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

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D NEW MEMBER

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

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

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

SUBSCRIPTION ONLY - - - - NAME

$22.50 SUBSCRIPTION ($25.50 foreign)

$40.00 SUBSCRIPTION ($46.00 foreign)

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for one year.

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

for two years.

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

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

$57.50 SUBSCRIPTION

$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,$32.50foreign) (Plan B add $20) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50,$66.SOforeign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership dues to be used for WORLD TEAM expenses.

P.0.Box 66306, Los Angeles, California 90066 USHGA Item #4

Revised 9/81

($66.50 foreign)

for three years.

TOTAL

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(213) 390-3065

ULTRAUTE PRODUCTSR0.80

HRANCHO/TEIIECUI.A, CAUFORNIA 92390 U.S.A.

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

OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy Provin (Ratings) Linda Stahlberg (Membership) Terri Jo Nelson (Acct. Rec.) USHGA OFFICERS: PRESIDENT: Vic Powell VICE PRESIDENT: Doug Hildreth SECRET ARY: Elizabeth Sharp TREASURER: Ken Koerwitz EXECUTIVE COMMITTEE: Vic Powell Doug Hildreth David Broyles USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: George Whitehill, Pat Devevan. REGION 3: Rob Kells, Steve Hawxhurst. REGION 4: Lucky Campbell, Ken Koerwitz. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: David Anderson, Henry Braddock. REGION 8: Charles LaVersa, REGION 9: Les King, Richard Newton. REGION 10: Richard Heckman, Scott Lambert. REGION 11: David Broyles. REGION 12: Paul Riker!, Steve Ostertag. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, John Horris, John Lake, Hugh Morton. DIRECTORSAt-LARGE: Jan Case, Keith Nichols, Dennis Pagen, Vic Powell, Elizabeth Sharp. The United States Hang Gliding Association Inc., Is a division of the National Aeronautic Association (NAA) which Is the official U,S, representative of the Federation Aeronautique Internationale (FAI), the world governIng body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine Is published for hang gliding sport enthusiasts to create further Interest in the 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, ond illustrations concerning hang gliding acttvitles. 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 gilding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responslbllily for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose malling address is P.O. Box 66306. Los Angeles, Calif. 90066 and whose offices ore located at 11423 Washington Blvd., Los Angeles. Calif. 90066; telephone (213) 390-3065. Secondclass postage is poid at Los Angeles. Calif. HANG GLIDING magazine is printed by Penn Lithe. 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 ore $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.

ISSUE NO. 111

APRIL 1982

HangClding CONTENTS FEATURES

A WING AND A PRAYER

CUMULONIMBUS

1981 ARIZONA X·C CONTEST

GETTING RADICAL WITH WALDO

by Jim Johns

A TANDEM FLIGHT OVER BIG SUR

by Margaret Rabbe graphic by Terry Ferrer

HANG GLIDING INTERVIEWS Andy Jackson And The Making Of A Flight Park

from Dennis Pagen

byFredericoPerez translated from the Spanish by Jorge Diez by the Arizona X-C Committee

by Walt Dodge

1981 ULTRALIGHT ACCIDENT REVIEW

HANG SOARING - Cross Country Soaring Performance of Hang Gliders

by Doug Hildreth, USHGA Accident Review Chairman

by llan Kroo

DEPARTMENTS 4 5 5 8 10 12 19 21 32 45 47 50

CARTOON by Rick Masters ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS NEWLY ACQUIRED RATINGS AND APPOINTMENTS NEWS AND NEW PRODUCTS USHGA REPORTS THE RIGHT STUFF by Erik Fair CALENDAR CROSS COUNTRY JOURNAL by Tom Kreyche PRESIDENT'S PAGE by Vic Powell CLASSIFIED ADVERTISING STOLEN WINGS

COVER: Jeff Cotter over Sea Life Pork, Waimanalo. Hawaii. Photo by Leroy Grannis. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA Inc., do not endorse or take ony responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained. performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United States Hang Gliding Association. Inc. 1978. All rights reserved to Hang Gliding Magazine and individual contributors.

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Compliments To Dennis Dear Editor, My compliments to Pagen for his painting on the February '82 cover. In addition, I appreciate his tremendous writing talent. We're fortunate to have Dennis involved in this great sport. While I'm giving credit where it is due, I thank you and your staff for a job well done. Glenn Rohrbach Leesport, PA Dear Editor, I just finished Dennis Pagen's article "The Magician - Conversations With A Maestro" and I think it's fantastic. The story was so interesting that I didn't realize until the very end that I was being led on. The whole idea was to teach me something and he did it without my knowing it. Real magic! If my teachers in school had been as good as Dennis just think how proud I could have made my mother. John Saunders Harrisburg, PA

PROFS Dear Editor, For the past year I've been working as a meteorologist for the National Oceanic and Atmospheric Administration in Boulder Colorado. The Prototype Regional Observing and Forecasting System (PROFS) is the group I work for in the Boulder Labs. PROFS' task is to design the forecasting system of the future using automated weather stations, advanced satellite imagery and computers including advanced weather graphics which my future wife, Diane is developing. As an experiment for PROFS, I am currently developing a computerized forecasting system tailored for the local hang gliding and soaring community. As a hang glider pilot for the past six years, PROFS, in awarding me this project, saw no APRIL 1982

problem in using the local hang gliding and soaring community as a select group to experiment with. When the system becomes operational sometime in July, a hang glider pilot from the Boulder/Denver area will be able to call up on a touch tone telephone and receive a soaring forecast. The computer will answer the telephone by recognizing the tones punched in by the caller. In a computer generated synthesized voice, the forecast computer will give the caller a stability forecast for the Boulder/Denver front range. From the experiment, PROFS will determine how suitable this type of dissemination system would be for general public use in the future. Rich J esuroga PROFS Program Office National Oceanic and Atmospheric Administration Boulder, CO

Sky Mountaineering

INDEX TO ADVERTISERS Bennett Delta Wing Gliders .......................................... BC Eco Nautics ........................................................................... 23 Flight Designs ............................................................... 18, IFC Flight Sails ............................................ .

......... IBC

Flyers Coop ......................................................................... 23 Glider Rider ....................................... .. Hall Brothers Hang Gliding Press ...

........... IBC

................................... 48 ................. 38

Hurst ......................................................................................... 48 Kitty Hawk Kites .................................................................. 23

Dear Editor, What do authors enjoy reading? I guess I can qualify as an author, although some might wish to debate that point. I was fascinated, engrossed, thrilled, and very pleased while reading Don Partridge's "Sky Mountaineering-Owens Valley Style" in the February '82 issue of H.G. Six years ago, in 1976, l lept off 14,246-ft. White Mountain Peak at a point about 400 feet below the summit. I was on an exciting rescue mission. I crashed 40 feet down the mountain from where the feet left the ground. I set up a spare glider and was successful the second try. In '79, Butch Peachy landed in the Pellisier Flats area where Don and his group landed in '81. Whereas Don's group landed intentionally, Butch was a most reluctant visitor. He strayed too deep in a strong west wind and got behind the spine with no choices left. He was prepared. He called on CB radio and said he'd take off in the morning when the wind died a little. He had a fire, water, and a candy bar. In '80, many friends, particularly Bill Floyd, talked excitedly, wistfully and longingly about hang-gliding-back-pack-trips along the Whites and Inyos. And I wondered when the first expedition would occur. The degree of adventure involved seemed terribly exciting. Suddenly, without warning, I read Don's account in Hang Gliding's February issue and there it was! It's been done. Never have I read anything more intensely and personally satistying. Congratulations, you guys. You've made and written another great chapter in the history of hang gliding!

Kolacki .................................................................................... 35 Leaf.................................................................................. Lookout Mt ......................... .

.. 11

............................. 9

Makiki ...................................................................................... 11 Owens Valley HG Center ............................................ IBC Pagen ...................................................................................... 38 Para Publishing ..................... ..

.......... 30, 46

Pro Air ..................................................................................... Rotec ............................... .

............................ '"" 23

Snyder Ent .......................................................................... 30 Ultralite Products ..................................... ........................... 2 USHGA .......................................................................... l, 51, 52 Wasatch Wings .................................................................. 49 Whole Air Magazine ......................................................... 15 Wills Wing, Inc ........................................................ 22, 28, 29

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing W2 months preceding the cover date, i.e. Mar. 20 for the May issue.

George \X'orthington San Diego, Calif.

Hang Gliding First Aid The following letter was sem to Lynda Nelson regarding her letter 011 first aid in the Febrnmy issue-Ed. Dear Linda, I was pleased to see your letter in Hang Gliding. I have been appalled by the lack of awareness and interest in vital lifesaving techniques on the part of the typical hang glider pilot. I'm sure there is a widespread psychological problem that prevents most of them from accepting the full implications of the risk. This fact makes people like us incredibly valuable to the others because you cannot be actively involved in the sport for an extended period of time without coming across an injury at some time. My specific recommendations for a person arriving on the scene of a serious hang gliding accident must compliment basic first aid training: I) Immediately stabilize the glider. If others are available, have them hold it. If you have a knife or razor blade (and you should) and you are alone, slit the sail to spill the air. Move the glider only as a last resort. 2) Check breathing. Probably more injured pilots have died from respiratory shock, needlessly, than any other cause. We're into basics, now, and we know that just because a person is not breathing doesn't mean he's dead. But this fact needs to be impressed on those who refuse to take advanced first aid. 3) If he's not breathing, you come to one of those choices where you must save his life at the risk of making him a vegetable in the event he has sustained a spinal injury. You do not have time to assess whether or not he has such an injury. You must, with minimum movement, bring him into a position where you can administer mouthto-mouth artificial respiration. 4) If he is breathing, proceed with the primary survey as best you can while leaving him in his harness. Spinal injury is indicated by an erect penis (priapism) or lack of sensation in the lower limbs. This demands an absolute minimum of movement when lowering him onto the stretcher. Rather than try to unhook the carabiner, take the weight at the carabiner and cut the hang loops. 5) The potential for neck injury is extremely high. If he is unconscious, neck injury should be assumed. Small movements of a broken neck can result in the severing of a still intact spinal cord. Pad the stretcher on both sides of the parachute with clothing or sail material to raise the torso and minimize

straightening of the neck when the pilot is lowered onto it. 6) Do not have the slightest consideration for the glider. It is simply in the way. Move the glider away from the pilot. Do not move the pilot away from the glider. Cut it to pieces ifit can be of use. With a little ingenuity, a hacksaw and a razorblade, an excellent splint or stretcher can be made from a glider in a short time. I fly with a two-pound medical kit in a parachute bag sewn onto my harness above my parachute. In addition to the conventional items I carry these tools: an eight-inch hacksaw blade with three inches at one end wrapped in black tape, two 1/2 and 7/16 inch open end wrenches, and a razor blade. Needless to say, when I am flying my Aolus the other pilots in the vicinity are terrified of committing serious errors out of fear for their glider's safety. Which is fine with me, because when someone eats the hill, I have to come down and I would really rather fly. Rick Masters Shell Beach, CA

Keep Writing Dear Editor, Your February issue lists fifty or so people who wrote the FAA regarding the NPRM and sent copies to the USHGA. I hope there are many others who wrote the FAA. And I believe we must continue to write. Government agencies use time and small changes to advance their regulation, and they constantly receive pressure for regulation from those who will benefit economically - people in the industry being regulated. We carry heavy regulation on our already tired backs. Our flight is a precious freedom. Hold on to it. Keep our people writing. Richard M. Tone Prescott, AZ

Thermal Detector? The February '82 issue of Hang Gliding had a cartoon by Harry Martin on a distant thermal locator, which brings up the question of how birds locate thermals. Do they see thermals as infra red light? Ask the right R and D questions and such a thermal locator could be on the horizon. Hopefully the implementation of such a thermal locator would be more salubrious than that shown in the cartoon. Edwin G. Sward Worcester, Mass.

Full-Color Calendar Dear Editor, A few months back the USHGA made a major decision in returning to foot launched, powerless flight exclusively, .a. decision I feel will be beneficial to the organization and its members. However, a sizable portion of the advertising base was, in effect, removed from the organization. It is up to the manufacturers and dealers of hang gliders to take·up a lot of the slack. Without a strong USHGA all of us in the business end of the sport would be left without a binding medium - like a brick wall without mortar. One way of helping, of course, is to increase our advertising budget in Hang Gliding magazine. I would like to propose another way to support, which I feel would also add a bit of class. Traditionally, the December issue of Hang Gliding magazine is the new calendar, usually with mostly black and white pictures. My proposal is for the glider manufacturers and some of the dealers to support the calendar by paying for one month (1 color page) and supplying one of their best slides or photos. The idea could even be taken a step further, with photos being submitted with a theme relating to each particular month, for example: a glider over lots of green area or trees during a spring month, one alive with color of cfianging trees for a fall month, and maybe Santa in a glider for December. I have a number of customers who have commented that they wished the calendar was all color. If you asked around, you would most likely hear the same comments. Ifwe act now and commit ourselves to a month or part of a month, \Ve would have most of a year to come up with a really super shot, worthy of a calendar issue. The cost would be about $425 for a 4-color calendar photo, and half that if two dealers went together on a page. Desert Hang Gliders is only a small operation, selling less than 30 gliders in I 981. Even though my sales have not been huge, I feel I owe a great deal to USHGA and the fliers and would be willing to support a half-page. Pete Brock says UP will support a page. If we can get six manufacturers and six to 12 dealers to support the idea it could become a reality. How about your company? If you are interested contact editor Gil Dodgen. I'm sure he would like to see this succeed. Bob Thompson Glendale, Arizona Hang Gliding welcomes letters to the editor. Contributions must be typed, double spaced and limited to a maximum of 400 words. A II letters are subject to standard editing for clarity. Send contribution to: USHGA. P. 0. Box 66306, Los Angeles, CA 90066.

HANG GLIDING

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS Name, City, State

BEGINNER Name, City, State

Region

9 John Basa, Jr., Ft. Story, VA 2 Mark L. Hale, Fremont, CA 2 Ron Hines, Red Bluff, CA 3 Carol Jacobson, Palm Springs, CA 6 Ronald Finley, N. Little Rock, AR 3 Gregory Beyer, Vista, CA 3 Richard W. Uptegrove, San Diego, CA 2 Patrick B. Sharp, Santa Cruz, CA 3 Lisa Schuck, Pearl City, HI 3 Donald Reule, Pearl City, HI 12 Thomas Landes, New York, NY 12 Jeffrey Smith, Neptune, NJ Foreign John Pavlik, APO NV 3 George Lax, San Francisco, CA 2 Rob Smith, Fremont, CA I Larry C. Jorgensen, Tacoma, WA 2 J. Clark Taylor, San Bruno, CA 2 Chris Velasco, San Jose, CA 2 Gail Ritchie, Aptos, CA 2 John A. Bobeda, Aptos, CA 2 John G. Nuzzo, Ft. Ord, CA 2 Mark Wittenberg, Oakland, CA 2 Janet Wittenberg, Oakland, CA 2 William Aitken, Lafayette, CA 2 Patti Aitken, Lafayette, CA 2 Robert Hallstead, Sacramento, CA 12 Lloyd Ritter, Farmingdale, NY 2 Rickie Lynn Breckner, Fremont, CA 8 Mary Kesslak, Andover, MA 2 Daniel P. Hegglin, San Jose, CA 9 Susan Lerner, Kimberton, PA 12 Keith Goodrich, Rahway, NJ 9 C.R. Anderson, Centerville, VA 3 Allen Cypher, La Jolla, CA 2 Kenneth L. Moore, Monterey, CA 2 James R. Ewing, Hayward, CA 2 Glenn Axworthy, San Leandro, CA 2 David M. Totten, Placerville, CA

NOVICE Robert Davis, Ft. Lauderdale, FL Patricia Fowler, Milpitas, CA Gary Dearing, Jackson, OH Dan Butera, Soquel, CA Chris Barker, Canoga Park, CA Mark Hanretta, Goleta, CA Jeffrey A. Hansen, Maui, HI J. Scott Wenham, Poughkeepsie, NY Ron Kenney, Elkart, KS Mark W. Steur, Evergreen, CO Bert Ohlig, Newport Beach, CA Jim Med~rios, Santa Barbara, CA Robert Waldron, Banning, CA Robert F. Scott, Los Angeles, CA 8

10 2 9 2

3 3 3 12 6

4 3 3 3 3

Region

9 Jay Preskin, Pittsburgh, PA Andrew Tully, St. Thomas, Foreign Ont., Canada Hans Ulrich, Kussnacht, Foreign Switzerland 9 Rich Robinson, Canton, OH Richard A. Wilson, Frcdricksburg, TX 11 2 Jerry O'Docharty, San Jose, CA 2 Mark Kroot, Berkeley, CA Roderick Newton, Santa Barbara, CA 3 2 Jeffrey Wisseman, Atwater, CA Kurt Bennett, Talent, OR Timothy A. Bedingfield, Eagle Point, OR Marshall Lango, Jacksonville, OR Foreign Marc-Amez-Droz, Taipei, Taiwan 9 Bob Stout, Jackson, OH 2 Gene Emory, San Andreas, CA Troy Hiatt, Shelvyville, IN 7 2 Cary Dalziel, Walnut Creek, CA Steven Monson, Spring Lake Park, MN 7 Tim Huff, Brandywine, MD 9 7 Jeffrey, Busbee, Mt. Union, IA 2 Stephen York, Novato, CA 9 Dennis Scheele, Bethesday, MD Fred Maki, Sunbury, OH 9 William W. Bost, Spokane, WA Barry Roberts, Upperlake, CA 2 2 Bill L. Lloyd, Shasta, CA Richard Schleicher, San Diego, CA 3 Deborah S. Huntsman, Leucadia, CA 3 3 Robert S. Kalember, Northridge, CA Terry Edwards, La Verne, CA 3 Fred Mellon, Santa Barbara, CA 3 3 George Kobayashi, Kula, HI 4 Richard Sebastian, Denver, CO 4 Robin Hastings, Las Cruces, NM 9 Lawrence Bolivar, Highland Hts., OH Suzan Dallaire, Bristol, CT 8 David A. Royce, APO, NY Foreign 4 Jeff Wolfard, Albuquerque, NM 9 Forest Walker, Alexandria, VA Mark Vander Galien, Cherry Pt., NC 10 Terry J. Mason, Stillwater, OK 6 7 David K. Shelton, Ypsilanti, MI 10 Gary Denny, Lansing, NC 10 Joseph M. Mauldin, Athens, GA Erich Thomas Lorenz, Alexandria, VA 9 7 Robert DeVaney, Shaumberg, IL Henry Butler, Arvada, CO 4 4 Glen H. Banks, Fair Acres, NM 4 Edmund J. Ward, Las Cruces, NM Ronald D. Woolsey, Los Angeles, CA 3 James Wright, San Diego, CA 3 Cynthia Windsor, San Diego, CA 3 3 Mike Chandler, San Diego, CA 2 Barry Higgins, Los Altos Hills, CA Ron Zsigmondovics

INTERMEDIATE Name, City, State

Region

2 James 0. Crosley, Chico, CA 3 Grant Moore, Encino, CA 10 Henry Cherry, Dallas, GA Ronald Page, E. Long Meadow, MA 8 3 David Shear, San Diego, CA Michael Willis, Emporia, KS 6 Randy Bergum, Fullerton, CA 3 5 Doug Swenson, Laurel, MT 10 Tracy Stack, Roswell, GA Howard Holmes, Wichita, KS 6 2 John Taylor, Incline Village, NV 4 Kelly Levallen, Colorado Springs, CO Foreign Gianluca Zunio, Milano, Italy I Jerome Stewart, Spokane, WA Todd Clements, Mt. Vernon, WA Erling Olson, Sumner, WA 2 Jerry West, Santa Maria, CA 2 Robert Fullam, Oakland, CA William Fulton II, Lakeport, CA 2 Eddie Johnson, El Cajon, CA 3 Michael Melvin, Iola, KS 6 Joseph Horton, Quakertown, PA 9 Charles Lewis, Charlestown, WVA 9 10 Karl Fillauer, Knoxville, TN 10 Mel Young, Adamsville, AL 10 Chris Chapman, Fayetteville, NC Raul Odin, Cypress, CA 3 Trevor Florance, Kimberley, BC, Foreign Canada Bob W. Bannatynr, Kimberley, BC, Foreign Canada Steve Stout, Wyoming, MI 7 Kirk Russell, Berkeley, CA 2 2 Jim Lynn, Hollister, CA Noel Komoda, Wailuki, Maui, HI 3 3 Gregory Basrak, Canoga Park, CA 4 Gary Larsen, Murry, UT John Charles Glynn, Lombard, IL 7 Earl Chambers, Birmingham, AL 10 Foreign David Chia, Taipei, Taiwan 3 John Jesteadt, Westminster, CA Gary Fraze, Pasadena, CA 3 Michael W. Smith, Rupert, ID 5 Larry Keegan, Manhattan, KS 6 10 Barry Phillips, Greenville, SC 2 Monty Sepulveda, Grover City, CA 4 Brent Davis, Granger, UT 9 Karl Miller, Mt. Vernon, OH Foreign Walter Mariani, Milano, Italy 2 Luis Falcon, Fremont, CA 2 Robert Pugh, Stanford, CA 2 Jeff Rodger, Danville, CA 3 George Wood, Long Beach, CA 8 Ken Nilson, Bristol, CT Don McLuen, Renton, WA HANG GLIDING

