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

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THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIDING by Michael Mendelson. History, models. acces .. public. organizations. schools. sites. USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements. syllabus. teaching methods HANG FLIGHT by Joe Adelson & Bill Williams Third Edit. Flight instruction manual. 100 pgs. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing MAN,POWERED FLIGHT by Keith Sherman. History & modern technology. design considerations. HAHG GLIDING AHO FLYING CONDITIONS by Dennis Pagen Micrometerology for pilots. 90 Illustrations HANG GLIDING AND FLYING SKILLS. by Dennis Pagen Beginners lo experts instruction manual HANG GLIDING FOR ADVANCED PILOTS. by Dennis Pagen. Techniques for cross-country, competition & powered flight POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagen. Complete

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GUIDE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 pgs MANNED KITING. by Dan Poynter. Handbook on tow launch flying MAN-POWERED AIRCRAFT. by Don Dwiggins 192 pg. history of flighl. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1980 Edition. Hang gliding pertinent information. FAI SPORTING COOE FOR HANG GLIOIHG. Requirements lor records. achievements & world championships TORREY PINES. by Don Betts. photos by Bettina Gray. Rules. regulations. history of Torrey Pines. HANG GLIDING MANUAL & LOG. by Dan Poynter. For beginners An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs Pocket size. skills signoffs (all levels). glossary of terms. awards.

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EDITOR: Gil Dodgen ASSOC/A TE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray_ STAFF WRITER: Erik Fair ILLUSTRAT()RS: Harry Martin, Rod Stafford OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy_Gray (Ratings) Linda Stahlberg (Membership) Terri Jo Nelson (Acct. Rec.) USHGA OFFICERS: PRESIDENT: Vic Powell_ VICE PRESIDENT: Doug Hildreth SECRETARY: Elizabeth Sharp TREASURER: Ken Koerwitz EXECUTIVE COMMITTEE: Vic Powell Doug Hildreth David Broyles

ISSUE NO. 118

NOVEMBER 1982

HangClding CONTENTS FEATURES

IN MEMORIUM GEORGE WORTHINGTON

by Vic Powell

THE MASTERS

THE WILL TO FLY

article and photos by Lynn Miller

TAMING THE BEAST Flying A Modern Flex Wing

THE NATIONALS

THE FIRST AND LAST HANG FLIGHT SYSTEMS HANG GLIDING TALENT SHOW

By Gretchen Niver photos by Angie Overby

USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: George Whitehill, Pat Devevan. REGION 3: Rob Kells, Steve Howxhurst. REGION 4: lucky Campbell, Ken Koerwitz. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: David Anderson, Henry Braddock. REGION 8: Charles 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. The United States Hang Gliding Association Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S, representative of the Federation Aeronautique Internationale (FAI), the world governIng body tor sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAlrelated hong gliding activities such as record attempts and competition sanctions, HANG GLIDING magazine Is published for hong gliding sport enthusiasts to create fl)[ther interest in the sport, by a means of open communication and to advance hong gilding methods and safety. Contributions ore welcome. Anyone Is Invited to contribute articles. photos. and Illustrations concerning hang gilding activities. If the material Is to be returned, a stamped. self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gilding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do oot assume responsibility for the material or opinions of contributors. HANG GLIDING magazine :s published monthly by the United States Hong G!iding Association. Inc. whose mdling address is P.O. Box 66306. Los Angeles, Calif. 90066 and whose otfices ore located at 11423 Washington Blvd, Los Angeles, Calif. 90066: telephone (213) 390-3065. Secondclass postage is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Lienett Co. The typesetting is provided by 1st Impression Typesetting Service, Buena Pork. Calif. Color separations by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring oil facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full _membership ore $29.50 per year ($32.50 for foreign addresses); subscription rotes are $22.50 for one year, $40.00 tor two years, $57.50 for lhree years. Changes of address should be sent six weeks in advance, including name. USHGA membership number, previous and new address. and a moiling label from a recent issue.

aninterviewwithmeet director Walt Dodge conducted by John Zurlinden ; photos by Bettina Gray and John Zurlinden

by Ron Miller photos by Steve Fry

USHGA BOARD OF DIRECTORS ELECTION

DEPARTMENTS 4 ULTRALIGHT CONVERSATION USHGA CERTIFIED SCHOOLS 4 8 PRESIDENT'S PAGE by Vic Powell 12 NEWS AND NEW PRODUCTS 15 USHGA CHAPTER NEWS 16 THE RIGHT STUFF by Erik Fair 22 USHGA REPORTS 40 NEWLY ACQUIRED RA TINGS AND APPOINTMENTS 48 CLASSIFIED ADVERTISING 51 INDEX TO ADVERTISERS 51 STOLEN WINGS 52 POEM by JA Bulger COVER: Dave Ledford, this year's Masters winner, leaves the ramp in his Sensor at Grandfather Mountain, NC. Photo by Gretchen Niver. CENTERSPREAD: Eric Raymond, Comet and pod over Torrey Pines, CA Photo by Eric Raymond. 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.

More On Sectionals USHGA CERTIFIED SCHOOLS

Dear Editor,

George Worthington Dear Editor,

It was with great shock and much sadness that ,the British hang gliding community learned of the tragic death of George Worthington. While the thousands of miles between us dictated that relatively few here knew him personally, the international reputation he enjoyed makes his loss seem nonetheless a personal one. George Worthington always took a close interest in British hang gliding and was a regular · contributor to Wings! Indeed, he was a copious writer acting entirely for his love of the sport who received not a penny for his efforts. With all the tragic irony that can surround such sad events, his last piece in Wings! extolled the virtues of the Wanderer in which he met his death. It dealt too with what may seem in hindsight to have been a warning - the loss ofa wing with Wanderer designer Mark Smith at the controls. Stan Abbott

Wings! Magazine

Footnotes Dear Editor, I read with great interest the very fine article by Dennis Pagen, "An Eye for an Eyas." It is a fine example of the keen eclectic periphery uncovered to be an essential tool for our sport. Unfortunately for myself and possibly others, I found myself midway through the article looking for more information with no one to bother but Mr. Pagen. In reality I doubt that he would appreciate inquisitions in the finer points of aviary optical biophysics. This could be easily averted by the simple use of reference notes. I will be looking forward to your next interesting authorship. Please continue Dennis! Scott Michael Hansen

I'm writing about a meeting our club (Blue Ridge Hang Gliding Club) had a couple of weeks ago on reading sectionals. The meeting was suggested and run by one of our pilots (thanks Bob). After the meeting I felt that it was a real good idea and that I had learned a lot. Weeks later after a day of flying I stopped at a friend's house and came upon an old issue of Hang Gliding magazine (Nov. 1976) and in there was an article How To Read A Sectional and I feel it would be good to see it come through Hang Gliding again. Eric Newhard Coopersburg, PA 0.K. -Ed.

First Aid Dear Editor, As a hang glider pilot who fortunately crashed near adequate help and after hearing horror stories about people's reactions in connection with various accidents such as tree landings in remote areas, etc., I feel that USHGA ought to deal with information about emergency procedure and make it available to hang glider pilots in the magazine. There must be many physicians who are aware of the kind of injuries that are common to pilots. I know that instructors have to take first aid courses at the Red Cross. A friend who is training for a Red Cross CPR Instructorship gave me the following statistics which I feel are of interest. A group of medical students were given the CPR course and were later tested for retention of skills. After four weeks three out of 21 students were fully adequate, 10 were adequate with complications (breaking ribs, etc.) and 10 had forgotten. After one year two out of 20 students were adequate, two were adequate with complications. After two years only one student could perform without complicating the situation. This, I think, shows a normal human forgetfulness in such matters when not dealing with everyday happenings. It is easy to imagine what might happen in a panic situation that often follows accidents. It would be useful to know how to recognize the possibilities of serious trauma injuries, such as concussions, spinal injuries and head wounds. Also, victims often think they are in

GOLDEN SCHOOL OF HANG GLIDING 572 Orchard Street Golden, CO 80401 U.S. HANG GLIDERS, INC. 10250 N. 19th Avenue Phoenix, AZ 85021 FREEDOM WINGS, INC. 9235 s. 225th w. Sandy, UT 84070 FREE FLIGHT, INC. 7848 Convoy Ct. San Diego, CA 92111 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 ELSINORE VALLEY HANG GLIDING CENTER 31381 Riverside Drive Lake Elsinore, CA 92330 KITTY HA WK KITES P.O. Box 340 Nags Head, NC 27959 HANG GLIDERS WEST 20-A Pamaron Ignacio, CA 9494 7 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANT A BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 2410 Lincoln Blvd. Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424 JERRY NOLAND AND CREW 1415 Pacific Mall (P.O. Box 2118-95063) Santa Cruz, CA 95060 MISSION SOARING CENTER 43551 Mission Blvd. Fremont, CA 94538 CHANDELLE SAN FRANCISCO 198 Los Banos Daly City, CA 94014 W.W. HANG GLIDING SALES 3083 Woodway Road SE Roanoke, VA 24014 ULTIMATE HI SCHOOL OF HANG GLIDING 13951 Midland Road Poway, CA 92064

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better condition than they are. What should one do when encountering a blood splattered pilot who says he/she is O.K. after landing in a tree with a broken kite? How does one remove someone injured from a tree and transport him/her to the hospital without injuring the person more? When is fast action crucial and when does one have time? What parts should be elevated when and what signs should one look for? I feel that whatever one is prepared to do to prevent later suffering is really important, especially after spending over a year recovering from my own accident and not being recovered yet. I realize that it is for the local clubs to stress training in first aid but it would be useful to have hang glider related emergency procedures discussed by professionals and printed in Hang Gliding magazine. Ragnhild Langlet Sausalito, CA

High Performance Gliders and Instruction Dear Editor, As a pretty much full time instructor, teaching both basic and continuing hang gliding · for several Bay-area schools, I am becoming concerned about the use of the newer "intermediate" gliders in basic instruction. I feel there is a real and potential danger in using these aircraft before a student has mastered the basic Hang I, Beginner skills. The new gliders are superb; their LID and handling are excellent, but can we realistically expect someone on their second or third, even fourth or fifth, day of flying to safely handle these machines? I personally believe that the beginning pilot is much safer on what Erik Fair has aptly called the "billow cruiser." As an on-the-hill hands-on instructor, I feel more comfortable with a trainer I can keep up with, both physically (hands on wires) and vocally. The newer gliders are simply too fast! You ask the student to speed up a little and suddenly they are doing warp seven and either too high, too far away, or stuffed in the sand at high speed. In no way am I questioning the value or performance of the new fixed airfoil gliders, but I feel strongly that they have no place in basic instruction. To my knowledge, none of the Geminis, Javelins, Harrier IIs or Breezes have a Hang O on their placard, yet they are being used with student pilots who still occasionally pull in when they should push out. This can be humorous in a 6-D, a Sabre, or a novice

Raven even, but is potentially deadly in one of the "new generation." In my opinion students and new flyers should use "billow cruisers" until they are at least Beginner-Hang I in skill level. I love flying and get enormous pleasure out of teaching, but this recent trend in training equipment has made me uncomfortable and concerned. Hunt Johnsen Sausalito, CA (415) 456-3670

American Cup? Dear Editor,

I have just read Jeff Burnett's article in the Sept. issue about the so-called American Cup competition held in England. I call it the socalled American Cup because, to judge by the article, it seems it was run by the British for the British. I would hope that in the future the American Cup competition be held in America, North or South, and be run by American officials. That would prevent a foreign country from taking our cup by getting ahead on points and then stopping competition to win. I can accept another country winning the cup fairly, as much as I dislike the idea, but I cannot accept the competition being controlled by another country so they can take the cup by underhanded methods. I propose that the cup they have in England be called the British Cup henceforth and in the future the USHGA not sanction or support in any way any competition called the American Cup unless it be held somewhere in the Americas. If other pilots feel the same I hope they let their feelings be known. David Wilson Los Almos, CA

1980. Terry has the prototype (number one) while two others are still located in the Eastern states ... one, I believe, in Florida, where it was flown with considerable success in tow meets (until it was barred from competition). The B.F.G. is a very docile glider, launching, flying and landing at about half the speed of a conventional intermediate Rogallo. Except for its great size it is a more-or-less conventional sport glider. My original B.F.G. (No. 2) was flown in Virginia, Maryland and North Carolina by dozens of fliers ranging in hang weight from a 100 pound lady to 200 pound plus heavies like Bob Lowe and myself. The gliders have been ridge, dune, thermal (and tree!) soared on countless occasions in winds varying from five to twelve mph, and have been cliff launched in zero-to-nothin' winds from cliff launch platforms of diminutive dimensions (High Rock, Maryland). The B.F.G. was designed by Terry to be flown only in light to very moderate wind conditions, when most other gliders are groundbound or limited to disappointing sled rides. Within that admittedly narrow spectrum of flight conditions the gliders were/are very successful (and a halluva lot of fun!). The giders are aesthetically very pleasing in flight nothing remotely like them has ever been seen. This will be the first and only opportunity for West Coast pilots to fly what I believe to be the world's largest hang glider. The B.F.G. is not certified and must be flown at pilot's risk. Any damage to sail or tubing must be repaired at the pilot's expense ... no other cost involved. Flights will be scheduled on a firstcome-first-served basis, to Hang III or senior pilots only. Seedwing employees will have first call on the reservation list. The glider is not for sale, and it is hoped that it will eventually find a permanent home in a hang gliding museum. Come one, come all! A brief list of specifications follows:

B.F.G. Specs

B.F.G. Dear Editor, It is my plan to make my B.F.G. hang glider available to all interested pilots for fun flights from the training hill at Santa Barbara, CA during the period 20-30 November. Following this period I intend to retire the glider permanently. This particular ship is number three of a series of five special purpose research/experimental gliders designed and built by Terry Sweeney in 1978-79. Four of the five are still in existence (and, as far as I know, still flying), number two having been destroyed (by me) in a strictly pilot-error accident in May of

Model ................................................ B.F.G. Wing Area ...................................... 334 sq. ft. Span .................................................... .45 ft. A.R ...................................................... , ... 5.8 Pilot Weight ............................... (immaterial) Pilot Skill. ................................................ III Glider Weight ........................ Approx. 75 lbs. Sail Billow .............................................. 2.5 ° Sail Material... ................... 3 oz. white dacron Frame Material... .................. ! 7/8" 6061 T-6 Nose Angle ............................................ 140° Burr Smith c/o Seedwings 1919 Castillo Santa Barbara, CA 93109

HANG GLIDING

Records Mitchell Wing, Straight Distance, .9.5.45 miles, ]uly 2, 1977 Mitchell Wing, Out & Return Distance, 47.46 miles, ]uly 23, 1977 Mitchell Wing, Distance to a Goal, 33.03 miles,

3, 1.979

Mitchell Wing, Gain of Height, 7350 Mitchell Wing, Gain of Height, 8,863.1.9

5, l.979 ]u(y 22, l.980 23, ]!}80

Mitchell Wing, Distance in a Straight Une, 104.28 mile;~

Flex

Records

ASG·21, Straight Distance to a Goal, [).5.45 miles, ]uly 2, W77 ASG-21, Gain of Height, 8, 79!} feet, ]uly 8, 1.977 Seagull IO Meter, Gain of Height, 11,700

July 22, 1978

Seagull IO Meter, Out and Return, 1/.9, J2 miles, Moyes Mega, Distance in a Straight Line, 110. 65 miles,

17, 1.97[) 25, l.980

Vic Powell Worthington died IO, 1982 in California, the victim of a powered ultralight accident. Witnesses say a wing folded while he was flying a Wanderer aircraft. At a special memorial ceremony his ashes were released from a glider onto the seaside cliffs at Pines, his favorite site. treasure the time spem with on the certification process of his hang records. It was an that he knew thoroughly. He enjoyed what he was doing and the joy was contagious. I received a letter from him last year ( I 981) in which he said tlun the effort to reclaim records captured by others was to be a drain on him physically. But during the winter he had been with himself and the side won that said let's make one more record. He sent me a letter in July that he was mak.. an effort this summer to recapture Goal and Return. He made the flight and flew past his goal of 80 miles to take verifying

NOVEMBER 1982

But a claim made in Europe prior to flight had been filed for a greater distance, 11"1'""'"mrrhis claim. In his view it was a typical record attempt frustration. We both knew he would try next season. established the first official world record in hang and for several years he held all established records in the sport for both flex wing and fixed wing categories. It is an accomplishment unequaled in aviation. He was determined that the hang gliding community not use the word "record" reekHe often stated that an unofficial record is a contridiction in terms and therefore cannot exist. A flight may have been long or high, but withont documentation and following internationally accepted standards it wasn't a record. came to hang gliding as a world record holding competition sailplane pilot. That experience translnted imo his new sport and hang gliding was irrevocably changed. Distance flying spurred improvements in hang and flying techniques. He helped to

open a new door for the sport. The beginning days of his gliding are well described in his book, In Search of World Records. He stumbled and fell more than once ofwings. His in the effort to earn his new encouragement in the book to students is both solid and heartening. He was a prolific writer, spreading his enthusiasm for hang gliding worldwide through a number of publications. Risking his in this new sport, during its early he gave hang gliding increased respectability. I speak on behalf of all members of the United States Hang Gliding Association in saying that the sport has lost a leader, we cherish his service to hang gliding, we value his contributrions to the Association, and we honor his memory. Worthington will be remembered as long as we fly. Watch a hang gracefully flying cross-country and you will see it spelling his name against the

