$ .40
PRINTED COPIES: 73. 76. 77, 78, 80, 82. 83. 86. 87. 88. 89. 90. 91. 92. 93, 94, 95 through current issue
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1-6
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(Californians add 6% tax on merchandise only) TOTAL Ordering Information: All prices include postage and handling. (Prices subject to change withoul notice.) Enter quantity and price of each item ordered. Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by lhe cheapest available rate. If you wish to receive your order faster. please include sufficient postage funds. No C.O.D.'s. Foreign Orders: USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds.
NO CHARGE ITEMS USHGA MEMBERSHIP APPLICATION FORM (#4)
USHGA POWERED ULTRALIGHT RATING (PART 105)
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ACCIDENT REPORT FORM (#15)
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USHGA BASIC SAFETY REGULATIONS (Part 100)
NAME _ _ _ _ _ _ _ _ _ _ USHGA # _ _ __ (Please Print) ADDRESS - - - - - - - - - - - - - - CITY
STATE _ _ _ ZIP_ _ __
USHGA PILOT PROFICIENCY PROGRAM (Part 104)
MAIL WITH CHECK OR MONEY ORDER TO: USHGA, PO BOX 66306, LOS ANGELES, CA 90066
IC!
EDITOi~: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Jonie Dodgen STAFF PHOTOGRAPHERS: Leray Grannis, Bettino Gray, Stephen Mccarroll ILLUSTRATORS: Cathy Coleman, Horry Mortin
OFFICE STAFF: MANAGER: Carol Velderroin Cathy Coleman (Advertising) Amy Provin (Ratings) Lindo 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. 110
HangClding CONTENTS FEATURES
14
17
USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: George Whitehill, Pot Devevon. REGION 3: Rob Kells, Steve Howxhurst. REGION 4: Lucky Campbell, Ken Koerwitz. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: David Anderson, Henry Braddock. REGION 8: Charles La Verso. REGION 9: Les King, Richard Newton. REGION 10: Richard Heckman, Scott Lambert. REGION 11: David Broyles. REGION 12: Paul Riker!, Steve Ostertag. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, John Horris, John Lake, Hugh Morton. DIRECTORSAt-LARGE: Jon Cose, Keith Nichols, Dennis Pogen, Vic Powell, Elizabeth Sharp. The United States Hong Gliding Association Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world governing body for sport aviation. The NAA which represents the U.S. at FAI meetings, hos delegated to the USHGA supervision of FAlrelated hong gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further Interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hong gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for 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 at Los Angeles, Calif. HANG GLIDING magazine is printed by Penn Litho, Cerritos, Calif. 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 to anyone interested in this realm of flight. Dues for full membership are $29.50 per year ($32.50 for foreign addresses): subscription rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.
MARCH 1982
23 30
33 34
THE 1981 SO CAL CROSS COUNTRY COMPETITION YOUR TANDEM PASSENGER'S FIRST SOARING FLIGHT HANG GLIDING SAFARI
by Rich Grigsby
Article and photos by Terry Ferrer
by Fritz Kurz photos by Sigrit Kurz
THUNDERSTORMS ATMOSPHERIC DREADNAUGHTS © 1982 by Dennis Pagen Part 2 STALKING THE WILD GOFER by Michael Helms MERRIAM AND SHEBA CRATERS - ARIZONA'S Article and photos by TRAINING GROUND Bob Thompson
40 1981 ACCIDENT REVIEW
by Doug Hildreth, USHGA Accident Review Chairman
DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 INDEX TO ADVERTISERS 9 NEW RATINGS 10 NEWS AND NEW PRODUCTS 12 USHGA CHAPTER NEWS edited by Glenn Brinks 13 PRESIDENT'S PAGE by Vic Powell 18 CALENDAR 29 MILESTONES 29 CONSUMER ADVISORY 38 THE RIGHT STUFF by Erik Fair 43 CLASSIFIED ADVERTISING 46 STOLEN WINGS COVER: Soaring over ancient ruins in Tessin, the Italian port of Switzerland, on Ron Hurst's Hong Gliding Safari. Photo by Sigrit Kurz. See story page 23. CONSUMER ADVISORY: Hong Gliding Magazine and USHGA Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising ore only estimates. Persons considering the purchase of a glider ore urged to study HGMA standards. Copyright © United States Hong Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and individual contributors.
(JLTKALIQMT CONVEKJAT10N
one. I think it would be a tremendous help to me as well as pilots just beginning. In the meantime, let's be more helpful to each other with information on our home local sites, instead of making inquiring pilots feel like they're pulling teeth just to find a new place to expand their flying skills and experience. Garry L. Brooks Riverside, CA
Missing Cable Dear Editor, Take a look at the cover photo of the November issue. Something bug you about it? It does me. Where is the starboard flying cable on this wing? Is there a prize for spotting this omission? Why doesn't Walt Nielson's Comet (I assume that is what it is) fold up? Maybe it did just after the camera fired! However, it is my conclusion that this is not a photo of a hang glider at all; it is an image created by extraterrestrial intelligent beings, in the shape of a man flying a hang glider. But they forgot the side cables and put the underwing batten pockets at the wrong angle. Study it, that cable just ain't there! Everard Cunion Christchurch, England
A Little Help Dear Editor, This is just a quick note to correct a minor omission in the February Hang Gliding, and give some credit where credit is due. In regards to my 104 mile flight on July 2, 1981, I could not have done it without my trusty little Harrier. Thanks, Wills Wing!
Attempts have been made over the years lO compile a comprehensive U.S. site guide, lO no avail. Howeve1; Hang Gliding magazine is publishing individual articles on flying sites in a site guide series. See Bob Thompson's anicle in this issue. - Ed.
Site Controlling Clubs
INDEX TO ADVERTISERS Bennett Delta Wing Gliders ...................... 28, 39, 47, BC Eco Nautics ........................................................................... 22 Flight Designs ........................................................................ 19 Flight Sails ............................................................................... 48 Flyers Coop ........................................................................... 22 Glider Rider .......................................................................... 20 Hall Brothers ......................................................................... 20 Hang Gliding Press ............................................................. 44 Hurst .......................................................................................... 18
Dear Editor, Kilty Hawk Kites .................................................................... 22
To help our clubs and flyers who wish to fly outside their own area we are publishing in Wings! every six months a complete list of Site Controlling Clubs and the names and phone numbers of contacts. The latest article appeared in December Wings!. Foreign pilots should make contact with clubs if they intend to come and fly in the U.K. Clubs are not commercially involved in the sport, but run by volunteer enthusiasts who look after sites in their local area. We do not produce a complete list of sites or a sites guide. This is ·because conditions relating to the use of some sites change so rapidly that it would be out of date shortly after it was printed. For example, they often vary with the farming seasons. Those wanting a copy of the article may send a Sterlini; International Money Order for £ 1 (surface mail) or £2 (airmail) for a copy of Wings! containing the most recent contacts list.
Scott Smith Palm Desert, CA
Chris Carston Clubs Guide 167a Cheddon Road Taunton, Somerset TA2 7AH UK
Site Guide
Leaf ........................................................................................... 42 Lilienthal Meet .................................................................... 20 Lookout Mt. ............................................................................ 8 Maklki ...................................................................................... 42 Manta ................................................................................. 5, 37 Owens Valley HG Center ........................................... 2, 48 Pagen ...................................................................................... 48 Para Publishing .................................................................... 33 Pro Air ........................................................................................ 1 Rolec ........................................................................................ 22 Snyder Ent .............................................................................. 45 Ullraiile Products ................................................................. 21 USHGA ................................................................... IFC, IBC, 20 Whole Air Magazine.......................................................... 9 Wills Wing, Inc ........................................................... 7, 26, 27
Dear Editor, I have been flying for a little over a year, mostly at Elsinore, San Bernardino, and San Diego, CA. I have noticed a reluctance by many pilots to share their flying sites. As you well know flying the same sites gets rather old after a while. I would like to know if there is a list offlying sites with all needed information such as maps, times, wind directions, etc. for 'as safe a flight as possible. If there is such a list I would like to know how to get one. If there isn't perhaps someone with more experience and knowledge of such information could compile
4
Non-Voters Dear Editor, I expected to be especially thrilled at being elected Director from Region 9, however it was appalling to note that out of 5,916 ballots mailed only 907 (15.3%) pilots chose to vote nationwide. Region 9 led all other regions percentage-wise but only marginally with 159 (18.7%) votes cast out of 849 mailed. Even allowing for possible legitimate reasons for not voting, it was a sorry response.
AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1112 months preceding the cover date, i.e. Mar. 20 for the May issue.
HANG GLIDING
i s
ly
ig
To Tran rn it In ju 5 min (no Into one of the h Country Ultralights Openi a wh bilities
lab! anywhern
new worlcj of
M Checking out that in you always wond r climbing up to H1 Cloud forrnin~J overhead TO ng a cross country Adventure ri Ph raphy r1 ng out the "south forty" r1t ng Or ju pl n Ultralight Airplane
Hang
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it all to you puts you in the cockpit*
Ani Send 2.00 for information inquiries invited lob oaklanc1, ca
to may 1981
125.00 conversion kit
It is realized that the greatest percentage of us who engage in this sport are self-centered, egotistical macho types, but even so, imagine the personal indignation of the non-voters if the Directors decided to serve only those who voted. You non-voters should take into account the tremendous workload carried by the USHGA Office staff and your Board of Directors. Your Directors not only serve with no pay but are saddled with considerable personal expense in conducting USHGA business. They are not looking for accolades or even reimbursement, rather for your full cooperation and that starts with voting for Director once every other year (once a year in two Director Regions). The cooperation, however, should begin at the grass roots. Start by looking at yourself. Are you helping?: A) pilots who have a lesser rating, B) your local chapter, C) preserve and/or obtain new sites, D) taking training safety and first aid courses, E) observing Part 100 Basic Safety Regulations, USHGA and others in your own everyday flights, F) corresponding or otherwise advising your Regional Director what you and your fellow pilots want from USHGA, G) to convince non USHGA pilots to become full-fledged members, H) lastly, sending in voluntary contributions for the following:
mistakes. As a realist, I believe that the best lessons are those learned from the mistakes of others. Upon reflection, I find that I got the message. By his misfortune, the pilot offered all of the flying community a graphic lesson. The RVHGA merely presented it in a form that we all can relate to. Don Wilson Clackamas, Oregon
More On Gliders Dear Editor,
Hang Gliding magazine's efforts and achievements in promoting knowledge, technique and safety in our sport have made better pilots of all of us. You have a grateful, live public. However, I want to see more about the gliders. Ric Lee's articles are too few and far between and the info provided by the advertisers is too much like being sold a pair of shoes. The standard ad tells size, color and lists more features than a swiss army knife. Hang Gliding could help its readers cut through the sludge by publishing the measurements and results of the HGMA certification process for every glider being sold. Kim Girardin Winona, MN
Hang Gliding Magazine - To improve the quality
and
content
of
the
magazine.
Kocsis Fund - For the preservation of hang gliding sites.
Thanks Mel Klimas Dear Editor,
General Fund - For general use to fulfill its purposes by the USHGA. Team Fund - To support the U.S. World Hang Gliding Team. Finally, a word of thanks to Region 9 pilots who made the effort to vote for me whether for personal friendship or for possible qualifications. Write or call me; it's the only way I can know your problem or suggestions. Dick Newton Director USHGA Region IX
A Graphic Lesson Dear Editor, I was somewhat taken back by the startling photograph of the broken Condor presented by the Rogue Valley Hang Gliding Association in the January, 1982 issue. Having known the pilot, having known him to be considerate of others and a fine human being, my initial response was to be critical of the RVHGA for what I thought to be a callous display. As an optimist, I do not believe that we are destined to continually repeat the same
6
I have been a member of the USHGA for six years now. I was actively flying for the first four years. In the last few years I have been placed in what I think is a somewhat unusual situation. I am employed as a paramedic with the LaPorte County Emergency Medical Service. One of our stations is located in Michigan City, IN approximately 1h mile from Mt. Baldy. Mt. Baldy is a 90-foot sand dune on the southeast tip of Lake Michigan. This is a popular flying site for locals and others due to its proximity to Chicago. In the last couple years I have been working out of this station and have treated a number of hang gliding accidents. Most of these injuries have been relatively minor, consisting of fractures, sprains, and exhaustion. Yet a few of the calls to Mt. Baldy made me question and finally quit flying. One of these calls (which I was not involved with) involved treating and transporting Mel Klimas, who while flying at Mt. Baldy, had an accident leaving him a quadraplegic. After talking with the medics involved I decided to quit flying. Up until two months ago I did not think I would ever fly again. I wish to thank yqu for printing Mel Klimas' letter to the editor in your November '81 issue. In his letter he
stated he not only supports but in fact encourages people to engage in hang gliding. Upon reading this I realized this was the stimulus I needed to get over my fears. Because of this one man's courage, myself and possibly many others will fly again. Thank you, Mr. Klimas, for your letter. Your name and situation have come up often during "shop talk" during the quiet hours at the station. So often we lose track of our patients, especially the people we transport to Chicago. All the people involved (EMS and emergency room nurses) at St. Anthony Hospital were glad to see your letter and hear you are doing well. We all wish you well in the future and continued success in your all so important work with the Spinal Cord Society. Walter Rolph LaPorte, IN
Thanks To The T AF Dear Editor, I read the article on the Telluride Invitational (January issue) with great interest. Kirk Russell wrote an intriguing story on the highlights of the meet. However, he overlooked one important detail that should be mentioned for the benefit of everyone. Capt. Jack Carey, J.R. Nershi, Dennis Stenslen, Clint Wolf, Richard and Cynthia Zehm, and Paul DeAlva, are the backbone of the Telluride Air Force and the main energies in organizing a safe and enjoyable meet. The unselfish dedication of these people brought together a mass of pilots for a meet that has yet to be matched anywhere in the world. They made it possible for a safe meet which combined close to if not more than 100 free flying pilots and the first aerobatic meet of its kind. I thank these people for making it possible, and making it work. Without their efforts and hours of work it would have never happened. Thank you Telluride, and a special thanks to the Telluride Air Force. Caroline Barr Albuquerque, New Mexico
Innovation Dear Editor, I really enjoyed the shots of Telluride in January's edition, taken by Leroy Grannis. Hopefully we'll see as many beautiful photos as the budget will allow in coming issues. Congratulations on the elimination of powered planes from USHGA. Glider pilots across the US will benefit from this move, as the FAA poses evermore regulations. Equally as important, though, I feel a need to urge all fellow pilots to support our in-
HANG GLIDING
WILLS WING HARRIER II
,/
T~,-.-•_F,/
Some new ideas have been around for a long time!
You have probably noticed that suddenly there is a new idea in hang gliding design: a simple, economical, high performance flex-wing that's easy and fun to fly. You may have noticed that suddenly everyone is selling their version of this new idea, and typically everyone is claiming that theirs is the best. At Wills Wing, we don't think of this as a new idea. For eight years, we've specialized in designing and manufacturing high quality, high performance gliders with exceptionally responsive and pleasant handling characteristics. We've gotten so good at it that Wills Wing gliders have traditionally set the standard in the industry for defining quality in handling characteristics. For 1982, Wills Wing is happy to announce the release of the HARRIER n. Redesigned for this year, the Harrier I[ is lighter in weight, easier to fly, and easier to land. It is available with or without leading edge mylar, and offers unmatched value to the serious recreational pilot from advanced novice through expert.
SPECIFICATIONS 187
147
177
Span
34'8"
33'4"
30'
Glider
66/62 lbs.
57/53 lbs.
51/48 lbs_
165-265 lbs.
150-250 lbs.
110-210 lbs.