Name, City, State

Region

ADVANCED 3 Mark Schell, Van Nuys, CA 3 David Neto, Pukalani, Maui, HI 4 Dana Roosevelt, Sedona, AZ 7 Bill Dodds, Plainfield, IN 4 William Comstock, Tempe, AZ 5 Dean C. Tiegs, Nampa, ID 3 Scott Aaland, Woodland Hills, CA Dave Snyder, Arcadia, CA 3 Juan Corral Gutierrez, Chula Vista, CA 3 Santiago Corral Gutierrez, Chula Vista, CA 3 Tom Neal, Raleigh, NC 10 John Wilson, La Jolla, CA 3 Keith Barghahn, Waterloo, IA 7 Robert Beck, Tamaqua, PA 9 Ken Edwards, Palo Alto, CA 2 Foreign Per Digranes, Candas, Norway Erda! Miilo, Norheimsund, Norway Foreign 10 Peter Bonifay, Lake Whales, FL 10 John Graham, Orlando, FL 3 Lee Keller, Dana Point, CA 8 Gerry Petrie, Essex Jct., VT

APPOINTMENTS EXAMINERS Steve Coan, Creston, NC George Alexander, Spokane, WA Steve Perry, Sacramento, CA

10 I 2

OBSERVERS John Cochrane, Berkeley, CA Weegie McAdams, S. San Francisco, CA Johnny Ray, Grandview, MO Steve Coan, Creston, NC John Osborne, Long Beach, CA Charles Pierce, Lenoir, NC

2 2 6 10 3 I0

B-Basic A-Advanced INSTRUCTORS Rob McKenzie-B, San Bernardino, CA Charles Cottingham-B, Wichita, KS Tom Low-A, Woodside, CA Lawrence "Pete" Lehmann-B, Pittsburgh, PA Tania Johnson-B, Milpitas, CA

3 6 2 9 2

SPECIAL OBSERVERS Charles Pierce, Lenoir, NC

APRIL 1982

mount, the compet1t1on should intensify. Remember, a flight doesn't count until after entries arc received. Enter now. Contact: AHGA, 4 319 W. Larkspur, Glendale, AZ B5304.

Jeff Burnett, a 25-year-old New Hampshire native who has flown the past five summer seasons as an exhibition hang glider pilot at Grandfather Mountain, is the top hang glider pilot in the United States on the basis of competition point standings just released by the United States Hang Gliding Association in Los Angeles. Burnett, the only person to compete in all sanctioned meets of' the U.S ..Hang Gliding Association in 1981, amassed a total of 1,485 competition points, giving him a comfortable lead over second place finisher Mark Bennett with 1,342 points and third place winner Rich Pfeiffer with 1,183 points. Bennett and Pfeiffer arc Crom California. Admitting that he is overjoyed by the an· nounccmem, Burnett says: "I put a lot into the competition circuit last season, and it is gratifying thm it paid off."

The 1982 Arizona Cross Country Hang Gliding Contest is now underway. Sponsored by the Arizona Hang Gliding Association, the 1982 contest is similar to the successful inaugural 1981 event; the only rule change is that only the longest flight of each entrant will he counted. Entry lee is $25 with cash and trophy awards going to the first five places. Pete Brock of Ultralitc Products has put up contingency awards of' $200 to first place and $100 to second place, providing both arc UP products, and Dick Boone has matched these awards for pilots flying Progressive· Aircraft products. Desert Hang Gliders has posted $100 for firs I place if the winning glider was purchased through DHG. Skybound Gliders has posted $50 to the winner and $25 gift certificates to second and third places. As the flying conditions get better and prizes

Lei! lo right: Wallace White, Gray Prize recipient, Bellina Gray and Keith Nichols, USHGA Competi· lion Chairman.

The first Gray Prize for Hang Gliding Journalism in the USA was awarded Feb. 4, 1982 to Wallace White for his article "The Sporting Scene, Hang Gliding" which ap· peared in the September 22, 1981 edition of the New Yorker magazine. Photo by Hoyt Spelman.

Wills Wing announces the release of' a new parachute harness designed for ultralight pilots. Designed by Gary Douris of Free Flight Enterprises, The System has been engineered to meet or exceed all low-speed T.S.O. requirements. Testing on the system is scheduled for March. The System incorporates a 28' conical canopy and a cable bridle which is designed to stop a spinning propellor without breaking. Dealers interested in marketing the system arc asked to contact Wills Wing for details.

Are you tired of hang-driving? Tired of spending long hours in the car driving to your favorite launch only to find yourself' kicking rocks waiting for the wind to switch? UP pro pilot, wind surfer, ski hum Sterling Stoll hated hang driving so much that he did something

about it. He took action. He studied local weather patterns and minimized wasted gas and time. He is now considered one of the leading authorities on micro-meteorology. Hang Flight Systems is pround to host Sterling in a very informative workshop "I ,ocal Weather Pattems ... the L.A. Basin." The evening will include such topics as: reading weather maps, semantics of' meteorology (understanding Dr. George), who to call for weather reports, where to Hy in what conditions, evaluating the situation (looking out your window), and a seasonal review of' the L.A. basin. You can save time and gas this season by spending a little extra time now and learning more about the weather Tuesday, April 20th at 7:00 p.m. Hang Flight Systems is located at 1202 E. Walnut #M, in Santa Ana, California. For reservations call Betty Moyer at (714) 542-7444.

There will be a mandatory meeting or all current Orange County USHC,A Observers Tuesday, April 13, 7:00 pm at Hang Flight Systems, 1202 E. Walnut #M, Santa Ana, California. This meeting will address current organizational problems. Your attendance is vital in order to make the rating system a credible functioning program in Orange County. Questions? Call (714) 542-7444. A.re you concemed about keeping hang gliding a safe self:regulated sport? Arc you a Hang III or better pilot? Do you live in Orange County? lfyou can answer to all three questions you may be eligible to become an official USHGA Observer in Orange Conn· ty. To find out more come to Hang Flight Systems on Tuesday, April 20, at 8:30 pm. T'his meeting will immediately follow Sterling Stoll's presentation on "Local Weather Pat· terns."

Pioneer International Corporation, a 50-year veteran of the aerospace industry, which developed the parachute systems for the space HANG GLIDING

shuttle, recently purchased the ultralight aircraft concepts and assets of Flight Designs, Inc. The announcement was made in New York by Mr. Miles L. Rubin, Chairman of the Board and Chief Executive Officer of Pioneer Systems, Inc. (AMEX), which owns Pioneer International. At present, Flight Designs is in the process of moving its production operations from Salinas, California to Pioneer's 80,000 square foot manufacturing facility in Manchester, Connecticut. "Having the powerful financial and engineering resources of a company like Pioneer International brings a level of recognition, maturity and professionalism that the ultralight aircraft movement heretofore has lacked," says Flight Designs' President. "Pioneer's involvement ensures a new level of refinement in engineering, quality control and product safety. The same engineering expertise that worked on the space shuttle is now focused on ultralights. One of our immediate projects is a ballistically deployable parachute recovery system. We've talked about ultralight parachutes for some time; now it's happening and Pioneer can do it best."

ROTEC TWO-PLACE ULTRALIGHT Ultralights have been restricted to single passenger occupancy and have been primarily recreational in nature. Rotec Engineering Inc. has changed that with their Rally 3, two-seat ultralight. After 12 months of rigorous testing and redesign, Rotec has developed a two-seat ultralight having the same handling qualities as its single seat predecessor, the Rally 2B. Still incorporating 3-axis controls, the Rally 3 "Big Lifter," has a 35 HP Cuyuna engine, new "swing arm" landing gear system and a larger wing span. The Rally 3 cruises at 35 mph, uses two gallons of fuel per hour, and stalls at 18 mph (power on). Contact: Rotec, P.O. Box 124, Duncanville, TX 75116.

NEW FROM DELTA WING

VISA AND MASTERCARD AVAILABLE USHGA now has available VISA and Mastercard services for membership renewal and application as well as subscriptions to Hang Gliding magazine and individual merchandise orders.

CHALLENGE RACE DATE CHANGE The date of the Owens Valley XC Challenge Race A has been changed from June 11, 12, 13 to June 8, 9, 10 to avoid conflict with the SoCal Regionals. The dates of all other Challenge Races remain unchanged.

AOLI, COMET CLONES AND POD PEOPLE

Delta Wing Kites and Gliders has a new SL (super light) back-up system. Weighing only 3 1/4 pounds, it is designed to fit into the cocoon harness flush pocket. It has the same one-step deployment system as in existing Back-Up Systems. Price: $465. A unique FM helmet mounted radio has been introduced for in-air communications between pilots and ground crew. The unit weighs only ounces and has a voice-activated transmitter. The FM feature eliminates CB interference and provides very clear reception. Price less battery: $199. A new instrument housing made of lightweight ABS has a quick detach two-position arm and comes with a small compass and room for several regular-sized instruments. Price: $57. Contact Delta Wing.

Rick Masters, the chief timer, driver and emergency medical technician for the Owens Valley Hang Gliding Center filmed every day of the XC Open, Qualifier and Classic using one of the world's finest light weight color/sound motion picture cameras. Rick is offering sixty minutes of the best footage selected from over a mile of film, and available on VHS or Beta Video Cassette. Price $59.95 plus $5 postage. Contact Rick Masters, P.O. Box 3094, Shell Beach, CA 93449.

PHOTO CONTEST Hang Gliding magazine is looking for humorous, interesting photographs pertaining to our sport for possible publication in future issues. Send your contribution to USHGA Photo Contest, P.O. Box 66306, Los Angeles, CA 90066. Winning photos will be featured in the magazine with credits. Winners will receive a free membership/renewal.

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USHCA REPORTS

be given at the next winter meeting. Criteria will include: programs for beginners and novices, site procurement and development, membership development and community relations and civic activities. A newsletter of the year will also be chosen. The preliminary criteria will include (but will not be necessarily limited to): content and pertinent information, variety, promotion of safety, appearance and service to readership.

POWERED ULTRALIGHTS

FEBRUARY 1982 USHGA BOARD OF DIRECTORS MEETING

The USHGA will officially cease all association with the powered ultralight movement as of September of this year. We currently are continuing to offer our power training and rating programs. The Power Committee recommended that these programs be offered to the AOPA (Aircraft Owners and Pilots Association). In addition, we will be willing to trade favors and influence with the new Ultralight Pilot's Association.

USHGA INSURANCE PROGRAM Insurance agent and representative Glenn Muehlstedt gave an informative presentation. He listed all claims on the insurance to date. The total amount paid in claims so far is $10,996 with a reserve for open claims of $15,000. None of the 16 claims made has been denied. It is interesting to note the nature of the claims made: More than 50% were the result of parked gliders being blown into or onto the item damaged (usually a car). Surprisingly, five of the 16 incidents involved power lines. Fortunately no one has been seriously injured, but this should suggest a potential safety hazard to be observed in the future. Muehlstedt emphasized that questions regarding insurance should be submitted in writing.

AWARDS The Ed Gardia award for a major contribution to the sport has lapsed in the recent past. (Ed Gardia was the first foot-launch hang gliding fatality.) This award will be reactivated with a new recipient to be announced at the August, 1982 meeting. Two new awards will be established. USHGA will choose a Chapter of the Year to

The purpose of the U.S. Hang Gliding Association has been changed to read: "To engage in the development, study, and use of hang gliders and the sport of hang gliding; to make available and disseminate knowledge about hang gliders and hang gliding; to promote the organization of meets and competition for the flying of hang gliders; to select pilots for national and international competition; to promote the training and rating of students interested in learning the art of hang gliding; and to promote safety and safe flying practices." The bylaws were also officially revised so that: "The Board of Directors may elect Honorary Directors for the purpose of recognition and/or special expertise. The sole function of an Honorary Director is to provide advice and input to the Board. The term of office is two years and may be re-elected. Honorary Directors shall have no vote."

FINANCES

by Gil Dodgen USHGA's new president, Vic Powell, presided over one of the most productive and positive Board meetings in the history of the Association. The meeting was held in Denver, Colorado the weekend of February 12-14, 1982. The following is a summary of the more interesting and important issues discussed and acted upon at the meeting.

BYLAWS REVISION

HANG GLIDING MAGAZINE USHGA's financial situation is improving and should continue the trend as the new dues and ad rates begin to take effect along with the onset of the season. The Association has purchased a new copy machine which should help to improve service to the members. A dues increase from the NAA (of which we are the chapter representing hang gliding in the U.S.) is expected this year. It should be noted that USHGA only reimburses Directors for half the airfare to the meetings. The meetings thus represent a significant investment, not only in time and effort, but in expense for the Directors. Directors are not only hot paid to serve, but must endure significant expense for the privilege. Doug Hildreth will be preparing a new accounting format in the future to make the Association's finances more comprehensible.

WORLD TEAM Dean Tanji made a spectacular slide presentation to demonstrate what goes on at World Cup level competition. It was emphasized by Dean that a major problem is that in this country wold teams find financing almost impossible. This seems to apply not just to the sport of hang gliding. In our case, it often comes down to who can afford the trip; other teams receive financial help from their respective national governments. A number of alternate methods of financing were discussed and the organization donated its Seagull Ten Meter to be raffied off to help raise funds. Dean Tanji's slide presentation will be available to USHGA Directors in the near future. Ask your club president to request your Director to present this very impressive display at a club meeting.

The publication of newly acquired ratings and appointments has been greatly appreciated so it will now be expanded to include Beginners and Novices. (This is effective in this issue.) A feature article of the "First Flight" variety will appear in the June issue.This will be the first in a number of ideas implemented to cater a bit more to the new pilot. Accompanying this article will be a cover photo of a new pilot on a training flight. I think we can all identify with the incredible thrill of that first launch. Hang gliding schools: keep your cameras ready. We are also soliciting photographs for an interesting/humorous photo as a "parting shot" for the publication. The photographs will be part of a photo contest with the award being a one-year USHGA membership.

NATIONAL COORDINATING COMMITTEE The FAA received 2,500 responses on the NPRM, 30% requesting the removal of hang gliding. Although we will not know until enactment in June of this year, we do know that the FAA was impressed with the fact that the responses received from the hang gliding community were unanimous in intent but individual in character. Some positive rumors are floating around about the exclusion of hang gliding from the NPRM.

OTHER BUSINESS As of the meeting one bid for the '82 Nationals had been received from Blue Stratos at Gunstock Mtn., New Hampshire. The tenta(c()}uinued on page 46)

HANG GLIDING

A WING AND A PRAYER from Dennis Pagen

Dear Gil, Recently, I found the following letter in my mailbox and thought you might wish to print it to help solve this urgent problem. The envelope is postmarked Rabat, Morocco, and contains pages of an old "Paris Match" magazine with handwriting in the margin. I have checked the situation out as best I can and am reasonably sure the letter is legitimate. There is a pilot missing from the Washington, D. C. area, and Norfolk radar did report an unidentified object moving out to sea on the afternoon of September 23, 1981. I intend to contact the U.S. Foreign Service. Perhaps others can assist with ideas, influence or funds. Most sincerely, Dennis Fagen

Dear Dennis, Please excuse my intrusion into your busy schedule, but I am in desperate need of help and your address was the only one I could remember since it appears in so many ads. I am being held in a Moroccan prison with no outside communication. I have arranged to have this letter smuggled out at such a cost I can't express. Let me begin with the events that add up to my sad fate. Almost three years ago, I caught flying fever and learned to soar in the Washington, D.C. area. Last spring I bought a Comet and began to get serious about crosscountry flying. I quit my job and took parttime evening employment so I could spend more time at my chosen addiction. One day last September, I awoke to a morning that shone with promise. The sky was bright, the birds were chirping and a breeze was blowing. I knew a cold front had passed in the night and bolted breakfast in a rush to get to the nearest northwest site. I arrived at Massanutten Mountain about noon. This 1,000 foot site is 60 miles from the nation's capital in the Shenandoah Valley system. I expected to meet up with other pilots in the area, but the site was deserted. The wind was honking, so I settled back for a nap after a leisurely lunch. When I awoke, the gusts had mellowed considerably, so I set my glider up and waited. APRIL 1982

After an hour I grew impatient and decided to go for it since I would be flying alone anyway if I went cross-country. I would worry about retrieval later. (I find reason often takes a hike on top of a mountain in perfect conditions). I launched around 3:45 and swept back and forth in a thermal search. Within 10 minutes I was 2,000 feet above the top, climbing in a warm amoeba of lift. I decided on a downwind flight and accompanied that thermal to cloudbase at 6,500 feet indicated. Soon I could see the Washington metropolis area, so I started skirting to the south to avoid the Washington airport ATC. The clouds were showing streets, so all I had to do was put the control bar to my waist and race through the sink between the streets, then circle back up to cloudbase once I was under the next cloudline. I would lose two or three thousand feet in the three miles between the streets, but gained that back in less than 10 minutes each time. Soon, I had clear sailing in a healthy row of thermals, so I punched the accelerator and cruised. I estimated my ground speed to be 50-60 mph at this point and was edging up on the Chesapeake Bay within two hours. Now, I figured I was essentially blocked from further progress but I thought I'd venture out over the water at least a little. I was at a one to one glide back to shore and still at cloudbase, so I bravely flew on. At the point of no return, I could see the other shore perhaps 10 miles ahead. I did some quick calculations and figured with a 15 to 1 downwind glide at over a mile up, I could make it. Needless to say, I held my breath for a number of minutes until I could see details on the far shore and was assured of my arrival. After a spell of mostly straight and level flight, I was cruising over the East Shore peninsula hoping for the Atlantic coast. By now, the lift was diminishing and I had to circle occasionally with the aid of my vario to maintain cloudbase. At this point, I was elated, comfortable and excited, for I could see plenty oflanding areas in the flat terrain below and I knew I had at least bested any local distance record. In a half hour I could see the Atlantic ahead, looking first like a shimmering silver slice on

the horizon, then growing to a deep blue allencompassing expanse. Before long, I was over sand and scrub and slowly descending. "What a shame," I thought. "All this altitude and I run out of land." I could see the streets run out to sea and gradually dissipate. I was still comfortable in the air and thought it would be worthwhile to see if I could cruise up the coastline for more distance or at least some sightseeing. I made the next street, but had such a hard time regaining altitude that I gave up on my coastal tour and flew out over the water to see if I could spot any sealife. It was getting late and rising air was scarce so I headed back to shore. Suddenly, I flew into a powerful but smooth surge oflift. I started circling, but soon found I could rise at 800 feet per minute just by staying in one place relative to the shoreline. This lift wasn't drifting with the wind, so I guessed that it was some sort of wave. I had read about the common occurrence of waves in the evening after a day of thermal activity and also knew that airplane pilots have detected atmospheric wave action hundreds of miles downwind from the Eastern seaboard ridges. In ten minutes, the lift was pegging my vario and my altimeter moved past the 12,000 foot mark. The clouds had disappeared and the view was terrific, but I sure was glad I had dressed in a down coat and mittens in such brisk air. I let the wave carry me aloft until I noticed I was pulling more and more on the bar to maintain my position a few thousand feet from the shoreline. I grew alarmed when I noticed a distinct backwards drift and stuffed the bar to my knees. There wasn't a bump in the sky, but my extreme flying speed didn't seem to gain me any headway. My vario still warbled and I was carried higher into stronger winds. Bit by bit I was being inexorably swept out to sea! For the first time in the entire flight I was filled with fear. I didn't dare perform wingovers to lose altitude lest I also lose more headway and drift farther from shore. I was at 15,000 ft. AGL and a mile from land when I realized I would have to change my plan. I reasoned that I could fly a little ways downwind, reach sinking air in the back of the wave 13

