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BOOKS 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. leaching methods. HANG FLIGHT by Joe Adelson &Bill Williams. Third Edit. Flight instruclion manual. 100 pgs. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing. MAN-POWERED FLIGHT by Keilh Sherman. Hislory & modern technology, design considerations. HANG GLIDING AND FLYING CONDITIONS by Dennis Pagen Micromelerology for pilots. 90 Illustrations. HANG GLIDING ANO FLYING SKILLS. by Dennis Pagen. Beginners to experJs instruction manual. HANG GLIDING FOR ADVANCED PILOTS. by Dennis Pagen. Techniques for cross-country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagen. Complete instruclion manual. GUIDE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 pgs. MANNED KITING. by Dan Poynler. Handbook on tow launch flying. MAN-POWERED AIRCRAFT. by Don Dwiggins 192 pg. hislory of flight. Features flighl of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1980 Edilion. Hang gliding pertinent informalion. FAI SPORTING CODE FOR HANG GLIDING. Requirements for records. achievemenls & world championships. TORREY PINES. by Don Bells. photos by Bellina Gray. Rules. regulations. history of Torrey Pines. HANG GLIDING MANUAL & LOG. by Dan Poynter. For beginners. An assel to inslructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pockel size. skills signoffs (all levels). glossary of terms. awards.
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EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray_ STAFF WRITER: Erik Fair ILLUSTRATORS: 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 USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: George Whitehill, Pat Devevan. REGION 3: Rob Kells, Steve Hawxhurst. REGION 4: Lucky Campbell, Ken Koerwitz. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: David Anderson. Henry Braddock. REGION 8: Charles LaVersa. REGION 9: Les King, Richard Newton. REGION 10: Richard Heckman, Scott Lambert. REGION 11: David Broyles. REGION 12: Paul Riker!, Steve Ostertag. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, John Harris, John Lake, Hugh Morton. DIRECTORSA t-LARGE: Jan Case, Keith Nichols, Dennis Pagen, Vic Powell, Elizabeth Sharp. The United States Hang Gliding Association Inc., Is a division of the National Aeronautic Association (NAA) which Is the official U.S. representative of the Federation Aeronautique Internationale (FAI), the world governing body for sport aviation. The NM which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAlrelated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest In the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone Is invited to contribute articles. photos. and illustrations concerning hang gliding activities. If the material Is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gilding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hong Gliding Association. Inc. whose mailing address Is P.O. Box 66306. Los Angeles. Calif. 90066 and whose offices are located at 11423 Washington Blvd.. Los Angeles, Calif. 90066; telephone (213) 390,3065. Secondclass postage is paid at Los Angeles. Calif. HANG GLIDING magazine is printed by Uenett _Co. 'The typesetting is provided by 1st Impression Typesetting Service. Buena Pork. Calif. Color separations by Scanner House of Studio City, CoHf. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership ore $29.50 per year ($32.50 for foreign addresses); subscription rates ore $?2.50 for one year. $40.00 for two years. $57.50 for three years. Changes of address should be sent six weeks in advance, including name. USHGA membership number. previous and new address. and a moiling label from a recent issue.
JANUARY 1983
ISSUE NO. 120
Hang Clding CONTENTS FEATURES
18
LISTEN UP YOU CHEAPSKATES
by Erik Fair
2! TELLURIDE 1982
ByChrlsPrlce centerspread photos by Leroy crannls
28
TIME SOARING
28
THE FIRST THIRTY MINUTES
by watt Dodge
article and photos by Dan Johnson
!8 MITCHELL WING MADNESS by Chuck Rhodes 41
COLLEGIATE HANG GLIDING U OF LOWELL article and photos
by Julie cuscott
4! CERTIFICATION: YES OR N07 by Mike Meter, HOMA President
DEPARTMENTS 4 ULTRALICHT CONVERSATION 4 USHGA CERTIFIED SCHOOLS 8 NEWS AND NEW PRODUCTS 8 CALENDAR 12 USHGA CHAPTER NEWS edited by Joel Howard 14 THE RICHT STUFF by Erik Fair 19 NEWLY ACQUIRED RATINGS AND APPOINTMENTS 22 USHGA REPORTS 35 POEM by Emma Jane Carbaugh MILESTONES 40 45 CLASSIFIED ADVERTISING 48 INDEX TO ADVERTISERS 48 STOLEN WINGS COVER: Randy Bergum files his Duck past crestllne, CA launch. Photo by Randy Bergum. CONSUMER ADVISORY: Hang Glldlng Magazine and USHGA, inc., do not endorse or take any responslbllltv for the products advertised or mentioned editorially within these pages. unless speclflcally explalned, performance figures quoted In advertising are only estimates. Persons considering the purchase of a gllder are urged to study HOMA standards. copyright © united States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and lndlvldual contributors.
(JLTRALICit1T CONVERJATION
Italy. They have bunched both types of machines into one group due to the similarity of trike powered ULs to hang gliders. The reason: Several close calls with aircraft, and a child's hand was severed by a UL prop accidental! y. If any of your readership have any friends in the FAA or EAA or Washington, please ask them to distinguish between ULs and hang gliding. Ours is the purest form of flying; let's hope it can be preserved.
HG Of Cal Movie Night Pete Stolle Franklin Square, NY
Dear Editor, Special thanks to Greg De Wolf and crew at HGC for their Friday Night at the Movie Special held on October 22, 1982. Films and professional video tapes were shown to a packed house depicting hang gliding from beginner to National Aerobatics Competition at Telluride. Provided also was an abundance of excellent food and grog which was out of this world. If HGC presents another showroom get-together, I'll have to trade my 165 wing for a 209 just to carry my bloated carcass. Garry Gilwood Los Angeles, CA
UL's And Hang Gliding Dear Editor,
It was with great shock that I received word of George Worthington's final flight. The irony indeed is that it happened on a "UL." Coincidentally I received the German hang gliding magazine (Drache11f!iege1) which gave news of the death of one of their top hang glider pilots, manufacturer, pioneer, and, you guessed it, on an ultralight (which was certified). He was taking his UL license flying exam and tucked while trying for the required dead stick landing. The reason I write this is twofold: I) The number and list of hang glider pilots killed in ULs is astonishing, and is a literal Who's Who of hang gliding. A lot of hang gliding pioneers, experts and manufacturers are getting wiped out. 2) The Germans have done some wind tunnel experiments with ULs and have discovered what is known as a "fluttering" effect of the horizontal stabilizer section at high speeds. This effect causes a downpitch moment causing certain models to go into an unexplained progressive dive. The Italian FAA has banned totally all ULs and hang gliders from flying anywhere in 4
Owens Valley Newsletter Dear Editor,
USHGA CERTIFIED SCHOOLS GOLDEN SCHOOL OF HANG GLIDING
572 Orchard Street Golden, CO 80401 U.S. HANG GLIDERS, INC. I 0250 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
To those of you who wish to hold a crosscountry contest and wish to learn from years and years of experience ... To those of you who have attended (or even dreamed of attending) any of the many contests held annually at the Owens Valley, and ... To those of you who simply enjoy the direct communication skills of Tom Kreyche ... I urge you to send to the Owens Valley Hang Gliding Center for their 14-page Fall 1982 Newsletter complete with its selfanalysis (critique), contest synopses, suggestions for format changes and survey. At $1.00 it's hard to beat. Just how many contest producers do you know that ask the question "How are we doing?"
HANG GLIDERS OF CALIFORNIA 2410 Lincoln Blvd. Santa Monica, CA 90405
Richard A. Cassetta Sacramento, CA
ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424
For Women Only Dear Editor, "Sugar and spice and everything nice." That's what they say we're made of. But for many women hang glider pilots it seems to be "dirt, sweat and broken bones." Now the dirt and sweat I can handle but this problem of broken bones needs to be resolved. More than once I've seen a pilot totally demolish a hang glider and walk away without a scratch. Too many times I've talked to women who did not even have to replace a downtube after breaking an arm. Part of it is luck but there does seem to be an art to crashing. If impact with the ground is imminent don't hit with your hands on the control bar! As soon as you know that your nose is dropping or that your basetube is going to hit, get your hands off that aluminum as if it were red hot! Relax, the more you let the glider take it the
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
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 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO SCHOOL OF HANG GLIDING 3620 Wawona San Francisco, CA 94116
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better off you'll be. If the ground is coming toward your face, turn your head and make use of your helmet. Should you find yourself falling to earth from a stall, let your legs be your shock absorbers by letting them bend as you hit. Actually the best way to avoid problems is to have perfect landings every time. It takes a bit of work, especially on double surface ships, but nothing deserves more of your concentration than your re-entry to earth. For those of you who fail this crash course, don't be surprised at a lack of confidence when you return to the air. Injuries will set you back a bit but if you keep at it you will soon have your confidence return with a bit of safety consciousness to boot. We're lucky to have a sport that we can share with men on an equal basis. If we can eliminate some of our injuries maybe we can increase our numbers in the sport. Debbi Renshaw Tujunga, CA
Strength In Numbers
especially concerned with the USHGA rating system. On November 13 during Region IX's first known Examiner get-together, we were visited by a concerned contingent of pilots from Ohio who opened our eyes to the possibility that there are many participants who are not members of USHGA because there were no Basic Instructors to rate them. At one 200-foot training hill in Ohio I am advised that out of 100 participants only some 20% are USHGA members. In concurrence with all persons present it was decided to appoint one of the wellqualified pilots an Examiner who would in turn appoint two other well-qualified pilots as "Special Observers" (for approximately 6-8 months) who we hope will fairly and diligently rate those non-USHGA participants and bring them into the fold. In the interim, we have stepped up our ICP program and expect to have at least one of these Special Observers qualify as a Basic Instructor by expiration of his S.0. appointment. This procedure is highly irregular and should be used only in the most extenuating circumstances. Are you aware of similar pockets of opportunity? Check the situation with your own rating officials and advise your Director.
Dear Editor, I have been involved in the experience of flying gliders for close to six years. During that time it has taken me to altitudes of 14,000' MSL, gains of over 8,000' and cross country flights of over 40 miles in the northeastern corner of Nevada. Two years ago I terminated my membership with the USHGA as I was very dissatisfied with the direction the organization appeared to be headed. The recent adoption of ultralights into the AOPA and your handling of the proposed FARs has given me renewed confidence in the USHGA. I truly believe that you are working in the best interest of the soaring pilot. This has motivated me to re-enlist as a member and I urge all pilots to do likewise, Our ability to remain free in flight rests heavily with this organization. Its strength lies in its members. P.A.V. Elno, NV
Pockets of Opportunity Why is USHGA membership not growing? Your Board of Directors is seeking what probably has several answers. Certainly powered ultralights are making inroads as purists switch to power but it goes deeper than that. All sports, as they mature, reach a peak in participation. Perhaps we have peaked; however the word participation can also be a key. On page 22 of the November issue of Hang Gliding one may note that Region IX is
6
Dick Newton Marshall, VA
So what all these clubs are doing is ripping you off with their sticker fee, landing fee and site insurance fee. The USHGA insurance should be all that you need and you can get that with your yearly dues. At your next club meeting when new business is brought up make a motion that your club drop its local regulations and go back to self regulation. Do your part to keep the sky a free place to be. Skyman Sacramento, CA
Los Gavilanes Dear Editor, The flying community of Ecuador would like to express how sad we are to learn of George Worthington's death. Although only a few ofus ever got to know him personally, this mishap affected everyone like he was our personal friend. Through his writings and efforts he was and will always be in our hearts. George should be the finest example of an accomplished hang glider pilot. Los Gavilanes Hang Gliding Club Quito - Ecuador, Box 174-A South America
Flying Fees High Performance Training Dear Editor, Dear Editor, To fly four of the regular sites within a 100-mile radius of this area I must pay for a different sticker at each site, pay a day use fee at two sites, pay a yearly membership to the USHGA, pay dues to two clubs and still have to split the gas. This self-regulation is getting a little too regulated. The tendency for each club to want their own flying site has led to this ridiculous system of stickers, landing fees and club memberships. The fees usually are charged for site insurance and the cost of printing the stickers (ironically). A recent court ruling making the owner of private land immune to prosecution has punched a hole in the need for site insurance at every privately-owned flying site. The catch in the ruling is that for the land owner not to be liable, no fee can be charged. If the owner charges a fee to fly only then does he become liable and need insurance. And although I'm no lawyer I'd be willing to bet a case of my best home brew that in court the same would apply to State and Federally owned land. That is, the owner is not liable for damages from private recreational use, as long as no fee is paid.
This is in response to the letter by an instructor who wrote concerning teaching on the new "high performance" gliders. I am also an instructor from the Bay Area using the same training areas he does. His letter reminded me of an experience I had a few years ago. A student I was teaching purchased a Raven to learn to fly on. I was at first shocked at the nerve of anyone who would knowingly sell such a "high performance" glider to a beginner. With further research I found out that quite a few beginners were learning on Ravens. I even notified Rob Kells and (rather loudly) explained my concern at the coldheartedness of someone selling a Raven to a beginner. When teaching my student on his Raven, I found I had to alter my teaching techniques slightly to achieve the same results on this "new style glider." (By the way, my student never had the slightest idea that I was apprehensive about him learning on this. After all, ifhe really wanted it, who was I to pop his bubble?) Six months after this experience (and numerous more students on Ravens) I felt that
HANG GLIDING
I had spoken too soon at having raised a commotion about teaching (and learning) on these gliders. They were now one of the most popular trainer gliders available! So now in the present: When I saw these new higher-performancealm os t-do ub le-surface- bigger-control-barharder-to-land beasts appear on the training slopes, I questioned it once again. This time very quietly! I tried them all out, in different conditions, at different sites. The results? It was like a Raven deja vu of a few years ago. We use the Geminis, Harrier Ils, and Javelins in our school. We really like them. What I have to say is in regard to these kinds of gliders. I do believe there are gliders unsuitable for training. These gliders work very well, though. The gliders change and so must our teaching methods. We might have to keep them down even a little lower for a little longer (phew, we're already one of the most conservative schools around) so they can really master the various characteristics of the glider. But the results speak for themselves. Students who spend a lot of time low, near the ground practicing their takeoffs, landings, speed control, and most importantly, having a light, relaxed hold, will be safer, more consistent advanced pilots. These gliders demand excellence in all of these areas. (The older gliders did too but sloppiness tended to be acceptable.)
Our school has always believed in the "keep 'em low till they've got it mastered" philosophy. But with each new generation of gliders we are refining, re-evaluating, and evolving in our teaching method. This is not only necessary, but it keeps teaching interesting and fresh for the instructors! Janine Whitehill Chandelle San Francisco PS to manufacturers: We still wouldn't mind having the ultimate trainer glider - one that could be detuned to fly like a Seahawk and tuned up to fly like the hottest glider around! Good luck.
Colombian Paradise Dear Editor, We are Americans who have made our home in Latin America for seven years. Lately, we are seeing much distorted news about the Americas coming out of the U.S. and would like to set the record straight for Hang Gliding readers. When we first moved to Costa Rica, bag, baggage, grandmother, teenagers and pets, we spoke no Spanish and knew little about the country. But, soon, our rural neighbors ac-
South Coast Air Products
cepted us and graciously taught us their language, culture, and how a city-bred family could enjoy ranch life in a foreign land. Truly, our delightful adventures there merit a book, at least! My husband's lo.ve for the sea (Pearl Harbor survivor, retired Navy), prompted a further move two years ago, to Colombia's Caribbean coast. We found a lovely, old coconut plantation on the Pan American Highway near S~nta Marta, the oldest (457 years), most fascinating city in all of the Americas. Imagine, green palms waving in gentle ocean breezes, blue sea and sky, pounding surf and golden sand and, towering 19,000 feet over all and snow-capped the year 'round, majestic Mount Colombus. We feel we have much incomparable beauty, fine neighbors, perfect climate, a stable, democratic government and a satisfyingly-low cost of living. Like Columbus, we have discovered a new frontier, with a vast potential and, being human, are driven to tell others about our dream-come-true. If you are interested in the future of the Americas . . . and the Birds . . . wr_ite us by international air mail (354: a half-ounce) at Post Office Box 5222, Santa Marta, Colombia. It may take a while, but we promise to answer.
Juanita Bird Santa Marta, Colombia
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The T&M Emergency Signal Kit is self contained for today's outdoorsman. It is a standard issue to the Austrian Mountain Corps and has proved extremely reliable and effective in a number of documented situations. The kit contains ten flares in assorted and individually marked colors (red, yellow, green, white), and a six cylinder revolver which is chrome plated and machined in solid brass. In addition, is one flare cup, one spare cartridge cylinder, and thirty-six pinfire caps, stored in a small plastic box. The components are precisely fitted in a crush proof plastic case which is waterproofed when sealed in a zip lock plastic bag. The complete kit is smaller in volume than a standard pack of cigarettes and measures 5" x 1112" x 1h''. The total wieght is only three ounces. Despite its miniature size, the T&M Signal Kit is anything but a toy. It can fire ten extremely bright flares ninety vertical feet in the air which are easily visible for miles. When properly used, the Emergency Signal Equipment could possibly summon help in time and save your life. Contact: T&M, 1402 N. Laurel Ave., W. Hollywood, CA 90046.
FEB. 4·6. International UL Expo. Toronto Canada. Roland Solly (204) 944-7262.
MARCH 13. Ultralight aircraft exposition, Golden Garter Room, Northlands
8
ULTRALIGHT MANUFACTURER CALLS FOR CLOSER COOPERATION WITH GENERAL AVIATION LAS VEGAS, NEVADA - "We need each other," said Tom Zlmmerman, President of Flight Designs, to a crowded gathering at the AOPA's annual convention. "There's a real live revolution going on in aviation," the Salinas, California ultralight executive added, citing the 70% drop in general aviation shipments during the past three years. "At the same time, the ultralight market has literally exploded." While lauding the AOPA's John Baker and Larry Graves for their efforts in opposing the new aviation tax levels, Zimmerman described Congress' recent tax actions as "just like throwing a cement life jacket to a drowning
resulting free enterprise decisions will bring out the best in us, and lead to a better and safer product for the flying public." Zimmerman cited the need for ultralight operating rights at general aviation airports as one of the ways general aviation can help. In return, he promised, "We'll introduce a lot of tomorrow's airplane buyers to flying." The Pioneer International Corporation subsidiary plans initial deliveries of its advanced FlightStar ultralight in March, 1983. Flight Designs also produces the JetWing ATV and hang gliders for the ultralight market.
WHITEHAWK SAILGLIDERS
man.,,
Zimmerman believes that the nature of general aviation is undergoing a permanent change, and that those who are waiting for a return to conditions that used to be will be disappointed. "The staggering drop in revenues and profits are but the short-term face of the problem," he added. "Squeezing out the new student pilot will be even more devastating to the industry in the long run." Tomorrow's survivors will include those general aviation business persons who tap into the new opportunities in ultralights, Zimmerman believes. He went on to compare the present ultralight industry with an undisciplined child in its adolescent stage, striving for adulthood. "We need the general aviation professionals as badly as they need us. The
Craig Beck, President and chief test pilot of sail gliders Whitehawk, has notified us that the Whitehawk 185-A and its hybrid, elevon and dive brake equipped brother, the 185-B, are now available on a limited basis to the general flying community. Originally conceived as a limited production, ultra high technology sail glider, the first Whitehawks were built by Beck for himself and a select handful of Sierra flyers who, disillusioned with the current stagnation in the industry wanted the best that could be built. The manufacturer claims that the gliders have a 13: I LID, stall speeds of 10-12 mph and a
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MARCH 19,20. 1983 Otto Lilienthal meet and fly-in. Two classes, amateur and pro. The Hang Gliding
APRIL 1·JUNE 1. Open distance XC contest from Vaduz. LHGV, Postfach 271, FL-9409 Vaduz, Liechtenstein.
