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

BALL VARIOMETERS INC. 5735 ARAPAHOE AVENUE, BOULDER, COLO BADO 80303

PHONE: 303-449-2135

INTRODUCING NEW MODEL 651 VARIOMETER, DIGITAL ALTIMETER, AUDIO

Mounted in a rugged, small, streamlined housing. Replaces popular Model 631. Altitude SL to 19,990 feet, audio up and down or up only, dual batteries. $495

MODEL 620H AUDIO/VARIOMETER

This has been our most popular unit. Vario, audio up only, dual batteries. $280

MODEL 600 VARIOMETER

Basic Variometer. $235 We make several other models, for example 500 and 600.

Ball Variometers has been making electric variometers for over 15 years and has a worldwide reputation for performance, high quality, dependability, and customer service. We pioneered the thermistor type vario, diaphragm electric vario, and the electric derivative vario.* If you are unfamiliar with us ask any leading pilot about Ball Variometers. Available from Hang Glider and Ultralight dealers and manufacturers. Dealer inquiries are invited. 'Protected by U.S. Patent Number 4,086,810.

UP Comets sweep 'Mzona 0pen• XC Championstipl 1 Bob Thompson - 52.5 miles 165 UP Comet I Rik Fritz - 44.0 miles 185 UP Comet -==--========================= J Bob Thom - 40.0 miles 165 UP Comet 4 Bob Thom~ - 37.0 miles 165 UP Comet 5 Dave Evans - 33.0 miles 165 UP Comet ==================================~ Bob Thom~ - 33.0 miles 135 UP Comet 6 Gar)" Brown - 30.0 miles 165 UP Comet

EDITOR Gil Dodgen ASSOC/A TE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray, Stephen Mccarroll ILLUSTRATORS: Cathy Coleman, Harry Marlin

OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy Provin (Ratings) Linda Stohlberg (Membership) Terri Jo Nelson (Acct. Rec.) USHGA OFFICERS: PRESIDENT: Vic Powell VICE PRESIDENT: Doug Hildreth SECRETARY: Elizabeth Sharp TREASURER: Ken Koerwitz EXECUTIVE COMMITTEE: Vic Powell Doug Hildreth David Broyles

ISSUE NO. 112

HangClding CONTENTS FEATURES

The United States Hang Gliding Association Inc., Is a division of the National Aeronautic Association (NM) which Is the ofllclal U.S. representative of the Federation Aeronautlque Internationale (FA/), the world governIng body for sport aviation. The NAA. which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FA/related hang gliding activities such as record attempts and competition sanctions. HANG GllDING magazine Is published for hong gliding sport enthusiasts to creole further Interest In lhe sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contrtbute articles, photos, and illustrattons concemlng hang gilding activities. If the material Is to be returned, a stamped, sett-addressed retum envelope must be enclosed. Notiflcatton must be made of submission to other hong gilding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Assoclotlon and publication do not assume responsiblllty for the moterlal or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc. whose mailing address is P.O. Box 66306, Los Angeles. Calif. 90066 and whose offices are located at 1142:l Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Secondclass postage is paid ct 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 are $29.50 per year ($32.50 for foreign addresses); subscription rates are $22.50 for one year. $40.00 for two years, $57.50 for three years Changes of address should be sent six weeks in advance. including name, USHGA membership number. previous and new address, and a malling label from a recent Issue.

The First (And Probably The Last) Hang Flight Systems HANG GLIDING FASHION SHOW

by Erik Fair photos by Steve Fry and Rob Kells

FORECASTING THE BEST DAYS

THE SUPERMAN SYNDROME

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

MAY 1982

by Don Chambers photo by Eric Raymond

by John Green

MOUNT SAINT PIERREHawaii of the East

GEEK!

Flying in South America LA RIOJA ARGENTINA

FIRST ANNUAL SYLMAR FLY·IN AND BARBEQUE

article and photos by Deane Williams

article and photo by Gregory Beck by Horacio Pereda photos by Javier Benegas

by Lynn Miller photos by Jane Cobb

SKYMASTER - An Innovative Hang Glider Recovery System

by Len Hull photos by Steve Thompson

DEPARTMENTS 4 4 5 8 9 12 32 36 38 43 43 44 49 52

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

COVER: Judi Nielsen soars Fort Funston, in San Francisco. California. Note observer's platform. Photo by Leroy Grannis. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and individual contributors.

~LTKl1LIQHT CONVERJATION

one is below the severe updrafts and then open the parachute. My question is this: At terminal velocity, how many of today's harnesses will withstand the opening shock of a hang gliding parachute which is designed to open quickly and, therefore, has a much greater opening shock than a sport parachute which has a sleeve that provides for a "gradual" opening time? Tony Verhulst Tewksbury, MA

Free Fall Openings

New Owner at Chandelle

Dear Editor, In regard to Dennis Pagen's article "Thunderstorms - Atmospheric Dreadnaughts Part II" in the March issue, I'm a bit confused. Both articles were very informative and wellwritten, however, I was under the impression that even the newest of harnesses cannot stand the opening shock of a parachute. Mr. Pagen suggests unhooking from your glider and deploying your chute after falling well clear of a thunderstorm as a "one last chance" attempt to save your life. Although all attempts and possibilities should be exhausted in the case of an emergency, I question the validity of this advice. Last summer, while thermalling over Slide Mountain, 'Nevada, I suddenly encountered strong, smooth lift. Before I realized what was happening, the ground below me became wispy-white and I was sucked into the cloud. I remember seeing a very dark base before I entered it. Well, you always read about things like this but never think about it happening to you. During my attempt to get out of the cloud, I never once thought about unhooking from my glider. I tried spiraling down (or what I thought was down), flying straight, and finally decided that my only hope was to try to break the glider and then deploy my chute once below and i.vell away from the cloud. After two attempts to stall the glider upside down and break it, I popped out of the cloud and made a dash toward the landing area. I hope no pilot ever has an experience with a thunderstorm, but it can happen. I think we should all know the best thing to do. Anybody have any ideas? Gary Wood Carson City, Nevada

Dear Editor, I wish to thank you for publishing the fine articles by Dennis Pagen on thunderstorms (February and March '82). The reason for this letter is in regard to the last point made in the series. Mr. Pagen recommends that if one is "sucked up" in a thunderstorm, the last resort is to release from the glider and free fall until 4

INDEX TO ADVERTISERS Ball Varlometers ................................................................ IFC Bennett Delta Wing Gliders .................................... 42, BC Eco Naulics ........................................................................... 39 Flight Designs ................................................................... 7, 35

Dear Editor,

Flyers Coop .......................................................................... 50

After ten wonderful years of full-time involvement in hang gliding, I am pleased to announce that George Whitehill has become the new president and manager of Chandelle San Francisco, Inc. His energy, resources, and experience as a pilot, businessman, and instructor will assure that the Chandelle tradition of quality instruction, friendly service and top rate products will continue and grow. I'd like to say a special thank you to the industry people and every day pilots who've made these years so incredibly fulfilling and successful.

Glider Rider ........................................................................... 23

I'll see you in the air! Fly Safely, and Good Lift!

Para Publishing ................................................................... 50

Jan Case, Founder Chandelle San Francisco, Inc.

Rotec ........................................................................................ 39

Hall Brothers ........................................................................... 51 Hang Gliding Press ............................................................. 17 Hurst .......................................................................................... 51 Leaf ........................................................................................... 39 Lookout Mt............................................................................. 48 Nakikl ....................................................................................... 39 Owens Valley HG Center ................................................ 17

Pro Air ............................................................................... 30, 31

Seedwlngs .............................................................................. 1

Failed Carabiner

Snyder Ent............................................................................... 17 System .................................................................................... 50

Dear Editor, Ullrallte Products................................................................. 2

Saturday, February 20, at our local flight park near Milpitas, CA, a pilot attempting a highly banked wingover stalled at the top of the maneuver. The glider went inverted and he fell on top of it. The glider tumbled a couple of times and entered a dive, the pilot struggling to deploy his parachute. When the glider pitched up from the dive, about 200 feet AGL, the carabiner broke and the pilot died on impact with the ground. Preliminary inspection of the glider suggests that until impact the glider was basically intact except for the defined tip tubes which were bent down to the point of uselessness. The carabiner was a non-locking aluminum oval type. Inspection showed that it failed under tension with the gate open. It is not known how the carabiner gate came to be open during failure, nor does it really matter. What does matter is that the carabiner proved to be the weak link in the gliderharness system. This is a completely unsatisfactory condition to be flying under, because the parachute back-up system relies

USHGA ............................................................................ 10, IBC Wasatch Wings .................................................................... 23 Whole Air Magazine .......................................................... 23 WIiis Wing, Inc........................................................................ 11

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

HANG GLIDING

I CAN'T WAS TE MY TIME WITH YOU WHAT'S A MATTER.? IT TOO SR.EEZY FOP.. YA

GROUNDHOGADoNS?

1\'E GOT THINC,S TO DO.' PLAC.ES TO GO.' PEOPLE TO EAT.'

A/D6E WARMERS ...

on the integrity of the carabiner and harness; the carabiner and harness should never fail before the glider. Nevertheless, the same type of carabiner discussed above sits on harnesses for sale in hang gliding-shops across the country. Since the refinement of the HGMA glider certification standards, hang glider stability problems and structural failures have become rare. However, the accident described here exposes obvious holes in our suspension system design standards; we have no official design standards! Pilots are left to judge and choose equipment on their own, and a lot of questions arise: What type of carabiner is adequate? Does a carabiner gate carry any load? What is an adequate hang loop? Should the secondary hang loop be stronger than the primary? How strong should a harness be? Should harnesses be discarded at a certain age? Should parachute bridle chords be reinforced where they may rub a cable? The USHGA has been excellent in promoting the safety of our sport, and I believe that the buck should stop with our organization to assure that all safety related issues are addressed. This is mandated if we want to be treated as a self-regulated sport. The USHGA should address the issue raised here, and by whatever means necessary, establish suspension system standards. Pilots who have years of involvement in hang gliding pick up a lot of tips about equipment care and selection, such as the importance of a locking c'arabiner. (Many pilots fly with strong steel carabiners.) New pilots, however, need some official standards or guidelines to ensure that their equipment is adequate. Now the HGMA has asked the USHGA to rescind the certification requirements for gliders used in USHGA sanctioned competition. I say no! Many pilots select new gliders based on competition placings. The glider safety improvements brought on by the certification program should not be compromised for competition pilots or recreational pilots. The success of the certification program is partly due to the USHGA's stance on competition gliders; let's keep the certification program strong. Frederick Stoll Los Altos, CA

angle lens used to take the shot. As for the UFO theory I have one of my own: Of all the UFO sightings coming out of England, I wonder how many of them are reported by similarly blind chaps who need to come up with some explanation for what they haven't seen. Don't feel bad Everard, it happens to the best of us! Stuart Millsaps Honolulu, Hawaii

Gossip Column? Dear Editor, Since the earliest days of Ground Skimmer was there ever a more captivating cover illustration than Dennis Pagen's watercolor or a more readable and exciting article than Don Partridge's "Sky Mountaineering?" I doubt it, friends, and my admiration for both of those worthy birdmen is boundless. Also most welcome is the return of the ratings and appointments page ... a feature we never should have abandoned. Now, if we only had a fast-paced, timely, newsy, shoptalk-and-in-house-gossip column like those Bill Allen used to write, we'd be well on our way to total recovery from our recent and most painful surgery. Almost everybody is interested in "What's going on," and that interest is not satisfied by the rather sterile items (and style) of the News and New Products page. We want to know things like: "What ever happened to Tom Price's ASG-23?", "Where are those lightweight gliders we've been hearing about (and praying for)?", "What does Haggard have up his sleeve for '82?", "What will Peghiny's new rigid wing look like?", "Will Rich settle for Number Two when he goes to heaven?", "Does Linda have a spare bedroom in Hawaii?", "Will Steve Moyes be knighted?", "Will George do the hat trick on his hundredth birthday?", "ls there life after a blown launch at Toll House?", "Is aerobatics in or out?", "Is hang glider design a science or an art?" All fascinatin' stuff, right? Yours for a glorious and outrageously successful '82 ... and let's hear it for the first 200-mile XC flight, which just might happen this year!

Missing Cable Found

Burr Smith Prescott, Arizona

Dear Editor, In regards to Everard Cunion's inquiry as to the whereabouts of the starboard flying wire on the November '81 cover; all I can say is Mr. Cunion is one blind Englishman! The cable is in plain view (as well as the shutter release line) on the horizon to the left. The "wrong" angle of the batten pockets is probably due to the distortional effect of the wide-

To Fly Dear Editor, For any of you who haven't heard, the American Museum of Natural History has acquired the film "To Fly" from the Air and Space Museum at the Smithsonian Institute in

Washington D.C. This film was commissioned by the Institute in 1976, from filmmakers Greg McGillivray and Jim Freeman, who made the films "The Endless Summer," a film about two surfers' around-the-world search for the perfect wave, and "On Any Sunday," a glimpse into the world of motorcycles and the people who have them - both great films. "To Fly" is the history of flight from balloons in the 1800's to tomorrow's journeys through space. It includes some rare and beautiful footage of the late Bob Wills flying an old Swallowtail in the Hawaiian Islands. "For the first time in history, man truly has wings," says the narrator. Next we're at a rocket launching and finally a stimulating trek through our solar system. Coming back to earth the viewer is made aware that even our fragile planet is an aircraft flying through space. The museum has a suggested donation of $2.50 to enter, and the movie, shown in their Naturemax Theatre is an additional $2.00. The film is shown every hour on the half hour, and though the movie is only about thirty minutes_, they're great minutes! The museum is on 79th Street and Central Park West and if you haven't been there since you were a kid, take my word, you'll love it. There is also a section on meteors, fish and our "fine feathered friends." There was a lot that I didn't get to see, but the dinosaurs on the fourth floor are great! See you there. Bruce Mankowich Suffern, New York

Tandem Passengers Dear Editor, In response to Terry Ferrer's very humorous article in the March issue of Hang Gliding on tandem flying, I would like to offer a very different view of the tandem passenger. Contrary to the "prematurely grey fellow one sees trying to control nervous twitching," I would like to alter this image and talk about the beaming beginner one sees grinning from ear to ear. Flying and soaring on tandem flights has been one of the most enjoyable experiences of my flying career (second only to my own record flight from 150 feet that lasted a glorious 30 seconds). I have flown tandem at several different sites, Rob Engorn taking me on my first flight above the training hills, Pat Denevan escorting me on my first soaring flight of over an hour on the coast, and A.J. Martinez showing me the beauty of soaring over the hills at Ed Levin Park in Milpitas and I have never been surprised or scared. I believe the key is to plan the flight with the passenger so he or she (YES, there are female HANG GLIDING

Just when you thought a glider co ... anY lighter ... set up anY quicker ...perform artY better

JAVELIN SPECIFICATIONS 208

Leading Edge Area Aspect Ratio Nose Angle Span

168 18' 168 sq. ft 6.1 .

18'4" 207 sq. ft 5.2 .

122 degrees

31'8"

32'2"

Pilot Weight R Weight lncludi~~g: Breakdown L ag T. ength nke Adaptation Root Cord

168 115 . 195 lb 59 lbs s 12' Optional 9'2"

208

l60 · 240 lb 5

64 lbs 12 ' Optional 1 O'l"

passengers too, and even female pilots!) knows what to expect during the flight. On every tandem flight I've had the privi· lege to go on, the pilot has always discussed the intended flight plan with me. In addition, we talk about the launch and landing techni· que, and even practice running together and synchronizing our movements. These exer· ciscs prepare me for the coordination required for two people to fly as one; I know what to ex· pect both mentally and physically. The oppor· tunity to fly to more advanced heights and to soar for long periods of time (longer than 30 seconds at any rate) is thrilling to say the least, but it is also a terrific learning experience. A beginning pilot has a lot to learn from a more advanced pilot, and a tandem flight is a perfect occasion. During my last tandem flight over Ed Levin Park, A.J. Martinez explained his every move to me and helped me to become aware of dif· fcrent aspects of the flight. He asked me questions like: "What direction is the wind coming from? How do you know? How should we land? ... " He asked me questions that I'll be asking myself soon; questions I'll need to answer for myself quickly and confidently. ·randem flights should be, would be, could be, safe, wonderful and educational.

the ranger can only hurt our chances. If you've got a personal beef with State Park policy and regs, join me in signing and circulating petitions to change the rules for the system. Contact: Kitty Hawk Kites, P.O. Box 828, Marina, CA 93933. Dean Morris Julian, CA

Dear Editor, This fall I plan to release a book titled "Of Wings and The Wind" which will be a com· pilation of sketches, short stories, photographs and poetry or insights of people who are in· volved in the most beautiful sport in the world ... hang gliding. I would like to extend an invitation to anyone who would like to make a contribution to what I hope will be a collector's item in the years ahead. All that I'll be able to offer in return is recognition in the manuscript which I hope will be considered a work of art.