and still fly back to the beach at a lower altitude and lower winds. I turned tail and indeed found the sink. As I got lower, I discovered that I couldn't really tell if I was making headway toward shore or not over the unmarked ocean. Gradually, the angle to the shoreline flattened until in a panic I realized I wasn't going to make it. There was now two miles of cold choppy ocean between me and safety, so I made a mad decision to fly downwind to see if! could find the up cycle of the next wave. After a few tense moments, my vario started perking up. All I could do was hold on and go aloft. Higher and higher I climbed until I could again see the shoreline receding. I felt like Tantalus of legend, for the more altitude I gained, the further I was blown from land. Finally, I decided to take what altitude I could get and look for a boat or possibly an angel of mercy. I passed 20,000 feet AGL as

ears snapped me awake. I relocated·the rift and regained altitude. On and on I flew through that dread night, passing into sleep'ahd·jerking awake when my ears signaled a major altitude change. Each time I would wingoverto find the north star, set my course in·.the· -lift and reach a safe height. I lived. ·through a nightmare in that lifeless sky. On towards morning I had-· j.'dr'eam. dreamed I saw a light dancing before_.ruy eyes. I shook my head and tried· .to · wake up. Gradually, I realized I could fee\.'the. ·control bar in my hands, I could hear the wind in my ears, and I could see the light far below. My blurry vision teased and taunted. me;but as I banked toward that solitary glow I knew it was a beacon of hope. In the dark, I couldn't tell if ir.was land or ship until I heard the engines chugging from 1,000 feet up. I thought I would have' to crash land on deck when I realized the· ship was

when ahead of me a soft glow brightened the horizon. Morning. What a marvelous joy it was to see what I assumed was my last sunrise. The great golden ball filled me with warmth and awakened a new determination to survive. I again found a healthy wave and topped out. On through the morning I worked, using all my flying skills in a life and death struggle. As my watch passed into the afternoon I noticed the waves getting gradually weaker. I thought my goose was cooked, or rather drowned, when I noticed a huge cloud mass ahead. "Where there's cloud, there's lift," I reasoned. Then I knew I was catching up to the cold front that had passed my home so long ago, so far away. I climbed as high as I could in bumpy air produced by thermals off the warm sea, and popped into the rowdy air above the moving cold mass. The shear between those two air masses created terrific tur-

the sky grew dark. Then, I saw a light far out to sea and swallowing my fear, turned downwind. I flew on through lift and sink as I passed wave after wave. Halfway to my guiding light, it disappeared. I was in dispair, cold, scared and lonely, but something inside made me plunge on in that mad darkness. I kept meeting lift in the successive waves and climbed as high as I could without freezing, then followed the wind east. Hours seemed to drag by in this process but still I didn't see a reachable light. The moon rose and brought me comfort, for I could now see my instruments and the horizon. All through the night I traveled, changing positions in my cocoon harness and watching airplanes drift far overhead. Oh, how I wished I could see one of those lights moving below, but I had guessed that I was far from the shipping channels. My only hope was to stay awake on adrenalin and maintain altitude. I had been aloft for an eternity it seemed, 14

bulence, but I slid down the top of that cold front and into the warm air lifted at the leading edge. I had a bumpy but somewhat more comfortable ride with lower altitudes and much warmer air. There was a small bit of water left in my cross-country canister, but I was starving and extremely tired. Night began to fall and I feared that I would never see another day. My eyes grew so tired that I decided to climb as high as I could in case. I dozed off. Suddenly I awoke with a start. My ears had popped! I looked down and saw nothing but black. The low moon lit up my altimeter enough to shock me with the realization that I had lost several thousand feet while I had apparently been sleeping. I used my vario as a guide and again located the best lift just before the eastward moving front. I climbed higher and set my course by the stars. Before long, I laid my chin on the control bar and let my eyes droop. Again, my popping

moving almost broadside to the windflow. I settled down into the ridge lift kicked up by that huge boat and decided to wait for daylight. The decklights provided a perfect guide to the shape of the hull as I passed back and forth about 50 feet up. Imagine my disappointment when morning came and illuminated my savior ship. The flags, derricks and nets on board proved it to be a Russian trawler. What was most disheartening was the great amount of radar and communication antennas on board that completely dismissed the possibility of a safe landing. My disappointment was matched by the surprise of the crew when they saw me hovering over their bow, instead of the ubiquitous seagulls. Their first reaction was defensive, with drawn pistols, but after some hasty gestures they realized I was harmless. One crewman could speak a reasonable facsimile of English, so I told him my story and begged for food. Before long I was snatching HANG GLIDING

bread and fish tossed from the boat like a seagull on the wing. I spent a few happy hours relieved of my loneliness and floating around trying to figure out how to snag a line and climb on board. My questions to the crew regarding their destination went suspiciously unanswered. I decided to hang on and wait it out. From the sun's position I could see the boat was heading east. I was soaring the south side of the boat in a southerly wind. After several tedious hours I suddenly noticed a few seabirds drifting my way. They slipped in beside me and eyed my cautiously. Soon we were joined by others - mostly herring gulls and a few terns. My heart leaped as I realized we must be nearing land. Sure enough, within an hour I could see a faint blue line on the eastern horizon. Imagine my excitement upon finally seeing terra firma after two days of nothing but water and air. The closer we got to the coastline, the higher my hopes soared. We were several miles out and I could see dunes and cliffs when the ship made an abrupt turn to the left. My heart sank as I realized the Russians were heading north to skirt the coast outside the three mile territorial limit. I edged around to the stern of the ship and made another risky decision. I had noticed two sea birds passing in long straight glides to and from the land. I guessed that they were ex-

plaiting lift from convection rolls blown flat by the building seabreeze. I shot out from the ship and followed the trail of a friendly bird. To my relief, I found I was maintaining altitude and even gained a little here and there. In no time, I could see waves breaking on the shore. Closer and closer I approached the beach, cruising over the water in the healthy tailwind. I breached the shoreline and shot up in the lift in front of a seaside cliff. As you can surmise, I was shouting for joy. Looking around for a suitable landing area, I noticed the coast was a desert and showed little sign ot habitation. Further inland I could see lots of green and distant mountains. I caught a thermal from the beach and headed for the trees. Thermals were bubbling everywhere, and I must have traveled twenty miles over that hot terrain when I saw my goal: a large city with certain provisions for food, water and rest. I flew over the city and set up a landing in a large courtyard. I dodged a few palm trees, skimmed over a hedge and flared for a landing on a wide lawn. My legs were rubber and I fell on my face with the world spinning in my head. I had been in the air for over forty-five hours and it felt so strange to lie still on a hard surface. I had just about revived when I heard a rush of running feet. Looking up I found I was surrounded by soldiers with ugly looking rifles pointed in my direction! They jerked me to

my feet, searched me thoroughly and marched me to a large building, dragging my poor glider behind me. We entered a dark room and confronted a bearded, cold-eyed official. He shouted at me in a language I couldn't understand and threatened me with gestures that were all too clear. He seemed particularly concerned with my vario, but after a half hour of non-communication, I was led away and thrown in this ten-by-ten cell where I have remained for the past few months. I have managed to get some information from my gap-toothed jailer and found that I have landed in Rabat, Morocco. I am suspected of being a terrorist (my vario was thought to be a bomb) for I made the bad mistake of landing in the courtyard of the President's palace. I took off without my wallet, so I cannot prove my citizenship or the nature of my arrival in Morocco. Again, all I can do is appeal for your help in gaining my freedom. If I ever get back home, I'll have a hell of an entry for my logbook. Yours in hope, L.O. Oflirpa This sr01y can only be considered as rragic. The pilor braved incredible adversities and set what will probably be the all-time world records in hang gliding for dura1ion, ahitude gain and dislance. To have such a flight end up in so sad a manner is unacceptable. We appeal wall readers to help save our fellow flyer. ~

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 D Money Enclosed Charge Card Number: I qualified novices.

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

WHOLE AIR the magazine for pilots

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Expiration Date: _ _ _ _ __ Is this a renewal? D Yes D No I $12-2 years Published Bi-monthly (Canada, add $2/year--Other countries, write for air rates.)

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-~_J 15

'f CUMUlONJMBUS 'I

by Frederico Perez

The following is a true story by a Spanish hang glider pilot, who, tired and shaken to exhaustion in a cumulonimbus cloud, had to bail out of his glider at 4,000 meters altitude with no more than a small back-up parachute, and managed to land without injwy about ten kilometers from the town of Baza in Granada, Spain.

1981 Spanish Hang Gliding Championships I launched and climbed smoothly, flying 300 meters diagonally to the right, while gaining some 50 or 60 meters of altitude. When I 16

translated from the Spanish by Jorge Diez

reached about I 00 meters above and in front of the ridge I turned again to the right and the vario showed climb which, with a few 360s, let me gain more height. At this point I saw a flat cloud that presented no problems, so I headed on a course to intercept its base. Upon noticing that the vario was chirping I circled and started gaining altitude. At this time I was some 300 meters above takeoff and by the time I reached cloud base I was about 700 meters above takeoff. I noted that the spectators were on the right side of the mountain, and that I was directly over the takeoff site. Then I turned to the right and let the cloud carry me

while I watched my friend Carlos launch and fly very close along the ridge. When I reached the end of the ridge and made a left turn, I noticed that Carlos had already gained some altitude, and I just followed the cloud which was now passing behind the ridge. When I saw the mountain two to three kilometers away I still had 500 to 550 meters above takeoff and very smooth flying with zero sink. I then saw Carlos appear some 600 meters on my left and about 200 meters above me. He was circling the edge of a dangerous looking cloud, but seeing him flying there convinced me to try it. I was now some 400 meters above takeoff and eight to ten kilometers from the mountain, so I left my cloud and headed for Carlos', noting that I was climbing and almost reached his altitude, with him on my right. I then had about 700 meters above takeoff when I noticed strong lift that took me into the cloud. The first thing I thought of was getting out so as to be able to see, so I pushed out to stall and then did a wingover. With these maneuvers I was able to hold my altitude for a few moments but after a couple of minutes of this I checked the altimeter and found I was now at 900 meters. Then I figured that the cloud was not what I had thought, so I tried diving all I could while on a fixed heading so as to get out of the cloud. After about ten minutes I was at 1,300 to 1,400 meters, and I began to feel cold and wet. I then tried stalled turns as before. U pan entering the cloud the vario had shown 3 to 3.5 meters per second. Now it was pegged up! It sounded like a crazy cricket, and the altimeter was constantly winding up. My apprehension of the worst made me consider the possible ways I might get out of this cloud. Shear speed did not work. Neither did wingovers. Neither did stalled turns or full dives. The only thing left was to unhook myself and grab the keel and work my way to the nose, or break up the glider with a dive and a sharp pull-up, which I tried six or seven times. By now the control bar was covered with ice, as was my face and everything. The hail that had begun lightly was now a nuisance even in my situation. The altimeter now indicated between 2,400 and 2,500 meters and I thought that the center of the cloud could not be too far. As a last resort I again tried diving, HANG GLIDING

but soon found I had gained many more meters without resolving anything. Then I began getting heavy turbulence. The glider was gyrating wildly. Checking the altimeter I found that I was at about 2,800 meters, and thinking about this decided that I could not waste another second; my solution was to bail out before the glider was drawn to the center of the cloud, which should have been very close above me. Adding the height of the mountain to my altitude I would have been above 4,000 meters ASL, which left very few meters before running into breathing problems, so with a tremendous effort, because of the gyrations of the glider, I climbed into the control bar, while thinking about my chances in a free fall from that altitude. The parachute was not designed for a free fall opening. I did not know if the harness would take it. If I was already in the center of the cloud I might not escape, so there was no doubt about what to do. I unhooked the carabiner after removing the ice and grabbing with one hand all the harness cords. At this moment, I don't know whether it was because I hit it with my foot or whether because of the force of the wind, which was deafening, the vario careened off to one side, and then as I was trying to fasten the safety lock on the carabiner it was I who was thrown out of the glider by a new surge, stronger than the others. Visualizing in microseconds several talks I had had with a friend, who is both a skydiver and hang glider pilot, Eduardo Castellanos, I then thought that the best way to escape this maelstrom was to stretch out with my arms at my sides. I now felt I was falling awfully fast. First I noticed the hail; then it stopped. Then I spread myself, as my friend had told me and I had seen in movies about skydiving, spreading my arms and legs. I think at about the same time I came out of the cloud so I ended my free fall position, knowing that the jerk of the parachute on the harness would be tremendous and the best resistance to this would be lying prone so that all the cords would take the force together. I checked my altitude by looking toward the takeoff mountain. Figuring that I was about 300 meters above it I reached for the parachute, but I started uncontrolled rotations, so I spread my arms again and looked down to locate the release on the parachute. I then closed both arms and quickly released the chute with my right hand and returned to the spread arm position. I then felt a strong tug, and I was hanging from the parachute. I looked up and watched it collapse and open again several times until it stabilized. I then rotated and grabbed the lead line that was behind me, so as to land on my feet. I was about 300 or 400 meters high and floating down very slowly while figuring where I was

APRIL 1982

going to land. As I was falling I saw the parachute container falling alongside, then I lost sight of it as I got closer to the ground and I saw some high tension electric cables. At first glance I thought I would clear them, but when I was 50 meters above them the chute misbehaved and backed up, so then the wind would blow me into the cables. But I continued dropping and landed gently in front of them. I tumbled to the ground, then rose and ran after the parachute, but it beat me and dragged me 100 meters up the hill, whereupon the rotor on the hill stopped and collapsed the parachute. When I reached it, I grabbed it by

the canopy and rolled it up in my arms. I then looked for the highway, which was 300 to 400 meters away, and stopped a car to ask for a lift to the town. On the way, at eight to ten kilometers from Baza, we met some patrolmen and asked them to put an urgent call through to Zujar to let the championship organizers know that I was safe and sound, since I believed that they had seen me come down by parachute, and to tell my friend Carlos who had been flying with me when it all happened. Upon reaching the hotel I met two lady friends. One of them quickly set off for Zujar,. to let them know what happened, and the other accompanied me to my room where I washed my face with warm water, since it was hurting because of frostbite, and also my eyes

were hurting badly, because I had lost my goggles when I fell from the glider. After washing up, I lay down and sent a friend out to look for some burn ointment with which she was able to coat my face while I relaxed. While lying down I only then realized exactly all that had happened to me, and it seemed incredible to be lying there. When we went down to the bar where we had a few beers, because I had an insatiable thirst, I retold Mari Paz more or less what had happened, although I believe somewhat muddled because of the great excitement I must have been under. After a while two gentlemen arrived and said that they had seen two gliders alongside the highway from Baza to Murcia about two to three kilometers away. The owner of the hotel, a very friendly man, then offered to drive us out to check if it was my glider and Carlos' glider, but we drove much farther and reached Cular de Baza where I met several fellow pilots. The owner of the Hostal Costa del Sol returned from there, while we stayed to chat with friends. Among them was this friend whom I mentioned before was a skydiver, and I told him about it. Later we returned to Baza where a whole group ofmy friends and my car were awaiting me. We discussed everything and I found out that the cloud had sucked Carlos up vertically some 300 meters and then dropped him another 300 to 400 breaking both leading edges and several battens on his Maxi, but the glider withstood the buffeting, stabilized and was able to make a perfect landing. After this experience I believe, as I have before, that flying consists of at least 20 or 30% being aboard a glider and the remainder in learning from books or chats with friends. Another thing was that my equipment was of the best in the world. The glider was an Atlas. The parachute was from Bill Bennett. Above all, the harness was from Mariano Sanchez and I want to mention that not only was it able to tolerate conditions far in excess of all extremes in hang gliding, but it did not show evidence of having broken a single stitch after the event. After chatting with various friends, Angel de Ayala told me that another method for attempting to escape a cloud is to stand on the control bar and grab the forward flying wires to dive. That way, even though the glider is climbing it is going fast enough in a straight line so that there is a good chance it will escape the cloud. I did not know this. Another error on which I lucked out was not checking on which side I threw the parachute. The bridle was on my right. Had I thrown the chute to the left the twist the chute would have given me on opening might have been fatal. This information I now keep very much at hand, as well as the fact that I have now made my first parachute jump, and a free fall at that! ..,..

Just when you thought a glider coutdn'tf:)e ... anY Ughter ... set up anY quicker ... perform anY better i\

JAVELINSPECIFICATIONS 208 168

Leading Ed ge Area Aspect Ratio Nose Angle Span

18' 168 sq. ft. 6.1 122 degrees 31'8"

168

18'4" 207 sq. ft. 5.2 122 degrees 32'2"

Pilot Weight Range w. B eight Including Bag reakdown L Trike Adapta:~;'1 Root Cord

115 . 195 lb 208 59 lbs s 160. 240 lb 12' 64 lbs s 12' Optional

Optional

9'2"

10'1"

An instructional column for the new pilot. by Erik Fair

The Right Sruff this month is about cool. Emily Post would swear we're talking etiquette here but then she never spent any time begging people to drive her up dusty rutted roads to obscure mountain tops so she could battle her way through 15 excited humans and their hang gliders to a small patch of ground where she could hook into her hang glider and run off into space. She also never spent any time mixing it up on a ridge or in a thermal with 15 other fanatics whose goal, like hers, was to get up as high and stay up as long as possible. Sorry Emily, but when we're talking pursuit of airtime, words like "etiquette" or "manners" just don't get it. "Rules" is closer but "cool" is what we're really talking about. So if you want to know what's cool and what's uncool in, under and around hang gliders, read on. You will be immeasurably enriched.

DRIVERS AND RIDES UP THE HILL Let's start at the beginning. If you're what those ultralight power boys disdainfully call a purist (no engines, man), you've got to get yourself and your glider up the hill. Unless you're lucky enough to fly a site where you can always land on top you've also got to be picked up where you land. Traditionally, getting to launch and getting picked up involve either a driver or the creative begging of rides. All drivers should be treated with the utmost respect. A driver makes it possible for you to enjoy your whole hang gliding day. On the way out you don't have to worry about getting to the top. While flying you don't have to ·worry about landing out or landing in time to catch a ride to retrieve your vehicle. After landing you don't have to go through the time and effort of vehicle retrieval. Driver privileges should include: The best seat in the car, exemption from contribution for gas, free burgers and beer, enthusiastic and sincere gratitude (just short of groveling), and other personal comforts such as lounge chairs, lemonade and shark repellant. It is definitely uncool to lead drivers to believe they're lucky to get a chance to come watch you spread your ego across the sky. It is also in poor form to take off leaving your APRIL 1982

11nr,1

WF<J

for you, overload their car or rack, or do it for nothing, though lots of times they'll do all three. More specifically, it is incumbent upon you to load up quickly and offer gas money or other compensation for the favor. It's sort of uncool to ask for a car retrieval ride to the top after dark. If you have to do so occasionally you will probably get your ride because most pilots are more than willing to help out in a pinch.

SET UP AREA AND LAUNCH

driver with equipment strewn from one end of launch to the other, without directions to the landing area (or enough gas to get there), and with the comment: "Everything works fine except for the brakes." If you don't tie extra gliders onto the rack or if you forget to leave keys, you get what you deserve If you're not lucky enough to have a driver it's usually easy to cadge rides from your pilot brothers and sisters who, like you, know what's at stake. Your chances of getting rides are increased if you don't expecr people to wait

Set up so that you won't directly interfere with someone who staked out a set-up area before you. It's basically first come, first served. If you like to set up early and wait for conditions to get better do both at a place where others can get by you to launch. If you're hooked in and standing at launch waiting for the right moment to start your takeoff run, by all means take your time. If you're taking a longer time than is normal for you it is definitely cool to tell the person behind you that you're not comfortable with current conditions and ask if he'd like to launch ahead of you. If you're waiting behind someone whom you feel is taking an inor-

Figure I: Glider turning away from ridge is blind to traffic over less space and through less of his turn arc than glider turning into ridge.