$1795/$1675
$1795/$1675
$1795/$1675
(with/without
mylar) Pilot Wt_ Pilot Skill Price (with/without mylar)
t -
--
WILLS WING, INC. Quality • Service • Integrity
Dealer Inquiries Invited 1208-H E. Walnut Santa Ana, CA 92701
(714) 547-1344
novative companies. With each new issue of Hang Gliding I see a new copy of a successful glider design. Sure, our gliders have always been similar, with good ideas being shared, and sometimes modified for the better. This is partly responsible for the evolution of better wings (or any other glider software). However, we are seeing a constant influx of almost exact duplicates, none of which outperform the original. I have no gripe with any of these companies. I do not wish any of them to go out of business. All I want are better gliders, as soon as possible. And the way for us to get our wings of the future is to buy from the in· novators; to give them our business so that the good ideas of today will have the financial backing to develop into our tools of tomorrow. Jim Lee Taos, New Mexico
Remembering Safety Dear Editor, I was looking through the new January issue of Hang Gliding the other day. I was shocked by a recent photograph that Rogue Valley Hang Gliding Association sent in. Upon further examination I discovered that the pilot of this unfortunate accident was an old flying friend of mine. At first, I was outraged that RVHGA would display this to everybody. My friend was one of the nicest, most fun pilots to be around. When he would arrive at a site, he always added something special to the day. The shocking part of it all is that he was a good pilot, but violated some very basic laws of safe flying. Sooner or later the law of averages catches up with you, and sadly it caught up with him that day. I have had conversations with a couple other pilots in our club concerning the photograph. We all have the same feelings; shock, outrage, despair, then impression. If this impressed upon all pilots who saw it to take the extra time to preflight, to wait for improved conditions, to wear a parachute, to wear a helmet, then this photograph depicted an expensive lesson to all of us. I believe it was a necessary thing to show the flying community, however painful it is to those of us who knew him. It made all of us here think, a lot. I hope all the rest of the pilots seeing this are affected to the point of remembering safety; then his death isn't totally a waste. It must have been a tough decision for Rogue Valley Hang Gliding Association to send in the picture. I think you did the right thing. Thank you. Dave Proffitt Oregon Hang Gliding Association Board of Directors
s-
HANG GLIDING
NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS ADVANCED
OFFICIALS EXAMINER
Name & Location
Region
Gary Mell, San Fernando, CA Brant Hoffman, Sacramento, CA Richard Stalter, Peoria Hgts., IL Ted Hasenfus, Needham, MA Gregory Lilly, Nimite, W VA John Graham, Belmont, NC Edward Andrews, Denver, NC Kymet N. Smith, Jr., Fayetteville, NC Sharol Strickland, Santa Rosa, CA Dewitt Barrard, Santa Ynez, CA Michael Lauro, Novato, CA Gene Raquepau, San Diego, CA Barney Hallin, Livingston, MT Emmet Lynch, Pasadena, CA Mike Canifax, Portland, OR Paul Broadhurst, Burlington, W VA Stephen D. Frick, Greensboro, NC David Klein, Houston, TX Jim D. Farrens, Boise, ID Jim Conway, Arvada, CO William M. Wood, San Francisco, CA Leopoldo Montejo Md, Wayland, MA (Temp) Matt Dettman, Santa Barbara, CA Mike Hoffmann, Indianapolis, IN Robert J. Stern, Fort Mill, SC John R. Stewart, Greer, SC
3 2 7 8 9
Name & Location Gary Waugh, Scottsdale, AZ
Region
Name & Location
2 3 2 3 5 3
Brant Hoffman, Sacramento, CA Harry Earls, Springfield, OR Nolan Hamilton, Bakersfield, CA David Chadwick, Marina, CA Richard Canham, Mill Valley, CA Richard Sacher, Jeffersonville, IN Russell Bruesch, Walkerton, IN* Jeff Cotter, Honolulu, HI
9
*Reappointment
10 11
2
1 3 2
2 7 7 3
SPECIAL OBSERVER
5 4 2
Name & Location Roger Lockwood, Reedley, CA
8
Region 2
INTERMEDIATE
3 7 10
4
OBSERVER
10 10 10
10
Region
Name & Location Doug Griffith, Auburn, WA Tom Haselwood, Carmichael, CA
Region 1
2
Robert Knuckles, Redding, CA Ken Steinhoff, Santa Ana, CA Bret Van Blaircom, Nappanee, IN Bruce Donnellan, New Britain, CT Rick Speer, Ventura, CA Carl B. Downs, El Paso, TX Rolf Knecht, Switzerland (Temp) Glen Pate, Portland, OR Shannon Raby, Morgan Hill, CA William Turner, Ft. Lauderdale, FL Don Ruzek, Jr., Bedford, VA David Shepherd, Mountain Top, PA Charles Cottingham, Wichita, KS Stephen Smith, Shawnee, KS Arthur Bradley Fowler, Waialua, HI Steven Brown, Cupertino, CA Jim Driskell, San Francisco, CA Steven M. White, Palo Alto, CA Larry Strom, Spokane, WA Richard Williams, Bothell, WA Hans Petermann, Santee, CA Eugene B. West, Fremont, CA Julene M. Frye, Fremont, CA Bob Storms, Santa Rosa, CA Douglas P. Coster, Beulah, MI Charles Siehler, Cumberland, MD Ron Pomraning, APO, NY Ernest Becker, W. Germany Craig Baker, Encino, CA Craig Woodward, Spring Valley, CA Dan McManus, San Diego, CA Bruce Hummer, Blairstown, NJ
2 3 7 8 3 4 Foreign
1 2
10 9 9
6 6 3 2 2 2
3 2 2 2 7 9
Foreign Foreign 3 3 3 12
IN THE BEGINNING THE WORLD HAD ONLY ONE MAGAZINE First was HG. It represented our National Association. It featured color photographs and was a center for communication and much needed articles. It was good. Next came GR. It heralded the news stories and indepth reporting was its forte. It recorded the beginning of power. It flourished. Then came Whole Air with beautiful color. It sought to present the pilot's point of view. Both from its airborne cover photography and the orientation of its editorial content.
WRITE FOR FOREIGN AIR MAIL RATES AND DEALER INFORMATION
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 Charge Card Number: D Money Enclosed qualified novices.
If you're not getting Whole Air you may not know it all.
''
D Bill Me (In Advance) I D Visa Expiration Date: _ _ _ _ __ D Mastercard ls this a renewal? D Yes D No I j D -$7::._1 year D $12-2 years Published Bi-monthly I
I
(Canada, add $2/year--Other countries, write for air rates.)
WHOLE AIR
I Name
I
the magazine for pilots
: Address
j
I L
MARCH1982
I
Zip Mail To: Box 144, Lookout Mtn., TN 37350
_H~
_J 9
Prize for Hang Gliding Journalism was awarded in Great Britain to Stan Abbott, left, editor of' Wings! Stan is be-
Flight new Hang ment announces the release of' the first of' a new generation of' hang gliders called the Javclin. A 35% double surface, defined airfoil, short-span, highly 1mmeuvcrable glider, Javelin's low·speed performance and handling matches or exceeds the now popular high per., formance gliders on the market. a foam entry section, span-wise sail cut and a quick sct.,up procedure, the Javelin comes in two sizes, 168 and 208 and is fully HGMA certified to l 982 standards. a new structural construction tech., nique the Javelin averages a weight savings of' J4.,25°!ti over current competition models. Ac· cording to the manufacturer, the combination of light weight and short span, gives the Javelin remarkable thermalling ability. Anticipating a high demand for the Javelin, Flight Designs is already building a number of stock for immediate delivery. Contact: Flight Designs, P.O. Box 1503, Salinas, CA 93902.
10
ing congratulated by Noel Whittall for his en .. try in the Yorkshire newspaper The Bradford S1ar.
This year Wills Wing Inc. has the pleasure of welcoming two very talented and accom., plished individuals to the team: HGMA founder Tom Price and top.,ranked competition pilot Rich Pfriffer. Tom's years of research in flcxwing sta .. hility, performance, and structural design have been instrumental in the development of to·· safe, practical gliders. His sailmaking skills make him a real asset as our Jofr manager. Tom's design achievements include the AS(, series gl idem, of' which the strut., braced graphite ASG.,23 is his latest. Rich's love of competition has led him to National Championship in both parachuting and hang gliding. He is the only pilot to take consecutive wins in the elite Owens Valley XC Classic, and last summer he became the sport's firn nationally televised U.S. Champion. Rich brings his experience in harness design and innovation to Wills Wing as manager of our ac., ccssories department, guiding the Bulletman
Sec the latest in hang gliding fashion, acccs'sorics and paraphernalia including harnesses, helmets, instruments, clothes and other items from Ultralite Products, Wills Wing, Pro Air, The Price Company and Westgaard Parachutes. View the newest light .. weight parachute (2 112 lbs.), steel locking carabincrs, smoke canisters, faired control bar mittens, the "Bullet" harness (body fairing), goggles, cuH1way knives, flight bags, briefcases, altimeters, barographs, a five-pound cocoon harness and much, much more! Live models will include such notables as Rich Pfoifler, Mark Bennett, Tim Morlet, Chris Price, Rick Fritz, Roger Hyde, Gene Blythe, Tom Price, Roy Haggard, Paul Robinson, Lester Washburne, Erik Fair, Ron Young, Sterling Stoll and even some women. Narration will be provided by the onc .. and.. only "WING NUTS" wonder Michael Jones accompanied by Hang Gliding magazine's own Gil Dodgen on piano. Don't miss this once-in-a-lifetime extravaganza. For details call Betty Moyer (714) 542-7144. DATE: Tuesday, March 23, 1982 TIME: 7:00 p.m. PLACE: Hang Flight Systems 1202 E. Walnut #M Santa Ana, CA 92675
A live, non-stop, 24-hour weather channel for cable television, conceived and developed by ABC- TV's "Good Morning America" meteorologist John Coleman, will begin operating nationwide next spring. Called The Weather Channel, the $20 million venture was announced at a July 30 news conference in New York by Coleman and Frank Batten, chairman and chief executive of Landmark Communications, Inc. Coleman said The Weather Channel will harness high technology in meteorology, electronics, computers and satellites to provide pinpoint, constantly updated, local, regional and national weal her forecasts, and instantaneous weather alerts and weather warnings for local communities.
HANG GLIDING
"The local forecasts will be speciflcally prepared for local communities throughout the United " Coleman said, "They will be automatically aired on participating local cable systems every five minutes." Following Landmark staff srudies of the technical and economic feasibility of Coleman's plan, Landmark made the decision to underwrite it. "Few things are more vital to people's lives, and few things change more rapidly than the weather," Batten said. "We think Tbc Weather Channel, with its live, continuous wcathercasts, will be the most popular channel on cable TV." Contact: Holladay (801) 116-2037.
Wasatch Wings, Inc. of Draper, Utah is proud to announce the manufacture of their new harness line and harness accessories. These harnesses arc conslructed of cordura with a slick parapac inner lining. Four are available: the knee coccoon, and spaghetti designs. The coccoons and spaghettis are custom produced to fit the pilot's size, weight, and individual balance point. Colors available include red, orange, cream, yellow, blue, black, green, rust and wine. Standard foatures include adjustable padded loops, high strength perlon ropes, adjustable continuous main support, and extra thick, ( Jlh") long life foam. Accessories include extra large harness bags, padded instru·· ment hags, and sewn hang loops. Harness prices range from $115 to $225. Dealer inquiries arc welcome. Contact: Wasatch Wings, 700 East 12300 South, Utah 81020.
June 26-27 the Honduras Hang Gliding Association will present the Third Central Gliding Championships. They will cover all expenses including accommodations, transportation and freight charges from Miami or New Orleans.
Last year 8,000 people came to sec the tournament. This year the local air force is going to supply helicopter rides to takeoff. Contact: Jose Larach, Apartado #8, San Pedro Sula, Honduras, C.A.
SPECIFICATION 187
Span
34'8"
Glider Wt. 66/62 lbs. (with/ without
177
147
3'>'1"
30'
57/5'3 lbs.
51/48 lbs.
mylar)
Pilot Wt.
165-265 lbs.
150-250 lbs. 110-210 lbs.
Pilot Skill
II
II
IT
Price
$1795/ $1675
$1795/
$1795/
$1675
$1675
(with/ without
mylar)
Wills Wing introduces the Bulletman harness for 1982. to decrease pilot it uses a minimum number of suspension lines with the parachute container faired inter"" nally. Features: foll support, straps tested to 2,100 lbs., landing gear doors operate automatically, includes bag to carry harness, helmet, instruments and battens. MAPCH1982
For 1982, Wills Wing is happy to announce the release of the Harrier II. Redesigned for this year, the Harrier II is lighter in weight, easier to and easier to land. It is available with or without leading edge mylar, and is designed for the serious recreational pilot from advanced novice through expert.
Hang gliding enthusiasts and those in .. terested in the development of the sport have gotten together to form the Western Himalayan Hang Gliding Association to be based in Himachal Pradesh, an area which is ideally suited for hang gliding in India. The Association has been formed and is at present under registration as a non profit organization.
11
Edited by Glenn Brinks Free Spirit News Free Spirit H.G. Club (#78) P.O. Box 13 Elmira, NY 14902 Marty Dodge is going to talk to the EAA to see ifwe can participate in their display at the Arnot Mall again this year. We plan to schedule our Celebrate Spring activity a week or two after the Mall Show and hand out flyers at the mall advertising the hang gliding clinic to be held at Draht Hill. We also plan to advertise on the free community bulletin board service that WENY radio and TV offers. A flying trip to Tennessee is being planned for late May, early June. Brian Cassetta is going to contact the Crystal Air Sports Motel and the campground at Racoon Mountain about accommodations. A canoe trip down Pine Creek in Pennsylvania is being planned for this spring. Canoes are available at no charge from the Cooperative Extension. Greg Cassetta will be contacting the CE about this.
Oklahoma Hang Gliding Oklahoma H.G. Club (#10) 6717 N. St. Clair Oklahoma City, OK 73116 Hardy Snyman has donated his safety belt to us for use at the ramp at Buffalo Mt. Don't forget to eat at the Ponderosa Cafe when you fly at Buffalo Mt. The owners, Don and Joy Huddleston were giving a free dinner if you landed in the field just west of the cafe. Mike Kitterman and Dave Prochaska have found a new training hill just outside of Enid. We don't have anything as good in Oklahoma City.
Flight Line Wings of Rogallo (#66) 20409 Old Santa Cruz Hwy. Los Gatos, CA 95030 George Pierson informs us that he has received complaints from the rancher and the park rangers concerning the dogs that hang glider pilots are bringing to the park. Park rules state that all dogs must be on a leash. Also, dogs are not allowed in the landing area or on the hill - don't even take them up the hill in your car. Negotiations are in progress to open a new site at San Luis reservoir. San Luis is a 250-foot, extremely soarable knoll on the shore of the reservoir. Flights of several hours duration and 2,000 feet altitude gain have been log12
ged there in ridge, thermal and shear conditions. State Park Area Manager, Jim Greene says he's in favor of hang gliding there, but because of budget cutbacks, he's hesitant to initiate any new programs. A special use permit has been applied for and is pending his approval.
The Yankee Flyer Connecticut H.G. Assn. Inc. (#34) 904 E. Broadway Milford, Conn. 06460 Sal and Carolyn De Francesco are looking to acquire a hill of 300 feet or more altitude dif. ferential with the idea of establishing a recreational park. This area would be developed to accommodate hang gliding, (training and soaring), as well as a host ofother activities. If you know of a site that may be suitable, pass along any information you can to Sal and Carolyn at 15 Long Ridge Rd., West Redding, Conn. 06896 (203) 938-9546. Talcott Mtn. was closed for two weeks because two of the local pilots were involved in an incident with the rescue squad which could have been avoided had they been following the rules. The full check-in procedure must be followed. Congrats to Debbie and Jim Hugo on the birth of their baby boy, and to Jim on reaching 200 hours. Chester Berry will donate topographical maps to the club and they will be held by the site director, so as to start a map library.
Newsletter Southern N.Y. H.G. Pilots Assn. (#47) P.O. Box 124 Millwood, NY 10546 Th~ club has allocated money to build a wood ramp to be chained to the guard rail during the winter season, Since the last meeting, the top has been inaccessible, no matter what you drive. Some brave souls have walked their stuff up, but the road launch is the easier answer. Here's how it goes: A wire assist is essential. The wind has to be almost straight in. You have two or three steps to accomplish what usually takes 10 steps. First, get on the launch and do a hang check. Then, with assistance, pick up and steady your diver. Dismiss your wire assistant(s) with PRE-DETERMINED SIGNALS, then punch out quickly. Im-
mediately assume a fairly fast airspeed until you're in your harness and flying. Then scratch until you get up. The area in front of the launch is always the best. Holding the nose down a little bit more than usual will help avoid a stalled takeoff. As you leave the ground, try diving out and away from launch. This will get you the added airspeed you need. Be wary of wuffo wire assistants!