TORREY PINES: On March 29, 1982, Bill Liscomb flew his 18'5 UP Comet approximately eight miles north from the Torrey Pines takeoff. He landed one·half' mile north of' the cl it.rs end at Solana Beach. This is 1he first time that a hang glider has crossed the one· mile gap from Del Mar to Solana Beach. In 1977 Ken Seville was the first hang glider pilot to cross the gap from Torrey to Del Mar. Since then many pilots have crossed 10 Del Mar. Within five minutes of takeoff he had 1,250 11. ms!. Bill pointed the big yellow Comet

Gregory Beck Box 2750 Olympic Valley, CA 95730 (916) 546,8177

Becky Smith Beginner Pilot San Francisco, CA Dear Editor, Dear Editor, How many times has it happened? We have a good thing going and a few unthinking pilots (local and non) screw it up. Mt. Laguna is a favorite X·C launch for many San Diegans. The best launch happens to be on State Park property. Normally, flying here would be taboo, but, largely because of the remote location, the rangers have allowed us use of the old fire road for six years. A visiting state official ordered the local ranger to close off the road to the public last year. Following orders he put up a wire gate and posted a park sign. At this point we were still allowed to hike our wings up an easy task using the buddy system. Repeatedly, pilots with zero foresight tore down the gate and trucked the short trail, at least one of them get· ting fined. When word got to distant official· dom that this was happening, the local ranger was ordered to stop even the hiking. Thanks to the laziness of a few ... BUT We still have a chance. Going through proper channels in an organized fashion, local club officials are pursuing efforts to re-open the site via special use permission. Please, gals and guys, let's not aggravate the situation. Cutting fences and "lipping ot.r' at 8

Ar the February 13, 1982 meeting of the United States Hang Gliding Association Board of Directors the following decisions were made. USHGA competition rules were changed to authorize hang gliders manufactured outside the United States to be flown in USHGA sane:· tioncd competition provided that the glider possesses an Airworthiness Certificate from the country of origin. This rule change removes barriers of a glider certified elsewhere, from flying in the U.S. USHGA recognizes the DHV B (German) pilot license as the equivalent of the USHGA Advanced (Hang IV) rating. Pilots possessing a DHV B rating and who are members of USHGA will be recognized as possessing those requirements needed by U nitcd States flyers to conduct operations at USHGA sites. USHGA membership is necessary because many sites have insurance that requires USHGA membership for the insurance to be operable. Participation in some competitions may be restricted due to U.S. citizenship re· quirements, such as the USHGA Nationals. Vic Powell President, USHGA

north with the southwest wind quartering behind him. He flew directly across Del Mar and did not look back until he had risen above the Solana Beach clif1s. He arrived at Solana Beach with his kingpost top even with the top of the cliff. He soared there until he heard a Torrey whistle. Tom Dailey and Mark Hanley had seen him disappear to the north, landed their gliders, and with harnesses still on, raced north in their car. Satisfied that he had witnesses Bill pressed on northward, landing about an hour after takeoff. Pilots Dailey and Hanley phoned the news to Torrey, bought some beer and came to where Bill had landed, about one·tenth of a mile south of the Charthouse restaurant. Before the glider was broken down, pilots Jon Lindburg (on his way to work, one·-quartcr mile away) exclaimed, "I could have flown to world" Don Betts, Torrey Pines historian, also showed up. Betts had wire launched Bill and was more than pleased to give him a ride back. Although the flight was a mere eight miles, it was by far Bill Liscomb's most exciting cross·country flight. Elsinore to Hemet·Ryan, CA was his longest flight, but. he wasn't the first. Next time Bill says he's going for Cardifl1 HANG GLIDING

An instructional column for the new pilot. by Erik Fair and sex. Franken and Davis preferred: Some sheets with wire and poles.

This month I want to thank the 45 pilots who took the time to take the test that appeared in the March issue. Thanks especially for the many suggestions for future installments of The Right Stuff I definitely won't have to struggle for subject matter this year. What follows are the correct answers for the test questions. I've also included what I considered the funniest answers from the comedians who responsed.

2. Intermediate Syndrome: The tendency of a relatively inexperienced pilot to become so overwhelmed by the exhilaration of flight that he forgets or ig· nores his own limitations and those of his equipment. Phyllis Diller believed it was: Problems with dates.

FILL IN BLANKS l. The two most critical aspects of hang glider flight are launch and landing because they occur slightly above stall speed and close to the ground. Shecky Green said having fun and staying safe.

feet, and into the wind. Bob Hope said both, down wind, look silly and right side up.

2. Hands off the control bar your glider will fly at trim speed which for most gliders is somewhere between minimum sink and best glide. Henny Youngman said at the side of the hill, a back slide, and terminal velocity.

7. A requirement for all USHGA ratings is that for each flight the pilot demonstrates a method for establishing (s)he is hooked in just prior to launch. Rodney Dangerfield opted for not asleep, landing.

3. You are flying along in your hang glider and you notice that the glider is not responding to your attempts to turn it. You feel no air in your face and it's very quiet. You realize you are stalled and you correct the situation by pulling in on the control bar. Slappy White said on the ground and taking off..

8. Shortly after completing your final approach turn you encounter a thermal. Generally speaking the best thing to do is pull in to speed up. If you push out and slow down you are risking turbulenceinduced loss of control. Flip Wilson went with not to land and go home.

4. From completion of your final approach turn to the time you enter ground effect (several feet from the ground) you should fly at best glide speed or even fasster (notice typo) if conditons are strong. The mad punster responded a fast speed. 5. Some of the sources of information for novice pilots are other pilots, schools, books and mags, clubs, USHGA Pilot Proficiency Rating System, Annual Accident Review. The unknown comic replied 411, 1-555-1212, mom, and dad. 6. To qualify for a novice rating a pilot must be able to demonstrate three consecutive landings within 100 feet of a target. These landings must be safe and smooth, on MAY1982

9. Future installments of The Right Stuff will be about: Setting up landing approaches, transition problems going from the training hill to first altitude flights, how to crash (if you must), beginning ridge and thermal soaring, high wind and cliff launches, first aid, general meteorology, what to do when the wind stops, and much more. Charlie Callas wants info on flying upside down, how to launch uphill, what to do when your toes itch!

DEFINE l. Hang Glider: An ultra light weight, ultra low speed airfoil capable of being foot launched and landed. Richard Pryor wrote: Something between drugs

3. Wuffo: A term generally used to describe non pilots who ask dumb questions about hang gliding. More accurately it is any pilot who is willing to learn from his mistakes. Bill Cosby saw it as: The sound a dog makes when you land in his backyard uninvited. 4. Wind Gradient: The tendency of the velocity of a breeze to diminish as the surface of a solid is approached. Dan Akroyd insisted it was: A system for evaluating conditions: Downwind F, Soarable = A.

5. Best Glide: The airspeed at which a glider has the best (most efficient) lift to drag ratio. Rich Romero says, and I agree: Yosemite. 6. Stall: A condition that occurs when the airflow over the surface of an airfoil separates from the airfoil due to insufficient airspeed. Cheech and Chong hold that it is: A place to relieve yourself after 6 hours in the air. 7. Minimum Sink: The airspeed at which a glider's rate of descent is the lowest. Don Rickles claims it is: The least money you can sink into the latest hot kite on the market (You hockey puck.) 8. Ground Effect: Increased performance (LID) of a hang glider within a wing· span of the ground due to the ground blocking the extension of wingtip vortices which reduces induced drag. George Burns says: Bad mood due to insufficient airtime. (continued 011 page 48) 9

FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII• NAME (Please Print)

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

PHONE (

0 NEW MEMBER

O RENEW/USHGA # _ _

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

INSURANCE PLANS AVAILABLE O Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) 0 Plan B: Plan A plus Powered Ultralight & Tandem Coverage (add $20 to Membership fee)

FAMILYMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII• 1. NAME _ _ _ _ _ _ _ _ _ _ _ __

0 NEW MEMBER

O RENEW/USHGA # _ _

2. NAME - - - - - - - - - - - - - - -

0 NEW MEMBER

O RENEW/USHGA # _ __

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

SUBSCRIPTION ONLY 1111111--III-IIIIII-IIIIII-· NAME

D (Please Print)

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

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

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

$57.50 SUBSCRIPTION for three years.

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

ZIP

PHONE (

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

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066

0 FULL MEMBER ($29.50, $32.50 foreign) ( Plan B add $20) 0 FAMILY MEMBER(S) ($14.75 each) 0 SUBSCRIPTION, one year ($22.50, $25.50 foreign) 0 SUBSCRIPTION, two years ($40.00, $46.00 foreign) 0 SUBSCRIPTION, three years ($57.50,$66.SOforeign) 0 TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership dues to be used for WORLD TEAM expenses.

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

Revised 9181

($66.50 foreign)

TOTAL

e z 0

5 -...

-I::z: A.

Ill

:E Ill :E (213) 390-3065

EXPAND YOUR HORIZONS '• PUT YOURSELF IN A HARRIER II

You 're a good pilot who wants to get better. You 're looking to refine your skills, in crease your airtime, and expand your soaring horizons. You want a proven aircraft, designed and manufactured by a company dedicated to quality; in the products they sell and in the service they provide. You want the confidence of knowing that you're supported by the industry's largest network of factory trained sales and service centers. YOU WANT A WILLS WING HARRIER II SPECIFICATIONS Mode l Span

A.A.

We ight (Myl ar/No Mylar) Pilot Weight Pilot Skill Price (Myl ar/No Mylar)

187 34 '8" 6.4 66/62 lbs.

33'4' 6.3 57/53 lbs.

147 30' 6.1 51 /48 lbs.

165-265 lbs. II $1795/1675

150-250 lbs. II $1795/1675

110-210 lbs. II $1795/1675

177

TH REE WEEK DELIVERY ON A WIDE VA RI ETY OF SAIL PATTERNS

WILLS WING , INC. QUALITY• SERVICE• INTEGRITY DEALER INQUIRIES INVITED

1208 H EAST WALNUT SANT A ANA, CA. 92701 (714) 547•1344

Hawk Kites in Nags Head, North Carolina would like to announce they now have available for purchase training harnesses (small, medium, and large) and ballast bags that would weigh between I 5 and 20 pounds when filled with sand. Contact: Mark or Rich at (919) 441-4124.

Wills Wing introduces the Backpack Gear Bag. It provides a convenient solution to equipment storage and transpon problems. The backpack allows you to carry all of your gear without the use of your hands. It packs small and can be stowed on board while you fly.

With so many parachutes being used in hang gliding, a shortage of parachute riggers has developed. There is an increasing need for those who are knowledgeable in parachute rigging, packing and repair. Now many hang gliding pilots are attending courses and reading to learn more about their parachutes. Some are even qualifying for their FAA rigging license. Dan Poynter's Parachute Rigging Course, a sixteen-lesson, home-study workbook, provides a step-by-step program for obtaining the FAA senior rigging certificate. Each lesson presents a reading assignment, reading materials, sample questions and detailed, referenced answers. Recent changes to FAR Pan 65 make this home-study rigging course possible. Now an applicant may do 90<Y/o of the (book) work at home. Much less time with a master rigger is required once the applicant has mastered the basics. A Master Parachute Rigger, past director of the USHGA and pilot, Dan Poynter has made over 1,200 jumps. He has written more than 400 magazine articles on aviation and eight of his 15 books are on hang gliding, parachutes and skydiving. The Parachute Rigging Course is $11. 95 plus $1 shipping (in the US, $2 foreign). California residents add 72¢ sales tax. Contact: Para Publishing, P.O. Box 4232-220, Santa Barbara, CA 93103-0232, USA.

A recent item in Hang Gliding nrngazinc incorrectly listed Jeff Burnett as the current leader in the USI-IGA Competition Points System. The correct order frir the top three pilots at this time is:

Volmer Jensen's VJ-24 ultralight is now in production as a kit. Plans for the VJ-24 have been available for years, and now, Airway Aircraft of Glendale, California, has acquired the manufacturing rights. They have completed tooling up, and will produce both the VJ-24 hang glider and the Yamaha-powered VJ-24W ultralight. The VJ-24 is an all-metal design with strutbraced wings and a conventional tail. It has true 3-axis control with stick-controlled ailerons and elevator and pedals for the rudder. The airfoil section was designed specifically for the VJ-24 by aerodynamicist Irv Culver, who also did the stress analysis of the airframe. Culver is better known for his work on the Lockheed U-2 spy plane. Unlike many of the new ultralight designs that on large, heavy engines to produce ac· ceptable performance, the VJ-24 is designed for low drag, so it can perform well on smaller, lighter and less expensive engines. An earlier version, the VJ-23, crossed the English Channel using a 10 HP McCulloch 101, the first ultralight to make the crossing. The VJ-24W now uses a 14 HP reduction-drive Yamaha. Contact: Airway Aircraft, 905 Airway Ave., Glendale, CA 9120 l.

1) Rich PfcifTcr 2) Jeff Burnett 3) Mark Bennett

1183

1014 894

The current standings arc based on the 101al points earned in a pilot's best three meets in 1981. After this year, the standings will be based on a pilot's best six meets over the twoyear period of 1981-1982. In 1983, the system will work in the way it was originally designed to; best six meets from anywhere in the current year, the previous year, or two years previous, with points from two years previous being devalued to 70%. The reason for using a "best three" or "best six" meets system is to avoid giving an advantage to a pilot who can afford to travel to all the meets and thereby build up his point total. It is a way of calculating an "average points per meet" as opposed to a total points figure. Jeff flew six meets last year (and was the only pilot to do so) and as a result his total points are higher than those of any other pilot. However, Rich earned more points per meet, and is the official points system leader at this time. Mike Meier Points System Administrator USI-IGA Competition Committee HANG GLIDING

delivery at Northrop's plant in Southern California. Suddenly an order from the Air Force in Washington ar" rived ordering destruction of every aircraft. There is no evidence today that these fantastic aircraft ever existed! This should be called the greatest aircraft mystery of all time! Tom Corlett, 2408 Pine Ave., Manhallan Beach, CA 90026.

Have you ever heard of a hang glider tearing up the bed of a truck? Have you ever seen a hang glider eat a camera? Herc's your chance. Mike Meier, president of HCiMA and vice president of Wills Wing will prcscm the funny as well as the serious side of liGMA certification testing. Actual certification footage will be shown and a brief' history of the HGMA will be given. So if you want to know what ccrrified gliders can and cannot do come to Hang Flight Systems on Tuesday, May 18 at 7:00 p.m. That's 1202 E. Walnut, Suite M, in Santa Ana, California. Call Betty or Erik at (714) 542-7444 for more information. Here is a photograph of a Northrop Hying wing. It is amazing how the planform matches the present day, high-performance hang gliders. It seems thal history is repeating ii self. I got this from a man named Tom Corlct1 who is a flying wing fan. It is a print of the original 8 by 10 inch negative that he somehow got the rights to. I would g;ive my eye teeth to sec the 1944 model with a span less than 30 feet and a prone cockpit! Since Tom wrote this short history, Mr. Northrop appeared in a television documentary and told why the l O existing YB49's were ordered destroyed. Apparently the Secretary of Defense had a conflict of interest in another aircraft company and wanted Northrop Aviation to share the building of this aircraft with them. Northrop felt it would degrade the quality of the ship and besides, they already had the contract, so he flatly refused. Soon after, word came down that all the flying wings were to be destroyed and none were to be built. This was a great tragedy for the progress of aviation, because the pilots who flew the ship said that other than some yaw problems (sound familiar?) that they compensate for with an auto stabilization system, the ship was a dream to fly. In closing Mr. Northrop stated that if 1.he YB49 program had been allowed to continue h would have changed the direction of aircraft design, and many cargo and passenger aircraft today would be flying wings. It appears that hang gliding today has taken up the torch in improving flying wing technology. Interesting! William F. Bennet1 I ,os Angeles, CA MAY1982

1940: The first Plying Wing, N-lM flew 200 successful flights. Engine and pilot within the wing. 1942: The M"9M, 60' span scale model of Il-35 Propeller Wing and YB-49 Jet Wing. Used as an indoctrination craft. 1944: The MX324 Military Rocket Wing. Span less than 30' Power Aerojet XCAL-200, prone cockpit. Possibly the world's first military rocket flight.

4 Pratt & Whitney Wasp major engines Total 12,000 H.P. Range 5,000 miles Payload 5 tons,

On March 4, J 982 Marty Alameda, President of Flight Designs was killed test flying one of the company's new experimental ultralights. He was 32. Alameda was the conceiver, founder and president of Flight Designs, in Salinas, California which manufactures hang gliding and powered ultralight equipment.

1946: B-35, 172' span

1946: XB49

Jet

8-TG.. 180 (J33)

Allison 1947: YB-49 Span 172' Length 53' Root thickness 7', Weight max. 213,000 Power, 8 G.E. TG-190 (J-35) lbs. Turbo Jet 4,000 lb. thrust each Fuel 18,000 gal. Range 4,000 mi. Speed Control Surface, 11 com500 mph bined controls Flight Crew, 4 together in same compartment. Total crew, 10. This craft was known for its fantastic rate of climb and maneuverability. 1950: YRB-49. A photo rcconnaisance crafr Engines: 6 Allison TG-190 U-35 turbo .. jets. 4 engines within wing, 2 engines on exterior pods. At least 10 YB49's were lined up on the runway for

This year's Southern California XC com .. petition is off to a strong start with some very respectable early-season flights. As of March 31, Paul Robinson, last year's third place winner, is the current leader in Class A. Taking off from 5, 700-foot Mt. Wilson, north of Pasadena, Robinson flew to Redlands, a distance of nearly 50 miles. The following day, Rich Pfeiffer, attempting to better Robinson's flight came up a few miles short with a 45-mile effort, from Mt. Wilson to Riverside, CA. In Class B, Larry Maertens flew 34.5 miles from Mt. Wilson taking over first place from Betty Moyer. The current standings are:

CLASS A 1. Paul Robinson .............. , ........ , ...... 50 miles 2. Rich Pfeiffer.. ............................... 45 miles 3. Mark Shell .................................... 36 miles

CLASS B 1. Larry Maertens .......................... 34.5 miles 2. Betty Moyer .... , ..................... , ...... .15 miles

It took place at Hang Flight Systems in Santa Ana on Tuesday, March 2'3rd at about 8 P,M. Between 125-150 local pilots and friends showed up to drink two kegs of' beer and watch twenty decidedly amateur and arguably live models parade a variety of hang gliding equipment across a spotlit stage fashioned from old storage pallets, cardboard, and discarded felt cloth. A snappily tuxedoed Michael (Wingnutz) Jones wrote the program and emceed. Concert pianist and llang Gliding magazine editor Gil Dodgen accompanied on piano. The set was designed by Albia Miller with special cflects by Joan (Bubbles) Skahill and Pat (Fog) Joyce. The whole shebang was conceived and coordinated by Betty Moyer with help from stage coordinator Bruce Honer, Many thanks to Wills Wing (especially Penny Kopns and Tim Morley), Ultralitc Products, Pro Air, Westgaard Parachutes and Blair Andrews for the time and energy they spent setting up product displays and providing models. As the pictures by Steve Fry and Rob Kells indicate, the models and the crowd were the soul of the show. Special thanks to models Mark Bennett, Bill Blaty, Kevin Blaty, Tom Blaty, Gene Blythe, Debbie •Bryan, Rick Fritz, Roy Haggard, Roger Hyde, Penny (Space Helper) Kopus, Mike Meier, Rich Pfeiffer, Tom Price, Paul Robinson, Rod Stafford, Sterling Stoll, Lester Washburne, and Annene Wegley. For those of' you who arc curious as to how the hell a Hang Gliding Fashion Show ever got conceived, let alone successfully produced, please read on. You will be amazed.