JUNE 5·19. Fourth World Hang Gliding Championships. Tegelberg Fussen, Federal Republic of Germany.
HANG GLIDING
top end of over 70 mph in a dive. A new sail loft and 2,000 sq. fl. carpeted sail-to-frame assembly area have been recently completed, which will complement the 2,000 sq. fr. machine shop and frame assembly plant at Tahoe. Noteworthy is the extensive use of carbon· graphite in the glider and Beck intends to incorporate composites further in future designs. About 40-50 hours arc put into each sail's construction. According to the manufacturer, l 50 special mylar and boiler plate patch flaps and inserts arc used in the sail. The tips are sewn under pressure with overlays of int crior mylar to produce a tip that feels like fiberglass, hut folds neatly into its own pro· tcctive bag in a matter of seconds. The Wbitehawk 185-B shares the A's wing planform, but has a set of winglcts and clcvons on each wingtip. According to the manufacturer, 1he clevons, operated separately, allow a person to flat spin back into a tight coring thermal and to maintain an extremely tight radius. Applying both m the same time reduces the LID. Contact: Craig Beck Productiorn, P.O. Box 79, Tahoe Vista, CA 95Tl2, (916) 58H 136.
Manta Products Inc. is introducing an E.T. (Extended Tip) version of their popular III hang glider. The larger version was the result of requests by many pilots in the 175-225 pound weight range for a rigid wing with more lifting surface. The E.T. has l 77 square feet and a span of35 feet. The standard version has 157 square feet and a span oi' 32. 5 feet. Test pilot Rex Miller claims that sink rate is improved significantly and the speed range remains unaffected. Somewhat surprising is the fact that the extended tips had no noticeable affect on roll rate performance. Manta is currently doing powered flight on the E.T. model with their FoxBat. Initial testing is progressing with no problems and manta expects it to be available for the FoxBat at the conclusion of the flight test pro .. gram. Contact: Manta, 164 7 E. 14th St., Oakland, CA 94606 (415) 536- 1500.
JANUAf<Y 1983
Cook and Mark Hollerbach plan to attempt absolute altitude and altitude gain records in a hang glider in the Tahoe Sierra wave at Incline Village, Nevada. "The potentials for flying waves in hang gliders in the Reno/Tahoe area arc awesome," says Craig Beck of the Whitehawk Sailgliders, who has had several flights in excess oL\0,000' in sailplanes in these same waves. "The only problem in the past has been in the inability of double surface gliders to fly fast enough to not just get blown buck out of it. I have been exploring the possibilities of this concept for the past couple of years, and now I feel with the Whitelrnwk 185-B's and proper ground coordination, it can be done safely by the pilots."
Dan Poynter's basic hang gliding manual recently went through the press for the seventh time for over 75,000 copies in print. Revised again, Hang Gliding Manual With Log, is the least expensive and most complete of any of the basic flying manuals on the rnarket. It is used by 11ight schools worldwide. The popular pocket-sized book is the result of extensive instructional technique testing in Southern California. It contains essential basic review information for the novice Rogallo pilot; enough to enable him or her to achieve a passing score on the written exams for USHGA Pilot Proficiency Rating levels Beginner through Novice. A brief log in the back of the manual allows the new pilot to record his or her first month of flying. Hang Gliding Manual With J,og is available from many hang gliding dealers and 11ight schools as well as direct from the publisher at $1.50 postpaid ($2 foreign, Californias add 9¢ sales tax): Para Publishing, P.O. Box 4232-N, Sant a Barbara, CA 93103. Satisfaction is guaranteed.
We arc advised by CINE in Washington that Hugh Morton's Winning at Hang Gliding, by the unanimous vote of its judges, has been awarded the Golden Eagle, highest honor that can be given to a non-theatrical film in the United States. The film will, as a consequence of this recognition, become part of the official United States entry in foreign !ilm festivals during 1983. Wrangler, as sponsor of the film, was invited to receive its Golden Eagle certificate at the CINE awards ceremonies in Washington on December 1, 1982.
Here is a snapshot of a new kind oCland ski invented by Patrick Gates of Tacoma, WA. He originally intended the skis to be used on a variety of downhill terrain (disc brakes), but discovered a unique and exhilarating ex· pcricnce when used in combination with a sail held in the hands. Downhill cruising is also very exciting.
One thing that came out of the 1982 Telluride Acrobatic Meet besides some excellent and exciting flying, was the concept of a Professional Hang Glider Pilots Association. The purposes of this association arc to pro· mote acrobatic competition in hang gliding, to help aerobatic competition develop into a safe, exciting, and hopefully lucrative sport, and to offer demonstration and stunt teams to film and promotional companies interested in utilizing the visual effects possible with hang gliders. Involved in this effort will be the develop· mcnt of tasks, scoring systems, safety procedures, a seeding and ranking system, promo·· tion of the association and the competition to the media, etc. A qualifying meet is being planned for some· time next spring. Membership in this association is open to all interested pilots. All interested pilots are invited to send their name, address and phone number to Acrobatic Pilots Association, l 241 East Chestnut Unit F, Santa Ana, CA 92701. Special thanks to Tom Tatum, I ,croy Gran·· nis, The Telluride Air Force, and I ,iz Sharp for making this year's meet an enjoyable reality.
Two possible East Coast sponsor leads have been forwarded to Vic Powell and to the USHGA Competition Committee Chairman (CCC) Tanji for a 1983 East Coast National Championship site. President Powell advises
9
that although the previous CCC Keith Nichols the suggested 1981 Gunstock it was because he was an East Coast pilot. The 1983 Nationals is now up for bids and pilots who want an East Coast site must take it upon themselves to generate interest from potential bidders to move now. This will ccr· tainly require someone's initiative in leading the movement. Contact Dean Tanji. Region IX Regional Championships are tentatively scheduled for the weekends of Memorial Day and Fourth of July at Ilyncr View, PA. We hope to have the best-run Regional ever and pray for good winds and thermals. Details will be published in the March or April issue of HG magazine.
Arc you a daredevil? Do you have a suicide wish? How docs the psychologist interpret your desire to fly? Does a pilot survive each flight because (s)hc's lucky? What kind of peo· pie are these hang glider pilots with whom you've been hanging around? PhD Clinical Psychologist Scott Weiner will answer these questions and more in this very informative program 10 be held Tuesday, January 18, 7:00 PM at Hang Flight Systems, 1202 E. Walnnt, Unit M, Santa Ana, CA 92675. Scott has been researching this subject over the past three years and has developed some very interesting theories. Don't miss it. Call Betty or Erik for reservations now! (714) 542· 7444.
Pacific Windcraft Ltd. proudly announces their premier glider, the Vision 18, was awarded HGMA certification on November I 0, 1982. Developed during the summer of 1982, a
limited production of Visions began on September l. The glider has been distributed throughtoul the U.S. and in Canada and Brazil, and is available for demo flying through some of the most professional and repurnble schools across the country. Production of a larger version of the Vision concept, the Vision 20 (194 sq. ft., 64 lbs.) began on November I. Both sizes of the Vision introduce a new concept in adjustable airframe geometry in order to optimize the glider's performance envelope in any given flying conditions. For further information, feel free to call Pacific Windcraft Ltd. at (408) 422-2299 or write: P.O. Box 4384, Salinas, CA 93912.
Inspired by a Bob Lafoy cartoon, the T-shirt message is to get FAA out of hang gliding. Legislation will be introduced in Congress to remove hang gliding from FAR Part l 03 so that the sport can continue its ten-year safe record of self-regulation. Joe Clements, Woody Jones and Rod Bynaker are members of Chapter 33, the Capitol Hang Glider Association, serving the Washington, D.C. area.
Wills Wing has introduced a new line of flight suits for hang gliding and ultralight pilots. The flight suil s feature accent stripes, velcro or elastic closures on sleeves, legs, and neck, and an assortment of strategically located pockets, including pockets for in-flight glove access. In addition, bottomless "slash pockets" on the sides provide easy access to inside pants pockets. The Wills Wing flight suits are available in a choice of colors, and can be custom made to individual pilot measurements at no extra charge.
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HANG GLIDING
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edited by Joel Howard The Flier Ultralite Flyers Organization, Inc. of San Diego (#31) P.O. Box 81665 San Diego, CA 92138 Becky Matros, editor Howard Mitchell's eight year struggle to secure a training site in Penasquitos Canyon· Preserve is climaxing. A letter writing lobby is needed to argue for the inclusion of hang gliding in the master plan. In your letter include the facts that: I) a real need exists for the site, 2) hang gliding does not damage the ecology, 3) vehicular access is necessary to transport training equipment. Contact the above editor for details and/or write directly to: Van Dell Associations, 17801 Cartwright Road, Irvine, CA 92714, Attn: Gerry Robbins. San Diego flyers, the time has come. Gopher it!
Newsletter Buffalo International Sky Riders (#32) 33 Hilldale Avenue Buffalo, NY 14224 Bill Jehle?, editor
The Current Flyer Northern Sun Gliders (#35) P.O. Box 364 Minneapolis, MN 55440 Lois Rein, editor
Newsletter Sky Riders of New England (#81) 122 Stella Road Bellinham, MA 02019 Frank Ripaldi, editor
The Labor Day Fun Fly-In had these results: Mark Jordan/duration (2 hrs. 56 min.): Mark Perlick/race; Don O'Hara/pylon course; Greg Ballantine/XC (4 1h miles).
Concerning flying at Mt. Whittier: all maneuvers are to be done over the landing area, not over the mountain slide or spectator portion of the hill.
Flight Line Wings of Rogallo (#66) 20409 Old Santa Cruz Highway Los Gatos, CA 95030 Roger Thompson, editor
Newsletter Cloudbase Country Club (#92) 524 221st Street SW Bothell, WA 98011 Ken & Wendy Seligman, Beth Little, editors
Another 'In Memory Of' for yet another ultralight fatality. Come back alive. Do it with safety. Wayne Ashby writes a good piece on "A CB Radio Dipole Antenna for Hang Gliders." XC freaks should read this one.
Sandia Soaring News Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Rest, NM 87108 ?????, editor
The club "team" had a firm grip on fourth place at the end of the 5th Annual WELM/FREE SPIRIT competition. Paul Mance, Leo Higley, Dave Rowland, and Bill Merker were "Team BISR." Bill scored highest for the club. Chutes'll be required at Hammondsport and Mossy Banks beginning 1/1/83.
J.C. Brown reports of the XC accomplishments of Sandia pilots for the summer of '82. Total number of flights: 53. Average miles per flight: 35.06. Longest: 128 miles by Dave Baltz. Wait 'til they get a good weather summer. Two hundred miles here they come!
The Yankee Flyer Connecticut Hang Gliders Assn., Inc. (#34) 904 East Broadway Milford, CT 06460 ?????, editor
Free Spirit News Free Spirit Hang Gliding Club, Inc. (#78) P.O. Box #13 Elmira, NY 14902 ?????, editor
The "Unofficial Observer" column in the Oct. issue preaches the Gospel. Other chapters should take note and think about this: What hath FAA/NPRM wrought? The "unobserver" sez, "Every time some gas jockey screws up, we've got to take a piece of the. flack." Keep on preaching, Peter!
Undefeated again, the FS team wins the 5th Annual WELM/FREE SPIRIT competition. WELM is a radio station and has shown some interest in working with the club throughout the year. Other chapters take note. Here is a chance to come to grips with those groundlings. Good show #78!
12
Membership cards arrived. Christmas cards will be sent to landowners again this year. The Erickson LZ is officially open at Tiger Mountain. Grab any litter on your way out. Washington was well represented at the '82 Nationals. Among the aces were: Chris Bulger, Mark Gibson, Dave Little, Paul Clock and assorted support persons.
Flypaper Crestline Soaring Society (#16) P.O. Box 1464 San Bernardino, CA92401 Ron Carlisle, editor John Zurlinden edits a superb issue that covers the recent Nationals. Included are B/W photos, exclusive interviews with meet head (Walt Dodge), cartoons, membership drive info, classified ads, and even a commercial advertisement insert.
Newsletter Marin County Hang Gliding Assn. (#25) 20-A Pamaron Way Ignacio, CA 94947 Judy Canham, editor Lauretta Klockars, graphics If you dislike birdshot don't set up at the Prewitt launch. Contrary to rumors it is NOT open. And, only use the Wild Cattle launch after driving via the Nacimiento Road. There's 'ii $2 a day fee/$20 year fee (pay for
HANG GLIDING
permit at the Santa Clara County Parks Dept.) for Ed Levin Park. The reason is road maintenance. The Second Intergalactic LID Contest saw some long XC from those little 3 x 5 index cards/aircraft.
Newsletter Rochester Aer Flyers (#41) 497 Elmgrove Rochester, NY 14606 Rich Hoffman, editor What is a Duck Sandwich? The Finger Lakes Club is defunct. The RAF will take over administrating the insurance for the site. A shuttle system is in the works.
Newsletter Southern NY Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY 10546 Bob Havreluk, editor President Harry D. (Sudwische~) is promoting a club bus trip to the Air and Space Museum in Washington, D.C. The bus leaves March 4, 1983. Flight Director, Paul Voight, proved at the September meeting that the "Beat Generation" is still alive and taking cross country all night driving marathons to enter National fly-offs. The very presence of his slide show and verboseness were viewed as a victory and not verboten. Jack and Neal, we are still with you.
The Soaring Times Utah Hang Gliding Assn. (#58) P.O. Box 14 Draper, UT 84020 ?????, editor The October 2nd Fly-In was a major coup de grace for organizing chairperson Ken Baumgarten. No soarability and the closest to the bull was reportedly, Charles Fill. This was on the Southside, Point of the Freeway.
High Points New Jersey Hang Gliding Assn. (#62) P.O. Box 1718 West Caldwell, NJ 07021 Michael A. Deno, editor Teresa C. Dowel, graphics Big congrats to editor Mike on a job well done. May the vacuum created by your resignation be filled with strong lift from all four winds! Hint: rob some energy from Bruce Springsteen.
JANUARY 1983
Newsletter Hang Glider Emporium (#26) 613 N. Milpas St. Santa Barbara, CA 93103 Bonnie DeRussy, editor The "Temecula Titans" (i.e. UP Sports) was potlucked after their Demo Weekend (Nov. 5-7). Bring your own meat? Yup. To protect the barbecue from those Tylenol types. Lady Ines Roberts is now a full-blown Advanced (IV). She also is the club's most active pilot and an inspiration to all. See the Sept. 1980 issue of Hang Gliding for details.
Airtimes North Carolina Hang Gliding Assn. (#104) P.O. Box 1476 Boone, NC 28607 If you are so inclined you should check out this fancy newsletter. Our helmets are off to all of you North Carolinians! Beautiful work. The definitive reportage of the '82 Masters is included in the August/September issue. Bruce Case had to injure his arm to receive the first Sportsmanship Award. On receiving the plaque he commented, "break your arm next year; you can win it, too." Dave Ledford and Sensor were the first North Carolinians to win a Masters Tournament.
WHOLE AIR is for the soaring pilot. Whether you foot-launch, tow, or use ultralight power, you'll love the Leading Edge youil have by reading WHOLE AIR. If it soars, we'll find it, fly it, and report it. WHOLE AIR does it all ... the ONLY magazine that does!
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SPECIAL THANKS to the following for their special correspondence: Newsletter/Bulletin The Hang Gliding Association of Canada Box 2484 Invermere, B.C., Canada Vincene Muller, editor Airborne Official Magazine of the New Zealand Hang Gliding Assn. P.O. Box 817 Wellington, New Zealand Bill Degen, editor The Kingpost Hang Gliding Association of British Columbia c/o Sport B.C. 1200 Hornby Street Vancouver, B.C., Canada V6E 2E2 Geoff Alexander, editor Region #2 Advertiser & Exchange 682 Calabasas Road Watsonville, CA 95076 Jerry Noland, boss
WHOLE AIR
The Magazine for Pilots
13
An instructional column for the new pilot. by Erik Fair
Reprinted From January 1982 Hang Gliding Happy New Year! Nothing like the anticipation of a brand new 365 to inspire a hang glider pilot to throw together a few resolutions, revelations, and inspirations, not to mention a checklist or two. The whole point, of course, is for all of us to swear up and down that we'll do a whole bunch of smart, reasonable things to keep us safe as we go about pursuing the truth and beauty of flying hang gliders.
scream. 7. Fly blindfolded, or with earplugs, or with my hands tied behind my back. 8. Hook in and take off in a 30 ° crosswind gusting from 15-45 mph just because Ace McHotshot is somehow managing to avoid tumbling his Deathwing 500 a thousand feet over takeoff. 9. Buy a "Flyspeck" from someone named Lefty who says the 45 ° downward bend in the left leading edge "takes care of a slight right turn" in this all-but-certified (except for load testing and filming) stateof-the-art hang glider. 10. Fly without a helmet or parachute in a harness fabricated from burlap and bailing twine by "Buy-lo Accessories, Inc." 11. Forget to pre-flight. 12. Forget to hook in.
Resolutions Let's talk always. I will always: 1. Remember that hang gliding is a high risk, high reward endeavor. 2. Realize that the only way I can minimize the risks and maximize the rewards is to approach hang gliding with an enormous amount of responsibility and self-discipline. 3. Be aware of and utilize all sources of information available to me, including written material, schools, clubs, and (selectively) more experienced pilots. 4. Be aware of the USHGA pilot proficiency rating system and utilize it as a framework for scheduling and implementing new learning experiences. 5. Recognize that launching and landing are the two most critical aspects of hang glider flight since both occur close to the cold, hard ground at airspeeds very near stall. 6. Work at perfecting my launch and landing technique. 7. Be aware of what my glider feels, sounds, looks, and smells like at airspeeds ranging from stall to minimum sink to best glide to fast to real fast. 8. Recognize the limits of my knowledge and experience so that I won't fall prey to intermediate syndrome. 9. Make sure that the glider I fly is airworthy in regard to design (HGMA certified) and construction as well as state of repair and tune. Make sure that I have read and understood the owner's manual that comes with my glider. 10. Make sure that all other equipment I use (harness, carabiners, helmets, parachutes) is
Revelations and Inspirations
properly designed, constructed, and maintained according to manufacturer's recommendations. 11. Pre-flight check my glider before flying. 12. Do a hang check to confirm hook-in just prior to launch. Let's talk never. I will never: 1. Forget that hang gliding is a high risk, high reward endeavor. 2. Survive if I go about hang gliding in a careless or neglectful way. 3. Allow myself to get in over my head out of ignorance or self-imposed isolation from the rest of the hang gliding community. 4. Brazenly "go for it" when my skill level dictates "sit on it" just because conditions are "really happenin' man." 5. View launching and landing as kid stuff not worthy of consideration by a jaded three month expert such as myself. 6. Work at perfecting my "stopover" aerobatic maneuvers just because my girlfriend (or boyfriend) loves it when I
Flying hang gliders is fun! Flying hang gliders is not inherently safe. Flying hang gliders can be made safe by the way you go about it. Your own fate is in your own hands.