President's Page by Vic Powell

PART 103 At this writing in October FAA is in the process of creating an Advisory Circular (AC) regarding Federal Aviation Regulation Part 103. The intent of the document is to provide clarification and guidance regarding the rulemaking on ultralights. I have had an opportunity to review a draft of the AC. The fir;ial version of the AC will undoubtedly be different from the draft I reviewed. In the draft some portions were not complete, but the direction, tone and intent were apparent. Its application to powered ultralights is acceptable. It is not acceptable as it applies to hang gliders. I do not believe much thought had been given to its applicability to our sport. There were no provisions for hang glider exemption from portions of FAA requirements and recommendations that are not appropriate or applicable to hang gliders. Items that come to mind are power off dead-stick landings and landing wave-off flights conducted at ten feet requiring a go-around. The latter is nearly impossible to perform in a hang glider. In ten years of observing operations in our sport I've never seen such a maneuver successfully accomplished. I've seen flyers making an approach who fervently wished that it was possible, and I've seen flyers who wished for a tenfoot deviation, plus or minus, while on final. I have been in such situations, but I could never manage to conduct a go-around from that altitude. Most hang glider pilots feel committed to a landing at 10 feet. USHGA and its pilot and instructor certification programs are mentioned, as is the HGMA and its hang glider certification program. They are cited as examples of existing national programs the effect of which has improved the sport's safety. All this helps to confirm again in my mind that the main concern of FAA in this rulemaking is powered

ultralights, not hang gliders. FAA officials have stated that hang gliders were purposely included in the rule. But the preamble to the NPRM, the preamble to the rule, and apparently the advisory curricular, are squarely aimed at powered ultralights. Hang gliders seem to be an afterthought. It is as if the sport was caught up in the whirlpool of FAA's efforts, without their giving sufficient consideration to the real-world necessity of the rule or its application to the sport. I'm not complaining about the apparent lack of federal agency attention to the sport. The fact that the FAA written material reflects an offhand consideration of hang gliding speaks volumes about there being little need for government regulation. USHGA and its members took the lead early in the sport's development in getting a solid grip on safety. We produced and instituted programs to improve the safety of operations and equipment. We did it without the federal government contacting us and without the expenditure of one dime of taxpayer's money on the effort. USHGA members helped to accomplish their important tasks through the expenditure of their dues money. For the FAA to propose that its rule 103 and AC are instituted to improve the safety of our sport and protect the public from hang gliding is odd nonsense. They want us to submit our programs to them for review and approval. Sprinkling governmental holy water on our rules will not improve the program's degree of safety one iota. Further, approval also includes the possibility of disapproval. If the agency's actions, as reflected in the rule and preamble, are any indication of their understanding of the sport's needs there is a good possibility that any changes they would possibly recommend would very likely not be in the best interest of

hang gliding or its safety. I'm not against the agency reviewing our programs. In fact they have been given copies and kept informed since the early years. They have been kept current as the programs changed. They have had ample opportunity at any time in the intervening 10 years to bring to our attention any aspect of our programs that they regarded as unsafe to participants, the flying public or to the general public. This opportunity was available on an official or unofficial personal basis to USHGA and its officials. That they did not do so is a strong indicator that USHGA has adequately met the challenge of improving and maintaining safety. I do not intend to advocate that there is no room for improvement in our programs. They are not perfect; further, the needs of the sport change. But our safety programs have evolved over the years to meet the needs of flyers, the public and the sport. We did not require the FAA to inform us of such needs. We had the freedom to adopt the rules and guidelines that were necessary. Those changes were made by people within the sport, not dictated from a government desk in Washington. USHGA responsibly used its freedom to effectively govern the sport. There is no reasonable need for the government to disregard the responsible leadership it has provided, remove the freedom it has responsibly administered, and to bind the sport's hands and legs in bureaucratic red tape and regulation. Our safety programs will not undergo a magic transformation and be miraculously improved by being adopted, approved and locked into place by the FAA. I don't believe the record indicates that there is a reasonable need to have changes in our programs submitted to HANG GLIDING

and approved by Washington. Public safety has not suffered because USHGA did not justify its programs and changes to bureaucrats in Washington. But that is the hogwash that FAA is attempting to sell us and the public. Those ofus who participate in this sport and have been involved in the debate of issues at the national level know the FAA rule applied to hang gliding is not needed and would be a delaying factor in instituting needed change, because it often takes time for a fede_ral agency to act on almost any matter. USHGA, however, has been reasonably responsive. The association is not a dictatorship or an organization dominated by one individual. Its leadership is a democratically elected group of the sport's participants. The programs and changes that have been adopted have been in response to the needs and safety of the sport, not written in stone to agree with some governmental writ and issued by a federal agency. Your association has served the sport well. Your membership and support of USHGA programs have helped to realize the improvement in the sport's safety. The federal government is attempting to take our programs from us and put themselves between us and our own rules. To my mind that is a form of robbery, denying us something that is ours. If they were to make major changes in the programs in order to have them address a safety consideration we have inadequately served or neglected, then they become the author of that portion of the program and can rightfully claim them as theirs. They have given no in• dication that they intend to do that. FAA should cease its bullying and powergrabbing. For the agency to conduct itself in this manner when there is no reasonable need does violence to the concept of getting the government off the backs of the American people. I believe that the right to have participants continue to directly control hang gliding is worth fighting for. Legislation will be introduced early in 1983 at the next session of congress that will help us do that. You will be kept informed of the effort and you will have an opportunity to give your support to it and resist the FAA's regulatory ropes. The Reagan administration and congress have advocated and promised to reduce government regulations, rely more on outside agency budgets! Those are worthy goals. We can help the administration and congress accomplish the first two goals by having hang gliders removed from Part 103 and allow the sport to continue its effective self-regulation programs. That might also have an impact on the second two goals. Your help and support will be needed in the coming months as never before as your association strives to fight off the deadening bonds of government regulation. ~

NOVEMBER 1982

• FLIGHT LOG, 40 PAGES • POCKET SIZE, 3 3/4" x 7" • SKILLS SIGN•OFFS INTERMEDIATE

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ONCE AGAIN... ULTRALITE PRODUCTS HAS WON THE FAMED '1C CI.MSlc."

te entry in a production UP COMET! This year it was m Taos, New Mexico, who flew his UP COMET into first place. It was Jim Lee, a ski patrof an only Jim's second year in the Owens Valley but he knew what it took to win, a UP COMET, the world 's best hang glider. Fly one and you'll know why over 2,000 pilots worldwide agree that for safety and performance there is no equal. Call your UP dealer today and arrange to test fly the best. FOR FULL IN FOR MATJO

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MEMBERSHIP CONTRIBUTORS The following are the top USHGA membership contributors for July-September 1982: 1) Kitty Hawk East 2) Chandelle 3) Mission Soaring 4) Kitty Hawk West 5) San Francisco School of Hang Gliding

SOURCE LIST UPDATE To all schools, dealers, manufacturers and the USHGA membership: USHGA will be updating its Source List. Please send us current addresses for companies and also, if you know of any companies no longer in business, let us know so that our list may be as accurate as possible.

TELLURIDE AEROBATIC CHAMPIONSHIPS At the conclusion of this year's event, the standings were as follows: Pilot Glider Ron Young ..........................................Comet Rob Kells ............................................. Duck Dave Gibson ....................................... Comet Chuck Dougan .................................... Sensor Chris Price .......................................... Comet An article with details will appear in an upcoming issue. An aerobatic pilots association is being formed. The first members coming from the Telluride meet include: Dan Racanelli, Ron Young, Rob Kells, Dave Gibson, Larry Tudor, Roy Haggard, Greg Duhon, Steve Pearson, Brad Harris and Pat Maggard. Details to come.

PROGRESSIVE AIRCRAFT RECEIVES CERTIFICATION ON THE PROSTAR 195 Progressive Aircraft Company has completed testing on the ProStar 195 and received certification from the HGMA effective 8/25/82. This now completes the Progressive Aircraft Company line of certified gliders; ProAir 140 and 180, Prostar 130, 160 and 195, and the ProBreez 180. The Pro Air crew have complete testing facilitis needed for certification, including a load test vehicle, pitch test vehicle, cameras and airspeed indicators. Company president, Richard Boone, holds the position of Secretary/Treasurer for the HGMA and has been a board member of the HGMA since its begin-

DELTA WING INTRODUCES THE STREAK

PROGRESSIVE AIRCRAFT COMPANY GLIDERS UPDATED FREE OF CHARGE In keeping with its policy of building and maintaining a fine product, Progressive Aircraft company has recently concluded a test program for updating all gliders built since its inception two years ago. These updates include parts and tuning which elevate glider performance and handling, and also help to prevent wear or breakage. If you own any glider built by Progressive Aircraft Company and would like to receive the latest updates for your glider, please send name, address, telephone number, date and the name of the dealer where you purchased your glider, as well as the model and serial number. All of the above information is necessary to determine when your glider was built and what, if any, updates are needed. All updates will be made free of charge (shipping to be paid by customer), however, routine breakage is not covered under this program. Send all requests to: Progressive Aircraft Company, 4544 Industrial St., Simi Valley, CA 93063, Attention: Product Update.

Delta Wing introduces the Phoenix Streak, the first certified production concealed floating crossbar glider in the U.S., with the maximum effective double and detached under surface. According to the manufacturer, these features have combined to give significant advances in performance and handling, while

landing characteristics have been enhanced. The Streak features a completely open sail system, which allows closeup inspection of all the airframe's internal structural components as easily as the external inspection. A foam insert replaces the conventional mylar in the leading edge. Contact: Delta Wing Kites and Gliders. HANG GLIDING

ning. Progressive Aircraft Company maintains active participation in the HGMA programs and testing requirements on all production gliders. Contact: Pro Air, 4544 Industrial St., Simi Valley, CA 93063.

the association's local, state, and national chapter levels. Contact: The American Way of Game & Sport I Book of World Records, P.O. Box 111, Roselle, Illinois 60172.

THE AMERICAN WAY OF GAME AND SPORT WORLD RECORDS

PROFILE OF RISK TAKERS

In the old-fashioned spirit of American sportmanship, we're soon going to see a U.S. counterpart to the Guinness Book of World Records. Its editor is Chris Christofferson and his book will be known as The American Way of Game and Sport Book of World Records. As a seemingly natural adjunct to his book, Christofferson has formed a non-profit organization named The American Way of Game and Sport - Association of RecordBreakers. Christofferson said his Association will serve as a National clearinghouse for contest organizers, groups, and individuals interested in breaking World Records. His association will be comprehensive in that it will offer a regularly-published newsletter complete with "how to" tips, calendars detailing upcoming events, and concise data on record-breaking events occurring throughout

In an article in a scholastic journal for physical education and recreation, researchers recently reported on some of the characteristics of athletes who participate in high-risk sports. The article was written by Joseph Levy and appeared in a recent issue of the Journal of the Nevada Association for Health, Physical Education and Recreation. Levy said that research by Bruce Ogilvie - who has studied skydivers and other "thrill seekers" - found that "the profile of a typical risk-taking athlete is of someone with a tremendous need for achievement, toughminded and extrem~ly exhibitionist. They thrive on recognition." Ogilvie also said "there is a lunatic fringe" around groups of athletes in high risk sports, "but as a group, risk-taking athletes aren't cra,,;y. They just have a need to extend themselves to the limits. They feel it's a life halflived if they're not challenged."

, ".· · C

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Edited by Joel Howard Newsletter Marin County Hang Gliding Assn. (#25) 29-A Pamaron Way Ignacio, CA 94947 Judy Canham, Ed. It only happens in the Bay Area. How do you deal with a short meeting agenda? The Marin County folks stage the "First Intergalactic L/D Contest." With Cash prizes. Club prez (Junt Johnsen) saved himself from financial failure for his "fluke" flight finished first. Helmet stickers are required at Fort Funston. Stickers will expire Dec. 31, 1983 and cost $7. They are available now from Chandelle, SF, Windsports, Mission Soaring Center, Hang Gliders West, and Fellow Feathers officers. Jeff Mott tells the truth in his "Flyerside Chat" column. The subject is aerobatics. The truth is: "There are no aerobatic gliders. But, there will be someday. Should you wait?" Straight and plain speaking for all those who yearn or dwell in "negative g freakdom."

"Skyline" Capitol Hang Gliding Assn. (#33) P.O. Box 64 Annandale, VA 220033 Leroy Kingman, Ed. Shenandoah National Park has developed hang gliding regulations for Dickey Hill, Hogback Ridge, and Miller's Head. Please know the rules and fly by them. Where do you hang the string of noisemaker beer cans when a hang glider pilot gets married? On the keel? Or, do wedding bells serve as a reliable airspeed indicator? Ask recent newlyweds: Les King/Marilyn Boehly, Ed Murphy/Carol Wolfe and Leroy Kingman/Gail Abbott. The best of matrimonial lift to all.

Newsletter Long Island Hang Gliding Assn. (#42) Box 104 West Islip, NY 11795 ?????, Ed. Stan Novak set the unofficial record on Long Island. He launched his 185 Comet at 8:05 AM Saturday, July 25th. He landed at 11:50 after approximately 30 miles. At times Stan got 650' above. He also was the first to cross the Baiting Hollow gap, and he did it

twice in the flight. The distance from the easternmost point to the westernmost point was about 15 1/4 miles. The ridge is a low 150' vertical on the average. Good flying, Stan.

Wind Writer Houston Hang Gliding Assn. (#71) 1026 Dreyfus #16 Houston, TX 77030 Hardy Snyman, Ed. The most comprehensive site directory on one page was recently completed by David Klein, Donna Pettus and Hardy Snyman. Mucho info for Okies and Lone Star-ers. A half dozen club members took a trip to try Honduras. Yes, dear friends, as in - Central America. What other way to see El Pais Hermosa (the beautiful country) than through the flying wires?

Sandia Soaring News Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Crest, NM 87108 Local pilot, Jim Lee, was lauded at a congratulations party after his "largest victory margin ever" at Owens. The special harness built by Steve Hill and Jim was an apparent factor in the big win. From fiction files: "Mack Off Whack-Off sets an XC record." The details are not detailed, but, "The Legend of Sandy Peak" is another rare bird. The anonymous writer of this drivel uses more alliterations than early Spiro Agnew speeches. Where is truth in Albuquerque?? Allbutquacky? Great material!

Air Times North Carolina Hang Gliding Assn. (#104) P.O. Box 1476 Boone, NC 28607 Gretchen Niver, Ed. The presence of an actual outhouse graced the Region #10 Qualifier at Henson's Gap. It is not known whether the new radial ramp at the north launch was more welcome than the outhouse. The outhouse is more "smelly" according to reports from the launch. Howard's Knob (the windmill) is now a USHGA santioned site. Dan Skadal won $100 for his 5 hour 21 minute Harrier II flight at Jockey's Ridge. The old record was 4 hours 52 minutes.

Peter Adams dueled with Eddie Andrews at Grandfather Mountain for Order of the Raven #200. Five minutes separated them. This is the last Raven to be issued. Peter got it. Stay tuned for a new contest and goal.

Wind Rider Maryland Hang Gliding Assn. (#108) P.O. Box 7768 Baltimore, MD 21221 Cookie Bartfeld, Ed. Work on the McConnellsburg site purchase is progressing, as is the possible opening of Oregon Ridge. Flight Director, Richard Hays, urges all Oregon Ride hopefuls to exercise maturity and good judgement. The reopening will depend on the actions of the pilots and instructors. The third strike in the recent closing had to do with money transactions for instructing services rendered. The parking lot was not to be used for the activities, definitely. Tickets are printed for the raffie. Several club outings have provided some fine air.

The Highlander Potomac Highlands Hang Gliding Assn. (#114) c/o Lex Sichler Shades Lane Cumberland, MD 21502 C.L. Siehler, Ed. One of the most recent additions to the USHGA Chapter flock is #114. Welcome all.

Free Spirit News Free Spirit Hang Gliding Club, Inc. (#78) P.O. Box 13 Elmira, NY 14902 ?????, Ed. A five member team is being qualified by a club "fly-off." These five flyers (plus one alternate) will carry the colors of the Free Spirit Club. About I 0-15 pilots will attempt to make the team.

Newsletter Sky Riders of New England (#81) 122 Stella Road Bellinham, MA 02019 ?????, Ed. Pro Air 180 pilot, Kevin Regan writes of his (cominued 011 page 41)

NOVEMBER 1982

An instructional column for the new pilot. by Erik Fair Dear Erik: Your article in the August '82 Hang Gliding was excellent with respect to cautioning new intermediate pilots, but your discussion of turns seems bananas. It is my impression (e.g., Pagen, Wingtips, Glider Rider, Oct., '81 and books) that a slipping turn will occur after roll initiation if no pushout occurs, and that too much pushout will cause the left wingtip to stall. You describe a slip as the result of " ... too much pus!zout ... " wizen the effect is really a stalled tip! Your diving turn (no pus!zout} sounds like a slipping turn al la Pagen! Please clarify. Chuck Rebert Portola Valley, CA

Dear Chuck: You're right. What Pagen calls a slipping turn is what I call a diving turn. My contention is that in a modern hang glider (due to extreme yaw stability) a slip initiated by insufficient pushout almost immediately becomes a diving turn. This happens as soon as the glider yaws around into the turn. While I believe my position has merit I do realize that it is counter-productive and confusing to contradict existing terminology without fully explaining why. Regarding my conception of a slipping turn, I confess to inaccuracy in my description of how to initiate a slipping turn. The sequence of maneuvers I describe under Slipping Turns better describes how to worsen your sink rate and mush (not exactly stall) around the turn. Regarding tip stalls, a designer I have spoken with believes that it is nearly impossible to "tip stall" a modern glider. My plan is to invite that designer to explain his position in a future installment of The Right Stuff Thanks for your letter. Erik Fair Well folks, the future is now. Please welcome Mike (Lonesome Cowboy) Meier to his second guest appearance in The Right Stuff:

TIP STALLS AND OTHER MYTHOLOGICAL BEASTIES Copyright 1982 by Mike Meier Drawings copyright 1982 by Rod Stafford A lot has been written and said about tip stalls in flex wing hang gliders. A lot has been written and said about the Loch Ness Monster. The monster and the tip stall have something in common; many people firmly believe in them, but their existence is not well supported by the evidence. Let's take a look at the idea of a "tip stall" with a somewhat critical eye. First, by tip I assume we mean the wingtip of the glider; say the last two to three feet of the span. Second, by stall I assume we mean the onset of turbulent, separated airflow that is associated with exceeding . the stall angle of attack. Remember: Stall relates to ANGLE OF ATTACK, not airspeed, not time of day, not nothin' else but angle of attack. To review: Wings and wing sections only "operate" (i.e. produce reasonably high amounts of lift with reasonably low amounts of drag) within a fairly narrow range of angles of attack, from about O degrees to about 17

degrees. Beyond 17 degrees, increasing the angle of attack actually reduces the lift slightly while greatly increasing the drag. This is what we call a "stall." A "tip stall" would be a situation in which a tip attained an angle of attack greater than the stall angle, while the rest of the wing remained within the normal operating range below the stall angle. How might this happen? Let's keep this simple to start with. Consider a simple, rectangular wing, without dihedral, without sweep and without any geometric twist built into it. No twist means that if the wing is flying straight ahead, it has the same angle of attack at all points along its span. Refer to Fig. I if you're getting lost. With us so far? Note from the diagram that the angle of attack in still air can be expressed or defined in terms of the relationship between the horizontal and vertical components of the wing's velocity. Don't freak at the terminology, just go to the diagram: The angle of attack is the combination of the wing's ATTITUDE above the horizon, and the angle of the glide path below the horizon. The glide path is determined by the relative sizes of the horizon· tal and vertical velocities. O.K.? O.K., let's add one level of complexity; bank the wing and put it into a circling turn: Now, we have a different situation. Let's say the wing is flying in still air. It's a glider, so while it circles, it is descending. The entire wing is descending at the same rate. Got that? It has to be, ifit weren't it would have to come apart somewhere. Therefore, each section of the wing has the same vertical component of velocity. However, different sections of the wing are tracing circular paths of different circumferences in the time it takes to make one circle, and thus these different sections have different horizontal components of velocity. The inside tip has the smallest circle, thus the smallest horizontal component of velocity. With the smallest horizontal component of velocity and the same vertical component, THE INSIDE TIP HAS THE HIGHEST ANGLE OF ATTACK. This is where you can get a tip stall. A tip stall arising in this situation is often attributed to the SLOWER FL YING SPEED OF THE INSIDE TIP, but this is muddled thinking.