THE THUNDERHEAD So imagine my surprise when three or four months ago Bet1y Moyer strode up to me and announced, "Erik, we're going to have a hang gliding fashion show." Betty works for me (or vice-versa I haven't figured that out yet) at Hang Flight Systems. Wearing her Sinatra walking boots, Beny stands about five feet tall. With a full meal of nails in her belly, an anvil under each arm, and sopping wet she weighs about 90 lbs. She's definitely small, but as they say in the world of pro basketball, she plays much bigger than five feet. There is no mistaking her presence. I mean how can you ignore someone who is capable of dream-

TOP LEFT: Mike Meler portrays a destitute U.S. World Team "pilat." TOP RIGHT: Script writer and Master ol Ceremonies Michael Jones. BOTTOM LEFT: Tom Price pleased the crowd with his sensitive, not to mention bizarre, Interpretation of a crossed-eyed duck. BOTIOM RIGHT: Belly (the source) Moyer. Photos by Rob Kells.

up the idea of a hang gliding fashion show? I couldn't ignore her, nor was I quick enough to think of the zillion good reasons for not hav.ing anything to do with a fashion show, so I made a quick executive decision and stammered: "Uh, well OK, sounds kinda like fun. I

THE DROPS OPPOSITE, TOP LEFT: Lester (sounds dumb to me) Washburne models the popular UP/Raymond full envelope harness. CENTER: Sterling Stoll strikes II diving pose in a shimmering Westgaard skydiving Jumpsuit. RIGHT: The venerable blueballs training harness renders the author confused and pelnlully disoriented. BOTTOM, LEFT: Frederick's of Elsinore convinced Paul Robinson to strut his slufl In the punk version of the An· draws Spaghetll harness. CENTER: Annelle (killer) Wegley jusl barely wearing the WIiis Wing stirrup harness. RIGHT: Debbie Bryan Is up In the air after dumping the ballast from her bulletm1m harness. Photos and graphic by Steve Fry.

MAY1982

It started with a few drops. The ideas were these: 1) Get a bunch of hang glider and accessory manufacturers to agree to bring a bunch of harnesses, helmets, instruments, clothes, and other hang gliding paraphernalia to Hang Flight Systems on March 23 at 7 PM. 2) Convince them that it would be good clean fun if' they could provide live models vain or silly enough to wear the stuff and strut it upon a makeshift stage in front ofa hundred or more

local hang glider pilots who would be dying to get big laughs and perhaps a look at a wide selection of' hang gliding equipment. 2) Request, convince, cajole, or force the hundred or more guffawing witnesses to this madness to fill out a questionnaire regarding the products shown so that HFS would know what to stock for the coming season. 1) Continue a reccn1 tradition of finding any excuse whatsoever to get a group of hang glider pilots together for a monthly keg party. Talk about dry. Initial responses to these ideas except for the keg party pan were not exactly enthusiastic or, for that mancr, even positive. We got one solid "Yuck," a "Sounds dumb to me" and several funny looks. l tended to believe these responses represented the bcsl we could expect but Proud Betty simply stood tall (in a short sort of way, of course) and kept selling the idea.

THE DRIZZLE

THE STORM

I think it started one day when UP's Roy Haggard, who had been across the street engaging in some friendly hissin' and spittin' with his friends at Wills Wing, wandered into the shop. Roy had no idea of course that he was about to be Moyer-manipulated into being in the fashion show. Betty starts working him over by telling him how UP dealer representative Mark Bennett is really excited about the show but how Mark can't get other UP employees, notably Lester (sounds dumb to me) Washburne, to agree to be models. Betty says she needs a piano player or another model and bats her eyes. Roy starts reeling but has enough left to counter that he "knows a friend's cousin or someone" who might be able to play piano. Betty winds up and says "We're going to get Gil Dodgen for the piano - we could use you as a model." Roy's done for now because he knows Gil Dodgen is an accomplished concert pianist and if Gil is going to play in the show, it must be a high class event. On his way down for the count Roy agrees to be a model. While Roy's out cold Betty calls Gil Dodgen and tells him about the fashion show and how Roy Haggard and everyone is going to be in it. Gil, never knowing what hit him, says sure he'll play the piano. The next day Betty gets a call from Lester (sounds dumb to me) Washburne who is literally begging her to let him be a model. Next, Wills Wing's Rich Pfeiffer and Tom Price, who knew better than to get in the ring with Betty in the first place, agree to be models. Greatly encouraged Betty checks out the steady drizzle and proceeds to the next problem.

Naturally one must have a full blown dress rehearsal for an event of this magnitude so Betty orders everyone in the show to be at Hang Flight Systems no later than 7 P.M. on March 15 or risk having their asses fired. Everyone shows. The whole scene is starting to remind me of the Walt Disney movie Fantasia. Remember the part where Mickey Mouse as the sorcerer's apprentice, discovers the power of magic? Remember how he uses this power to order big buckets of water and an army of mops up and down a stairwell? Well picture Betty as Minnie Mouse, the models as mops, and the fashion show's momentum as big buckets of water. The models are going nuts dreaming up increasingly hilarious tidbits for their strut upon the stage. Jones, who adds to the drama by showing up late, eggs everyone on by furiously writing and re-writing script to accommodate the lunacy. Dodgen bangs away at the piano, the whole place is rocking with enthusiasm, and all bedlam breaks loose. There is of course no sorcerer around to restore order in this version of fantasia. So now the first and probably last Hang Flight Systems Hang Gliding Fashion Show has definitely taken on a life of its own. I'm so jazzed after rehearsal that I come in the next day and risk life and limb hanging a galaxy of styrofoam planets and stars from the ceiling. Betty wanders in the day after that with a slightly dazed look on her face. We both know that from this point on we're along for the ride just like everyone else. We go through the final preparations with a normal amount of bickering, tension, and anxiety untilfi11ally it's time.

THE SHOWER THE DELUGE The biggest obstacle in the path of Hurricane Betty now is a cheap and relatively unenthusiastic boss. Over the next month or so Betty digs up a free stage expert, a free set designer, and a free professional photographer. Using the old "see what I did for nothing" ploy she convinces Scrooge that a fashion show really wouldn't be a fashion show without a rented spotlight and fog machine. And, oh by the way, flourescent lights, a day glow styrofoam universe of planets and stars, and programs would be a nice touch. Throw in 100 lbs. of dry ice for the fog machine, two kegs of beer, and 100 rented chairs and old Scrooge is muttering to himself. Meanwhile, in response to the announcement in Hang Gliding magazine, people are starting to call from all over the place like little kids who've just heard that the circus is corning to town. Scrooge and Betty look at each other and at least one of them is amazed. People are excited about the fashion show. It's raining steadily and there is no let up in sight. 16

The crowd started filing in about 7:00 despite the fact that the show itself was not scheduled to start until 8:00. The place filled quickly. One guy came in from Colorado, a few from Santa Barbara, San Diego, San Francisco, and Bishop, and scores from all over the L.A. basin. Don Burns warmed the crowd up with a song about hang gliding and then the show - how shall I say it - HAPPENED, MAN. I must apologize for the anticlimax here, but I have no idea, in any specific sense, what went on out there. You'll have to check out the pies to get a feel for that. You see I was backstage fretting around with the other models and all I heard was staccato bursts of laughter and applause. I heard it start out with an astonished group gasp followed by thunderous applause when the Blaty brothers strode out on stage in their hand crafted Star Wars costumes and threatened to kill anyone who didn't fill out the questionnaire. I also

heard the final blast of wild cheering when Debbie Bryan dropped the ballast from her bulletman harness and was yanked skyward by someone backstage in charge of the pulley. In between, you had to be in the audience to get the full impact of Tom Price wriggling onto the stage as a cross-eyed, duck-billed caterpillar in a cocoon harness. Likewise for Roy Haggard appearing on stage with a backpack harness bag full of the Foxy Ms. Bryan (entertainment for those downwind days). I hear Mike Meier did a great rendition of an improverished U.S. world team member and that Rich Pfeiffer looked real smart in a cap and gown modeling the definitive text on soaring! The bedlam created by Annette Wegley's appearance on stage is explained "en photo" though the ladies in the audience probably got more of a kick out of Paul Robinson slinking about in his Fredericks of Elsinore spaghetti harness. I vaguely remember walking out on stage for the finale and grinning like a Chesire cat while a room full of hang glider pilots clapped, whistled, and yelled. The audience was great! They responded throughout the show with eager enthusiasm. They didn't care that the mike didn't work, that the pace was too fast, or that the whole thing was amateurish to the max. The bottom line was that EVERYBODY had a good time and almost everybody expressed the opinion that we ought to do stuff like this more often.

AFTER THE DELUGE A huge, hairy hangover throws me out of bed very early the next morning. On the way in to face the mortal remains of my shop I collect a traffic ticket from a motorcycle cop who says I really shouldn't be driving on the shoulder of the road. Just for fun I wrench my back while trying to wrestle my trainer gliders back to their home on the wall. I attempt to pick up the spotlight and its heavy metal stand and succeed for a second or two before the stand plummets away from the light and lands on my big toe. This sucks! I'm not getting any transition time! Reality is closing in and I fear that the only way to stop it is to burst into song or start tap dancing. Just then Minnie Mouse shows up and I know sornething's up by the evil grin on her face. She strides right up and says, "Erik, one of these months we're gonna have a talent show just to prove that hang glider pilots can do something besides fly and talk about flying. We're gonna have auditions, a stage, sets, everything." I'm not too wasted to see that another quick executive decision is called for here so I clear my throat and stammer, "Uh, well sure sounds kinda like fun - I guess?" That Moyer. She may be small but she sure as hell doesn't think that way. . . HANG GLIDING

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

1. PRECISION JEWEL BEARINGS 2. ACCURATE 3. PRECISION GEAR TRAIN 4. TEMPERATURE COMPENSATED 5. LIGHT - 3% OUNCES 6.SMALL- 3" x 1'1.," 7. RUGGED & DEPENDABLE 8.STANDARD AIRCRAFT BLACK FACE· 20,000' CAPABILITY 9. CAN BE MOUNTED ANYWHERE ( EVEN ON YOUR WRIST) 10. CAN BE ZERO'D TO ANY GROUND ELEVATION 11. QUALITY BUil T 12. SPECIFICALLY MANUFACTURED FOR ULTRALIGHTS 13. RESISTANT TO DUST AND MOISTURE

~ SSE INCORPORATED )

But the BEST reason for using the AL Tl MASTER IV is SAFETY: ALTITUDE IS PRECIOUS_ KEEP TRACK OF YOURS

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

Stop guessing your altitude. The AL TIMASTE R IV will tell you at a glance, accurately and reliably. Only$ 89.95 at authorized SSE Dealers worldwide.

*Dealer inquiries invited

1281

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

OWENS VALLEY 82 SUMMER FL YING ADVENTURES SOARING SEMINARS

•

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

Eleven World Records

Everyone is reading and talking about this book. Over 3000 copies have been sold already. Shouldn't you order today, because sooner or later you will feel you must read it? This is what the December issue of The Soaring Society of America's National journal "Soaring" said in its book· review: " ... Worthington's book is a shout of exultation to those of us who dream of the sky, the wind, the mountains ..,the very act of flight."

Instructional cross country flying experience - learn from the Owens 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.

RESERVATIONS REQUIRED - PLEASE WRITE OR CALL FOR SCHEDULES AND PRICES

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

OWENS VALLEY HANG GLIDING CENTER Rt. 4, Box 3A Bishop, CA 93514

(714) 873-4435

Hang glider pilots have a need to develop a practical understanding of local meterological conditions. Local occurrences are the product of larger systems and the specific adjustments caused by local terrain. Through empirical study of 1he Owens Valley area over 1hc last five years, I believe the placement oft he surface pressure systems is the single most significant forecasting variable to soarable conditions in that area. I .ow pressure systems in just the right places yield similar soaring conditions. This means that by examining exactly where the low pressure systems were on the days of known good soaring, we should be able to predict when good soaring should again result. This is outstanding news. h means we should be able Io define reasons, via pressure systems location around an area, that explain convergence patterns, high insrnbility pat· terns, strong soaring wind patterns, ct c. This empirical analysis lets us use a sirnplist ic yet significant forecasting tool without understanding all the meteorological reasons for the occurrence. In the Spring of 1980 I began preparations for the coming short season in the Owens Valley. I wanted to know how to forecast the best flying days so as to make fewer, more prosperous trips to the Owens in the surnmer. I developed a list of all known good soaring days from l 977, 1978 and 1979. For every

known day of an outstanding flight, I collected data three days before, the day of and the day afier. My source was the L.A. Times weather section. I obtained a photocopy of the weather section for these days from the city library microfilm center. From this I extracted a daily summary of information including such it ems as forecastcd temperatures, winds, humidity, the prior day's actual temperature (min., max.). I developed a location coding system f<.)r the surface pressure systems and a series of codings for key words and weather items I felt could impact the area. My search showed that the most significant and highly correlated relationships existed from the very best of my collection of good days. And a series of consecutive good days will yield the range of locations and combinations of variables possible. The variable with the highest degree of correlation was the presence of a low pressure system centered in the middle or south of the "Triangle:" Los Angeles, Las Vegas and Phoenix. This is south-southeast of the Owens Valley, about 250 to 100 miles. This low is sometimes known as the desert thermal low, cast of San Diego. A low in this position caused warm moist low-level air from Arizona to circulate counter-clockwise into the Owens Valley. But, the general flow of upper air in the Owens is from West to East, cooler air

coming in over the solid high Sierra mountains. Thus, a good lapse rate and convergence were likely to occur. Ask any pilot who has set atop Cerro Gordo, some convergence is almost always observable there on a good day. Two other significant variables noted were the forecast of "a chance of thunderstorms" and no strong or gusty winds forecast ed .. These arc both extensions of the prcssmc system influence, hut by themselves are significant variables. On the good days the actual maximum surface temperatures ranged from 85 °F to I 03 °F, with the average about 92°F. Surface temperatures spread (from low to high) peaks in late July, the best season. Daily spreads were not as significant as the general decrease or increase. Altitude gains were best during the drycst summers, or the hottest days. But the daily maximum temperature was not as significant as the general longer term dryness. A light cumulus day during a relatively warm blue thermal period yielded the best altitude gain days. 1981 seemed to fit that descripl ion very well at times. The results of the study were tested against the 1980 and 1981 summers. In 1980, the low did not appear in the triangle all the month of June. The flying was disappointing that month. In July the low appeared for two periods: once during the X-C classic, July 9, HANG GLIDING

10 and 11, when we had our best flying, and for the record breaking week of July 20th. The surface low in the triangle, or south of it, had proved an excellent forecasting tool in 1980. Nineteen seventy-seven, the best year before 1981, followed a relatively dry winter. The two previous winters had been wet. The winter of 1980-81 was again dryer than previous years. In 1981 the first lows south of or in the triangle began showing up in late May. The months of June and July saw the surface low consistently present. The model indicated an excellent summer, and so it was. There were forecasts of cloudiness and thunderstorms only about a third of the days. Cumulus clouds were present about half of the days. Cloud streets were less prevalent than in 1977. The model worked excellently, it had been a banner year for X-C flying. The abundance of good periods had yielded much refinement and understanding as to the way the surface and middle level lows worked together to produce the better soaring conditions in the Owens Valley that year. The surface low by itself appears to be a condition of mild desert instability. For near perfect soaring conditions the surface low needs to be reinforced with a middle level low, (500 millibar). This is usually accomplished in one of three ways, each easily distinguished and often predictable. The most important way for the surface low to be reinforced is for a large thunderstorm area to develop centered in Mexico just south of the Arizona border. The surface low with its countercyclical flow picks up part of the disturbance and moves it up north. Often two cloud cells can be seen on the satellite photo, the large one to the South, and a more scattered one in the Owens Valley and Nevada area. This is a regular occurrence each summer. The best years will see these huge thunderstorm areas all over the continental U.S. during June and July. Less regularly, but yielding the same tropical instability and cloud streets is for a tropical low to move up from central Baja toward and into the triangle. Mid June through September is hurricane season down there and a strong low may find its way up into the area during the good years. It too can have good staying power and can provide instability and moisture to California for up to a week. The most frequent and weakest way midlevel and upper-level moisture is brought into the area is the passage of the trailing edge or the weak remnants of a Northwest (Oregon, Washington) front. These fronts move through quickly and can bring upper level winds with them (not too favorable). They do help to move older high pressure systems eastward and generally improve the next day's flying. Short and quick waves of this type of front can move through quickly, bringing short bursts of excellent conditions.