A Checklist or Two Welcome the new year by making sure all your equipment is in good shape. Glider: If you've had your glider for a year or more it is a good idea to do or have done a thorough annual inspection. 1. Remove the sail from the frame. 2. Inspect all frame components for dents, gouges, bends, signs of fatigue or corrosion. Pull the end caps and look inside. 3. Inspect all wires for frays, kinks, thimble elongation or deformation. Be especially picky about your side flying wires. 4. Check all bolts and fittings for bends or signs of wear. 5. Inspect the sail. 6. Replace parts as necessary. 7. Replace all nyloc nuts you've removed during disassembly. 8. Replace hang strap even if it looks perfect. (continued on page 44)
14
HANG GLIDING
AS LONG AS MAN HAS WALKED THE FACE OF THIS EARTH, HE HAS DREAMED OF FLYING . WE LIVE IN A TIME WHEN IT HAS BECOME POSSIBLE, AND IT IS, WITHOUT OUESTION,ONE OF THE MOST OUTSTANDING ACCOMPLISHMENTS OF MAN . TRUE , WE HAVE GONE TO THE MOON AND 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 AND 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" AND 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 , ZURLINDEN
Listen Up You Cheapskates by Erik Fair The whole thing stinks. Every odd numbered year they hold a World Hang Gliding Meet somewhere on the globe, and every odd numbered year the United States hang gliding community sends a rag tag group of flat-assed busted competition pilots to this meet to receive their traditional biennial whupping at the hands of some backward country who happens to have the good sense to send only the absolute best pilots they have, and to give them a snappy team uniform so they can feel like something other than a gang of beggars. In 1979 the U.S. sent a group to Grenoble, France which consisted,. of anyone with a big reputation who was willing to be a whore for the one manufacturer who was willing to pay the freight. To be fair, that group also had at least one pilot with a big rep who had the dignity to pay his own way so he could fly a glider he liked better than the one offered up by the "sponsor-manufacturer." In 1981, the U.S. was entitled to an eight-pilot team for the meet in Beppu, Japan. The competition point system, which was just gaining acceptance as a valid tool for rank ordering competition pilots, was used to pick the team. So you think the top eight U.S. pilots went to Japan? Hell, no! Team leader, Dean Tanji, was only able to find four pilots who were willing to go at all. No money, no sponsors, half a team, not the best possible team was the name of that tune. The '79 team LOST, the '81 team LOST. The '83 team WILL LOSE unless, somehow, the U.S. hang gliding community can muster up the wherewithal to send the six b~st American competition pilots and gliders of their own choosing to Tegelberg, Germany in June, yes, JUNE, of this year. Sending the best six (in snappy uniforms) is going to take money. The questions is where to get it.
organizations in the Land of the Free BARELY work up the good taste to sponsor American Olympic athletes in sports that are accepted as sane by a. discriminating public. Who wants to sponsor multiple suicide attempts in Germany with no guarantee of media coverage, very little advance notice as to site location and date, and the possibility of bad weather wiping the whole thing out anyway? Big Brother type sponsorship is a pipe dream! Forget it! Kiss it om Grass roots fund raising and USHGA membership contributions are the only potential sources of support for American "Olympic class" hang gliding competitors. Keep that thought in your mind and read on. You are about to be subjected to a totally unfair, albeit good natured, harrassment designed
to make you feel compelled (through shame and guilt) to rush right out and send bunches of your hard earned money to the USHGA World Team support fund. (You sniveling cheapskate!) Hisssssss.
THE USHGA WORLD TEAM SUPPORT FUND The meet is in June, this June. If you saw the world team fund altimeter and the list of donations in last month's magazine, you know that there is a grand total of $1,861 in the fund at this point in time. Now $1,861 may be enough to buy a lifetime supply of chicken bones and string for a team of bag ladies, but it damn sure won't get "our best boys" to Tegelberg and back with the pro· verbial gold medal. Those of you who were not aware of this deplorable state of the union and have any sense of love for hot dogs, apple pie and your own mothers (bless their souls) should now have your checkbooks out. You should be writing out a generous donation of at least $5.00 and rushing it off post haste to: USHGA World Team Fund, P.O. Box 66306, Los Angeles, CA 90066. Fervent patriotism, of course, i.~ its own reward, but think of the additional satisfaction of seeing your name in print, on the list
weu. ,
I SEE 1"t-lE: A.t-\1:ltlCANt ·\.\AVE: Q,OfT'E\J. IN •11
NO PEPSI, NO COKE "Wull, why don't Pepsi Cola or Coca Cola, or Muscatel vineyards, or Chivy trucks sponsor the U.S. world hang gliding team?" That's an EASY one! Because none of them and no one else with any money gives a good rat's ass about the U.S. world hang gliding team. People, companies, and 16
HANG GLIDING
of donors which will appear every month in this very magazine. The rest of you decadent, selfish, amoral misanthropes keep reading. I'm going to try to embarrass you into sending some bucks to support the '83 World Team.
MANUFACTURERS For God's sake don't be like those other guys (they went out of business you know) and only support the world team if they fly your gliders. Do something monk-like for a change and make two of your gliders available to loan to any world team members who want to represent the U.S. on one of your gliders. Either that or contribute a mere $500 to the general fund and get your name on the list of donors under the heading manufacturers. Think how embarrassed you'll all be if there are no donations under that heading.
SCHOOLS AND DEALERS So it's been a bad year and things are tough. Is it so bad that you can't give up the profit on the sale of ten downtubes and donate $50 to the world ·team fund? Do you realize how much fun it can be (how much good will you can generate) by sponsoring a fund raiser or two? Have a keg party, a fly-
in a (shudder) bake sale or put together an insane event and sell things at it. Hang glider pilots love insane events. Yeah, I know there are other things to raise money for but it won't kill you to do one for Uncle Sam and the glory of our great nation! Think how embarrassed you'll be if your shop's name doesn't appear on the donation list under the heading schools and dealers.
CLUBS & USHGA CHAPTERS You got dues right? Cough up $25 or $50 or whatever you can in support of the team. Make like a dealer and throw a fund raising event. At the very least you'll have a good excuse to get the club together to have some fun. Take a break from reading minutes, old business, new business, keeping farmer Bill's cow pasture open to land in. Get your name on the donation list (published each and every month) under the heading Clubs and USHGA Chapters. Avoid the embarrassment of not being there.
INDIVIDUALS Aren't you embarrassed by the fact that the U.S. has never been able to prove to the world that Yankee diver guys and dolls are the best? Don't you think it's ridiculous to
allow a situation to exist that results in a second-rate American effort every other year at the world meet? Don't you want to gag every time you read about how organized and wellsupported the British team is, and most other teams are compared to the U.S. team? Don't you wanna do something about it? Isn't it your patriotic duty? Don't you wanna see your name in print on the donation list under the heading "World Team Fellow?" Doesn't that have a nice ring to it? Think how embarrassed you'll be if all your friends contribute and you don't!
SUMMIN' IT UP The '83 U.S. World Team needs support. Nobody with any money and nobody in their right mind gives a damn about the U.S. hang gliding team. That leaves it to all of us in the hang gliding community to coniribute what we can to the cause. Contribute because of raving patriotism, or because you wanna see your name in lights, or because you don't wanna look bad by being left off the monthly donation (exposure of cheapskates) list. Send what you can, dammit, somebody's got to! Send it to: USHGA World Team Fund, P.O. Box 66306, Los Angeles, CA 90066.
...
w,filD iiiM fliD FUND ALTIMETER
$11,000$10,000$9,000$8,000-
The World Team Fund Flight has hooked a thermal just off the deck. November contributions totalled a very respectable $1700.00 bringing the grand total to $3600.00. Special thanks to Pete Brock of Ultralite Products, Bill Bennett of Delta Wing Kites & Gliders, and the Wills Wing ownership team of Steve Pearson, Rob Kells and Mike & Linda Meier for their generous contributions. Thanks also lo Tim Cobb and Vic Powell, the first two individuals in the $100.00 club.
DONATIONS New and Renewal Membership Allocation ................ .
..,. S1 ,498.50
MANUFACTURERS Wil!sWlng, Inc., Sanla Ana, CA ................. .. U\hal\leProduc\s, Inc., Temecula.CA ... . Della Wing Kiles & Gliders Inc., Van Nuys, CA
.. .......... ······ .... 500.00 . ....................... 500.00 .. · ..................... 500.00
SCHOOLS & DEALERS Hang Flight Systems, Santa Ana, CA ......................... Elsinore Valley Hang Gliding Center, Elsinore, CA Treasure Valley Hang Gliders, Nampa, ID .............. . Hang Gliders of Callfornia, San la Monica, CA ..
.. ..................... 212.00 50.00 24.00 48.00
CLUBS & USHGA CHAPTERS Ultralile Flyers Organizalion, San Diego, CA ..
$7,000$6,000-
There is still a long way to go!! Support from the rest of the hang gliding community is desperately needed.
Remember. In 83' we're going ..
"OVER THERE!"
25.00
INDIVIDUALS Steve Hawxhurst, San Diego, CA .................. . The Village Church, Rancho Sanla Fe, CA .. Mrs. June Newlon, Marshall, VA Tim Cobb, Santa Monica, CA ..................................... . Phillip Sherrell, Las Vegas, NV .. Vic Powell, Annandale, VA ..
$5,000-
7.00 25.00 5.00 . ........................ 100.00 5.00 . ............... ······ 100.00
$4,000$3,000-
WHY IS YOUR NAME MISSING FROM THIS PRESTIGIOUS LIST?
Make your donation payable to: USHGA, WORLD TEAM FUND Send to:
JANUARY 1983
USHGA, World Team Fund P.O. Box 66306 Los Angeles, CA 90066
17
Bishop, California July12, 1982
ONCE AGAIN ... ULTRALITE PRODUCTS HAS WON THE FAMED~ 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 MATION ON ALL UP GLIDERS SE D S2.00 TO UP, I C., PO. BOX 659 -H, TEMECULA. CA 92390 U.SA, (714)-676-5652
ULTRALITE PRODUCTS H.G.M.A. Certified.
NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS BEGINNER Name, City, State
Region
Suzanne Hayden, APO, NY Foreign Jack Baker, Tuckerton, NJ 12 Thomas Allen, Hanover, PA 9 Emil Bley, Baltimore, MD 9 Alexander Scott, Washington, DC 9 Greg Vance, Akron, OH 9 Ronald Walton, Detroit, MI 7 Bob Modaff, Carol Stream, IL 7 Ken Kuby, Chicago, IL 7 Kenneth Johnson, Buffalo Grove, IL 7 Mark Tinsley, Dallas, TX II Scott Vaughn, Phoeniz, AZ 4 Majid Kashanian, San Francisco, CA 2 Steve Gordon, Arroyo Grande, CA 2 Sterling Rovellette, Santa Margarita, CA 2 Rob Spinnler, San Luis Obispo, CA 2 Dave Prewitt, San Luis Obispo, CA 2 Rick Jones, S. San Francisco, CA 2 Michael Koppy, San Francisco, CA 2 William Ahlenius, San Rafael, CA 2 Barry Black, Honolulu, HI 3 Keith Amy, Kent, WA I Bob Schroppel, Honolulu, HI 3 Tony Fern, Corvallis, OR 1 Richard Rollins, Stanford, CA 2 George Roberts, Pacific Grove, CA 2 Timothy Wicks, Methuen, MA 8 Scott Huntsberry, Winchester, VA 9 Michael Reedy, Arlington, VA 9 David Brown, Fairfax Sta., VA 9 Laura Brown, Fairfax Sta., VA 9 Alexander Delia, Pascagoula, MS 10 Marianne Johnson, Buffalo Grove, IL 7 Terry Voorhis, Garland, TX II Joseph Scarfo, San Francisco, CA 2 Gardiner Jones III, Honolulu, HI 3 Ens. Steven Scoggin, FPO San Francisco, CA 2 Maxmillian Venus, Greene, NY 12 Stephen Tedstone, Greenville, SC 10 David Cooper, Austin TX II Floyd Oydegaard, Santa Cruz, CA 2 Forrest Linderman, Santa Cruz, CA 2 Mike Arringdale, McLean, VA 9 Kathy Eckart, Stanford, CA 2 Gary \Tasters, Santa Clara, CA 2 Susan Gale, Elmira, NY 12
NOVICE Name, City, State Dennis Murphy, Milpitas, CA Terry Rigby, Sacramento, CA Ken Schreck, FPO San Francisco, CA Tracy Clay, Honolulu, HI John David Rulon, San Francisco, CA Connie Lee Work, Dunlap, CA John Golder, Alameda, CA Douglas Barry, Mammoth Lakes, CA James Murdock, Tustin, CA David Woods, Albuquerque, NM Larry Hinton, Bloomington, IL Robert Demoret, W. Lafayette, IN David Pigott, Chillicothe, OH John Adcox, Jr., Oxford, MS
JANUARY 1983
Region 2 2 2 3 2 2
2 3 3 4 7
7 9 IO
Richard Scott, Roanoke, VA Alan Herta, Alexandria, VA Eric Sause, Winston-Salem, NC Dan Lewis, New York, NY Rich Raymond, Farminton, ME Gary Rice, Portland, CT Keith Murray, Nashua, NH John Benzimra, London, England Takehiko Shindo, Osaka, Japan Darlene Hill, Jewett City, CT Kevin Gurskis, Weth, CT Rich Kuepper, Stratford, CT Tim Snow, Salisbury, NC Jerry Browning, Knoxville, TN John Slavik, Detroit, MI Joseph Troke, Chesterton, IN Tony Van Dine, Holland, MI Louis Van Dine, Jr., Holland, MI Louis Van Dine Ill, Holland, MI Dale Finch, McHenry, IL Randy Korinko, Lombard, IL Rob Newcomer, St. Louis, MO Ken Ball, Sherman Oaks, CA Ron Gruell, Ventura, CA Lorri Goetsch, Yorba Linda, CA Bob Blank, Concord, CA Mike Polzen, FPO San Francisco, CA Clarence Davenport, Santa Barbara, CA Charles Williams, Bothell, WA Rodger Hoyt, Mulino OR Dan Porter, Anchorage, AK Grayson Myers, Napa, CA Martha Tessmer, Clovis, CA Tom \'v'arren, Atascadero, CA William McElroy, Boulder City, NV Sam McClure, Milpitas, CA Thomas Rust, Oakland, CA Jeff Gilkey, Stanford, CA Mike Brewer, Fremont, CA Darrell Williams, Kula, HI Dennis Thornton, Ventura, CA M. Douglas Anglin, Los Angeles, CA George Wilkie, Honolulu, HI Manuel Zamora, Marina Del Rey, CA Tom McDonald, Albuquerque, NM Glenn Bailey, Albuquerque, NM James Fastle, Albuquerque, NM Scott Wagner, Fort Collins, CO James Johnson, Salt Lake City, UT Andrew Millat, Colorado Springs, CO Skipper Brandt, Stites, ID Carl Thunberg, Norwich, CT Beth Gorton, Bolton, CT James Morse, Southwick, MA George Cain, New Martinsville, WV C.R. Anderson, Centerville, VA Pete Olson, Virginia Beach, VA Steve Lee, Rome, GA Fred Wescott, Jr. Bridgewater, NH Barbara Kramer, Haverhill, MA Peter Shanelaris, East Andover, NH J. Karl Mindish, Little Silver, NJ Michael Howell, Muncie, IN Linda Harrison, Hickory, NC Allen Denton, Aurora, IL Thomas Welch, Madison, WI Robert Hudson II, Oxford, MS Eugene Goodwin, Trafford, AL Dan Collins, Hickory, NC Tom Neal Jr., Raleigh, NC
9 9 IO
12 8 8 8 Foreign Foreign 8 8
8
10 IO
7 7 7 7 7 7 7 6 3 3 3 2 2
3 I I I 2 2 2 2 2
2 2 2
3 3 3
3 3 4 4 4
4 4 4 5 8 8 8 9
9 9
10 8 8 8
12 7
10 7
7
IO
10 10 IO
Rory Walker, Sandy, UT Dave Coy, Los Lunas, NM Doug Knowlton, Albuquerque, NM Jeffrey Knowlton, Albuquerque, NM David Crabb, Denver, CO Charles Holmes, Jr., San Diego, CA Carlos Sanchez, Garden Grove, CA Mark Garcia, Carmichael, CA William Simmons, Santa Clara, CA Bob Taylor, Medofrd, MA Glenn VanLier, Edison, NJ Robert Hook, Mahopac, NY Gerald Heins, Baltimore, MD Steve Kinsley, Washington, DC MeinolfTully, Rockville, MD Scott Vaughn, Phoenix, AZ Shawn Osen, Casper, WY Joe Desira, S. San Francisco, CA Kenneth Castleton, Jr., Walnut Creek, CA Brett Hoglan, Eugen, OR Larry !kola, Seattle, WA Doug Ross, Springfield, OR William Richardson, FPO San Fran., CA Rexford Daniels, Watsonville, CA
4 4 4 4 4 3
3 2 2 8 12 12
9 9 9 4 5 2 2 I 1
I
2 2
INTERMEDIATE Name, City, State
Region
Marcey Gillespie, Houston, TX John Quarterly, Toronto, Ont., Can. Thomas Kalk, Gardena, CA Greg Brenholdt, Albuquerque, NM Paul Cole, Palo Alto, CA Matthew Orey, Tahoe City, CA Charles Rebert, Portola Valley CA Rick Briggs, Signal Hill, CA . ' Steve Koji, San Diego, CA Lex Palmer, San Diego, CA Carolyn West, Woodland Hills, CA Steve Wood, San Diego, CA Gregg Brauch, Kalispell, MT Jeff Feldman, Billings, MT Jimmy Finger, Boone, NC Lester Gelsinger, Denver, PA James Edmister, Fayetteville, NC Charlie Rodriguez, Austin, TX Thomas Varga, Tenafly, NJ Tim Spradley, Sylmar, CA Foster Reed, San Francsico, CA Anthony Barbarite, Fresno, CA Steve Rathburn, Lovell, WY John Mayer, Clifton Park, NY Ronald Banes, Hatboro, PA Kurt Bennett, Phoenix, OR Jim Manning, Lompoc, CA William Pfefferman, Los Osos, CA Johann Nield, Dayton, WY James O'Connell, Maple Park, IL Ronald White, Leicester, MA Allen Sasser, Jacksonville, FL Thomas Aguero, Hastings-on-Hudson, NY Timothy Bowen, Reisterston, 1\1D Geoffrey Lyons, Palo Alto, CA Terry Myers, 1\1onterey, CA George Koper, Las Vegas, NV William Morris, Carmel, CA Susan Hansen, Canoga Park, CA Steve Morris, Ventura, CA
II Foreign 3
4 2 2
2 3
3 3 3 3
5 5
10 9
IO 11 12 3
2 2 5
12 9
1 2 2 5 7
8 10
12 9 2 2 2 2
3 3
19
Paul Ryan, Anaheim, CA George Kobayashi, Kula, HI Paul Letourneau, Colorado Spgs., CO Mark VanderGalien, Wyoming, MI Richard Fortner, Barberton, OH Steven Dummit, Jr., Sanford, NC Nate Granger, Bayonne, NJ Tim Mahlow, APO, NY Jefferson Linhares, Rio De Janeiro, Brazil
3
3 4 7
9 10 12
Ken Brown, Salinas, CA Mark Zahn, El Toro, CA Azby Chouteau, Newport Beach, CA Jack Pasternacki, Albuquerque, NM A. Scott Clark, Phoenixville, PA Jake Alspaugh, Winston-Salem, NC
Region 8
Phil Friel, Hudson, NM Ralph Eckart, Richfield, OH 2 3 2 9
I 3 3 3 2 4
SPECIAL OBSERVERS
EXAMINERS
Foreign
Name, City, State
John Andreassen, San Francisco, CA James Gilbert, Carlsbad, CA Erik Olofson, Livermore, CA John Saunders, Hummelstown, PA Tomas Navarro, Ciudad Stelite, Mexico Bob Duley, Fresno, CA Harold Dearborn, San Francisco, CA Michael Markley, Sacramento, CA Don Gordon, Ventura, CA Geoffrey Rutledge, Solana Beach, CA John Kemmeries, Phoenix, AZ Polly Ross, Aspen, CO James Stephens, Billings, MT Stephen Smith, Shawnee, KS George Crowe, Woonsocket, RI Art Derfall, Weston, MA Chris Chapman, Fayetteville, NC Loren Gram, Altadena, CA Michael Stimac, Allen Park, MI JeffBoissier, San Luis Obispo, CA Tom Truax, Ventura, CA Raul Odin, Jr., Cypress, CA Jeff Cardinal, Long Beach, CA Jerome Stewart, Spolane, WA
9 JO
I
B James Reynolds, Olympia, WA B William Ziehl, Jr., Edmonds, WA B Fred Lawley, Del Mar, CA B David Wiese, Solana Beach, CA B Chris Kirchofer, Encinitas, CA B Smith Cloeman, Marina, CA B Douglas Gordon, Tempe, AZ
OFFICIALS
Foreign
ADVANCED
2 3 3 4
9
Name, City, State
Region
Chris Bailey, Lacy, WA Kirk Blakley, Dhahran, Saudi Arabia Rick Barnett, Dhahran, Saudi Arabia
Foreign Foreign
OBSERVERS Region
Name, City, State
Bronze Awards with Novice Ratings Foreign 2
2 2 3 3 4 4 5
Chris Bailey, Lacy, WA Duane Tessmer, Clovis, CA Jim Shumaker, Marina, CA George Woodcock, Alamogordo, NM Lynda Nelson, Falls Church, VA Bruce Hawk, Knoxville, TN Kirk Blakley, Dhahran, Saudi Arabia Rick Barnett, Dhahran, Saudi Arabia
6
I 2 2 4 9
IO Foreign Foreign
INSTRUCTORS
Matthew A. Warren John F. Rourke, Jr. Randy Simpson Jerry F. Howell Don A. Jones Jim David Joseph Echeverria David C. Jones A. V. Kozloff
8
8 10 3
B-Basic
A-Advanced
*-Rece1·tificatio11
Name, City, State
Region
7
2 3 3 3
I
* A Jim Johns, Mirina, CA A Lani Akiona, Kailua, HI A Randy Cobb, Pismo Beach, CA B Charles Harlamert, Seattle, WA B David Little, Bothell, WA
from
2 3 2 I
Bronze Lilienthal Awards Timothy R. Mahlow David C. Wild Silver Lilienthal Awards Kenneth de Russy
I
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20
HANG GLIDING
USHCA REPORTS
CIVL REPORT MILLAU, FRANCE September, 1982 by Dick Heckman The 1982 meeting of the CIVL was held immediately before the 1982 European Championships in Millau, France. This had its good and bad sides. Many countries were there for the Championships and this dual purpose trip encourages participation. Unfortunately, the organizers could only provide meeting space before the contest and this caused a conflict between many delegates and team responsibilities. I will try to reconstruct the actions from my notes but I am not preempting the official minutes. A new edition of the FAI Sporting Code, General Section, will be published in January, 1983. Any pilot with International Competition aspirations should ask the USHGA office for a copy. Carol will have to tell you what they cost. The class structure (Class 1, Class 2) for World Records and International Contests was discussed. Everyone sees that the two classes are becoming a single class in performance but the present rules require two classes to be supported in World and Continental Championships. Most delegates want some change but there is no unanimity in direction at this time. Bill Moyes (Australian delegate) will head a subcommittee to recommend changes in class definitions to be acted on at the next meeting. The 1983 World Championships will be held at Fussen, Germany, from the 5-19 June. Team size will be smaller than at previous World meets, probably only four pilots. Both classes will be flown together
but separate awards will be made. A minimum of six rounds will be required to declare a valid meet, with three rounds being cross country. The local X-C record from this site is 160 km. Cypress Gardens, through Bill Moyes, has requested FAI sanction for a World Towing Championship for 1983. We supported Bill in this. To do this will require the creation of a separate discipline of towing, based on the differing experience requirements between foot and tow launches because the 1982 World Championships are already scheduled at Fussen. The FAI has been asked to modify its normal procedures and allow this Championship. We will know around April if this will be possible. Last year a World Record was set using detailed photographic and observer documentation. Until this time, all records had used barographic traces as the major means of verifying the flight. In view of the extensive evidence required to gain acceptance of flight validity by other means and the difficulty of creating standards for other verification methods, it was the view of the delegates that the barograph should be considered the method of choice for World Record verification. With the creation of a Microlight Committee within FAI this year, CIVL officially disbanded its subcomittee dealing with the same subject. We nominated Frances Rogallo for the FAI Hang Gliding Diploma this year. Norway nominated Stein Fossum. Stein graciously withdrew his nomination in favor of Mr. Rogallo and the CIVL elected Frances Rogallo by acclamation. Election of CIVL Officers for the following year are as follows: President - Erwin Bill Kjellerup, Sweden; V-President Moyes, Australia; V-President Stein Fossum, Norway; V-President, Alain Badino, France; Secretary - Barry Blore, England; Chairman, Int. Jury - Dick Heckman, USA; Ch. Judge - Erwin Kjellerup, Sweden. Next CIVL meeting will be at Fussen after the World Championships, 20-21 June, 1983.