Newsletter Cloudbase Country Club (#92) 524 221st St. SW Bothell, WA 98011 Through the efforts of Mike Dailey, Dain Jablonski, Dave Little and Scott Rutledge, we may be able to have Magnolia recognized as a sanctioned flying site or hang glider park. Furthermore, we may also persuade the Parks Department to recognize the sport as a reputable and organized sports acitivity. However, our work is not done yet. We have more meetings scheduled with the Parks Board and the Magnolia Civic Club. There will be some concessions made in regard to maintaining our flying privileges at Magnolia. Those among us who are observers will be called upon to help when sanctions are necessary. We will be flying by annual or possibly perpetual individual permits. For now, Magnolia is still open. You may fly if you do not drive into the small street that leads to the gate. Carry your glider down the road to the fence and over.
Newsletter Cloudbase Country Club A phone committee has been formed to pass information to all flyers. Two more volunteers are needed in the North Seattle area. For more information, call Beth at (206) 481-5878 or Wendy at (206) 782-6712. The making of the site guide has hit some snags. Mainly, it's just too much work for two people. If you would like to share your knowledge of flying sites, please call Dave at (206) 481-5878. A private landowner has obtained permission from the Seattle. Parks Dept. to completely fence off the lower takeoff area for their own privacy (at Magnolia Bluff). It's a sad day when private individuals can take our public lands away from us for their own self-interest. Please direct your questions and comments to the Seattle Parks Dept., Attn: Walter R. Hundley, Seattle Parks Director, Municipal Bldg., Seattle, Wash. ~ HANG GLIDING
INVITE YOUR DIRECTOR When was the last time your club invited a National Director to speak at a meeting? You have some very talented and well informed people serving on the Association's Board of Directors, people who can help liven a Chapter meeting and inform members about actions taken at the February meeting of the Board in Denver. They enjoy talking about flying and their experiences, and would enjoy trading flying stories with your Chapter members. Don't forget your regional Director when mailing meeting notices and the newsletter, they want to be kept informed of the progress and problems of members in their area. Communication helps them to better represent you and your interest. And send them a written invitation to speak at your Chapter's meeting.
Wright Memorial and return to the Parle Jockey Ridge is about three miles south of'the Memorial. The pilot must be a USHGA member with at least an Advanced rating. The award is $1,000 plus interest earned as of December 17, 1981. Requirements, rules and procedures arc available from the First Flight Society, P.O. Box 1903, Kill Devil Hills, NC 27949. Last summer a flight was made from the Park for a distance equivalent to the first leg of the trip. The task is achievcablc. Difficult, hut do-able. My congratulations on behalf of USHGA members to the First Flight Society and to Mr. and Mrs. Rogallo for the award. It is an outstanding method of recognizing the Wright Brothers gliding activity at Kitty Hawk, and provides a mechanism allowing the sport of hang gliding to honor the Wrights.
THE ESTABLISHMENT And while we arc speaking of this area of North Carolina, I point to the second indicator that the sport is maturing and being accepted. Ralph Buxton, one of the owners and Hawk Kites in Nags Head, managers of has been elected President of the Outer Banks Chamber of Commerce. A popular tourist and
REGIONALS
MATURING: There arc positive that our sport is beginning to mature and he accepted by other aviation organizations. The First Flight Society, an organization that conducts the ofiicial ceremonies at the Wright Brothers National Memorial in Kill Devil Hills, North Carolina on December 17 each year, has cstalished a hang gliding award. The Wright Brothers flew gliders from the sand dunes in 1901, 1902 and later years before making their powered flight in 1903. Today's hang glider is similar to the performance the Wright's achieved. To recognize this activity The First Flight Society is administering an award sponsored by Francis and Gertrude Rogallo of Kittyhawk, the inventors of the rogallo wing. The task is a foot launch flexwing flight from Jockey Ridge State Park around the
MARCH1982
lf you or your Chapter plan to bid for the host of your area's Regional competition, now is the time to get the information you need. Write to headquarters for the USHGA Competition Package. It contains all the requirements, forms, and information you'll need to make the bid. If your club has not hosted a Regional competition, give it serious consideration. I'm sure you have· read in this publication the comments of members who have participated in competition, from administration to ilying, saying that they learned more about the sport in competition than any other form of participation. Be sure to include $5 to cover handling and postage costs when requesting the Competition Package. My thanks to Liz Sharp, chairman of the Competition Administration Committee, for her work in producing the Package.
Ralph Buxton addresses an audience at the recent grand opening of Kitty Hawk Kites' new shop. Ralph was recently elected Pres!· dent of the Outer Banks Chamber of Commerce. recreation area, the outer banks has several large businesses and multi-million dollar real estate interests. Ralph's election is well deserved recognition of his business acumen and the positive contribution hang gliding has made to the business community. It is the first such honor of which I am aware that has been given to an individual operating a hang gliding business. Congratulations, Ralph . ....-
13
The first Southern California Cross Country Competition, a year-long hang gliding contest, officially ended midnight January I, 1982. It ended for the competitors, that is, but not for meet officials who still had no clear-cut winner in Class B. Even though Verification Board Chairman Chris Price began checking out flight claims months ago, it wasn't until late in January that the Class B flights were satisfactorily sorted out. Finally, on January 26, the Verification Board met to review
he owned and flew a Comet. Dick Boone of Progressive Aircraft, obviously excited about the promotional possibilities for his new company, offered $5,000 to the Class A winner flying a Pro-Air. Greblo gratefully collected the grand from UP Sports. Contest sponsor Southern California Hang Gliding Schools offered their own contingency money to their customers in Class B. Glen Baldwin's 4th place earned him $500. Mark Shell received $100 for 8th place and another
Rich Grigsby, Meet Director, Peter Brock, Bill Bennett, Dick Boone and Mike Meier. During the year, two locations emerged as Southern California's premier cross country sites. The "E" at Elsinore, long regarded for its cross country potential, was one of them. The top three Class B finishers all flew from there. Quartzite Mtn., an obscure 1,500-ft. peak out in the Mojave Desert was the other. Virtually unknown before this competition, it received overnight attention when Joe Greblo
1981 Southern California Cross Country Competition Article and photos by Rich Grigsby
Price's preliminary findings and give their final vote. The results follow:
Class A
Place !st 2nd 3rd 4th
Pilot
Distance (Miles)
Joe Greblo JelT Scott Rich Grigsby Kevin Kernohan
98.01 91.86 82.07 59.25
Glider
Launch Site
Comet Demon
Quartzi1e Quartzite
Comet
Quartzi1e
Comet
Quartzite
Distance (Miles)
Glider
Launch Site
89.15 85.54 80.47 77.42
Comet Comet Comet Comet
Elsinore Elsinore Elsinore Quartzite
Class B
Place
Pilot
!st 2nd 3rd 4th
Matthias Krantz Ron Young Paul Robinson Glen Baldwin
Inspired by a similar competition in England, the year-long cross country meet was organized and sponsored by Southern California Hang Gliding Schools (now Windsports Int.) who paid out a total of $2,850 in prize money. First place winners in each class were awarded $1,000 apiece. Wills Wing graciously donated $500 for the beautiful oak-framed stained glass trophies awarded the top three places in .each class. The Southern California manufacturers sweetened the pot with contingency money. The winning Class A competitor was offered $1,000 by Pete Brock of UP sports, providing
14
$250 for the longest flight off Sylmar (39 miles). The format of the competition was simple: the pilot who flew the farthest in Southern California (after entering the competition) won! Class B was restricted to pilots who have never competed in any Owens Valley competition, and Class A was open to all pilots. The two classes had equal prize money and identical trophies. Pilots were instructed how to document their flights and were provided with a sectional map and landing verification forms requiring launch and landing coordinates and witnesses' signatures. A verification board was formed to review flight claims. The participating members were Chris Price, Chairman,
flew 98 miles in late June. The longest Southern California flight before this was Sterling Stall's 65 mile flight from the "E" in 1980. As exciting as Greblo's 98 mile flight was, it unfortunately discouraged would-be Class A pilots. That one, early-season flight virtually put a halt to any new entrants. Only 20 Class A pilots were to enter the competition at all. Over the next several months, several pilots tried unsuccessfully to beat Greblo's flight. Jeff Scott came the closest in August with flights of 90 and 91 miles in one weekend. Eric Raymond made an 85 mile flight from Elsinore, but didn't submit the flight. It may have been a quite different Class A competition if Greblo had postponed his 98 mile flight until later in the year. Where Class A was all but a foregone conclusion for many, Class B, with 47 entrants, was a dramatic game of one-upmanship, especially for the Elsinore regulars. By mid August, the lead seemed to change on a weekly basis. There was a thousand dollars difference between first and second place, and for awhile it appeared to be a crap-shoot which one of the Elsinore flyers, who called themselves the Beauzoot Boys (see Glider Rider, Wingnuts, Jan. 1982) would win the money. As they pushed each other farther and farther out into the desert, a newcomer logged enough miles to challenge the Elsinore "conspiracy."
HANG GLIDING
Matthias Krantz, a student from Germany, cranked off 89 miles from the "E", taking the lead. Then just three days later, Paul Robinson answered the challenge with a 92 mile claim. The sequence of Class B flights went like this: August 15 August 15 August 29 August 29 September 9 September 12 September 16
Paul Robinson Ron Young Paul Robinson Ron Young Matthias Krantz Paul Robinson Glen Baldwin
72 miles 74.5 miles 80.47 miles 85.54 miles 89.15 miles 92 miles 77.42 miles
But Chris Price soon discovered problems with Robinson's documentation. One of his witnesses agreed to drive out to the Salton Sea to show Price where Robinson landed. The location was six miles short of Robinson's claim. Robinson conceded he made an error and landed where the witness stated. The Verification Board voted, (4 against, l in favor, I abstention) resulting in disallowing the flight on the grounds of inaccurate and conflicting documentation. Matthias Krantz had won! Robinson's second longest flight (80.5 miles) placed him third behind Ron Young's 85.5 mile flight. By examining where and when the longest flights were flown, some generalizations can be drawn about cross country flying in
Southern California. Since the majority of sites in Southern California exist within 50 miles of the coast and are influenced by a relatively stable marine air, long cross country flights from these sites are rare and usually occur during a frontal passage. Mark Shell's 39 mile flight from Sylmar in March was the longest flight made during the contest in those conditions. But Elsinore seems to be the exception to the rule. Although less than 20 miles from the ocean, a strong convergence sets up across Elsinore valley enabling pilots to cross the relatively flat 30 mile wide valley to the mountains beyond. From August 15th to September 15th, five flights exceeded 80 miles! All but one of these flights ended next to the Salton Sea, a notorious "sink hole" well known to sailplane pilots. It seems obvious that Elsinore pilots trying for 100 + mile flights should follow the example of Paul Robinson's 80 mile flight to 29 Palms, located in the Mojave Desert. The Mojave Desert has long been regarded by sailplane pilots as one of the best soaring areas in the U.S. Several national and international records have been set here. Without question, the Mojave Desert offers the greatest cross country potential for hang glider pilots in Southern California.
The Mojave Desert unfortunately has few sites that are sufficiently high enough with access to the top. Quartzite is one. Other sites flown this year include Ord Mtn., Granite Mountains and Keyes Pt. in Joshua Tree National Monument.
THE 1982 SOUTHERN CALIFORNIA CROSS COUNTRY COMPETITION Entry forms are now available from Windsports, 5219 Sepulveda Blvd., Van Nuys, California, 91411, or call (213) 789-0836. The pilot who makes the single longest flight originating in Southern California, from the time of his entry until November 1, 1982 (and can prove it) wins! The entry fees are: Class A, $75; Class B, $50. Any pilot can compete in Class A. Class B is restricted to pilots who have never flown more than 30 miles in a single flight. All flights must originate in Southern California below the 35th parallel. This boundary runs approximately from Santa Maria to Needles. Fifty percent of the entry fees in each class will be divided among the top three pilots in each class. Also, each class leader at the end of every month will get his entry fee returned, but only once. -.,.
y
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I
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MARCH 1982
15
YOUR TANDEM PASSENGER'S FIRST SOARING FLIGHT Article and photo by Terry Ferrer
All a person needs is a Novice certificate to be able to fly tandem with an Advanced rated pilot. Sometimes not even that! But tandem flying is one of the only ways a beginner can feel what it's like to soar before he earns an intermediate certificate. One member of the dual-flight team has to be an Advanced rated hang glider pilot. You can always tell who the tandem pilots are. Relaxing at the nearby lunch wagon or the local country tavern, they're the prematurely gray fellows one sees trying to control nervous twitching of the upper torso and spilling drinks. The neatest thing about taking a tandem passenger aloft for his first soaring flight and/or demonstration ride is that he hasn't the slightest inkling of what to expect. Until now all he's been used to is some fast ground skimming down bunny slopes, so no matter what you do it will be a thrill. Here's how to impress the novice with what a real hot shot pilot you are and what a gas soaring is! You must remember that some passengers get downright mad if you don't give them the expected wild ride. One tandem crew I know had a wonderfully easy demo flight. The pilot was sure his tandem prospect would be pulling out his checkbook the second they touched down. The client had second thoughts. Even though the new high performance glider was just what he needed, he decided to buy the competition's glider because it required more skill and pilot input to fly. The smooth demo flight made the glider seem too easy to fly for the macho client! And what about the pilot who gave his passenger a seated harness while he had a prone? Or the one who took up Mr. Big, weighing in at 250 lbs. while he himself only weighed 150 lbs? Or - perish the thought (pun intended) - of the tandem pilot who forgot to hook in while his diver and passenger just floated away? Once you've talked a likely prospect into going up, proceed as follows: Don't check to see how many six-packs your partner has put down in order to get up the courage to launch into that 35 knot wind. Also, don't bother to find out beforehand what he wants to do, how long he wants to stay up or where he wants to go. That would take a lot of the fun out of the flight and screw up the element of surprise. MARCH1982
Before you launch there are certain rituals to be observed. They help impress the passenger with the skill of the pilot and the wonders of soaring flight. Walk up, whistling the theme from The High And The Mighty and try not to think too much about that course you forgot to sign up for on training in "control blocking" and other methods of taking over control if the passenger enters a trance-like state with a death grip on the base tube while he's sucking it in for all he's worth! Tell your passenger that you have to check the weather before every flight. After you've spent thirty minutes listening to the flight service tape over and over again, inform him that you are sure you can "get away with it today." This will relax him for the launch.