L Salt Lake Ci.ty

A I buque rque

•

Los

The low in the triangle works, and its associations help explain more of what is required for the best soaring. To summarize: A surface low in or south of the triangle indicates good soaring potential. No strong winds forecast, and the forecast of cumulus or thunderstorms in the afternoon further improves the soaring forecast potential. Where the moisture is coming from gives an indication of its nature and how long it is likely to stay. The L.A. Times and other major newspapers daily publish a satellite photo and a surface weather chart. As was made clear this year, the better periods can be forecast reliably, but the best days for the maximum distances and well formed cloud streets must be waited for. Overdevelopment and downwind influences

"The months of June and July saw the surface low consistently present. The model indicated an excellent summer, and so it was." during the optimum period are difficult to forecast easily or reliably. The best policy is to be there and be ready when the best flying potential is indicated, as one or two days within that period are likely to be superior to the rest. This is an easy tool to use for predicting the best flying at our favorite sites and to aid in our understanding of the conditions contributing to our best flying and meteorology. This technique is applicable to other sites. A well-kept log book aids in identifying the best days over a number of years. Obtain copies of the most detailed weather sections available for the days of previous merit. Use the surface low pressure systems placements south and or west of your site as a starting place for a

repeating pattern. The location of mid-level (500 millibar) pressure systems will be more significant for cloud street days, but the surface lows should be examined in relation to mid-level pressure systems to identify convergence patterns. A period in the past of several consecutive outstanding days will yield the most valuable information, as each day's small differences can be evaluated in light of the changes in the data observed. A further potential of this type of analysis and understanding is to know what overall seasonal patterns lead to the best conditions for various sites three to six months ahead. For example, in the Owens Valley dry winters relative to previous years have yielded the better summers of flying. For the Owens Valley, what appears to be occurring is that the presence of a blocking high pressure system off the California coast in a relatively dry winter gives way in late spring. Thus, more low pressure systems come through California and the mid U.S. in the following summer. Ultimately, regional and global patterns should be telling us where the best soaring conditions are likely to be, helping us choose where and when to take that three week vacation next year. As of this revised writing, in early February 1982, the winter in the Sierras has been a very wet one with an early snow fall. Just to the south, in Los Angeles, however, the winter has been a little dryer than average. The last part of January and early February have seen the return of a blocking high pressure system just off the coast. The outlook at present for l 982's summer is definitely less promising than last year. The real key to a good summer is the presence of surface lows in or near the triangle during the summer months. Nature has a way of being fickle with its long term patterns, and can at will establish or remove the ocean blocking high pressure system and allow an open track for low pressure systems. ~

MAY1982

Last Sunday was a red letter day. I finally got my hands on those two slippery characters, Launch and Landing, and all on the same weekend. As a brand new hang glider pilot with fewer than 40 flights, I admit to both success and failure in getting off the ground and getting back on it. But last weekend I finally "heard" what my instructors have been trying to tell me all along. Result: good launches and landings! Why did it take me so long to hear, or maybe closer to the truth, understand, what people were trying to tell me. Maybe the difficulty is that my instructors are speaking from the lofty penthouse of Hang Four or Hang Five and by the time their message has filtered down to my lowly Hang Two basement apartment, it isn't really clear anymore. Perhaps their very expertise has sieved their memories until they can no longer truly identify with the scrambled thoughts in a Hang Two's mind as he picks up his glider and filled with apprehension makes a frantic, thoughtless dash down the hill. After all, these Four's and Five's don't feel that way anymore. A good launch is only a matter of waiting for the right conditions, then taking off. Simple as that. The events that led up to last weekend are interesting. Strangely, the trouble really began because things came a little too easily in the beginning. I got through the first weekend school without any bruises and by the time the

course was finished I had both a little air time and a little confidence. Things got better. Early on I managed to get off a high altitude launch and confidence grew. It wasn't long before I was doing some ridgelifting and even a little Arizona thermaling. At this point I was totally confident in launches which seemed to be nothing more than three or six steppers. Piece of cake. Landings weren't quite that yet but I didn't feel that I was far away from nailing them down. I was wrong on both counts. In truth, both my launch and landing techniques were terrible but since almost all launches were made with a nice five to fifteen mile an hour breeze in my face, the flaws didn't show up. The wind compensated. Up to now, launch technique went something like this: "Pick up the glider, level the wings, point the nose into the wind, pitch till static balance is achieved, then run like a bullet for three to six yards." Sounds pretty good, right? Well, it may sound good to beginners like me and maybe you, but there's a lot wrong with it. That technique worked when the wind was blowing but it was soon to be shown up for the sloppy thing that it was. Winter came and the technique got tested. Three things conspired to undo it:

1) No wind. 2) Cold, thin air. 3) A high-pressure system with inversion. I arrived at the winter site with no idea what was in store for me. At takeoff point I had absolutely no thought whatever that I wouldn't just soar right off the hill like always. I figured I might have to run a little farther but that didn't seem to be any problem. So, I picked up the kite, leveled the wings and booked it. By the time I had taken step no. 6 and nothing seemed to be happening, Pac-Man jumped into my mind and began to gobble up my confidence. By the time I had taken step no. 7 or 8, I just knew I wasn't going to make it and nosed right in. Twenty-five good takeoffs can build up a certain amount of confidence layer by layer and it's amazing how one single blown launch can rip about half that confidence away. But I still had half left so I set up for launch no. 2 and this time waited for just a little puff, about 11h mph. Of course, I still had sink air and an inversion system to contend with but I didn't even know what those were at the time. Launch no. 2 was a repeat performance of attempt no. 1 and by the time I had hauled my glider back up the hill for the second time, Pac-Man had done his work. The confidence cupboard was bare. After I blew launch no. 3 I began to have HANG GLIDING

doubts about the glider. When I got around to messing up no. 4, I was suspicious of both the glider and myself. Something was very wrong. I needed to have a serious talk with an expert pilot. Bob Thompson, a Phoenix Hang Five instructor, obliged. We went over the launch piece by piece. The technique was pulled apart and examined in detail. Here's what we came up with. RUN - My run was too fast. "Wait a moment," you say, "I thought we were supposed to run as fast as we could go." That's true, in a manner of speaking. We're not supposed to dog it on the run, but my run was a frantic, scrambling, mind-blurring 6112 yard lunge. Usually something good happened between Point O and 61/2 yards, thanks to good conditions, but during the run I had little idea of the pitch or roll attitude of the glider. I hardly even knew it was there. I was simply running as fast as I could. That's all I thought about RUN. Good conditions got me off the hill. TIGHT STRAPS - Somewhere along the line my mind went into partial amnesia over the manner of keeping the straps really tight. I'd heard it, I knew it, but I didn't really try to achieve it. I didn't concentrate on making sure they were tight. I was busy thinking about the run. BEHIND THE GLIDER - With such a technique, the glider would eventually start to fly and get ahead of me. When it did, it simply pulled me prone onto the bar and with some wind and a little hill dropoff, it was enough to get me flying. But with no wind and sink air, once that glider got ahead of me, it pulled me onto the bar before it was ready to fly me and MAY1982

when my weight hit the bar, we both nosed in. This is the superman syndrome. Diving onto the bar because it was the only way I could keep up with the kite. There you have it. All the flaws in my lousy technique which good conditions turned into passable launches. When Bob and I got finished with the session I had a theoretical solution in my mind and I went to the hill last weekend to test it out. To my absolute delight

I found that the takeoffs were beautiful in spite of a continuing high pressure system and with little wind too boot. Here are the adjustments that were made. RUN - Run briskly but not frantically. Think while running. Concentrate on the pitch and roll of the glider. Start the run more slowly and accelerate as you go. The longer you run, the faster you go. Not a frantic, mindless scramble but a smooth, controlled, thoughtful acceleration. STRAPS - Don't just try to keep them snugged up tight ... keep them tight. It's a must. ON THE BIT - Like a horse, the glider needs to be kept on the bit. Keep a tight rein on it by pressing the downtubes in against the upper arms (deltoids). If you let the glider get away from you, it's like a runaway horse and it will pull you onto the basetube before it's ready to fly you off the hill. Keep the glider on the bit. DON'T TRY TO FLY - In my previous bad technique I tried to fly the glider off the hill. A better way is to pre-decide to stay on the ground as long as possible! Make the glider force you off the hill. This way you stay upright, in running position and well underneath the glider. If it pops up a little prematurely and then hits sink air and comes down, you're right underneath it, where you should be, and running. A few more steps and your kite will force you off the hill. Don't try to fly it off the hill, try, really try, to stay on the ground, running. ST A Y ON THE UPRIGHTS - Stay on the uprights until you are well clear of the hill and truly flying. Then, leisurely get on the

there was nothing left and then try to pop it. Often no1hing happened. No flare, no pop and an undignified landing. Last weekend Flagstaff pilot, Bob Buxton, suggested I try not bleeding off. What a difference it made! I came in as usual with my own interpretation of "good speed," flew it until my feet were about one foot from the ground, pushed out and wonder of wonders, I floated down like a feather and actually stood up underneath the glider. Not ou my knees, not on my belly, but on my feet! There was a second adjustment that helped to make the difference. Previously, being thoroughly hooked on the Superman syndrome, when I got on the uprights ready to come in for a landing l wasn't hanging down perpendicular to the glider. I wasn't prone but I wasn't hanging down either. My body was probably at about a 55 degree angle, so when I flared with all speed bled off, I was bound to bar. This wi11 help yon to avoid the superman sv11dr·on1c and you off the basctube until you're well clear of the hill. RELAX AND BE AWARE The big mental adjustment is to relax during the run. Re aware of wing level and pitch angle. Tota] .. ly accept the idea tha1 if you 1hc wings level, the glider in static balance and if you move with reasonable speed, your kite will fly you off the hill. Believe it. In my earlier, poor 1echnique I didn't remember much between the momcht when I picked up the glider at the ready and the mo .. ment when it was flying. The in-between time was hazy. You Hang Four's may not remember, but we Two's know what it's like. It's like this. We hunker down at the takeoff point hooked into the glider waiting for just the right puff from the right direction. During the wait we build courage and suppress apprehension. The and we pick up the glider. We face right into the wind, level the wings and decide that we're really and truly going to do it in just a second or two. Over the horns of the bull time has arrived. We then whisper a sincere but hurried, "Lord, please help me get off this hill, then nm like hell. Hang gliding is a semi .. rcligious ritual to us Hang Two's. In fact, l used to remark that I didn't really remember getting on the bar. I said that it sort of seemed to happen naturally and !hen con .. eluded that I must be some kind of natural pilot! Well, I wasn't a natural pilot at all. What I really was, was hair numb in the mind. I wasn't thinking while I was running. I was simply trying to run. 'I'he real confidence that my new-found technim1c (I realize that it's an old technique to almost everybody else) brings, comes from the fact that I really know what I'm doing during the launch. I feel I can make adjustments and corrections ['m certainly in a bcner body position to do so than I was when I

TOP: The author !lairs his Comet for a landing. ABOVE: John Green over the Arizona desert. Photos by Bob Thompson.

was playing Superman. I'm underneath the glider holding it on the bit. I have no doubt that with a linle more practice I'll be able to manage more difiicuh launch sites. What made last weekend a truly red letter day was an improved landing technique that came as a surprise added bonus. Again, my in .. structors had been talking the right fanguage hut my ears weren't tuned in. Up to this point, some landings were good and some weren't so good. In fact, some were terrible as three broken downtuhcs will attest (I don't count' tweaks). J had been told to, "Come in with good speed, get a couple of feet off the ground, bleed o/T in ground effect and then push out at the right moment." Pretty good advice. The problem was I had no way of really knowing what "good speed" was. In reality I would come in just a hair above a st.all thinking it was good speed, bleed off until

come in on my face. ff I had had my legs right underneath me, I would have at least had a chance to nm under the glider and save sorne of those bad ones. So, make sure that "good speed" is "good speed." Bleeding off wasn't the problem, lack of speed was the problem. Now I'm ready to come in with even more speed and then bleed off This fantastic sport of hang gliding just keeps getting better and better. Once we get out or the crash and thump phase, look what we've got in store for us: cliff launches ... high altitude sleds ... hour-long ridge-soaring flights ... thermaling ... cross country jaums ... Owens Valley 50 milers ... or even 100! It just keeps getting better and better. Fair winds to hang glider pilots of every rank and may you Two's metamorphose into Three's this spring. "illfl"'

HANG GLIDING;

The Original Wtralight Magazine

~ . ·":1{[;_

p'resents

'an '.·. ~;, ', .· •· ·-' ; ~

=~·-"·".-j/""';,-~'~'"":~\:'""'.\~\\\\\\\\\\:,.:)..~~\\~\\,\\:

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.

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

$295.00

FREEi

ULTRALIGHT DIRECTORY plus save

33%QFF ~~~isTAND Interested in ultralights? GLIDER RIDER is the recognized leader, with extensive monthly coverage since 1976 of ultralights, hang gliding and man-powered aircraft. Subscribe today at 33% off newsstand price, and receive one FREE issue containing the Ultralight Directoiy - complete with updated photos and specs of the "hottest" new crafts.

MONEY BACK GUARANTEE :.. --: YES! Send me the next 12 issues for just $J2 C I am enclosing $2 for a sample issue

If charging:

D MASTERCARD

D VISA

Credit Card No.

June 6th-12th or

0 Payment enclosed

Exp. Date

July 11th-17th or August 8th-14th.

0 Bill me (in adva nee)

Card Holder's Name

Interbank No.

NAME ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

$50 reservation deposit and proof of hang Ill or equivalent required. Classes will be kept small so make your reservations early.

CITY, STATE & ZJP - - - - - - - - - - - - - - - - Foreign Postage: Add $2 in Canada, $5 elsewhere - U.S. FUNDS ONLY! Allow 4-8 weeks for delivery of first issue

700 East 12300 South O Draper, Utah 84020 ° (801) 571-4044

GLIDER RIDER

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

Whole Air delivers it all, from the center of the hang

HANG GLIDING , THERMAL gliding industry to the edge of new research. We'll keep you up on the latest hardware and soft goods , , from home and abroad. We'll take you to TOWING SOARING MOTORGLIDING, AEROBATICS ... th::~:s~ events. Our coverage starts in soaring flight and THE FLYING , ALL includes towing, motorgliding, and ultralights. "Statistics," Pilot Reports, "Used THE EQUIPMENT ; WHO Glider Bluebook," Mini-features, interviews, weather phenomena, WHAT , WHERE , WHEN • • • consumer news, free Reader WHOLE AIR, THE MAGAZINE ~:~~~:.se Be:~:i:i color. Innovative content. Leading in FOR PILOTS. DELUXE • new directions ... Who/e Air, for pilots! Yes, I would like to subscribe to WHOLE AIR D Money Enclosed

WHOLE AIR The Magazine for Pilots Dealer Inquiries Invited

Charge Card Number:

D Bill Me (In Advance) D Visa D Mastercard

Expiration Date: _ _ _ _ __ Is this a renewal? D Yes D No D $9-1 year D $16-2 years D $22-3 years Published Bi-monthly (Canada, add $4/year--Other Countries, add $8/year, write for Air Mail rates)

Name - - - - - - - - ' - - - - - - - - - - - - - - - - -

"I crammed the bar out in a full stall forcing it up and back dangerously close to the rocks. It was anything goes as I recovered from the stall just in time to re-enter the thermal." It was a southwesterly day at Zulu. Little thermals rolled through, causing my glider to dance and jump around nervously in the setup area. I could see Douglas was still fitting hardware, so I slipped into my harness and moved toward the takeoff. We didn't have a driver, so it was a wire-yourself day. Douglas twitched nervously and I couldn't help firing him a sardonic grin as I moved over the lip of the ridge. First to take off, fust in the air. I loved it. Doug and I always had an informal competition going and here I was jumping to an early lead. I was still checking as I stepped off into the lift. I made a few turns, hooked a small thermal and worked it up a couple of hundred feet. I looked down and could see Douglas hurrying toward takeoff, so I decided to press my small advantage by working my way down the ridge toward Granite Peak. Now I knew that if I could get to Granite, the lift would be much stronger there. That additional lift would give me an advantage that Douglas would be sure to hate. Both he and I knew that nothing would be more satisfying to me than to have him stuck helplessly below me, observing nothing more than the bottom of my sail for the rest of the afternoon. If only I could get to Granite first. The one major hitch in my plan was that just before the low ridge of Zulu reached the larger peak, it dropped off and formed a powerful venturi. The air funnelled right in there with a laminar flow that was both turbulent and difficult to cross. The gap was especially gnarly in a southwest wind because it was necessary to penetrate all the way around the corner to the south side of the mountain before reaching an area of workable lift again. The somewhat dubious reward for an unsuccessful crossing of the gap was a thousand-foot climb back up to the top through the sun bleached and sage covered hillside. Not much fun in the blazing hot desert sun. With this thought in mind, I pulled in on the bar and worked my way down the ridge. Looking back I could see Douglas stalling his glider up in a small thermal trying to gain precious altitude. Still loving my lead, I smiled as I forged into a slight headwind and worked my way down the path toward Granite. I slowed my glider as I reached the edge of the venturi and eagerly worked the air that was forcing its way up and over a lichen covered granite outcropping. Apprehensively looking

OPPOSITE: The author soars Marlette Peak above beautiful Lake Tahoe.

MAY1982

back now, I could see that Douglas was as high as I was and he was beginning to follow me down the ridge. 'NUTS!' I thought to myself. If I didn't hurry that wiley son of a thermalsnatching sage snake might just catch up to me or pass me. A hideous thought indeed. That quavering bit of anxiety and my strong desire to hold my lead was enough to cause me to force my hand. With just barely enough altitude for safety I jammed it across that tricky section of liftless air. By the time I was halfway I knew I was in trouble. I had already burned precious altitude and was making only insignificant headway. Looking quickly over at the silhouetted mountainside, I could make out two distinct granite juggernauts thrusting themselves from the earth. The rule of thumb for the crossing was that if you reached the front of granite mountain as high as the upper rockpile then you were guaranteed good lift and were in for an enjoyable ride. If, however, you managed to cross the gap and came out only as high as the lower rock pile, then you were in for trouble and probably an unearthly ordeal in the scorching sun.

"Then came the coup de grace. From Jar above me came the sound of Doug's voice. It was both sharp and taunting. Only one word did he utter, but it left me both stunned and deflated." Then came the coup de grace. From far above me came the sound of Doug's voice. It was both sharp and taunting. Only one word did he utter, but it left me both stunned and deflated. "GEEK!" The ultimate insult, is what it sounded like to me. That heartless bastard. I'll show him who's a Geek! Just then I felt the slightest tug on my glider as a small thermal worked its way under my wings. I crammed the bar out in a full stall forcing it up and back dangerously close to the rocks. It was anything goes as I recovered from the stall just in time to re-enter the thermal and cram the bar out again. This time I heard my wing tip brush the sage as I recovered from the stall. But I was sixty feet further up the ridge and the lower rock pile was no longer above me. I was still close enough to the ground to see another drama unfold right next to me as a red

tail hawk winged by me and snatched an unsuspecting snake from the boulder strewn hillside. "Whoa! Nice move," I thought, as the bird quickly disappeared. But he can flap and I can't and I furiously fought to maintain my hold on the diminutive thermal that I had been working. Desperation stalls and desperation saves (some ending within inches of the ground) gained me precious feet of altitude. Each one brought me ever close to the point where I might safely turn in decent lift. Then came Douglas's cry again from above me. "GEEEEEK!" God, but that sound grated on my nerves. I don't know how Doug had managed to get around the frigging corner so easily but he was sure rubbing it in now. To be honest with you, I was more than just a little hot. My flying wasn't that bad. Where did that guy get off calling me a Geek. That was a term reserved for only the most pathetic and stumbling of souls. That turkey! My pride raged as I turned every one of my skills (and some I'd never tried before) into getting above that upper rock pile. Scraping and squeaking, nearly dragging my wing tips on half of my turns, I finally cleared the last of the boulders and sailed into clear sky. The lift was immediately stronger and I cranked numerous high banked turns climbing quickly and looking for my obnoxious friend at the same time. I'd only heard his insults and still hadn't seen him since I had started my mad dash across the gap. Though I looked around I couldn't see him anywhere til my gaze wandered back down the ridge toward takeoff. Then I could see that Douglas was still working the marginal lift and not really getting anywhere at all. "What?" I thought to myself as I leveled my wings and relaxed for the first time. "How on earth did he get way back there already?" I couldn't figure it out. Suddenly from above me, and to my right, a fat old desert red tail hawk flared his wings in a stall and pulled up right next to me. His eye sparkled as he cranked his wily old head off to one side and utttered one piercing shriek right into my ears "GEEEEK!" Then he lifted his head, flared his wings, and was gone. I laughed at myself right then and there! Why that crafty old bird had not only forced me to do things I'd never even tried before, or ever will again for that matter, but he had also made me see myself and my own stubborn pride. Why it's that very pride that so often gets many of us into trouble, and occasionally out again. ~

Progressive Aircraft Comnany:: A Consumer Report. ProfileProgressive Aircraft Company, in its second year of operation is fast becoming a leader in the hang gliding industry, and a standard by which other high quality/ high performance gliders are judged. Based in Simi Valley, California, just outside of Los Angeles, Progressive Air· craft Company has grown from a limited production/factory direct policy to a worldwide dealer-distribution network. The factory now houses the complete operation, from original machine shop work, to complete sail loft and fabrication area. Manned by only the best personnel, the factory runs with professional precision that guarantees consistently superior gliders. Pride is the feeling in the ProAir factory. Pride in the fact that the Progressive Aircraft Company gliders are the finest produced in the world today.