TROUBLE IN RIVER CITY by Les King This is a great sport: the lowest cost, most rewarding form of aviation ever committed by human beings. Challenging, sensual flight. Ten years ago we were considered crazies jumping off high places with pointynosed parachutes. Now we are recognized pilots with the skill and equipment to soar more than 100 miles. And we are getting better all the time. We've got a national
organization to do battle with the Feds and to manage a safety and training program. We've got this slick magazine which is the envy of organizations three times our size. We've got an industry that supplies us with superb flying machines and equipment. Hot damn - we've got it made! What could be wrong? Plenty can be wrong, and it can be summarized in one word . . . . numbers. There just aren't enough of us. There never were enough of us, but in the past we could get away with it because we were growing. We're not growing any more. And if we're not growing, we're getting smaller. And if we get smaller, the USHGA will wind up being run from a kitchen table, there will be no magazine and a state-of-the-art glider will cost $8,000. NOW have I got your attention? I see some disturbing signals. With only one exception, every hang glider dealer I've talked to in the past year is complaining about business. Most blame it on the "economy." Bull! Dan Johnson asks where all the used gliders are going. They're not going anywhere. How many pilots do you know who own more than one glider . . . or would buy a new glider if they could sell the one they now fly? Used gliders are gathering dust in garages and basements (not to mention dealerships) all over the country because there is not the cadre of newer pilots coming along to buy them. We need more numbers. I don't believe that hang gliding is not growing because all the people who want to fly are already flying. I agree that ultralight aviation has reduced some numbers and energy from hang gliding. I also believe that a lot of ultralight pilots will get back into hang gliding when they discover how boring motor flight can be. Why do people stay away from hang gliding in bunches? Because of the hassles: (I) mental, (2) physical, and (3) financial. (I) Mental hassle . . . "I'm good enough to do this dangerous sport, you miserable fudpucker, but you're not. So don't clutter up my sky, don't support my organization and do?'t pump any money into the industry that builds all this magnificent equipment." It's called "elitism." I believe that hang glider pilots are pretty special people; but it would be a lot easier if there were 100,000 of us elite rather than 10,000. (2) Physical hassle . . . There are parts of this country where it is a gawd-awful hassle to fly a hang glider. If there were more of us, we would have more clout, thereby establishing more flight parks. Perhaps technology is an answer. Safe towing over flat land would make hang gliding available to the whole population. So far I've tried towing over hard ground and it's ~ a little more unpredictable hazard than I care for. I like Scott Lambert's evaluation of our {continued on page 44)
22
HANG GLIDING
TELLURIDE 1982 by Chris Price centerspread photos by Leroy Grannis
This Year's Meet May Signal The Beginning Of A New Spectator Appeal For The Sport Of Hang Gliding Ron Young's last flight in the second World Aerobatic Hang Gliding Championships at Telluride, Colorado was, to quote Rob Kells, "The cleanest, most difficult set of maneuvers that I have ever seen anybody anyplace execute." Ron's flight started out with a whip stall into a vertical dive. He then did a couple of steep wing overs and then three consecutive loops. With the speed pulling out of the last loop he did a barrel roll and then finished with a few more steep wing overs. His flight was a perfect finish to a not-so-perfect meet. For reasons of poor weather, lack of big prize money, cars breaking down and maybe the loops that Ron did in the practice flight, only five pilots stayed around Telluride long enough so they could prove to themselves and hopefully the rest of the hang gliding world that aerobatic hang gliding meets can be done safely and are here to stay. The group of pilots that competed in this year's championships came up with a method of scoring using video replays of the flights. If a pilot overextended himself, blew a maneuver or just did not look smooth, and it showed up on the TV later and he was judged below a pilot that did a less difficult set of maneuvers without a mistake. The judging was done after each round by the pilots themselves. At first it might seem that there could be a conflict of interest. But the pilots have the most to gain by keeping the emphasis on clean, safe maneuvers that look good even to the wufTos on the streets of Telluride. The tourists and townspeople of Telluride loved to watch (and hopefully others all across the nation will when the film of the meet
shows on cable television this winter). Pilots were diving and climbing to an upside down position as smoke trailed behind against the dark blue high altitude sky framed with 14,000-foot snow-covered peaks. After four of us had flown in one round a lady in her forties walked over to me and asked who had just flown, declaring that he had done the best job of flying. As she started to describe the colors of the glider I pointed her toward Rob Kells. As she walked over to Rob she called for what looked like her 17-year-old daughter to come over and meet this man with her. Up to that point in the round Rob had indeed done the best job of flying. \'>(!ell, the fans love it, which means money, sponsorships, fame and glory for the pilots that get as good as Ron Young. Finally we have a form of hang gliding that is a media event. I'm keeping my fingers crossed that it will really go big, helping all of hang gliding, and that it will stay safe and sane and clean and smooth like Ron Young. He is going to be a hard man to beat with his aggressive, powerful style that has clearly put him a step ahead of the pilots that are on the leading edge of this sport.
RESULTS I) Ron Young, Elsinore, CA .......... 185 Comet OVR II Modified 2) Rob Kells, Santa Ana, CA ............ 160 Duck 3) Dave Gibson .................... 165 Comet OVR 4) Chuck Dugan, Crested Butte, CO ..................... Sensor 210 5) Chris Price, Elsinore, CA ........... 185 Comet OVR II
CENTERSPREAD, CLOCKWISE FROM UPPER LEFT: Greg Duhon over the town of Telluride, Colorado. - Dennis Stenslean against the rugged skyline. - Low approach. - Looking over the valley. - Ron Young loops his Comet to a first place. Photos by Leroy Grannis. JANUARY 1983
23
BY
WALT
DODGE Time. What an elusive word. To Grebs, time had stopped in the same fashion it does to us all when our minds battle between the conscious and the unconscious. "Oh God I'm tired," Grebs thought to himself as he lay in bed trying to shake the last bit of sleep from his head. "I'm supposed to go flying with Todd. Well, laying here won't pet the kiddy, so ... " Sitting up he paused for a moment rubbing his eyes and allowing the blood to level out in his body. He stood up, walked into the bathroom and leaned on the sink looking into the mirror. Torn between his love of flight and his love of sleep, he asked the creature staring back at him, "Are you up to it today?" By this time the last numbing bits of sleep were dwindling out of his mind and he became aware that this individual staring back at him was in no shape to make command decisions. Aloud he declared, "What happened to the dashing young man I spent all night trying to pawn off on Kris? Must be in there somewhere." Then he set to work trying to recreate the Dr. Jekyll of the night before. Upon achieving the necessary success for the day's activities, he went to the telephone, picked it up and dialed Todd's number. "Your dime, start talking," came the reply after the usual two rings. "Can't you just say hello, like a normal human?" asked Grebs. "Hey Grebs," yelled Todd into the phone. "What are you doing at home? Let's go flying. 26
It's a beautiful day. I called the weather service. The air is super unstable with a storm coming in tonight. Cummies are going to be popping all over the place. Can Kris drive? It's going to be a go-for-it day." "Slow down," said Grebs pulling the phone slightly away from his ear. "I just got up. Kris and I were out pretty late last night. I'll have to give her a call." "O.K., but be here in a half hour. We'll stop at the coffee shop and have breakfast there." "I'll be there, bye." Placing the receiver down on its cradle he picked it up again and dialed that number he had committed to memory months before. "Hello," answered a sweet voice that was like the whisper of an angel to him. "Hi beautiful, How are you holding up this morning?" "Fine. You want me to drive, right?" came the soft but factual reply. "Well, mostly I'd like to spend the day with you," said Grebs feeling slightly guilty, knowing it could be boring driving for a bunch of rowdy hang glider pilots. "Don't worry honey," answered Kris. "I'll never try to clip your wings. I'll be ready by the time you get here. I love you." She hung up. Setting the receiver down, Grebs walked back into the bathroom and stared into the mirror. "Mirror, mirror on the wall. Who's the fairest one of all? I don't know either, but as far as Kris is concerned, it's me." Feeling very good about himself, he put his shoes on, grabbed his keys off the mantle and exited the door whistling I Feel Pretty, from "West Side Story." Within the given half hour time, Grebs and Kris pulled up in front of Todd's apartment. Todd already had the gliders loaded on his van and was tying them down. Seeing the couple walking toward him, he waved and yelled, "Hey Grebs. I see you've got a live one. Not as good as the one last week, but she'll do."
Kris ran up to him, grabbed the back of his knee and started tickling. Being caught in a rather helpless position, all Todd could do was laugh and plead for mercy. Completing the loading process they drove to the local diner and were satisfied with their morning coffee, greasy bacon, waffies and two eggs, after which came the usual scramble for who would pay the bill. "I love being a woman," declared Kris. "I never have to pick up the tab." The two guys looked at each other with that knowing stare that comes from years of friendship, turned and glared at Kris, who was just realizing she opened her big mouth too soon. "There's a first time for everything," said Grebs very calmly handing her the bill. "We'll meet you at the van. I've got to make a pit stop." He turned and walked away. "You're beautiful, but don't tempt the gods. There's a time to speak and a time not to," advised Todd. "Well, I had this one coming, anyway. You guys have paid for me enough. See you at the car."
The ride to the flying site was filled with the usual telling of the latest joke, looking at the flags they passed indicating the prevailing wind direction, checking out the sky to see if the weather service was pulling another one of their little tricks, and arguing over which cassette tape to listen to. John Williams' "Star Wars," or Queen's "Flash Gordon," both of which in the adventurist mind of the hang glider pilot, depicted flight and the glory of achieving the ultimate in soaring experience. As they pulled off the main highway onto the dirt road leading to the flight park, they noticed the comparatively small number of cars in the landing area. This was a good indication that there wouldn't be crowded skies like there had been the week before. Arriving at the park they were greeted by others who, like themselves, regularly made the cnisade from different parts of the area to the selfsame spot for the purpose of utilizing HANG GLIDING
the ongoing battle between wind, gravity and thermal lift. "Got room for any more?" asked one of the pilots who weren't fortunate enough to have a driver, the fact of which in no way would stop them from worshipping the proverbial wind gods. "Sure," said Todd. "Load 'em up." While all the gliders were being loaded Grebs went up to the office to get the latest weather and a Snickers, a little treat he allowed himself on good flying days. As he walked in, the slightly round and jolly face of Andy, the owner of the flight park, greeted him with the usual big grin. "Hey Grebs. Going to try to go for it today?" "If conditions are right I'll call you from across the border," replied Grebs. "Weather looks good," said Andy, "Cummies are forming already. Just don't let it overdevelop. I don't want you walking in here wringing wet like you did the last time it rained." "Funny man. Just get your binoculars ready or you'll never see me. I intend to fly off into tomorrow." "O.K.," laughed Andy. "Good luck. You're due for a good one." "Past due," replied Grebs and left the office after paying for the candy bar he had pocketed during the conversation. On the way up the hill the van was filled with talk of the possibilities of the day and how it compared with some day previous in the memories of a pilot. Which, of course, brought on the expected, "Yea, but I remember one time ... ," etc. Thus beginning the only too regular ritual of 'one upmanship' pertaining to who has the best glider and who has had the most exciting flight, some of which were true and some where the truth was probably left in their flight bags. Before the trip up the mountain had hardly begun, it was over. Todd broke the steady roar of conversation with the declaration that the wind was really cooking. "Look. Phil's got a grand above already. Let's go for it!" The gliders were stripped off the van and run up to the set up area. After laying them down, reserving the individual spot, each pilot walked up to the takeoff and looked out. Grebs, like the rest, walked up and let his mind whirl with the bombardment of thought that hit each pilot every time he took in this sight. Without his glider he wouldn't even get near the edge. But with his wings over his head, he would run right off this mountain into 'nevernever land,' as he'd done hundreds of times before. The anxieties were still there. That all too human fear of falling, and totally undesirable sudden stop. But these feelings were far surpassed by the love of flight. Pure
JANUARY 1983
flight. The joy of the unseen energies pulling on the glider. Gravity making it go down, the air making it go up, and the pilot in the middle regulating both. Freedom, power and joy were the emotions that swept through Grebs, with just enough fear to make him a safe pilot. His thoughts were broken by Kris coming up behind him and putting her arms around his waist. "You going flying, or are you going to stand there looking all day," she said softly in his ear. Broken out of his trance, Grebs responded, "Huh? Oh, yea, I'm going for it." Turning around Grebs was caught by the beauty of this prime example of feminity, "Say, you look awfully pretty today." "One reason I like to drive for you," replied Kris, "is that it makes you come back to nature and your animal instincts." With that she gave him a long, juicy kiss to the 'cat calls' and whoops and cheers from the other pilots. "All right you guys," said Grebs breaking away, "Remember hang gliding is the second best activity in the world. And if God invented anything better than the first, he kept it for himself. With that he got a playful punch from Kris, and set about putting up his state-of-the-art glider that would be obsolete in six months. Grebs thought to himself how hang gliding had changed over the short few years it had
"Arriving at the park they were greeted by others who, like themselves, regularly made the crusade for the purpose of utilizing the ongoing battle between wind, gravity and thermal lift." been in existence. What was it? Ten, no eleven years ago, a few brave souls were going down to the sand dunes at the beach with their gliders made of bamboo and plastic dropcloths, running off and thinking it the ultimate experience to glide ten feet off the sand for up to five seconds. Now fights of over one hundred miles were becoming almost common place and durations exceeding twenty-four hours were being achieved in gliders designed by aerodynamicists using computers to work out their calculations and wind tunnels to test the integrity of the craft. Grebs wondered, with the rapid development of the past, what would the future hold. The ships couldn't get much better. .. Of course, that's what they said every year, and they keep getting better. The only thing that
has been given up is the high fatality rate, due to the ships being stronger. Fatalities still existed because some lover is always going to try to push it that one step too far, or not use the safety measures necessary for good safe flights - helmet, parachute, proper training, safe glider, and a good pre-flight. Which was something he had better do now and get his head out of the clouds. "Back to business," he thought. All he needed was to be thinking of the future of hang gliding, leave off some wing-nut, and bye, bye Grebs. Hang gliding might have a future, but he wanted one too. He had a parachute, but he didn't want to use it unless he had to. The glider was up, battens in place, and crossbar pulled tight. He stood back a moment and looked at the set-up area. His glider was a magnificent piece of equipment. So were the other models around him, different makes, different shapes, and a multitude of colors: the fixed wing, with its sail stretched over a rigid framework so tightly that the wing can only be controlled by the use of a rudder system, and of course, the rag-wing. The rag-wing is the most common, with its sail stretched over a framework that allows for flexibility and twist making it controllable by the pilot's weight shifting on the control-bar. Grabbing his flight bag, Grebs pulled out his harness, helmet, instrument pack, gloves and jacket. It was going to be cold up there and he didn't want his flight shortened by icicles hanging from his fingers. He connected his instrument pack to his control bar, pre-flighted his harness and put it on. Then came his helmet and gloves. "Hey Kris, hold my nose," shouted Grebs. She ran up to him, grabbed his nose and kissed him. "Funny," he said, "The nose of the glider." She turned and walked to the front of the glider swinging her hips, knowing Grebs would be looking in that area, and pouted, "Spoil sport." Grebs shook his head and tried to get his mind back on the business of hang gliding. There would be plenty of time to devote to the business of Kris and that gorgeous tail of hers. She lifted the nose of the glider and Grebs hooked in. Laying down, he hung below by the straps. After checking each rope, strap and carabiner, Kris said that it looked clean. Grebs stood up, picked up his glider and moved over to the takeoff with Kris holding his front flying wires so a sudden gust of wind wouldn't shorten his flying day. He had to wait a short time while other pilots launched. There was time, and it was going to be a memorable day. He could feel it __. in his bones. Continued next month ....