HANG GLIDING

Stalls don't result from low speed, they result from too high an angle of attack. Normally the two are associated, but they don't need to be, and the phenomenon of the "high speed stall" is waiting to kill the pilot ignorant of the actual nature of this relationship. Fortunately, hang gliders are hard to stall at anything but the normal "stall speed." With this understanding of the tip stall, let's look at what circumstances we would expect to produce one in a hang glider, and what the expected result would be. We want to stall a tip, so we want to start with a turn. We want to get the inside tip at the highest angle of attack so we want it to be a slow speed turn. We want the greatest possible difference in the circumference of the turn between the inside and outside tips so we want a tight turn. Whatta we got so far? Answer: Hang glider in a slow tight turn. Sound like a familiar situation? Like maybe the situation that most soaring pilots spend most of their time in? You betcha! We ought to be seeing a lot of tip stalls out there! Well, let's see, what would a tip stall look like? Scene one: Hang glider in a slow tight turn. Scene two: Inside tip stalls. (Stall produces slight loss of lift, large increase in drag). Scene three: Slight loss of lift results in inside tip rolling down. This increases its vertical velocity. Increase in drag reduces inside tip's horizontal velocity, which, in combination with the increase in vertical velocity IN-

CREASES THE ANGLE OF ATTACK OF THE INSIDE TIP. (Uh-oh). Scene four: Tip was stalled to begin with, and its angle of attack just increased. This means that it is now MORE stalled, and that lift decreases more and drag increases more. This leads to further increase in angle of attack and further aggravation of stall which leads to You can see by now that this is a "divergent" or self-aggravating situation. The expected result would be an uncontrolled continuous rolling and yawing motion with increasing portions of the inside wing becoming stalled; i.e., a SPIN. In other words, if tip stalls really exist in hang gliders, hang gliders should be entering uncontrollable spins all over the place anytime someone pushes out a little too far in a tight thermal core. They don't so we must, I'm afraid, relegate the tip stall to the domain of the mythological beastie. Well hell! If hang gliders (modern flex wings is what we're talking about here for all you nitpickers and trivia buffs out there) DON'T tip stall, WHY don't they tip stall? What's wrong with our analysis? Aside from the fact that it's grossly oversimplified, nothing. Recall, however, that we started with an untwisted wing. Hang glider wings are made with healthy amounts of twist. This means that the wing is physically twisted across the span so that the root (center) is at a more nose up angle than the tips. This is why

when you watch a glider glide away from you, you see the top of the sail in the center, and the bottom of the sail at the tips. If you watch it coming toward you, and it is on a glide path right for you, you'll see the same thing the air "sees;" the bottom of the sail in the middle and the sail "edge on" by the time you get to the tip. In normal flight then, the center or root section is always flying at the highest angle of attack and the tip is always flying at the lowest. In a turn, the increase in angle of attack at the inside tip due to the turn is not enough to override this physical twist, and tip stalls don't happen. (To be perfectly honest, the twist isn't quite the whole reason. Amount of sweep, planform, and spanwise load distribution all effect the tendency of one part of the wing to stall before another. Modern gliders resist tip stalling because of the net total effect of all of their design parameters.) Spins don't happen either. At least not the kind I've described here. Lucky us! Now, before all you guys out there who have spun a hang glider start jumping all over me, let's get a few things clear: I'm talking about modern flex-wings! I said spins don't happen. They don't. They can be caused, by careful deliberate action, but modern gliders resist them strongly, and they are difficult to sustain. Furthermore, they don't result from a tip stall, but from a stall in the "midspan" portion of the wing (about halfway from the keel to the tip).

HOW TO SPIN A HANG GLIDER AN6LE OF ATiACK.

\jv

VERTICAL VELOCITY

VH .: :. 1-\0i'<IZ:CNTAL VELOC.LTY

Start with a slow tight turn. Use about 25 to 35 degrees of bank. You'll have to experiment to get the right bank angle, different gliders react differently. The same glider reacts differently, for that matter, depending on how it's tuned. Slowly push out until the inside tip stalls and the glider spins. What? No spin? You've just proven our point about tip stalls. Now, go back to the slow tight turn. Slowly push out until the glider begins to stall. If you listen carefully, you may hear the air separate. If you have heavy back bar pressure, you're probably pushed out a little too much. If you have short arms, you should be upright and on the downtubes to get more pitch and roll authority. Hold the turn at your chosen bank angle at the precise point in pitch where the stall just begins. Now, HOLD THAT PITCH, and push yourself sharply up to the high side of the control bar and stay there.

SURPRISE! A SPIN! If you didn't get one, keep trying; using different combinations of initial bank and pitch.

NOVEMBER 1982

With a little practice you should be able to get a quarter turn of rotation where the glider feels like it's rotating around its kingpost. After that, the glider will exit the spin on its own unless you're doing everything just right. (OK, OK, I'll·TELL them.) Listen up! What you're doing here is potentially very dangerous. No kidding. You can go upside down coming out of a spin, break your glider, and get killed. If you want to do them, do them in smooth air, with lots of altitude, have a parachute, and practice moderation. Exit any spin that starts to wrap up or roll under. (Exiting a spin is a simple matter of relaxing your control, the glider will do the rest.)

WHY DO THEY SPIN? What's happening here is that you are bringing the wing to the edge of stall and then sharply increasing the angle of attack of the inside wing in the midspan region by shifting your weight. The weight shift towards the high or outside wing pulls the twist out of the midspan of the inside wing and stalls that portion of the wing. You have to stay high-sided and not let the nose drop to keep it stalled and spinning, and that's what makes it difficult to -sustain. You can tell it's not the tip that's stalling because you can watch the sail at the tip relative to the washout tube and see that it doesn't move much when you shift your weight, while the midspan moves a lot (see Fig. II; it was traced from an actual photograph of a glider in flight.)

THE TRUTH ABOUT ADVERSE YAW This is also the source of what designers and handling specialists refer to as "adverse yaw."

~IGURE 1[

Adverse yaw in airplanes has a somewhat different origin, having more to do with the drag of ailerons and the differential angle of attack caused by rolling the wing. In a hang glider (flex wing) adverse yaw comes from stalling the inside midspan as a result of weight shifting the twist out ofit. You don't have to be in a bank to do it, and it doesn't usually result in what you would recognize as a spin. You can be flying straight and level, at minimum sink speed, and sensing lift to your right make a strong lateral, weight shift to the right. Instead of rolling to the right, the glider "stiffens up" (does not roll) and actually yaws slightly to the left. This can be anything from annoying to deadly, depending on how badly you need to make that tum. The clue that this behavior is stall related is that it only happens when you're flying right down in the bottom of the speed range, with the wing real close to the stall angle of attack.

ANOTHER BEASTIE BITES THE DUST! While we're at it, let's kill off another mythological beast; the roll induced stall. Many explanations of proper turn technique will advise you to pull in slightly before initiating a turn. The usual explanation is that your stall speed is higher in a turn (true) so you need to increase speed before turning so you won't stall (false). Your stall speed is higher in a turn because the turn loads the glider more heavily (centripedal force is required to accelerate the glider around the curved path), and at a heavier loading the same angle of attack (whether it be stall angle or any other angle) results in a higher speed. However this doesn't mean that if you're flying at just above stall and you enter a turn you'll end up stalled in the turn. The FIRST thing the glider does when you roll it is start to

slide towards the inside wing and PICK UP SPEED. The real reason you want to speed up a little before you initiate a turn is to avoid the problem of adverse yaw. If you're flying on the edge of stall (minimum sink speed) before you initiate, the glider's response to that initiation will be somewhat unpredictable due to the adverse yaw phenomenon. You'll get crisper, more predictable response with a little more entry speed. Keep in mind that turbulence can raise your angle of attack for you, and simultaneously try to roll you the wrong way, so, to insure predictable control response and SAVE YO' ASS you should keep an amount of extra speed proportional to the strength of the turbulence. The main thing to remember is don't believe everything you read. Reality is always more subtle and complex than they would have you believe. The other main thing to remember is that aviation IS inherently dangerous, it's just that it's inconsistent enough in enforcing its rules that you come away thinking you've got it licked when you haven't. The final thing to remember is that although aviation has made the world a lot smaller, it's still pretty hard to miss it if you fall. Please send questions or comments to: The Right Stuff, c/o Hang Flight Systems, 1202 E. Walnut, Unit M, Santa Ana, CA 92701. ~

EVERYONE WAS AMAZED My instructor couldn't believe my progress and one of the flyers thought I was a hot pilot pretending to be a student. I could talk hang gliding like a pro and I flew better than any other novice on the hill. My secret? I read Dan Poynter's book before my first lesson. In just a few evenings at home, I breezed through

Hang Gliding, The Basic Handbook Of Ultralight Flying and learned all about the sport. It made me an instant expert on weather, materials, design, construction, the principles of flight and I even picked up the basics of flying. It must be a good book, it was the first on our sport and it has been updated nine times; over 125,000 people have bought one. To get your copy of this fun, easy to read book, send $7.95 (includes shipping, Californians add 48q: sales tax) to:

~Para J>ublishing .•:

P.O. Box 4232-301 Santa Barbara, CA 93103 USA Telephone: (805) 968-7277

Send for FREE brochure! 18

HANG GLIDING

"Not was how Australian pilot and three-time dcfonding Champion Steve Moyes succinctly summarized the 1982 Masters of Hant~ (Hiding Tournamc!ll at Grandfather Mountain, North Carolina. Though the contest was 10 have begun on :ic1rnc:ml)er 11, the first actual round didn't happen until Friday morning the 17th. The final, seventh round didn't encl until the following Thursday afternoon. All the cold, rainy, socked-in waiting between rounds lefr plenty of time for more than the usual number of pilot complaints and bickering. Meet director Dennis Pagcn, feeling the 1981 Masters' rules needed some changes, asked the 22 participating pilots and the meet officials to suggest the necessary amendments. Thus opening Pandora's Box, attempt at democratic lcadt:rship never satisfied all, and left room for many complaints about his lack of decision-making. Stu Smith staled optimistically, "For once, we had time to discuss ideas that might not have been brought up if it had been flyable." Wednesday and Thursday the weather got good enough only for "wind dummies," Robert Crowell, Ken Haney, Hubba Goodman and John Scars to launch off 1hc north,

NOVEMBEI:/ 1982

Gretchen Niver

"front," side of Grandfather Mtn. dawned sunny and mild, with the wind com· ing over 1he "back" side, from the south. Car· rying their gliders down the rocks from the front, over the swinging bridge and up to the back launch, the pilots began to set up. (They'd been getting a lot of practice at that.) With the single ramp on the south face, ii would be a orn>and-one competition. The mildly soarablc air of Friday morning and afternoon got considerably less so as the day progressed. Several competitors launched in changing causing some complaints of being in "no-win situations." The pilots had to scratch hard to make the McCrae's Peak pylon. Later on, even that was out of the question. At one point, Joe Foster, assistant meet director and Grandfather Mountain team pilot, yelled up to competitor, Chiarani, "Luigi, don't fly behind the swinging bridge, or you'll be cut to pizzas!" round one, congestion in the landing area of McCrae's meadow caused pilot Bruce Case to munch in, resulting in a sprained or broken wrist, and a bent leading edge. With one glider still in the landing area and two coming in behind her, Debbie Renshaw had come in bot, behind and below Case, yelling,

"Bruce, land! Bruce, Land!" She swooped in underneath his just as Mike Meier also flew into view coming through the gap toward landing, Bruce came in hard 011 the just north of the track encircling the landing area, Later, missing the second round but the third, Brnce found that his arm wouldn't take the pressure needed for ivc so he was forced to wi1hdraw from the tomnamcnL the end of round three, conditions had become so mild that the masters of hang were forced to compete in sled-run, duration ln the fourth heat, between and Alabama pilot Mike DcgtofT~ a witnessed the retouch was maining pilots on the rocks above launch, Someone exclaimed, is sweating! l can see the drops!" Dcgtoff won the round, The wind continued to lesr;cn Lmlil the of: Hcials decided to call the meet for the There were three heats lel1: to be the third round, and were blown out and socked in, All weekend, crowds of spectators of the area, to launch at any minutc,,,no such luck, night Canadian pilot Willi Muller, unddt:atcd a!ier three rounds, decided not to stay fix the rest of the tournamcnL Ilis hot pink and purple 185 Comet, continually comments from the other pilots, could have made a big difference in the final results, morning's pilot meeting began with more of the same rotten weather until 'f'hc pilots voted to distribute the money, usually awarded only

TOP: Sieve Moyes wails for conditions lo improve, CENTER: Debbie Henshaw gracefully launches Imm Grandlalher's r11mp, ABOVE: One-on,one competitors li{Jh! ii out over the valley,

to winners, equally among all pilots willing to stick it out umil the encL Mike Meier, with two wins and a third round uncompleted, was unable to stay, 'rhc youngesl Masters competitor, Chris Bulger, a l 7·,ycar old Flight pilot, also dropped out, Finally, on Tuesday it began to look flyable, The wind was light and from the south, The last two heats of round three were complered in mildly soarnblc air, but as the afternoon wore on, round four became more of a sled" run contest, While hooked in and waiting to fly, pilot Bob England, along with scvcrnl harmonizing ofTicials, momentarily created the "Grandfather Mountain Ramp Band," Pilots and spectators alike joined in on the song to launch director, Acr Stephen,,,"Hc's got the whole meet in his hands,,," In previous years, the grassy Held next Ill the lake at the C,randfathcr Golf and Country Club had been used for landing, as well as McCrac's Meadow, The Meadow, being surrounded walls of trees on all sides, is notorious for rotors, This year, with only McCrne's available, the pilots paid close attention

to the landing judges' condition updates, Most landings in round fom were no prob" 1cm, except for Steve Gilmore hitting a wire and landing in the trees, (He was unhurt and managed Io repair his glider for the next round,) However, by round five, late Wednesday afrernoon even considering the 25-mph wind, elevator launches landings at the Meadows had become fearfuL Earlier in the meet, there had been laughter at Pfoiffer's suggestion that the landing judges put out a white sheet in bad conditions, After surviving round five, the pilots agreed to the idea, As Rich Pfeiffer, 1981 and l 982 National Champion, to launch against Moyes at the beginning of the fifth round, he ner"

HANG GLIDING

commented to nose-man Tom rhm he'd never launched in such conditions before. However, with ballast bag strapped to the back of his Bulletman harness, his launch a type very familiar ro local pilots gave him no trouble. Gilmore's and Wagner's launches proved a real test of nerves, as the wind had incrcascc' to nearly 30 mph during their fivc··sccomHo· clear countdown. Poised at a point no return, it would have been impossible to hold their launch. While agonizing over a decision of whether to Dy in such conditions, Debbie Renshaw was saved the choice. The winds had increased to 35 mph, so the officials called the meet for the

By the srnrt of round six on Thursday the 16th, both Georgia pilot Doug Lawton and Pennsylvania pilot Mike Neuman lwd lcfr. Several others had been cut in order to speed up the final rounds. Dave Ledford, a North Carolina pilot from Asheville, remained un· defeated. Pfeiffer and Georgia pilot Mall Wagner each had only one loss. It became flyable off 1he front side around 2:00 p.m. 3:00 it was marginal. I .a1cr, yet, round seven was finally completed from the back side the moumain. I ,cdfi.wd, flying a Sensor, went on to win all his rounds, becoming the first Nonh Caroli· nian to win the Masters of Hang Gliding Championship. Always willing to show off his skills, Ledford, when advised by the launch director, "All right, Dave, you've won your bent, you can do ONE wingovcr," whooshed past lmmch, dove and swooped into a loop.

Another Sensor pilot, Mike Deg10n; won his last two rounds, pulling himself into sec· oncl Moyes moved into third place. Los-· inl'; to I ,edford in round seven, Pfeiffer somehow got slammed into a car which had been parked away m1dcr trees near the landing area. He wasn't hurt, but he'll have the oppor·· ttmity ro find out if the rumored USHG/\ liability insurance will really pHy for the $500 damage to the car. Afrcr long, fr11strating days of' miserable wear her, Hugh Morton, owner of Grandfather Mountain and meet chaimrnn, complimented the pilots on their good morale. In spite of this

yel\r's problems, he's more cnthusi:istic than ever in continuing to upgrade the Masters Tournament. He likened the info111 sporl of hang gliding 10 the early days of corn· petition circnit, encouraging pilots with his hope for more sponsors and a large purse for the winners in the future. award is given i\ to one of the competing pilots. Chosen the pilots, themselves, Brnce Case, one of America's 10p distance pilo1 s, Woll Ih<: ltonor. On receiving the award plaque, he com·· mcntcd, "Break your arm next year, and you can win it, too." ..-

MASTERS RESULTS

Place/Pilot

Glider

Win/Loss

l Dave Ledford 2 Mike Degroff 3 Steve Moyes 1 Rich Pfeifkr

Sensor Sensor Missile Duck

710 5/2 5/2 512

5 Matt Wagner 6 Stewart Smith

Comet Sensor

1/3

7 Mike Arrambide 8 Jeff Burnett

Comet Comet

413

3/4 3/4

TOP: Bubba Goodman (left) and Rich Plelller stuff battens into their Sensor and Duck, respectively, LEFT: Meet Director Dennis Pagen (seated, center) waits out the poor conditions with the competitors.

NOVEMBER 1982

USHCA REPORTS

REGION 9 PILOTS READ AND HEED by Dick Newton 1. Les King has resigned as Region 9 Director. His new address is: 2360 Simi Valley, CA 93063, tel. (805) 581-0825. 2. Vic Ayers, P.O. Drawer 'J,' Aberdeen, MD was elected by the USHGA Board (myself abstaining) to fill Les' unexpired term. 3. All Examiners and Observers are reappointed each year. All Region 9 Examiners wishing reappointment must confirm to me immediately, otherwise please suggest suitable alternate for same area. Any Region 9 pilot may request an Examiner appointment provided he or she submits suitable qualifications and justification.