"Do a quick whipstall and bank it into a spin. Let him know what's happening by screaming 'We're spinning!' " Give the passenger an old "spaghetti" harness with no parachute. If he asks why you have one and he doesn't, just answer that he won't need one until he gets his Intermediate certificate and hand him a couple of air-sick bags. As you help him into his harness, maneuver all the straps and cords so he ends up tangled in a fetal position on the ground. You don't want to make it seem too easy to get into the air. Now adjust his harness so he can only move about with great difficulty. This promotes a secure feeling before takeoff. Make sure he gets a helmet two sizes too large. Naturally, you don't wear one because you're the expert. Then spend a lot of time playing with your carabiners and switching bar positions from left to right and back again. This will build up the anticipation for the launch and instill respect in your passenger for your attention to detail and safety procedures. Do a pre-flight check of the glider while your partner watches. Do not explain what you are checking for. This will assure him that
everything is cool. Walk up the leading edge, shake the wing vigorously over and over again and keep going back to one wing in particular for another look. If an employee of the local flight school is nearby, point to the wing and mumble something that he can't possibly understand. He'll give you a strange look and ask you again. You can mutter it again and again even more unintelligibly so that he'll just walk away shaking his head. Tandem passengers eat that up! Now set up all your instruments on the control bar even though you may not need them - barograph, CB radio, oxygen bottle, drag chute, etc. Once they're attached, keep fiddling and adjusting them with a look of grim determination. This fascinates tandem passengers. Walk the glider to the edge of the launch ramp bumping into the gliders around you with your wing tips so you'll get the attention of the other pilots and your partner can see how popular you are. At the end of the launch ramp yell out for wire assist help - then yell out for more. Have at least two people per cable. It will increase the esteem your partner has for your intricate knowledge of the difficulties of a high-wind wire launch. Lean over, check the carabiners once more and wipe the sweat from all exposed parts of your body with a handkerchief. This is the moment of truth. Your launch should be made extremely exciting, not just the routine straight and level concern, but with some yaws and banks to let your passenger know he's really in the air. Of course you may prefer to add a bit of novelty to your launch by taking off with a nose down attitude so your glider gets sucked off by the wind into a screaming dive. That really astounds folks on their first ride. Just look them in the eye and say, "This baby flies itself." Once you've entered the lift and are clear of the ridge you can settle down and provide your partner with a good time. Most "firsttimers" are disappointed by the smoothness of the flight and ease with which you control the glider - but not your passenger. Fly nice and smooth until you spot some young ladies on the ground then crank the wing into a 60 degree bank and do a few quick 360's while shouting at your partner, "Check 17
that out, man!" Ifhe won't open his eyes, do a slip right down to ridge level so he can't miss those lovely young things. Be sure to go cross-country if you can. And make it look difficult! Point out all kinds of different landmarks even if you have to make up names for some of them. Very impressive. Carelessly pull out some maps from your harness pocket and let them fly back in the wind stream out of your grasp. Then yell out enthusiastically, "Let's just go for it!" Check your compass and instruments repeatedly. This makes it look technical. Keep "rubbernecking" and looking out for some special checkpoint, then do a series of fast 180's to look for it again. This shows you are a cautious and conscientious pilot. As long as you're up you can show him how to execute a few of the more interesting maneuvers like spins and stalls. A subtle ap· proach is called for. Switch on your variometer without saying anything to your partner. Now push the control bar out slowly as you explain what the screaming noise blasting from your vario is. If your passenger notices what's ging on and elbows you in the head saying, "What's up?", you just shrug your shoulders and let your glider's nose come up until it breaks into a sharp stall. They flip out over that! After you recover and your passenger returns to normal color, you can tell
APRIL 17, JUNE 19. Inter-
mediate and Advanced qualifying meet for ratings at Ed Levin Park, CA. Contact: Pat Denevan (415) 656-6656.
him that stalls are a "piece of cake" unless you drop off into a spin low to the ground. To demonstrate, do a quick whipstall and as the stall breaks, bank it into a spin. Let him know what's happening by screaming out, "We're spinning, we're spinning!" Then let the glider fly out of it by itself. They'll never forget that maneuver as long as they live. Your passenger can help you lean into the turns but never let him have full control even though he could probably land it by himself if he had to - but it makes it look much more difficult ifhe doesn't find out how simple it really is. Check your instruments frequently and always keep looking out at "that wing." He can't help but admire you for trying to make his flight safe and pleasant. If you encounter a thermal, here's what to do: Circle up through the core, turning in the opposite direction of any other glider that may be in the same thermal with you. Then turn to your passenger and say, "Here you take it" five seconds before you "go over the falls." When he's dropped back down to base tube level after smashing into the keel, you take over control, crying out in an authoritative manner, "I got it, you turkey!" They love it!! And they'll forever revere your flying abilities. When you fly back over the landing zone, don't just set up and land, but circle the area a few times to let him know that it's not easy to
20-26. Telluride World Invitational Aerobatic Hang Gliding Championships. P.O. Box 456, Telluride, CO 81435. SEPT.
air race qualifier. Contact: Walt Nielsen, P.O. Box 207, Daly City, CA 94016 (415) 992-6020.
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.
APRIL 29 · MAY 2. Fort
KITTY HAWK WEST
Funston Air Race World Invitational Competition. Contact: Walt Nielsen.
FEB. 13. Parachute Clinic.
APRIL 17·18. Fort Funston
land a hang glider. Keep doing 360's until they look at you cross-eyed. Then execute a fast approach, aiming at the area where everyone is watching you as they disassemble their gliders. Now throw out the drag chute, jettison ballast, stand up in your harness, tell your partner to hold on tightly and mush it in from three hundred feet, constantly playing with your instrument switches as you shake your head and worry aloud that "it doesn't feel right." As you flare, make sure you scream at him to, "Push out!" so the glider pops up thirty or forty feet. Then you parachute it in to demonstrate your hot landing technique. That really makes the passenger think you're badd! After you land, slightly slump down in your harness like it might all have been too much for you, then, with a "stiff upper lip" grin, have him carry the glider back to your car as you greet and wave at anybody who just happens to be hanging around watching, whether they're glad to see you or not. No matter what your passenger says after the flight, even if it's a derogatory remark about the glider, stick to your pet answer: "Glad you like it. The way you fly her it looks like you two were made for each other!" There! You've just given a tandem passenger his first soaring ride. You've promoted hang gliding and the spirit of flight. You deserve a lot of love and affection. ,._...
APRIL 3·4. Hang Ill Field
Trofeo Sansicario hang gliding grand prix XC competition. Prize money. Contact: Gi Ferraris, Holiday Club Cansicario, 10054 Cesana Torinese, Italy. AUGUST
18
16·20.
Trip. APRIL 24·25. Marina Steeple Chase. Contact: Kitty Hawk Kites, P.O. Box 828, Marina, CA 93933, (408) 384-2622.
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HANG GLIDING SAFARI by Fritz Kurz Photos by Sigrit Kurz (Reprinted from " Drachenflieger" Magazine)
Drachenflieger was there, as Ron Hurst, resident of Zurich, Switzerland, and Walter Schoenauer, Swiss vice champ conducted their test "Safari" in the magnificent Swiss Alps. Each day they well/ to a new and exciting flying site in the luxurious safari bus, to the highest and mightiest moutains chat Switzerland has to offer. For an entire week, each day they fleu• a neu 9,000 or 10,000-fooc peak. le was tmly a neverbefore-experienced flying orgy! As I stepped out of the cable car on the top of the Rothorn I was blinded by the brilliant sun. All around me on the horizon were snow covered peaks and glaciers, many displaying cumulus caps stretched by the winds aloft. Wispy fog patches climbed over our heads on the 9,400-foot high launch site, gathering to form healthy cumulus columns which rapidly blew downwind. Forty-nine hundred feet below, nestled in the valley along Lake Heid is the village of Lenzerheide. Mighty rust-brown granite cliffs extend above on the left and right. Directly opposite me the Piz Scalattos, covered with its green alpine meadows, rises from the valley floor: a superlative example of a mountain panorama out of "Heidi Land." "One thousand peaks are visible from here; isn't it terrific?" exclaimed Walter Schoenauer. Walter has probably made over 100 launches from here and still breaks out in delight from the scenery. High up in the sky there are signs of Fohn a
southerly wind that may bring gusts and turbulence but the west wind blowing up the slope is steady. Ron decides to take the cliff launch. As his glider fills with air he gives the command to launch and we watch as he runs over the 600-foot precipice and moments later soars over our heads. In consideration of my nerves Walter and I choose to et up on the outh slope launch site. The wind is variable here, at times coming from behind but the rocky slope would be more forgiving of an error on launch. The first signs of evening fog around the jagged crags is visible. There wasn't much time left as I raced down the slope over the loose rocks and boulders. econds after liftoff I was hit by a strong rotor but my airspeed was adequate and with a comfortable margin I found myself drifting I 000 feet over a dark jagged granite plateau . A right turn and the sun-drenched village of Lenzerheid was thousands of feet below me. Suddenly I noticed a long cloud bank developing 1 000 feet over the rnlley floor on the north horizon, filling the entire valley and drifting rapidly south . Ron called over the radio that he had to fight stiff north winds on landing. "Be sure not to drift downwind of the landing field!" I was drifting quietly with the clouds in a southerly direction. It was incredibly smooth and calm, and to my delight the clouds began to dissipate after about half a mile. As I played
in the wispy fringes of the clouds and found myself below them the light darkened. lowly the \·illage approached and I saw waterfalls cascading down the mountains. The scenery had distracted me and I had almo t waited too long to make my approach. The valley winds out of the north grabbed me and in seconds I was a third of a mile too far downwind. I pulled in the control bar of my Atlas reaching over 60km/h (37 mph) but stood still. With luck and a favorable wind gradient I drifted to the landing field, avoided telephone wires, and dove through ground turbulence to a rough landing. The wind and weather changes rapidly in the mountains. I wasn't able to soar, but what a wonderful sled ride! We spent the night at Toni oth's Delta Hut which lies directly adjacent to our landing site. ~ e ate pork chops grilled in the open for dinner and were treated to an unforgettable evening of films in the loft. "Schmetti" has over 150 films which he made himself and date back to the adventuresome pioneer days. They are without a doubt the best hang gliding films I have seen. On the following day we flew Anderman Gemstock (9,750-feet) with a 5,000-foot vertical drop, a mighty green-brown peak covered with a white snowcap and jagged green-black granite teeth. We were taken up by cable car and again presented with an overwhelming mountain panorama stretching from the ( ,· ,<1urrsp~ ttxt CNllmutd £11t pa(t 39)
MARCH1982
23
UPPER LEFT: A beautiful Swiss alpine meadow at approximately 6,800 feet ASL. ABOVE: Launching in snow in July to fly into a lush green valley. CENTER LEFT: Ron Hurst briefing pilots at a landing site before proceeding to launch. CENTER: Launch at 9,700 feet ASL in the high Alps. LEFT: Aerial photo of gliders clustered around the restaurant parking lot in Central Switzerland near Zug. BOTTOM LEFT: Launch from the parking lot at the Rhone Glacier.
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Great Australian Bight. Bim used thermals varying from 300 to 1,000 fpm. The flight was made in October (mid-spring in Australia) and was made possible by record temperatures for the time of year (35 °C). Late December saw another long flight from a small hill (800') when Melbourne pilot Bernie Beer took off near Beechworth, Victoria and flew a straight line distance of 105 miles. Bernie took 6 1/z hours to cover the distance in light wind conditions using 500 fpm thermals to carry him to a cloudbase of 6,500 AGL. Bim flew a Swift 170 while Bernie flew a Meteor 190. Both flights were made over totally flat countryside. ~
A COLUMN FOR UNUSUAL AND EXCITING FLIGHTS WEST VIRGINIA: Pilots Greg Lilly of Nimitz, W. VA and Charles Lewis of Charleston, W. VA have set what they believe is the unofficial West Virginia Out and Return Distance record of 30 (29. 73) miles on Peter's Mt.; Gap Mills, W. VA. Greg, flying on Sky Sports Peregrine and Charlie on a Sky Sports Osprey IIB launched into the 12-17 mph winds on the afternoon of Sunday, Nov. 29, 1981. The lift wasn't exactly fantastic that day but they remained aloft around launch playing in ridge lift to 300' and thermals to 1,200' over takeoff. After one hour or so they turned down the ridge and with a slight quarterly tailwind they covered the distance to their agreed upon turning point quickly. It was approaching dusk and the famous Peter's Mt. wonder wind made the smooth but somewhat slower glide back seem very easy. They landed at dark in the regular landing area after soaring 2 1/z hours. Greg also holds the duration on this Mt. of five hours and 14 minutes with his Peregrine. COLORADO SPRINGS, COLO· RADO: On September 19, 1981, Mark Klinsensmith and Chuck Price became the first pilots to successfully fly from the 14,110 ms! summit of Pike's Peak to designated landing fields in Colorado Springs. Klingensmith landed 11 miles away at Bear Creek Park, after an hour MARCH1982
flight. Price landed in a small field six miles from the mountain with 35 minutes of airtime. Both pilots fly UP Comets. The pilots caution that Pike's Peak is an extremely demanding site and should be attempted by only the most advanced pilots with very high altitude and cross country experience. Pike's Peak has an 8,000 foot vertical descent, and the nearest landing field is six mountainous miles away.
TENNESSEE: On December 4, 1981 Tip Rogers launched in 35 mph winds and flew down Clinch Mountain ridge in Knoxville, TN, a distance of 57 miles in 2 1/z hours. Four days later he and a flying buddy repeated the flight. At this 57-mile point the ridge takes a 90 ° bend; flying further than this would require thermals. Tip flew a 177 Harrier, Eric Ringnes flew a 185 Comet. Tip is a handicapped flyer. He launches and flies with one leg. AUSTRALIA: In recent months the 100-mile mark has been exceeded twice in Australia by pilots turning downwind from small hills and flying over flat lands. West Australian pilot Bim Lillig was the first to do so. Bim took off from a 700-foot hill in W .A. near Perth and flew south for five hours to cover 114 miles. This flight exceeded the Australian distance record of 101 miles set by Ron Greg along the vertical seacliffs of the
CONSUMER INFORMATION DEMON 175 ADJUST ABLE CROSSTUBE PLATE ADVISORY It has come to Flight Design's attention that because of improper maintenance and inspection of the internal adjustable crossbar tang, the possibility of fatigue of this component could result. Further testing of this tang has showed the potential problem only to occur when the tang is used on its loosest setting (loosest crosstube sweep configuration). Because of this situation, pilots who are now flying Demon 175's in the above described configuration are asked to make arrangements to retro-fit the crosstube support system with a replacement that will not require the attention to inspection and maintenance as the unit now being used in production models. In order to preserve the perfect safety record of Flight Designs' products, and the Demon in particular, please feel free to contact the factory or your Flight Designs' dealer concerning the retro-fit kit which is now being made available at no charge.
Flight Designs, Inc. 29
..... Atmospheric Dreadnaughts ll.~ Part II ,
Thunderstorms are a fascinating aspect of nature. The display of raw billowing energy punctuated with flashes of sound and fury is awesome. In no other context can we view such an impressive show on such a grand scale. Unfortunately, thunderstorms are a threat to hang gliding safety and often occur during the very conditions that hang glider pilots seek: bouyant air, high lift days. Thus, it is imperative that every soaring pilot learn the danger signs and proper actions for avoiding thunderstorms. Occasionally, however, even careful pilots find themselves surprised by the sudden build up of a thunderstorm, so in this article we will examine ways to keep these surprises from being unpleasant.
.i .
.
THUNDERSTORM DANGERS As we have implied in the preceding article, there are grave dangers associated with thunderstorms. Directly spelled out, these are: cloudsuck (unavoidable lift), severe turbulence, lightning, hail, obscured vision, disorientation, freezing temperatures and gust fronts or downdrafts. The first seven are fairly obvious. No one wants to be carried inexorably aloft, flipped over, knocked about, incrusted in ice and spit out while flying blind. The last danger, gust fronts, have caught a number of pilots unaware. When a thunderstorm drops its load of moisture, the air is pulled down in streaks and surges by the drag of the falling droplets. This downward blasting air and water, called downdrafts or fallout, hits the ground and spreads out as much as ten
30
© Copyright 1982 by Dennis Pagen
miles in front of a thunderstorm (downwind). Usually, this creates about a 45 ° wind direction change with gust velocities around 40 mph, although a 180° wind shift and 100 mph winds are possible. The dangers here are apparent. The cold gusting air is extremely turbulent and strong. Anyone who has stood on the ground as a gust front passes knows that a hang glider would be tossed like a leaf in a strong gust front. Remember, we can be flying miles from a thunderstorm and still be hit by the gust front blast.