QualityQuality is the general theme in the complete line of Progressive Aircraft Company products. Only the finest aicraft materials and expensive Delrin plastics are used in the construction of the gliders. Each part is expertly machined to an exacting design, a design carefully engineered for optimum performance in each of the ProAir gliders. All gliders are carefully test flown to meet the high ProAir standards. This concern for quality is maintained throughout all of the Progressive Aircraft Company products, a line that runs from the new ProLite Parachute and Harness to varios and helmets.

Product Line Progressive Aircraft Company offers the versatility of three lines of gliders, each designed for varying degrees of pilot expertise and available in different sizes to cover all weights of pilots.

The Breez Designed for the beginning and inter· mediate pilot, it offers the advantage of tight sail-fixed air foil peiiormance while retaining the ease and forgiveness of the beginning glider. Now· offered in two sizes to fit all pilot weight ranges, this glider is being used in the finest schools and has been found the best glider for training beginning and intermediate students. Special features allow the glider to "grow" with the pilot as his skills improve. Advertising for The Breez states "The Breez, truly a glider for the experts of tomorrow," and with all the standard features, it's the best value on the market today.

The ProAir This has been the flagship of the Pro· gressive Aircraft Compay fleet. When introduced to the hang gliding market it immediately set new sales records and standards the industry has yet to match. Each component was designed and redesigned to assure complete function with the whole. The ProAir offers a wide selection of color combinations and the guarantee of long-lasting sails with its use of the cord wise sail cut. This process is considerably more time consuming, but assures the sail will retain proper camber and shape for its entire flying life. The ProAir excels in handling and performance, allowing the recreational pilot many hours of pleasurable, troublefree flying.

The ProStar This is the highest performing of all the Progressive Aircraft company gliders. Designed for the expert and competition pilot, it offers a superior sink rate and excellent glide. It features the innovative hardware of the ProAir, a higher aspect ratio and lower twist sail, and the crisp, precise handling and response the compe-

tition pilot demands. The body is made of a special white sail cloth with trailing edge reinforcement. The keel pocket velcros in the front to provide storage areas for cross country flights. Both the ProStar and the ProAir use heavy 14 mil mylar in the leading edges for precise camber support. It is now available in three sizes to meet the exact wing loading demands of the competition pilot. All three gliders, the Breez, theProAir and the ProStar use interchangeable airframes and 12-foot breakdown for ease of shipping and storage.

AccessoriesProgressive Aircraft Company also handies a large accessory line and features the ProLite Harness and Parachute. Tshirts, hats, and stickers are all available with the ProAir logo.

CertificationThe ProAir crew have complete testing facilities that include a load test vehicle, a pitch test vehicle, cameras and airspeed indicators; everything needed for certification. Additionally, seven years of expetience on the HGMA board (one year as president and three years as secretary) goes into every package presented. \

DistributionProgressive Aircraft Company gliders and accessories are rapidly gaining professional dealer networks across the world. Inquiries by new dealerships are invited, and literature is available detailing features and specifications. Call or write Progressive Aircraft Company, 4544 Industrial Street, Simi Valley, CA 93063, (805) 583-1014.

Progressive Aircraft Company Fly One

_,,,_.,,,,.,,,",, aircraft company

So ya wanna be on the cover of Ro11ing Stone, Outside, or would you settle for Hang Gliding magazine? Are you tired of seeing the

Sc:lanlllic: use ol the camera: high 111t1tude wlngllp tult-testlng lrom klngposl mount.

same old calendar photos? Think your local site deserves a little scenic promotion? Well then, read on pilots, but READ THIS FIRST! WARNING! Any attempts to follow through with the suggestions in this article will almost certainly lead to increased wear, severe damage if not total destruction of delicate and expensive equipment, not to mention numerous additional expenses and considerable wasted time and effort! You're not scared? 0. K. Although its popularity has been faltering a bit lately, photography is one of the great uni-· versa! hobbies. Just about everyone has used a camera, or at least been the unwilling victim of another user. The industry's advertising seems to capitalize on the nostalgia generated; we're no exception. How many club meetings are beer and pizza slide and movie shows? l\c1ually, there's any number of reasons to use photography in hang gliding. Scenic shots arc great for thrilling your wuff friends and relatives, soothing landowners, adorning the walls of PR conscious Forest Service offices, getting a story and picture in a local paper, and perhaps helping to find sponsors. Soaring contests have required turnpoint photos for years. Cameras are commonly used for recording data; for example, sail shape, airflow and information from gauges and readouts. Besides still photography, there's the overlapping fields of motion pictures and video. Motion and video are both more expensive, and use heavier equipment. They also re· quire post-preparation with editing or splicing equipment. The super-8 format is the cheapest of any motion medium; even so, a short film of any quality will require a significant expenditure. The cost of 16mm is simply outrageous by hobby standards. The video field is expanding rapidly, with the general thrust towards more compact gear and smaller tape format. Using the current video gear for hang glider aerial work isn't too realistic, but it's un· doubtedly a valuable ground-based training HANG GLIDING

tool. I don't really have much practical experience with either motion or video, and since they're both separate fields, have limited this discussion to still photography. For high quality, 35mm format is the only serious consideration, Larger cameras arc impractical because of weight considerations, and smaller film sizes rapidly reduce the image qnality, There is an infinite amount of 35mm equipment available, limited only by your checkbook and imagination, If you're considering new gear, get a copy or one of the latest photo magazines, such as Modern Photography, and compare the advertised prices, A lot or the gear can be bought cheaper mail order than in local shops, but the local store owners don't enjoy spending a lot or time demonstrating equipment for someone who wants to check it out so they can mail order it! Buying used eamcra equipment can also be a good bet. In any case, scour the photo magazines and talk to a lot of people before spending much money. The photo magazines regularly publish equipment guides and quali" ty tests. The first decision in 35mm format is whether to use a single lens reflex (SI ,R) or rangcfinder camera, These latter cameras are generally cheaper, lir,;hter, smaller, and less complicated to use (also less versatile!), For many purposes, the rangefinder camera is surficiem, although the lens quality is not up to the SLR standards, mostly due to size con, siderations, These non-interchangeable lenses cover a mild wide angle, somewhere between 35mm and 40mm focal kngth, which is just right for your basic scenery shot. I bought a Cosina CX-2, which was one or the few mini-35's available last year with a motor winder (see accompanying photo); unfortunately versntility and image quality was lacking, This year there are a number of promising mini-35's available, with general emphasis on automatic everything: focus, loading, winder, rewind, speed setting, and flash, Some models include: Minolta's AF2-M, Fujica's Auto- 7, Chinon's 35F-MA, Ricoh AF-2, and Canon's Super Surc,,Sho1, and their older Sure-Shot AF-35M. This renewed interest in rangef1nder cameras, combined with the new electronic and automatic features currently available bodes well for aerial photography, Some of the less complex models available include Olympus XA,,J and XA-2, the Rollei compact models, and others. The technical details of these cameras vary considerably, There is also a number of older rnmeras available on the second hand market, that might be of interest, such as the Olympus Pen EM. This is a half~ frame 35mm camera with a spring winder. I've seen a new German spring-wound com· pact 35, but it doesn't seem to be available in the U.S. Also, the spring winders I've seen are able to advance the film only about 10 frames, The SLR 35's get more complex, heavier,

MAY1982

and However, the image quality is superb, and they're extremely versatile, The price range is considerable, but the bottom of the line models are plenty suilicient. Examples might be the Olympus OM-10, Nikon EM, etc The Konica FS-1 is very interesting because even with its integral motor winder, it's fairly inexpensive, These lower price range cameras will give excellent results; I'm very happy with my expensive OM"2n, the exposures arc always perfect, but the thought of damaging it is terrifying! A 24mm lens is useful fi1r all around wing and keel mount pnrposes; it's wide angle enough to get in much of the glider and scenery without much distortion, The 21 mm and wider angle lenses make for more surreal pictures, and also the prices for these lenses get prctry radical. Inexpensive Gshcyc and wide angle adaptors to flt on other lenses arc available, but quality suffers, Remember, the wider angle the lens, the further away and smaller everything will appear. IC you've got a wing mount, and you're trying to shoot a

friend in another glider, an extremely wide angle lens will turn him into a dot unless his wingtip is stuck right in the camera! There are a number of lens manufacturers who sell lenses considerably cheaper than the OEM's; generally the quality is quite acceptable, Unless you intend to make extremely giant enlargements, the small amount of various types of distortion is a reasonable tradcoff for the price. All the autorrtatic cameras on the market to· day will not fonction properly or at all with weak batteries, No battery, no picture, There are three types of camera batteries available, The most common and least expensive is the alkaline, Silver oxide and lithium batteries are also available, for higher prices, Lithium batteries last longer than any, but the silver oxide is the choice because it is less affected by the low temperatures likely to be encountered at high altitudes, All camera parts get stickier at lower temperatnrcs, so be sure your motor drive batteries are also fresh, I wired an extra battery into one of my winders to boost the voltage, but there are risks involved, The best

Miniature 35mm camera with motor drive, in lypic:.al c:onllguralion, Note key for size comparison.

plan is to make a foam case that envelopes as much of the camera as possible, to insulate it from cold air, and to minimize any potential ground contact. At least wrap it with a piece of foam and duct tape! In low temperature situations, consider attaching a chemical heating package, such as are sold in outdoor and ski shops. The use of filters for aerial photography is practically mandatory. For black and white film, yellow and light red filters can be used for penetrating haze, by absorbing excess ultraviolet radiation, and they increase the contrast between sky and clouds. Haze or sky filters can be used for color film, but the best choice is to use a polarizer. This filter dramatically darkens blue skies, increases color saturation, and reduces reflected light. Their overuse and surrealistic effects are open to criticism, but personally I like them. It's true that polarizers are usually set by watching through the viewfinder while rotating them for the desired effect, but for remote use you can pre-set them for approximately the correct angle, and still get excellent results. Filters all decrease the amount of light reaching the film, but this isn't much of a problem for aerial use. Most shots are taken on very bright sunny days, and even cloudy days at altitude are relatively bright. This allows you to use finegrained, slow film without any ill effects, such as underexposure or blurred backgrounds. Unless there's a special use for black and white photos, the film of choice is color transparency. Most commonly used for slides, black and white prints can be made, and very good color enlargements. For large prints from transparencies, I have to recommend LaserColor Labs; they use a laser/computer system to make a 70mm internegative without a direct optical link! The quality is superb; color details are preserved that usually disappear using other processes. Camera mounts can be bought off the shelf as various clamps and vises, or can be remanufactured out of old glider parts and miscellaneous used camera gear. Whatever is used, the camera must be braced sufficiently so wiggle isn't excessive. I use part of an old tripod which is modified so it can be hose-clamped to a compression strut or crossbar. Buried crossbar gliders make life a bit difficult; for wing mounts, you'll probably end up cutting a small slit in the sail. The camera will have an effect on both the balance of the glider, and the aerodynamic drag. The best balance method is to use your water bottle and/or glider bag fastened to the end or side opposite the camera, at nearly the same distance from the CG. It's not really essential to perfectly balance the system, if you're aware of the results. I usually end up with the counterbalance a little light. Drag difference isn't really much of a problem, except for aerobatics. Eric Raymond has noted that when he's doing loops with a camera, the very

high speeds involved make it difficult to perform a straight-over loop without a drag balance. For simple cruising, it's not necessary. Eric has proposed for interesting perspectives, using a system of booms and cables to lower inflight a camera a significant distance down or out from the glider. Pilots have used such systems for short extensions, but such contraptions have the potential for causing severe balance problems, especially if they got out of control. A heavy camera shouldn't be placed in a location where it will cause severe airframe distortion and excessive structural loading, such as at the end of a wingtip. Cameras should be mounted so that an extreme depth-of-field isn't required; even a mount which extends a foot or so below the glider gives a superior perspective and allows more of the field to be in focus. Any exposed location requires the use of a skid, if you have any feelings about your equipment at all! It's virtually impossible to build a long, lightweight mount/skid bombproof enough to take the impact of a severe landing. The best you can hope to do is to help keep the camera from ground contact as much as possible. Assistants will he! p prevent ground handling accidents, and the best technique to use landing is to land with the camera-mounted wing somewhat upwind. The pilots I know who have flown wing-mount cameras on both weight-shift and controlsurface gliders are certain that it's much easier on the control-surface machines. With wingtip control surfaces, the turn initiation merely seems a bit less crisp. The mass at the end of a long moment arm results in considerable resistance to directional change. This turns a weight shift glider into a more difficult to manage contraption, and close-in thermalling into a memorable experience! The best way to trigger remote cameras is electrically, with the motor winder connection. You might end up using various juryrigs, such as an add-on solenoid, long cable pulls, or air-powered shutter trips. (Note: these last are subject to altitude changes!) Most cameras, and for that matter radios and other equipment, weren't designed to be used from difficult positions with cumbersome clothing. After a little experimentation, you're equipment will probably end up with velcro contact-cemented on for various attachments, holes drilled, and plastic and other doo-dahs glued, pasted and wired on. Form follows function, I always say, just look at my car. This brings up the subject of interior tinkering, if you like to take things with tiny screws and pieces apart. I'll admit to camera dismantling to re-solder wires, hose out dirt, remove non-essential parts, etc., but the practice can't be really recommended except for lost causes. Any expensive repairable camera should be sent off to the factory authorized repair facility, although generally much time and expense

is involved. You must realize that with a glider mounted camera, the whole glider is now your camera platform, used as an aiming device. Visualize what perspective the camera, not you the pilot sees, and aim accordingly. Generally, level horizons make for the most pleasing photos, unless the desire is to produce an aerobatic perspective. Horizons or objects at odd angles produce a photo that's visually harder to accept. Clouds provide added contrast and perspective, I rarely even bother with my camera gear in cloudless weather. Shooting into the sun rarely produces great results, since the sky will wash out, and the pilot will turn into a silhouette. Be careful when aiming the camera on the mount, you don't want the glider and sail to capitalize the space on scenic shots, but rather provide a framing effect. The glider will produce a shadow on the pilot; a photo of your feet brilliantly illuminated with your face blacked out in shadow isn't particularly impressive. Even under good conditions, many aerial shots will turn out with the sky a bit overexposed, and the pilot and undersurface a bit underexposed. The film just can't deal with the extreme contrast. The obvious solution is to use a fill-in flash, although I don't know of anyone who has experimented much for aerial purposes. There aren't any hard and fast rules, these are merely general observations: use your imagination! Photo evidence will be required more in hang gliding contests for turnpoint and landing location verifications. For soaring records and turnpoints, the FAI allows either a camera loaded under supervision and sealed by an official, or one positioned behind a canopy on which an observer makes a mark which displays on the film. Photos may also be required to verify landing locations, by showing part of the glider, and identifying features of the local terrain. There are certainly a number of methods for cheating on photo evidence, but would require considerable advance preparation. Their use is simply a means to help keep pilots honest; any determined individual can cheat if he really desires. The general rule for turnpoint photography is the simpler the better. Cartridge-type 126 cameras, completely manually operated are best, with black and white film. Even though the photo quality is rather mediocre, the cameras are cheap and foolproof, keeping operator error to a minimum. If the camera is dropped and the case dented, it may leak light, or if it's dropped from 10,000' AGL, the light leak will be rather severe. Safety cords are in order! It may be that newspaper and magazine editors will soon be groaning as another aerial hang glider photo is placed in front of them, and the public continues to head for the bathroom during television commercials, no matter what aerial expertise is displayed. Well, there are always more hang gliding parties and bored relatives to conquer! ~ HANG GLIDING

USHGA REPORTS

USHGA COMPETITION QUOT A SYSTEM by Keith Nichols

Through the years, the USHGA has developed a system for determining how many qualified competitors may attend the National Championships from each Region. Regional Championships are held not only to determine who the better competition pilots are in the Region, but also to qualify the best competitors to compete in the Nationals. This quota, if you will, is determined by two factors and is redone each year to reflect any changes. The two factors are the participation in the Regional Championships the year before, which reflects the Region's interest in competition, and total Regional membership, which reflects interest in the sport as a whole. The interest in competition is weighted twice as heavily as the membership. There is also a minimum quota of two pilots from each Region. Because of the geographical separation of Alaska and Hawaii, they are allowed to hold their own Regional meet to quality an appropriate number of pilots from their area. This usually means one pilot each in Regions 1 and 3. Below, you'll find a chart showing the 1981 and 1982 quotas for Class I as well as the 1982 Open Class quota. As you can see, some Regional quotas are changed from last year. This was a result of Regional membership fluctuations or a change in the number of Regional competitors in 1981. Competition pilots naturally want the highest quota possible because it gives the in-

dividual a greater chance of qualifying for the Nationals. There are two things you can do to increase your Regional quota: I) increase participation in the Regional Championships; 2) increase Regional membership. As an example, Region 4, Colorado, Utah, New Mexico, Arizona, and El Paso, Texas, has a quota of three pilots this year. However, if that Region had had only 100 more members at the end of 1981 and had attracted 21 competitors instead of 11 at their Regional, their quota would have been eight pilots, not three. This year you can help your Region by encouraging participation in your Regionals by all the qualified pilots you know. Also, get pilots that are just learning to fly as well as friends and neighbors to help out as volunteers. This will foster more Regional interest in competition as well as encourage the newer, younger competitors to test their skills. Last year wound up with several previously unknown pilots coming up through the Regionals and Nationals to become nationally ranked. Some went to Japan to represent the United States at the F.A.I. World Championships and at least one of them was hired by a manufacturer to fly for them. The other way to increase the quota is to encourage people to join the USHGA. Every new member this year increases your quota next year for the Nationals. This year, as in 1981, Class I will accept 64 pilots. This is optimum for a one-on-one format. In the USHGA Rulebook, the order of qualification is explained. The top three from the 1981 Nationals are automatically invited. Then the top three from the C.P.S. are invited. These three will be determined as of 30 days prior to the opening day of the Nationals. This means that the USHGA Competition Committee must receive complete and accurate reports from every meet, postmarked prior to midnight of the 30th day before the Nationals. C.P.S. points will be computed and the top three notified. This leaves 58 pilots to be selected through the quota system. The table below breaks the quota down Region by Region. The Open Class will be done the same as last year with a total of 24 pilots. The top three from the 1981 Nationals will automatically be invited. The formula used for computing the Regional percentage of the total Nationals quota is as follows:

(2C + M) 3

Q= % of total Nationals quota C = each Region's % of the total of all the Regional competitors

M = Regional % of national membership The actual quota for each Region is then determined by multiplying the total number of slots available at the Nationals through the quota system, this year 58, by each Region's percentage. Example: Region XX had 43 out of the national total of 294 pilots in all the Regionals or 14.63%. Therefore, C = .1463. The Region had 1,075 USHGA members out of the national membership of 8,678, or 12.39%. M, then, = .1239. The formula then is:

(2 X .1463) + .1239 3 .4165

Q--3-

Q = .1388or 13.88% Region XX now receives 13.88% of the total slots available through the quota system at the Nationals. 13.88% of the 58 slots available gives Region XX a quota of 8.05 pilots, rounded off equals 8 pilots. The following chart shows the Regional quotas for 1981 and for 1982:

Class I

Open Class

1982

1981

1982

1981

Region

Quota

4 LO

3 9 9 5 3 3 4 4 6 5

3 3

I 2

5 6 7 8 9 10

9 3 3 3 4 3 8 5

11 12

2 4

3 4

3 2 l

2 2 I 2

Each Region should also appoint alternates to fill any positions left vacant. If a pilot arrives on his own at the Nationals and wishes to fill an unfilled slot from his Region, he must have placed in the top 50% at his Regional Championship. If it appears that there will still be slots left vacant, the meet organizers may fill them from the C.P.S. rankings. This system seems to balance out a fair representation from each Region. Only in a couple of Regions is there any major disparity between membership participation and participation in competition. So good luck at your Regionals and I hope to see the top pilots in ~ the country at the Nationals.

HANG GLIDING

by Horacio Pereda by

Not much has been heard about flying in South America, especially in Argentina. High performance wings have started arriving in the last two years but little information is available. Some pilots do receive Hang Gliding, Vol Libre or Drachenjlieger, but the language is a barrier. Occasionally foreign pilots pass through leaving gliders and knowledge for the aware pilot. What a thrill it was for me back in 1977 to see Tom Peghiny and Rich Piccirilli, MAY1982

who came along with Bill Bennett, flying Phoenix Ss in the Andes in Mendoza. We were flying standard Rogallos and had never seen a high performance glider. Since then things have evolved quite a bit but I'd say 80% of Argentine pilots are self taught. For the travelling pilot just seeing international level pilots in Rio de Janeiro, California and Hawaii, as in my case was an immense advantage.

However, every once in a while a new site is discovered and the one this article is about is a super site believe me. It may be similar to the Owens Valley, although more open and with safer conditions and flyable all year round. I flew it in late November so I would venture to say that in January conditions are for sure more radical. Unluckily for us La Rioja's Cerro de la Cruz is 800 miles to the northwest of Buenos Aires. On November 20, 1981 The Argentine Nationals were held at this place. Things were pretty well run with the help of the Government of La Rioja with 40 pilots competing from different parts of the country. Pilots and non pilots stayed at a super hotel with a swimming pool which felt great afrer each day of flying in the hot dry weather. The Cerro de la Cruz has a 3,000-fr. vertical to the valley below and overlooks the city, with the landing zone at a 5 to I glide with the higher Sierras extending to the far north and south. The weather is predictable all year around with winds changing from the NE to SE and 5(% downwind days with an easy 40 minute drive to the top. A big dam over the back provides good sailing, windsurfing or just swimming and taking the dir1 off. Next time we'll take our camping gear; for sure it will be cheaper. As always I was late for the first day of competition arriving at the top at 1 P.M. after a 17-hour drive from Buenos Aires in a friend's Renault 1 and two flat tires. Having lost the first day of competition and starving after two months on the ground I decided to forget about the Nationals; what an enjoyable decision. It was just unlimited flying. I took off at 6 P.M. with a smooth eight mph breeze coming up the face. There are three ramps and by looking from above I'd say none of them is in exactly the right place. One of them is an elevated platform eight feet high that would scare any pilot from II on even with the help of three people. Conditions that afternoon were good with smooth thermals rolling up every once in a while that would take yo11 1,000 feet above the top with ridge lift everywhere. It was insane being up there by myself in those smooth conditions with the TOP LEFT: landing in the valley, La Rioja Argentina, the "Owens Valley" of South America. TOP RIGHT: The author pilots his Atlas. CENTER: Take· off are11. ABOVE: The author and the remains of his equipment.

sun setting on the mountains and landing at 8:30 P.M. with cars illuminating the LZ. I was 1,500 feet above the landing area and my Atlas just floated in the warm air coming up from the ground. As I approached I suddenly found myself 30 feet high and in the middle of the field. I pushed out from eight feet with only five feet left before hitting the bushes. My first dark landing. The next day conditions were rough and a speed task had been scheduled. Thermals were slowly appearing and over the bare ground dust would go up like a tower, sometimes as high as 1,500 feet after each thermal lifted off. At takeoff rotors and dust devils were common. The best conditons went by without anybody launching. A cloud street ran north over the Sierras. The wind was more SE today. At 3:30 P.M. I was the first one to take off. The air was pretty turbulent with a 20 mph wind. After about 20 minutes circling in a thermal I was carried behind a lower ridge to the left of takeoff where sink was all around. I dived to clear the ridge with only 100 feet left and headed for a landing after a disappointing flight only to find hordes of children and people rushing at me as soon as I landed. Two minutes later the NBC La Rioja news guy was popping his microphone into my mouth with questions. From below it was fun seeing all the pilots trying to come down with the bar stuck to their knees. Some pilots were short of the landing field while others crashed trying to hit the bull. Conditions were hard for landing with the hot ground and changing wind. At 6 P .M. I went up again and took off at 7 P.M. finding the same glassy conditions as the previous day. Even doing tight 360's not much altitude was lost. I landed at 9 P.M. and was later told the policemen were angry because they had to stay for so long only for me. On Sunday the air wasn't clear due to Saturday's wind but by mid-morning it cleared up. The thermals were rough and powerful; on one I climbed to cloud base and at the moment I was about to leave, it started sucking me up; it scared the hell out ofme. After two hours of thermalling I started getting seasick, probably due to altitude combined with aerobatics and cold, so I headed for a landing, when at 300 feet I caught another thermal and went all the way up again to 2,500 feet above takeoff. It was hard to believe and fun to watch the performance of the Comets, Superfex and the German Superwing. The Atlas was a bit behind although one of them won. First place went to San Juan's Bacha Goldberg flying an Atlas and second was Hector Bean from Cordoba with a Superfex. A week later, stoked about La Rioja, we drove back from Buenos Aires in my Datsun 4WD only to be struck by fire on the road 110 miles from La Rioja. I lost my harness parachute, skydeck, Atlas and two Seagull Threes. It was a sad ending. ~ 38

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 20,23. Fourth Gala International des Rochers de Naye. Swiss Cup. Coupe Distance Open. Specify number of pilots, names and nationality. Contact: Delta Club Lausanne, Case Postale 108, CH - 1000 Lausanne 6, Switzerland. MAY 21-22. USHGA instructors clinic. May 17. Red Cross multimedia first aid course. Contact: John Ryan, 4206 Suite K, Sorrento Valley Blvd., San Diego, CA 92121. MAY 24·27. Instructor Certification Clinic, Basic. May 28-31. Advanced. Contact: Al Godman, 572 Orchard St., Golden, CO 80401 (303) 278-9567. MAY 28. Region 9 Regional Qualifier, Hyner View, PA. Contact: Les King, c/o Sport Flight Inc., 9041 B Comprint Court, Gaithersburg, MD. 20877 (301) 840-9284. MAY 28-31. Region 5 Series Meet, Elig Horn Mt., WY. Send SASE or call: Johann Nield, Box 312, Dayton, WY 82836 (307) 655-9724. (First of a twomeet series for Nationals qualifying.) MAY 29·31. Memorial Day Fly-In. Dry Canyon, Alamo· gordo, NM. Hang II with mountain experience. Contact: Dave Sealander (505) 437-8762.

MAY 29·31. USHGA Region 2 Qualifier. Packsaddle Mt., Kingsland, TX. Contact: Houston HGA, 1026 Dreyfus #16, Houston, TX 77030. MAY 30-JUNE 6. Lariano Triangle International XC Championships. Contact: Ton·y 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.

JULY 3,5. Region Regionals. Send SASE to: Cloudbase Country Club, 52-A 221st SW, Bothell, WA 98011 (206) 481-5878. JULY 17·18. Regional FlyIn, Mt. Harrison, near Burley, ID. Contact: Frank Gillette, Rt. 1, Burley, ID 83318 (208) 654·6381. JULY 21-AUG. 1. Starthistle '82. Competition sponsored by Rogue Valley HGA. Contact RVHGA, P.O. Box 621, Grants Pass, OR 97526. JULY 22-23. Dayton international airshow and trade exposition. Contact: Mark Chatterton, 808 Sipos Circle, Englewood, Ohio 45322.

JUNE 25·27. Region II In· structor Cert. Program. Contact: Lowell Levinger, HG West, 20-A Pamaron Way, Ignacio, CA 94947.

JULY 23,25. Region 5 Series Meet, Boise, ID. Send SASE or call Joe DeCleur, 528 W. Colorado, Nampa, ID 83651 (208) 467-3277.

JUNE 26·27. 10th Annual Cochrane Meet, Cochrane Hill, Alberta, Canada. Contact: Willi Muller, 3443-12th St. NE, Calgary, Alta, Canada (403) 277-2606.

AUGUST 16-20. Trofeo Sansicario hang gliding grand prix XC competition. Prize money. Contact: Gi Ferraris, Holiday Club Sanciscario, 10054 Cesana Torinese, Italy.

JUNE AND JULY. Every weekend except July 4. Big Southern Butte XC Open. $10 entry per weekend. Send SASE or call Mike King, 5104 Albion, BOise, ID 83705 (208) 336-9492.

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.

JUNE 26-27. Honduras tournament of hang gliding.

SEPT. 20·26. Telluride World Invitational Aerobatic Hang Gliding Championships. P.O. Box 456, Telluride, CO 81435.

JULY 1-5. Wyoming CrossCountry Open. Contact: Chuck Brignt, c/o C and L Enterprises, P.O. Box 1536, Riverton, WY 82501 (307) 856-4671.

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.

HANG GLIDING

*··············· ** KITE TUBING~ ** **

BRIGHT

Model 1 Var io Readout...................... $40. (Flask must be wpplled by user)

Model 2 Control Bar Varoo ................. $85. Complete and Ready to Mount 3-5 8" x4-1 4"· we1ghs 11 ounces Model 2 & Tully Extention Bar........... S95. Model 4 Panel Mount Vano ................. S90. F,ustandard2' •"mstrument panel cutout Tuffy 12" Extension Bar .................... S15.

MAIL ORDERS; ,,._.,oc.e p•ymenu" • cnetoe. M .0 ., o,noc or1ft. etc. Ne o•y sn,oo,nli ,n U.S A. COO cn1,9es SA 00 ea tr1 [US A. on1y FORE IGN ORDERS: M1ott Dl)'mcf'IU ., S. ~on,es. nc1uoe S,5 .00 1Jttu for ~1oment. GUARANTEE :60d1ys - S.,t,sf,1ct ,on or Rt'uno 1 y H r ,~ inst manuf.ct,..rus aefe<:U DEALER INQUIRY INV ITED •..

MAKIKI ELECTRONICS • P.O. Sox 629 Hauu la, Hawa,, 96717 • Phone (808) 293·9348

DI P

ANODIZED

TUBING

SEAMLESS:

3/8" x .035 x 12' (2·1 9 LENGTHS).... ................... $0.61 /ft . 11 /8" x .065 x 12' (2-19 LENGTHS).................... $1.44/ft. ~ "'-. 1 3/4" x .049" x 12' (2-1 9 LENGTHS)..................$1.74/ft. • ...,..- 2" x .049" x 12' (2-1 9 LENGTHS)........................ $1 .91 /ft. •

"'--

...,..-

WHOLESALE CATALOGUE

S1 .00

REFUNDABLE

LEADING EDGE AIR l"OILS INC.~ UI S. UTH ST . ~ COLORADO SPRINGS , CO . ~ ~

aoto• sos-nz-091

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

• Lynn Miller photos by Cobb

Southern California fliers recently forsook their reputation as apathists to participate in a fly-in and barbecue at the local Sylmar range. For a $2.00 entry fee pilots could choose to enter either a bomb-drop/spot landing contest or a 12-milc cross country pylon course. Two more dollars bought a hamburger, chips, and all the beer one could drink. Sponsored by Windsports (Southern California School of Hang Gliding), Progressive Aircraft, Delta Wing, and Hang Gliders of California, the fly-in was created with several goals in mind. First was to promote good public relations with the neighbors around the landing area (who later took part in the barbecue). There had been some complaints about traffic and noise from the local residents, so that the meet sponsors had decided to bulldoze a landing area further out from the original, where there were fewer houses. The proceeds of the fly-in went towards paying for the bulldozing, which was a second purpose for holding a meet. The event was

also a good time to introduce the new landing area and get pilots in the habit of landing there. The informal XC competition, which was the brainchild of Rich Grigsby, took an experimental format. It required the use of but two oflicials and was revolutionary in its simplicity. Cross country competitors were

BELOW LEFT: Landing area. RIGHT: Harry Mar, tin hustles down the launch ramp. OPPOSITE, UPPER LEFT: Rich Grigsby was one ol only two meet officials. RIGHT: Rich points out the first pylon at an on,top pilot's meeting. CENTER, LEFT: The details of the Innovative contest are discussed. RIGHT: Takeofl and the Sylmar mountains. BOTTOM, LEFT: Grigsby clocks an XC participant's launch. RIGHT: Entry sign,up table run by Sherrie Grigsby in front ol Bill Ben· matt's notorious landing area "pad." The new landing area Is right In front of BIii's house, so that any noise, traffic, crowds, and crashes will fall only on the ears of good old Uncle Bill.

shown a map of the range revealing the loca· tions of eight pylons. Rach pylon consisted of a large white sheet with a giant letter painted on it. Pilots had to f1y over as many pylons as possible, writing down (or remembering) the letters on the pylons. Whoever got the most symbols the fastest was the winner. The pylons could be taken in any order, whenever the pilot felt like launching. Pylons were not hidden, but were in plain sight. In case no one could make a pylon, the contest would become a duration meet. This new kind of XC meet went over very well. The problem of finding the money to pay reliable pylon judges was obliterated. The only officials needed were Rich at launch and a time judge in the landing area. Pilots had to land by 4:00 p.m. and their flight time ended when they turned in their flight verification forms to the time judge. The flight forms were sheets of paper to be taped to one's control bar on which were boxes to put the pylon letters in. Pilots were also supplied pencils to use

HANG GLIDING

during flight. Participating fliers registered no complaints, but had only applause for the organization of the meet. At first pilots were a little doubtful about writing while flying, but later everyone agreed it was not a problem. The only cause for annoyance at the meet was the crowd in the sky, which could hardly be avoided since there were more than l 00 entrants. Glider gaggles filled the sky up and down the range over the MAY1982

12-mile course. As it turned out, only three pilots completed the cross-country course. Kevin Kemohan was the winner in 55 minutes, even though he was the last pilot to launch at nearly 3:00 p.m. Meanwhile intermediate pilots and pilots who chose not to participate in the cross country event were busy dropping flour bombs on a target and going for a spot landing. This part of the fly-in was won by Kurt Schmidt.