Figure II: Glider being overtaken has just completed a proper passing turn away from the ridge. Glider attempting to overtake him toward ridge Is safe. Glider overtaking to the outside is on collision course.

dinate amount of time to launch, it is cool to tell the person that you like current conditions and ask if you can take off ahead of him. It is totally uncool to pressure him, question his manhood, or make derisive comments about him and his momma.

space, your bank angle keeps you blind to traffic until a split second before you come out of the turn. See Figure I. 3) When two gliders are traveling in the same direction, at the same level, the overtaking

(faster) glider passes on the ridge side. This works well with rule 2 because when the glider in front follows rule 2 and makes his passing turn away from the ridge, the overtaking glider does not interfere with the turn. See Figure II. 4) Any glider coming up has the right of way. The higher glider must give way because he's the only one who can see what's going on. 5) In any event clear all turns and constantly look around. Do 1101 stare straight down or at your vario. Fly as though anyone at any time could violate these rules. Alway leave yourself room to get away from traffic. 6) Specific ridges may'have specific rules. Torrey Pines, for example, requires that all pilots carry whistles which must be blown to signal takeoff, passage through the RC glider window, and intent to approach for landing. Check with locals for specific rules.

THERMAL LIFT Same life and death situation. The basic rules are as follows: 1) The person entering the thermal first

RIDGE LIFT Time to get serious. The difference between being cool and being uncool while working ridge lift can literally be the difference between life and death. The basic rules are as follows: I) When two gliders approach each other head on at the same level, always give way to the right (turn to the right). If one goes right and the other left, a mid-air collision is likely. 2) Unless you are absolutely sure no one else is near you, make your passing turns away from the ridge (into the wind!). Turning into the ridge puts you on a downwind leg which means you'll cover more airspace before coming out of the turn. Space is limited on a ridge. Also, while you're barging through all that

-----=-=---:---·:-:-

Figure Ill: Lower glider coming up can't see. Top glider can.

Figure IV: RIGHT - Both gliders can see each other most of the time and, by traveling in tne same direction are not on collision course. WRONG - Both gliders are blind to each other due to their bank angles and are on a collision course.

HANG GLIDING

~-,,~ I

Figure V: RIGHT - None of the gliders is cutting the others' circles. WRONG - All gliders are turning in the same direction but their circles all intersect. High risk of collision at the intersection.

establishes the direction of the thermalling turn. Figure IV shows the obvious problem of two pilots thermalling in opposite directions. 2) Enter the thermal at different levels. For example, it is cool to allow the glider preceding you a few turns to gain altitude before entering yourself. 3) Do not cut the circle of other gliders in the same thermal. Adjust to other gliders so that your thermalling circles are more or less concentric. See Figure IV. 4) The glider on top must give way to a glider coming up from below for the same reason illustrated in Figure III. 5) Always clear turns and constantly look around. Do not stare straight down or at your vario. Assume people will violate these rules and always leave yourself room to escape. 6) Specific sites may have specific rules or characteristic conditions. Always check with locals or more experienced pilots before flying new sites or attempting more demanding thermalling techniques.

SUMMARY I) Treat drivers like gold. They're worth their weight in it. 2) Don't expect favors when begging rides from other pilots even though you usually can. 3) Be considerate of others during set up and launch. 4) Follow rules of the ridge and be cool in thermals. Don't count on anyone else to do likewise unless you know them and their degree of cool extremely well. 5) Clear all turns and constantly look around. 6) Know specific rules and characteristic conditions of specific sites before you fly. 7) Don't be in a big hurry - you have an entire soaring season in front of you. Please send questions or comments to: The Right Stuff, c/u Hang Flight Systems, 1202 E. Walnut, Unit M, Santa Ana, CA 92701.

APRIL 1-0CT. 31. North Carolina XC contest. Longest flight wins. $15 entry. Contact: Carolina Ultralite Air Sports, Robert Crowell, Rt. 4 Box 355C, Boone NC 28607 (704) 264-9351. APRIL 17-18. First annual new glider and equipment showcase. Contact: Kitty Hawk Kites, P.O. Box 386, Nags Head, NC 27959. APRIL 17-18. Fort Funston air race qualifier. Contact: Walt Nielsen, P.O. Box 207, Daly City, CA 94016 (415) 992-6020. APRIL 29-MAY 2. Fort Funston Air Race World Invitational Competition. Contact: Walt Nielsen. APRIL 24-25. Marina Steeple Chase. Marina Beach, CA. Contact: Pat Denevan, P.O. Box 828, Marina, CA 93933 (408) 384-2622. APRIL 17, JUNE 19. Intermediate and Advanced qualifying meet for ratings at Ed Levin Park, CA. Contact: Pat Denevan (415) 656-6656. MAY 14-16. 10th Annual Gliding Spectacular. Contact: Kitty Hawk Kites, P.O. Box 340, Nags Head, NC 27959 (919) 441-7575. Ask for complete calendar of events.

MAY 16. Sky Riders of New England Swap Meet. Groton Hills, Contact: George Crowe (401) 767-2858. MAY 24·27. Instructor Certification Clinic, Basic. May 28-31. Advanced. Contact: Al Godman, 572 Orchard St., Golden, CO 80401 (303) 278-9567. MAY 29-31. Memorial Day Fly-In. Dry Canyon, Alamogordo, NM. Hang II with mountain experience. Contact: Dave Sealander (505) 437-8762. MAY 30-JUNE 6. Lariano Triangle International XC Championships. Contact: Tony Masters, Via Monterosa 11, 20149 Milano, Italy. JUNE 8-10. XC Challenge Race A. JUNE 11-13. 7th Annual East Coast Championships. White Lake, N.C. Tow meet. Contact: Tommy Faircloth, 5217 Hornbeam Rd., Fayetteville, NC 28304. (919) 424-4302. JUNE 25·27. Region II Instructor Cert. Program. Contact: Lowell Levinger, HG West, 20-A Pamaron Way, Ignacio, CA 94947.

JUNE 26-27. Honduras tournament of hang gliding. JULY 3-5. Region Regi~nals. Send SASE to: Cloudbase Country Club, 52-A 221st SW, Bothell, WA 98011 (206) 481-5878. JULY 22·23. Dayton international airshow and trade exposition. Contact: Mark Chatterton, 808 Sipos Circle, Englewood, Ohio 45322. AUGUST 16-20. Trofeo Sansicario hang gliding grand prix XC competition. Prize money. Contact: Gi Ferraris, Holiday Club Cansicario, 10054 Cesana Torinese, Italy. SEPT. 11-12. 4th Annual Canadian-American Challenge Cup. Black Mtn. Wash. $30 entry. Contact: Rick Girard, 1911 Larrabee, Bellingham, WA 98225 (206) 733-5467. SEPT. 20·26. Telluride World Invitational Aerobatic Hang Gliding Championships. P.O. Box 456, Telluride, CO 81435. NOV. 27-29. Suncoast 8th annual tow launched hang glider championships. St. Pete, Florida, Contact: Hal Elgin, 6639 Emerson Ave. South., St. Pete, FL 33707.

APRIL 1982

WILLS WING HARRIER II

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 II. Redesigned for this year, the Harrier II 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

177

147

Span

34'8"

33'4"

30'

Glider (with/without

66/62 lbs.

57/53 lbs.

51/48 lbs.

165-265 lbs.

150-250 lbs.

110-210 lbs.

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$1795/$1675

mylar) Pilot Wt. Pilot Skill Price (with/without

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Dealers ' Inquiries Welcome Write to: Flyers Coop

P.O. Box 614 Buffa lo, New York 14215-0614 or call Ken Zachara : (71 6) 884-8447

Hang Gild ing Instr uctors -Individuals at all skill levels with strong interest 1n hang gliding will be considered We will train and certify qualif ied people This is an excellent starting posit ion to advance to other company posit ions

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The 1981 Arizona Cross Country Hang Gliding Contest has come to a close with results that should bring a grin of satisfaction to Peter Brock. A parade of Comets, led by Bob Thompson, swept the newly inaugurated event, sponsored by the Arizona Hang Glider Association. Thompson's winning effort of 52.5 miles was considerably less than neighboring New Mexico and California have to strut about, but was respectable, nonethe-

less, considering the obstacles and weather involved. A disappointingly small number of fliers from outside the Phoenix area entered this year's contest, resulting in few flights being submitted with launch points other than Shaw Butte. In fact, for practical purposes, the 1981 contest could have been labeled the 1981 Shaw Butte X-C contest. Due to the tremendous list of variables, luck factors, and information

gained from the 1981 contest, the 1982 contest should draw quite a few more entries and is expected to be as highly competitive as this year's contest, but will hopefully produce some longer flights. Payson, here we come! At the January meeting of the Arizona Hang Gliding Association Bob Thompson, Rik Fritz, and Dave Evans were presented trophies, and Bob collected $400 ($200 contest money and $200 from UP), Rik received $70, and Dave got $7. Having llown over 700 cross-country miles off Shaw Butte in 1981, Bob joked that considering all the miles his chase vehicles racked up he probably broke even with the gas bills. As with most contests, there were a number of interesting talcs. On Bob's winning flight he was at 11,600 ASL and within easy gliding distance to Payson (which would have made for a 65-rnile flight) when a severe storm spitting lots of lightning blocked the path. Recalling a previous long flight which ended in a weather forced landing with no witnesses, Bob blew off 7,000 feet of precious altitude to land at Jake's Corner where the local bar provided an abundance of astounded witnesses, in·· eluding one claiming to be a Notary Public. "The choice was clear" said Bob, who had in the previous month llown over 50 miles, landed short of the nearest road, walked, carried his Comet and flight gear for four hours down (sec co/lenJneud, IC\'! w11111111cd on pagt 30)

HANG GLIDING

OPPOSITE PAGE, TOP: Bob Thompson (supine, Comet) and Russell Gellon (prone, Mega) flirt with the clouds. Photo by Lyn Thompson. INSET: Rik Fritz about 9,000 feet above north Phoenix on X·C flight from Shaw Butte. THIS PAGE, TOP LEFT: Le11 to right; Rik Fritz, Gary Brown, and Bob Thompson celebrate alter 30 + mile X-C flight. TOP RIG HT: David Evans lands his Comet. CENTER RIGHT: Gary Brown 9,000 feet above Paradise Valley area of North Phoenix. ABOVE: Supine pilot Bob Thompson takes aim at the bullseye. Photo by Lyn Thompson. LEFT: Gary Brown 7,000 feet above Scottsdale Airport on X·C flight from Shaw Butte. CENTERSPREAD: Gary Brown tries out U.P.'s Gemini In the warm winter skies of Phoenix, Arizona. Photos by Bob Thompson except where noted.

steep slopes and canyons, was retrieved by the AHGA secretary-treasurer, getting home· at 2:00 a.m., and then was informed by the contest committee that even though he had pictures of the flight and landing zone that the flight would not count ·as there were no landing witnesses. Rick Fritz, a current Pro Air employee, garnered second place on a 185 Comet borrowed from Bob Buxton. Rik, who usually flew a 140 Pro Air, was "a tad" light on the big Comet. The winds were strong to begin with, and when Rik got to the Mazatzal Mountains he found himself with the bar to his knees, going backwards. Somehow, he got through the backside turbulence in one piece and found an opening in the trees. Rik landed in an old corral a couple of miles from the highway, and to his luck, there were a number of people there target shooting who make great landing witnesses. Dave Evans, a relatively new pilot, nabbed a tie for fifth place the long way. He first flew northwest, then east, then north, thus squeezing a 50 + mile flight into a 33-mile straight line. Dave has progressed well the last year and will be a strong contender in '82. Hans Haydrich didn't think he had a chance of even placing and didn't enter. As it turned out, he flew about 50 miles to Punkin Center, which would have placed him second in the contest. You can bet he'll be in the '82 contest!

Gary Brown, unsure of the lift and glide needed to get over the Mazatzal Mountains (it's about 10 air miles to the next road from where he would have crossed) blew off over 8,000 feet of altitude, entertaining lots of weekend boaters at Bartlett Lake. Landing on the boat ramp (the only open spot) Gary received a great cheer and ovation, an invitation to go water skiing, and a trip back to Shaw Butte with his Comet securely tied to a ski boat that looked like it could do 100 mph easily. Gary arrived back at the Butte LZ with a beer in hand and pretty girls on both sides. Rough life, Gary! Good for sixth place, Gary could have easily traded that day with some higher placing pilots. On March 28th the sky was full of Comets, as Bob Thompson, Bill Comstock, Scott Schuff, and Dave Smith all descended on Fountain Hills (22 miles from Shaw Butte) just ahead of incoming weather. Scott should get the sharp-eye award for seeing one more speck in the clouds as Rob Murray headed for the same LZ in his Voyager. All were tickled to see Mark Fuge come driving up in Bob's retrieval truck. Sure beats thumbing a ride. This kind of contest is really super. Fly when you want, where you want. Every flight counts if you enter and meet the stipulations of the rules. Pilots are not pressured to fly when they consider the conditions to be unsafe. Anyone in the state can enter and everyone has

13 good reasons why thef-lE.\I\IAltimaster IV should be on your flying machine

a reasonably good chance at winning. The 1981 contest was fun and educational. The 1982 contest promises to be even better. Results: 1) Bob Thompson 2) Rik Fritz 3) Bob Thompson 4) Bob Thompson 5) Dave Evans Bob Thompson 6) Gary Brown

165 Comet 185 Comet 165 Comet 165 Comet 165 Comet 135 Comet 165 Comet

52.5 miles 44 miles 40 miles 37 miles 33 miles 33 miles 30 miles

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HANG GLIDING

by Jim Johns Mike Helms over the "sewer." Photo by Mike Helms.

He's read all the magazines, knows all of Pagen's books by heart and he's been flying now for about four months. He took 10 lessons and just got his brand new Super Lancer with a custom rainbow sail. As is common these days with improving gliders and more efl1cient training Waldo has already learned to ridge soar at our little coastal ridge in Marina. Marina Beach has been described as "The Sewer" by pilots who have soared it because our local sewage treatment plant is very close to one part of the ridge. In fact, soaring takes place almost directly over "The Ponds" as they are known. Fortunately they are position· ed slightly downwind, sparing us the indignity of flying in the foul air (although severely limiting the potential for over-the-back X-C flights). With that background it will be a little easier for you to understand the "impression" Waldo left on Marina the day he decided to learn wingovers. With the wind blowing in at an even 18-20 mph, pilots were sharing the ridge and soaring for short intervals to allow others to have their turn. Like any other site one of the local hotshots goes up and docs a couple of nice, smooth wingovcrs which look pretty and im· presses the wuffos and some students who arc training below. Waldo, after watching intently for a few minutes, decides he's gonna go find out what these "wangs" are all about: "After all, with three hours air time now I've got this soaring stuff wired." So he launches off and pretty soon he's looking down about 50 feet at the ridge and the students ... and the sewage ponds. He makes a turn into the wind and starts his pass back toward launch. A little higher than before, he's confident there's plenty of room so he stuffs the bar in for speed. "Now or never," thinks Waldo as he rolls it to the right. Out goes the bar, up goes the glider and

Waldo does one hell of a nice wingovcr! Unfortunately, he then does one devil of a poor recovery. "I distinctly heard a SPLAT," said the stu· dent. Suddenly everything went black, including Waldo. (True story.) So much for wingovers. Fortunately it was a soft (pardon the pun) landing and Waldo walked away from the experience. But is it always necessary to learn that way? Ask Waldo, he's alive and able to answer, though some say he looks smaller now. How do you learn to do wingovers in a hang glider? Should you even attempt aerobatics at all? How much experience does that local hot· shot have, and does he know how close he's pushing it? These are all questions that pilots new and old need to ask in order to become older pilots. For council on the subject, questionnaires were sent to 12 of the country's best known acrobatic pilots. Of the 12, I'd like to personally thank those who responded: Dan Racanelli, Rob Kells, Mark Bennett, Steve Pearson, Dave Gibson, John Ryan, and Larry Tudor. Most of them wished to make it clear that they arc not recommending that people attempt to learn aerobatics in a hang glider. Here are the questions and a synopsis of their opinions on each: Question #1: How much experience do you feel a pilot must have before attempting to learn aerobatics? Most common responses: 1) At least 100 hours. 2) A Hang IV pilot. 3) Lots of inland experience (in thermals). Other interesting responses: 1) A pilot should be thoroughly experienced in the glider he is flying. Question #2: What sort of progression do you recommend following? For example, what maneuvers to start with? Most common

responses: 1) Stalled turns. 2) 360's varying speed from fast to slow during each revolution. 3) Begin with low bank angle maneuvers. 4) A pilot must learn precision airspeed control at all speeds and its effect on different bank angles. Other interesting responses: l) Flying in thermal conditions is good preparatory experience because recovery from unusual attitudes is learned as a by-product. 2) Practice dives from level flight then dives from mild stalls (never whipstall a glider) finally dropping into dives from wingovers or stalled turns. 3) "I don't believe there is any group of guidelines that would apply to everyone." Dan Racanelli Question #3: What are common mistakes made by pilots flying aerobatics? Most common responses: I) ST ALLING! Especially whipstalls, stalls at high bank angles, or stalls upside down. 2) Trying to do too much too soon. 3) Trying to impress someone. 4) Imitating someone better than you. 5) Misjudging the capabilities of your glider. 6) Being rough in bar movements. Other interesting responses: 1) "Trying to explain how" Rob Kells. 2) Hesitation. 3) Overestimating your ability. 4) Side slipping. 5) Aerobatics while cold, tired, hypoxic, drunk, or stoned. Question #4: In what flying conditions do you recommend practicing aerobatics? Common responses: l) Smooth air, nothing less. 2) Smooth ridge lift. 3) Morning and evening, no thermals. Question #5: What is the minimum altitude one should have to experiment? Common re· spouses: 1) 500' in ridge lift. 2) 1,000' in no wind. 3) Enough altitude to deploy chute if necessary. 4) 500' for maneuvers up to 90° and 1,000' past 90°. Other interesting re· sponses: 1) "If my glider had diverged at a grand I would not be here writing this article." - John Ryan. 2) There is usually never enough altitude for a deployment on a (mnrmued 011 page 4(;)

APRIL 1982

A couple of years ago I was working for a logging outfit north of Reno, and one day after work while heading into town I spotted a large bird lying on the ground alongside the highway. It turned out to be a golden eagle, and was evidently stunned by a collision with a vehicle while swooping a rabbit, since there was fur in its talons. The fierce-looking bird's bright eyes showed no fear as I examined it for injuries, and although there were none obvious, the bird died as I watched helplessly. Although I was quite disturbed by the tragedy of the moment, I suppose that in the fight for food and flight, the accident might be comparable to the careless hang glider pilot, who on his way to the flying site, is run over as he crosses the street to grab a quick burger.

terested in serious observation, right off you must get binoculars and a bird identification bo'ok or two. Every birder seems to have his favorite, but Peterson's Field Guide to Western Birds is popular and commonly available. If there's a local Audubon Society chapter, you might get to know their people and perhaps participate in a bird count. There might be a local enthusiast with the Forest Service or Department of Fish and Game. In any case, a knowledgeable person and good color vision are definite learning assets. During the winter in the Owens Valley, the raptor species migrating in for the winter about equal the ones migrating out, and some species such as the golden eagle, although nomadic, don't generally migrate at all. Since

limits, in the 18,000 ft. to 22,000 ft. range. The best indication of lift is another flier circling and rising, whether it be hang glider, sail plane, or feathered beast and we all use each other for lift indicators. Many expert pilots keep a sharp eye out for rising birds, especially when a low save is needed. Obviously it's difficult to spot a small object below the horizon that blends into the background, but with a little practice spotting birds' movement against the terrain becomes fairly easy. Try keeping your eye on a bird as long as possible after you spot one, you might be surprised how long they're visible. They appear to fly long, straight glides in between thermals. It's good practice for spotting other aircraft. The reminder to look around continuously while