27
Nelson
You start to pull the battens out of your It's early afternoon plenty of daylight left and you've already gotten a cou .. pie of hours airtime. The air was a Jit .. tie rough, though: punchy thermals, too small few minutes, to work, but very strong. one rolls through the landing field. You up and see another pilot setting up his approach. The tops of the trees are swirling as the wind rolls over and through them. The loose sail on your starts flapping and you continue to pack up. Suddenly you hear the unmistakable loud crack of a 70 .. pound double .. surface glider impacting with the ground. The glider has stopped with its nose buried in the ground, deformed from its normal by a broken downtnbe. It seems very quiet as you wait for some movement of the glider to tell you that the pilot is unhurt, but its only movement is in response to another thermal rolling across the field. You call out, you think you heard something in response, but you're not sure. You call out but there's only a definite silence. Heart pounding, you start to run towards the misshapen glider. What would you do when you reached the
INTRODUCTION No one likes to think about accidents, but
28
do too frequently. I am a hang pilot, hang gliding and first aid instruc .. tor, and also an Emergency Medical Techni .. cian (EMT.. A) in the state of Virginia. I decid .. eel to draw upon those areas of experience and to attempt to give you some useful in .. formation on how to handle a hang gliding accident. This article is not intended as a substitute for first aid training. Therefore, I have not included a list of first aid materials, as it doesn't do any good to carry them if you don't know how to use them. Hopefully though, information in this article will be useful to all of you regardless of whether you lrnvc emergency training or not, and en .. courage you to get training on your own. A serious accident can happen when you least ex .. pect it at your smallest training hUI as well as a mountain site. Common sense has a lot to do with how well you handle any emergency situation. There are two very important things to remember in any emergency.
all means, move him as carefully as you can the constraints of the situation. Another valid reason for moving an injured pilot is if the glider is hung up in fl tree and you don't know if he's still breathing or has a pulse (yes, something like this has happened). Think! Be sure to have a reason for ev1~rvtt11111I that you do.
THE ACCIDENT SCENE Let's take a close look at all the variables you may have to deal with at the scene of a are: gliding accident.
., Yourself An injured pilot <11 Sending for help The glider 11 Other pilots/bystanders
(1) Don't injury is a minor cut or a bruise, or something more serious like a broken bone, do your best to remain calm and in control of yourself and the situation. Take a deep breath and stabilize yourself. (2) Don't move the unless his life is in more danger if he stays where he is. An example of this is: he crashed on the railroad tracks and you can hear the 5:00 PM commuter special comin' round the bend. By
YOURSELF W'c already looked at the merits of calm and remaining in control, and this also means control of the whole accident scene. You must be willing to accept the responsibiJi .. ty of making decisions and directing other peo .. pie. Don't forget: everything you do is for the purpose of preventing further injury to a hurt person. HANG GLIDING
"When a person is unconscious, always assume the worst - that he has a head, neck and/or back injury. Unless he requires CPR and/or assistance with breathing, do not move him or remove his harness or helmet." THE PILOT Let's go back to the scene given at the beginning of this article. What are you going to do first? Check to be certain he has adequate respiration. If he's not breathing (or stops breathing) it won't be long before his heart stops, too. Following are the crucial questions you must answer first. • • • •
Is he breathing? Does he have a pulse? Is he bleeding? Could he have neck or back injuries?
Check for consciousness and breathing by getting close to the pilot and calling his name, or asking ifhe can hear you. Talk loud enough so you're sure he can hear you, if possible. Touch or tap him, but don't shake him or handle him roughly. If you know how to check for a pulse, do so immediately. Look, listen, and feel for any signs of breathing. Those of you trained in CPR know how to begin basic life support if necessary (assume he has a neck and/or back injury). At this point, if you're certain he's breathing and has a pulse, you can start checking for injuries. How did he hit? Did he hit his head on the keel? How is he laying - on his side, or with his chin tucked under? Is any part of his body in an unnatural position? For example, if you think his leg is broken, compare its shape with the opposite leg. Did his body/arm bend or break a downtube? Size up the situation quickly. How and what a pilot hit gives you clues to the type of injuries he may have suffered. If he has facial injuries, such as lacerations, bruises, or bleeding, treat him as if he has a neck injury. Keep him as still as possible. Monitor his breathing. Serious facial injuries can also mean an airway (breathing) obstruction. If it is necessary to move a person with possible neck or back injuries, those of you trained in Advanced First Aid should know the proper techniques for moving a person with these injuries. NOTE: When a person is unconscious, always assume the worst - that he has a head, neck, and/or back injury. Unless he requires CPR and/or assistance with breathing, do not move him or remove his harness or helmet. Hitting the keel can cause neck problems. Bending a downtube can break an arm. Going through the control bar with both hands on the downtubes can break both arms above the elbow. Landing on an elbow can break the upJANUARY 1983
per arm. A pilot who lets go of the control bar and throws his hands out in front of him to break the fall can break his wrist, lower or upper arm, or collar bone as well. After making a quick assessment of the injuries, the person who has assumed charge should send someone to call for an ambulance.
SENDING FOR HELP What information should the caller give the telephone operator? A good set of directions to the accident site is essential. Valuable time can be lost while an ambulance searches for the right road. The operator needs to know the possible injuries: if the injured pilot is conscious/unconscious, breathing/not breathing, possible broken bones or a spinal injury, etc. Is he on the side of a cliff or in a particular configuration that requires rescue equipment? With this information the ambulance crew or rescue squad knows what special equipment they need to bring to the accident site. Time is critical for a seriously injured person. Let me emphasize this point. Artificial respiration given during cardio-pulmonary resuscitation (CPR) does not provide enough
Don't try to unhook the harness (ever tried to lift a 200 pound limp person?). If his body is off the ground, support it so he isn't jarred unnecessarily. Support his head and neck so they stay in line with his body. Don't allow his neck to hyperextend (see Rick Masters' letter in Hang Gliding, April 1982). You won't have enough time to be as careful as you should, but if there are several trained people on hand, you can work as efficiently as possible. If his heart has stopped, you just don't have any extra time at all. If the glider is in the way, move it away from the pilot. Don't move the pilot away from the glider. If you have to cut wires, do it. If it's windy and the glider is moving, stabilize it immediately. Several people should hold it. If you're alone or there aren't enough people there to effectively control the glider, cut the sail. You can repair a glider, you can't repair a spinal cord (see Rick's letter again). If you have assumed charge, direct people. If someone else has taken charge, do whatever you can to help. Remember, your common goal is the safety of that pilot laying hurt on the ground. Cooperation is essential.
BYSTANDERS
"Don't panic. Do your best to remain calm and in control of yourself and the situation. Take a deep breath and stabilize yourself." oxygen to support life for an extended period of time. A person who has a serious impairment of circulation and respiration needs a higher concentration of oxygen as soon as possible. If you arrive at the scene first and suspect the worst, and don't know CPR, yell for someone who does. Clinical death occurs after the brain has been without any oxygen for 6-10 minutes. If there is no one there who knows CPR, and it's needed.
THE GLIDER An injured hang glider pilot is in his harness, still hooked to the glider. You must turn him over on his back to administer CPR, if necessary. (Those of you with Advanced First Aid training, think about this). This is one of the rare instances where you must move him quickly to save his life. Seconds are crucial at this point. You must cut the hang loop and at least partially remove the harness.
How about the bystanders? Many training hills have an over-abundance of them. Keep them off the field. Don't give them any information about the pilot. In response to their questions, just say that you're not sure what the injuries are and he must be seen by a doctor. Ask them to help by keeping the road clear so the ambulance can go through. Be polite and courteous, they may be friends and neighbors of the property owner. Have someone (preferably another pilot) go to the main road to help direct the ambulance to the accident. When the ambulance arrives, help the crew all you can. Remember, they were trained to extricate people from cars, not hang gliders and harnesses with a lot of straps and ropes. Help them move the glider. Tell them how and what the pilot hit. Take care of the injured pilot's belongings. Pack up his glider and get his car if he drove one. If they probably won't keep him at the hospital, go pick him up or get hold of his family. If they are going to keep him let someone at the hospital know where his glider and/or car is going to be. He's got enough problems without wondering where his prized possessions are. What about an injured pilot who is con29
scious? A person can be conscious aml still have a serious injury but as long as he's talking to you, you know he's breathing and has a heart beat. So far we've looked at what we might have to do to deal with a seriously injured pilot. Following is a situation you might be more familiar with. You're at the local training hill with your hang gliding class. One of your students launches from the top of the hill, doing OK. Suddenly he is overtaken by greed, easing out on the control bar to attain previously unknown heights. You're yelling your lungs out (and praying) but he's in Nirvana now and doesn't want to hear you. It's face-to-face with reality as the glider stalls. There's a loud smack as the glider hits the ground, your student's arms and legs flailing through the control bar. You're already in a dead nm. What arc you going to do? A person who is conscious after an accident and not badly hurt is usually embarrassed and may try to get up and walk away as if nothing happened. (I've been guilty of this myself.) They may not be aware of any injuries or pain until the initial trauma wears off and all those numb areas start to hurt. Do not let a person get up and walk away from an accident until you're certain that he really is OK. Keep talking to the pilot. If he's hurt and frightened as well as embarrassed, you can do a lot to alleviate his stress by talking to him in a positive, confident manner (it can also help to alleviate your own stress). Again, consider how he hit the ground as a clue to the type of injury. Head first? Elbow first? As you talk to him, take note of his mental state. Does he respond to questions? Does he know the date, where he is, what happened? If he has trouble responding, and seems disoriented, you should suspect a concussion at the very least. As with the previous situation, do a quick survey for bleeding, possible broken bones, neck or spinal injuries. Take advantage of the fact that a conscious person can tell you how he feels and where he hurts. If he reports any pain in his neck or back, don't move him or allow him to move. If he is able to move but complains of tingling or numbness in his arms and/or legs, don't allow him to nwvc! This is a strong indication of spinal injury. You can check for the ability to move by asking him to squeeze your fingers and wiggle his toes. If any of these movements arc difficult or cause pain, do not continue and assume spinal injury. Don't Have you sent for an ambulance get so caught up with the situation that you forget to send for help. Is he still conscious? Keep checking; conversation will help him stay conscious. Docs he still have a pulse? Is he breathing? Look at his face, is his skin pale and damp? No one has ever died from a broken arm, but a pernon
30
with relatively minor injuries can die from shock. Shock is a state of circulatory collapse. Organs of the body arc not receiving enough oxygen and nutrients to function normally. The brain, spinal cord, and peripheral nervous system cannot be without oxygen and nutrients for more than four to six minutes without permanent cell damage. Shock following trauma is often a result of internal or external blood loss. Pale, moist skin is one of the first signs of shock. The person may also complain of feeling nauseated or thirsty. One way to treat for shock is to maintain his body temperature. If it's cold outside, put an extra jacket over him. Be careful not to let him get too cold or too hot, either. If a pilot s:omplains of being thirsty after an accident, do nor give him anything to drink as this is a symptom of internal injuries, especially if he also complains of abdominal pain or discomfort. Restlessness is also a danger signal, as it is an early sign of internal bleeding or oxygen deprivation. Is he bleeding? Maybe he has a nasty gash on his face or arm that won't stop bleeding. External bleeding can be controlled by apply· ing pressure directly over the wound. If you have a first aid kit available, take clean dressand place them over the wound, holding them in place firmly with your hand (bandage it if you know how). ff you don't have a dress· use your hand. This is called direct pressure, and is the most cfl1cient way to con .. trol bleeding. If you're certain there are no broken bones, elevate the area with the wound. Raise the arm
or leg, or have the person sit up if it's a facial is injury. Use good judgement on this one this his only injury? How bad is it? Maybe he's better off laying down. Well, suppose he really is all right after all. You've checked him over and he looks OI( except for a very bruised ego. Help him over to the sidelines and encourage him to take it easy for a while if he looks a little shaky. Later on, you can talk to him about how to improve his flying skills.
UNUSUAL CIRCUMSTANCES Let's consider a special case the cross· country pilot. We all know that XC pilots like nothing better than to land as far away as possible from their launch point. This means that pilots arc flying and landing in unfamiliar areas. Herc in the cast it often means flying over miles of trees and landing in fields sur· rounded by trees, fences, and power lines (power lines often stretch across the center of fields, and they're hard to make out even from a low altitude). What if your friend gets "drilled" and has to make a forced landing in a tree or unfamiliar field? How arc you going to know if he needs help? Several pilots in this area who often fly together considered this problem and came up with the following solution: the pilot(s) in the air would stay over the landing (crash) site for a minimum of five minutes, and wait for either a blast on an air horn or an aerial f1are from the downed pilot to signal that he was not hurt and did not require help. Five minutes was deemed a long enough time for an intact pilot to get the horn or flare out of his emergency (continued on page 40)
Move the glider away from the pilot, not the pilot from ihe glider.
HANG GLIDING
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I had assumed Barbados Airlines would be some small, probably slightly antiquated equipment to fly to the island pradise. " I thought with a poker face, "even a Ford Tri-motor." Oh, that'd be one for the postcards sent to envious friends. Maybe a seaplane like !hat which regularly delivers Mr. Roar k's clients to Fantasy Island. I sure had some images, to say the least. I had packaged my chosen set of wings for this escapade, a brand new ProStar 160, in the shortest shipping tube into which I could cram all the bits and pieces. I'd even removed the center ribs to make the container smaller. (Remember this later on.) Ford Tri-motors or seaplanes probably do not have huge cargo bays. In fact, I didn't know if they had them at all. Maybe we'd have to set the gliders in the aisles. The other passengers would love that, especially when airsickness struck and they tried to dash for the lavatories. Gee, were there bathrooms? Maybe I'd better "go" first. MIAMI WEDNESDAY All that wonderment seemed a bit overdone (or should it be underdone?) when Doug Barnellc, Sterling Stoll, Bo Underwood, and I queued up at Miami International to board Eastern's flight to Christ Church, Barbados in the West Indies. That is, we and up to 386 other passengers. Whaddya know ... we were making the island hop on a mammoth Lockheed 1011. And it wasn't just a "hop." The flight was to last over four hours, at 600 mph I felt the stage was set for a million more errors in my pre-trip imagination of beautiful Barbados.
32
The four of us didn't know exactly why a Mr. Paul H.adchity had hired us to make the voyage. This lcfr room for our fertile imagina· tions to grow some wild notions. Where on earth is Barbados anyway? Did it have a stable government? Did it have any mountains from which Doug and J could fling ourselves, to the expected delight of the natives (more images of bones-in-noses near-savages beating on drums to primitive chants)? What language did they speak? Do they hate the "ugly American?" After endless slmckin' and jivin', Bo Under· wood revealed the point of our mission. Bo knew?! Howzat? He was just one of those fall· from-airplane experts. He'd created quite a bit of a stir by hand-carrying his parachute on the jetliner. "Where does he get off?" We yucked it up on that point of humor (to us anyway). Actually, Bo had worked with Hadchity (which, as Paul said, is pronounced " ... like 'had a chity' time") in organizing the trip. Bo is Regional Director for Hawaiian Tropic Sun· tan Products. Hadchity is Barbados' distri·· butor. "Ah ha," we thought collectively, "a f11m commercial." Nope. The event was the Barbados National Surfing Championship, and we were son of the "half-time" entertain· mcnt. Bo was to sky dive, Barnette and I were to hang dive, and Sterling "The Wave Jumper" Stoll was to, you guessed it, jump waves on a tricked our super duper, UP Sports Sailboard. Good show! The first man ever to fly the island of Barbados, launches from 930-foot and six· or seven-to-one Hackleton's Cliff. Photo by Dan Johnson.
HANG GLIDING
HASTINGS, BARBADOS THURSDAY Alright, so now we knew. When we arrived, the faces of every Customs official on the island lit up. We thought they were happy to sec us. Art.er two Cull days of struggling (no thanks to the Barba·· dian Board of Tourism), we got the chute and gliders through channels. Endless paperwork. "Hones!, guys," (they speak English ... sort of) "they aren't bombs!" They loved us, but only because we gave them something new to do. They used the opportunity to the limit. Paul nearly pulled out all his hair. He was the primary sponsor, and had a thing or two to finish (gross understatement) besides mess around with Customs. We got the equipment, though. Well, that's a lie. S1crling's sailboards, custom-made for the event, had never lefr Miami. Never would either. Poor The only thing he could do was show a prnfessional "California Hus .. tle" to all the little beach bunnies.
FRIDAY NIGHT and I began putting our gliders together. His had come full . Jength. Mine was broken down, and still needed "Hawaiian Tropic" letters cut out and stuck to the sail. By the time it was all done, it was too dark for a test Hight. And the next clay was Showtimc. Oh, boy. ProStar ribs are clearly marked yellow and blue, for right and lefl. Just refer to the not .. removed center ribs to know which was which. Oops. Remember, I'd pulled 'em. Oh well, it'll give me something to think about when I launch from the cliff. We loaded our gear (tons ofit) onto our little Moke jeep/car. It trembled under the burden. 'T'hen we bounced and swerved down narrow Hadian roads. "LEFT SIDE, Doug! Remember, think left!" They drive on the "wrong" side in this once .. British colony. Finally, Hacklcton's Cliff.