The day ended with everyone very happy and excited about having had a wonderful day. The landing area's neighbors were cheerfully downing beer after beer with the fliers, and everyone gorged on hamburgers. The bulldozing had been paid for, the neighbors were happy, and a new meet format had been successfully completed. And most of all, L.A. apathy was dead as participants partied into the night. . . , 41

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS INTERMEDIATE

BEGINNER Name, City, State Wayne Wesner, Rescue, CA Jack I. Orlore, Jr., Milpitas, CA William Sheffield, San Francisco, CA Jimm Tonge, S. San Francisco, CA Curtis Stellingwere, Pacifica, CA Bobby G. Elliot, Greencastle, PA Richard Apothaker, Northfield, NJ

Region 2 2 2 2 2

9 12

NOVICE James E. Tindle, Miami, FL 10 Alice Stapleton, San Francisco, CA 2 Joel Doonan, Austin, TX 11 Barbara Ann Schuman, Taylor, MI 7 Carrie A. Hardmeyer, Oxnard, CA 3 Beverly J. Mitchell, Long Beach, CA 3 Gregory Pierson, Fort Gordon, GA 10 Doug Yttri, Santa Barbara, CA 3 Tom Grade, Phoenix, AZ 4 Jerry Shockley, Wilsonville, OR I Steve Hines, Red Bluff, CA 2 Ron Hines, Red Bluff, CA 2 2 Alfredo Lusa, Santa Cruz, CA Jean-Paul Michel Fardel, Amherst, MA 8 John H. Fargo, Charlottesville, VA 9 John J. Parlik, APO, NY Foreign Joe G. Daigle, Seattle, WA 1 Rick Briggs, Signal Hill, CA 3 Jan B. Orsini, Bangkok, Thailand Foreign Ward Graham, Glen Cove, NY 12 Bruce Johnson, Maplewood, MO 6 Thomas C. Robbins, Odenton, MD 9 Stephen L. Stoner, Severn, MD 9 Benjamin Weeks, Bedford, MA 8 Dennis R. Owen, Rock Hill, MO 6 Charlie E. Coleman, APO, NY Foreign Cary M. Gray, Honolulu, HI 3 Kirk Schaeffer, Wrightsville, PA 9 Patrick B. Sharp, Santa Cruz, CA 2 Frank Gunion, Ocean City, MD 9 Carolyn Kitson, Thousand Oaks, CA 3 Robert Lyle, Saratoga, CA 2 Dan Whitehouse, Goldendale, WA Ruth Cindy Olivo, San Diego, CA 3 Richard Luddine, Costa Mesa, CA 3 Patrick Joyce, Tahoe City, CA 2 Larry Howard, Summerville, GA 10 Robert S. Astle, Seattle, WA 1 Paul L. Getty, San Francisco, CA 2 Galen D. Fisher, Hemet, CA 3 Van Spurgeon, Beverly Hills, CA 3 Robert Graffigna, Clearfield; UT 4 Paul F. Osterberg, Charlevoix, MI 7 Marc A. Selman, Westford, MA 8 James E. Salmon, Jr., GA 10 MAY1982

Name, City, State

EXAMINERS Region

Don Dow, Victoria, BC, Canada Foreign Jess Pauley, Plymouth, NH 8 Dwaine Norton, Oak Harbor, WA Wes Roberts, Grants Pass, OR John Lord, Martinez, CA 2 Gytis Tamulaitis, Huntington Beach, CA 3 Geoffrey Rutledge, Solana Beach, CA 3 Randy Gines, Hiawatha, UT 4 Jim Hanson, Albuquerque, NM 4 Jim Daniels, Albuquerque, NM 4 Diane Dandeneuu, Houston, TX 11 Brian O'Brennan, El Paso, TX II David Roth, Bloomingburg, NY 12 Jennifer Jeffers, Tucson, AZ 4 John W. Lewin, San Diego, CA 3 Mark Fuge, Phoenix, AZ 4 4 James B. West, Buckeye, AZ Ronnie Gines, Helper, UT 4 Jake Alspaugh, Winston-Salem, NC 10 Todd Brookhart, Berkeley, CA 2 Reinhard Haessler, Oberammergan, W. Germany Foreign Robert Hoppe, La Jolla, CA 3 David Goldsborough, Glendale, CA 3 Harry J. Geisler, Wheatridge, CO 4 Pat Mulkey, Roswell, NM 4 David Chapman, Pismo Beach, CA 2 2 Kelly Clenik, Pismo Beach, CA Adam Stanford, Pismo Beach, CA 2 Kurt Aronow, Beaumont, TX 11 Greg Hemmerlin, Fountain Valley, CA 3

ADVANCED Jim S. Egger, Anchorage, AK Theresa Mistretta, Lake Elsinore, CA 3 George L. Bovine, Tucson, AZ 4 Theodore W. Hill, Carson City, NV 2 Dawn Aaris, La Jolla, CA 3 Chris Kirchhofer, Encinitas, CA 3 Jim Robinson, La Mesa, CA 3 John R. Martin, Aztec, NM 4 Dave Riggs, Lebanon, IN 7 Herb Ruch, Mississauga, Ont.,Canada Foreign Buddie Gines, Hiawatha, UT 4 Edward H. Howard, Ventura, CA 3 Jeff Hammond, San Diego, CA 3 Larry Maertens, Woodland Hills, CA 3 Kenneth Shue, El Paso, TX 11

Name, City, State

Region

Pat Hayes, Durham, NC Dick Gammon, Cloverdale, OR

OBSERVERS Pat Hayes, Durham, NC Gerald Steinmeyer, Creston, NC Rick Girard, Bellingham, WA

10 10 1

INSTRUCTORS Stanley WIid, Prescott, AZ

SPECIAL OBSERVERS Pat Hayes, Durham, NC

c:,1fUt1i.b by Stephen J. Hyde I recently designed and field-tested a simple, very cheap wind direction indicator for crosscountry flights that is very sensitive and accurate, even in light winds. It is reusable or biodegradable, is easily deployed, is effective 30 feet after dropping it and is easily seen on the way down and after landing; and it is not a fire hazard! The design is simply two colors of crepe paper taped end to end, with a string and a nail attached to one of the free ends. The unit is loosely rolled up on the nail tail first, string last. It is easily unpocketed with one hand and made ready to drop by removing the nail with one's teeth. The unit can be dropped while approaching the LZ from the supposed upwind direction. Then it will drift down and onto/near the LZ, giving the true wind direction. Before rolling the string around the roll of crepe paper, tuck about one inch of the connection underneath the crepe paper so that it does·not snag. (This has happened.) Attach a small piece (1/4'' square) of the front and tail crepe paper with clear tape to the fore and aft part of the base tube (respectively) as a reminder of which color is upwind and which is downwind.

Presidenl's Page by Vic Powell

THE SEASON It has been a long time arriving, but the flying season begins in most regions of the nation this month. This past winter was a real bear. The amount of flying time obtained often depended on where one lives, but generally the weather across the country was not conducive to participation in our sport. And if you are limited to weekend flying, as I am, it was amazing how many storms and near zero weather conditions arrived on Saturday and Sunday. In past years winter didn't slow me down much; several flights were made in January and February. But this year I didn't make the effort, even with snow suit, goggles, long gloves and Frankenstein boots. I made it to the top of a mountain site in my camper during one of the sunny days. Road ice and snow made it an exciting trip, and it was nice getting out of the house. But it wasn't nice getting out of the camper. TDC. (Too damn cold.) May the 1982 season be the best yet. You are hereby issued a year's worth of safety. Use it abundantly on every flight.

USHGA INSURANCE PAYS USHGA's insurance firm reports it has paid $10,996 in claims members have filed. More than half the claims involved a parked glider being blown onto an automobile. Wind gusts always do the unexpected, and often cause the unbelievable to happen. Resolve to keep your glider out of someone's set of wheels. Keep parked cars away from assembled gliders. Gliders are somewhat like children. Left unattended they tend to move around and get into trouble. The record indicates that assembled

gliders and cars don't mix. Keep them widely separated, and help keep the cost low on your insurance.

All the previous Records were held by George Worthington. Our congratulations to the new World Record flyers.

WORLD RECORDS TENTH ANNIVERSARIES The United States has lost its exclusive hold on World Records, the first time since official Records were established in 1976. The Federation Aeronautique Internationale (F AI) notice for 1981 states that four Records were established last year in the Men Flex Wing, Single Place category. Only one was set by a U.S. flyer. Austria, Federal Republic of Germany, and New Zealand are now represented in the Record book. Michael D. Brewer of Mammoth Lakes, California set a Gain of Height Record of 4,023.4 meters on June 22 flying an Aolus 170. The previous Record was 3.566 meters. This flight was reported in a previous issue of Hang Gliding. However, Ian E. Kibblewhite of New Zealand beat the Record on July 22 launching from Cerro Gordo in California flying a Lightning 195 to a gain of height of 4,175 meters, the new Record. Helmut Dornauer, Helmut Lorenzoni, and Ernst Reicholf, all of Austria, together captured the Record for Out and Return of 103.9 kilometers. The previous Record was 79.06 kilometers. They flew together on August 15 from Zell am See to Gerlos Stausee and back to Zell am See. Reichholf and Lorenzoni were flying Hiway Demons, and Dornauer flew a Concord II. Helmut Denz of the Federal Republic of Germany set the Record for Distance in a Straight Line. He flew a Comet 165 on May 20 from Hippach to Rottenmann, Austria for a total of 191 kilometers. The previous Record was 167.08 kilometers.

It is hard to believe, but many Regions will be holding 10th anniversary celebrations this year of hang gliding activity. A few flyers have been involved with the sport for a longer period of time, but many people and hang gliding events will be marking ten years association with the sport this year. The tenth annual hang gliding meet will be held at Jockeys Ridge, North Carolina on May 14-16. The Gliding Spectacular as it is now called was originally termed the Tactile Flight Meet, and was the first national hang gliding meet when held ten years ago. A few months prior I had bought a kite from EipperFormance and used the ten-step printed sheet to assemble the machine. On the back of the page were ten steps to teach yourself how to fly. One crucial point was not mentioned however, the steepness of the hill one attempts to fly from. Doing little more than bunny hopping down what I would later learn is regarded as flat land, and unable to locate anyone in my area to teach me how to fly, I decided to produce the first national hang gliding meet. I figured I would be able to get one of the participants to teach me. People came from all over the country, two from South Africa. We were all babes in the woods, except of course the guys from California. Pete Brock of Ultralite Products showed up to demonstrate how it is done with first-rate equipment. And to illustrate how small the sport was at that time, the person (cominued 011 page 48)

HANG GLIDING

SKYMASTER

hang glider recovery system by Len Hull photos by Steve Thompson

f .

--------..

-----

The wreckage. Klngpost was driven 12" into the ground.

The system then goes into action as in the picture sequence. John Clarke (Peak School of Hang Gliding) agreed to help in testing, and the Skymaster is seen attached to his Skyhook Sabre and trike, total weight 350 pounds. After successful completion of tests on foollaunch hang gliders we were concerned lO prove the deployment system with power on dcployments, and first trials were undertaken with John racing along the runway with the nose held firmly down and the throttle wide open. We were delighted to find that the only effect of the slipstream was to make deployments 40a/o faster than before, with the drogue being helped on its way by the prop wash. The next stage was to deploy the Skymaster in flight, allowing the canopy to inOate and then pull away, and utilizing a small weight to keep the canopy inOatcd. Estimates of deployment times were three to four seconds from all ground observers. In a fit of enthusiasm we decided to demonstrate how fast the canopy

would perform with plenty of weight on it, and to this end we bound the bridle to Mike's keel as ifit were Houdini himself we wanted to restrain. Mike was blissfolly unaware of this, and deployed as normal at 350 feet. His expression could be seen from the ground as the trike stopped almost dead in mid-air, before the bridie catapulted off into the canopy, sending the Sealander into a dive. On landing, Mike came looking for the bloke who had attached the bridie (i.e. me) and his language would not have disgraced McEnroe! After this, we had a long wait for suitable weather conditions before we could do any more live testing, and we took the opportunity to build a framework on the roof of a car so that we could fire the Skymastcr at all sorts of unnatural angles. The most unfair test was to fire it at 30 mph directly into wind (might someone ever stabilize in a tail slide?) and as soon as the drogue emerged it was whipped

back in the airstream, pulling the main canopy out of the cannister and through 180 ° into a normal deployment that picked up the back of the car! In every case the performance of the unit exceeded its designer's expectations. Our local pioneer John Clarke volunteered to help us get the pictures of the deployment that you see here, so on November 8 the Skymaster team assembled at Ashbourne airfield, in company with Len Gabriels, who was to Oy our photographer Steve Thompson on the Skyhook dual trike. After a few "detaching" deployments John managed to put one of our canopies in the tallest tree of a neighboring wood, and Len and Steve announced that they had got their act together on the dual trike, so we decided to "go for it." We secured the master release on John's keel at the CG and clipped in the parachute bridle. This was to give the pilot the option of jettisoning one canopy, gliding down and doing a deadstick landing. His other option would be to land by parachute. Len Hull would be talking to John by radio during the descent, giving him a commentary on the behaviour of the cnaopy, and Pete Best was filming from the main runway. John climbed ,out to 1,300 feet, cut the engine and did a circuit. At 1,000 feet with Len in position 250 feet above, John pulled the D-ring and the Skymaster deployed perfectly, stopping the trike abruptly. The spectacular backswing was damped out very quickly, and a stable decent ensued, with a steady reading of 500 fpm down on the variometcr the spread of the wing was obviously causing a very high drag factor. Cameras were clocking, and Len Hull was leaping about and bawling superlatives into the radio, all to no avail, because the pilot never heard a word. John therefore had no real idea of what the canopy was doing above the wing, which probably influenced his next move. His decision height of 500 feet was approaching when the Sabre caught a thermal under the left wing, which

HANG GLIDING

was sufficient to cause an uncomfrirtablc side· to-side swing. The canopy remained stable and everything looked OK from the ground, but the pilot decided (ironically!) to play safe, jettison the chute, Jly down, re-pack and do it ti gain. What the ground observers saw was this: As John hit the release, the canopy separated from the glider, shooting the bridle up imo the parachute. In less than one second, wit.hour a suggestion of recovery, the glider fell into a vertical dive, continued to rotate and tucked viciously, breaking both leading edges as soon as it inverted. Some observers think there was a further tumble before the wreck stabilized inverted with the trike unit on top, but events happened so fast that it is impossible to be sure. Enclosed in his shroud of wreckage, John impacted in the central grass area of the field, and the sound reached us half a second later. With sinking hearts we began to run. Incredibly, John was still conscious and able to tell us that everything felt OK except his arm, which was broken, and his arse, which was sore. The airframe and double pole trike

Deployment with trike, John Clarke and Skyhook Sabre. Altitude 1,000 feet.

Test model "Skymaster" unit.

MAY1982

unit had taken all the impact and looked very sad, but the sail had survived. The parachute on which John had been descending in com· pletc safety seconds before had settled gently to earth only 20 yards away. This is intended as a cautionary talc, and no doubt John will supply his view of it from the hot scat, but it is plain that there were forces operating on that microlight that we never an· ticipated. Thank God we picked the only pilot who didn't really need a parachute! Think about it. Pulling whip stalls, or !lying in turbulent thermal conditions could put you in much the same situation as John was, only you may not be so lucky, so be careful. Skymaster will undoubtedly save lives; let's hope John Clarke has saved a few too! Editor's Note: Len Ilul! may be contacted at: 127 Warh Road, Mexborough, South Yorl<s, England S64 9RB-(0298 871289). ...-

(continued from page ./4)

who had built my kite in California, Dave Muehl, attended the meet and taught me how to fly it. I've heard the good old days described as "the bad old days." I suppose that they were both good and bad. Flyers learning today are gaining experience faster and more safely on vastly better equipment than was the case ten years ago. The sport has rapidly progressed, improved its safety record, and remains free of government regulation. This happy circumstance is the result of dedication and effort made by many USHGA members. May we be able to say as much for the sport ten years in the future. That will depend on us continuing to work together through USHGA. ~

(cominued from page 9)

(RIGHT STUFF) MULTIPLE CHOICE I. Pitch, yaw, and roll are axes of rotation for hang gliders. Prone is not. 2. Landing is in one sense more demanding than takeoff because you can pick the exact moment you want to take off whereas you can't pick the exact moment you want to land. 3. If you've had your glider for a year or more it's not necessary to throw it away or trade it in. It is a good idea to take the sail off the frame and inspect all components thoroughly.

4. Hang gliding is not necessarily A) absolute lunacy B) inherently dangerous or C) safe and rewarding. It is A), B) or C) depending on how you go about it.

ESSAY You are flying along in your hang glider and all of a sudden the wind stops. What do you do? The responses to this question were many and varied. It appears that it is a question that requires some detailed exploration. Next month The Right Stuff will look at the question of what to do when the wind stops from conceptual and practical points of view. In the meantime fly safely and have fun - in that order. Please send questions, responses, suggestions, or good stories to: The Right Stuff c/o Hang Flight Systems 1202-M E. Walnut Santa Ana, CA 92701

HANG GLIDING

Gemini 164, 134 . Talon 140.

CLASSIFll:.I) ADVl:.RTISIN(l

1395 895

LIKE NEW ............ $1395 Demon ...................................... . Comet 165 . 1295 l 195 Harrier l 77 . 1195 Centurion 165 . Raven 229. 1095 Mosquito 166. 995 Firefly 2B 181 . 895 Complete Trike with Raven 229 ....................................................... . 2800

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and n or torn loose from their anchor points from and back 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

Fledge 118 . Condor 224. Falcon V 180.

. $995 895 395

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

Used prices subject to negotiation. Gliders shipped anywhere in heavy duty tubes. Similar savings on harnesses, instruments, etc. \'v'rite or call for pictures, other info.

ALPHA 215 - In truly fine condition. Great intermediate glider. Wt. range: 165-205. $550. (213) 392-8825. BEAUTIFUL 1981 RAVEN 229. Immaculate. 170-230 wt. range. Will ship anywhere. (208) 378-0711.

MOYES .'v!AXI II - Still the best tandem glider ever. Perfect condition, Hangared indoors. $600. (714) 452-1768.

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

NOVA '80 190 - Exe. Cond. $595. (303) 539-3335.

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

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

GUARANTEED GOOD

TREASURE VALLEY HANG GLIDERS 5104 Albion Boise, ID 83705 (208) 336-9492

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.

Rigid Wings FLEDGE IIB - Brown sail, yellow trailing edge, orange rudders. Good condition. $850. (805) 544-1234 .

CALIFORNIA

NOVA '80, 230 - Good cond. $550. (209) 537-7826.

NOVA '80 230 - Good Cond. $595. (303) 539-3335. OMEGA 260, 1980 - Great shape. $650 firm. 1976 Phoenix 8sr, fixed wash-out, good shape. Best offer. Two Soarmasters, good shape, $300 each, or best offer. Phil (916) 222-5439. PROAIR '81 180 - Exe. Cond. $1,350. (303) 539-3335.

BEST FLIGHT AIRCRAFT SERVICE - Featuring Flight Designs Products and American Aerolights Eagle. Sales, service, accessories, flight and ground training. Located on Flabob Airport, Riverside, California. Day (714) 781-9222. Night (714) 989-1274. ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction) sales for all major manufacturers and repair facili ies. Call (714) 678-2050.

COMET 165 - Excellent Cond. $ l 375. (209j 537-7826.

RA VEN l 79 - Low air time. $800 or best offer. Leave message, (805) 682-0049 or (805) 966-6004.

COMET 165, 1981 - Hand selected from factory. 12 flights. $1295. (805) 683-1130.

RAVEN 209 - Mint condition. Less than 5 hrs. T.T. Clean Sail. Rob, (404) 777-8731.

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 Sama Rosa at (707) 584-7088.

CONDOR 15 l - Excellent condition. Beautiful rainbow sail. $795. (213) 883-2529.

RAVEN 209 - Excellent shape. Flys like new. $800. (714) 673-5953.

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

RAVENS 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.

HANG FLIGHT SYSTEMS - Certified instruction pro· gram, 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.