Cross Country Journal

DACRON w,r~:Gs AND OUK FEATHERED FRIENDS by Tom Kreyche

Glider pilots are certainly a breed akin to the great soaring birds. Soaring with these birds of pr1:y is most nearly the same as being one one of man's oldest dreams. It's one of the most exhilarating experiences for pilots: free flight in the purest! The opportunity is unmatched for studying the birds and their behavior. Most of the soaring birds we're interested in are diurnal raptors of the order Falconiformes, which includes vultures, condors, hawks, eagles, and falcons. These birds all share with the nocturnal raptors, the owls (order Stringiformes) similar features: strong grasping feet equipped with talons for catching and tearing prey, hooked upper beaks for killing and tearing, and overlapping binocular vision capable of spotting and ranging objects directly ahead, for great distances. The raptors don't share these characteristics equally; for example, the California condor lacks strong talons, and thus feeds entirely on carrion. Bird identification takes experience. Most people know the widespread redtailed hawk. The mature bald eagle can't be mistaken for another bird. Without close observation, even experts are unable to positively identify a great number of the medium-sized raptors. Immature birds, male and female birds, different rare color phase birds, and regional variations all contribute to the great number of subtle differences in the raptor species. If you're in32

winter ridge-running restricts them almost as much as it does us, it's easier to observe them up close from the ground at this time. Roadways lined with trees and fields offer great exposure for little critters. Raptor diets vary considerably depending on the bird species and the availability of prey, but most diets include small mammals and reptiles. Raptors are often seen perched in trees or cruising at low altitudes; hunting takes place near the ground. I carry my I.D. books and binoculars in my car, and when spotting birds, swerve off the road, leap out and give chase. Rough-legged hawks, which live to the far north and winter here in the Owens, have limited contact with humans and can be closely approached. Many other glances of birds are fleeting, and it's a neat trick to capture them on film. For intermediate distances, a 90mm to 200mm lens or similar is versatile for use with a 35mm camera, as well as a motor winder. Some of the cheaper zoom lenses, especially with large zoom ratios may suffer in quality, so be sure to consult a good source before purchase. During the thermal season the real flying happens! Most of the aerial raptor sightings here occur in the intermediate altitude range, say 8,000 ft. to 12,000 ft. While they have been occasionally sighted at higher altitudes, around 16,000 ft., I haven't heard any local reports placing them near our upper natural

flying can't be worn out! Many birds seem genuinely curious about hang gliders, and it's quite common to share thermals; no matter who gets there first. Many are seen in pairs, of a breeding pair the larger bird is the female. They have very good thermal etiquette, something which many hang glider pilots apparently disregard, although I've also yelled at birds for turning the wrong way, since, dammit, I was there first! They seem to have fairly equivalent sink rates to current hang gliders. I believe that bird performances have been somewhat overrated. It is obvious that their turn radius is much smaller, and lift sensing devices superior, enabling them to thermal past us humans with ease. I have occasionally seen a bird nearby working a weaker lift area and scream at him that he's blowing it! LID comparisons are a bit more difficult. Attempts to chase birds usually result in them hurriedly leaving the area! Who wouldn't, with hang gliders having such a great size advantage? Their variable geometry option makes it impossible to follow them if they decline to be involved in a chase. I've been able to follow a few for fairly long distances, and it seems to me that the birds I've observed have max LID ratios in the 12/1 range (certainly no greater), and when in turbulent air they are able to pull away at over 50 mph and their glide ratio obviously deteriorHANG GLIDING

"Glider pilots are certainly a breed akin to the great soaring birds. Soaring with these birds of prey is most nearly the same as being one - one of man's oldest dreams." ates considerably, well below ,,/1. Certainly there isn't much evidence to attribute to them high glide ratios such as 18 or 2.0 to I, as has been suggested. There's a very interesting discussion by a number of people on bird performance in the December '77, February '78, and April '78 issues of Soaring magazine. Captured birds have been stuffed in bags and unceremoniously dumped out of glider cockpits, and followed for performance tests. It's been half-seriously suggested that stuffed (dead) birds be put in wind tunnels(!) Most interaction between hang gliders and birds has been on a friendly basis, but there's also been some positively hostile behavior observed. The concept of territorial claims is well established. When members of another species trespass, the breeding pair usually pays little attention; competition is greatest among the members of the same species. Birds may also defend their territories against other species because of environmental limitations and changes: for example, a lack of food common to several species. Golden eagles, although reduced significantly in numbers by man, are commonly sighted in the Owens. These birds have a fierce and aggressive reputation, and have been witnessed attacking larger animals capable of inflicting harm defending themselves. They are easily identified by their very large wingspans of 6 to 7 112 feet, compared to that of 3 to 4 112 feet for the larger hawks. A nesting pair of eagles is estimated to defend a breeding area of20 to 60 square miles, although their range may extend much further. Most eggs are laid in March, with the young taking flight about three months later, at the start of the consistent thermal season. At the end of the nesting season, territories are usually deserted, and new ones are staked out the following spring. A number of pilots here have reported concerted attacks on them by eagles. The birds usually try to gain a position of advantage directly behind the pilot, resisting efforts to shake them by radical maneuvers and have directly approached the pilots inside the rigging wires! They'll also vanish, making the pilot believe they're gone, and then make high speed dives on the glider. Larry Tudor was attacked in Utah a couple of years ago; the eagle actually succeeded in ripping his wingtip during an aerobatic battle! Even with all the padded clothing we're wearing, an injury to a pilot is conceivable - believe it, they really get mad! Pilots have suggested dropping your feet out of the harness, showing your claws(?) while screaming. For the paranoid pilot, I imagine a whistle or mini-air horn would make APRIL 1982

'em drop their shorts. Last summer a Limey pilot returned with wicked scratches on his face, claiming eagle attack, but the truth eventually came out: it was woman trouble, or now was it a barbed wire fence? Last fall, a pair of redtailed hawks who apparently lived near our Piute launch site befriended me, and would fly to meet me whenever I got a couple of thousand feet over launch. They would thermal around with me, park off my wingtip trading glances, swoop around the glider chasing the keel, and would put on an aerobatic demonstration by flying in front of me performing barrel rolls, while sticking out their feet and screaming! One day, at Don Partridge's suggestion, I brought up a white rat in a container (ungrateful little beast bit my finger) and released it sans parachute. The freed rat scrabbled desperately at the con-

"I've been able to follow a few for fairly long distances, and it seems to me that the birds I've observed have max LID ratios in the 12/1 range (certainly no greater)."

trol bar to no avail, as the hawks looked on. The birds didn't swoop the rat, but I believe they looked rather shocked, if that's possible. This spring I'm going to make a rabbit harness, and trail one on a tether, and squawk at the birds with a rabbit call, to test their reaction. The field of bird behavior is very interesting to me, especially their perception of our intrusion into their territory. Besides possessing inborn reflexes, birds can make simple trial-and-error experiments. Perhaps we can teach these antagonized eagles that we're really no threat. Hang gliders are a perfect tool for raptor study, and I believe it's our duty to support research and help prevent their numbers from declining further. Man is still their number one enemy, and much effort has gone into educating people on the important raptor role in the food chain. Ranchers and farmers originally viewed raptors as pests, threatening their livestock, and sportsmen have seen them as a competitor for game animals. The benefit raptors provide by reducing rabbit and rodent

populations, and eliminating sick and injured animals far outweighs the detriment of an occasional capture of a game bird or chicken. Rumors of eagles carrying off livestock and small children are utter nonsense; the largest eagles weighing 20 pounds under ideal conditions may lift a rabbit weighing no more than about five pounds. In the U.S., legislation was originally passed on the state level providing protection for raptors. The U.S. government also became involved, and now numerous laws are in effect which emphasize protection for rare and endangered species, and also protect all our birds of prey. Falconry, which involves the use of raptors for taking game, ·is recognized as a legitimate sport. There are very stringent regulations on the keeping of raptors, and after reading a couple of books and speaking to a number of enthusiasts, I was amazed how much time and effort is involved. Due to the nature of the sport, I doubt that very few hang glider pilots would have time to properly care for a bird, and also participate in our own sport. Properly done, it's a full-time affair. There is definitely no place in falconry for people who merely wish to possess a bird to satisfy their own ego. A poorly trained and improperly cared for bird would have been much better off in the wild. Buy a canary. Bird banding is done extensively to study the habits of many bird species. People who wish to learn more about birds by handling them can obtain a banding permit, although there are also strict regulations involved. Your local Fish and Game Department should be able to give more specific information. To the immense disgust of my more cosmopolitan birders, friends, who feverishly page through their books to identify what the ignorant refer to as LGB's (little gray birds), I just laugh and call 'em eagle food! Raptor chauvinist.

REFERENCES Vovardy, Miklos. The Audubon Society Field Guide £O Nonh American Birds. Knoph, New York. Mallette and Gould. Raprors of California. California Department of Fish and Game, Sacramento. Dawson, William. The Birds of Cahfornia. South Moulton Company, Los Angeles. Peterson, Roger. Field Guide To Wesiern Birds. Houghton Miillin Company, Boston.

A TANDEM

FLIGHT OVER BIG SUK by Margaret Rabbe graphic by Terry Ferrer

I We woke up at 8:00 AM on Sunday morning, dressed and were ready by 9:30. My mind was cluttered with a million different thoughts as we started the long drive up. My hands became really sweaty as we got closer to the top, but my body was anxious to fly. We reached the top in what seemed like minutes, but it was really almost an hour. We walked along the road to the launch site. I took one look and then got nervous. Here we were 3,000 feet up and the launch was straight down. Everyone up there soon knew we were going to fly tandem. The other pilots didn't hand out any advice or try to tell me what to do, instead, all they said was "Hope you have a good flight!" I found that eased my mind. I stood next to the launch and watched people take off. The more I watched the less nervous I was. Everyone took five steps and was airborne. I had read articles on tandem flying, but I was still a little nervous about the damage I could cause if I panicked in the air. A.J. (A.J. Martinez) called me over and told me to put on my harness and helmet - we were going to do a hang check. Ernie was fantastic. He helped me through the whole thing. A.J. and I went up the hill a little way to practice running. After about fifteen minutes of practice we felt comfortable with our running. As we walked back down to launch, the butterflies in my stomach really began to flutter around. Just then I looked down and there on the left wing of the glider sat a ladybug. She became our good luck charm.

I really wasn't afraid to launch because knew the glider would pick us up. We did a preflight together and then another hang check. We were at the launch, hooked in and ready to go. A.J. asked how I felt. I said, "a little nervous." He was glad that I was, because if I wasn't then he would have worried. We were ready to launch! I had my arm around his back and my other hand on the front of his harness. He picked the glider up and asked how that felt, I told him the bar was pressing against my wrist, so he set the glider back down and told me to hold onto my own harness. He picked the glider up again and asked how that felt. I told him it was more comfortable. He asked me, "When I tell you to stand up, what are you going to do?" I said, "Stand up!" The only thing we were waiting for now was the wind to pick up a little. My eyes were glued on the flag straight below us. The adrenalin started to flow with the rising anticipation of the flight. The wind picked up and he asked if I was ready and I said "Yes!" He said, "We are going to take two steps and then run." I said, "Okay." Ready, go ... ONE, TWO, RUN! We were UP! My heart was beating so fast I didn't think it would ever stop. I felt like I was watching a movie and not really flying. I guess it was hard to grasp the whole thing. I mean it's something I've dreamt about and wished for so long, and in a matter of seconds it all became a reality. We talked about what we were doing and why. He told me everything before we did it so I was a

little prepared. We flew the ridge and hit light turbulence. I thought that was fun. Then A.]. asked me if I wanted to fly the glider. I said sure and took over control of the glider and started to fly. I held onto it like it was a piece of glass - as ifI moved too much I might just break it. I got so caught up in the scenery that I wasn't flying the glider anymore. We were so high! We were even higher than the birds around us. I started getting a little scared so I asked A.J. to take control. We flew out over the ocean and circled around a big rock. As we were making the turn he explained that he was going to shift our weight to the left and push the bar out so we could make the turn. In a split second it was all over. We were headed back toward land. We began to set up our approach from the far side of the landing site. Time seemed to move too fast. We didn't spend enough time in the air. I just wanted to fly all clay long, but, like every other dream, this one had to end too. We made a right turn over some trees and then A.J. said we were going to make a left turn and I was to rotate up in my harness. We made the turn and I took my hands off his harness and put them on his back. The ground was coming closer and closer and before I knew what happened we touched down. I was so excited I wanted to jump, scream and yell, but instead I just stood there with a silly grin on my face. We had landed without taking any steps at all! I wanted to run and hug the nearest person but I was in a daze. I was walkHANG GLIDING

ing around in circles. Then my friend came running over to 1ell us how great we looked together and that we got a standing ovation from the crowd in the landing flcld. i\.J. looked at me and started laughing. "No hug or kiss?" he asked. I ran over to him and gave him a big bug and a wet kiss (be deserved it!). We walked over 10 the landing site together and people started telling us how great we looked in the air. My head felt about the size of a watermelon. I kept to myself~ "This isn't a dream anymore, this is reality." Other pilots began to land and 1cll us how good we looked on our takeoff. That really made me feel good. I don't think I came back down to earth again until Monday morning. I just wanted to fly and fly and fly! Even now as I'm writing this down, the feelings arc as intense as they were during the flight. When you take those first few steps off the mountain, you leave all your problems behind you. The freedom you feel when you're in the air is like tha1 ray of hope that you have always searched for. i\ dream come true!

A DREAM

COME FLY WITH ME

I\ dream you turned into reali1y The yearning to fly and be free To soar about the land and sea Reaching for that ultimate fantasy. No longer man, bu1 a bird in flighl 1\11 this made possible you and a kite. Feeling the wind upon my face Knowing that there is unlimited space. l jfe has a meaning in 1hc It all began when you rnught me to Hy.

The world is a belt er place to be When you let go and Hy with me. Come along, take hold or my hand I can prove the sky is far better than land. Leave your problems and worries behind l guarantee what you seek you'll find. Float along with only a breeze High above any mountain or trees. I can bring you to real ecstasy Come now and folfill your font asy.

(M,!11·r,,·11·rr S.

(/1.]. Martinez)

Rabbe)

THE UNIVERSAL PROPELLER Patent pending

e You get two units: Tractor & pusher, for cost of one Adjustable link between shafts allows full adjustment of low & correct propeller thrust line The stabilizer for the glider angle of attack. increases the lift power on take off, and in turbulence Double engine vibration damping: Eliminates all destructive vibration and isolates the glider and propeller from influence of vibrations Fits all types of flexible and ultralight gliders Weight from 25 lb, depending on glider type, 1 lb McCulloch engines e Every glider has own thrustline depending on pitchangle: here easy to find right thrustline yourself!

e New design after nearly 80 years of conventional propeller existence, now is available e Fits all engines (hp, rpm) Ii Any pitch, all diameters <t Find your own optimal thrust within a few minutes <I Adjustable pitch system hub e Replaceable blades llll Strong lightweight aluminium alloy construction, slender profile <I Anodized in many colours ii The universal propeller has many advantages over the conventional standard propeller with its very Ii mited functions

DEALERSHIP AVAILABLE Patent pending

APF?IL 1982

KOl.ECKI NEW AVIATION ENGINEERING BOX 5078 • 163 05 STOCKHOLM • SWEDEN

IIIIOTOLOTNIA 77 /80 Kormoran back pack type power unit 77 tb of thrust

Andy Jackson, the founder, owner and operator of Pinc Crest Flight Park, located at the base of Crestline, in the San Bernardino Mountains, California, has had an ongoing love affair with flight most of his life. Since 1975 this love centered on hang gliding. "If a man can work at what he likes to do, that's the way to go." Pine Crest is the center of hang gliding activity in the San Bernardino region. Hosting the 1979 Nationals and the 1981 Regionals for Region 3, the flight park offers every type of hang gliding desirable; from training hills for the beginner, up to 3,300-foot Crestline, where three to four hour flights arc commonplace.

by Walt Dodge

How did you first get involved in hang gliding? It was back in 1974 or '75. The meeting place for flying then was Little Mountain, a 600-foot hill that gets very soarable in the afternoon. I saw the pilots soaring almost every day and thought it might be a lot of fun to try. Like a lot of people back then, I didn't bother to go to a school. I just go ahold of an old Eippcr standard and went to a training hill where I proceeded to bounce and bruise myself sufficiently to sit back and take a second look. In my opinion, standards were nothing more than parachutes with a framework. It's a miracle anyone flew those things and survived. I didn't do any more until one day l saw a Quicksilver. That, I thought, was the craft for me. I spent quite a few years and a lot of hours under that wing. So you're self taught? Basically, yeah. I guess I am. Although no one really is. There is always someone around who will critique your flight and give you pointers on how to improve. All a pilot has to do today is be willing to listen and able to separate the good information from the bad. I do, however, heartily recommend for beginners to take lessons from certified instructors. The price of one set of down tubes will pay for the lessons. Plus the gliders today are so easy to fly, people can very easily establish bad habits and get away with them until that one time when it just doesn't work. The basics arc the most important, and beginners should be taught by someone who is certified to teach. Let's talk about the flight park for a moment. When did you get the idea of establishing Pine Crest? About three years ago. It took me a year to find the right piece ofland. Two years ago last October we bought the property. We have eleven acres that are mine and another piece down below that Bill Bennett bought that we can use. What caused this total commitment to establish this park?

HANG GLIDING

Probably working twenty years for the state of California. I'm a psychiatric technician at Patton State Hospital on the night shift. I've been working there for twenty-three years now. I got a bit burned out. There's a lot of truth to the story that if a man can have a job making money in something he really likes doing, where it's not a job, that's the way to go. Very few people are lucky or fortunate enough to do this. They work as psychiatric technicians, gas station attendants, lawyers, beggars, whatever, and I feel real fortunate. My wife, Juanita, has been good enough to go along with me on this. There were some weird times up here, especially when we first moved in.

When you purchased this land you didn't have a lot of money. How did you swing it? We kind of robbed Peter to pay Paul. We told the guy who owned the property that the sale was contingent on our selling the home we were living in. I had saved up six thousand dollars to do this, so the seller would know I was serious. Like I said, I'm real fortunate. Whatever I wanted to do my wife has been behind me one hundred percent. I think this time she thought I might have flipped my cookies. But, you couldn't get her to move back into the city now. The first couple of weeks was kind of rough on her. She wasn't used to rattlesnakes, coyote, seventy mile an hour winds, fire storms, things that go bump in the night for no reason at all. Now, you couldn't get her to move back.

Speaking of that fire storm, could you tell us a little of what you went through? I'd gone into Los Angeles to pick up some new gliders. There were two fires. One was over at Cucamonga Peak and was blowing across the freeway completely obscuring my view of this fire. I didn't spot this one until I'd come through that one. I came through the smoke, looked up and the whole side of the mountain was burning. I stopped and dropped the new gliders off at the end of the main street before coming up here. By the time I got home all the glider pilots from all over the area showed up, loaded everything we owned on their pickup trucks and split. I didn't know where everything was. I had no idea. They just took everything and left, so I had pretty much of a shell left of a trailer here. Then the fire, instead of coming here, turned down toward the houses where I'd left the new gliders. So I, quick like a bunny, raced down and retrieved those and brought them back. Then the fire turned around and went over the mountain behind us, jumped the hill and came toward us. By that time they had some fire trucks up here and they split the fire north about a thousand yards, so that it went around us on both sides. It did go over us, which was a real experience. The thing I remember most was the terrible amount of smoke and the APRIL 1982

wind. The fire service measured the wind at 109 miles per hour, and I believe them.

What are your goals for the flight park? To get it operating as a complete hang glider park, with swimming pool, hot tub, cabins for people to be able to come out here and stay. Pilots are coming here now from all over the world; sleeping in their cars and enjoying it, I guess. I'd like to get it where it is completely established as a total hang glider park; the place to go. I thought I could do it in two years. Now I realize it might take five. We have quite a bit done already. The land's cleared. We have defined runways and we're trying to build the house. We do have some powered ultralight flying here, but it has to be carefully regulated. With the homes being built closer and closer, the complaints of the noise might, in the future, put an end to the powered aspect of the park. But we'll get away with it as long as we can. I've proven that powered and non-powered can fly together safely. It has to be very well controlled. We can't have people buzzing the houses, which they seem to like to do for some strange reason. If the guys want to come out here, climb out and go off somewhere and have a ball, great.