EXAMINERS Examiners are appointed by Regional Directors and are responsible for the appointment and performance of Observers, and to serve as a review person when questions regarding the Pilot Proficiency Program arise in their area. Examiners are renewed annually by their Regional Director, or if that Director no longer is serving USHGA, by the current senior Director. An identification card, half moon patch, and materials will be sent by the USHGA office upon receipt of the appointment by the Director.

for Master Rating applicants to indicate that he/she has known of the applied good judgement, safe practices, etc. for a period of three years, or less if indicated. Observers are renewable each year by the Examiner. If there is a change in residence, the Observer can rate pilots anywhere in the U.S., but must be renewed by the Examiner in the "new" region in the following year. An identification card, half-moon patch and materials will be sent to all Observers by the USHGA office, upon receipt of notification of appointment or reappointment. Present Region 9 Examiners are: Ronnie C. Oakley, 3504 Ripple Creek Dr., Louisville, KY 40229; William W. Richards, 3083 Woodway Rd. SE, Roanoke, VA 24014; Doug Weeks, Jr., Rte. I, Box 449, Smithfield, VA 23430; Kirk Martin, RD 2 Box 446, Pickering Dam Rd., Phoenixville, PA 19460; Robert Mohr, Box 368, Fogelsville, PA 18051; Les Frank, Jr., RD 3, Box 147, Logan Sts., PA 17728; Thomas Bird, RD 4, Bellefonte, PA 16823; Fred Booher, Jr., Box 308 RD 1, Cowansville, PA 16218; Roger Ritenour, 510 Jester Lane, Charlottesville, VA 22901 (being submitted); Paul Banken, 2040 Cherri Drive, Falls Church, VA 22043 (being submitted); Alan Esworthy, 4016 Jefferson St., Hyattsville, MD 20781. Although I am also an Examiner and Observer, I will reserve the use for only very exceptional circumstances. My goal is to establish Examiners in areas where they can properly oversee their appointed Observers by having annual comparative sessions and clinics. I am requesting Examiners in Region 9 to review Observers 1982 results as to number of sign-offs and sites covered. With the passage of time some Observers move on to fly other sites or possibly no longer fly or visit their original site(s) and therefore should not- be reappointed. Any USHGA member whom an Examiner feels is qualified may serve as an Observer. Any USHGA pilot unable to locate Observer assistance should contact the nearest Examiner. Any 1982 Observer appointed by an Examiner no longer serving Region 9 should contact the next nearest Examiner. Please vote for King's replacement. If any Region 9 USHGA member has a suggestion (hopefully constructive) on any matter, please call or write: Dick Newton, Rte. 1, Box 98E, Marshall, VA 22115, telephone (703) 364-1776.

ARE YOU A HAND GLIDER?

OBSERVERS

by Paul Rikert

Observers are only appointed by Examiners within his/her region and must be USHGA full members. The duties are to observe pilots flying skills for rating Intermediate and Advanced ratings, Special Skills, administration of oral (optional) and written (mandatory) tests, and to write letters of recommendation

Pilot: No, but I do FLY a hanG glider. Spectator: Don't your hands get tired? Pilot: No, because I do not hang by my hands. Spectator: Don't your arms get tired? Pilot: No, because I do not hang by my arms.

Spectator: What holds you to the hand glider? Pilot: A hang gliding harness. Spectator: I guess that doesn't get tired does it? Ha, ha! Pilot: No. (But my tongue is.) Spectator: Why do they call it hanD gliding if the harness does all the work? Pilot: The sport is called hanG gliding not hanD gliding. Spectator: Why do they call it that? Pilot: I've got to go fly now. Spectator: Can't answer the tough ones, eh? Pilot: Hang loose! Spectator: Dumb sport! Makes no sense at all. Not even its name. And what did he mean by saying hand loose? Dumb sport! How many times have you had or overheard conversations like that? My solution to the problem is to yield to public demand and allow a broader definition of hang glider or hand glider as the case may be. Would you mind being called a hang glider? Not ifit put you in a class with Don, who carried my glider back to the top of Wurtsborough three times when I failed to clear the trees on takeoff. I remember a hang glider (name unknown) who loaned me his coat for a ride up to the top of Ellenville because I was cold. And Barbara, just how many times did you drive the truck to the top of Ellenville? Two hang gliders named Terry and Diane somehow got my car to the landing area after each round in the 1981 Regionals. In a meet at Catamount, I needed a turnbuckle. (Remember them?) Pete was visiting the U.S. from England. Up to the top of the mountain rode Pete in a borrowed Jeep to bring me the needed part. Another hang glider borrowed a nail to tighten the turnbuckle on his glider. After flying was over for the day, up he came returning the nail like it was the last nail on earth. They are all hang gliders. Lee stopped a truck full of pilots going to the top of Stowe to let me hitch a ride even though I was not one of the big gun competitors. I remember Jim helped carry my glider over two miles to the Brace Mountain set-up area. (Love that east coast flying.) Another Pete introduced me to his friends in Germany as if I were one of his family. No questions were asked. He skied with me, flew with me, and arranged for my stay in Germany at a family friend's home. A hang glider loaned me money (which I paid back the same day) for a lift ticket to ski when I had only American currency in my wallet. So you see we have hang gliders not only here on the east coast, but overseas. In fact they are even on the west coast. Pat let me test the downtubes on one of his training kites. (They don't make them like they used to! Downtubes that is.) Chuck carried the glider (co11ri11ucil cm page 41)

HANG GLIDING

AS LONG AS MAN HAS WALKED THE FACE OF THIS EARTH, HE HAS DREAMED OF FL Y ING. WE LIVE IN A TIME WHEN IT HAS BECOME POSSIBLE, AND IT IS, WITHOUT OUESTION, ONE OF THE MOST OUTSTANDING ACCO M PLISHMENTS OF MAN . TRUE , WE HAVE GONE TO THE MOON ANO BEYOND, BUT SOARING FLIGHT IS STILL THE UNIVERSAL SYMBOL OF FREEDOM OF MIND AND SPIRIT. IT'S NO WONDER, THAT THE SPORT OF HANG GLIDING HAS CAPTURED THE INTEREST OF SO MANY . WE AT DELTA WING HAVE FASHIONED A NEW SET OF WINGS TO MEET THE CHALLENGE, AND BRING MANS OLDEST DREAM WITHIN THE GRASP OF ANYONE WILLING TO TRY . WE HAVE NAMED THIS AMAZING COMBINATION OF DACRON AND ALUMINUM, THE DREAM, AND RIGHTLY SO. THIS REMARKABLY CLEAN HANG GLIDER HAS THE LIGHT WEIGHT, BALANCE , RESPONSE, COORDINATION OF PITCH AND ROLL, LAUNCH, SOARING AND LANDING GRACE NECESSARY, TO BRING THE BEGINNING ANO INTERMEDIATE PILOT WELL INTO THE REALM OF ADVANCED FLIGHT. THIS IS NO FADING HIGH PERFORMANCE GLIDER THAT HAS BEEN CUT DOWN FOR THE SAKE OF CHEAPER MANUFACTURE AND DESIGN ECONOMY, RATHER. IT IS TOTALLY NEW TO THE HANG GLIDING WORLD, AND BUILT TO WITHSTAND THE WINDS OF CHANGE . SEE IT AT YOUR DELTA WING DEALER. HE'LL BE PROUD TO SHOW YOU THIS OUTSTANDING FLYING MACHINE , OR CALL " UNCLE BILL" ANO FIND OUT FOR YOURSELF WHAT DREAMS ARE MADE OF.

DELTA WING KITES & GLIDERS

(213) 787-6600 TELEX 65-1425 P. 0. BOX 483, VAN NUYS, CA 91408 PILOT : JOHN RYAN

PHOTO/ AO · J . ZURLIND E N

-~~~1:'.

iilliiiiiliillil''iii~...'~,c_,.C,,e, ~,; '·,,c,,,"'

THE WILL TO FLY article and photos by. Lynn Millet\. I first met Dale Pederson in 1978 at the Sylmar, CA landing area. He kindly offered to give me a ride up to launch and explained that his car would overheat unless we kept the heater on. The fact that it was 110 ° out made the heater especially undesirable, but we laughed and sweated on up the hill together ~very day for the duration of the summer. Dale grew to be an accomplished pilot and eventual! y even became an instructor for Windhaven Hang Gliding Schools. One day he decided to try the Soarmaster power unit that had recently come out on the market. Dale mounted the Soarmaster PPI06 on the keel of his Cirrus 5 and went out to a small hill in the desert. It was a windy day, and Dale ridge-soared the hill without power first. Then he landed and decided to try his first flight with an engine. Dale took off and landed at the bottom of the hill without incident. He decided to take another flight. As Dale was flying along, he found he was having a hard time getting up. There just wasn't much thrust from the engine on this very hot day. So when he came upon a thermal, he decided to try and use it to help him get up. He slowed down a bit to milk the lift. Suddenly he was dumped hard on the far side of the thermal and the glider stalled. Dale was 24

radically pitched over and in seconds was on the ground with a broken back, paralyzed from the waist down. There had been no time for the kill switch or recovery from the stalled attitude. Dale was in the hospital four months. He used the time to begin plotting a way to fly again. He returned to college and absorbed himself in studies. Spring rolled around and Dale longed to fly as he saw clear, bright days with cumes puffing along the mountain ranges. He continued to plan a way he could control his weight in flight. First Dale considered pulley systems attached to his legs, or rudders put on his glider. Perhaps a rudder-controlled Fledge might be best, although launching would be difficult. Each plan seemed to have so many variables. Dale tried out turns while hanging in a simulator at Windhaven and was not satisfied with the results. His feet were everywhere, his body twisting and turning sideways. Something had to be clone to improve his control. About this time Dale saw Dan Lennox on "That's Incredible" flying Torrey Pines. Dan had had an accident very similar to Dale's and seemed to have overcome the problems Dale was experiencing. But Torrey was a mellow ridge-lift site and Dale longed for turbulent

thermal-soaring. This would require very good control, however. So Dale contacted Dan for advice. Dan said he was flying both ridge lift and thermal lift with his feet tied to the rear flying wires. He advised Dale to try flying with a bar harness for better body control. Dale found this worked much better in the simulator, so he put some training wheels on his 10 Meter to help with launches and landings. Then he headed out to a small hill with Dan and Loren Ellsworth of Ultimate High. With Dale's legs tied to the rear flying wires, Loren keel launched Dale and Dale found himself in the air once again. "It was pretty hairy," he exclaims. "I bumped along the ground for ten feet or so and then I was airborne. The glider yawed all over. I couldn't tell how much input to make for corrections until the glider had already reacted. I felt like I was correcting slowly, like a novice pilot." But the second flight was much better. After more practice at a small hill, Dale felt he was ready for a 2,000' hill. He added a skid to the end of his keel to prevent him from blowing over after landing. He launched early, when the air was mellow, and had a wonderful flight. But when he returned to the top for a second flight during the turbulent part of the day, he found his control was very poor. "Turbulence was much more scarey than I HANG GLIDING

thought it would be," Dale says. J, r seemed to cause too many motions I ctrnldn't control." So the next thing Dale tried was a "supronc" harness one that enabled him to supine inside the control bar. This idea resulted in what Dale calls "a ten-minute roller coaster ride that seemed like two hours!" His feet folded up during the flight so that his chin was at his knees and he couldn't push out n good flare at landing. So Dale went back to the bar harness. He shortened his cocoon to knee lcngt h and folded his knees np inside it. The bars extended all the way clown the sides of the harness for rigid weight movement. Dale added 3'5 lbs. of ballast to move most of the weight ltirward to his shoulders and chest where he could control it. Finally worked. Meanwhile Jerry Carson and the pilots at Kagel Mt. bnilt I)alt: a launch ramp so they could wheel Dale off the hill. The final prob" km had been solved and Dale was back in the air again, Oying turbulent thermal conditions and specking out. But as it turned out, Dale's flying life was not to be free of incidents yet. It seemed his launchcrn were having a few little troubles. On Dale's third launch off Kagel, his friend Jim McQuccn volunteered to shove Dale down the ramp. Only, in the process Jim launched himself off the end of' the ramp as well. Jim Hew into the bushes below, resulting in the dislocation of his shoulder. Another time Jerry Carson helped Dale launch. Ready to launch himself' right after Dale, was wearing his own harness and helmet as he pushed Dale down the ramp. Suddenly a spectator yelled "You're caught on the skid!" Jerry did indeed find himself tied to Dale's skid by his own harness ropes. So Jerry threw himself down on the ramp to disengage the rope, giving Dale a final hard shove as he did so. But Jerry's harness was still entangled with the skid, and Dale's glider rolled into a turn. Its tip hit the weeds on the hill and Jerry was dragged off into the weeds too before he finally came unstuck. Meanwhile Dale was desperately trying to regain control of his glider, having done a wing over on takeoff. Just as he was about to push out and crash, Dale's tip came free and he flew away from the hill. After these incidents, Dale insisted launchers nor wear harnesses and do use a rope to keep them on the hill. All in all, Dale's unique set of experiences have made him a wiser, safer, more conservative pilot. "My accident has tnught me that the world is a lot more dangerous than l thought. One "insignificant" mistake can make a huge difference in your life. Before, I used to take chances thinking somehow I would be protected. Now I know better. I'm a much more conservative flier now and that

NOVEMBEP 1982

slows me down some in 1crrns of my ability. Before my accident I was concerned with increasing my skill. Now I'm concerned with my mental attitude. There's a huge amount you can do to minimize your risks in life and whoever doesn't do that is a real fool." "lt's really satisfying to me that I can still " comments Dale. "That's what worried me most that I wouldn't he able to do. Actually there's not too much I could do before that I can't do now. It just rakes me longer. As far as !lying goes, l have to leave myself a lot more margin for error now. There's no landing on

hillsides or stufTing it into some little where I can't walk out. 01hcr than that it's pretty much the same!" Regarding his accident, Dale advises "as far as new goes, wait umil it's been proven. Dan I .ennox had many homs in the Soarmastcr and did the same thing. I far overestimated the skill J would transfer 10 this new kind of flying. I was a rank novice and didn't know it. Bnt I feel that anyone in the air under the same circumstances would've eaten it too. There was no way 10 recover from that kind of stall in time." ~

Dale receives a push down the launch ramp.

Dale can't walk

bul he can fly!

~--

·- .......... ,~

~~-~-

)

TAMING TtlE BEAST Flying A Modern Hang Glider © copyright 1982 by Dennis Pagen According to Greek legend (and who can doubt such an earnest people?) Bellerophon had to enlist the aid of the Goddess Athena in order to fulfill his dream of flying on the back of the winged steed, Pegasus. Once he sue· ceeded, with the aid of a golden bridle and a little hocus pocus, Bellerophon was able to swoop over the countryside and soar to the heavens along with his gifted mount. That was some pet. Today, flying equines are hopelessly rare, but we have the privilege and grace to fly equally fabulous beasts: modern high-performance hang gliders. Unfortunately, at times it seems we need the aid of a Goddess or two to fly them properly. All we have to do is see a few shakey takeoffs (loose side wires?) and a couple oflanding area furrows and we begin to doubt the "easy to fly" advertising myths. 28

I don't know how many readers are in touch with goddesses, but I expect the closest most of us get is a fantasy of a beautiful lady pilot. However, there's some hope, for it seems there are a few pilots in every gaggle who consistently pull off a flight from departure to arrival without an airror. To what do they owe their superior proficiency? Experience? Good fortune? Good genes? Not necessarily, on all counts. Most likely they learned proper techniques early on through a combination of observation, good instruction and good insight. It's not too late to relearn bad habits and acquire the skills that seem to be the lot of the fortunate few. Here I will try to present ideas and pointers garnered from my experience flying a variety of challenging but tameable gliders. Most ofmy recent airtime is on Com-

ets and Sensor 51 Os (two sizes in both models) since the manufacturers of these gliders have helped me keep my flying expenses down. Consequently, I use these gliders for illustrations, but my experiences on a smattering of other designs lead me to believe the problems and solutions are somewhat universal.

FROM GROUND TO AIR Due to the loose construction of many current designs, most pilots feel like a waiter carrying a banquet sized bowl of jello when they stand in launch position. Myself, I am always reminded of the times my 5'4", 230 lb. girlfriend used to sit on my lap (before she got heavy) whenever I lift my glider. In either case, there are ways to make matters easier. Shiny anodized tubing sure looks snazzy, HANG GLIDING

but sweaty palms on a control bar rarely instills one with a feeling of complete control. Worse yet, imagine a pilot trying to hold a bucking glider on a windy launch with thick gloves slipping up the downtubes. I've seen it many times. The remedy is so simple that it boggles the mind to think that pilots continue to struggle at takeoff with a slippery grip adding to anxiety. To make a control bar more holdable, wrap a short spiral of 1/2'' tape around the downtubes (leaving a gap between wraps) at the normal hand positions. You will be surprised to find how easy it is to hold the glider up with the aid of a little static friction. If you're worried about aesthetics, color coordinate the tape to match your predominant sail color. The next hurdle is sloppy side wires. Try this procedure for windy days: After your harness check, hold the glider level and choose your launch window. Don't pick the glider up until you're 88.5% sure that the conditions are ready for running off. When this criterion is met, lift the glider, level the wings, satisfy the remaining 11.5% of your judgement (you should always be 100% sure of launches) and boogie into the blue. Standing around a long time on launch gives the wind more chance to send a special delivery gust your way to upset your glider's equilibrium. In a calm, level your wings, take a few steps to start them flying (tightening the side wires), make a small roll correction if needed, then accelerate into the air. Again, don't stand around too long getting tense. A relaxed attitude allows you to obtain the most feedback from your glider. In all types of launches, choose the conditions well before you lift the glider, then begin your run as soon as your wings are level and exerting equal pressure up or down. After a few practice trials with this technique, those agonizing waits on the launch ramp will be abbreviated and loose side cables will feel natural. One final point to make about superwing launches: most fixed airfoil gliders tend to lift the nose during takeoff run. This is because the root section begins to fly first. The result is often a lift off before top running speed is achieved. There's no problem as long as the pilot recognizes the slow speed once airborne and corrects immediately in turbulence. However, a better (and safer) launch results if a pilot makes a conscious effort to hold the glider down those few extra steps. A fast takeoff is always more efficient. Be ready to run a little more with double surface gliders in general. As soon as our feet leave the ground, we have completed the transition from ground control to in-flight control. It's time to lighten up on the pitch control. Pilots new to the high performance experience often make the mistake of holding in on the security control bar

NOVEMBER 1982

and streaking away from the hill (and the lift). This practice may be safe (assuming ample clearance below) but it is less than efficient. The ideal takeoff includes holding the nose down on the run, then paying off the speed as soon as the flying ensemble is airborne until minimum sink speed (or faster if turbulence abounds) is achieved. Pilots are urged to perfect their takeoffs on a training slope when they first jump into a pitch sensitive glider. Remember to stabilize in roll and pitch before changing hand positions or fiddling with harness stirrups.