AVOIDING AN UNPLEASANT FATE The best way to approach thunderstorm activity is to avoid it. As we learned last month, towering cumulus build up, darkening clouds, widespread lift (or sink), humid air, rumbling or flashing aloft, distant rain falling in streaks, or the approach of a front all are omens that portend the possible presence of a thunderstorm. A wise and observant pilot will heed these signs and land when thunderstorms threaten. Flight Service (see your telephone book under U.S. Government, Federal Aviation Administration) is required to brief pilots (this includes hang glider pilots) on thunderstorm activity. Call them and ask for a prognosis of significant weather. Be especially careful on those hot, humid days when it's so hazy you can't see the extent of the cloud build up. Rumbling aloft is nol just a friendly bowling
game. Our ingenious designers have done their part and given us top performing, stable and strong gliders. Unfortunately, they do not descend too rapidly when necessary. I cannot get mine to come down any faster than about 900 fpm in a steady high banked slipping turn. Wingovers lose even less averaged over time. Of course, none of this is fun in turbulence. The point is, when we get caught in cloud suck there comes a time when we are going up no matter what our desires. Don't get me wrong. I'll exploit a vario pegging thermal with delight, but when the lift spreads out and thunderstorms are possible, I start descending or move out to the edge of the cloud as soon as my vario starts reading a constant 500 or 600 fpm up. With this method, I can get out of the sky if a dark thunderstorm cloud looms above me, or move back into the lift if the situation appears harmless. I suggest that every soaring pilot see how fast he or she can descend (on a calm day with plenty of altitude, please) and make their cut off point for staying in ubiquitous lift several hundred feet per minute less than this value. Another suggestion that has saved at least one hang glider pilot from being sucked into a thunderstorm is a drag chute. These little devices snap on a flying cable and stay neatly out of the way until needed. Our gliders lack spoilers to bring them down quickly, so a little drag chute is a handy safety device. An example of how the development of a thunderstorm can quickly endanger flying occurred a couple of years back when a group of pilots and I were soaring an 800 foot ridge. We were able to exploit moderate thermals to gains of about 1,500 feet over the top. All at once I met a strong thermal that seemed to be quite huge. After a few circles in this powerful lift, I became suspicious and looked behind HANG GLIDING
me. Sure enough, there was a dark cloud mass looking like a gargantuan tarantula about to pounce. I flew upwind, away from the mountain, until I was a mile out and still gained 3,000 feet to cloudbase. While I was secure in front of the actual cloud, other pilots did not move out and were carried into the dark storm cloud. Fortunately, the source of warm air at the ground diminished and the cloud gradually dissolved, letting everyone land safely. I moved back to the mountain and again found thermals of the type present before the storm cloud development. The interesting thing was that the threatening cloud built up in about five minutes. The only warning was the increase in lift. The cloud appeared, then died all within about a half hour. A couple of pilots were unaware of the situation until they disappeared in the cloud. The method I used to escape such a fate is our second technique for dealing with thunderstorms as described below.
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THE GREAT ESCAPE Let's assume you are caught unawares in rising air that thwarts any attempt to get down. Rather than gritting your teeth and joining the angels at 30,000 feet, the best plan is to run for it. Proceed as fast as you can to the front of the thunderstorm (since a thunderstorm drifts with the wind, the front is the downwind side) if it is still developing. Most of the lift will be rising in the rear or upwind portion of the cloud since the cloud drifts faster than the ground wind (see figure 1). On the other hand, if the storm is brewing and rain starts falling, the downwind may be the most turbulent side since downdrafts
develop here first. In thi~ case, flying toward the side (crosswind) of the thunderstrom is advised. Note that up drafts and downdrafts may occur simultaneously below a mature thunderstorm. If thunderstorms are being produced by an approaching front, they may be quite broad in extent. Furthermore, if a thunderstorm develops over a mountain, moving downwind or to the side may not be possible. In both of these cases, flying into the wind - away from the cloud - is advised. It should be apparent that your escape route must be predicated on what's happening in the air. This, of course, means you should be observant at all times so that you can make a reasonable choice. Surely, you may think, our cantilever, double surface, tense-sailed supergliders with top speeds of 40 mph or more should be able to outrun a thunderstorm or squall line. It is true that thunderstorms drift with the wind and we can add our 40 mph to the wind velocity, but unfortunately, a thunderstorm has a way of growing rapidly. When a downdraft from a thunderstorm spreads out along the ground, it can lift additional air like a miniature cold front and greatly expand the boundaries of the thunderstorm. I know of an incident in which a pilot was flying above a valley while thunderstorms were moving past in a parallel valley. There was no apparent problem until one storm let loose and suddenly expanded two or three miles into the area in which he was cruising. He met high velocity winds which forced him over the mountain and rolled him upside down a couple of times before he got in front of the storm and landed safely. From the above, it should be obvious that we cannot predict the exact behavior of any thunderstorm and should give them a wide berth. This means staying on the ground or spiraling down when dark towering clouds ap-
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MARCH1982
pear. Our evasive action should begin long before a thunderstorm approaches near enough to strike us with a gust front.
ONE LAST CHANCE Now, for the sake of completion, let's assume we have been taken by surprise and sucked into the maw of a merciless thunderstorm. Making the right choices here is difficult. Our· initial response would be to hold on with a desperation grip and try to fly out of the storm. However, if turbulence becomes too severe for any semblance of control, if too much altitude is acquired, if light· ning flashes (a hang glider is unfortunately an excellent lightning rod), or hail threatens to damage glider and pilot, the only alternative is to bail out. It would take a cool head indeed to unhook from the glider and fall earthward through a solid white haze, depending on a small auxiliary parachute to stop the rapid descent, but this must be delayed until the pilot has fallen well below the thunderstorm. It would only make matters worse to be hooked to an open chute in the boiling cauldron interior of a thunderstorm. Obviously, a good altimeter could be a lifesaver in this situation since the cloud may extend to the ground when rain falls. Both a parachute and altimeter should be standard equipment (along with a vario) for flying on occasions when lift is vigorous. There is no easy remedy for poor selection of flying conditions. It should be apparent that we must always be on the alert for the unexpected and take evasive action long before it becomes too late. In the case of thunderstorms, this often means staying on the ground. We must learn to look, listen, smell and feel the distant build-up of thunderstorms like an old master of the sea. The key to the whole matter of avoiding thunderstorms is the pilot's headset. This doesn't refer to a pair of earphones, but rather to how serious a pilot considers the thunderstorm threat. It is shocking to read of pilots dodging lightning and hail in free flying or competition. In my opinion, any contest that induces pilots to fly when thunderstorms threaten is invalid since a good deal of stupidity and not flying skill becomes the essential element of success. Hopefully, these two articles outlining the dangers of thunderstorms will open a few eyes, affect a few decisions, and save a few lives. The urge for airtime should not take precedence over good, sensible selfpreservation. Remember, they only sane flying is safe flying. . . 31
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STALKING THE WILD GOFER by Michael Helms And there I was, trapped on the mountain top. Although the air had begun to get a bit rowdy I continued to set up my glider. I could see her out of the corner of my eye. Her wry smile was barely perceptible but I knew it was there - I could feel it - like you feel the chill when you open the fridge. The sunlight reflected off the bumper of her "Four Wheeling Gofer Wagon" and a C.B. antenna pointed heavenward from the cab. There were sail ties streaming from the glider rack and a biner on the rearview. It looked like a futuristic low rider. It was all part of the trap ... and there I was. I stumbled about the set up area and reminisced about my first mountain flights. It seemed a purer time ... no "wuffos," no "gofers" and our trucks ran on prayer. The driver was inevitably a pilot who had been promised we would "fly from the mountain tops and raise people from the dead" only to be told later "one out of two ain't bad." I thought about how the rides to the top used to be. We'd bump along at a snail's pace hoping the axles would clear the next rock and the engine wouldn't overheat. In retrospect, those worries seem insignificant. Compared to the present day life and death struggle that takes place in the cargo section ofa "Four Wheeling Gofer Wagon" on the way up an almost vertical incline that's rutted, rocky, and narrow as chicken lips, the old days seem mellow. I think I blame Mellinger and Blythe. It's all their fault. Their cross-country pioneer work was an amazing feat in its day and I admire that, but then they had to go and write about it. Writing about it caused inspiration. More pilots wanted to try cross-country. Now, tossing a coin to pick a winner for a sled run was one thing. Tossing a coin for a fifty-mile plus cross country attempt was quite a different tale. So the search for a driver was on. There are three distinct possibilities for a driver after he has witnessed hang gliding. He will either: (1) (and most likely) take up the sport, (2) tell you to shove it if you ask him to drive again, (3) become a "gofer." Now a gofer is a peculiar creature. All gofers are drivers but not all drivers are gofers. Take Mr. Peck, for instance. Mr. Peck is an elderly gentleman we met in the landing area of a mountain over near Dunlap. He was hanging around in the campground there because he just "took a likin' to it." After driving for us a couple of times (he volunteered) he began to say things like, "Don't forget your vario" or "Here comes a good'n" (referring to a passing
MARCH1982
thermal). We really enjoyed his company and although he referred to himself as "just an educated wuffie" we knew he was a first class driver. There is another way to the top of Dunlap. It's via gofer express. A whiteknuckle ride. I thought a friend of mine was clowning around when he put his helmet on as we boarded the gofer wagon. For the next half hour, however, I admired his foresight and longed for a split
"It seems to me one of the very basic rules of gofer wagon driving is never to have more than three wheels on the ground at once, with the exception of paved roads when a 'thirty percent above the speed limit rule' is in effect." second of level ground so I could make a stab for mine - no way. I never knew it was possible to grip the flatbed of a four wheel pickup but I found ways. As the gofer wagon charged up the mountainside I wondered who these people were ... well, are. It seems they delight in buying nifty little four wheel trucks, outfitting them with glider racks and C.B.'s, and for little in return will fetch us (i.e. "gofer" us) when we've landed out in the boonies. It also appears they have their greatest satisfaction when giving "rides to the top." They're very helpful in general. They help load gliders, help fetch equipment bags, help tie down gliders ... but ... when the last foot leaves the ground, (it does not necessarily have to be in the truck bed) it's all business. It seems to me one of the very basic rules of gofer wagon driving is never to have more than three wheels on the ground at once, with the exception of paved roads when a "thirty percent above the speed limit" law is in effect. One-handed driving while conversing on the C.B. is admirable while loss of a glider on any bump is considered a disgrace. I believe I detected an interrelationship among road conditions, curviness of said gofer path, and narrowness of the same. I was about to put it into a neat little mathematical formula when the
wagon jolted to a halt. Returning to the upright position, I barely caught a glimpse of our gofer disappearing into the dust cloud her wagon had created. I decided what was taking place was a normal procedure of nature until about a minute later when I saw to my horror she was returning with a five foot rattlesnake that had found himself on the wrong end of her favorite tire iron. "Got a big 'un!", she grinned. ("This lady," I thought, "doesn't have both oars in the water!") I stared in amazement as she tossed the rattler in the cab and before I could breathe I found myself with a death grip on the truck bed again. "Who are these people?", I wondered. So there I was ... trapped on the mountain top. Trapped between the gofer wagon and the "go fer its." Everything was ready. I don't particularly care for turbulence so I considered breaking down but I looked around just in time to catch our gofer pop a stick of Wriggleys in her mouth. That was the last straw. I hooked in and stepped off. ~
EVERYONE WAS AMAZED My instructor couldn't believe my progress and one of the flyers thought I was a hot pilot pretending to be a student. I could talk hang gliding like a pro and I flew better than any other novice on the hill. My secret? I read Dan Poynter's book before my first lesson. In just a few evenings at home, I breezed through
Hang Gliding, The Basic Handbook OJ Ultralight Flying and learned all about the sport. It made me an instant expert on weather, materials, design, construction, the principles of flight and I even picked up the basics of flying. It must be a good book, it was the first on our sport and it has been updated nine times; over 125,000 people have bought one. To get your copy of this fun, easy to read book, send $7.95 (includes shipping, Californians add 48~ sales tax) to:
4lA Para Publishing V.
P.O. Box 4232-301 Santa Barbara, CA 93 !03 USA Telephone: (805) 968-7277
Send for FREE brochure!
33
Articles and Editor's note: Hang Gliding magazine is f>uhlishing a series of jzying site articles, as this is one of our most frequemly requested types. !(you JZy an interesting area contact our office at P. 0. Box 66306, J,os A ngcles, CA .9006'6'.
Aboi!l 50,000 years ago the earth belched fire, ash, and cinders, forming Merriam and Sheba craters. I .ocated 23 miles northeast of Flagstafl~ Arizona, these two neighboring ex· tinct cinder cone volcanoes have provided thousands of people a soft training ground, a to learn and practice the skills of hang
gliding in a safe surrounding. Sparsely covered by bunch grass and a few low bushes, the open expanse of the hills allows obstacle free run· ning, flying, and landing in just about any direction. The area surrounding Merriam and Sheba is flat, gradually increasing in grade to the steep upper slopes. Thus, in one small area a person can practice ground handling on flat ground, running on gentle slopes, and flying off steeper slopes. More advanced pilots (ad· vanccd Hang II and above) frequent the tops of Merriam and Sheba, getting into thermal 34
RIGHT: A sky full of north side of Merriam 11t sunset. View ol Iha north side of Merriam. Note parking lot (wide in the road) at base of hill. THIS TOP LEFT: of Merriam and S~ba lromt~I~ of Sheba looking south over the hazard· free landing area. Kevin Hammstein in 11 Meter (foreground) and Weesner in in LZ in the LEFT: Aerial of Merriam (foreground) and Sheba from the southwest BOTTOM LEFT: Jim Blue learns to lly in the training area on the e11st side of Merriam. BELOW: down on Russell Gelfan and the top ol Sheba.
and The sofl cinder and ash slopes are a hit of work to walk up, carrying a glider (climb five steps, lose three). However, when miscalculations occur, the resulting collision with the canh is substamially easier on the body than would be produced in most of the rest of Arizona, thus the site worth the long drive. Schools from Phoenix, Tucson, and sometimes as far away as New Mexico, Colorado, and Utah bring their stu· dents to the craters, mosdy because of the safe., ty factor. People fly the craters probably about 300 days a year. On weekends activity picks up, sometimes with as many as 30 students and another 20 or so advanced pilots populating the sky. Fall and winter arc the best periods for train"' as thermal activity is less intense, tern· pcraturc is most suitable, and progressing pilots have a chance to get the feel of flying before the air gets more turbulent in the spring and summer. Moisture falls on the area, but when it docs it comes in the form of a gullywashcr thunderstorm or a blizzard. Most of the time conditions are mild and dry. Even when is buried by snow, chains are required for travel on the Interstate highway, and air travel is shut down; Merriam and Sheba usually provide -shirt 10 light conditions. However, just like any other site, these craters have their extremes wind from 0 to 80 mph, biting cold winter days to sweat drenching summer doldrums, gully carving rainstorms, smooth glass·off air to thermal tur· bulcnce which can rival Boundary Butte in the Owens Valley, and physical injury from road rash to broken bones and even death. For the knowledgeable pilot (intermediate and above) the craters oiler a diversity of fly·· lift may provide extended flights of two to 10 hours, quite predictably in the late summer and early fall. thermals may provide I 0,000 foot gains, sometimes like a giant smooth elevator, sometimes trashing pilots like rag dolls and the structural integrity of the gliders near their limits. Like most sites, it is pretty easy to tell ahead of time what kind of conditions prevail. Cross country potential is great, if'you Navajo or There is only one road that crosses the Little Colorado River, into the Indian reservations. If the wind drift is in that clirection, great. If not, you may be in for a long walk. I have seen days where surface winds were l O"' 15 mph, clouds were 8,000 above and mov"' 50"' 75 and the cloud street went past the horizon. Lifi: was 800· 1600 up and very predictable. Two hundred miles seemed a sure but with no Cessna l 50 for chase, we elected to stick around and get lots of up and down air. The chance of landing 30 to 80 miles from the nearest road over"' shadowed the possibility of being the first 200
36
mile pilot. Maybe next year. The longest flight to date was by Jimmy Vaughn in a borrowed C-5A, about 50 miles. His which resulted in the long flight stemmed from his occupation: he worked for the In· dians and speaks 1.hcir language. When in Rome it sure helps if you have a good map and ltali:m (or Hopi)! The craters 1.mdoubtcdly provide the tandem capitol of the Southwest. Many hun., dreds of tandem flights have been successfully conducted off of Merriam and Sheba. As long as the wind cooperates, the craters are cer· to show someone else tainly a fine, safe the of hang gliding. The responsi· upon the pilot on a tandem flight far exceed those of any other hang
H7
w
gliding flight operation, as someone else's life is literally "in your hands." Picking a site, such as the craters, which provides a max· imum of parameters, reduces hazards and increases the confidence of the passenger. The results are usually very pleasant, enjoy· able flights of shared air time. The author has personally almost I 00 tandem flights
off the craters, including thermal flights, ridge soaring, and no .. windcrs, with only two minor incidents. One passenger panicked just after takeoff and grabbed a down tube. A quick sharp elbow to the ribs converted a sure crash into a smooth Hight with an interesting discussion mi the way down. A no--wind launch turned into a down.,wind launch three steps in· to the run, in a furrow in the cinder slope and no injury to pilot, passenger, or glider In both cases, the soft, obstacle·free slopes provided the of which resulted in simply something to talk about in· stead of injury. For the other 90 + tandem flights the experience has been totally positive. Personally, if I could choose between a two· hour tandem flight and a 'j() + mile x"'c flight (my heart is definitely in I would prob .. ably still pick the tandem. A good X·C !1ight is great, but a flight where you can share every· thing is tops. If Merriam and Sheba arc known for training and tandem, should be used for test flying, too. Whether it be a new glider, rebuilt glider, or modified glider, the place to find ou1 if it flies, how well it works, if it is in trim, and what you can do in i1 should be at, a forgiving site. how to perform new maneuvers, from 360's to wingovers, wangs, rolls, and loops should be done over large, soft areas. The area is large and sofr (relatively), and there should be plenty of altitude for a chute dcploymclll, if necessary. The one drawback to the craters is their remoteness. It is a 2 1h·hour drive from Phoenix (a long way to go when a site as good as Shaw Butte is in the Phoenix lirnits) and a 1h·hour drive from Flagstaff. That 1h hour to Flagstaff may not seem like a lot, bUl when serious injury does arise, it is ofrcn several hours before the injured pilot makes it to the hospital. The nearest phone is about 15 (Co111i1111cd 011 page 3.9)
fan and Shawn Dougherty soar above the rolling volcanic plain. HANG GLIDING
An instructional column for the new pilot. by Erik Fair You know all the stuff you've been reading about for the past several months? Takeoff technique, landing technique, exploring your glider's speed range, intermediate syndrome, what a "wuffo" is, etc. Well this month The Right Stuff is going to give you the opportunity to take a test to see how much you remember. That's right - TEST. The instructor inside me is demanding to know if this column is serving its purpose. Your assignment, should you decide to accept, is to complete the test and send it back to me with a self-addressed stamped envelope. I'll go over your answers, make any corrections necessary, and return the test to you post haste. You get to show off what you've learned and learn even more while I get to find out what areas I need to focus on in future installments of this column. Such a deal - how can you refuse?