"My goal for the flight park is to get it operating as a complete hang glider park, with swimming pool, hot tub, cabins for people to be able to come out here and stay. Pilots are coming here now from all over the world." How do your children like it out here? Are you kidding? They love it. They have all this room to do anything they want. They definitely don't lack for friends. The pilots that come here regularly bring their wives and kids, and there is always a new friend. The establishing of a fully-equipped flight park can make hang gliding more of a family outing than it is now. Our two boys Mark and Michael, and daughter Kim haven't complained.

You've had two major competitions here and will be having more in the future. What do you think of hang gliding competition today? I think it's great. The one-on-one format is the way to go, but I'd like to see more cross country tasks. Thermaling in one spot only proves who has the strongest bladder. All hang

glider pilots are competitors, whether it's with themselves or with another pilot. That's why the sport has grown so fast and the ships are so good. It's for that same reason I don't believe the competitors should be divided into categories, as far as the gliders are concerned. A few years ago there was a movement to establish a special category for the fixed wing because no one could keep up with them. If that had been allowed to continue, perhaps the manufacturers wouldn't have been forced into developing the gliders of today that compete and win. If you're going to have categories in competition, make them pertaining to the pilots. I know this is a can of worms, and I might get a lot of negative feedback, but I think there should be a professional pilot category and an amateur or weekend pilot category. It's only fair to the recreational pilot who wants to compete. In every other sport you have to work through the amateur standings to become a pro. I think it should be the same in hang gliding.

You've established a flight park that nobody can take away from you. What is being done to secure some kind of permanency for a launch site? We have three major mountains that feed into Pine Crest; Pine Flats, Marshal, and Crestline. Pine Flats and Mar.shal are on national forest land with dirt road access. The use of those will always be up to the Forest Service, although they've been most cooperative so far. The club, based out of Pine Crest, has been working for about three or four years toward getting a permanent launch site at Crestline. It's open year round with paved roads leading all the way to the top. Randy Knovac has been really instrumental in doing most of the work on that, and really deserves a pat on the back for the work he's been doing. We have a five-year lease the forest service, I'm pretty sure, is going to give to the club. Within this five-year period we should be able to establish one of the best launch sites in the world. The Forest Service will be using us as a test case for other areas throughout the country. It is going to be a user-financed site. If it costs us ten dollars a year each to fly ofT, so be it. If it costs twenty, OK. The club will establish it but, the pilots that fly off will have to maintain it. I fell very strongly that with the recreational usage of the San Bernardino Mountains we will retain the site permanently for our recreational purpose. A while back it was illegal to hang glide in San Bernardino County, but the club went to bat, and through many meetings and hearings, got that decision reversed, establishing a permanent hang gliding area.

What do you see in the future of hang gliding? As much as I hate to say it, I think we'll see more regulation, or licensing from the govern37

ment. We're at the stage of regulation like back in the thirties when the FAA gave out pilot licenses pretty easy, and in some cases didn't even require licenses. To keep from it the hang ratings arc going to have to be en· forced. I believe all major sites will be regulated. There's no way we can get away with it. We're flying too high not to be regulated. Continental airspace is what, 18,000 feet? Every now and then you'll hear about a hang glider pilot getting up that altitude. I don't think we're going to be able to get away with this total freedom we've been enjoying for so long, especially with so much crosscountry being done. We have to be more familiar with the legalities of flying. I'm so excited with the gliders of the '80s. The handling and the safety in their design. Pilots are doing aerobatics with comparative safety. These arc very exciting times. "illllp"'

AUTHOR'S NOTE: Afrer the completion of this inter7Jiew ii was learned that Andy has rerminal cancer. All of the Crestline pilots and friends are doing everyrhing possible to speed up the completion of the flight park so Andy can see his dream come rrue. If you would like to rake parr, conrriburions will be grate.fully accepted. Send them 10: Andy's Dream, c!o Pine Crest Flight Park, 6555 No. Pine Ave., San Bernardino, Calzfornia .92407.

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HANG GLIDING

1981 ULTRALIGHT ACCIDENT REVIEW by Doug Hildreth, USHGA Accident Review Chairman There ·were· 25 pilots who lost their lives in powered 'ultralight accidents in 1981. The causative categories include: Students, running into 'things, low-level, high-speed, radical maneuvers, and incomplete assembly. Virtually no.one,is.·wearing parachutes. A total of 102 accident reports were accumulated frdrn· all sources. Many reports are extremely sketchy. There may be a few deaths that have ·been missed. There is certainly a significant lack of reporting of nonfatal accidents. I-would like to thank the E.E.A. for sharing their accident reports with me.

customers, buzzing friends, or attempting to impress other pilots. Six pilots ran into powerlines. Five of them ran into trees, fences, or bushes. Low-level wingovers and hammerheads completed the scenario. Several excellent recent articles have stressed the importance of the never-exceed velocity, and the concept of the large number of G forces which can be generated in a fastmoving ultralight, whether they be pilotinduced (aerobatics) or externally-induced (turbulence). Any ultralight can be caused to fail structurally, and pilots are repeatedly proving it.

Students Incomplete Assembly There were at least 23 students having their accidents . of various sorts. Four of these students died. Several others came close. Several patterns emerged: The first was that of aggresive cindividuals who insisted on flying without instruction. When instruction was available, it was refused. When it was not available, a student assembled the craft and flew it. Even under instruction, students had problems. Six accidentally took off while taxiing. A total of 15 students crashed on their first flight. Students need to undergo an organized, structured, gradual program of advancement. Overanxious students must be controlled to prevent them from "getting in over their heads." The air field must be large, allow takeoff into the prevailing wind, and be free of all obstructions. All pilots, particularly students, must remember that if the engine quits, the craft will still fly and all other things (including trying to restart the engine) are secondary to keeping the ultralight flying and avoiding stalls. There is no question that it is the manufacturer's and dealer's responsibility to provide instruction and training with each ultralight. This is not being optimally accomplished currently.

Radical Maneuvers It is easy to understand how the thrill oflowlevel, high-speed flight can blur the realities and dangers. Seven pilots died because of this. In almost all, a "showing-off" situation existed, demonstrating the ultralight to potential APRIL 1982

Incomplete assembly occurred four times and two pilots died because of it. The pilot, himself, must make a complete preflight. His entire concentration must be focused on the preflight. The only way two pilots can preflight an ultralight is completely independently, one at a time. A concept of a placard issued with, and attached to, the ultralights specifying standard preflight inspection items for that model seems appropriate. There has been some concern exp·ressed that there is simply too much to preflight and too many potential single-point failures.

Weather Weather was a factor in several ultralight accidents. In some, this was flying in rotors produced by large objects (row of trees, buildings, canyons). In other instances, high-speeds in strong conditions or "routine speeds" in heavy thermal trubulence of mid-day contributed to stalls and structural failures. Only one ultralight pilot was caught in wake turbulence as he attempted to take off right behind a light aircraft. It appears more emphasis on micrometeorology and rotors is needed. Gradually worsening weather conditions are proving to be a factor to ultralight pilots just as they have been for light aircraft. Flying in turbulence, thermal conditions, or strong winds are all courting disaster, but it is terribly difficult psychological! y to land before you have reached your chosen destination. Several accidents, however, resulted from this phenomenon.

Parachutes Essentially none of the ultralight pilots are carrying parachutes. Although it took hang glider pilots several years, they finally learned that parachutes could save lives ( 11 in 1981) and most hang glider pilots are now carrying parachutes. I am sure that powered ultralight pilots will learn this lesson, but I hope in a shorter period of time and at less expense than the free flyers. I have strong feelings that a large percentage of the fatalities could have been prevented with an ejectable parachute apparatus. This could be spring-loaded or explosive-ejected. One is currently being marketed in the United States and I would strongly urge all ultralight pilots to obtain one. I would also strongly encourage all manufacturers to include such a device as standard equipment with their ultralight. Although adding cost to the package, the safety aspect would be immense. Those ultralights with a rollcage type of construction that protects the pilot appear to result in less injury than those models which expose the pilot. Regarding helmets, I am impressed with three things: First, the number of reports that credit the helmet with preventing serious head injury. Second, the few reports which claim that the pilot might have lived if he had been wearing a helmet. Lastly, the subjective impression that there is a significant number of ultralight pilots not wearing helmets.

Structural Problems There were ten structural failures of various types. A few were related to aerobatics. A few might be termed "factory defects." A few could be blamed on prior hard landings or "ground strikes," with or without the pilot's knowledge of structural damage. This is an area which needs further work. Although the engine and drive trains are becoming more reliable, there were 11 reports of power failure. In most, the pilots were able to land "successfully." The most common power failures resulting in accident occurred shortly after takeoff. It was distressing to note that a number occurred when the pilot knew that the engine was not running properly, but elected to fly anyway.

Three ultralights dove into the ground for reasons which were not clear. There has been some speculation that an imperfect angle of attack of the rear horizontal stabilizer (design or inadequate assembly-preflight) could be responsible.

Model Predominance Great care must be exercised when interpreting and assigning meaning to the frequency of accidents involving different types of ultralights. I have no data upon the denominator - how many of each type of glider is in the field. It is also very important to recognize that some manufacturers have been very cooperative and helpful in turning in accident reports, while others are, obviously, attempting to cover up accident data.

Summary There is no question that, despite the is-

suance of any Federal regulation, the powered ultralight movement will continue to expand significantly. The number of deaths in 1981 has doubled over the 1980 figures. It appears to be the student and the reckless pilot who are in the most danger. It is my opinion that it is the manufacturer's responsibility, as well as in their best interest, to continue to strengthen their dealer-instructor network with the goal of minimizing the risks of ultralight aviation. I feel strongly that the most significant factor in minimizing powered ultralight deaths will be the ejectable parachute system. As you know, the USHGA is withdrawing from powered ultralights as of September, 1982. I would strongly encourage the EEA Ultralight Division and the proposed AOP A Ultralight Division to work together in continuing both fatal and nonfatal accident review for powered ultralights. I encourage both groups to select responsible accident review personnel, and that they continue to work together, for the sake of the ultralight pilot.

1981 FATALITIES Date

25DEATHS-POWERED ULTRALIGHT Students without instruction ........................ 4 Structural failure, all types ........................... 5 Radical low-level maneuvers ........................ 4 Low-level buzzing ....................................... 3 Dove in for unknown reason ........................ 3 Incomplete assembly/preflight. ..................... 2 Power failure ............................................... 2 Winds and turbulence .................................. 2

1981

All accidents ............................................ 102 Students accidentally took off....................... 6 Structural failures ...................................... 10 Ran into wires, trees or fences ..................... I I Stalls in flight .............................................. 9 Stalls on landing .......................................... 5 Power failures ........................................... 11 Incomplete assembly ................................... 4

POWERED ULTRALIGHTS

Location

Injuries

Name

Age

Experience

Glider

01-17-81

McDonald, Nolan

Minimal

Kennewick, Washington

Weedhopper

Head

Doing high speed touch and goes with potential customers observing. Climbed to 300 feet, began dive and never pulled out. No helmet. (? might have saved him.)

02-10-81

Greenwood, Ashley

1,000 hrs. hang gliders/4 hrs.

Riverside, California

Quicksilver Yamaha 15

Head, chest, abdomen, pelvis, and legs

Pilot was very excited and doing radical maneuvers. Warned to "calm down." Power stall at I 00 ft., dove in.

power

Cause

02-11-81

Hummel, Clifford

Moderate

Kalispell, Montana

Quicksilver

04-16-81

Koenig, Fred

First flight

Oceanside, California

Quicksilver

04-19-81

Brion, Walter

First flight

Strum, \X'isconsin

American Aerolight Eagle

05-24-81

Chappman, Terry

One month (30 flights)

Naples, New York

Pterodactyl Pfledge 4300

06-17-81

Patience, William

Minimal?

Engleside, Ill.

Easy Riser

Sketchy report. "Engine Stalled" at 200 ft. Pilot induced oscillation.

06-26-81

Alred, Joe

Moderate

Vale, Oregon

Pterodactyl Ptraveler

Incomplete assembly (inboard strut). Wing folded, cable fowled prop and glider dove in from 200 ft.

07-08-81

Barnard, John

Plain City, Utah

Weedhopper

"A wing on the craft collapsed." Series of dives.

07-18-81

Kerby, Jett

Lake Elsinore, Calif.

Gold Wing Standard

Advanced

Apparently doing vertical whipstalls and resulting tail slides and dives at under 150 ft. Multiple

Built Quicksilver from kit, "shoddf' workmanship, difficulties with prop. No instruction. First flight at 50 ft. Either motor quit or prop fell off Dove into ground. "Crashed shortly after takeoff."

Massive abdominal and internal.

Multiple

On cross-country flight when decided to buzz his old home town, making steep turns and 360's low over trees and buildings at high power. Apparently attempted to avoid power lines, stalled, side slipped into ground.

Wing tip struck ground two weeks prior to the accident. Internal spar damage impossible to detect. Subsequent moderate speed pass with pull-out resulted in collapse of the wing.

HANG GLIDING

Date

Name

Age

07-29-81

Houle, Gary

07-31-81

Olvey, Andy

Experience

Location

Glider

First flight

Orland, California

Waspair Tom Cat

Extensive

Mesa, Arizona

Pterodactyl

Injuries

Cause Pilot assembled ultralight, took it to airport where he was to receive inspection and instruction. He became impatient, took off, had control problems and crashed.

i\iiassive

Pilot assembled his glider the evening prior, but was unable to

place nose pip pin alone. The following morning, he helped other pilots assemble their gliders but forget to get help in finishing his mvn. After one hour of flying, the pin came loose, the glider folded at 1,200 ft. Had loaned his parachute to another pilot.

09-20-81

Giles, Gary

? Limited

Big Stone Gap, Virginia

Rally JI-B

09-22-81

Sisk, Clifton

1\1inimal

Oklahoma City

Lazor 190, Soarmaster Trike

Head and abdomen.

Pilot took off, flew to 400 ft., engine apparently failed. Attempts to restart engine apparently resulted in craft stalling and diving in. Student had been grounded by instructor for sneaking trike out and crashing it. Student again sneaked trike out without permission, flew, stalled at 70 ft.

and crashed. 09-26-81

Thomas, J oho

12 hours

West Frankfort, lllinois

Head

Pilot with 12 hrs. prior experience. 3 hours that day in new ultralight. He was flying low over friend's house, did not

see wire, hit wire with landing gear, and dove in from 30 feet. 10-18-81

Riggle, William

40 flights

South Ogden, Utah

American Aerolights Eagle

Head

Pilot was doing radical low-level aerobatics (past 90 degree wingovers). Conditions were gusty. ? stalled ''upside downn in wingover, "snap-rolled" right side up and broke.

. 10-24-81

McKenzie, John

2 years

Statesboro, Georgia

Pterodactyl Pfledge

Head

Flying borrowed glider in turbulent, windy conditions.

Presumed speed-turbulenceinduced structural failure. Pilot may have survived crash, but

was dead when found the following day. 10-26-81

Chotia, John

Extensive

Riverside, California

Weedhopper Rocket {prototype)

Massive

Demonstrating new model.

Smooth, uneventful flight. Came in for landing and suddenly dove in from 75 feet. Cause of dive unknown.

11-05-81

Baxley, Allen

? Moderate

\X/arrenton, Virginia

Ryght Flyer

1\-iassive internal injuries, chest & neck

Flew to 1,000 ft. to practice stalls. First stall severe dive. Pull out, wing collapse.

11-17-81

Strauber, Robert

Hippo!, Richard

8 months

Phoenix, Arizona

Hi-Nuski

Multiple

White Lakes, Minnesota

Weedhopper

Heart attack

Flying fast and low and hit top of large desert bush. Demonstrating "power ofr

landings. On approach, he dove in from 200 ft. Autopsy showed heart attack. Ayer, John

Hudson, Iowa

Weed hopper

Multiple

Sketchy report suggests turbulence-induced crash related to low-level pass over trees.

Hutchenson, Robert

Pennsylvania

Weedhopper

"Crosswind drove pilot into trees."

11-18-81

Wilkenson, John

Midland, Texas

Weedhopper

Tang failed, wings collapsed.

11-18-81

Robinson, Tim

Midland, Texas

Quicksilver

Practicing stalls at 200 ft. demolished.

APRIL 1982

Ilan Kroo

The 33 flights of over one hundred miles, cataloged in the February issue of Hang Gliding, demonstrate just how far we have come since the days of "ground skimming" under bamboo and plastic. Ten years ago, we dreamed of the day we could launch from the old site and make our way, one thermal afier another, cross-country for a hundred miles. The fact that only 13 people have made those 33 flights in just five places in the world means that most of us are still dreaming. Will the dreams of cross-country soaring on typical days, in typical places, come true? In this arti-

ck we will look at just how far hang glider performance needs to go, what this means in terms of hang glider design, and whether, in ten years, we will be flying or just daydreaming about a foot-launched sailplane. We do know that cross-country soaring is commonplace for conventional sailplanes. Nearly 1,400 people in the U.S. have received Gold Soaring Badges (a 300 km [186 mi.] flight, a 5 hour flight, and a height gain of 3,000 m [10,000 fl]). Sailplanes certainly outperform our foot-launched gliders. The question is: what is it that they have that makes this

possible? -- the 50-fl. span, the laminar flow airfoils, the I 00 square feet of wing area, 800 lb. gross weight, or the shear will-power of the pilot who spent $20,000 for the ship? Despite all of this, hang glider pilots are quick to point out some of the better hang gliders can outthermal these superships at times. Are we really approaching sailplane performance and what is needed to give hang gliders good overall cross-country performance?

Minimum Sink and Best LID The minimum sinking speed of a good hang glider (in straight flight in still air) is about 3.3 fps (200 l))m). Competition sailplanes are down to 1.5 fps and even the lower performance sailplanes, used for training and recrea-

HANG GLIDING

tional flying, have minimum sink rates of 3.0 fps or better. In LID 111 ax we are really overwhelmed. Some new competition sailplanes sport glide ratios of 55: 1 while most 15-meter sailplanes are in to 30-40 class. The standard by which the low-performance sailplanes are usually compared is the 1-26. With an LID of about 22 and a minimum sink rate of 2.9 fps, it is a very popular sailplane in the U.S. Sailplane pilots say that this performance level is near the minimum necessary for crosscountry soaring. "\Xlhen you are looking for thermals in a l-26 and you decide to try out a particular area you had better be pretty sure that there's lift there because you will probably not be high enough by the time you get there to go looking elsewhere" says one instructor, "in higher performance ships you usually have a second chance." So, we might think, if we somehow could get LID's of 22 and cut down some on minimum sink, perhaps hang gliders would be capable of sailplane-like soaring. Although we might imagine cutting a hang glider's drag in half to get such an LID, we would not have succeeded in matching cross-country performance. The problem with LIDmax and R/Smin as measures of soaring performance lies in the fact that we do not always fly at the speed for LIDmax or R/Smin nor do we always fly in still air and straight lines. Thus, a hang glider with a minimum sink of 3.6 fps may climb more quickly than a sailplane with a 2.5 fps minimum sink in a small thermal. Table I shows the rate of sink in a turn of given radius for a hang glider and a sailplane. When a reasonably tight turn is required (as in many thermals) the hang glider can out-climb the otherwise higher performance ship. This is the good news: we may not need minimum straight flight sink rates as low as that of sailplanes. The more problematic part of any cross-country hang glider flight is the time spent between thermals. This is where our light weight really begins to pose problems.

TABLE I !vfi11i11111111 Sink Rate in a Steady Tum (ji.lsec.)

Radius (ft.) 25 50 100 200 300 500

Hang Glider Lig11t Sailplane (W/S = l.2psr) (W/S = 5.0psf) stalled 4.3 3.6 3.4 3.4 3.4

stalled stalled stalled 2.7 2.3 2.2

The law of conservation of mass when applied to thermals is: what goes up must come down. Interthermal sink, as any non-Cerro-Gordoflyer knows, is the hang glider's downfall and it affects hang gliders to a greater extent than sailplanes simply because we spend more time there. The dramatic effect of"sink" on a hang glider is illustrated by the following example. APRIL 1982

Assume that we need to get from the top of one thermal to the bottom of the next. The thermals are spaced so that a 1-26 can just barely make it (flying at 50 knots at an LID of 22, say.) Table II shows the still-air LID required to do this at various speeds with a 0. 5 knot (.84 fps) interthermal subsidence.