-· (

SEAGULL 10 ,v!ETER - Great condition, with new Bell helmet and new Flight Designs harness. $650/best offer for package. (415) 579-0488. SUPER LANCER 200, 1981 - Less than 1 hour air time. Asymmetric/rainbow, $1200./offer. Wk (408) 988-1460, Hm (415) 965-9148.

PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER CONDOR l 94 - Excellent condition. Rainbow sail $750. Work, (714) 732-5924. Home, (714) 990-4846.

Up-to-date mustrated information guaranteed to improve your flying. Written by a USHGA instructor.

CONDOR 224 - $750. Stratus V, $950. (415) 945-7434 or (209) 226-6516.

• HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT .. INTERMEDIATE SKILLS .. AERODYNAMICS '" GLIDER DESIGN ' GLIDER REPAIR ' SELECTING EQUIPMENT • TH ERMA LING .. MORE. $6.95 + 604 POST AGE.

DEMON 175 - Excellent condition. $995. Quitting. (808) 948-8659, 448-1739. EIPPER FLEXI-2 - '76 p 20' wing span, 140-180 lb. range. 6:1 LID, $300. Denis Livsey, Route 10, Windham, NY 12496. LOOKING FOR A USED GLIDER? Selling yours? In 213 and 714 area codes call Doug Hertzogs Hang Gliding Referral Service, (213) 436-4891.

LOOKING FOR SOME GOOD DEALS? BRAND NEW Comet 185 ······································· .. $1895 Comet 165, 135. ······················ 1795 Harrier 177 ............ . 1595 Centurion 165 ............ . 1495 Gemini 184 ................................ . 1545

MAY1982

• FLYING CONDITIONS-THE ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER• TURBULENCE .. ROTORS ' WIND SHADOW ' SEA BREEZES ' WIND GRADIENT• RIDGE LIFT '"THERMALS• MORE. $6.95 + 60¢ POSTAGE. • HANG GLIDING FOR ADVANCED PILOTS-DETAILS ON: COMPETITION 'EFFICIENT TURNING' POLARS' SPEEDS TO Fl Y .. THERMAL TECHNIQUES'" DISTANCE SOARING • DES1GN CONCEPTS • MORE . .$6.95 + 60¢ POSTAGE. •POWERED ULTRALIGHT AIRCRAFT-DETAILS ON: CHOOSING THE RIGHT CRAFT , AERODYNAMICS• CONTROLS ' AIRMANSHIP ' MORE. $7.95 + 60¢ POST. ••• NEW •+I' • POWERED UL TRAUGHT TRAINING COURSE-A MANUAL FOR SELF-TEACHING AND TRAINING SCHOOLS-11 LESSONS AND RELATED GROUNDSCHOOLS-TESTS AND FAA REGULATIONS INCLUDED- $12.95 + 60< POSTAGE. $11.95+60¢POSTAGE FOR lWO \ Except POWERED $16.95 + 904 POST AGE FOR THREE UL TR ALIGHT $21.95 + 90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1.10 POST AGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX601,STATE COLLEGE,PA 16801

DEALER INQUIRIES INVITED

HANG GLIDER EMPORIUM SANTA BARBARA (Formerly Channel Islands Hang Glider Emporium) Quality instruction, service and sales since l 974. Full stock of gliders (both new & used), harnesses, helmets, varios, accessories, and spare parts. Contact us for details. Located just minutes from major highway and flying sites. 613 N. Milpas, Santa Barbara, CA 93103. (805) 965- 3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FI.YING SCHOOL - USHGA Certified instructors, observers serving Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or write for brochure. 20-A Pamaron \X'ay, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. We Believe-SAFETY FIRST! MISSION SOARING CENTER - Test flv before vou buy. Demos, new & used gliders in stock. All ;,,ajar bra,nds 1-7766; 992-6020. 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 Oying. Complete lesson programs, certified instruction, demos, equipment new and used, repair facilities, and major brands available. 527 Sinclair Frontage Road, Milpitas, CA 95035. (408) 946-7115. UL TRASPORT, INC. is the only Southern California school dedicated Only to powered ultralights. We have a night simulator which allows you to learn basic night maneuvers before committing to free night. 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 ULTRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836.

instructors and BGI's. Individual and group rates. Write: 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. Complete line of gliders and equipment. USHGA certified instruction. (301) 628-6177. MICHIGAN D&D MICHIGAN MANTA. Dealers for the new Fledge III, FoxBat Fledge, Progressive Aircraft, featuring Pro Air, Pro Star and new Pro Lite harness. Harness, chute, ballast bag 7 to 8 lbs. Simpson Helmets. 3220 E. River Rd., Twin Lake, MI 49457. (616) 744-9492.

CONNECTICUT AIR WISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer stafT. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presentation available. HAWAII TRADEWINDS HANG GLIDING - USHGA certified instructors/observers. Classes daily. Box 543, Kailua, Hawaii, 96734. (808) 396-8557. IDAHO SUN VALLEY SENSOR - New and used Sensor 510's. Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 788-9692. TREASURE VALLEY HANG GLIDERS - USHGA certified instruction, sales of UP, Wills, Flight Designs, & Centurion' gliders. Accessories & bervice, ratings & site information. "Come fly with us! Southern Idaho ofTers great soaring!" 5104 Albion, Boise, ID 83705 (208) 336-9492 eves.

MID-AMERICA INC. - Instruction in hang gliding and motorized ultralights. All major brands available. Certified

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

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

ECO-FLIGHT HANG GLIDERS Located near Michigan's hottest soaring sites. Learn on forgiving sand dunes, or soar the many bluffs. USHGA certified instruction. Dealers for Wills Wing, Moyes, Flight Designs, Sensor, Bennett. Accessories, expert repairs, ratings 1-4. 493 Lake St., Benzonia, MI 49616. (616) 882-5070. ECO FLIGHT GLIDERS (South)- Certified instruction. handling major brands of gliders, featuring Gemini Power System, with the new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan 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 ofTer only the "Top-of-the-line" in Ultralights, hang gliders and accessories. Dealers for the incredible Eagle, UP Comet, Delta Wing, Flight Designs and Soarmaster Trike. 24851 Murray, Mt. Clemens, Mich. 48045. (313) 791-0614. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and 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

ILLINOIS

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

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

FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, including powered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550.

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.

NORTH CAROLINA

TEXAS

COLORADO

LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-night). Enjoy our unbeatable prices and fast service. A MOST COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.

209 on Main Street, Kcrhonkson, 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.

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

FLYERS COOP Of

Master Flight Products Inc. Introduces the ULTIMATE in All types of Hang Gliding and Ultralight Harnesses Dealers' Inquiries Welcome

FLY BETTER KNOW YOUR EQUIPMENT HANG GLIDING, the first book on the sport has been updated 9 times and now includes a special section on motorized flight. 186 pages, 350 illustrations, over 125,000 sold! The complete flying, designing, building handbook and buyer's guide. $6. 95 (Californians add 42¢ sales tax}. HANG GLIDING MANUAL with Log. The most authoritative, compact, concise, complete and least expensive basic flight manual available. Used as a training text by schools worldwide. $1.50 (Californians add 9¢ sales tax). MANNED KITING. Fly the flatlands with the only book on tow launched hang gliding. Step-by-step instructions carefully guide the novice through taxi practice, towed flight and release to free flight. $3.95 (Californians add 24¢ sales tax). Add $1 to total order for shipping

SEND FOR FREE DESCRIPTIVE BROCHURE PARA PUBLISHING, Books by Dan Poynter P.O. Box 4232-G, Santa Barbara, CA 93103

THE SYSTEK VARIO

Dealer inquiries invited

• Selectable Sensitivily • Audio Threshold Adjusl • Excellenl Ballery Lile • Total Weighl 12 oz. • Mounting Bracket Included • Fully Adjustable Audio Sound

• One-Year Warranly • Dealer Inquiries Welcome

$195.00

Write to: Flyers Coop P.O. Box 614 Buffalo, New York 14215-0614 or call Ken Zachara: (716) 884-8447

Pos1 Off,ce Box 548 Oak Ridye. TN 37830

HANG GLIDING

glider, WAMMO the lift is here. Moyes Meteors. 190 Suggested retail price $2075. now $1775. 170 - Suggested retail price $1995. now $1695. Your choice of colors, 3-4 wks_. delivery (shipping not included). (705) 942-2979.

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

JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo l 05 JAPAN. Tel. 03/433/0062.

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.

Employment Opportunities

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

CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging in Original Flyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. Waterbeds, Video Movies, Color T.V., Pool. Reserve early due to World's Fair.

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

Emergency Parachutes

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.

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.

CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333. FAIR WINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Gemini in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

PARACHUTES REPACKED - Your parachute aired, inspected and repacked by experienced rigger - $ l 5.00 includes return postage. Send U.P.S. to HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116 (415) 992-6020.

International Schools & Dealers

Parts & Accessories

CANADA

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

HANGER l.l GLIDER SALES - Lessons & Repairs. Just when you thought you couldn't purchase your 1982

Fastand accurate:air spood measurements can be made by u~ing the 11111 Wlml Mete,. A li~luable insfrffment for all hang glider

_· Pilots. Ul.$11 ·

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.

Publications & Organizations 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.

Ultralight Powered Flight EASY RISER - MAC 101 - Maximizer, plans for tail, many spare parts, $900. Trailer, $350. Parachute, $300. Atlanta, (404) 993-7850. FRIGATE AIRCRAFT INC. South Florida's only com· plete Ultralight, Hang Glider Shop. Display room, service,

repairs, instruction: Specializing in domestic & foreign ex· ports. 18639 S.W. 107th Ave., Miami, Florida 33157. Phone (305) 252-1706. 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. l-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 pricvs. 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, micrometeorology, and even float and ski use. Upon completion of course, students receive

ERS Our Sealed and Prone Brll!lkets shown hero with the

Wi<l4 Meter, provide an excellent lighlweight mou/Jling for the Wind Meter. Seated Bracket 15.00 Prone Bracket 18.00

Our Control Bar Wheels protect you and your glider on that occasional bad landing and during routine ground handling. The wheels lit I" or 1%" control bars. Specify size when ordering. S2ll.OO pr. When ordering please specily the items ordered and how many ol each are desired. Add S2.00 !or G0.0. orders and !or orders to loreign countries. Telephoneorders welcome. Dealer inquires invited.

MAKE CHECK OR MONEY ORDER PAYABLE TO HALL BROTHERS,

BO)( 771, MORGAN, UT 84()50 (801) 829•3232

MAY1982

certification cards. For more details, contact us at: 2277 W. 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, (517) 882-2468 or 1450 10th St., S., Safety Hbr., FLORIDA 33572, (813) 726-7020. UL TRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl Fledglings. Our only business is power. USHGA certified. Call or write for further free information. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. UTAH'S INFINITY FLIGHT PARK - Ultralight instruction, sales & service. 898 S. 900 E., SLC, Utah 84102. (801) 359-SOAR.

age and handling. Call now l-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, W," dia. Inside or outside application. 25~ each. Include l 5~ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 81/, x 11 workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $6.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. BLUE/ORANGE, USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don Betts. Photos by Bet-

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.

Miscellaneous

Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White wlblue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066.

TYPE: Olomana #I. 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. CONTACT: Roger Chase (714) 748-1739. FOUND: Harness and chute in Lancaster, CA near Ave. P. CONTACT: HG of CA, (213) 399-5315. 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).

COLLECTOR'S ITEMS - Limited edition lithographed prints of George Worthington's "Old Man's Quest" story. Autographed by the "Old Man" himself. $13. for the set. Money back guarantee. Mail to: Terry Ferrer, 1442A Walnut St, Rm. 326, Berkeley, CA 94709. COMPETITION ADMINISTRATION by LIZ. Thoroughly experienced in one-on-one, goal/duration competitions. Highly adaptable: if you have something new and different, I Can help make it work the first time. Rates upon request. Mobile LZ, 5555 Bowron Place, Longmont, Colorado 80501. (303) 530-0718. HARNESS BACKPACK - Custom made harness and storage backpack, Light and flexible, weather proof, super foam padded shoulder straps and extremely durable. Enjoy this inexpensive convenience and happy flying. Send check or money order for the amount of$ l 9.95 to B & M Sales, P.O. Box 687, Independence, Missouri 64052.

LARGE PATCHES - (2 118" x 9") for collectors only. Great for caps, bags and harnesses. $3.00 plus $ l.00 post-

The rate for classified advertising is 35~ per word (or group of characters). Minimum charge, $3.00. A fee of $10. is charged for each photograph or logo. Bold face or caps 50• per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h months preceding the cover date, i.e., April 20 for the June issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

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

VOLMER AIRCRAFT - Established 1925. First to fly three control foot launched glider, first to construct homebuilt amphibian, 1958. First to construct highest performing foot launched glider, 1971. Third to construct powered foot launched glider, 1976. First foot launched glider to fly aloss the English Channel, l 978. Complete plans available. Brochure for all our seven aircraft including our VJ24W - 10 HP Ultralight, $10.00. Volmer Aircraft - Box 5222 - G, Glendale, California 91201.

AOL!, COMET CLONES AND POD PEOPLE! The l 981 International Cross Country Hang Gliding Championships in the Owens Valley of California © l 982. You are there for the pilots briefings, blown take-offs, dust devil destruction and crash landings in Nevada! Ride the bgg creeks up to Gunter where seventy pilots set up at once! Sec 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.

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

TYPE: 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. 11, 198 l. 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. CONTACT: Keith W. Bakula, PSC 3 Box 136, Travis AFB, CA 94535 (707) 437-2110. TYPE: Seagull lOM, 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: 1981 Stratos 164 with enclosed cross bar. WHERE AND WHEN: Sunnyvale, CA 6-23-81. SAIL PATTERN: Lt. blue and white upper surface, dk. blue and white lower surface. Lime and gold split panels at tips. CONT ACT: Don Piercy (408) 739-8571. 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

USHGA MERCHANDISE ORDER FORM

BOOKS

QUANTITY 8-1

B-2 B-3 B-4 B-5 8-6 8-7 B-8 8-9 B-10 B-11 8-12 B-13 B-14 8-15 B-16 B-17

PRICE

THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIOING by Michael Mendelson. Hislory. models. acces .. public. organizations. schools. sites. USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements. syllabus. teaching methods. HANG FLIGHT by Joe Adelson & Bill Williams. Third Edit. Flight inslruction manual. 100 pgs HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing. MAN-POWERED FLIGHT by Keith Sherman. History & modern Jechnology, design considerations. HANG GLIOING AND FLYING CONDITIONS by Dennis Pagen. Micromelerology for pilols. 90 Illustrations. HANG GLIDING AND FLYING SKILLS. by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING FOR ADVANCEO 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. hislory of flighl. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1980 Edition. Hang gliding pertinent information. FAI SPORTING COOE FOR HANG GLIDING. Requiremenls for records, achievements & world championships. TORREY PINES. by Don Betts. photos by Bettina Gray. Rules. regulalions. history of Torrey Pines. HANG GLIDING MANUAL & LOG. by Dan Poynler. For beginners. An assel Jo instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signolfs (all levels). glossary ol lerms. awards

AMOUNT

S 7.95 S 2.00 S 3.5(; S 6.50

S 6.50 S 6.50 S 6 50 S 7 50 S 8.50 S 2.75 S 4.35

S 650 S 3.98 S 1.00 S 2.50

S 1.50 S 2.95

ITEMS l-1A 1-18 1-2 l-1A---

1-3

1-s--·

1-4 1-5 1-6 1-7 1-8

1-10 1-11

.. NEW .. USHGA 'HANG GLIDING' T-SHIRT. 100% heavywelghl cotton. WHITE only Men's sizes: S M L X-L [CIRCLE ONE]. Women's sizes (French cut): S M L [CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only.SM L X-L (CIRCLE SIZE & COLOR]. USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY. ORANGE. GOLD [CIRCLE COLOR). "NEW .. USHGA BELT BUCKLE. Solid bronze. custom design, relief sculplure. 3% x 2%. USHGA SEW-OH EMBLEM. 3" dia .. full color (red wings. sunburst w /black print). USHGA EMBLEM DECAL. 3V," dia. full color. USHGA EMBLEM PENDANT. w· dia. Pewter wlsilver chain. USHGA BUTTON/PIN. l'h dia. full color.

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

S 6.50 S 6.50 S 6.50 S 5.00 $12 00

S 1.00

s .25

S 3.00 10

S 8.95 S 1.40

HANG GLIDING/GROUNO SKIMMER BACK ISSUES 1-7

'"SPECIFY BY CIRCLING ISSUE NUMBER'"ISSUES NOT NUMBERED ARE SOLO OUT'" PRINTED COPIES: 20, 21, 22. 23. 24, 25. 28, 29. 30, 31, 33. 34, 36, 37. 4t. 42. 43, 44. 45, 47. 58. 59. 61. 62. 63. 64. 65. 67. 68. 69. 70, 71

S 40

PRINTED COPIES: 73, 76, 77, 78, BO. 82. 83. 86. 87, 88. 89. 00. 91. 92. 93, 94. 95 lllrough 104

S 1.50

#105 lo current# issue

$ 2.00

"'HO TAX ON MAGAZINES' ..

MERCHANDISE SUB TOTAL

(Californians add 6% Jax on merchandise only) TOTAL Ordering Information: All prices include postage and handling. (Prices subject to change without notice.) Enter quantity and price ol each item ordered. Allow 3-4 weeks delivery (8 weeks lor Foreign). All orders are mailed by the cheapest available rate. If you wish to re-

NO CHARGE ITEMS

ceive your order faster, please include sufficient postage funds. No C.0.D.'s.

Foreign Orders: USHGA will ONLY accept Joreign checks payable on a U.S. bank in U.S. lunds.

NAME _ _ _ _ _ _ _ _ _ USHGA # _ _ __ (Please Print)

lfSHGA MEMBERSHIP APPLICATION FORM (i4J

USHGA POWERED ULTRALIGHT RA TING (PART 105)

USHGA MERCHANDISE OROER FORM (U14J

ACCIOENT REPORT FORM (U15)

USHGA LILIENTHAL AWARO FORM

SOURCES OF DEALERS. SCHOOLS. ETC. (U8)

USHGA BASIC SAFETY REGULATIONS (Parl 100)

Specify slate _ _ _ _ _ _ _ _ __

USHGA PILOT PROFICIENCY PROGRAM (Part 1041

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ __ STATE _ _ _ ZI p _ _ __

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