TEST Fill in the blanks:
1. The two most critical aspects of hang glider flight are _ _ _ _ _ _ _ __
2. Intermediate Syndrome: _ _ _ _ _ __
r l ,H,1 F(J
W
4. Wind Gradient:
5. Best Glide:
5. Some of the sources of information for novice pilots (and all other pilots for that matter) are ____________ , and 6. To qualify for a Novice rating a pilot must, among other things, be able to demonstrate three consecutive landings within _ __ feet of a target. These landings must be _ _, and
and because they occur slightly above stall speed and close to the ground. 2. Hands off the control bar your glider will fly at _ _ _ _ _ _ _ _ _ _ _ _ __ speed which for most gliders is somewhere between speed and _ _ _ _ _ _ _ _ _ _ __ speed. 3. You are flying along in your glider and you notice that the glider is not responding to your attempts to turn it. You feel no air on your face and it's very quiet. You realize you are _ _ _ _ _ _ _ _ _ _ _ __ and you correct the situation by _ _ __
4. From completion of your final approach turn to the time you enter ground effect (several feet from the ground) you should fly at speed or even fasster if conditions are strong.
38
3. Wuffo: _ _ _ _ _ _ _ _ _ _ __
7. A requirement for all USHGA ratings (Beginner through Advanced) is that for each flight the pilot demonstrates a method for establishing (s)hc is _ _ _ _ _ __ just prior to
6. Stall: _ _ _ _ _ _ _ _ _ _ __
7. Minimum Sink:
8. Ground Effect: _ _ _ _ _ _ _ _ __
Multiple Choice: Choose the most appropriate answer.
8. Shortly after completing your final approach turn you encounter a thermal. Generally speaking the best thing to do is
If you _ _ _ _ _ _ _ _ _ _ _ __ you are risking turbulence induced loss of control. 9. Future installments of The Right Stuff should be about _ _ _ _ _ _ _ _ __
1. Which of the following is not an axis of rotation for a hang glider? A) B) C) D)
pitch yaw prone roll
2. Landing is in one sense more demanding than takeoff because
_ _ _ _ _ _ _ _ _ _ _ _ _ _, and A)
You must concentrate totally.
B)
You must control your airspeed precisely.
C)
You can pick the exact moment you want to launch whereas you can't pick the exact moment you want to land.
Define:
1. Hang Glider:
HANG GLIDING
3. If you've had your glider for over a year you should definitely A)
Throw it away.
B)
Trade it in.
C)
Take the sail off the frame and inspect all components thoroughly.
4. Hang gliding is A)
Absolute lunacy.
B)
Inherently dangerous.
C)
Safe and rewarding.
D)
A, B or C depending on how you go about it.
Essay: Please complete on a separate sheet. You are flying along in your hand glider and all of a sudden (just before your arms get tired) THE WIND STOPS! Quick!! What do you do?!!?! Please turn in your tests to: The Right Stuff c/o Hang Flight Systems 1202 E. Walnut, Unit ly!. Santa Ana, CA 92701 (Cominuedfrom p,ige 23)
(HANG GLIDING SAFARI) Bernese Alps (Jungfrau, Monch, and Eiger) to Tessin in the south. "From here it would be possible to cross the Alps" muses Walter Schoenauer. This is his secret goal. We had to launch toward the south and fly around the ridges of the Gemstock. The wind was blowing lightly from the north. Together we stomped a launch track in the soft spring snow. In spite of our efforts I broke through the packed snow into deeper soft snow and almost tripped on launch. I slid down the glacier in my cocoon but the updraft from the lee rotor gave me enough lift to keep my control bar from digging in. In seconds I was out of danger with plenty of altitude, circling around the peak and out over the green valley floor with the village of Andermatt 5,000 feet below. I flew in light thermals to the opposite side of the valley where I spotted the pass r_oad we drove in on. I circled over the restaurant where we had eaten breakfast. Several valleys converge here, creating unlimited possibilities for flying. Conditions were favorable and we were all soaring over our own peaks widely separated from each other. Three hours after launch and with aching arms I decided to land. That afternoon we proceded over the Furka Pass and made an evening flight past the MARCH1982
famous Rhone glacier. After spending the night in Fieschertal at the foot of the Eggishorn where spectacular flights over the Aletsch Glacier are possible, we went on to the Torrenthorn. The safari program includes Roche de Naye, Saleve (Geneve), (Schilthorn, Scheidegg, Stockham, Niesen), and the mountains of Eastern Switzerland (Santis, Rigi, Titlis). Weather permitting, helicopter transpcirtation to otherwise inaccessible peaks with 9,000-foot verticals is also a part of the program.
WHY A SAFARI? Actually I don't like organized tours. But the safari with Ron Hurst is only organized to a minimum. The participants themselves determine the route. Ron checks with aviation weather, the mountain cable cars, and organizes the overnight lodging spontaneously. If the weather turns bad on the north side of the Alps, he switches to the south side. His guidance in the morning provides everyone with a secure, confident approach to the day; and still each launch, each flight, and even the landings are an adventure and an accomplishment. After cross country flights Ron gathers his herd together via radio. The radios were absolutely indespensable. Ability to launch under extreme conditions, and some mountain experience is advisable. Although launches are generally from alpine meadows, rocky, craggy slopes are common above the treeline. Carpeted launch ramps are rare. The price is not out of line: Sfr. 45.00 per day for bus transportation, radios, and guidance by Ron Hurst (with seven in a group) without food and lodging and cable cars. It costs an additional Sfr. 25.00 per day when Walter Schoenauer accompanies the safari. Walter is the most experienced and prudent flight instructor whom I have met. His hang gliding school is in Vaduz, Leichtenstein. A safari with him is ideal for groups wanting a quick and thorough advanced training in high mountain thermal flying. Conceivably one could plan such a safari on his own. However, without prior knowledge of the sites it would not work out too well. With Ron Hurst's hang gliding safari it is possible to experience many spectacular flights in a short time. ~ (Cominued from pagt' 36)
(MERRIAM AND SHEBA) minutes away. The hospital is very good and the people there are very competent, but somewhat less has been said for the ambulance facilities and crews. Approximately eight miles south of the craters is an area in the pine forest utilized by
many fliers as a camp site. It's a dry camp with no facilities, but it seems to work quite nicely if you are prepared and bring plenty of water. To reach the site drive south from the craters on the paved highway about eight miles. Just past the third cattle guard turn right (west) on the cinder road, go past the pumphouse and the pipeline road. About 1/4-mile past the pipeline road the camp area will be seen on the left (south). Flagstaff is a tourist oriented town and is loaded with accommodations for those not interested in the camping route. Motels range from Motel 6 on the economical end to Little America (fit for a king, with a price tag to match) on the posh end, with over a hundred in between. Anywhere you stay, expect to hear the Santa Fe railroad operations periodically. On the gastronomic side, the range of eating establishments is even geater. Once again, Little America tops the list (if your wallet will allow) with the Sunday brunch. When was the last time you had fresh strawberries and chocolate mousse with your roast beef and omelette? Wing loadings increase correspondingly with bank account decreases. On a more realistic note - for most hang glider pilots, anyway, there is a reasonable range of places to eat from McDonalds to Denny's. Most highly recommended are the Weatherford Cafe and Choi's, both downtown, serving lots of pretty good food very inexpensively. Don't look for lots of atmosphere, though. The Arizona Hang Gliding Association has contemplated holding a regional or national competition at the craters several times, but the complex land ownership (BLM, state, and private), lack of adequate desire to work and expend time and money, and concern about putting on another meet that ends up being a disaster (our sport has had its share!) have prompted members to leave well enough alone and not host any big meets. If you are interested in flying the area, don't wait for a competition, just come on over and have a good time. For information on the area feel free to contact Bob Thompson at Desert Hang Gliders, 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. ~
FOR SALE BUSINESS OPPORTUNITIES 25% interest in Lookout Mountain Flight Park, Chattanooga, Tennessee. One of the better known flying sites in the nation. For further detai Is contact Bill Bennett (213) 787-6600.
39
1981 ACCIDENT REVIEW by Doug Hildreth USHGA Accident Review Chairman First, and foremost, I would like to thank each of you who sent in an accident report, either on yourself, or another pilot during 1981. You are the backbone of our voluntary system and the only thing that makes our sport safer is the learning process that occurs following accident analysis. But, none of this is possible without you, the individual pilot in the field, turning in that accident report. Again, my thanks. Of the 132 accident reports which I received, our primary problem remains the stall: stalling at launch - 34; stalling on landing 25; and stalling while scratching for lift - 17. In 15 instances, the pilot was flying a new glider or had borrowed a glider with which he was not familiar. Likewise, 10 accidents occurred when the pilot was flying a new site. In several of these, the pilot had expressed anxiety about the new site. A new harness, particularly a cocoon, also is causing accidents (tripping on run, stall trying to climb into, tripping on landing). Pilot's attempting their first few windy cliff launches had three problems: The nose was too high; "unaggressive runs" ("inadequate lunge"); several pilots had "woofos" as their wire-men. A few tripped over the nose man; only one wire-man was knocked off the cliff by his student who failed to indicate the start of his run (fractured pelvis). The student made a successful launch. Strong weather was a factor in 12 accidents. Predominantly, intermediate pilots were flying in winds too strong for their experience. A few experienced pilots were overcome by conditions too strong for any experience level. Emotional factors contributed to eight accidents. To my amazement, only three structural failures occurred during aerobatics. All three survived with parachute deployment. I am pleasantly surprised by this small number and can only assume that stronger gliders and better instruction are responsible - since it is evident that more aerobatics are being done. There appears to be an increasing number of inadequate preflights. Several factors are responsible. First, HGMA certification and our recognition of its value has resulted in a certain complacency that the glider is airworthy ... all of the time. Secondly, newer construe-
40
tion techniques and double surfacing have made certain portions of the gliders difficult to inspect on the preflight. In addition, the slack wires have allowed two phenomena: The first is that the never-kinks can kink. The second is, that the tang can wiggle back and forth and unscrew the lock nut. Although both of these can easily be detected on a preflight, one needs to think of this possibility and take the trouble to look for it, particularly under the double surface. Please do not forget the final preflight item - there were three failures to hook-in in 1981 (hook-in, hang-check, lift the glider and feel tight straps). There were 10 instances where pilots successfully deployed their parachutes and it is highly likely that all 10 survived because of their parachutes. Incidentally, there were no significant injuries in any of the pilots who deployed their parachutes. Two fatalities almost certainly would have been prevented had those pilots been wearing parachutes. The prone pilot is injuring his face, head, and neck, as would be expected. Most pilots are wearing their helmets and helmets are reducing the severity of the head injury. Head, neck, chest, and abdominal injuries occur with major accidents and are responsible for deaths. The shoulder, arm, elbow, wrist, ankle injuries are "minor," occurring predominantly with low-level stalls. There is absolutely no question that if the glider can take the impact, the pilot fairs far better. I am impressed through the accident reports, by the number of pilots who are learning cardiopulmonary resuscitation (C.P.R.). I would encourage the rest of you to follow this admirable lead. The number of deaths from free flying in the United States continued to decline; only 15 pilots lost their lives. The causes of the fatal accidents paralleled those of the non-fatal accident (the mistake is the same). Let me reemphasize that at least two pilots would have been saved if they had been wearing parachutes. I am especially sad to report a spectator death at Dog Mountain. A "blown launch" resulted in the glider turning and skimming downwind over the launch, knocking down an elderly woman who died when her head struck a rock.
RECOMMEND A TIO NS: 1) Launch seminars stressing both the theoretical and practical aspects of launching in all types of conditions. 2) Parachute clinics on a regular basis. 3) Always fly with a parachute. Deploy it at the earliest sign of trouble. Repack it regularly. 4) Consider remote control glider mounted ejectable parachute system. 5) Consider an audible stall warning system. 6) Establish a regular preflight routine. Consider manufacturer's placard of preflight items. Invite another experienced pilot to preflight your glider to learn how he does it. 7) Complete annual inspection of the glider, with changing of all major bolts and hang strap. 8) Respect the weather and micrometeorology (rotors). 9) Do not attempt downwind launches and landing. 10) Be particularly attentive when flying a new glider or trying a new harness. 11) Be conservative at new sites. Ask advice. 12) Listen to your emotions and inner self. 13) Know and respect your limitations. 14) Consider protective pilot faring, roll cages, air bags. 15) If a crash is inevitable, avoid leading with your chin. Let the glider take the impact. 16) Hook in.
TANDEM To my surprise, I received only one accident report relating to tandem in 1981. An experienced pilot was landing tandem, was hit by a gust, corrected, but the passenger stayed on the low side (harnesses not hooked together), the glider ground-looped, and the pilot broke his collar bone.
TOW I received eight accident reports involving towing in 1981. There were five fatalities. Four of the five involved lock-outs. Four accidents involved boat towing, two involved Yarnell winches, one Atlantic UltraHANG GLIDING
light Minihill and one unspecified winch. From these several cases, a few comments can be made: First, that the operator of the winch/ boat must be in continuous verbal/visual contact with the kite. Whether the winch operator watches the glider, whether it is the boat spotter, whether a CB is used is secondary. dary. At the first sign of a lockout, the pilot must release. The release mechanism must be within easy reach of the pilot and he must keep his hands close to it. The boat or winch operator must be prepared to release at the first indication of a lock-out.