HACKLETON'S CLIFF SATURDAY Not bad, really. Turns out it is a 930 foot drop to the beach where we were to land, at Bathsheba. "Oh, 'bout a six-to-one, ch, Doug? And no one has ever flown here before, ch, Paul?" Hoo, boy! Doug volunteered to fly first. He's 153 pounds on his 185 Comet. I weigh 165 and had a 160 ProStar. So, I watched his pioneer· ing flight with intense interest. Our crew, Jane and Mark, also watched carefully as did a hunc!red or so natives. No nose bones, by the way. He arrived with 250 feet, so off I went. Not the world's greatest ride, what with a 60 .. 90° crosswind at 20 mph. But we done good. The crowds loved it! Bo jumped with smoke, and usually bullseyed. He went a couple times a day, as
JANUAfN 1983
Skydiver Bo Underwood comes into the crowded target 1uaa, not on fire, but with "smoke Photo by Doug Barnette.
Johnson and ProStar Illustrate hang diving to the Bajuns. View looks north to the Up of the tiny lsl11nd. Photo by Jane Alleyne.
33
conditions allowed him little more slack. Where's Sterling? On the beach, of course. Where else? The total crowd nm perhaps 10,000. /\. real good turn-out. The island is densely popula1ed with 275,000 Bajuns (short for Barbadians), 263,000 of which are black. All seemed very friendly. Barbados is l 66 square miles, 26 long by l 4 wide, has tourism as its major industry followed by sugar cane. The wind blows nearly all the time, making great waves on the east coast, and calm on the west. We found several excellent soaring sites, but had to perform on· ]()cation, so did nor get ro do much soaring. We did a bit, though.
BATHSHEBA
TOP: Dan Johnson pulls up after the Initial dive off Hackleton's Cllff. Photo by Jane Alleyne. ABOVE: World class Sterling Stoll tended to the crowd's needs-and oh, what needs! Photo by Doug Barnette.
34
SUNDAY
Sunday, the last day of the event, looked worse. We even had our sponsor cQmc up 10 launch to witness the lousy wind direction. He badly wanted another set of flights. "Don't hurt yourselves, bnt please fly!" he had en· couraged. We waited what seemed like hours. We were saved. A bit of rain passed through and the weather changed. We knew it would he short-lived, so we hurried and dove. I went first. Over the edge, and down I went. "Four hundred down," my vario screamed. Then, "Zero." Then, a hundred up. "What the .... ? Oh well, use it!" I finally arrived at. the beach with 11 thousand feet. Enough to fly way out over the ocean, a couple hundred yards beyond the w11ve· watching surfers. I could see the entire island/
country. Ya ho(\! A few whangs for the crowd, and I was on approach. "Land on Bo's bullseye," Paul had asked. Uh oh, looked like I was going in the crowd trying to hit the spot. Rats! "Move!" I yelled. They didn't. move much. They couldn't ... too much crowd, 100 liltle room. Saved again. The wind slowed my forward movcnH:nt as I entered ground effi:ct, thank goodness, and I ended up a mere three fret from the bull. Camera-quality touchdown on my toes, grinning. The crowd response was thunderous. What a feeling. These folks had ne1ier seen hang gliding before. Now Doug was enrnute. The air had already changed. He told me later that he thought he'd have to ditch. However, it worked. He had gotten to the beach low, four hundred feet or Jess, but was able lO soar a little beach ridge right over the crowd. The throngs and some power lines, that is. His audience was cnrap· tured, then relieved as they thought he could get over the lines, then tensed up again us he'd rurn and head back over them, smoothly working the awkward ridge. I narrated this performance. When he landed, I thought the crowd would surely trampk him in adoration. POSTSCRIPT
TUESDAY
In all, it was a huge success. Paul had engineered a fine even1. The professional American Surfing Judge said the Bajuns were excellent surfers. A team would be sent to the International Meet in Los Angeles next year. Amstel Beer, who had puid our way, enjoyed a
HANG GLIDING
good introduction for their product. And Hawaiian Tropic will probably push Brand X (Coppertone) down to No. Two. No one was hurt. We all got sunburned and had a wonderful time with our Bajun hosts and friends. Barbados has some excellent hang gliding potential and interest was good. We capped off our trip with a Cessna 172 ride all around the island, locating still more flying sites, thanks to our pilot's patience. We had been treated most warmly by the surfers, the girls, our favorite hang-outs (The Ship Inn and The Carlisle), the girls, our sponsors, Paul Hadchity and Amstel Beer, the girls, and all the other fine Bajun friends we made while visiting the island northeast of Venezuela. Did I mention the girls? (Ah, sweet memories). Maybe they'll hold the event again next year ... Thanks, Paul. ~
GOD 1S BLESSING By: Emma. Jane Car6m191i S0min9 afong in my 9fufer lii9fi in tJie lieaven so 6fue, I get a. dl_fferent picture of a. Gocf I thouglit I futew.
He dufu!t think of just you a.ni:f me when fie made tfie ea.rtJi a.ni:f sea., tfie grnss so soft to walk on a.ni:f tfie leaves on tfie oW: oak tree. He made it aU so petject for tfie 6infs up in tfie slty, ofi, wfia.t a. Covely picture He sees wfien fie's up fii9ii.. He sees tfie fieWs so fertife of grain aU ripe Cike 9olai tfie streams a.ni:f gra.ss a.ni:f meaaows, wfia.t a. siglit my eyes 6efio W:. Tfie mountain fii9Fi a.ni:f rug9ei:f a.ni:f tfie rock from wfiich I flew, I want to tfia.nk you so mucfi Lori:£ for a. woru:C of 6eaicty true. For my wing of many cofors tfia.t fetls me soar tfie slty, I seem so cfose to Goi:f somehow a.s tfie douds 90 drifting 6y.
if you've 6een a. wondering fiow it wouu:C 6e to Jty, just get yourself a. 9Cider a.ni:f join me in tfie slty.
So
JANUARY 1983
35
MITCHELL WING MADNESS by Chuck Rhodes
An Adventure In Learning To Fly A Rigid Wing Hang Glider It is amazing to think of the dreams of great flights one can conjure up when trapped aboard an aircraft carrier for eight months in the middle of the Mediterranean Ocean. The monthly issues of Hang Gliding and Glider Rider arrive three months late, adding to the frustration and "need for air." Then, to top matters off, the following year is spent stationed in Pensacola, Florida, where the highest hill is a 25' sand dune. These factors definitely sell an old hardcore hang glider pilot on the need for an ultralight. Eventually, orders come to transfer family, possessions, and all to California. I left Florida determined to purchase an ultralight that I could use for engine-off soaring and hang gliding. Never was I going to be trapped in the flat lands again without access to the airways. Meanwhile, I was slowly getting back into hang gliding and enjoying the beauty of powerless, free flight more and more. About this time, I read an ad in Hang Gliding that stated that George Worthington was selling his Mitchell Wing (MW). Suddenly, a light turned on in my head. Here I was, an experienced Icarus V pilot, who really got off on flying rigid-wing hang gliders. I had always been intrigued by the MW ever since Dr. Howard Long and his MW made their debut at the 1976 Escape Country meet. It also made sense to buy one already built by the designer himself, flown on numerous flights - including world record breaking flights by George Worthington - and therefore well proven. Additionally, the easy attachment of an engine and landing gear would offer me the advantage of having an ultralight. I purchased the wing in early April of 1982 36
and then waited. Without a place to store it until the Navy gave me a housing unit, George agreed to keep it until I could arrange storage. I was flying my old Olympus 180 more and more, and the beauty of silent, free flight that we all love so well began to get the best of me. Did I really want to drive around the skies destroying my hearing and suffering the performance loss due to extra engine and landing gear assembly weight? "No," I decided, "Not yet." The MW finally had a new home in July and I set out to endure the long, hot afternoons at the training hill, fully realizing that great thermals were happening throughout the summer skies. The first problem I encountered in learning to fly the MW was how to transport it. George simply placed the hang cage with wings attached on top of his car rack and secured one end of the wing to a front rack with a piece of square tubular steel. This worked fairly well for him, but his Toyota Land Cruiser and Ford Mustang were a little bigger than my VW Rabbit. Anyway, I tried it and tied the hang tubes to my Rogollo wing roof rack and, using various sizes and lengths of ropes complete with strategically placed D-rings, managed to secure the front and back of the wing to my bumpers. So, with a large, strange looking oddity wrapped in blue nylon covers, sitting three feet off the top of my car, I headed up the freeway to the training hill. The reaction of folks on the freeway to seeing the MW on my car was great. I just knew they were saying, "What the hell is it?", and I thought about placing a sign on the side of the wing, stating the same phrase. Arriving at the training hill, there was little
wind as the morning hours had not sufficiently heated up any thermal activity. I had not really expected to fly the first day, and mainly wanted to become familiar with its ground handling characteristics and compare them to what I remembered the Icarus V to be. With the assistance of a friend, I lifted the wing up into takeoff position. Immediately, the need for more wind became apparent to help lift the wing and take some weight off of my back. Although the MW I own only weighs approximately 75 pounds, those first few lifting attempts made it seem like 175 pounds. By this time the wind had picked up to 3-5 mph and I made my first run. It was apparent that my slow trotting speed was insufficient as the wing just sort of wallowed and yawed around and I had little rudder control. I was not using the elevon control stick and had it locked into a pre-determined up position by several rubber bands. George Worthington had originally devised this method so he would only have to concern himself with rudder control for roll and weight shift for pitch during takeoffs and landing. The rubber bands attached from the end of the stick to the right hang tube allowed movement of the control stick and elevons if necessary while they were in the locked position. The second and third level ground runs were better as I ran all out. The wing was flying itself which took all the weight off me, but my unfamiliarity with the flying characteristics caused me to apply too much rudder and to over-correct on the opposite side resulting in wing yawing and rolling. This must have looked rather funny to any onlooker. Here was this guy with this strange looking, radical flyHANG GLIDING
ing machine, running along the ground while the wing seemed to have a mind of its own, swinging back and forth and rolling up and down, then almost knocking the poor individual underneath it down when trying to stop. After this, it seemed that a short water break was in order as the temperature was climbing rapidly past the 90°F mark. This allowed me some time to recollect on the characteristics of the Icarus V. I remembered that if you start your takeoff run with wings level, the rudders will automatically prevent yawing and yawinduced roll with the only input needed being to correct for wind conditions lifting a wing. Anxious to try out this concept, we pushed the wing up the hill. The large 16" diameter foam training wheels on the front of the hang tubes allows one to "wheel barrow" the wing around which is much easier than trying to carry it up the hill. I felt that a slight incline would help me to gain additional running speed and the wing would be able to fly more easily on its own, allowing me the chance to get a better feel for the controls. I still was not attempting to be lifted in the air and purposely chose a very shallow, sloping section of the hill. Immediately upon running, the wing picked up a lot of speed and I had to slide back some on the hang tubes to prevent nose-in. Remembering my previous thoughts about the Icarus V, I used very little rudder control and the MW flew itself much straighter and steadier. I suddenly became aware of a strong force pulling up on my armpits and realized that the wing had attained flying speed. The slope was just not steep enough to lift me off the ground, however. Pushing my body all the way back on the hang tubes and quickly allowing the nose to lift, I air-braked to a stop. I was ready to try a short flight! After helping my assistant, Gary Mosher, who was learning to fly a rogallo, and resting for about an hour from all that exhausting ground handling, I was ready. By this time, the wind was 5-8 mph with gusts to 10 mph. I had some reservations about trying it, but my desire to experience a MW in flight overruled my good sense. I began to run about 50' up the hill and quickly attained all out 100 yard dash running speed. The wing started to lift me off, then settled back down as I kept running. I was only too aware of what a nose-in at this speed would feel like and pushed hard on the front of the hang tubes to get my body farther back and allow the nose to rise. Of course the proverbial small, unforeseen crosswind thermal gust caught my right wing during all this excitement and I overcorrected, starting a yawing motion. I managed to correct this quickly and then actually felt my feet leave the ground for about 15 feet. Gary said that he couldn't verify that I was actually flying because the weeds were about two feet tall and he didn't
JANUARY 1983
see my legs off the ground, but I knew I flew. I touched back down, still running at breakneck speed, and managed to run her out, although dropping the left wing almost to the ground. Exhausted, I sat down with the hang tubes pinning my legs to the ground and had to wait for Gary to lift the wing up so I could get out! That was it for the day. I knew that if! was going to fly the wing I needed smooth, steady wind above five mph to make my first flights. on. I wasn't going to get those kind of conditions at the training hill in the summer, and I felt foolish for trying to fly and risking damage to the wing. Playa Del Rey was next. The following day we arrived at Playa Del Rey. I had not been there since 1975 and forgot how small the hill was. Wondering if I would just be wasting my time there I watched several students flying rogallos off the hill, and it appeared that they were getting enough time in the air to at least know they were flying. The winds were about 8-10 mph and really smooth; the air was cool and so I decided to try it. We had to park across the highway from the beach and it was a mad dash on foot carrying the MW, still folded and in its wing covers, back across the highway to avoid the heavy traffic. Assembly time was quick and in no time at all the MW was ready to fly. Starting about 10 feet back from the top of the 17 foot+ Playa Del Rey hill, I managed to get airborne for an amazing three seconds after running half way down the slope. Landing was easy with about a five step run out. For the second and third flights, I started farther back on the top and was able to lift off easily at the edge of the hill. The flights were smooth, but I noticed that applying rudder to make minor turn adjustments was identical to the Icarus V in that the wing would yaw slightly first, in
the direction of the applied rudder before a roll was initiated. It was obvious that if one wanted immediate roll response that the elevons would have to be used. Six flights were made from Playa Del Rey. All were short lived -· around five seconds but long enough to allow me to have confidence in landing the MW without difficulty. I did not notice any great LID difference in the MW compared to the other rogallos flying there that day, but figured that it was due to the drag created by my 6'5" body hanging from the hang tubes. Having learned to land and take off, it was back to the inland training hill for three more weekends. Numerous flights were made from this 75'-100' hill during the late afternoon hours when the thermal activity had died down. The major difference between the flights at the Playa Del Rey hill and these flights was speed! With an average takeoff level wind speed of 4-5 mph and 0-2 mph at the bottom, my flights were challenging. Takeoff was no problem, but I had to run about 15 steps before reaching my maximum running speed. The MW lifted me off the ground easily and hanging by my armpits on the hang tubes throughout the flights was no problem. I was flying about 100-150 yards and making minor "S" turns easily. The Icarus V experience helped considerably by allowing me to feel familiar with hang cage-type flying and body movement for pitch. I was still not using the control stick. Landings were, by far, the most difficult thing to do well at this stage of training. The 0-2 mph wind speeds on landing meant that the MW was "smoking in" about 25 mph and ground effecting for a considerable distance before touch down. When my feet did touch down, I was running fast,
Chuck Rhodes and his VW Rabbit with Olympus 180, ProStar 195 and Mitchell Wing.
37
banded to the hang tube. CRESTLINE, CALIFORNIA 28 August, 1982
Chuck launchlng the Mltchell Wing on his first high fllght-Crestllne, CA.