Table II Effea of Speed and U?ind 011 Glide Scope

Cruising Speed (knots) 10 20 30 40 50 60 70 80

Still Air LID Required with .5 kt Actual Glide downdraft (or 9 kt headwind) Slope 18 18 18 18 18 18 18 18

180.0 32.7 25.7 23.2 22.0 21.2 20.7 20.3

Little data exist on the distribution of thermals and interthermal sink of the sizes and strengths which hang gliders often use*, but some information is available from Dick Johnson's surveys of thermals in Texas. Mr. Johnson flew two different high performance sailplanes on five long soaring flights and published some interesting results in the June 1979 issue of Soaring. I will not present that data here (the interested reader should consult the back issue of Soaring) but will discuss some of the conclusions which may be drawn. First, however, a caveat: These measurements were made in high performance sailplanes in weak to moderate convective conditions over flat farmland plains of eastern Texas. (Your mileage may vary.) Hang gliders may be able to use much smaller thermals, ones which Mr. Johnson flew by, ones which may be much closer together. Alternatively, hang gliders with twice the still air sink rate of a Nimbus II may not be able to use some of the weaker thermals encountered in these flights. Nonetheless, this is what the available data show: !) Distance between usable thermals: 1.2 to 12 miles. 2) Thermal height: 1,600 to 7,000 ft. 3) Interthermal air sink rate: 1.4 to-.3 kts. (2.4 to-.5 fps) with an average of about .3 kts. (.5 fps) and with 80% of the cases less than . 5 kts. (.84 fps). Based on 76 thermals encountered on these flights we can estimate the probability of making it to the next thermal as a function of effective interthermal glide ratio, and then, the probability of making the 100 +-mile club on a given flight. (Table III).

*This would be a useful underraking - llnyone imaested?

Table III

Effective Glide Slope 10 15 18 20 40

Probability of Probability of Reaching Flying Next Thermal 100 + Miles .37 .81 .91 .95

nearly 1

10 ., .034 .21 .44 nearly 1

These results seem to agree with the qualitative notions of sailplane pilots. In particular, anything with performance much less than a 1-26 is generally not capable of extended cross-country soaring under such conditions (ie. without thermal streets or ridge lift).

A Foot-Launched Sailplane? If, in fact, effective glide ratios of nearly 18 are required for sailplane-like soaring, it is apparent that hang glider design has a long way to go. Is it even possible? Table II demonstrates that the slower we fly, the greater the LID required to reach L/Dmax at speeds under 25 kts. (where very high still-air L/D's are required), but the LID at higher speeds falls off very quickly. In analyzing the performance of a soaring machine, then, it is important to estimate the still-air rate of sink as a function of speed. For our purposes, the following relation is especially useful: R/S = q V (f/W) + V/(q 1r ) (W/b 2 e) where: R/S = still air sink rate V = true airspeed q = Dynamic pressure, 112 p V 2 with p , the density of air (.002377 sl/ft 3 at S.L.) W = weight f = equivalent flat plate drag area b = span e = lift dependent drag efficiency factor The utility of this equation lies in the fact that only two parameters are required to compare the sink rates of different aircraft at a given speed: W/b 2e, the effective span loading, and W/f, which might be called the drag loading. f is known as the equivalent flat-plate drag area and is (roughly) the area of a flat plate with equal parasite drag when inclined at 90° to the wind (f = CDp/S). e is a little bit tricky to estimate and depends somewhat on how we do our bookkeeping. The span efficiency is less than I due to the fact that the distribution of lift is not quite elliptical and because the viscous drag of the airfoil varies with lift coefficient. But this is not an article on drag prediction. For comparison purposes, I have estimated the effective span loading and drag loading of several sorts of gliders in Table IV. Note: These are very crude estimates intended to show how the parameters vary over a wide range of designs.

high-performance sailplane, but managed to keep its empty weight under 60 pounds (so that it could be foot-launched), our high speed performance would be very inferior. This is why sailplanes often carry water ballast - to increase W/f. So, since we do not wish to footlaunch a glider with 500 pounds of ballast, we must increase W/fthe hard way - by reducing

Table IV

Configuration

W/f (psf)

W/b 2 e (psf)

IS-meter sailplane

530

.38

Monerai (l l-m homebuilt sailplane)

330

.39

330

.49

1-26 Minibat (8-m tailless homebuilt

250

.68

Comet (with streamlining)

.27

Raven

.28

Standard Rogallo

.50

Powered Ultralight

.45 (varies greatly)

5,000

14.0

DC-9

A hang glider's light weight makes its effective span loading comparable to that of the highest performance sailplanes. But, it also accounts in part for the order of magnitude difference in drag loading. For comparable sink rates at all speeds an airplane that weighs I /3 that of another and is geometrically similar, must be 1/9 of the size (roughly speaking). So, even if we were to build an exact copy of a

A polar of sink rate vs. airspeed for various values of W If is shown in Figure 1 for W /b 2 e = .3 psf. The shaded region reflects the variation in sink rate vs. airspeed from Table II required for extended soaring (according to Dick Johnson's data) - a part of the polar must dip into this region in order that we have a high probability of reaching the next thermal. The figure shows that the 1-26 just dips into this region and that, even with a span loading of .3 psf we need a W if of at least 200 psf. Unfortunately, a drag loading of 200 psf with a 170 pound pilot and a 70 pound glider means an f of 1.2 sq. ft. A pilot and harness alone in the breeze have an fwhich is probably close to 2.0 sq. ft. Even without the drag of the glider we have exceeded our budget! It is apparent that the pilot must be streamlined - very well streamlined. Then .5 to .9 sq. ft. of drag area associated with cables must go too. If we built a very clean fuselage (f N .35 sq. ft.) we would have .85 sq. ft. left to spend on a cantilevered wing. But, even with a good laminar flow airfoil, at these Reynolds numbers we would be doing very well to achieve a CDp of .007 which would allow 120 sq. ft. of wing. If, using thin sections or other magic we could get a spectacular CDp of .006,

140 sq. ft. of wing would be permitted. In addition to the ability to make it to the next thermal, a soaring airplane must be able to climb when it gets there. This involves the low-speed end of the polar where hang gliders are already quite good. It seems that minimum sink rates of about 3 ft./sec. are possible without much more work and this is enough to climb in most of the thermals in Dick Johnson's study.

Dream On? Without unusually high maximum lift coefficients, foot-launching a glider with 120-140 sq. ft. of wing is tricky (although not altogether impossible, as the Mitchell wing demonstrates). One alternative would involve a bungee-assisted launch. Some relaxation of the wing area and empty weight requirements would then be possible, making the attainment of higher W/fs much easier. Although some thought might be given to this compromise, the appeal of simple foot-launching will remain. On the other hand, if pilots are willing to wait for an especially good day, some compromise in performance is possible. A large gap exists between the performance of good hang gliders and mediocre sailplanes; any design innovations which narrow this gap will surely make it possible for more ofus to realize the dream of a long foot-launched soaring flight. A true foot-launched sailplane, though, lies very near the edge of the possible. It would take state-of-the-art materials and airfoils and very careful engineering. But, this is just the stuff on which designers and dreamers thrive. ~

EFFECT Cf STREN'ILINING ON SINK RATE HIF = 20 PSF 50 ]2

100

.__.MOST

HANG GLIDERS

200

/ / /

/ / ---1-26 /

2 40

J2Q

FPS

HANG GLIDING

Presideol's Page =c'--~·::::.~~

'1il

by Vic Powell

BOARD MEETING The USHGA Board of Directors held its winter meeting in Denver, Colorado, February 12-14, 1982. Fifteen of the nineteen Regional Directors attended, all five Directors-At-Large, and one of the four Honorary Directors. It was a well attended session in which a positive spirit of cooperation among the members was evident. A separate article about Board decisions appears elsewhere, and I won't duplicate that effort. However, some decisions deserve highlighting because they will guide future actions of the Association. One such decision involves the USHGA World Team. An outstanding slide presentation assembled and narrated by Dean Tanji was shown. It focused on the U.S. team at the 1981 world championships in Beppu, Japan, and brought Board attention to the need for increasing support of the team representing this nation and its flyers. In a constructive way it highlighted the effect on U.S. team standings of this country's nonchalant attitude toward world class competition. The presentation showed that the U.S. team has a number of strengths that can work to its advantage if properly supported. The Board decided to make an investment toward the production of a world champion team to be unleashed in Tegelberg, West Germany in 1983. There will be a number of important steps that you and every flyer in your Chapter can take to help assure the success of the U.S. team. Articles and ideas will be forthcoming. With the flyers of this nation involved in actively supporting the U.S. team there is no doubt in my mind that the United States can win in '83. My thanks to Keith Nichols, chairman of the World Team Committee, and to Dean Tanji, chairman of the Publicity Committee, for their leadership in bringing this subject to the Board in such a striking fashion. At this APRIL 1982

time the plan is to make available to Chapters and organizations around the country a slide presentation that can be used for the creation of awareness of the need for action, and contain a request for help. The Board also reviewed and acted on recommendations to expand the Association's awards program, upgrade office equipment, improve safety and training programs, and a wide range of recommendations that will improve the sport and the Association's service to members. The committee system that was used to address these and other issues served the Directors well. I believe that actions taken by the Board will help to improve the Association, make the programs and services it offers to members more meaningful, and help to improve the sport. My thanks to each Committee chairman for their outstanding work.

RA TING PROGRAM Interesting figures about the Association's flyer rating program were given to me at the Board meeting, and I thought that they might be of interest to you too. The figures are the first I have seen revealing the number of ratings issued in each category. The statistics show that the rating program becomes meaningful to the flyer after entering the sport; note the large number of Novice ratings. The numbers also show that the sport has work to do in urging flyers to earn higher ratings. As of February 1982 the following number of ratings have been issued in the program: Beginner - 3,500 Novice - 10,000 Intermediate - 5,037 Advanced - 3,342 Totaling the figures they show that over 21,000 flyers have participated in the rating program. As hang gliding schools continue to

attract students to the sport and the services of USHGA these figures will grow.

MEMBERSHIP One more interesting statistic. Since 1979 the Association's growth has stabilized at the 7,700 member level, varying slightly above and below. There are more flyers than that in the sport, and there is a larger number of Hang Gliding magazines distributed each month because of subscribers and newsstand sales. I believe that there are two untapped reservoirs of new members: flyers who have not been asked recently to join, and new students. It is important to the protection of our sport that people who participate in it become members of the national association. You will do your sport a major service by helping flyers to sign up. When dealing with federal, state and local governments, agencies of such governments, and private individuals it is important that there be one strong national voice and representative of the sport. Many site and flyer problems may be local in nature and require local attention to resolve them, but each problem can become part of a weave that establishes a pattern of public or government attitude strongly impacting hang gliding. It can be helpful in the negotiating process for both parties to know that there are national programs helpful and supportive of the flyer, landowner, government official, and the sport. Such programs become more meaningful when every flyer is a member ofUSHGA. It is action that flyers can take to help protect themselves and their sport. Make sure that your flying buddies are members.

NPRM An FAA official told me that the agency would develop a position on the NPRM by late February, forward it for approval to the

FAA Administrator and the Office of Management and Budget, and if approved the revised NPRM would be ready for publication in the June 1982 Federal Regis11y. I asked if hang gliding would be in or out of the revised NPRM; they predicted that it would not be in the rulemaking. That doesn't mean we are home free, FAA can always issue an NPRM on hang gliding, but it surely means that USHGA has been influential. Thanks again for writing a letter to FAA in response to the Association's appeal. Get every flyer onboard USHGA, they need to be part of the action. There are important things to be accomplished for the sport. ~ (co111i1111cJ from Plllfl' /2)

(BOARD REPORT) tive dates are August 20-21. The Board approved by a vote of9 to 7 that the requirement of helmets meeting the ANSI 290.1 specifications for sanctioned competition be dropped and that the rule be written to read, "Competitors are required to wear protective headgear as defined by the meet organizers." It was felt that the purpose of the original rule, the elimination of inferior head gear, had been met. In the U.S., pilots may only acquire C.P.S. points from USHGA sanctioned competitions. Outside of the U.S. Pilots may acquire points only in meets that have their own national organization's sanction. It was felt that the Competition Points System is working quite well. Despite a request from the HGMA that the requirement for certification of gliders in Class I be dropped, the Board voted to retain it through 1982, believing that such an action might be premature. To respond to those pilots not wishing to be forced to fly certified gliders, an Open Class will be created and will be treated just like Class I. This year's first meeting was productive and encouraging. Be sure to direct feedback to your Director for the August meeting; the more participation from our members the better Association we will be. Special thanks to Elizabeth Sharp for her terrific job as Secretary for the meeting. ~ (co111i1111t'd from pi1gc 31)

(WALDO) coastal ridge. Question #6: What gliders do you consider best for aerobatics? Common responses: 1) Most of the new double surface gliders because of their energy retention (kinetic energy). 2) Fledge. 3) State of the art flex wings are OK for wingovers, marginal for loops. 4) Stratus. Other interesting responses: I) Harriers. 2) Only a Fledge. Question #7: What maneuvers do you feel state

of the art flex wings are capable of? Common responses: 1) Wingovers. 2) % loops (120° wingovers). 3) Loops, MARGINALLY (posi· tively loaded). Other interesting answers: !)"Today's gliders have just enough perfor· mance to get you into trouble if you let things get out of hand." - Dave Gibson. 2) Today's gliders are worthless for spins. 3) Sloppy spins. Question #8: What might cause a glider to break up? Common responses: 1) Negative g load· ing. 2) Falling into the glider (falling on keel, so never let go of the bar). 3) Mid-air collisions. 4) Tail slides. 5) Tucks (tumbles). Other interesting answers: 1) Poor design. 2) Poor maintenance. 3) Poor pre-flight. 4) Thunderstorms, squalls, frontal conditions. 5) Rotors or vortices from large aircraft. Question #9: What do you feel is the weakest part of most conventional hang gliders? Common responses: 1) "THE PILOT!" - John Ryan and Dan Racanelli. 2) Aft leading edge. 3) Kingpost. 4) Down tube may fail especially if bent. 5) Depends on the glider (each one is different). Question #10: What do you feel is the reliability of current parachutes (% of successful deploymems? Are some better? In what ways? Common responses: 1) Don't know, no idea, not qualified to answer. 2) About 95% of deployments are successful. 3) Deployment bag systems arc the best. Other interesting responses: 1) "In my case, my chute (Advanced Air) is 100% successful." - Larry Tudor. 2) Keep in mind that if you have to use a chute you may still be in big trouble if the wind is strong or the terrain below is poor, i.e. power lines, water, inaccessible, etc. 3) "I've done 19 deployments and had 100% reliability. Use one with a deployment bag." - Rob Kells. 4) "The biggest danger is having your chute snag on some part of the diver." - Steve Pearson. Question #11: Do you have any information regarding rigid or "negative g" harnesses? Com• mon responses: 1) Yes, such a harness is under development. 2) No, I don't know (or won't say) anything about them. Other in• teresting responses: 1) "It is useless without an appropriate diver." - Rob Kells. 2) None of the ones under development have had comprehensive testing. 3) "DON'T GO NEGATIVE OR DON'T DO AEROBATICS." - Larry Tudor. 4) Ask Eric Raymond. Question #12: How much do you feel aerobatics increase the risk factor above passive hang gliding? Common responses: 1) Depends on how much margin for error you leave yourself (judgement, attitude). 2) Very little - 10% (contingent on above). 3) 100%. 4) The risk factor increases with the bank angle. Other interesting responses: 1) 90° - 50%; 110° -100%; 150° -500%; 180° - 1000%. 2) Past 140 ° there is practically no room for any

mistakes. 3) "To do past-vertical aerobatics one must accept the danger inherent in pushing the limits of your glider. And you're on your own; the factory does not do extensive testing beyond the "normal" flight modes of the glider." - Mark Bennett.

Summary The age of aerobatic hang gliders is almost here. If you want to learn aerobatics in a hang glider, give yourself every advantage possible. If you're conservative you'll wait. An aerobatic glider is on the horizon and it will be here soon. I am not an aerobatic pilot, my wingovers are generally sloppy and less than 90 °, however I am an instructor. My interest is in seeing the safe development of our sport. This article in no way is intended to advocate aerobatics in hang gliders, nor does it imply that they can be learned safely. It simply acknowledges the bold fact that it is what people are attempting to learn with little or no information and guidance. There is a syndrome in our sport that has never been labelled before and nobody said it better than Larry Tudor: the syndrome of "imitating someone better." The next time Waldo sees someone who is out-performing him maybe he'll take a step back and assess the situation. Will you? ~

iK,_T)NCG ~

TOW LAUNCH

There are several ways to get your glider up to launch altitude. You car'! walk it up, drive it up, fly it up with an engine and tow it up with a car or boat. Flatland pilots have an even narrower choice: engines or tow. Manned KITING by Dan Poynter is all about tow launched hang gliding. In fact, it is the only book on this special aspect of the sport. You will learn how to get to altitude with a proven step by step program which takes you from taxi practice, to lift off, to climb, release and free flight. All the necessary equipment is described in detail with photos and sources.

You can expand your flying experience by sending for this fun, easy to read book now, just $4.95 (includes shipping in the U.S.; foreign add$ l; Californians add 30~ sales tax) to: Para Publishing Books By Dan Poynter P.O. Box 4232-G Santa Barbara, CA 93103 USA Tel: (805) 968-7277 Send for FREE brochure

HANG GLIDING

CLASSIFIED /:1:tiVERTISINQ·

Harrier 177 ......................................................... . 1195 Centurion 165 ........................ .... .......... ................. 1195 Raven 229 ............ .. .......... .... ......... 1095 Mosquito 166 .... ................ .... .......... ............... 995 Firefly 2B 181 .. .......................................... 895 Seagull 10/v! ...... .................. ................. 795 XC185.. ................. ........................ 495 SST 1OOC .. ........ .................... ....................... 495 GUARANTEED GOOD

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), reused Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with ,non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos ALPHA 215 - in truly fine condition. Great intermediate glider. Wt. range: 165-205. $550. (213) 392-8825. ALPHA 215 .~ Excellent condition, spare control bar. Cincinnati, Ohio, (513) 281-5549.

..... $995 895 595 525 495

FLedge IIB ................ .. Condor 224 Seagull I OM .. .. Falcon V 180 .......................... . Lazor II 175 ...... . NOT SO GOOD

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

XC185 ............ ..

Prices subject to negotiation. Gliders shipped anywhere in heavy duty tubes.

Similar savings on

harnesses, in-

struments, etc. \X'rite or call for pictures, other info. TREASURE VALLEY HANG GLIDERS 5104 Albion Boise, ID 83705 (208) 3 36-9492

MINI SST - 85-135 lb. wt. range. Excellent condition. $450. Gordon, (805) 682-0311. NOVA '80 190 - Exe. Cond. $595. (303) 539-3335.

CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help ypu ·fly. Contact Delta Wing Kites & Gliders, (213) 787-6600.

ODYSSEY COCOON HARNESS - Unused, $120. Call for details, (203) 653-4298.

COMET 135 - Perfect condition - sail work by owner with "TLC," Burgundy (leading edge & tips) & white. $1,250. Call Jean Little (714) 676-5214.

OLYMPUS 180 - Immaculate rainbow sail, applied leading edge and never kinks, $600. (312) 244-0529 evenings.

COMET 165 - UP Factory X-C glider, doped sail, extra reinforcements, inlaid comet pattern on B.S. Roger at U.P., (714) 676-5652, days.

OL Y 180 - Custom rainbow sail with soaring windows. Excellent condition, no dents or kinks. $900. (301) 771-4621.

COMET 165 - 5.3/4.2 cloth, red/white "Toxic Shock." Latest hardware. Will pay shipping. $1300. Lester, (714) 676-5652, 678-1530.

PHOENIX 60 185 - Very good condition. Red, yellow, orange, $650. (714) 525-2816.

CONDOR 151 - Excellent condition. Beautiful rainbow sail. $795. (213) 883-2529. CONDOR 224 - $750. Stratus V, $950. (415) 945-7434 or (209) 226-6516. HARRIER 177 - Excellent condition. White wired LE, keel pockets. $1,000. (714) 349-3527. HARRIER 147 - Span-wise sail, fairings, excellent! Will ship. $1150. (714) 324-6539. HARRIER 177 - Very good flyer, nice colors. Asking $1250. Ph. Roger, (209) 638-2027. H 147 - Excellent for small pilot! Completely yellow, $1295. SILVER COCOON HARNESS. Custom rainbow, internal chute, 2 ballast containers, glider bag storage compartment, extra pocket. 5'1'' or shorter. Make offer. Betty, (714) 831-6138 or 542-7444. LAZOR 155 - Low hours, beautiful sail, excellent condition. High performance for low cost because I am giving it all up. Will send. (415) 239-1000.