AIRTIME Once we are in the air, it's time to relax and probe for lift. Unfortunately, there are factors working against mental equanimity and physical comfort. These are the vagarities of roll and pitch. Years ago, the best gliders turned about as readily as a freight train on a mail run. Then, the magic of keel pockets, and later shifting keels, loosened things up so we gained excellent handling capabilities. Finally, tight sails, rigid battens, double surfaces and Mylar inserts stiffened things up so we gave up some of our perfect handling. No matter, as long as a pilot is ready for a little more delay and control force. Most of the newer gliders coordinate very easily. A little bit of roll here, a little push out there and you have a nice smooth turn. A bit more force is needed to initiate a roll, compared to an intermediate glider, especially at slow speeds. The reason for this is that adverse (or perverse) yaw takes precedence at higher angles of attack. A common mistake new pilots make is flying a high performance glider faster than minimum sink speed in light conditions due to the fact they are not used to the stiffer handling related to slow flight. Consequently, they do not achieve the full sink rate potential of their glider. Generally, we can get away with poorer handling when scratching in light air, since turbulence is diminished. Try slowing down as much as possible and turning away from the terrain so that you get a good feel for your glider's personality at the low end. I believe most modern gliders handle about the same - some initiate better, while some are less apt to overbank, depending on their dihedral balance. However, the Sensor 510 seems to be unique in its method of coordinating turns. To get the most out of a Sensor, you can't be lazy, but any work is paid off with altitude-grasping flat turns. At best glide speeds, the Sensor 510 coordinates conventionally, but when we slow to minimum sink, a turn can best be effected by a yaw input. To do this, push out with the arm on the outside

of the turn while holding the inside arm steady, thereby swinging the body to one side. The glider will respond with as flat a turn as possible which should be fine tuned as the turn progresses. A turn performed in this manner gives the Sensor outstanding climbing ability in light lift. Due to its flat sail and open airframe ( 135 ° nose), the Sensor 510 tends to "hunt" or yaw when slightly disturbed by textured air. I have found that the glider will come back to the original heading if left alone unless the disturbance is considerable. In that case, a short yaw input corrects the situation. Due to its 120° nose, the Comet seems to track the best of all the high performance designs at slow speeds. This, of course, is at the expense of flat turning capability. At the high speed end of the picture, we have a reversal. The Sensor (and others) seem to track very well while the Comet in the hands of a new pilot often oscillates from side to side. It takes a little practice, but this can be prevented. The method is to make your correction control and return to center before the glider responds to the roll input. If you wait until the roll correction initiates before you return to center, you will overbank in the other direction. A little high speed practice is in order at your favorite glassy site, before it becomes a necessity under the threat of a storm or bully wind. Some pilots jump on a modern glider and a question mark forms in their head concerning where to put the control bar for proper angle of attack. This is because many designs are very light in pitch at normal flying speeds. There isn't a deep pitch bucket to provide the uninitiated pilot with a whole lot of feedback. This feature is desirable, since faster speeds and turns cause higher pitch pressures which could get tiring in certain situations. Most gliders are trimmed and rigged to fly with the bar near the pilot's chin. However, it's a good idea to ask your dealer where the normal bar position is, then experiment with variations from this position when clear of the terrain. Pitch pressures vary greatly at higher speeds (with the bar somewhere between the waist and the knee) between different designs. The Comet exhibits strong bar pressure which is very reassuring but sometimes tiring. This leads some pilots to drop the reflex bridle loop down along the forward top wire, thereby effectively lengthening the reflex lines. This lightens pressures, but reduces pitch stability. If the manufacturer felt that this was proper, he would have simply made the lines longer. Untested modifications are always risky. The Sensor does not show strong bar pressure except in steep dives. However, it has a very good pitch curve due to the six reflex lines. I feel the challenge of thermal turbulence keeps things interesting, so to calm my heart in feisty air, I have taped a small

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photocopy of the Sensor's pitch curve to my control bar. You ought to see me grin as I get dumped head first over the falls, knowing that I can fall asleep at the wheel and my glider will pull out of a screaming dive. Thanks to the HGMA, certified gliders are safe and depend· able in reasonable conditions.

FROM AIR TO GROUND I will not comment on the rumor that the state of California is going to ban all landings of high performance hang gliders within 50 miles of the San Andreas fault line. However, we have all seen pilots on hot ships beat their noseplates into plowshares. It seems that of all the skills required to fly a high-per glider, land ing is the hardest to acquire. Here's the technique in a line: turn into your final carrying reasonable speed until you are near the ground, gradually slowing while maintaining about three feet clearance, letting the glider settle a little until your feet almost touch, then flare full, hard, up and out just before the glider reaches stall point. Sounds easy, but there are a few hidden snags. First, start with a long landing field and plan to touch down about midfield, or you will overshoot (yes, these gliders do glide!) and end up in someone's wash. Next, do not fly too fast on final, especially if your glider oscillates at higher speed; higher speed does not greatly steepen your descent rate in these stiff, clean gliders. Also, do not slow to the point that you lose quick response until you are near the deck and it's time to level out. When do you stand up? As late as possible except in mild conditions. A stand up position is necessary on landing approach in order to get the hands high enough for a full flare. However, control is generally reduced in the stand up position, so take care when turbulence strikes. Of course, standing up can help you descend at higher speeds due to the extra drag created, but many newer pilots get into trouble by only knowing a stand up final approach. The ultimate skill on a high performance glider is knowing how and when to flare. Since the gliders are smaller in area and stiffer than older designs, it stands to reason that a full nose up position must be achieved in order to put on the brakes effectively. Here's where the bad habits show up. Any pilot in the habit of running or even taking steps when landing an intermediate glider will have problems with a high performance model. The flares must be full and continuous. In order to make a full flare, the glider must have the proper airspeed. Again, this is just before it stalls. Any faster and you will shoot up too high. Also, the hands must be high enough on the control bar to force the nose up. I feel one of the biggest causes of nose-ins is harnesses that let the pilot drop down so far

NOVEMBER 1982

that an effective flare is impossible. If you fly a cocoon or stirrup harness, try keeping one foot in the stirrup to hold yourself up. Kick out of it after you flare and just before touchdown. The direction of the flare should be out and up as shown in figure 1. The hands shouldn't be gripping so tight that they keep the bar from pivoting at the attachment point axis. Of course, more push force will be required when the hands are held high. This often confuses new pilots into flaring too timidly. Most of the gliders have similar landing characteristics, although some intermediate designs (notably the Javelin) really shine here. However, the Sensor 510 has a reputation for being hard to land, which I feel is undeserved. I think the landing characteristics are different, so relearning is in order. The Sensor is easier to flare (that is, lighter forces) than many other designs, which is an asset. However, due to the yaw tendencies, the Sen· sor should be brought in on a straight final long enough for the effects of the last turn to settle out. That's 100 feet or more. I find if I want to make a short final, a very fast (somewhat slipping) turn to final will eliminate most yaw oscillation when I level out. When a glider is oscillating in yaw, it tip stalls easier near the ground. Thus, what I have learned to do on the Sensor 510 (and other gliders) when necessary is to flare during the oscillation a little before the glider turns to the true heading. This avoids a severely

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dropped wing and a subsequent dropped nose. This technique takes timing and practice, but so do all aspects of landing go-go gliders. A final word on landings is wheels. Yep, I recommend that every pilot f1ying a high performer for the first time put wheels in their control bar until landings are perfected. They sure are a lot cheaper than downtubes. Many pilots, including myself, are using small wheels as a permanent fixture. I do it to save my back from the onus of lugging those 70 pounds across the landing field. I grab the noseplate and my glider follows like a faithful pterodactyl. I sincerely hope that we maintain the current level of design for a year or two. I'm getting tired of flying a glider that's obsolete three weeks after the promised one week delivery. Perhaps the skills I have outlined above will remain useful long enough for us to perfect them. The designers I have talked to feel that the main area for improvement lies in sailwork with Mylar sandwich sail material being used in strategic places such as trailing edges, while softer material is used where the camber lies (a la windsurfer sails). We are probably going to see the growth of portable, composite, cantilever, aerodynamica· ly controlled fixed wings, but the flex wing class of glider should remain for some time. We're lucky to have such a wide choice of good performing designs. Bellerophon had only Pegasus. ~

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FIG-URE. I. 31

and Zurlindcn an interview with meet director Walt JOHN ZURLINDEN How did you become the 1982 Nationals Meet Director and how many competitions have you officiated? WALT DODGE During the Southern Cali· fornia Team Meet and the competition I was asked by Rob McKenzie, the Meet Director, to be Launch Director. The pilots who attended those meets felt they had found an individual who was organized, honest and had no loyalties in any one direction. The job was open and they asked me to be the Na· tionals Meet Director. My time was available and I said I would be more than happy to do it. ZURLINDEN · What was this meet's format and tasks? DODGE The format of the meet was one·on· one competition and the tasks consisted of a 30 second launch window, two pylons and a landing. If a pylon was obtained the pilot did not have to make the landing area. The first pylon was three miles west of the Marshall Mountain launch, on Pine Flats, and the second

conducted

pylon was l 1/2 miles cast oflaunch on Marshall Both pylons were above launch so the pilots had to thermal up. The tasks were called by the Launch Director, John Osborne, and were varied from a three to five pylon course, which made for some very interesting flying. Fortunately, for the first time in Nationals history we had nine days of cxccllen1 We had all different kinds of conditions: scratching conditiom, where a glider that was pulled extra tight for performance but didn't turn that well really had a tough time of it, to conditions where a pilot could pull in the bar and s1 might to the next pylon. It was a definite challenge for every competitor who was there. ZURLINDEN ·· Were there any unusual oc· currenccs at this meet? DODGE Yes! The most unusual occurrence was the fact that we had no serious incidents, no mid-airs, and the pilots got along well with each other, with a few small exceptions. It was

Zurlinden a fnn meet and everyone had a good time. Everybody worked together to make this meet 1hc most successful in the his1ory of hang gliding. Phil Lee appeared on launch natural drinks and fruits of all descriptions, things tha1 would keep 1hc blood sugar a1 a normal level in the l l'l degree heat, and I think it was one of the reasons we had so little arguing. I feel that it should be a requirement at every single competition. Also, and it was a bit of a surprise to everyone, the Comet got beat. The Comet has had a three-year as king. Although it is still one of the hottest ships made, the Wills Wing Duck beat the Comet, and on many oc· casio11s Bill Bennett's new Streak gave it a hell of a nm and beat it. So I don't think Pete Brock can relax anymore. Yes, the Comet is still competitive. Yes, the Comet can still win, but I think Pete's got to take another look at the situation. He should now sec that the HANG GLIDING

,lohn Zurlimlen on Marshall Mc,tmtain ... R11:rn this view of the THIS Jackson's Pinecrest Air BIGHT: One-on-one compelilors leave the BELOW: Pilot's meeting al the air f~IGHT: UP'S French COliH1€1C!ion.

Comet all by itsclfis not the reason a pilot will win a meet. Now rhe gliders arc very equal. ZURLINDEN The U.S. Nationals arc held at a difft'.rcnt site each year. How did the pilots who flew this meet foe! about the site sclec· tion? DODGE Some of the pilors from Alaska, back cast, the south, Texas, etc. got some of the most phenomenal flying of their careers. could not believe the oft he days. We had absolutely magnificcm weather which on one day had pilots 11p to 12 or l 3 thousand feet. 'They loved it, to answer your question! ZURLINDEN ·· Are you in agreement with what appears to be the majority of pilots' opi-nion that the Nationals should be held at Pinc Crest Air Park DODGE Absolutely not! It is a real hardship on across 1hc country to get here. not only have to take off the cmin; JO of the meet, but also the time it takes to get here and back home. Yes, I agree that Pinc Crest Air Park probably has the best flying facilities in the world, but I don't think we should have a monopoly on it. I think to come back maybe every other year would be wonderful, bnt there arc other fine Hying siles, and with the proper administra·

NOVEMllER 191l2

tion we could have just as good a Nationals by choosing the proper time, rather than the worst time of the year, to have the meet at a specific site. So rather than the USHGA dictating when tht: Nationals are to be held, let the people m that site decide when the meet ls to be held because know their local weather condirions. Ir you arc going to establish and "In· dianapolis 500" that's fine, bnt we're not. We have an competition where pilot.s work their way up to make it. To have it at one spot every year, no I don't agree with that. I also don't agree with a sponsor dictating where should be held. The competition committee should make these selections. I would like to sec Pinc Crest have a major meet every year like Grandfather Mountain, or the Owens Invhational, or the Masters. I'm not against that at all, but I think the U.S. Nationals should rotate. ZURJ JNDEN Kevin Kernohan showed up with an interesting contraption consisting two French connections mounted 90 degrees to each other for both pitch and roll and he made comments about power steering for his sliffhandling Comet. Why was this device disqu:Jlltiect when the French connection was in fact allowed?

DODGE l made a ruling that the French connection was a hang device and would allow it. lt was not the double French connection that Kevin showed up with that I disallowed. I told him that he could have that and use it every single day. What was disallowed was a piece of hardware that was manufactured other than specified for that glider that was ob· vious\y out of certified configuration. This piece of hardware was a bracket at the apex of the control bar that held the two downtubes about 6 to 7 1h inches apart. What I saw was an integral piece of hardware holding the down-tubes to the glider that had not been certified, and was not normal to the glider as it is made. Kevin could have flown that glider in the Open Class, but decided to change the control bar and it in the certified class, without any French connection at all. ZURLINDEN What new equipment flew at this meet? DODGE·· That's the problem with a certified meet, not much new shows up. Wills Wing did have a new control bar that had just passed certil1cation. The whole bar was metal fairing, fully shaped all the way around. Pete Brock presented a new base tube that was wrapped with a very comfortable rub· bcrizcd plastic kind of tape.

went, Bill Bennett's Streak, As far as a new configuration of glider designed by Bob

got, and that was first place. Chris Price and

is in competition. It's about an 85(% double surface ship. It displayed an absolutely remarkable climb rate. l would venture to say that it climbs better than any other glider out there. In the least little thcr· ma! boom! It would go up! Bill only had one size out there, the l 60, and heavy pilots like Dave Liulc weren't abk to do very well in marginal conditions. 'T'hc Streak was also oh· viously very easy to land. You could put that down on a dime, nose up.

Frie earned their second place. Mark Bennett, Mike Arrambide and Greg De Woll' earned their third place. Everybody earned what they got, no question about it. Even those that came in last had to work like hell. The competition was very tough, and we had people in the meet that gave up. The ones that flew to the end of the meet were com .. peting and working and I applaud every single one of them, had a good time that stuck it om. ZURI JNDEN Rich Pfeiffer and Chris Price

Another new glider called the (,osshawk flew in the open class, as it had not been ccr· tified yet. It was almost 95°;\, double surface with a very interesting configurntiou. ZURLINDEN Everyone that l talked to felt that this Nat.ionals was the best ever. What are your views on the competition? DODGE The competition was very hot and very heavy. I was asked by our Regional Director soon after taking the Meet Director position, what type or competition did I want? A. Did I want a competition that was fun? B. Did l want a competition that was ex· competitive and would pick out who was best? C. Diel I want a competition that was a real struggle for the pilots? I refused to choose a favorite among any one of the three or accept the idea that we couldn't have a meet that would do all three together, and we were dcllnitely successful. No pilot who flew that meet will say thm ii was easy. Nobody, if they really look into their heart, wouldn't say that Rich Pfciffor earned what he

were both disqualified from the Regionals because of a little wing rubbing party they had over Marshall Mountain. How did they get in· 10 the Nationals? DODGE · First of all, I'm glad they got into the Nationals. A black and white decision had been made in a grey area that I didn't agree with. I enfi:irced it, because it was a ruling that was made. I'm not going to argue the right or wrong of how or what was done or anything else. I personally just didn't agree with the ruling. Secondly, how got imo the Nationals was simple. Rich Pfeiffer was pre-qualified for 1he Nationals; he was the highest Competition Point System point earner in the nation. He was already seeded Ill. All seeding was done

Nalional's Meel Direclor Wall Dodge.

Andy Jackson films the ceremonies.

on the C.P.S. points. Those with no C.P.S. points were last and positioned by how they placed in their Regionals and after that another system was used. Chris Price also has a lot of C.P.S. points. When people from the different regions didn't show up and openings in the meet existed, he was one of the first chosen to fill those openings because his C.P.S. points were so high. I was pleased to see it happen. ZURJ JNDEN What suggestions do you have that might make next Nationals even better? DODGE 1) Determine where the Nationals arc to be held more than a few months ahead. Give the individnal producers a long shot at it, so they can go out and search for sponsorship if they don't already have it. I think the USHGA should take upon itself a certain

ABOVE: ,Jell Huey and lies !or fourth. nno,,,c,·n::, CLOCKViflSE FROM UPPER LEFT: Rob McKenzie takes author and photographer John 2'.urlinden for a photo tour. Jeff Huey rounds the clubhouse flag. Female competitor Debbie Renshaw. - Mike Chris Price hoists Meier dumps it on the bull. another son Orion. A Sensor pilot launches. is visible in background.

Chief scorer for this year's meet was Monica Brown.

HANG GLIDING

amount of also. 2) I feel that I he concept o Ccertified versus open class is a joke. It has no place in tion at this time. This turned out to be a real problem. T'hc USHGA rules state that a member of HGMA will be present when ccr·· 11fied class is flown. Wen, I went 10 the HGMA and they chose not to be present. would not elect a member to represent them at this meet. At first I was a little 1ickcd off at them. The more I thought about it, the more I felt made a good choice. were told by the USHGA to do something 1hat simply could not do. can be on site, look at a say whether it is a certified Certification is necessary to know tlrn1 you for the weekend pilot, a saCc product, hut when like batten patterns, which urc not a part of the certification, are it makes that certified class a joke! I made a judgemen1 on Kevin Kcrnohan's that I wish I didn't have to make. I per· sonally feel that gliding should he totally open. Of course certain restrictions should be made in the name of but let's not get carried away with it. If yon arc 10 have a rule, enforce it.. ff not to enforce it, don't have the rule, and don't expect a Meet Director to do world Most Meet Directors arc not the I feel 1hc USHGA put had no right to put clown. arc that anmher body will do something and the other body said "No we won't" so what arc you going to do? The

USHGA couldn't enforce their own rule. '3) Have the of the USHGA show up for this one meet of the year at least for the Awards I would like to take tbis moment to thank Keith Nichols whose help was invaluable, for coming to 1his meet at my req11csr. 4) A protest review board such as the one we used in this meet should he used at 1he next Nationals. It worked very well and we gm excellent decisions from them. 5) Advertising, such as the article that apon 1he front page of the local paper, drew a lot of spectators, and contrary to belief, can be a very exciting spectator sporl. Keith Nichols narrated to the spec1a10rs and i1 was exciting! If it were to get the spcctalors up to the pylons, where the real action is, it would be wonder·· !hi. Those pilots would come cooking in and round the and i1 was 1hrilling. There's cxcitcmcm in this sport, real excitement, and if we have and have the creation of a spectator sport, hang gliding might be part of the We arc participating in a wondcrfol, colorfol sport. To keep it to ourselves is, at the least, selfish and at the mos1, absurd. ZURLINDEN What arc your views on this open class? DODGE The open class was much bcncr this year. We had 14 pilots in open. I think open class is where it's at, I'm sorry to see the top not wanting to compete in open because they don't think the competition is there. Although this also is changing, when

you look at the the list ofopen competitors this year the competition was definitely there. This is the class in which the manufacturers should have thrown in every new device they have. I'd like 10 sec heavier competition in the open class much heavier. ZURLINDEN Do you have any other comments to make about the meet, before I ask you for a complete list of the competing pilots and their final standings? DODGE - Under a star-filled sky, Joh~ Osborne and I sat in John's jacuzzi up in Crestline and came up with another award. The question was posed: Who, ont of all the competitors was the most outstanding individual as far as spor1srnanship, attitude, pleasure to he around everything who would that be? A few names were mentioned and then John said "The one person tha1 s1ands out the most (and i1 was so trne) is Tim Cobb. Typical of Tim's nature, if asked how he did in a round he would say, 'Oh, I lost that round, but I had a wonde1ful time!' " And now, I'd like to thank (in no special order) Monica Brown, Regina Lee, Dawn Lee, Steve I.cc, Kim and Brian Blanton, Jerry Bittner, John Osborne, Mark Jackson, Beth Little, Bettina Crray, John Zurlindcn, Rob McK.enzic and Andy and Juanita Jackson. Special thanks go to the producers of the US Festival and Bill Bennett, Rob Kells, Pete Brock and Bob Trampcnau for their unending support. Thanks to Chris Price and Mike Meier for pre-competition assistance, and especially every darned one of the competitors and last but not least, to God for the heavenly weather!