but never felt out of control or in a nose-in situation except once. About 50% of the time these landings were excellent; the rest were fair, with either the right or left wing dropping near the end of the run out. Several times the wing tips touched the ground, causing a minor ground loop, but I managed to stay on my feet and did no damage to the wing. On my 14th flight I tried using a MW seat that I borrowed. I rigged a quick adjust assembly so that I could raise and lower the seat to any position I wanted and had a knot tied in the seat rope at the point I thought the seat would be low enough for landing. Takeoff was great; I was flying sitting low in the seat and was able to get my feet up twice on the front cage bar. On this particular flight I had launched earlier than usual, about 4:00 PM, and several small thermal bumps kept me at takeoff level all the way out to the bottom of the hill. I made two "S" turns in an attempt to prevent an overglide into the housing area at the west end of the field, but felt I was still too high. Next, I applied rudder to both wings simultaneously, which increased my drag greatly and the MW began losing altitude rapidly. Of course by doing this, I had to move up quickly on the hang tubes to avoid stalling. Now the airspeed was about 35 mph and the ground was rising quickly. At 20' off the ground I released the rudders and the extra speed shot the wing forward. I had to act quickly and dropped my legs down into landing position, but knew instantly that I was going too fast. I shoved against the front of the hang tubes with both hands resulting in some slowing of forward motion but not enough to run it out. The front of the cage slammed down on the large foam training wheels and started rolling along. I was also slammed down
38
and the left hang tube pinned my left leg beneath it while dragging me through the dirt and weeds for about 20 feet. I suffered numerous abrasions and scratches from my left hip down to my ankles and the embarrassment of a very poor landing demonstration in front of numerous new hang gliding students and their instructors. Once the dust settled and I had time to consider what had happened, it became readily apparent that the seat was adjusted so that when I lowered it for landing, I did not have enough slack in the seat rope. This resulted in my inability to get my body far enough back onto the hang tubes to effectively slow the wing down and also get the nose up for landing. I vowed that any future landings would be such that I could hang totally by my armpits with no support from the seat other than it being there to catch me if I slipped off the hang tubes. Six more flights were made off the inland hill over the next two weekends and I had reached the point where I was having consistently good takeoffs, flying smoothly and landing with little problem, however, still fast due to little ground wind. ·During this time I had talked with Brad White, the winner of the 1977 Nationals in Heavener, Oklahoma with a Mitchell Wing, about using the control stock on takeoffs and landings. He launched using this method and thought it worked real well and said that full back stick during the final seconds of landing helped get the nose up quickly, resulting in an easier landing. I seriously considered what he had told me, but after all those successful takeoffs and landings that George Worthington had made without using the stick, and all of my training flights without using it, I decided to leave it rubber-
The day had finally arrived. I was going for my first high flight in the MW. My stomach had been experiencing butterflies and my mental anxiety level was way up for over a week now. My wife was complaining that I was not hearing anything she said to me and I was having difficulty concentrating on my work. What I needed was time in the MW. Enough time to get my feet up, unhook the stick, and experience the wing in its true element. It was 12:30 when we arrived at the Crestline takeoff site and already several pilots were soaring high above in the building thermal activity. I took my time assembling the wing so as to assure myself that everything was right. This allowed me to relax and not get into that pre-flight rush syndrome that we sometimes are tempted by, before what we perceive is going to be a great flight, and we need to get up there and get some ofit quickly. At 2:00 PM the MW was ready for flight. I finished adjusting my Jim Handbury emergency parachute harness and momentarily contemplated the conditions. Winds were now I 0-15 mph with thermal cells coming in over 20. Flyers were soaring everywhere, above Marshall, Pine Flats and Crestline. My pulse quickened as I climbed into the hang cage and rapidly went over the takeoff procedures in my mind as I had done so many times the past few weeks. With an assistant on each wing tip and Gary on the front of the cage, we lifted the wing up so I could stand in takeoff position. I could sense the MW wanting to fly and wondered if all the World Record Breaking Karma that George Worthington had installed in the wing would be with me today. The wind was increasing past 15 mph and I instructed the wing men to let go followed by Gary. Waiting for them to clear the wing, I thought about how much easier the MW is to ground handle than the present state-of-the-art rogallos. Using the rudders and a little left or right stick easily compensates for a lifting wing. Surging forward, I held the nose down for four or five steps and then allowed it to rise slowly as I kept running. The hang tubes jerked up against my arms and the strong ridge and thermal lift I encountered on takeoff shot me quickly up into the air. Swinging my feet up to the front hang tube cross bar I adjusted the seat by pulling out the slack in the seat rope which ran through a sail boat mailsail sheet jam cleat device. The wing was climbing steadily and felt quite stable. Now was the moment I had been waiting for since I first started flying the MW. I looke1i at the stick held in place by those rubber bands and unhooked them. ImmediateHANG GLIDING
ly, the nose dropped and the air speed increased rapidly causing me to have to move my body back in the seat several inches to compensate for my forward body, up elevon launching position. The dive the wing had initiated decreased. I pulled back on the stick to lessen my airspeed which was around 45 mph, according to my Winter air speed indicator, of which I wasn't really sure of the accuracy. This caused the airspeed to suddenly decrease to under 25 mph, and I felt that sickening stall feeling coming on rapidly, so I pushed forward. Now rhe nose dropped into a dive much more quickly than anticipated and the airspeed indicator read 50-55 mph. During all this I was aware that Crestline takeoff was far behind me and the lift was weakening. I needed to turn north and follow the ridge to gain back the altitude I had lost so I pulled back on the stick again, but much more slowly, while simultaneously pushing the stick to the right and applying right rudder. The nose climbed back up more smoothly but I had still overcorrected and felt that stalling feeling approaching again. Now I was worried about a tip stall and possibly spinning so I let go of the stick altogether. The wing regained speed and steadied out at about 38 mph. I continued to apply right rudder until the MW was heading north. It was then that I realized that my right leg was shaking uncontrollably. I had not experienced this since my old rock climbing days when I was certain I was going to fall. The excitement of the launch, the over-controlling of the stick and my unfamiliarity with the threeaxis control all contributed to a super adrenalin rush that I was experiencing and causing the leg shake. Talking out loud to myself, ! said, "Relax, you can fly this thing, and if you have to, you can hook the stick back up and fly her with just the rudders and weight shift." The MW was flying along fairly smoothly while I was contemplating my situation. Calming down I grasped the stick lightly with my right thumb and forefinger and very slowly pulled it back. Gracefully, the wing slowed to about 35 mph. Then the stick was pushed slowly forward as the wing followed by entering a smooth, shallow dive. Pulling back to 35, I applied right rudder and right stick and a nice smooth turn was initiated. I was beginning to get the idea of how not to overcontrol when the left wing lifted suddenly, followed by the nose rocketing up. The vario pegged at 1,000' + and I pushed the stick forward to compensate for the sudden drop in airspeed caused by the rapid entering of the thermal core. That exhilarating feeling of strong thermal lift breathed new life into the MW. It was climbing rapidly and I felt as if I was being reeled up into the sky. The airspeed had dropped to around 35 and I cranked my first wide 360° turn in thermal lift. The wide turn caused the wing to fly out of and re-enter the
thermal core several times but the MW handled the bumps impressively. As one wing would lift higher, I would crank the appropriate rudder and give her a little stick in that direction and the MW would easily knife into the strong lift. At approximately 500' above Crestline I decided that it was time to check out the LID of the MW. Flying out of the thermal, 1,000' down sink was encountered as I headed out toward Marshall. Pushing the stick forward my airspeed rose to 40-50 mph. Fully expect· ing a great loss of altitude commonly associated with heavy sink, I was extremely impressed and surprised about how little altitude the MW lost getting to Marshall. Even with the high cruising speed I arrived .over the northwest side of Marshall only slightly below Crestline takeoff level. Looking over towards the front (southwest face) of Marshall I could see several rogallos climbing out in thermal lift and immediately flew over to join them. Upon entering the 800-1000' up lift, the nose climbed rapidly again and the MW almost stalled before I compensated by pushing forward on the stick. Rapid increase in speed ensued and once again I pulled back, but very
"It easily overtook the rogallos flying the same route and the MW again displayed its great LID at high speeds. 'Wow! What a wing!' I kept saying to myself." slowly, and the nose climbed steadily back up until the wing was cruising at about 37-38 mph. Starting a series of 360 ° turns and learning that more back pressure on the stick helped coordinate the turns better, I worked the strong lift. During the ascent the MW was climbing at about the same rate as the National meet pilots who were also in the thermal. They eventually got higher, but I am convinced that it was only bcause of my inexperience in thermalling the MW and my resultant wide /urns, causing the wing to fly out of the lift and flying too fast. Seeing several of the meet pilots heading for the pylon over on Pine Flats after we topped out high above Marshall, the MW wanted to go over and see what Pine Flats had to offer. It easily overtook the rogallos flying the same route and the MW again displayed its great LID at high speeds and being able to retain altitude after flying through heavy sink that would normally have a rogallo down scratching for lift in the foothills. "Wow! What a wing!" I kept saying to myself. Over Pine Flats I gained considerable altitude and headed back across the top to Crestline, soaring takeoff with ease. Without an altimeter, it appeared that the MW carried
me to about 1,500' over the top where all the thermals seemed to be topping out. An hour and a half had elapsed since takeoff and I had gained considerable respect for the stick and pitch control but felt extremely confident about the wing's stability. Even in dives, when the airspeed was 55 + mph, the wing reached a point where it would go no faster and would not dive any steeper. As soon as the stick was released, the MW slowed right down to around 37-38 mph which seemed to be the speed it wanted to cruise at most of the time. I decided that it was time for the final test of my first high altitude MW flight. Landing! Heading straight out from Crestline I glided out to the freeway, which must be 4-5 miles out from the mountain. I was still level with takeoff when I got there even though I had been penetrating out. There was little thermal activity out over the flat lands and after a nice, clean 180 ° turn, the wing was taking me back to the mountain. While going out and returning, with the help of calmer air, I flew handsoff most of the way. It was great to just sit back, look around at the sites far below, cross your arms, and do some serious cruising. Once back over Pine Crest Air Park, I began a series of 180° turns and long straight glides up and down the foothills to bleed off altitude. I found myself cruising back and forth along the foothills much farther than I normally would have in a rogallo due to the increased LID while losing altitude. I could have come down much quicker by doing consecutive 360° turns and diving but I wanted to take it nice and easy so I could plan my landing correctly. Making my final pass down the foothills behind the air park, I was headed southeast with about 400' of altitude left. I reached down and pulled the stick back to secure it with the rubber bands and had to quickly move my body 5-6" forward in the cage to compensate for all that up elevon. Next, I lifted my butt up off the seat and released the seat rope. This time the seat rope knot had been tied far enough down the rope to allow the seat to fall below me where I could get all of my weight on my armpits and get my body back far enough for landing. Upon reaching a spot directly behind Andy's trailer at the air park, I initiated right rudder and flew directly over the National Meet crowd wlth about 150' of altitude. Hearing a cheer go up as the MW passed over, I thought to myself that the last thing in the world I wanted now was to screw up this landing. I felt that the MW's reputation was on the line. The folks had seen what it could do in the air, but obviously many were asking, "But can he land it?" Choosing a large field off the right side of the road to the air park, I dropped my legs down beneath me and hung by my armpits. The drag increase was immediately noticeable and the MW descended right down into a long ground effect glide due to the shallow slope of the hill above the {continued on page 44)
JANUARY 1983
39
A Column for Unusual Flights by Robert Haverstraw PENNSYLVANIA: We had great hopes for the Saturday before Labor Day. A cold front had just passed through and I was told that the soaring index was -8. Unfortunately, the lapse rate was so good that by 11 AM the sky was overdeveloped to the point that no sunshine could be seen on the ground. I waited until 1 PM to launch but conditions really hadn't improved much. A very light breeze was straight into launch and occasional small thermals were walking through even without the help of the sun. For the next hour and a half I spent more time below the top than above. I managed three short excursions over 100 feet above the top only to be promptly drilled. And, as anyone who has flown a Comet can testify, tree dodging is a tiring exercise. Our regular landing field is sloped downhill and surrounded by trees and wires. As a consequence we normally will land elsewhere up or down the valley whenever we can. By 2:30 the cloud cover was starting to break slightly but by then I was nearly exhausted. I could see the local golf course and thought I'd land there today inasmuch as I'd never landed there before. I noted that the sun was illuminating the course but thought it would only be temporary, as all such breakthroughs of the sun had been since my launch. As I approached the golf course, my vario sounded, indicating another weak thermal (50-100 ft./min.) of the type I had been playing with (or vice-versa) since I had launched. I almost said the "H" with it but I'm a pilot, start to finish. And as long as there's a decent (or not so decent) thermal around, I'll find the energy somewhere. A few minutes later I was back to launch altitude, but due to the lack of horizontal air flow in the valley, was still over the golf course which continued to be sunny. My thermal grew and mellowed to 200-300 ft./min. and started drifting towards the hill. As I passed over the top of the hill, I had another 2,000 ft.
40
and a "real" thermal, I could actually flatten my turns and not get dumped and was ascending at 500-600 ft./min. Apparently Tim Miller, my flying companion from Ohio, launched about this time and got trashed to the landing field because he radioed from the landing field, "Bob where'd you get to?" My answer was "4,000 over and three miles behind, I'll call back from where I land," and I was off. The next 21/2 hours was spent mostly at 5,000 ft. AGL with two excursions to within 1,000 feet of the ground. Each time however, I selected as my "landing field" a dark brown field which had been lit by the sun for a while. Inevitably, shortly thereafter my vario said "we're gone, boss" and I was back close to cloud base. All good things end, and by 5:00 PM a dark field, lit by the sun was no longer an "up" elevator. I had flown 42 miles from McConnellsburg, PA nearly to Frederick, MO, setting a new record for the site by about 12 miles. In my ten years of flying hang gliders, it was also my own personal record. But my adventure was not yet ended. (My adventurers seldom end with the end ofmy flight.) I carted my glider across the road and tied it off to the mailbox to keep it from being lifted by a late thermal. At the farmhouse, my reception was rather friendly if you ignored the strange expressions on their faces when I explained about my journey. My request for a phone call was granted and my offer of payment refused: Next Annabelle (we had progressed to first names quickly) offered to cook me supper which I politely declined saying Tim and I would go to eat at a restaurant after he picked me up. After much insisting I accepted a cup of hot tea and two home grown plums. As I consumed my snack, I remarked that her kitchen table was much like ours and subject to the same problems the screws tended to loosen and the legs wobble. She pointed out that two of the legs were held-on by string. I was in my element and was shortly under the table with screwdriver, hammer, and miscellaneous hardware. In a half an hour all four legs were remounted and as substantial as when they were new. I had gotten slightly dirty when remounting the table legs but nothing that could compare with the dirt and sweat of four hours of hard soaring. I asked if I could wash my hands and was offered a "BATH"! Every man has his price and my price had been found. I chuckled as I ran the bathwater. An hour ago these µcuple had never even seen me before and here I was nude in their bathroom. "Lucky" Haverstraw strikes again. I only wished I could have seen Tim's face when he called and was told I couldn't come to the phone right now because I was taking a bath. Refreshed and reunited with Tim,
Annabelle and I exchanged gifts. I carry small packs of writing paper which have drawings of birds and hand lettered anecdotes about flight. They are available from Karen Thorpe, P.O. Box 455, Draper, Utah 84020. These packs make inexpensive but appropriate and unique gifts which I give to anyone who assists me in some way when I'm flying cross country. In exchange Tim and I were given a whole bag of delicious home grown plums. As a result, I now have another place where I feel I could "shelter from the storms" anytime I happen to drop in. A fitting end to another Grand Adventure. ~
(continued from page 30)
(First 30 Minutes) gear pack (ask Erik Fair!). They decided that an aerial flare was a necessary option after one of the pilots came to a halt upside down in a tree after failing to negotiate a gap. The air horn (secured to a downtube with tape) did not work upside down. Also, it did not work when the outside temperature got too cold (even right side up). If no signal is seen or heard in five minutes, the observing pilot lands to get help. Don't become a second victim! If you don't think you can land safely in the same field or nearby the downed pilot, carefully note any main roads and landmarks so you can identify the pilot's location on a map (then land safely). Once on the ground, it's very difficult to spot a glider 50 to 75 feet up in a tree unless you're practically underneath it, so it's important to note any and all landmarks. Another pilot already on the ground can signal to a pilot in the air using hand signals (suggested by Dr. Chris Wills). Wave (or circle) one hand high in the air to get help, or use both hands to signal that everything is OK. Do your best to make sure you're clearly visible.
SUMMARY Let's briefly review the important points: • DON'T MOVE THE PILOT! • GET HELP • LEARN CPR • LEARN FIRST AID So, why did I title this article "The First Thirty Minutes?" Because I've noticed that it takes about that long for an ambulance to reach any of our local sites for any reason. And thirty minutes is a very long time for an injured pilot when there's no one there who knows how to help.
HANG GLIDING
article and
Anyone who flies a hang glider realizes what a special, magical experience it is to leave the earth behind and join 1hc birds (even if it's just for a small hop down 1hc hill). And hang glider pilots, possibly more than any other type of a1hlctc, actively seek to share their sport, and to encourage newcomers. Many colleges have hang gliding clubs; one such school is the University of Lowell (in Lowell, Massachusetts) which has an active, 7'5-mcmber club. In the interest of promo1ing this sport, the University of Lowell, in connection with the Morningside Recreation Area in Claremont, New Hampshire, sponsors an annual Intcrnational/lntcrcollegiatc Hang Gliding Meet. This year marks the fiflh of these fly-ins. The U. Lowell/Morningside meet is held every year on the Columbus Day Weekend, and pilDts from all over the East Coast come to participate. Uniquely, this meet fealurcs competitions for a!/ levels of pilots from new beginners to advanced. The six classes of competitors arc: new beginner, beginner, novice, intermediate, advanced and alumni open class. Tasks arc sc1 for t.hc various classes. New under the supervision of an instructor, arc given points for launches and landings. The continuous practice from the three of competition allows many of the new pilots to move farther up the hill. Begin·· ncrs arc given points for launches, best LID and spot landings. Tasks for the higher classes include: spot landings, duration flights, pylon runs and number of 360's. Trophies arc given to the winning pilots in each class. There is also a grand first trophy awarded to the school with the team which accumulntes the highest number of points. a slow start, due lo rain on Satur·· October 9, this competition was as much a success as the last four have been. Sunday and Monday offered better and better conditions, and all the classes had plenty
JANUAf:/Y 1983
Guscott
of airtime. Among the colleges which participated were: the University of Lowell, the lJnivcrsity of Maryland, New Hampshire Vocational Technical Institute, Plymouth State, and Lehigh Universi1y (from Pennsylvania). The lJnivcrsity of Lowell brought home the grand trophy for the first time in the mect's history. Among the winners in the six classes, five were from U. Lowell. The win·· ncrs were: New beginner - Mark Pelletier (U. Lowell), beginner ·· Bill Kenney (U. Lowell), novice · Jim Philippou (president of the U. Lowell club), intermediate - Peter Loistincn Lowell), advanced Jess Pauley (Plymouth State), and open class Bill Blood (faculty advisor to the U. I .owcll club). Thanks arc owed to the entire stafT at the Morningside Recreation Arca: Phil Haines, Jeff Nicholay, John Gorton, John Rousseau, John Szarek, Marilyn Nichols and Steve Donovan. Morningside is one of in New England that offers good for all levels of pilots. Only with the help and good will of its staff could this meet have been organized and run so sue·· The main goals of the meet arc to have fim and to learn more about flying. A certificate is given to each pilot certifying that he or she, "in company with others of like mind and heart, the enjoyment of the experience of flight and following in the footsteps of the Wright Bro1hers" has participated in the meet. The University of Lowell hopes other clubs will sponsor similar fly-ins to promote the sport and to help others enjoy what all pilots have come to ap·· predate the freedom of f1igh1. one interested in information about pmrt1c:1p:1tu1g in the U. Lowell meet or starting their own intercollegiate competition slmuld write to: Bill Blood, University of Lowell, Lowell, MA 01854, (617) 452-5000 ext. 247'7.
TOP: Wlnm:irs Pete Koistinen, BIii Jim Phllippou and JeH Pa11ley. (Front em 1md Chuck laVersa who the landing CENTER: em Blood waits to launch. landing :zone.
41
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CERTIFICATION:
YES OR?
NO.
BY MIKE MEIER
On November 10, at the indirect request of the competition committee of the USHGA, four directors and three additional member representatives of the HGMA met to discuss the requirement for HGMA certification in class one USHGA sanctioned competition. The purpose of this article is to make public some of the opinions expressed in that discussion, and to ask you, the members, to voice your opinion to your regional director before the next USHGA Board Meeting in February. Since 1977, pilots flying in USHGA sanctioned competition have been required to fly HGMA certified gliders. The original intent of this requirement was to provide a strong incentive for financially weak, technically unsophisticated hang glider manufacturers (i.e. all of them), to undertake the difficult and costly process of certification, so that glider designs would become inherently more airworthy, and pilot safety would be enhanced. It worked. After a fashion. Manufacturers did certify their gliders. Most of them did. Sort of. Gliders did become more airworthy. Eventually. Hang gliding has become safer. Apparently. We have about half the annual deaths we used to with at least as many participants and far, far more air hours being flown. Along the way, some people got screwed. Since nobody ever presented a truly complete certification package to the HGMA board, they were forced to draw arbitrary lines about what was good enough and what wasn't. Those lines were vague, and they wandered. Some gliders didn't get certified because the packages fell just short of the line that no one knew the exact location of, not even the HGMA. Some pilots didn't get to compete in some contests for reasons they never understood. In the old days, no manufacturer ever tried to present a package until just before a major competition he wanted that glider to compete in. At that time, it was evident that the "cerJANUARY 1983
tification for competition" requirement was the primary effective incentive for certifying gliders. Then sometime in the last three years the public started to really believe in certification, and started demanding certified gliders. Suddenly manufacturers started showing up at HGMA meetings in November with packages to present, with no contest in sight for six months. At that time, (about a year ago), the HGMA Board informed the USHGA that it felt that the competition requirement was no longer necessary to keep the certification program alive, and recommended dropping the requirement. The USHGA, noting that pilots already
"No one, not the manufacturers, not the USHGA, and not the HGMA is suggesting that the certification program be abandoned. It is just as necessary as ever." had the option of flying uncertified gliders in the open class, and unsure of the judgement of the HGMA that the program would survive without the requirement for certification in competition, declined to drop the requirement at that time. It now appears that it may be up to you, the members to decide. Here are some of the opinions discussed at the HGMA meeting: Three of the four board members, and five of the seven members present felt the requirement should be dropped. The reason sited most often is that the requirement cannot be effectively enforced. There is no easy, valid way to determine if any given glider is in the configuration in which it was certified. The USHGA rule book currently lists a rule that any major meet shall have an HGMA representative
in attendance to rule on the certification issue, but the HGMA has declined to provide such a representative, because no one can examine a glider and tell whether it was in the configuration in which it was certified. At one time, the HGMA believed that the configuration could be verified, and developed a system to do so. After operating for three years under that system, all the board members who participated in its development now agree that a truly effective and valid system for configuration verification is, in a practical sense, impossible. One of the seven people present disagreed and felt that an effective configuration verification system could be devised. Another member felt that although the enforcement of the requirement would always be imperfect, it should be retained, because it has essentially worked, and because international competition requires certification. Another reason given by one board member for dropping the requirement was that it restricted the use of competition as a development and proving ground for new design concepts. Among the reasons for retaining the requirement discussed was the possibility that removing the requirement might weaken manufacturer compliance with the certification program. Another reason was that the certification program has served to provide a "production class" in competition, giving the average pilot a chance to compete against the "factory" pilots on the same equipment. It was pointed out, however, that whatever "production class" restraints might be imposed on a competition system, the factories and factory sponsored pilots would always be in the best position, in terms of resources and knowledge, to circumvent such restrictions.