NOVA '80 230 - Good Cond. $595. (303) 539-3335.

PROAIR '81 180 - Exe. Cond. $1,350. (303) 539-3335. RAVEN 209 - Mint condition. Less than 5 hrs. T.T. Clean Sail. Rob, (404) 777-8731. RAVEN 229 - WW stirrup harness, Litek vario, $1000, will ship. (714) 578-5704. RAVEN 179 - Low air time. $800 or best offer. Leave message, (805) 682-0049 or (805) 966-6004. RA VEN 229 - Great for tandem or heavy pilot. Good condition, $900. MOSQUITO 166 - Nice sail, excellent condition, $450. STRATUS V 148 - Flies well. $150. (801) 582-1261.

RA YENS and HARRIERS, starting at $1000. Other used gliders also available. Call or write Buffalo Skyriders, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842. SEAGULL 10 METER - 1979, excellent condition, blue, yellow, white, spare down tubes. $600. Bryan, (714) 979-1675. SEAGULL 10.5 METER - Good condition, new bag. $700./best offer. (209) 723-6578.

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

SENSOR 510 - Extremely fast, CYT racing sailcloth. $1495. (805) 322-2205.

LOOKING FOR SOME GOOD DEALS? CHECK OUR NEW YEAR'S CLEARANCE SALE!!!!

SUPER LANCER 200, 1981 - Less than 1 hour air time. Asymmetric/rainbow, $1200./offer. Wk (408) 988-1460, Hm (415) 965-9148.

BRAND NEW

Rigid Wings

Comet 185 ............................................................ $1795 Comet 165, 135 .. .................. .............. ........ .... ........ 1695 Harrier 177 ....... ............. ................ .... .................... 1595 Centurion 165 ........................................................ 1495 Gemini 184 ............................................................ 1445 Gemini 164, 134 ..................................................... 1295 Talon 140 ............................................... 895

FOOT-LAUNCHED MITCHELL WING - Built by designer Don Mitchell. Never damaged. Still the highest performance foot-launched hang glider in the world. Cartopable. Cantelever construction. No struts or wires. Totally controllable in severest turbulence of Owens Valley thermals. Price reduced to $2495, with $400 waterproof coverbag. Call George Worthington, (714) 452-1768.

LIKE NEW

Schools and Dealers

Demon ................................................................. $ 1395 Comet 165 ...... ........ ................... ........................... 1295

APRIL 1982

ARIZONA DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 942-4450. CALIFORNIA ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050. FRESH AIR FLIGHT SCHOOL Personalized USHGA certified instruction and observation. An alternative hang gliding establishment meeting all of your flying needs - including expert repairs at realistic rates. Call BRIGHT STAR in Santa Rosa at (707) 584-7088. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG FLJGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring 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. HANG GLJDER EMPORIUM SANTA BARBARA (Formerly Channel Islands Hang Glider Emporium) Quality instruction, service and sales since 1974. Full stock of gliders (both new & used), harnesses, helmets, varios, accessories, and spare parts. Contact us for details. Located just minutes from major highway and flying sites. 613 N. Milpas, Santa Barbara, CA 93103. (805) 965-3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FL YING SCHOOL - USHGA Certified instructors, observers serving Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or \Vfite for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLJGHT 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 lv!ission Ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SAN FRANCISCO SCHOOL OF HANG GLIDING Private and group instruction by certified instructors. (415) 731-7766; 992-6020. SKYWORKS HANG GLIDING & ULTRALITE - of the South Bay Area offers you opportunity and diversification in the art of flying. Complete lesson programs, certified instruction, demos, equipment nev., and used, repair facilities, and major brands available. 527 Sinclair Frontage Road, Milpitas, CA 95035. (408) 946-7115.

THE HANG GLIDER SHOP - For the largest in stock inventory. USHGA certified flying instruction and much, much more! Call (213) 943-1074. 1351 Beach Blvd., La Habra, CA 90631. ULTRASPORT, INC. is the only Southern California school dedicated Only to powered ultralights. We have a flight simulator which allows you to learn basic flight manellvers before committing to free flight. USHGA certified: Call or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. WINDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED UL TRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836. COLORADO FOUR CORNERS SCHOOL OF HANG GLJDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550. LEADING EDGE AIR FOILS, INC. - Write for our com-

plete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.

TELLURIDE - Fly Telluride this summer. Complete package available. Lodging, food, transportation up mountain, and other activities for your family. Write: P.O. Box 394, Telluride, CO 81435 for brochure. CONNECTICUT AIRWISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presentation available. HAWAII HAWAII SCHOOL OF HANG GLIDING - Complete USHGA certified lesson program. Equipment sales, service and rentals available. Write or call for more info. P.O. Box 460, Kailua, Hawaii 96734. (808) 595-7119.

Box 100, Granville, IL 61326 or call (815) 339-2282 before 10:00 a.m. MARYLAND MARYLAND SCHOOL OF HANG GLIDING, INC. Serving the Washington D.C. and Baltimore areas. Com· plete line of gliders and equipment. USHGA certified instruction. (301) 628-6177. MICHIGAN ECO-FLIGHT HANG GLIDERS and MICHIGAN MOTOR 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. ECP-FLASHI Congratulations to Mark Bolt for his record breaking 8 hour 42 minute flight at Green Point, Michigan.

MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-1271. TRADEWINDS HANG GLIDING - USHGA certified instructors/observers. Classes daily. Box 543, Kailua, Hawaii, 96734. (808) 396-8557.

ILLINOIS MID-AMERICA INC. - Instruction in hang gliding and motorized ultralights. All major brands available. Certified instructors and BGI's. Individual and group rates. Write:

MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands, USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333. NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842. NEW YORK THE WELCOME MAT IS OUT at Mountain Wings, the Ellenville area's newest and largest shop for hang gliders, ultralights, RC gliders and more. Located just off Route 209 on Main Street, Kerhonkson, our product lines include Flight Designs, ProAir, Manta, Seedwings, Stratus. Top notch instruction programs with audiovisual teaching aids. Mountain Wings, Box 1022, Kerhonkson, NY 12446. (914) 626-5555. NORTH CAROLINA

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

accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 2485 l Murray, Mt. Clemens, ,\Heh. 48045. (313) 791-0614.

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. 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

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 pans 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) 479-0826.

BROTHERS Fast and accurate air speed measurements can be made by using the Hall Wind Meter. A valuable instrument for all hang glider pilots. S2!.50

Our Seated and Prone Brackets shown here with the Wind Meter. provide an excellent lightweight mounling for the

Wind Meler. Seated Bracket S5.00 Prone Bracket S6.00

Dur Control ear Wheels protect you and your glider on

lhal occasional bad landing and during routine ground handling. The wheels fit 111 or 1~"!" control bars. Specify size when ordering

$20.00 pr.

prevents vibration from interfering

with ils operation on motorized gliders. $6.50

When ordering please specify the items ordered and how many of each are desired. Add S2.00 for C O.D. Or<lers and for orders to foreign countries. Telephone orders welcome. Dealer lnqrnres invited.

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

HANG GLIDING

PENNSYLVANIA SKY SAII,S LTD Hang Gliding School. USHG1\ certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

stock. Some good used gliders also. 1302 Kings Place, Bainbridge ls., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

International Schools & Dealers

TEXAS AUSTIN AIR SPORTS - Certified hang gliding instruction. Glider sales & equipment. (512) 474-1669. AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954. ELECTRA-FL YER DISTRIBUTORS. South ,\-\idWestern distributors for: Electra Flyer Corp., UFM 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. LONE STAR HANG GLIDERS. Electra Flyer, Skv Sports, Seagull, i\-\anta and UF1\'l sales, repair, in;tructio~. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159.

WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the 1\ lountain. Featuring a fully-stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories and glider sales and rentals. 700 East 12300 South, Draper, UT 84020 (801) 571-4044. 1

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

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

Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM 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.

BIG BIRD'S WINGS - Hang gliding's best. Instruction - sales and service. Dealing & distributing Wills Wing in Washington state. Call Fitz (Big Bird), (206) 523-2436.

PARACHUTES REPACKED - Your parachute aired, inspected and repacked by experienced rigger - $15.00 includes return postage. Send U.P.S. to HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116 (415) 992-6020.

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

Parts & Accessories

FAIRWINDS INTERNATIONAL is the exclusi,·e Ultralite Products dealer in the Northwest. Comet, Gemini in

PROPELLERS - All sizes. Wood, beech, birch, maple. Buy the best. Factory direct. Southern Propeller Corp.,

WASHINGTON

Publications & Organizations

SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varies, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo 105 JAPAN. Tel. 03/433/0063.

UTAH INFINITY FLIGHT SYSTEMS - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 359-SOAR.

1114 Hinson Ave., Haines City, FL (813) 422-2335. HANG GLIDER EQUIPMENT COMPANY - For all your hang gliding needs. 3620 Wawona, San Francisco, CA 94116 (415) 992-6020.

Ultralight Powered Flight KITTY HA WK KITES - Training specialists for ultralights. FAA certified Flight Instructors. Quicksilvers, parts in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic flight. 1-800-334-4777. 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. NORTHERN SUN INC. The industry's most experienced rigid wing builders, offers all custom built rigid wings at discount prices. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conventional aircraft and Powered Ultralights. This comprehensive course includes techniques in reading and understand· ing sectionals, FAR's, micromereorology, and even float and ski use. Upon completion of course, students receive certification cards. For more details, contact us at: 2277 \YI. Country Rd. C., St. Paul (Roseville), MN 55113. (612) 633- 3333. SKYWORKS California.

Please see ad -

Schools & Dealers -

SPORT FLYING UNLIMITED - Ultralight sales, training and service for QuickSilver, MX and Mirage. Two locations: 2915 S. Logan St., Lansing, MICHIGAN 48910,

USHGA CLASSIFIED ADVERTISING ORDER FORM

,},~''.J\\.r

\Vasatc:11 \VIIIU'"' presents an , ; - ".'":''•:-.\,\\,\\\\\\\\\\"'\\~\\\~"\'""':\:\'

35 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). Bold face or caps 50¢ per word extra. (Does not include first few words which are automatically caps). Special layouts or tabs $20 per column inch. Payment for first three months required in advance. Please enter my classified ad as follows:

Advanced Soaring Seminar * Five days of flying, with ground schools. * Ridge soaring Point of the Mountain.

* vertical Cross country thermalling from mountains over 5000 feet descent. * Transportation to and from sites.

* and Conducted by Dave Rodriguez, advanced certified instructor, former Masters of Hang Gliding Champion.

$295.00

June 6th-12th or July 11th-17th or August 8th-14th.

Number of words: ________ @ .35 = - - - - - - ~

Section (please circle) Rogallos

Rigid Wings

Schools and Dealers Emergency Chutes

Business Opportunities Publications & Organizations

Ultralight Powered Flight Begin with consecutive issue(s).

Miscellaneous issue and run f o r - - - ~

My check _ _ money order-~ is enclosed in the amount of $~~~~~~~-

$50 reservation deposit and proof of hang Ill or equivalent required. Classes will be kept small so make your reservations early. 700 East 12300 South O Draper, Utah 84020 ° (801) 571-4044 Phone Number:

P.O. BOX 66306, LOS ANGELES, CA 90066 / (213) 390,3065 1____________________________ •I

APRIL 1982

(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. ULTRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl Fledglings. Our only business is power. USHGA certified. Call or write for further free information. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. UTAH'S INFINITY FLIGHT PARK - Ultralight instruction, sales & service. 898 S. 900 E., SLC, Utah 84102. (801) 359-SOAR.

Miscellaneous

Powered Ultralight Trnining Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 8 1/, x 11 workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066. SOC-SAC FOOTBAGS - 12 piece sack, looks like small soccer ball. Starts round, sta1•s round. Predictable rebounding. Custom sacks available ~ow, colors. $9.00 each, $40./5 sacks, 10 or more, call or \Vrite: Reed Gray, 1118 Lorane Hwy., Eugene, OR 97405. (503) 343-0250. 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.

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 l 982 Robertson faired chute cacoon harness with faired ballast container and equipment stash, $225. (7) 63 inch down tubes, $12. (303) 539-3335.

TYPE: Wills Wing Raven 209 #4911. WHERE AND WHEN: Aug. 10, 1981 from Buffalo Skyriders shop, Albuquerque, NM. SAIL PATTERN: Red leading edges. Center out: black, red, orange, gold, yellow, white tips. Also stolen, custom harness, black with custom blue chevron. CONTACT: Buffalo Skyriders, (505) 821-6842. Box 4512, Albuquerque, NM 87106. Reward. TYPE: Olomana #1. SAIL PATTERN: All white. Blue bird emblem on sail near nose. Orange and gold cover bag. CONT ACT: Mikel Dillon, 1111 S. Water, Wichita, KA 67213. (316) 263-1287. TYPE: Wills Wing Harrier 177 #6113. SAIL PATTERN: All white. Six holes in L.E. WHERE AND WHEN: Ultmate Hi, Feb. 22, 1982. CONT ACT: Roger Chase (714) 748-1739. FOUND: Harness and chute in Lancaster, CA near Ave. P. CONTACT: HG of CA, (213) 399-5315.

COLLECTOR'S ITEMS - Limited edition lithographed prints of George \X'orthington's "Old Man,s Quest' 1 story. Autographed by the "Old Man" himself. S 13. for the set. Money back guarantee. Mail to: Terry Ferrer, 14421\ Walnut St., Rm. 326, Berkeley, CA 94709. COMPETITION ADMINISTRATION by LIZ. Thoroughly experienced in one-on-one, goal/duration competitions. Highly adaptable: if you have something new and different, I can help make it work the first time. Rates upon request. Mobile LZ, 5555 Bowron Place, Longmont, Colorado 80501. (303) 530-0718. 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 $1.00 postage and handling. Call now 1-800-334-4777. In N.C. call (919) 441-6094. Kitty Hawk Kites. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 1/ , " dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

The rate for classified advertising is 35¢ per word (or group of characters). Minimum charge, $3.00. A fee of SlO. 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 l 11, 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.

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. CONT ACT: Detective Bob Hanson, Van Nuys police dept. (213) 989-8371 or Delta Wing (213) 787-6600. Reward for information.

AOL!, COMET CLONES AND POD PEOPLE! The I 98 l International Cross Country Hang Gliding Championships in the Owens Valley of California 9 1982. You are there for the pilots briefings, blown take-offs, 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 + $5.00 handling ($10.00 foreign). Rick Masters, P.O. Box 3094, Shell Beach, CA 93449. Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066.

40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.

TYPE: Comet #UPCMT 165995 Sail: nose to tail gold, yellow, white. UP Gemini: #UPG164042. Nose to tail: Green (blue stripes), yellow. Thief is known to be in Redondo Beach, CA area possibly working for Walker Transportation Co. Large reward. CONTACT: Alesandro Gomez (331)-2-38-21 (Colima, Mexico). TYPE: Fire Eagle w/Z-drive. SAIL PATTERN: Red, orange, gold, yellow, yellow wired L.E. DISTINGUISHING CHARACTERISTICS: Infinity lettering and logo faintly visible. Sail repair on inside panel. WHERE AND WHEN: Dec. 1981 Cedar Valley, Utah. CONTACT: Infinity Flight Systems, 898 S. 900 E., SLC., Utah 84102 (801) 359-SOAR. TYPE: Robertson Cocoon Harness, light blue liner, brown outside with Flight Designs parachute, gray bag. Red helmet, Litek vario, round face (black), red bag, Flight Designs altimeter. WHERE AND WHEN: Home Feb. 13, 1982. CONTACT: Jon, Los Gatos, CA (408) 354-3041 or (408) 395-2645. TYPE: 1979 Seagull 10 Meter. WHERE AND WHEN: Cincinnati, Ohio, Oct. II, 1981. DISTINGUISHING FEATURES: Light blue sail with "Seagull" lettering. Keel and right L.E. plain anodized, all other black. Red bag with thumb snaps. CONTACT: Kermit Kinne, 35 Juergens Ave., Cincinnati, Ohio 45220 (513) 751-6642. TYPE: R.D.P. parachutes: #'s 3003, 3078, 3042, 3073, 3035, 3037, 3023. Litek Model C varios: #'s

TYPE: Phoenix 6D. WHERE AND WHEN: April 10, 1981 from Fairfield, CA. SAIL PATTERN: Center out: Gold, white, lt. blue, blue, black, black leading edges and keel pocket. CONT ACT: Keith W. Bakula, PSC 3 Box 136, Travis AFB, CA 94535 (707) 437-2110. TYPE: Seagull !OM, 1979. #9434. SAIL PATTERN: Gold keel pocket, gold center section, two white panels, orange, red, gold, green, dark green tips and LE. TYPE: Sensor 210E, 1980 165 sq. ft. #110. SAIL PATTERN: Orange LE, white, brown keel. No battens. WHERE AND WHEN: July 12, 1981 from Ventura, CA residence. CONTACT: Steven Lum (805) 653-1367 or Mark Anderson (805) 644-4249. TYPE: Moyes Maxi. SAIL PATTERN: Multicolored sail. Extra-wide stainless control bar. Orange cover. WHERE AND WHEN: April, 1981 in basement of condo. CONTACT: Jim Hogg, 2533 Ala Wai Blvd. #404, Honolulu, Hawaii 96815 (808) 923-8250. Reward. TYPE: 198 I Stratos 164 with enclosed cross bar. WHERE AND WHEN: Sunnyvale, CA 6-23,81. SAIL PATTERN: Lt. blue and white upper surface, dk. blue and white lower surface. Lime and gold split panels at tips. CONT ACT: Don Piercy (408) 739-8571. TYPE: 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. 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. HANG GLIDING

• FLIGHT LOG, 40 PAGES • POCKET SIZE, 3%" x 7" • SKILLS SIGN•OFFS INTERMEDIATE ADVANCED AND SPECIAL • GLOSSARY OF TERMS • MASTER RATING

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THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History. models, acces., public. organizations, schools, sites. USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requiremenls. syllabus. teaching methods. HANG FLIGHT by Joe Adelson & Bill Williams. Third Edit. Flight instruction manual. 100 pgs. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing. MAN-POWERED FLIGHT by Keith Sherman. History & modern technology, design considerations. HANG GLIDING AND 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

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.. NEW .. USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE only. Men's sizes: S M L X-L (CIRCLE ONE). Women's sizes (French cut): S M L [CIRCLE ONEJ. USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only.SM L X-L [CIRCLE SIZE & 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. 31/, x 2%. USHGA SEW-ON EMBLEM. 3" dia .. full color (red wings. sunburst w /black print). USHGA EMBLEM DECAL. 31!," dia .. full color. USHGA EMBLEM PENDANT. W' dia. Pewter w/silver chain. USHGA BUTTON/PIN. rn dia .. full color.

WALLET. Nylon. velcro closure. mach. washable. water resistant. ROYAL BLUE color. BUMPER STICKER. "Have you hugged your hang glider today" Blue on white.

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<l:" , : OWENS VALLEY 82 ?JUMMER FL YING ADVENTURES $()ARING. SEMINARS Instructional cross country flying experience - learn from the, Owe,ns Valley experts - complete transportation provided - 5 day seminars.

EASTERN SIERRA SAFARIS Daily site chosen from over a dozen of the world's best fly the Inyo, White and Sierra Mountains - complete transportation and guide service - 3 and 5 day safaris.

MOUNTAIN SKY CAMP Fly into our secluded mountain base camp! - Top meadow landing and relaunch - complete transportation and guide service - base camp equipped by 4WD - 3 and 5 day expeditions.

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Yougolill f'heSHAIIK From Flight Sails, New Zealand, the highest-performing flexwing in the world,,

RESERVA T/ONS REQUIRED - PLEASE WRITE OR CALL FOR SCHEDULES AND PRICES Dealers tor U.P., Wills, Manta, Flight Designs

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Launch into 1982 with DELTA WING