.-.,..

Place I Pilot

Tim Cobb, winner of this year's "good guy" award.

Glider

l) Rich Pfeiffer

Duck

2) Eric Raymond Chris Price

Comet Comet

4) Mark Bennett Mike Arrambide De Wolf

Comet Cornet Duck

7) Jcff Burnett Bob England Kevin Kernohan Chris Bulger Dave Beardslee Gene Blythe Luigi Chiarani Jeff Huey K.en Brown

Comet Streak Comet Demon Sensor Comet Streak Sensor Demon

16) Mike Meier

Duck Sensor Comet Comet

Stewart Smith Mike 'fudor Ron

HANG GLIDING

Mike Newman Mark Gibson Ted Zinke Mike Benson Steve Lunn

Come1 Duck Comet Duck Streak

John Mucha Rich Rawlings Dennis Yeomans Conrad Agtc Paul Voight Gerry Bell Terry Wilkins Mike

Comet Pro Star Comet Comet Duck Comet Duck Com cl

33) John Debbie Renshaw Dick Cassetta Randy Grove Russ Kidder Scott Greenawalt Dave Little

Cornet Comet Sensor Sensor Comet l'ro Star Streak

40)Dwigh1 Mike Mills Don Underwood

Comet Missile Comet

43) Tim Saloga Steve Stackable Harry Mills

Comet Comet M.eteor

46) Robert Killingsworth Paul Frost Howard Osterlund Steve McQuilliams

Comet Missile Duck Duck

49) Rick McHattie Jim Okomota

Comet Duck

Shannon Raby Carmen Cappclla

1982 U.S. National Hang Gliding Champion: Rich Pfeiffer.

Demon Comet Second place winners Eric Raymond (left) /Hid Chris. Price share a trophy.

l) Rich Burton

Comet

2) Jerry Sturmer Tim Cobb

Sensor Comet

4) Rex Miller Steve Mawhinney Paul Clock Lee Gardner Bill Blood 9) Dean Tanji J.T. Collins

Fledge Missile Sensor Pro Star Sensor Sensor Comet

l l) John Beebe Chris Kastner Dave Gibson

Gosshawk Sensor Centurion

l 4) Betty Moyer

X-140

NOVf'.MBtR 1982

Third placers (left to right) Mark Bennett, Mike Arrambide and Greg DeWoll.

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Up-to-date illustrated information guaranteed to improve vour flying. Written by a USHGA instructor. • HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT * INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN * GLIDER REPAIR • SELECTING EQUIPMENT• THERMALING * MORE. $6.95+60¢POSTAGE. •FLYING CONDITIONS-THE ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE* ROTORS * WIND SHADOW * SEA BREEZES • WIND GRADIENT * RIDGE LIFT *THERMALS• MORE. $6.95 + 60¢ POSTAGE. •HANG GLIDING FOR ADVANCED PILOTS-DETAILS ON: COMPETITION * EFFICIENT TURNING* POLARS• SPEEDS TO FLY * THERMAL TECHNIQUES* DISTANCE SOARING• DESIGN CONCEPTS * MORE. $6.95 + 60¢ POSTAGE.

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•

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

Eleven World Records

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?

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$11.95 + 60¢ POSTAGE FOR TWO Except POWERED $16.95 + 90¢ POSTAGE FOR THREE UL TR ALIGHT $21.95 + 90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1.10 POSTAGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STA TE COLLEGE, PA 16801

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.

DEALER INQUIRIES INVITED

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS BEGINNER Name, City, State

Region

Greg Christensen, Hayward, CA 2 Don Pfaff, Torrance, CA 3 Dave Buchanan, Kailua, Hi 3 Ronald Parigoris, E. Farmingdale, NY 12 Jane Lawrence, Palo Alto, CA 2 Janet Olmsted, San Mateo, CA 2 Doug Neto, Sacramento, CA 2 Brenter Thompson, Jr., San Francisco, CA 2 David Pallavicini, Millbrae, CA 2 Patrick B. Hughes, Wahiwa, HI 3 Stephen Drake, Boston, MA 8 R. Todd Ruffanger, Williamsport, PA 9 Don Southwick, Beach Haven, NJ 12 Gary Yetter, Marshalls Crk, PA 9 Joe Cooper, Carson City, NV 2 J.D. Thomas, Sunnyvale, CA 2 Keith Schopman, Ellicott City, MD 9 Michael J. Demola, Piscathaway, NJ 12 Terry Tibbetts, Selma, OR 1 Jeff Gilkey, Stanford, CA 2 Jim Manning, Lompoc, CA 2 Steve Williams, Bakersfield, CA 2 David Baldwin, Los Osos, CA 2 Mike Beck, Lompoc, CA 2 Tom Greenhaw, Bakersfield, CA 2 Dave Shapona, Millbrae, CA 2 James Best, San Francisco, CA 2 William Richardson, FPO San Fran., CA 2 Ric Perot, Cupertino, CA 2 Gerry Woo, Aiea, HI 3 Dan Evans, Santa Ana, CA 3 Larry Bowers, Helena, MT 5 Paul Neff, Richmond, IN 7 Jerry Bowman, Garrett, IN 7 Robert Armbrust, Aurora, IL 7 Jeff Schartz, Youngstown, OH 9 James A. Barrow, Midlothian, VA 9 William Van Zyuerden, Falls Church, VA 9 Greg Fisher, Kilmarock, VA 9 George Wallace, Seaford, VA 9 Charles Hudson, Burke, VA 9 William Hunter, Yorktown, VA 9 Stephen Vail, Baltimore, MD 9 Jochen Elgen, Washington, DC 9 John Byerts, New Iberia, LA 11 Nicholas Rockwell, Hillburn, NY 12 John Scheunemann, FPO, NY Foreign Linda Eichten, Honolulu, HI 3 Richard Webb, Berkeley, CA 2 Teresa Dowd, Essex Falls, NJ 12 Daniel Ross Dalmau, Sykesville, MD 9

Richard DeWolt, Wahiawa, HI Del Belyea, Belgrade, MT John Van Dine, Sr., Allegan, MI William Van Dine, Hamilton, MI Larry Sitkiewicz, Chicago, IL Robert Randall Page, Salem, NH Walter Mahan, Lowell, MA David Brennan, Dedham, MA Jeff Pelz, Rochester, NY Gerald Ghazi, Dover, NY Jane Lawrence, Palo Alto, CA

5 7 7 y 8 8 8 12 12

NOVICE Name, City, State

Region

Terry Tovar, Oceanside, CA Andy Johnson, Bradford, PA Jai Watts, San Francisco, CA C.E. Schue, Jr., Shasta, CA Gary Mosher, Torrance, CA Andy Holyoke, Yellow Spgs, OH Randy O'Conner, Columbus, OH Jim Mann, Piedmont, SC Douglas Fleischmann, Fairport, NY Jody Meacham, Sea Girt, NJ Daniel Hegglin, San Jose, CA David Totten, Placerville, CA Donald Leech, Cornwall, NY Ibrahim Velutini, Clarkston, GA Larry Jorgensen, Sumner, WA William Firth, Oakland, CA Chris Claro, Monrovia, CA Curt Larson, Layton, UT Mike McGough, Shell, WY Paul H. Eikens, Caledonia, MN John McGriff, Red Bank, TN Christopher Brasher, El Paso, TX Gordon Gibbs, Colton, OR Mike Faria, Davis, CA Paul Evander, Tahoe City, CA Robert Haveman, Manteca, CA Mark Eduard Coats, Rohnert Park, CA William Sheffield, San Francisco, CA Michael Bulat, Palo Alto, CA Mike McDonald, Hayward, CA Greg Christensen, Hayward, CA Patricia Mabie, Trout Run, PA Terence Kennard, Hampton, VA Curt Johnson, Cherry Pt., NC Elizabeth Gawlik, Houston, TX Jim Taulman, Arlington, TX Richard Hall, Springfield, OR Kudy Rockett, Ponca, OK

3 9

2 2 3 9 9

10 12 12 2 2 12 10 1 2 3

4 5 7 10

4 2 2 2 2 2 2 2 2 9 9

10 11 11

1 6

Mark L. Kenworthy, Renton, WA Jeannine Towler, Charlottesville, VA 9 David Rowland, Lewiston, NY 12 Eileen Ryan, Seattl_e, WA I Gene Gustafson, Anchorage, AK Kirk Mohror, Spokane, WA Ute Cheuvront, Fresno, CA 2 Joseph Chmura, San Francisco, CA 2 Tom Delany, Tollhouse, CA 2 Patrick Bouard, Pacific Grove, CA 2 Eric Worrell, Pleasant Hill, CA 2 Mike Orth, Glendora, CA 3 Glen Kelley, Roy, UT 4 Robert Klinger, Hatfield, PA 9 James France, Gahanna, OH 9 Wallie Carpenter, Helena, AL 10 Tom Parsons, Winston-Salem, NC JO Steve Atrawi, Berkeley, CA 2 Ware Fuller, Kahului, HI 3 Phil McMeans, Costa Mesa, CA 3 Jeffrey Hansler, Huntington Beach, CA 3 Gregory Slater, Downey, CA 3 Timothy Hall, San Diego, CA 3 Steve Koji, San Diego, CA 3 Wayne Johnson, Ogden, UT 4 Richard Johnson, Ogden, UT 4 Klay Lund, SLC, UT 4 Jeff Haworth, Nampa, ID 5 Jon Jeffrey, Hazelwood, MO 6 Michael P. Foeller, Aurora, IL 7 Craig Carlson, Traverse City, MI 7 Orlando Stephenson, Grand Rapids, MI 7 Douglas Krutzikowsky, Porter, IN 7 Bruce Davignon, Muskegon, MI 7 Dan Lidgard, Grand Rapids, MI 7 Frank Babbott, III, Shelburne, VT 8 Kevin Werbalowsky, Charlottesville, VA 9 Robert Fuller, Woodstock, GA 10 Richard O'Brien, Delco, NC 10 Harold Airington, Odessa, TX 11 Quentin Fleurat, Thorn wood, NY 12 James Copson, APO, NY Foreign Keith Heavilin, APO, NY Foreign Bryan Heavilin, APO, NY Foreign Clifford Wilson, Independence, MO 6 Kellar Hatch, Layton, UT 4 Frank Waldenmaier, S. San Francisco, CA 2 James LeRoy, Evanston, IL 7 Edward Ruzynski, Washington, DC 9 Mark Olson, Fredericksburg, VA 9 Karen James, N. Bellmore, NY 12 Dennis Morrison, Albuquerque, NM 4 Cary Lane, Las Cruces, NM 4 David Bracht, Green Valey, AZ 4 Jeff Fawcett, Ree Hgts., SD 5

HANG GLIDING

David Gills, Volant, PA Larry Everly, Sr., Altamonte, FL Phil Wiseman, Cedar Park, TX Terry Riforgiate, Lombard, IL Peter Cheng, Los Angeles, CA James Orth, Glendora, CA Steve Ditter, Tempe, AZ Reinaldo Conde, Chicago, IL Patrick Barry, Royal Oak, MI Max Behensky, Boston, MA Timothy Stephens, Burlington, MA Kenneth Massey, Odessa, TX Jerry Martin, Dayton, OH Marshall Kono, Ft. Devens, MA

9 10 11 7 3

3 4 7 7 8 8 11 9 8

INTER MEDIA TE

Name, City, State

Region

Donald Miller, Seattle, WA 1 9 John Harper, Malvern, PA Michael Clark, Charlotte, NC 10 C. Neal Tharpe, Charlotte, NC 10 J.J. Davis, Jr., San Diego, CA 3 William Henderson, Aurora, CO 4 10 James Coan, Creston, NC 11 Carl Boddie, Houston, TX H. Alfred Worsfold, Wayne, NJ 12 5 James Schmidt, Casper, WY Ron Ober, Novato, CA 2 James Hill, Tulsa, OK 6 Mike Cabbage, Bellingham, MA 8 11 David Stambaugh, Houston, TX 12 Paul Howard Allen, Johnson City, NY Gary Vandenberg, Altadena, CA 3 Daniel Bond, San Francisco, CA 2 2 Robert Jendrey, Jr., San Jose, CA Timothy Seeling, Breckenridge, CO 4 4 Tom Gardner, Salt Lake City, UT Foreign Clint Pickett, APO. NY Jerry Davidson, Salt Lake City, UT 4 I John Pitt, Tacoma, WA Kerrie Peck, San Francisco, CA 2 Tim Fleming, Fresno, CA 2 Joanne O'Donnell, San Diego, CA 3 Ben Burrill, Charlotte, NC l] 2 Salvador Lopez, San Jose, CA David Pickwick, Newport News, VA 9 Ken Chambers, Fulton, MC 9 Rob Young, Kent, WA Rainer Malzbender, Boulder, CO 4 Rick Wade, Roanoke, VA 9 Nelson Howe, Durham, NC 10 George Adams III, N. Syracuse, NY 12 S.P. Maybury, Calgary, Alta., Canada Foreign Arthur Perkins, Bellevue, WA 2 Robert Isenhour, Columbiaville, MI 7 Verl Speer, Southgate, MI 7 Timothy Little, Middletown, CA 2 Rob Trask, San Luis Obispo, CA 2 3 Steven Mitchell, San Diego, CA Mike Fink, Carlsbad, CA 3 3 Barry Taylor, Anaheim, CA

NOVEMBER 1982

Michael Kunitani, Oakland, CA Patrick Reardon, Ketchum, ID

ADVANCED Name, City, State

Region

Marcos Chamoum, Chicago, IL 7 2 Robert Knuckles, Redding, CA Charles Mitchell, FPO San Francisco, CA 2 Bob Pifer, Placerville, CA 2 2 Ivan Wick, Santa Rosa, CA Brad Green, Mesa, Az 4 9 Eric Newhard, Coopersburg, PA Mike Chandler, San Diego, CA 3 Ken Steinhoff, Philadelphia, PA 9 9 Robert McDemus, Macungie, PA Paul Clock, Bellevue, WA 2 John Greynald, Thousand Oaks, CA 3 William R. Arras, Bend, OR Robin M. Ritter, Bend, OR Dave Williams, Bend, OR Kenneth Johnson, Oceanside, CA 3 Ines Roberts, Santa Barbara, CA 3 Sean Riley, Hobbs, NM 4 Henry Sullivan, Mtn. View, CA 2 Bill Roufs, Whittier, CA 3 David Dunning, Little Rock, AR 6 James Wright, San Diego, CA 3 David Ramirez, Dearborn, MI 7 2 Jim Evander, Tahoe City, CA 2 James Leech, Sunnyvale, CA Mark West, Woodland Hills, CA 3 Larry Strom, Spokane, WA 1 Stephen Shields, Heidelberg, Foreign W. Germany Rod Stafford, Santa Ana, CA 3 David Dixon, Costa Mesa, CA 3 2 Jerry Sorenson, Sacramento, CA Mike Bates, Norwalk, CA 3 Tim Finnigan, Chattanooga, TN 10

OFFICIALS

EXAMINERS Name, City, State

Region

Robert Deffenbaugh, Gaithersburg, MD

OBSERVERS Walt Dodge, Arcadia, CA Dave Wiese, Solana Bch, CA David Ramirez, Dearborn, MI James Leech, Sunnyvale, CA Fred Permenter, Cockeysville, MD

3 3 7 2 9

INSTRUCTORS B - Basic A - Advanced * - Recertification Ted Hill (B), Carson City, NV Steve Cheuvront (B), Fresno, CA David Shelton (B), Marina, CA Al Hoffman (B)*, Stateline, NV Dennis Owen (B), Rock Hill, MO Tracy Gasperini (B), Ft. Bragg, NC Neal Atkinson (B), Boulder, CO Jack Sedlak (B), Reno, NV Tad Eareckson (B), Sunnyvale, CA Cindy Drozda (B), Santa Monica, CA David Capron (B)*, San Francisco, CA

2 2 2 2 6 10 4 2 2 3 2

(cmuinued from page 15)

(Chapter News) recent deployment. His 24' D.A.R. saved him after weird aerobatic attempts. The negative g loading broke both leading adges. There are no aerobatic gliders, yet. An unnamed Connecticut pilot dived to a New England distance mark. A Pro Air flew from Talcott Mountain (Conn.) to Jamestown (RI) in a 77-mile effort. The harness was supine. Who is the pilot?

Newsletter Coastal Conders (#84) P.O. Box 828 Marina, CA 93933 Jim Johns, Pres./Ed. The San Luis Reservoir site was sporadic in July and August. Good days do happen though. For instance: Dennis Hibdon gained about 4,000' and almost made it to Los Banos; Tom Call got a five-hour ride, and (on Aug. 10) Jim Johns gained 3,500'. . . , (co11ti1med Jrnm page 22)

(USHGA Reports) back to the set-up area with my modification. The next day Pat had me in a training class with other students. So I not only stayed with him but got a free lesson to boot. Greg took me out to see the 1981 Nationals. After a little house break-in we were on our way. And there I met another hang glider named Janette who waited to give me a ride back from the takeoff to the campsite. Is that all of the hang gliders? No! I cannot name all the ones I have met or will meet. Some of them don't fly. But they are hang gliders just the same, like Joe, the farmer, up at Ellenville. They know what is out there, never having been there. But have any of us been there? Maybe we don't know as much about the sport as they do. I hope some day I'll be a hang glider or as some say hand glider. Until I know for sure, I love you baby wherever you are. Hang loose! ,-..

ULTRALIGHT DIVISION

flying for the fun of it is back and the AOPA ULTRALIGHT DIVISION will help keep it that way

r - - - ----------------------------------------------, .-------CHARTER MEMBER APPLICATION-----MEMBERSHIP APPLICATION

UlTRAUliHT DIUISIOO lox saoo, ..ttweda. 1110 2oe1,

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Recently, I received an anonym011s phone call from Barbara Graham. She asked me if I wanted to have a good time. Quite a few things began flashing through my mind, bl!l before I had time to say anything else she told me what she meant. It turned out that there was going to be a talent show at Hang Might in Santa Ana on the 26th of August. She thought I enjoy it. Before I had time to ask just exactly what was going on, or what time this was going to happen, or for that matter, how to get to this place, she hung up. "Whatever," I thought. No one could figure out why I had such a frightened look on my face when I finally arrived at the shop. I was too embarrassed to tell them that for the last two hours I had been lost in one of Santa Ana's finer Ifispanic-Amcrican neighborhoods. I was terrified to stop for directions. When I g01 there, I noticed that the shop was right across the business complex from Wills Wing. I quickly hid my UP cap (a gilt). Inside, there were people running in all clirec·· tions. Some were putting on make·up, others were practicing their lines. Barbara Graham was finishing 11p the backdrops. I could spot Moyer right away because of the way she was pulling her hair out. She was the coor· dinator of the show. She wasn't sure whether half the people she needed would show up and a lot of her supplies wcrcn 't there yet. She let out a sigh of" relief when a man walked in with an eight-foot long snake a boa. "llow nice," I thoughr, until I realized that i1 wasn't rub· bcr. All Betty said was, "Hey great! I'm glad to see you made it." This was as she was hanging it around her neck. Instead of asking what that was going to be used for, I lcfr to get a

beer. When I got back, much later, things had smoothed out to a professiom1l hum. Considering that they also were selling beer here, I felt that [ was in the correct shape for the weirdest they had to throw at me. My confidence was shattered, of course, when the firs1 act turned

NOVl:MBER 1982

TOP LEFT: Eric Fair (lefl) and Betty Moyer discuss the difflcully in finding talent in the hang gliding world. TOP RIGHT: Anne Cox enchanted the audience with her harp. CENTER: Ed Daly as mime. ABOVE: Lester Washburn displays the most prominent hang gliding skill.