1981 FATALITIES-CAUSE
1.. ............................ Landing on top in rotor 1................................. .Incomplete assembly 1........................................ Mid-air collision !.. ...................................... Dove in(? cause)
1981 INJURIES ALL ACCIDENT REPORTS 34 ........................................... Stall on launch 25 ......................................... Stall on landing 17 .......................................... Scratching stall 11 .................................................... Weather 16 ................................................... New kite 10.................................................... New site 3 ................................................. Aerobatics 8 ...................................... Emotional factors 3 ...................................... Failure to hook-in
4........................................... Stall on launch 4 ..................................... Weather - storms 2 ........................................ Divergent glider 1.......................................... Scratching stall
STRUCTURAL FAILURES 3 ..................................... Aerobatic-induced 2 .................................. Turbulence-induced
1981 FATALITIES Date
Name
2 ................................... Never-kinks kinking 2 .................................. Lock nuts unlocking 1.. ..................... Home repaired rudder cable
Age
Experience
Location
17 ......................................................... Head 10 .......................................................... Face 8 ......................................................... Neck 18 ........................................................ Chest 11 ........................................ Abdomen-pelvis 8 ......................................................... Back 6 ................................................... Shoulder 15 ................................................ Upper arm 8 ....................................................... Elbow 9 ........................................................ Wrist 10 ....................................................... Thigh 8 ........................................... Foot and ankle 3 ................................... Permanent paralysis
PARACHUTE SAVES -
10
FREE FLYING Glider
Injuries
Cause
03-08-81
Mulligan, Bob
46
Advanced
Guadalupe Dunes, California
Manta Fledgling
Fractured neck
Dove into ground. Reason unclear. Did not throw his chute.
03-11-81
Godfrey, Dennis
27
Minimal
Slide Mountain, Nevada
Dinger Standard
Fractured neck
Scratching stall thermaling close to hill
04-0l-81
Smith, Stan
25
Advanced
Hidden Valley, California
Extensive injuries
Glider dove in - divergent?
04-16-81
Caldron, Steve
35
Minimal
San Bernardino, California
Sun bird Challenger 178 Wills Wing Raven 209
Fractured neck, multiple injuries
Stall on launch.
05-03-81
Johnson, Larry
25
Intermediate
Vallejo, California
U.P. Condor
Head, spine, chest
Attempted landing on top; got caught in rotor.
06-13-81
Gribble, Dan
27
Beginner
Snake River, Washington
Wills Wing Alpha 215
Head, face, neck, chest
Strong winds, turbulence, f1ying fast? Tumble with structural failure. No parachute.
06-21-81
Brown, Matt
24
Advanced
Spokane, Washington
Sun bird Challenger 178
Multiple
Dove in after "demonstrating" - glider was divergent - parachute was thrown too late.
06-25-81
Abbott, Bob
26
Five years
Sandia Peak, New Mexico
Electra Flyer Cirrus 5-A
Electrocution & hypothermia
Appeared to fly into storm front - sucked into hailstorm - glider apparently struck by lightning. Glider broken and torn; pilot covered with ice.
0-28-81
Leyva, Damien
14
Student
Milpitas, California
Leaf 170
Head, multiple.
Stalled on launch; turned back into hill. Pilot struck ground first. Donated heart and kidneys so that three others might live.
06-81
Stoverud, Bruce
32
Advanced
Missoula, Montana
U.P. Mosquito 166
Head, face, neck, chest, abdomen, pelvis, arms & legs.
Experienced pilot launched into mellow winds. Two minutes later, freak spring storm with high winds forced landing in canyon. Rotor slammed him in from 100 ft.
MARCH1982
41
07-14-81
Zurkey, Craig
34
Advanced
Elk Mountain, California
Comet 165
Extensive
Dove in after low-level mid-air collision.
08-30-81
Sarigo, David
52
Intermediate
San Bernardino, California
U.P. Comet
Head
Launched new glider in 25 mph winds, stalled climbing into harness.
09-06-81
Reddy, Cliff
25
Intermediate
Ruch, Oregon
U.P. Condor 194
Head, face, neck, abdomen
Over-anxious pilot failed to completely assemble glider (wing nuts). Flew glider to 700 ft. Glider "disassembled." No parachute. (Photo published Jan. HG)
10-11-81
Parker, David
27
Student
Simi Valley, California
Seahawk 190
Head
Good student. Had smooth launch, but slowed, stalled, and turned back into the hill.
1981 TOW FATALITIES Date
Name
Age
Experience
Location
Glider
Tow
Injuries
01-18-81
Cudney, Dan
32
Intermediate - 100 winch flights
Yarnell, Spout Springs, North Carolina
Se aha wk
Yarnell
03-01-81
Inman, Stephen
25
Minimal
Spokane, Wash.
04-12-81
Lewis, Joe
31
Advanced Atlantic ultralight minihill winch
Columbia, South Carolina
Seagull, 10 meter
Atlantic ultralight mini-hill winch
Head
Low-level lockout. Hands on down-tubes, release on base tube, missed on first attempt to release. Pilot hit head first.
08-19-81
St. John, Ralph
31
? Minimal
St. Clare, Michigan
Unknown
Boat tow
? Broken neck.
Boat tow, presumed lockout. Dove in from 300 ft. Possible fractured neck and drowning.
11-26-81
Klein, John
34
Five years.
St. Petersburg, Florida
UP Comet 185
Boat tow
Head (arm, chest)
Pilot had expressed concern about presence of a crane following release from boat tow and he was flying slowly near crane, apparently entering down-wind stall and flew directly into crane.
Cause
Head, chest, thigh
Winch
Low-level lockout. Release was on downtube, difficulty in locating release. Lockout; either release did not function properly or pilot did not correctly operate release.
*··············· ** KITE TUBING• BRIGHT
DIP
ANODIZED
TUBING
SEAMLESS:
)t 3/8" x .035 x 12' (2-19 LENGTHS) ....................... $0.61/ft. ~ )t 11/8" x .065 x 12' (2-19 LENGTHS) .................... $1.44/ft. ~
Model 1 Vario Readout ...................... $40. (Flask must be supplied by user) Model 2 Control Bar Vario ................. $85. Complete and Ready to Mount 3·5/8"x4-1/4"-weighs 11 ounces Model 2 & Tuffy Extent ion Bar........... $95. Model 4 Panel Mount Vario ................. $90. Fitsstandard2X"instrument panel cutout
Tufty 12" Extension Bar .................... $ 15.
42
MAIL ORDERS: Make payments via check, M.O., bank draft, etc. We pay shipping in U.S.A.
COD charges $4.00 extra (U.S.A. only). FOREIGN ORDERS: Make payment,;. in U.S. Monies, include $5.00 extra for shipment. GUARANTEE: 60 days· Satisfaction or Refund
l year against manufacturers defects. DEALER INQUIRY INVITED ...
MAKIKI ELECTRONICS • P.O. Box 629 Hauula, Hawaii 96717 • Phone (808) 293-9348
"'-- 1 3/4" x .049" x 12' (2-19 LENGTHS) .................. $1.74/ft. .....-2" x .049" x 12' (2-19 LENGTHS) ........................ $1.91/ft.
**
....._
.......
WHOLESALE CAT~L~OGUE REFUN.DABLE
i(
LEADING EDGE AIR FOILS INC.! UI S, 14TH ST, ~
ife'o~RAOO SPRINGS, CO. 303·U2·4H9
~
~
**************** HANG GLIDING
PHOENIX 6D 185 - Very good condition. Red, yellow, orange, $650. (714) 525·2816. PHOENIX 6D 2l5, 1981 - Factory flown only. Must sacrifice, $1200. (313) 791-0614. PROAIR '81 180 - Exe. Cond. $1,350. (303) 539-3335. RAVEN 209 - Factory equipped semi-novice. Excellent condition: $1095 - Flight Designs harness - also excellent $85. Steve, (408) 724-7637. RAVEN 209 - Brand new - Wills Wing harness and Bell helmet. $1,300. (714) 840·5069, days or eves. 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 cablcsi tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will .be happy to give an objective opinion on the condition of equipment you bring them to inspect.
RAVEN 209 - Mint condition. Less than 5 hrs. T.T. Clean Sail. Rob, (404) 777-8731.
NOT SO GOOD XC 185 ............ .
Prices subject to negotiation. Gliders shipped anywhere in heavy duty tubes. Similar savings on harnesses, instruments, etc. \Vrite or call for pictures, other info. TREASURE VALLEY HANG GLIDERS 5104 Albion Boise, ID 83705 (208) 336-9492
Rigid Wings FLEDGE 2A - Excellent condition, hand-painted rudders, $900. OBO. Harry (213) 701-1887.
RAVEN 229 - Great for tandem or heavy pilot. Good condition, $900. lv10SQUITO 166 - Nice sail, excellent condition, $450. STRATUS V 148 - Flies well. $150. (801) 582-1261. SEAGULL 10 METER white. (209) 445-1748, $600.
. .......................... Make offer'
Schools and Dealers
Good condition, brown & ARIZONA
SEAGULL 10.5 METER - Good condition, new bag. $700./best offer. (209) 723·6578.
DESERT HANG GLIDERS -43l9 W. Larkspur, Glendale, AZ 85304 (602) 938-9550.
Rogallos
SEAGULL SEAHAWK 170 - Like new. Kept indoors, little used. Airspeed meter, harness. $550. (804) 596-6893.
CALIFORNIA
ASG 20, 140 - Excellent condition. Must sell, S350. 317 Westview, Missoula, MT 59803. (406) 549-2855.
SENSOR 210 - 183 sq. ft. Looks and flies good. $895. Will ship. (805) 643-9550.
ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050.
CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600.
SENSOR 210E - $250. ALPHA 245, $500. or make offer. (714) 789·3103.
FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888.
SENSOR 210E & 510 - 1980 & 81, $900 & $1690. Both white & 180 Sq. (313) 335-7793.
HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. l'eaturing Wills Wing and Ultralight Products gliders and accessories. Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA. (714) 542-7444.
7 USED COMETS FOR SALE. Four 185's and three 165's. These gliders are owned by top competition pilots. The gliders are hand picked, fly above average and are in excellent trim. Will ship anywhere within the U.S. Please call for prices and colors. Chris Price, (714) 678-1984. COlvlET 165 - Excellent condition, Sl,375. Black leading edge, white body, green under surface. (415) 949-3355. CONDOR 151 - Excellent condition. Beautiful rainbow sail. $795. (213) 883-2529. DOVE C - Bright rainbow sail, light, deflexor!ess, excellent harness, vario. Delivered, $600. Incredible! (314) 961-0998. FLIGHT DESIGNS SUPER LANCER 180 - Great condition, $900. Hummingbird vario, $125. (209) 798-0758. FLIGHT DESIGNS DEMON - Beautiful sail. Immediate delivery, $1,450. (209) 798-0758. HARRIER I 77 - Excellent condition. White wired I.E, keel pockets. $1,000. (714) 349-3527. HARRIER 147 - Span-wise sail, fairings, excellent! Will ship.$1150. (714) 324-6539. HARRIER 177 -
Brand new conditioni spanwise sail,
ducks on order, $1275. Price dropping weekly. (607) 732-3345. HARRIER 177 - Spanwise sail. Flies like a dream. Bought new duck, $1250. (213) 399-5315. HARRIER I 77 with fairings. Excellent condition. Light blue, double surface, purple keel pocket, rest white. S1,000. Work (209) 632-9931, home, (209) 632·0526. LOOKING FOR A USED GLIDER? Selling yours? In 213 and 714 area codes call Doug Hertzogs Hang Gliding Referral Service, (213) 436-4891. /v1AXI SP 185 - New in May l 980. Unusually excellent condition prevails. $750. (704) 963-4216. MINI SST - 85-135 lb. wt. range. Excellent condition. $450. Gordon, (805) 682-0311. MOYES METEOR - Red & white. Excellent cond. Rigged for Moyes tow frame. S1,300 or best offer. Days (608) 362-9920. Night (608) 362-8174. Beloit, Wisc. NEW RAVEN 209 - White with blue LE. & K.P. Rainbow cloth panel on each wing. Includes bag and prone harness with stirrup. $ l,200. (714) 494·4119, Joe. NOVA '80 l90 - Exe. Cond. $595. (303) 539-3335. NOVA '80 230 - Good Cond. $595. (303) 539-3335. ODYSSEY COCOON HARNESS - Unused, $120. Call for details, (203) 653-4298. OLYMPUS 180 - Immaculate rainbow sail, applied leading edge and never kinks, $600. (312) 244-0529 evenings.
MARCH1982
STRATUS V BOWSPRIT 164 Low time. (503) 965-6104.
Needs repair. $350.
SUPER LANCER 180 - Proto·type. Excellent condition. 2 harnesses, 2 helmets. Will ship anywhere. After 5:00, (312) 742-9366. UP CONDOR '79 269 sq. ft. - In good condition. Excellent tandem glider. Asking $1,200 or best offer. Dave, eves. (408) 384-6260. WINTER CLEARANCE SALE - We have the following Demos and used gliders available. Glider Wt. Range Price 145-210 $1200. Comet (U) 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 1100. Can ship anywhere, add $25. packing fee plus shipping. Superfly Hang Gliders. (503) 479-0826.
LOOKING FOR SOME GOOD DEALS? CHECK OUR NEW YEAR'S CLEARANCE SALE!!!! BRAND NEW Comet 185 ........................................................... $1795 Comet 165, 135 .......................... ................... 1695 Harrier 177 .. ... .. ........... ..... .... ..................... ........... 1595 Centurion 165 ............... . 1495 Gemini 184 ..................... . 1445 1295 Gemini 164, 134 , .. Talon 140 ........................................................ . 895
LIKE NEW Demon 175 .. Comet 165 ....................... . Harrier 177 Centurion 16 5 Raven 229 ....... . Mosquito 166 ... . Firefly 2B 181 Seagull !OM ..................... . XCI85 ................................ . SST lOOC .......................... .
. ..................... $1395 1295 .................. 1195 1195 1095 995 895 795 495 ,195
GUARANTEED GOOD Fledge lib ............................................... . ...... $995 Condor 224 .............................................. . 895 Seagull !OM....................... . ...................... . 595 Falcon V 180 ................ . 525 495 Lazor II 175 ................. .
HANG GLIDER EMPORIUM SANTA BARBARA (Formerly Channel Islands Hang Glider Emporium) Quali· ty instruction, service and sales since 1974. Full stock of gliders (both new & used), harnesses, helmets, varies, accessories, and spare parts. Contact us for details. Located just minutes from major highway and /lying 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. (4 I 5) 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 /light simulator which allows you to learn basic flight maneuvers before committing to free flight. USHGA cer· tified. 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 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.
43
COLORADO
MARYLAND
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.
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.
LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.
MICHIGAN D&D MICHIGAN MANTA - 3220 E. River Rd., Twinlake, MI 49457 (616) 744-9492. Dealers for Fledge III and Pro Air.
CONNECTICUT AIR WISE 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.
MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-127 l. TRADEWINDS HANG GLIDING - USHGA certified instructors/observers. Classes daily. MAKAPUU RIDGE clearances. Rental gliders for advanced pilots. Wills Wing & Moyes. Box 543, Kailua, Hawaii, 96734. (808) 396-8557. IDAHO TREASURE VALLEY HANG GLIDERS - USHGA certified instruction, sales of UP, Wills, Flight Designs, & Centurion gliders. Accessories & service, ratings & site in· formation. "Come fly \Vith us! Southern Idaho offers great soaring!" 5104 Albion, Boise, ID 83705 (208) 336-9492 eves.
,\.l!NNESOT A NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA cer· tified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333. NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842.
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.
SOUTHEAST MICHIGAN HANG GLIDERS - If you enjoy bringing out the family for the day, flying close to home and just plain having fun, we can help you. We offer only the "Top-of-the-line" in Ultralights, hang gliders and accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 24851 Murray, Mt. Clemens, Mich. 48045. (313) 791-0614.
NORTH CAROLINA
ECO-FLIGHT HANG GLIDERS and MICHIGAN i'vlOTOR GLIDER proudly announce their first annual Freezin' Season Sale. Substantial savings through April on gliders, ultralights, trikes, and windsurfers, including Wills Wing, Pterodactyl, UP, Flight Designs, Bennett and Sensor. USHGA and FAA certified instructors, expert service, parts, and accessories. Call or write Jim and Mike for free brochure. 493 lake St., Benzonia, Michigan 49616. (616) 882-5070. ECO-FLASH! Congratulations to Mark Bolt for his record breaking 8 hour 42 minute flight at Green Point, Michigan. 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.
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. 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) 4 79-0826. PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.
USHGA CLASSIFIED ADVERTISING ORDER FORM 30 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -
1 word)
Photos - $10.00. Deadline, 20th of the month six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue).