0111 to be a nose-horn. No, don't ask. Some of the acts that stand out in my now battered mind ,are: a stand-up (or sit-down) comic and a heart-rendering version of "The Test-Pilot Blues." J\.s always, I ,ester Wash· burn showed olT just some of his far-reaching talents by drinking a six·pack of beer through every orifice imaginable. There was a dramatic reading by Scott Smith and Rick Culbertson, subject: Superchickcn. Rick provided the chicken sounds. Of course, I can't dream of writing this article without mentioning the excellent, concert-quality, piano playing of Chopin's A-flat Polonai8e by Gil Dodgen. If I didn't mention it, this wouldn't get published. Barbara topped this off(or untoppcd) by doing a strip-tease. I was sure I saw the end so I got up to leave. A fellow next to me said, "Where are you going? There's still act two to go." Oh. Act II, though, lived up to the reputation of the first. There was a sword duel skit, saved by a girl in a wet T-shirt. There was Anne Cox who played the harp. I can't think of anything funny to say about her because she was just plain excellent. She was afraid that the crowd wouldn't like her "boring" music. Everyone went wild. There was a gorilla debate. Again, don't ask. To top the evening off though, there was an act that I'm sure people from all over would have paid to sec if they had known. Dave Beardsley became Dave De-Beardsley. that's right. Shaved it right o/T. There was one complaint, though, from a conservation group, claiming destruction of a natural habitat. In· credible. Anyway, the thing turned 0111 pretty well. A lot of people (maybe 150 or 200) showed up. They sold "Talent Show" T-shirts, programs, sandwiches, and lots of beer. All proceeds went to help the 1983 Hang Gliding World Team. Betty Moyer and Eric Fair put a lot of effort into this extravaganza and pulled it off pretty successfully. Luckily, though, this was billed as the first and last talent show.

• I 1

I have been actively involved in hang gliding since my fledgling flights in 1975. I believe 1hat and sclf:rcgulation arc im· portant if we are lO keep the sport alive and as it is today. I foe! that the separation of hang from ultralight was a major and necessary step in maintaining our selfregulated status and applaud the USI-I<,A for its diplomatic handling of a delicate situation. As past president or our locul hang gliding organization and as a lJSHGA Certified In· structor, I have had several dealings with the USHGA in various respects. Although results were usually satisfactory, I found the process of achieving those results lengthy, laborious, and sometimes unfruitful. However, I'm not one to criticize, but to for change and I believe tbc USHGA should involve itself more in the organization and regulation of USHGA sanctioned competitions. I could go on at length about this subject, but will refrain from doing so for lack of space! Most of those involved in bang gliding prcfor the easy-going unencumbered existence thm goes hand-in-hand with the sport itself. Therefore depend on the USHGA to look

af1er their 'T'hat is a tall order, and one I would like very much to be involved in. Alaska may be a remote spot on the world map, but we arc interested and involved, and would like a voice in the decision making processes of the USIIGA.

I'm from Northern California where I have done most of my flying during 1he last four years. As the Secretary/Treasurer for the Bay Hang Gliding Club I have seen the benefits or our National organization in helping local associations deal with neigh·· borhood authorities. I have experienced the frus1 rations of' moving through all 1hc red tape to help maintain and establish new flying sites. I'm a recreational flyer and as such I sec the need for non-financially involved individuals to sit on the board to hdp balance the views of the pleasure fliers from those of the competition pilots, manufacturers and others that make hang gliding their livelihood. I own and have developed my own insurance firm so l understand organizational problem solving and have the means to folfill the duties of a board member. I hope to represent our region

to the best of my abilities and experience and actively seek your support.

USHGA Member since 1972. Hang IV rated. Both Instructor and Observer. President of Nonbern California Hang Gliding Association since 1982. Active member of Sierra Pacific Counsel since 1979. Participant and competitor al: (1) year at the Owens Valley since inception; (2) Telluride, Colorado competition; (3) Grouse Mountain British Columbia competition; (4) Every Regional competition in Northern California since 1979; and (5) Last two years USHGA Na·· tional Competition. Total flying time estimated at 3,000 to 4,000 bours. Member of the Flying Cassctt.a Brothers, a five-member team of family air junkies originating from Elmira, New York. Past secretary and board member of $40 million Mather Federal Credit Union. Presently President of Castagnola Family, Inc. Hornes for Boys. Presently Board Member of Big Brothers/Big Sisters. Presently Chairperson of the Supervisory Committee of the Churchmembers Credit Union. Former Vice· President of the Capital Trial Lawyers Association. Own all of the shares of stock in Pilot's Supply, Inc., presently doing business as IIang Gliders of Sacramento. The next hang gliding trip includes Tibet and Nepal early in May of 1983.

I first learned to fly hang in Alaska with my brother in 1975. Since then l'vc devoted most of my life to absorbing all of the information that I cun find that has to do with hang gliding, as well as putting in over I 00,000 miles on the road travelling to most of the major Hying sites all around the country, and have competed in major events since

1978. HANG GLIDING

concerns are to continne to push for to encourage the already excellent efforts on local site work by the clubs in my area, 10 be helpful in national and internal ion al projects, and 10 be open minded at all times in relation to hang gliding affairs. Membership growth is a priority considernrion, and an important part of the public relations work planned.

I currently live in Escondido, and am employed with Ultralitc Products as sales manager. Working from such a position ir will be ca,y for me to handle all correspondence and day-to-day USHGA business through my office. Whether I'm at the office talking to people within the industry or on the road visiting pilots at local flying sites, I will readily provide that vital link of communication be> tween the members and the Directors of the USHGA. As a USHGA director for Southern California, I will attend every meeting, and work hard to make the association more effective in providing tangible benefits for its members.

I, Bettina Gray, hereby announce my desire to represent Region 3, Southern California and Hawaii, in the forthcoming United States Hang Gliding Association 1983 elections, and will serve if chosen for 1he office. I have been a hang glider photographer since 23 1971, and have illustrated many books on hang gliding; my work has been on exhibit at the Smithsonians' J\ir & Space Museum in Washington, D.C., and I am associated with foreign hang gliding publications.

NOVEMBEI< 1982

Ratings: Instructor, Observer, Master Pilot. gliding since 1973 over 1,000 hours, 2,000 X-C miles logged. Private pilot since 1971. Arizona Hang Gliding Assoc. (USHGA Chap1er //11) Charter member, past president, vice-president. Owner of Desert Hang Gliders. Professor of Geology, Glendale Community College, 1968 to present. Education B.S., M.S. in geology. Married, 3 children. 38. I have been nominated to nm for Regional Director of'Region 4. If elected I would gladly serve the position. I have been a strong and vocal supporter of the USHGA since the ground skimming days, voicing my opinion, writing articles, writing letters of support, and soliciting new members. My hang gliding activities have been about as and diverse as one can get without going on the competition circuit. One point I would like to stress is that I am an acrz',ve pilot, as ofi:en as the weather will allow. Com· I have tried to be moderately active, participating in the first two Owens Valley Classics, and in virtually all of the state and local meets (I did manage to win the Earl Benefit Fly-In in 1978 and the Arizona X-C Contest in 1981, have earned the USHGA Lilienthal gold-double diamond award, and presently have an application pending for the World Distance Record of 141 miles). In the last competition held in Arizona

I was one of the two meet co··organizcrs. As most Phoenix area pilots (and readers of Hang Gliding magazine lct.ters to the editor) are aware, my viewpoints arc strong: I) The USHGA is the cornerstone of the sport and needs every ounce of support it can get. 2) Regardless of the politics in volvcd, ALL manufacturers and dealers should support the USHGA to a greater extent. 3) USHGA is for hang glider pilots not ft1r ultralights. I\) Competition is an integral pan of the sport and needs to be promoted and supported. 5) Local clubs need a closer working relationship with their Regional Director. 6) Positions of authority, at the local, regional, and national levels should be held currently active hang glider pilots. In regards to hang gliding: My personal goals arc ( 1) to fly more than 250 miles, (2) soar across the Grand Canyon on an X-C flight, and (3) some day fly in a competition as a representative of the U.S. My political goals are (l) to help strengthen the USHGA through direct personal involvement and (2) try to get the Regional Director's job on a more personal level.

I accept the nomination for Director of Region 4 and will serve to the best of my ability if elected. I started hang gliding in 1974 in the Phoenix area. I hold a Basic and Advanced Instructor's certificate, and am an Observer and Examiner. I have held a Master card since 1979. I was part of the five-man team that flew the Grand Canyon several years ago (May 9, 1976 see Hang Glidin!{ magazine Sept. 1978). I am interested in the pursuit of self regulated foot launched flight. I would really like to see the national parks open up to hang gliding and might be particularly helpful in doing so.

Having been, since 1975, and am currently active in basic and advanced instruction, I would be interested in the future of safe instruction. I am currently employed by Sky Hound Hang Gliders of Phoenix. I also work as a free lance heavy construction estimator/engineer. I am 35 years old and active in the sport of foot launchecl flight. I have approximately 50 hours of ultralight flying and am aware of the ultralight versus hang gliding problems.

I have been involved in hang gliding for six years, 2 years towing and 4 years mountain flying. I presently have the following USHGA qualifications: Advanced rating, Certified Instructor, Observer, Examiner. From the time I joined the USHGA I have made an effort to promote the sport of hang gliding and its If elected I would like to work toward more organized flying activities within our region, other than all-·out competition, so that more of us could get to know each other as fellow pilots who have one thing in common, the joy of free flight. Competition is a great and necessary part of hang gliding. However, not all of us are interested in only that aspect of our wonderful sport. I do consent to be nominated as Regional Director of Region 4 and if elected, I will serve.

greater Boston area and one in Ossippee N.H. Member or GSI until the transition to USHGA and a member of USHGA until the present time. Achieved hang fom in l 976. Was certified as an instructor by GSI and hold a USHGA advanced instructor's rating at the present time. My feelings at the present time arc that while regulation is a necessary evil there must be more checks and balances in place to con·· trol the regulators. While students must earn their ratings honestly it would seem imperative that the people who have assumed the responsibility or observer or instructor either make themselves available for the task or relinquish the position. [ am opposed to the whims of the observer/instructor taking precedence over the ability of' the student and would like to sec some hard and fast rules regarding the refusal of a rating.

In 1974 I started flying and began dealing hang gliders in 1975. In December, 1975, I dropped my hang glider dealerships and started working for Aeolus Hang Glider, Inc. as an instructor. In April, 1976, I attended the first USHGA Instructor Certification Progrnm and became one of the first 1hirty instructors ccnificd by the USHGA. In December, 1976, I acquired stock in Aeolus Hang Glider, Inc. and from then until February, 1982, I built, designed, test flew and instructed hang gliding. In February I resigned from Aeolus and became nothing more than a normal run of the mill whacky hang glider junkie. Currently I am an Observor, an Advanced Instructor and a Hang IV (whoops) Advanced pilot. Ir elected as Regional Director, I would try to improve the badly needed communication bet.wc(1\1 the USHGA, its members, clubs, businesses, and the public. I would try to organize and schedule events in this region well in advance and try to bring meets back to the non-professional.

8 President of Aeolus Hang Gliders Inc. This school was incorporated in l 97"i; the company is also the last East Coast manufacturer of flex wing gliders. The school's basic course is a six-hour presentation with extended training available if requested. The Aeolus school instructs an average of 1,500 people each year. The school has two training sites: one in the

I would like to be your next Region 9 Director and am solicit.ing your vote in the upcoming elections. My background in flying started with jct fighters, then bombers, and lastly, transport aircraft, which led to my present job as a pilot flying DC 9-30's for US Air. I have been active in hang gliding for just over three years and currently hold an Advanced rating, Basic Instructor, Observer and Examiner certificates. I presently fly both powered and non-powered equipment and

believe there is a proper place for both (not at the same place and time).

I actively support the goals of the USHGA and if elected, I promise to attend all board meetings and present your ideas and criticisms in a fair and firm manner. I also believe that I have something beneficial to offer to the USHGA and consequently all hang glider pilots. Your vote would be appreciated and not forgotten.

Most of my pilot friends tell me that they have known since the age of about three that they wanted to fly. Although I was a late starter (it took me until I was 30 to discover the joys and rewards of' llying), I have been making up for lost time! In the three years since then, I have spent two years on the Board of Directors of' the Capitol Hang (ilider Association, including one term as President. I have been both meet director and chief judge for two of our regional qualifiers, and a volunteer worker at the 1980 Nationals in Ellenville, NY. Also, I am an adult advisor to Troop l 9(n of' the Aviation Explorers of Gaithersburg, MD. Finally, I have been an Observer for a year and a half. My philosophy about hang gliding is quite simple: I believe strongly in personal freedom HANG GLIDING

in all mntters, cspcch1lly i1ying, and l aim to sec as little intervention in our sport as pos .. siblc, except where irresponsible actions on anyone's par1 adversely uffec1s others. l would appreciate the suppon of ,.1] those in Region IX who share my view.

gliding alive and active. Please vote because yonr vote works for you.

WHOLE AIR is for the soaring pilot. Whether you foot-launch, tow, or ultralight power, you11 the Leading Edge

you11 have by reading WHOLE AIR. If it fly it, WHOLE AIR the ONLY that

I've been hang gliding for 10 1h years. Alier soloing in a plane, bomernadc 18' standards led 10 my experiences in the Army 82nd Air .. borne and Sky Devils j11mp club. ft was then I saw the need for organization and activeness. My Ottn award and Observer signoff paved the way to enable me knowledge for an Ad· vanccd rating and life membership in USHGA. Although I've flown various rigid and flex wings, currently I'm a UP Comet. In the past I have towed on a stationary winch and the new Skyting method. Many hours of flight have also been logged in different ultra .. lights. One of my best fliglm in hang gliding was to soar for over one hour to earn my Order of the Raven /\ward at Grandfather Mountain. Region 10 is a great place to fly. It has the for the future. potential of great distance It could have some problems also. As your Regional Director, I'll carry out USHGA policy and help with the needs of the p;lider community on all levels he it pernonal, club or state related. Ratings and the entire USHGA structure is very imponant. You arc very im .. porrnnt also. Tomorrow you may be the sport's spokesman for preservation. Let's get involved with the first step being this election. Fill out yom election ballot and keep hang

NOVEMBER 1982

I have been in the hang gliding business since 1974, operating Freedom Sports, dealers fbr most manufacturers of hang gliders and related accessories serving the southeast U.S. and the Virgin Islands. I am a Hang V, Observer, Special Observer and Examiner with the USHGA and a member of the North Carolina Hang Gliding l\ssn. I have flown in four difkrent countries and have a successfol history of competition placing second in the '75 Nationals, sixth in the '77 Nationals and in the top 10 in almost all other competitions flown. I broke the East Coast altitude record via hot air balloon in 1975 and initiated the establishment of the Grandfather Mtn. flying team with John Harris. I hold Order of the Raven 1/3. I've been active in hang gliding continnous .. ly since 1974 and seek the privilege of maintaining active involvement in the sport via the Regional Directorship. I believe I have the resources necessary to be an cflective and successful Director: the ability to listen, the abili . ty to communicate, and the ability to act upon decisions made. I will be able to attend all national board meetings and plan to be a constructive part of the meetings, not just another inrngc propped in a chair against the wall. I plan to travel to the Virgin Islands and in .. stigatc a program designed to unite the fliers in that remote part of Region IO with the rest of the Region, allowing them opportunities to represent their area in regional and national competition. If elected, I plan to unite Region 10 with one simple tool: communication.

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Dealer Inquiries Invited

HARRIER 177 - Good condition. Gold/brown/white. $1000. Mike, (805) 496-5549.

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

LANSOR 170 - $500. Almost new. Call Terri Tait at (213) 273-9920, X26l.

FRESH AIR FLIGHT SCHOOL Personalized USHGA certified instruction and observation. An alternative hang gliding establishment meeting all of your flying

LOOKING FOR A USED GLIDER? SELLING YOURS? Doug Hertzog's Hang Glider Referral Service now operating NATIONWIDE! (213) 436-4891. Distance calls returned collect. PHOENIX 6C - Excellent trainer - intermediate glider. Very clean. Must sell quickly! $300. or make offer. (503) 345-8400. CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruin· ed bushings, bent bolts (especially the heart bolt), re-used 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 AIRTIME HANG GLIDERS CLEARANCE SALE Duck 160, New.... . .......................... $1995 Sensor 510, Like new ............................................... 1650 Harrier 147, Demo ................................................... 1395 Raven 229, Demo................................... 1095 Comet 165, Clean.................................................... 995 Dragonfly MK IIB, Good......................................... 450 Offers and Trades Considered. (503) 636-9275. 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. COMET 165 - Excellent condition. Low ainime, $1300. Will ship. (213) 869-2282 day, (213) 863-4218 night. COMET 165 - Fresh from complete inspection. Don't miss this one. $1100. For details, (714) 488-5325. COMET 165 - Good condition, never damaged, $1,000. (714) 987-8291, after 6 P.M. DEMON 175 - New, excellent condition. Includes UP CO· coon harness, helmet and bag. Priced to sell fast, $ l 300. (503) 345-8400. DUCK 180 - 25 hrs. Red & white. Comet 185, red & white. Colver vario, Thomrnen altimeter, (303) 494-7164, Boulder, CO. DUCK 180 - 6 hrs. airtime. $1800 or offer. Colorado, (303) 989-7381, evenings. DUCK 180 - $1825. Raven 209 - $950., SST lOOB $445., XC 215 w/Soarrnaster- $1150., Condor 224 wlsoar· master - $1250., C5B w/Soarmaster - $1100., Sun 3B $350., 168 Spydcr - $530., '82 Pterodactyl Ascender, 20 hrs. - $4950. Harnesses, helmets, parachutes - POR. Eastern Oregon Ultralights, 500 SW 11th, Pendleton, OR (503) 276-2329.