George Worthington's Book "In Search of World Records"
Payment for first three months required in advance.
•
Please enter my classified ad as follows:
• • .-.
Number of words: ________ @ .30 Rigid Wings
Schools and Dealers
Business Opportunities
Emergency Chutes
Publications & Organizations
Ultralight Powered Flight Miscellaneous 19 issue and run for _ _ _ _ Begin with consecutive issue(s). My check _ _ money order _ _ is enclosed in the amount of $, _ _ _ _ _ __
Phone Number: P.O. BOX 66306, LOS ANGELES, CA 90066 / (213) 390,3065
44
Eleven World Records
World .Records
Section (please circle)
Rogallos
,,_.,- . . _-
All about high adventure in cross-country soaring Over 3000 sold Learn the real meaning of the word · DETERMINATION
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? 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." To order, send check or money order to Hang Gliding Press, Box 22552-H, San Diego, California 92122. Prices are $9.95 for soft cover and $12.95 for library hard cover. Please add an additional $1.50 for mailing and handling. Applicable state taxes will be paid by Hang Gliding Press.
HANG GLIDING
TEXAS AUSTIN AIR SPORTS - Certified hang gliding instruction. Glider sales & equipment. (512) 474-1669.
Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/l l/13. Shibakoan Minatoku Tokyo l 05 JAPAN. Tel. 03/433/0063.
Business Opportunities
AUSTIN HANG GLIDING CENTER - Lessons, winch [OW to 2000'. (512) 255-7954.
ELECTRA-FLYER DISTR!Bl'TORS. South MidWestern distributors for: Electra Flyer Corp., UF,\.I Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, TX 76013. Metro. (817) 469-9159.
CRYSTAL AIR SPORTS MOTEL· Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging. Call or write Chuck or Shari, •B28 Cummings Hwy., Chananooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.
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.
Emergency Parachutes
UTAH INFINITY FLIGHT SYSTEMS - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 359-SOAR. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the Mountain. Featuring a fully-stocked repair shop, USHGA Instructors, 2-way radios} lessons beginning to advanced) ne\v 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 Ultralite Products dealer in the Northwest. Comet, Gemini in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon 11'\cCandless, (206) 842-4970 Ken Godwin.
International Schools & Dealers SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek,
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. NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTE/1·\ is the world's newest, fastest and most reliable system. By the originator 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. NEW 26 FOOT DAR CHUTE and cross your heart harness, $325. (303) 539-3335. PARACHUTES REPACKED - Your parachute aired, inspected and repacked by experienced rigger - S 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 PROPELLERS - All sizes. Wood, beech, birch, maple. Buy the best. Factory direct. Southern Propeller Corp., 1114 Hinson Ave., Haines City, FL (813) 422-2335. HANG GLIDER EQUIPMENT COMPANY - For all your hang gliding needs. 3627 Taraval, San Francisco, CA 94116 (4 I 5) 992-6020.
13 good reasons why thet.iE."'1Altimaster IV should be on your flying machine
Publications & Organizations SOARING - Monthly magazine of The Soaring Societ\' 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.
Ultralight Powered Flight CATTO CA-14 - Needs repair, best offer. Kenny at (309) 923-4511, (309) 923-7743. KITTY HA WK KITES - Training specialists for ultralights. FAA certifted Flight Instructors. Quicksih·ers, 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. LONE STAR HANG GLIDERS. Electra Fiver, Skv Sports, Seagull, 1V1anta and UFi\1 sales, repair, in;tructim;. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159. 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 conven-
tional aircraft and Powered Ultralights. This comprehensive course includes techniques in reading and understanding sectionals, FAR\, micrometeorologyi and even float
and ski use. Upon completion of course, students recei\'c certification cards. For more details, contact us at: 2277 \X'. 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, MICHIGAN 48910, (517) 882-2468 or 1450 10th St., S., Safety Hbr., FLORIDA 33572, (813) 726-7020. 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.
1. PRECISION JEWEL BEARINGS 2. ACCURATE 3.PRECISION GEAR TRAIN 4. TEMPERATURE COMPENSATED 5. LIGHT - 331. OUNCES 6. SMALL - 3" x 1Y." 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. UUALITY BUILT 12. SPECIFICALLY MANUFACTURED FOR ULTRALIGHTS
~----.., (jyjWJ1 SSE INCORPORATED
~
5801 Magnolia Avenue, Pennsauken, NJ 08109 • 1609) 663-2234
*Dealer inquiries invited
MARCH 1982
13. RESISTANT TO OUST 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 TIMASTE R IV will tell you at a glance, accurately and reliably. Only S 89.95 at authorized SSE Dealers worldwide. 1281
45
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. UTAH'S INFINITY FLIGHT PARK - Ultralight instruction, sales & service. 898 S. 900 E., SLC, Utah 84102. (801) 359,SOAR. VOLMER AIRCRAFT - Established 1925. First to fly three control foot launched glider, First to construct homebuilt amphibian, 1958. First to construct highest performing foot launched glider, 197 l. Third to construct powered foot launched glider, 1976. First foot launched glider to fly across the English Channel, 1978. Complete plans available. Brochure for all our seven aircraft including our VJ24W - 10 HP Ultralight, $10.00. Volmer Aircraft - Box 5222 - G, Glendale, California 9120 l.
TEE-SHIRTS with USHGA emblem $6.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. BLUE/ORANGE, USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. TUBING 6061-T6 - 1-118" outside, !" inside, $1.00 ft.
Eagle Ultralights, new, used. Amsoil, $24.00 case. UPS PAID. Gull Microlight Aviation, (904) 244·5347. The rate for classified advertising is 35¢ per word (or group of characters). Minimum charge, $3.00. A fee of $ I 0. is charged for each photograph or logo. Bold face or caps 50¢ per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h months preceding the cover
date, i.e., April 20 for the June issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.
TERN: Gold keel pocket, gold center section, two white panels, orange, red, gold, green, dark green tips and LE. TYPE: Sensor 2IOE, 1980 165 sq. ft. #110. SAIL PATTERN: Orange LE, white, brown keel. No battens. WHERE AND WHEN: July 12, 1981 from Ventura, CA residence. CON· TACT: Steven Lum (805) 653-1367 or Mark Anderson (805) 644-4249.
Miscellaneous AGV HELMET, $12., LITEK vario, $95., Thoemann alt., $95., Geshard alt., $45., LEAF kneehanger harness with Windhaven 24 foot chute, $225., LEAF kneehangerproneloop-zip on cacoon harness with 26 foot Flight Designs chute, $195. New 1982 Robertson faired chute cacoon harness with faired ballast container and equipment
stash, $225. (7) 63 inch down tubes, $12. (303) 539-3335. AOL!, COMET CLONES AND POD PEOPLE! The 198 l International Cross Country Hang Gliding Championships in the Owens Valley of California © 1982. You are there for the pilots briefings, blown take·otTs, dust devil destruction and crash landings in Nevada! Ride the big trucks up to Gunter where seventy pilots set up at once! See thirty gliders catch one thermal! Watch sailplanes enter a gaggle! Rise above the White Mountains as Eric Raymond takes you for a flight on the Sunseed! Awesome! Sixty minutes of selected footage. VHS/Beta: $59.95. Rick Masters, P.O. Box 3094, Shell Beach, CA 93449. Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White wlblue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. BUMPER STICKERS - "I GET HIGH ON HANG GLIDING" or "!CH BIN EIN DANGLE FLIEGER" Blue w/white letters. $ l.60 each. Skyview Products, 8521 International Ave., #252, Canoga Park, CA 91304. FLYING ELSINORE? The bunkhouse is now open! Showers, Hot Tub, Living Quarters, Ride u.p. the mountain, and Cooking is available! lnexpensive'living while you fly! Contact ELSINORE SKY SAILS, 15524 Grand Ave., Lake Elsinore, CA 92330, (714) 678-4980. HARNESS BACKPACK - Custom made harness and storage backpack. Light and flexible, weather proof, super foam padded shoulder straps and extremely durable. Enjoy this inexpensive convenience and happy flying. Send check or money order for the amount of$19.95 to B & M Sales, P.O. Box 687, Independence, Missouri 64052.
LARGE PATCHES - (2 1/8" x 9") for collectors only. Great for caps, bags and harnesses. $3.00 plus S 1.00 postage and handling. Call now l-800-334-4777. In N.C. call (919) 441-6094. Kitty Hawk Kites.
TYPE: Moyes Maxi. SAIL PATTERN: Multicolored sail. Extra-wide stainless control bar. Orange cover. WHERE AND WHEN: April, 1981 in basement of condo. CONTACT: Jim Hogg, 2533 Ala Wai Blvd. #404, Honolulu, Hawaii 96815 (808) 923-8250. Reward.
TYPE: 209 Raven #4911. WHERE AND WHEN: Buffalo Skyriders shop, Aug. 1981. SAIL PATTERN: Red LE. and K.P. Center out: black, red, orange, gold, yellow, white. ALso Robertson cocoon harness, black, outside, light blue liner. Custom chevron on lower half three shades of blue. CONT ACT: Buffalo Skyriders, Inc. P.O. Box 4512, Albu· querque, NM 8'1106 (505) 821-6842, Reward. TYPE: 1979 Seagull 10 Meter. WHERE AND WHEN: Cincinnati, Ohio, Oct. 11, 1981. DISTINGUISHING FEATURES: Light blue sail with "Seagull" lettering. Keel and right LE. plain anodized, all other black. Red bag with thumb snaps. CONTACT: Kermit Kinne, 35 Juergens Ave., Cincinnati, Ohio 45220 (513) 751-6642. TYPE: R.D.P. parachutes: #'s 3003, 3078, 3042, 3073, 3035, 3037, 3023. Litek Model C varios: #'s 390, 417, 420, 434, 401, 423, 433, 383, 404, 403, 397, 256, 287, 213, 230, 243, 247, 233, 249, 251, WHERE AND WHEN: Delta Wing, Van Nuys, CA. Sept. 1981. CONTACT: Detective Bob Hanson, Van Nuys police dept. (213) 989-8371 or Delta Wing (213) 787-6600. Reward for information.
PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/2" dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with_ each order. Box 66306, Los Angeles, CA 90066.
TYPE: Wills Wing Raven 209 #49 I 1. WHERE AND WHEN: Aug. 10, 1981 from Buffalo Skyriders shop, Albuquerque, NM. SAIL PAT· TERN: 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.
Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 81/, x l l workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.
TYPE: Olomana #1. SAIL PATTERN: All white. Blue bird emblem on sail near nose. Orange and gold cover bag. CONTACT: Mikel Dillon, 1111 S. Water, Wichita, KA 67213. (316) 263-1287.
NEW EAGLE - 2 drive - $3,695. Rainbow color - Dean Messmer (701) 223-0957 or (701) 663-3251, Bismarck, N.D.
SOC-SAC FOOTBAGS - 12 piece sack, looks like small soccer ball. Starts round, stays round. Predictable rebounding. Custom sacks available now, colors. $9.00 each, $40./5 sacks, IO or more, call or write: Reed Gray, 1118 Lorane Hwy., Eugene, OR 97405. (503) 343·0250. T-SHIRTS - First quality hand-crafted, screen printed. Choice of2 designs, many colors, all sizes. $6.95. Dealer inquiries invited. Dynamic Graphics. Call after 5:00, (312) 742-9366.
46
TYPE: Phoenix 6D. WHERE AND WHEN: April IO, 1981 from Fairfield, CA. SAIL PATTERN: Center out: Gold, white, lt. blue, blue, black, black leading edges and keel pocket. CONTACT: Keith W. Bakula, PSC 3 Box 136, Travis AFB, CA 94535 (707) 437-21 IO. ~~~~~~~~~~~
TYPE: Seagull !OM, 1979. #9434. SAIL PAT·
TYPE: 1981 Stratos I 64 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. fYPE: 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. TYPE: Sun bird Challenger 178 #60. SAIL PAT. TERN: 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 informa· tion leading to arrest and conviction. TYPE: Sails stolen from Susan Wiegand's shop in Costa Mesa, CA early July 1981. Sunbird Challengers: #69, 162 sq. ft. -Tip to keel: red, red, yellow, gold, orange, white, white. Upper surface red. Lower surface and keel pocket red. #70, 162 - Tip to keel: Dk. blue, 6 white panels, Upper surface gold, lower surface orange, keel pocket dk. blue. #76, 178 - Tip to keel: Dk. blue twice, It. blue 5 panels. Dk. blue LE and KP. #68, I 78 - Tip to keel: White, white, orange, orange, red, red. Center dk. blue. LE and KP dk. blue. PROGRESSIVE AIRCRAFT SAILS: #37 - Black, red, yellow, yellow, 3 white, center black. Keel black, lower surface lt. blue, upper surface black. #39 - Red, orange, yellow,, 4 white, center and keel black, lower surface white, upper surface blue. #48 Brown, orange, gold, yellow, silver, brown, brown. Center and keel gold. Lower surface and upper surface brown.
Hang Gliding publishes (free of charge) stolen gliders and equipment. New listings appear at the head of the column in bold. Type up your submission in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.
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PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER Up-to-date illustrated information guarWritten anteed to improve your flying. by a USHGA instructor. • HANG GLIDING FL YING SKILLS-DETAILS ON: BEGINNING FLIGHT * INTERMEDIATE SKILLS * AERODYNAMICS " GLIDER DESIGN * GLIDER REPAIR * SELECTING EQUIPMENT* THERMALING * MORE. $6.95 + 60¢ POSTAGE. • FLYING CONDITIONS-THE ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE* ROTORS • WIND SHADOW • SEA BREEZES * WIND GRADIENT " RIDGE LIFT *THERMALS* MORE. $6.95 + 60¢ POSTAGE. • HANG GLIDING FOR ADVANCED PILOTS-DETAILS ON: COMPETITION * EFFICIENT TURNING* POLARS* SPEEDS TO FLY* THERMAL TECHNIQUES* DISTANCE SOARING" DESIGN CONCEPTS * MORE. $6.95 + 60¢ POSTAGE.
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ULTRALIGHT AIRCRAFT-DETAILS ON: • POWERED CHOOSING THE RIGHT CRAFT • AERODYNAMICS * CONTROLS * AIRMANSHIP * MORE. $7.95 + 60¢ POST. ***NEW*** • POWERED ULTRALIGHT TRAINING COURSE-A MANUAL FOR SELF-TEACHING AND TRAINING SCHOOLS-11 LESSONS AND RELATED GROUNDSCHOOLS-TESTS AND FAA REGULATIONS INCLUDED- $12.95 + 60¢ POSTAGE.
l
Except POWERED $11.95 + 60¢ POSTAGE FOR TWO $16.95+90¢POSTAGE FOR THREE ULTRALIGHT $21.95 + 90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1.10 POSTAGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA 16801 DEALER INQUIRIES INVITED
Jsf., Class2 Japan
World Champs.
All enquiries direct to factory.
FLIGHT SAILS, P.O. Box33185 TAKAPUNA, AUCKLAND, NEW ZEALAND. Phone 444-8081
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 full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($10.00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilotto be a member.
INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) D Plan B: Plan A plus Powered Ultralight & Tandem Coverage (add $20 to Membership fee)
FAMILY M E M B E R · - - - - - - - · 1. NAME - - - - - - - - - - - - - - -
0 NEW MEMBER
D RENEW/USHGA # _ __
2. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ __ D 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 (Please Print)
ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __ ZIP
PHONE (
USHGA wil I ON LY 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:
D $22.50 SUBSCRIPTION ($25.50 foreign) for one year. D $40.00 SUBSCRIPTION ($46.00 foreign) for two years. D $57.50 SUBSCRIPTION ($66.50 foreign) for three years. D $11.25 TRIAL SUBSCRIPTION ($12.75 foreign) for six months.
I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 D FULL MEMBER ($29.50,$32.50 foreign) (Plan B add $20) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) 0 TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership dues to be used for WORLD TEAM expenses.
P.O.Box 66306, Los Angeles, California 90066 USHGA Item #4
Revised 9/81
TOTAL
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:I 1&11 :I (213) 390-3065
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Launch into 1982 with DELTA WING