PHOENIX 6 - Good beginner. $500. E.S.S. rapid deploy· ment B.U.S. on Price prone harness, $350. (213) 865-9267. 81 PROAIR 180. Exe. Cond. $1250. (303) 539-3335. RAVEN 229 - $950. Sky blue, dark blue L.E. Cirrus 5-A, $500. Royal blue, white tips, dark blue cenrer. Both gliders are in excellent condition with very little air time. Minneapolis, Home - (612) 937-1754, Office - (612) 872-4311. RAVEN 179 - Excellent condition. White, gold, orange, red. $800. (213) 883-2529. RA VEN 209 - Excellent condition, keel our, brown, red, yellow, white. $700. (714) 658-6884, work, (714) 652-6811, ask for Ray Eichler. SEAGULL 1979 10 METER - Excellent condition. Harness included, $795. (215) 789-5336. SEAGULL 10 METER 1979 - Excellent condition, spare down tubes. Make offer. (714) 979-1675. SENSOR 2 JO - 134 sq. ft. Great for small person 90-135 lbs. Excellent condition. Must sell, $750. best offer. Will ship. Call Roy, (808) 637-9291. SENSOR 510 - (180 sq.) Will ship. $1100. Tom, (704) 264-3600 or 7668. SENSOR 510 - 165 sq. ft. with variable billow $1500. Jerry, (805) 687-4397. SENSOR 510 - 165. New, paciftc blue lower, blue, anodized special, will ship, $1800. (715) 262-3065. SKY SPORTS PEREGRINE 167 - Top performer, double surface, floating x-bar, rotating keel. White top sail, dark blue leading and keel pocket, light blue lower surface. Excellent, $900. (304) 466-1219. SPYDER 192 - Excellent condition. $400. (714) 987-8291, after 6 PM. STRATUS VB 164 $1100. (206) 324-9392.

Excellent condition, very quick.

WILLS WING NO. 680 - Excellent condition. Little use. Complete, $400. (513) 423-1739. Middletown, Ohio.

Schools and Dealers ARIZONA DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. SKY BOUND HANG GLIDERS - Full time, full-service shop. New and used gliders and equipment, certified instruction, repairs, accessories. 10250 N. 19th Ave., Phoenix, AZ 85021. (602) 997-9079. CALIFORNIA

ELSINORE VALLEY HANG GLIDING CENTER has many near new and older model hang gliders in stock. All are in good to excellent condition. Prices start as low as $200. Several American Aerolights Eagles, a twin Chrysler Trike witha Centurian glider and a Quicksilver never flown. Call for details. All prices open for negot. Day: (714) 678-2050. Night: (714) 781-9222. Training available. FLOATER 185, 1979 - Low air time, excellent condition - Odyssey prone harness - Litek vario - BUS parachute, all like new, $800. (717) 677-6714 5 PM to 6 PM EST. HARRIER 177 - Gold and white. Price prone harness. Both excellent cond. $1000. or best offer. Pat, (213) 332·3639.

needs -

including expert repairs at realistic rates. Call

BRIGHT STAR in Santa Rosa at (707) 584-7088. HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, c,>;._ (714) 542-7444. HANG GLIDER EMPORIUM SANT A BARBARA (Formerly Channel Islands Hang Glider Emporium) Quality instruction, service and sales since 1974. Full sto.ck 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 & equip· ment are available! For information or catalog) write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL - USHGA Certified instructors, observers serving Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or wrire for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment pro,•ided. We Believe-SAFETY FIRST! MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of mission ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656.

SKYWORKS HANG GLIDING & ULTRALITE AIRCRAFT of the South Bay Area offers you Certified Instruction - Sales - Service. Major Brands. 521 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 flight simulator which allows you to learn basic flight maneuvers before committing to free flight. USHGA certified. Call or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. WINDSPORTS INTERNATIONAL, INC. since !974 (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 9141! (213) 789-0836. COLORADO FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since 1974. Major Brands, Sales, Service, Professional Instruction. Fly "Earl's Ranch". Box 38, Hesperus, CO 81326. (303) 533-7550. CONNECTICUT AIR WISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presen·

ration available. CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and U.P. USHGA certified instructor.

ELSINORE VALLEY HANG GLIDING CENTER Certified, experienced instruction, foot launch and power. Sales for major manufacturers. Major repair facilities. Flight instruction and repairs performed under the supervision of FAA licensed management to manufacturers and aircraft standards. Day phone: (714) 678-2050, night: (714) 781-9222.

HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Certified instruction, sales, and service. (808) 373-2549. MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-l27l.

HANG GLIDING

TRADEWINDS HANG GLIDING - Box 543, Kailua, Hawaii, 96734. (808) 396-8557. IDAHO

Dealers for Eagle, UP, Flight Designs, Delta Wing and Soarmaster. 24851 ,v1urray, Mt. Clemens, Ml 48045 (313) 791-0614 - Since 1975. MINNESOTA

SUN VALLEY SENSOR - New and used Sensor 510's. Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 726-5399. TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - Sales of new & used U.P., Bennett, , Seedwings & Centurion gliders, accessories - Site info. and ratings. "Come Fly With Us" - Box 746, Nampa, ID 8365 l, (208) 336-9492.

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

ILLINOIS PROAIRIPROSTAR/FLEDGE III/FOX BAT sales, service, flight accessories and Ball variometers - i\1idwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (312) 244-0529. MICHIGAN

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 AERIAL TECHNIQUES, Rt. 209, Ellenville, NY 12428, (914) 641-3344. Come visit Ellenville. Learn to fly at our new training facility or challenge the mountain with your thermaling and X-C skills. Complete inventory of gliders, accessories, and replacement parts. Quicksilver ultralight sales and instruction. Open all year.

ECO-FLIGHT HANG GLIDERS AND MICHIGAN MOTOR GLIDER continue our FREEZIN' SEASON SALE with substantial savings on gliders, ultralights, windsurfers and accessories, including Wills Wing, U.P., Flight Designs, Pterodactyl, and Manta. We ofTer U.S.H.G.A. & F.A.A. certified instruction, complete pans and expert repair service, windsurfer rental, sales, and instruction. 493 Lake St., Benzonia, Michigan 49616. (616) 882-5070. SOUTHEAST MICHIGAN HANG GLIDERS - Sales and instruction in Ultralights, Free Flight and towing.

THE WELCOME MAT IS OUT at Mountain Wings, the Ellenville area's newest and largest shop for hang gliders, ultralights, RC gliders and more. Located just off Route 209 on Main Street, Kerhonkson, our product lines include Flight Designs, ProAir, Manta, Seedwings, Stratus. Top notch instruction programs with audiovisual teaching aids. Mountain Wings, Box 1022, Kerhonkson, NY 12446. (914) 626-5555. NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nagshead, N.C. 27959 l-800-334-4777, in North Carolina, (919) 441-4124. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginning/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock.

13 good reasons why

theNE.""Altimaster IV should be on your flying machine

PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866. TEXAS AUSTIN AIR SPORTS - Certified hang gliding instruction. Glider sales & equipment. (5 l 2) 4 74-1669. AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954. ELECTRA-FLYER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Spores, 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. LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. 2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159. UTAH AERO SPORTS INC. - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 364-5508. WASATCH WINGS INC. - Located minutes from Point of the Mountain. Safe, personalized, instruction beginning through mountain flight. Custom harness manufacture and repair. 700 East 12300 South, Draper, Utah 84020, (801) 571-4044. WASHINGTON 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. CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333. FAIRWINDS INTERNATIONAL is the exclusive Ultralite Products dealer in the Northwest. Comet, Gemini in

1. PRECISION JEWEL BEARINGS 2. ACCURATE 3.PRECISION GEAR TRAIN 4. TEMPERATURE COMPENSATED 5. LIGHT- 3% OUNCES 6. SMALL - J" x rn" 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 BUILT 12. SPECIFICALLY MANUFACTURED FOR ULTRALIGHTS 13. RESISTANT TO DUST AND MOISTURE

~ SSE INCORPORATED

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5801 Magnolia Avenue, Pennsauken, NJ 08109 • (609) 663-2234 *Dealer inquiries invited

NOVEMBER 1982

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

Stop guessing your altitude. The ALTIMASTE RIV will tell you at a glance, accurately and reliably. Only S 89.95 at authorized SSE Dealers worldwide. 1281

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.

parts in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic flight. 1-800-334-4777.

Parts & Accessories

International Schools & Dealers

COLE'S EARTHBAGTM KICK SACK- Sold nationally, guaranteed good. Now available n1ailorder, $5.50 includes shipping. Send cash, check or money order to Cole's Kick Sacks, 851 South, 600 East, Salt Lake City, UTAH, 84102. Allow two weeks for delivery.

CANADA LEADERS IN HANG GLIDING AND MICROLIGHT AVIATION. 12 year full time professionals. Developers of the Chart of Reliability method of instruction. Sales and service of most major brands. High Perspective Inc. RR #3 Claremont©, Ontario Canada LOH IEO Toronto phone: (416) 294-2536 or 294-9665.

8' NYLON TIE DOWNS - $4.00 each. 4' wind socks orange w/yellow tip, $15.00. D. Snyder, 642 Beverly Dr., Arcadia, CA 91006. $49.95 - F.M. RADIO, voice activated transmit (VOX) with press-to-talk feature. Additional discounts for group purchases. For full specifications send to: B.G.&A. - Radios P.O. Box 15798, Phoenix, AZ 85060.

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 2111113. Shibakoan Minatoku Tokyo I05 JAPAN. Tel. 03/433/0062.

KITE ENTERPRISES (BROYLES) TOW BAR. Fits a Raven. $250. or best o!Ter. (715) 842-4103. PRO STAR cocoon harness, chute & balast container, $199., Pro Lite chute 18', $299. (303) 879-4603.

Employment Opportunities

THE ULTIMATE PRONE HARNESS. The world's finest harness. The only CORRECT suspension system. Infinite positions. Expanded flight technique. Maximum safety, comfort and PERFORMANCE. $149. Jim Cleaveland, 6 Maple Lane, Levittown, PA 19054. (215) 949-2235.

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. \X'aterbeds, Video Movies, Color T.V., Pool. Reserve early due to World's Fair.

Publications & Organizations

SKYWORKS California.

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

Emergency Parachutes

Ultralight Powered Flight EASY RISER, trailer, swing and easy seat, fiberglass fuel tank, extra parts. Ask for Bruce; days (305) 427-7300, eves. (305) 428,5639. KITTY HAWK KITES - Training specialists for ultralights. FAA certified Flight Instructors. Quicksilvers,

SPORT FLYING UNLIMITED - Ultralight sales, train· ing 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. VOLMER AIRCRAFT - Established 1925. First to fly three control foot launched glider, first to construct homebuilt amphibian, l 958. First to construct highest performing foot launched glider, 1971. Third to construct powered foor launched glider, 1976. First foot launched glider to lly across the English Channel, I 978. Co1i1plete plans available. Brochure for all our seven aircraft including our VJ24W - 10 HP Ultralight, $10.00. Volmer Aircraft - Box 5222-G, Glendale, California 91201.

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WANTED: Instructor trainee. Fees and/or room and board negotiable. Send resume to Pine Crest Air Park, 6555 N. Pine Ave., San Bernardino, CA 92407.

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.

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.

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TYPE: Moyes Mega 172. SAIL: Blue and white with lightning bolt. Red bag. WHEN: Saturday, March 20, 1982. Reward. CONT ACT: Russ Gillfer (602) 523-4058.

LARGE PATCHES - (2 1/8" x 9") for collectors only. Great for caps, bags and harnesses. S3.00 plus S1.00 post· age and handling. Call now 1-800-334-4777. In N.C. call (919) 441-6094. Kitty Hawk Kites.

TYPE: Fledge IIB #1032. WHEN: March I, 1982 Denver, CO. Glider is incomplete. SAIL: White with dk blue LE, tips and keel panel. CONT ACT: Richard Siberell, 711 55th Des Moines, Iowa 50312 (515) 255-1456.

Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 811, 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 Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have on!)' heard of Torrey Pines. Booklet can also be purchased at site. S2. 50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. WORLD'S BEST BALD EAGLE PHOTOGRAPH: 20" print, $15. Sample card $1. Eagle, Egegik, Alaska, 99579. The rate for classified advertising is 35, per word (or group of characters). Minimum charge, $3.00. A fee of SID. is charged for each photograph or logo. Bold face or caps so, per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All ad copy) instructions, changesi additions and G1ncellations must be received in writing l 1h months preceding the cover

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INDEX TO ADVERTISERS AOPA ........................................................................................ 42 Ball Varies .............................................................................. 38 Bennett Delta Wing Gliders ............................... 5, 23, BC Flight Designs ............................................................... IFC, 14 Flight Tech .............................................................................. 5 Glider Rider .......................................................................... 50 Hall Brothers ......................................................................... 30 Hang Gliding Press ............................................................. 38 Kitty Hawk ............................................................................... 38 Lookout Mt. ............................................................................ 9 Pagen Books ......................................................................... 38 Para Publishing .............................................................. 13, 18 Pro Air ....................................................................................... 39 Rotec ...................................................................................... 30 Snyder Ent .............................................................................. 49 South Coast Air ................................................................... 30 Spectra .................................... :............................................... 13 Systek ...................................................................................... 30 Ultrallte Products .................................................................. 11 USHGA ........................................................................ 1, 10, !BC Whole Air Magazine .......................................................... 4 7 WIiis Wing, Inc .......................................................................... 2

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1112 months preceding the cover date, i.e. Mar. 20 for the May issue. NOVEMBER 1982

TYPE: 1982 Super Lancer 200. WHERE/WHEN: Binghampton, NY 4/18/82. CHARACTERISTICS: Will not fly as is. No base tube, battens, or washout tubes. One down tube replaced with stock 6061 tubing. SAIL: Blue and white, orange bag. Stolen by wu!To expected to be sold in southern California. CONTACT: James i\-tc-Laughlin (607) 771-1583 days collect. $500 reward for arrest and conviction. TYPE: X-160 #2. SAIL PATTERN: Black LE, gold center spanwise, white LE and keel pocket. TYPE: Nova 230. SAIL PATTERN: Red, white and blue. Chevy truck logo. TYPE: Blue Price harness, Windhaven chute, black Delta Wing knee hanger harness, 2 white helmets, Litek vario, Thommen altimeter, airspeed indicator, yellow UP flight bag. WHERE AND WHEN: All stolen with truck from Chatsworth, CA. CONTACT: John Zurlinden (213) 95-7-5014 or (213) 993-6644 Ext. 312.

TYPE: Black nvlon duffie harness bag containing black cocoon hainess with red shoulder pads, Flight Designs vario, Thoemen Altimeter, orange F.D. helmet. black leather gloves, blue jackets. WHERE & WHEN: Manressa State Beach parking lot Sundav, 5-2-81. CONTACT: Brian O'Kelly, 2300 W~st Haven, Bakersfield, CA 93304 (805) 832-3987.

TYPE: Gemini #UPG13400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jordon Utah, taken from car. Contact: Claudia Holbrook (801) 561-1974 or 571-4044.

FOUND: Harness and chute in Lancaster, CA near Ave. P. CONTACT: HG of CA, (213) 399-5315.

TYPE: Eipper Flexi III. SAIL PATTERN: White, blue, green, yellow and white, New, or no control bar. Tear in keel pocket. Reward. CONTACT: Will Richardson, Rt. 1, Box 167, Trout Dale, VA 24378 (404) 436-8504. TYPE: 172 Moyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dk blue lightning bolt on right wing. CONTACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079. TYPE: 1982 177 Harrier II #6744. WHERE AND WHEN: Fountain Hills area, NE of Phoenix, AZ, April 15, 1982. SAIL PATTERN: All white upper sail, blue lower sail, rainbow center panel. CONTACT: Sky Bound Hang Gliders. TYPE: UP Gemini 184 #UPG184032. SAIL: Yellow nose, orange middle, red trailing edge (span-wise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521-7633. Reward. TYPE: Pterodactyl with Cuyuna 430 reduction driYe 11111000. LE, vellow, TE, white. Center, brown. Tips, brown. Rudder, white with brown & black stripes. Canard, brown, yellow and white. CONTACT: LEAF, 331 South 14th St., Colorado Springs, CO 80904 (303) 632-4959.

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.

TYPE: Comet #UPCMT 165995 Sail: nose to tail - gold, yellow, white. UP Gemini: #UPG 164042. 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 (Coli ma, Mexico). TYPE: Fire Eagle w/Z-drive. SAIL PATTERN: Red, orange, gold, yellow, yellow wired L.E. DISTINGUISHING CHARACTERISTICS: Infinity lettering and log:i faint!)• visible. Sail repair on inside panel. WHERE AND WHEN: Dec. 1981 Cedar Valley, Ltah. CONTACT: Infinity Flight Systems, 898 S. 900 E., SLC., Utah 84102 (80 I) 359-SOAR. TYPE: Robertson Cocoon Harness, light blue liner, brown outsice 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) 35,\-3041 or (408) 395-2645. TYPE: 1979 Seagull IO Meter. WHERE AND WHEN: Cincinnati, Ohio, Oct. I I, 1981. DISTINGUISHING FEATURES: Light blue sail with "Seagull" lettering. Keel and right L.E. plain anodized, all other black. Red bag with thumb snaps. CONTACT: l~ermit Kinne, 35 Juergens Ave., Cincinnati, Ohio 45220 (513) 751-6642.

TYPE: 135 Comet. SAIL: Black LE, crimson green TE. Red top sail, red keel pocket. Red UP left side. WHEN: April 15, 1982 San Bernardino area. CONTACT: Laverne De]an, (714) 796-1658.

TYPE: R.D.P. paractutes: #'s 3003, 3078, 3042, 3073, 3035, 3037, 302 l. Litek Model C varios: H's 390,417,420,434, 4Cl, 423,433,383,404,403, 397,256, 287, 213, 2',0, 243, 247,233,249,251, WHERE AND WHEN: Delta Wing, Van Nuys, CJ\. Sept. 198 l. CONT ACT: Detective Bob Hanson, Van Nuys police cept. (213) 989-8371 or Delta \Xling (213) 787-6600. Reward for information.

TYPE: 209 Raven #4402. SAIL: Center out: Brown center, two white, two orange, white tips. Brown LE. Orange keel pocket. WHEN: El Centro, CA April 26, 1982. CONTACT: Mike Sorgaard (714) 352-2116.

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

FULLMEMBER . .IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII• NAME (Please Print)

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

PHONE (

D NEW MEMBER

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

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

FAMILY MEMBER -111111111111111-IIIIII. 1. NAME - - - - - - - - - - - - - - -

0 NEW MEMBER

D RENEW/USHGA # _ __

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

0 NEW MEMBER

D RENEW/USHGA # _ __

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

SUBSCRIPTION ON LY . . . . . . . . . . . . . . . . . .. . NAME

$22.50 SUBSCRIPTION ($25.50 foreign)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _~

$40.00 SUBSCRIPTION ($46.00 foreign)

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

$57.50 SUBSCRIPTION

(Please Print)

for one year. for two years. ($66.50 foreign)

for three years.

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$11.25 TRIAL SUBSCRIPT ION ($12.75 foreign)

for six months.

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

D FULL MEMBER ($29.50, $32.50 foreign) ( Plan B add $20) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50,$66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses. Charge my D MasterCard 0 VISA Card No. _ _ _ _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature

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

Revised 9/81

(213) 390-3065

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