43
Another opinion which was not brought up at this meeting, but which is relevant to the question has to do with the· FAA, and outside regulation of our sport. This position says that we need things like the requirement for certification in competition to show the FAA that we can govern ourselves and can and should be left alone and allowed to do so. The other side of this question goes as follows: Ifwe do not have the inherent right to decide for ourselves how much risk is acceptable, then we have no inherent right to fly hang gliders. If we set up a self regulatory system that abrogates that right, then are we not telling the FAA that it is proper for free citizens to have someone else decide what constitutes, for them, an acceptable balance of risk and reward? Or, to put it another way, if the FAA had, in 1975, tried to force the current HGMA standards on us, which none of the gliders at the time would have passed, would we have accepted their right ro tell us we couldn't fly? Your director would like to know what you think. Give him a call, or drop him a postcard. Please note that the USHGA questionnaire only dealt with this question in the event that the two class system was changed to a single class. We are now asking a separate question; if we stay with two classes, should HGMA certification be required for class one (flex wing)? I want to make one thing clear. No one, not the manufacturers, not the USHGA, and not the HGMA is suggesting that the certification program be abandoned. It is a very worthwhile program, and it's just as necessary now as it ever was, if not more so. I've personally been involved in testing for certification over 30 different designs, and I still get surprised fairly often out at the test track by some unanticipated failure of a prototype to prove itself airworthy in some specific way. We need a program of specific objective tests for glider airworthiness, and we need to have the manufacturers participate in that program. Keep this in mind: dropping the requirement for certification can only work if you continue to do what you're doing now; demanding certified gliders from the manufacturers. If you abandon your support as a consumer for the program, it is doomed. If you continue to support it, its survival is virtually guaranteed.
-.-
(continued from page 39)
(Mitchell Wing) LZ. Tucking my legs up twice to avoid scraping some bushes and dragging the edge of a small gulley, I glided out onto the flat section. My feet touched down and then a small bump of air lifted me off for another 20 feet or so before touching down again. I ran about 8-10
44
steps and let the nose rise, air-braking the wing to a stop. I had done it! I had experienced the MW in its true element and completed the flight with a good, safe landing. Stepping out of the cage, I stood back and looked at the wing now, sitting silently on the ground, and stated, "What a wing. What a fantastic flying machine!" Exhausted, but totally euphoric, I drove back to L.A. that evening knowing that George Worthington was right. The Mitchell Wing is the highest performing hang glider in the world! In conclusion, the MW is still a flying machine that takes more dedication and determination to fly. The loss of easy portability, the worry of difficult and expensive repairs if the wing is damaged, and the need for set-up and launch assistants, to name a few, will keep most flying rogallos. But, for those who really want all-out performance, once in the air the MW is totally worth all the extra effort. I don't have the time at present to fly the MW in any hang gliding meets but I know that in the hands of a skilled competition pilot, it would be more than impressive. Hopefully, my flying the MW will stimulate a re-birth in MW interest. In these days of dreams of 200-mile flights and beyond it is a flying machine whose time has come! I will be happy to answer any questions about flying the MW or learning to fly it. Please write or call at: Chuck Rhodes, 27670 John Montgomery Drive, San Pedro, California 90732, (213)
-t-
514-3056. (continued from page 22)
(Trouble) present form of towing: "It's not 1/ something goes wrong - it's when." A lockout can ruin your whole day. I've heard about some new towing techniques, Moyes' harness tow rig and Donnel Hewett's Skyting. What's happening with this technology? Can it make flatland towing a viable alternative to foot launching? So what's happening? Is there a safe, low-hassle flatland towing system available? The hang gliders (3) Financial hassle arid equipment available today are underpriced when you consider the numbers sold. The return on investment versus risk that a hang glider manufacturer realizes are ridiculously below the average that American manufacturers have a right to expect. There aren't enough people buying gliders and equipment these days to get production to an economical volume. Call it economy of scale or whatever. The fewer numbers of anything produced, the higher the unit cost. Fewer gliders equal more bucks per glider. The point of this tirade is that I see problems in the future for our sport. It can get better or it can get worse. Right now it is getting worse. Not terrible - worse. Not crashingto-a-thundering-halt - just getting a little worse than it was last year. The direction right now is not good.
I hold that if you fly hang gliders and don't support your local and national organizations, you are unfairly benefitting from someone else's labor. Rugged individualist? How about self-sufficient human being? That means paying your own way. -t(continued from page 1'1)
(Right Stuff) 9. Do a thorough inspection following any crash. Equipment: 1. Inspect harness. All support straps, leg straps, stitching, main body, etc. Look for signs of wear, frays, cuts, and material defects. Some manufacturers recommend changing main support straps (usually those nearest hips) annually. This will cost you $10-$20. 2. Inspect carabiner. Locking gate type is best. 3. Inspect helmet shell and liner. Replace if cracked, or moldy, or filled with bugs. 4. Repack parachute after practice deployment and thorough inspection of canopy, gore lines, and bridle by qualified rigger. Repack is generally recommended every six months.
Summary Make sure all the stuff you buy and use is good stuff. Keep your stuff in good shape. Always do things right. Never do things wrong. Have fun. Be safe. Please send questions, comments and other correspondence to The Right Stuff, c/o Hang Flight Systems, 1202 E. Walnut, Unit M, Santa Ana, CA 92701.
PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER
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HANG GLIDING
performance priced to sell at S 1400. (original cost $2200.) OLY 180 - Immaculate rainbow sail with applied leading edge and Never Kinks, $500. Midwest Motorglider Supplies, (Gary) (312) 244-0529 after 6:00. RAVEN 179 - Excellent condition. White, gold, orange, red. $800. (213) 883-2529. RAVEN 179 - Flies great, $800. Two Seagull III Z's, make offer. Wayne, Days - (703) 552-9012, Eves - (703) 552-0446. RAVEN 209 - Excellent condition. Black, blue, orange, yellow. $750. (303) 841-2523. SEAGULL SEAHAWK 140 - Orange, gold, black, exc. Will ship, $375. Jim, (415) 552-5737 eves. CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), 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 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 airtime, $1300. Will ship. (213) 869-2282 day, (213) 863-4218 night. COMET 165 - Clean - tight sail - new rigging. First $1000. takes it. (805) 644-2117. COMET 165', exceptionally clean, low airtime, mid-1981. Beauty - $1375. (208) 883-0616. COMET 165 - Good condition, never damaged, $1,000. (714) 987-8291, after 6 P.M.
SENSOR 210 - Excellent condition. Will ship. $650. (805) 964-7529. SENSOR 510 - 180 sq., gold under, maroon LE, white sail. $1400., Paul (703) 821-3357 VA. SENSOR 510 - 165 sq. ft. with variable billow $1500. Jerry, (805) 687-4397. SPYDER 192 -Excellent condition. $400. (714) 987-8291, after 6 PM. SIROCCO III 189 - 1979. Excellent condition. Red, gold and white, $700. (304) 252-6098. UP 180 SPYDER, UP Harness, MK II B.U.S. $550. or best offer. (214) 796-9496. WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020. WILLS WING DUCK 180 - White with red/gold double surface, $1400. (213) 399-5315.
Rigid Wings EASYRISER U.F.M. with 3 hrs. airtime. Orange. McCollough 101, landing gear. Container for kite and trailer. (402) 564-8743.
COMET 185 OVR, Comet 185, Comet 135, Moyes Mega 165, (801) 254-6141.
1981 FLEDGE II B - Good shape. Custom sail work. Solid black, gold lightening bolts, bottom surface, pucchie batten pockets, inbetween battens, brake down control bar with sliders. Reasonable offer. MUST SELL. (714) 849-3741 8 am-5 pm, (714)849-8867 5 pm-8:30 pm.
COMET 165 - Less than I hr. air time. Custom colors. Must sell. (918) 542-4086 or (918) 540-2516.
FLEDGE III - New. Custom rudders. Red and black sail. Foxbat rigging. $1850. firm. (702) 831-3472 or 831-5865.
COMET 185 - Extra clean. Rainbow colors, $1400. (904) 428-5791.
DEMON - Excellent condition. Custom sail. Never crashed. $900. Alan, (509) 922-2058.
Schools and Dealers
DUCK 180 - 14 flights, like new, too large for me, $1475. New York, (607) 687-9231. NEW DUCK 180 - $1600. Helmet, cocoon harness and chute, $200. (805) 648-2429.
ARIZONA
FIREFLY 2B 149 - Good condition. Excellent intermediate glider, $600. (503) 488-2317.
DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550.
FIREFLY 216, 79 - 2 hrs. airtime, $850. Must sell, (313) 728-1230, weekend evenings.
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.
FLIGHT DESIGNS JET WING - New, 2 hours airtime, $2000. Super Lancer 155, rainbow, $1200. (301) 661-6262. "FREE TO GOOD HOlvlE" - New Duck 180 with purchase of valuable antique Eipper Cumi X (harness included) $1,800./best offer. (805) 581-0825. FLY ANYTIME! Midnight Sun colored Alpha 215; $800. and Gemini Power system with five hours airtime; $925. Will separate. (313) 227-1716. LOOKING FOR A USED GLIDER? SELLING YOURS? Doug Hertzog's Hang Glider Referral Service now operating NATIONWIDE! (213) 436-4891. Distance calls returned collect. MOYES MAXI MKII - $300. Brand new Seahawk 180 -$600. Phoenix 8 Jr., F!exi II, Owl, Cumulus 10, - $150. each OBO. Can ship. (805) 649-2470. NEW PRO STAR 160 - $1300. 166 Mosquito, $450. Ball vario, $190. Altimaster II, $45. Cocoon harness, $75. Parachute, $180. (619) 743-2245. PROST AR 160, 1982 - Dust deviled demo. New leading edges, $1000. '81 Proair 180, exc. cond., $1100. (303) 539-3335. PROST AR 195 - Dark blue and white, manufactured 8-82. Less than five hours use. Like new. State of the art
JANUARY 1983
CALIFORNIA CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills, UP and FD. Come visit us! (415) 756-0650. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. 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, CA. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call:
Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL - USHGA Certified instructors, observers serv· ing Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or write for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. We Believe-SAFETY FIRST! MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of mission ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SAN FRANCISCO SCHOOL OF HANG GLIDING Gliders & equipment sales & rentals. Private & group instruction by U.S.H.G.A. certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 731-7766. SKYWORKS HANG GLIDING & UL TRALITE AIRCRAFT of the South Bay Area offers you Certified Instruction - Sales - Service. Major Brands. 521 Sinclair Frontage Road, Milpitas, CA 95035. (408) 946-7115. ULTRASPORT, INC. is the only Southern California school dedicated only to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. USHGA certified. Call or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. WINDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED ULTRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836. COLORADO FOUR CORNERS 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 presentation 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. Ultralight dealer for Vector 610, winner of London to Paris Ultralight race. USHGA certified instructor. 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) 878-1271.
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Para ~ Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277
Send For FREE Brochure 45
TRADEWINDS HANG GLIDING - Box 543, Kailua, Hawaii, 96734. (808) 396-8557. IDAHO SUN VALLEY SENSOR - New and used Sensor 510's. Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 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 83651, (208) 336-9492. ILLINOIS .PROAIR/PROSTAR/FLEDGE III/FOX BAT sales, service, flight accessories and Ball variometers - Midwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (312) 244-0529. MICHIGAN
SOUTHEAST MICHIGAN HANG GLIDERS - Sales and instruction in Ultralights, Free Flight and towing. Dealers for Eagle, UP, Flight Designs, Delta Wing and Soarmaster. 24851 Murray, Mt. Clemens, MI 48045 (313) 791-0614 - Since 1975. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333. NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842. NEW YORK AERIAL TECHNIQUES, Rt. 209, Ellenville, NY 12428, (914) 647-3344. 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 offer U.S.H.G.A. & F.A.A. certified instruction, complete parts and expert repair service, windsurfer rental, sales, and instruction. 493 Lake St., Benzonia, Michigan 49616. (616) 882-5070.
MOUNTAIN WINGS INC. - The northeast's newest and largest hang glider and ultralight center. Located only 6 miles from Ellenville. Our product line includes: Flight Designs, Delta Wings, Seedwings, Manta, U.P., Progressive Aircraft, Pacific Windcraft, Stratus, Lazair, Casperwing, Ultralight Flight's Mirage and Phantom, a complete line of accessories and r/c gliders & radios. Top notch instruction with certified instructors on one of five training hills. Come to Mountain Wings Inc., Main St., Kerhonkson, NY 12446. (914) 626-5555 for friendly service.
KITTY HAWK KITES, INC., - P.O. Box 340, Nagshead, N.C. 27959 1-800-334-4777, 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. SCOTT'S MARINE, INC. - Full time professional, sales, service, training. Wills Wing Gliders, Pterodactyl ultralights, expert repairs. Scott Lambert, (704) 875-9486. 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. (512) 474-1669. AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954.
UTAH AERO SPORTS INC. - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 364-5508.
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ULTRALIGHT BUYER'S GUIDE
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NEVADA HIGH SIERRA HANG GLIDING & WINDSURFING - Box 865, 1000 N. Plaza St., Carson City, NV 89702. (702) 885-1891. Northern Nevada's complete Hang Gliding shop. Featuring Wills Wing gliders and accessories. Also, dealers for U.P. Sports, Flight Designs, Seedwings and Pacific Windcraft. Dealers for Bic and U.P. Sailboards. USHGA certified Instruction !Jeginning through advanced. Region II instructors, observer and examiner. Parts, service, gliders in stock, also towing instruction.
Publications & Organizations
Ultralight Powered Flight Interbank No,
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19
Miscellaneous issue and run for _ _ __
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Phone Number:
-~-------------------------~ P.O. BOX 66308, LOS ANGELES, CA 90066 / (213) 390,3065
HANG GLIDING
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Publications & Organizations MAGAZINE COLLECTORS: List of old Hang Gliding, Ground Skimmer and Glider Rider magazines for sale. Dan Poynter, Box 4232-G, Santa Barbara, CA 93103-0232.
BIG BIRD'S WINGS - Hang gliding's best. Instruction - sales and service. Dealing & distributing Wills Wing in Washington state. Call Fitz (Big Bird), (206) 523-2436.
NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.
CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333.
NEW & USED PARACHUTES bought, sold & repacked. HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116. (415) 992-6020.
FAIRWINDS INTERNATIONAL is the exclusive Ultra· lite Products dealer in the Northwest. Comet, Gemini in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.
Parts & Accessories
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
Ultralight Powered Flight JET WING - Demon, Trike, T.T. JO hrs. Span, red and white, orange. Perfect condition. Call Philip Good (214) 892-0852.
International Schools & Dealers
KITTY HAWK KITES - Training specialists for ultralights. FAA certified Flight Instructors. Quicksilvers, pans in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic Dight. 1-800-334-4777.
JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta,
La Mouette, Delta Wing, Flight Designs, Winter, Litek,
SKYWORKS California.
Hall Bros., Ball Varies, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku, Tokyo, 105 JAPAN. Tel. 03/433/0062.
HANG GLIDER EQUIPMENT COMPANY - For all your Hang Gliding needs. We are dealers for all major brands. Write or call for free price list. 3620 Wawona, San Francisco, CA 94112, (415) 992-6020.
SWITZERLAND SWISS ALP HANG GLIDING SAFARI· For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Kurfirstenstr. 61, 8002 Zurich, Switzerland, Airmail.
"STUD-RACKS" - Specially designed to carry hang gliders on small trucks & 4by's. Easy to install, remove, store. I pair - $49.95 +postage.Use gutter racks for front, or 2nd pair for only $39.95 + postage. Call (805) 649-2470 or write Woods Industries, 8887 N. Ventura Ave., Ventura, CA 93001.
Employment Opportunities CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging in Original Flyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. Waterbeds, Video Movies, Color T.V., Pool.
SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.
ULTRALIGHT AIRCRAFT THEFT ALARM· Portable, high-power system for every need. Send SASE for free brochure. ULTRA-LARM, P.O. Box 277, Jacksonville, OR 97530.
Please see ad - Schools & Dealers -
SOARMASTER POWER PACK - New never used. JO HP, $975, o.b.o. (213) 355-5069. ULTRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl Fledglings. Our only business is power. USHGA certified. Call or write for further free information. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805. VOLMER AIRCRAFT - Established 1925. First to fly three control foot launched glider, first to construct homebuilt amphibian, 1958. First to construct highest performing foot launched glider, 1971. Third to construct powered foot launched glider, 1976. First foot launched glider to Dy across the English Channel, I 978. Complete plans available. Brochure for all our seven aircraft in eluding our VJ24W - IO HP Ultralight, $10.00. Volmer Aircraft - Box 5222-G, Glendale, CA 91201.
Introd uci ng ... Specializing in the Development of Hang Gliding and Ultralight Accessories
THE TYMONTMDOWNTUBE FIXTURE Pat. Pend.
No More Waiting For Weeks To Receive Your New Downtubes With the Tymon Downtube fixture you can make your own downtubes on site! All you need is a drill motor, length of tubing, and hacksaw. The Tymon Downtube fixture is made of quality material for long life and continuous accurate reproduction. Satisfaction guarantee on workmanship and material.
Going On A Hang Gliding Vacation? Dant Forget ... The Tymorf Downtube Fixture
The Tymon Downtube fixture comes in kit form with drill bit, fixture, and complete instructions.
39.95 Please specify fixture to fit l" tubing or l
1/8" tubing.
Make Checks payable to: TYMON CORP., P.0. BOX 2118, FLORENCE, AL 35630
JANUARY 1983
47
Miscellaneous
TYPE: X-160 #2. SAIL PATTERN: Black LE, gold center spanwise, white LE and keel pocket. TYPE: Blue Price harness, Windhaven chute, black Delta Wing knee hanger harness, 2 white helmets, Itek vario, Thommen altimeter, airspeed indicator, yellow UP flight bag. WHERE AND WHEN: All stolen with truck from Chatsworth, CA. CONTACT: John Zurlinden (213) 957-5014 or (213) 993-6644 Ext. 312.
Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. HANG GLIDING FILM. 10 minute lyrical presentation of soaring at San Francisco's Fort Funston. VHS, Beta, or 16mm. ,v\oney back guarantee. Send $75. to Levinson Films, 5929 Margarido, Oakland, CA 94618.
TYPE: Gemini I/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.
PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - SI. Decals, 31/i'' dia. Inside or outside application. 25¢ each. Include I 5¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 81/2 x 11 workbook format. $I3.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.
TYPE: Eipper Flexi Ill. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Rewrd. CON· TACT: Will Richardson, Rt. I, Box 167, Trout Dale, VA 24378 (404) 436-8504.
TEE-SHIRTS with USHGA emblem $6.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL. BLUE/ORANGE, USHGA, P.O. Box 66306, Los Angeles, CA 90066. TORREY PINES 1979. Text by Don Betts. Photos by Bet· tina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, /lying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. WORLD'S BEST BALD EAGLE PHOTOGRAPH: 20" print, S 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 $10. is charged for each photograph or logo. Bold face or caps 50¢ per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h r:nonths preceding the cover date, i.e., November 20 for rhc January issue. Plense make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.
INDEX TO ADVERTISERS Bennett Delta wing Cllders ........... 15, 20, BC Flight Designs ......................................... 1, 2 Flight Tech ................................................ 10 Clldemaster .............................................. 42 Cllder Rider ............................................... 46 Hall Brothers............................................. 7 Kitty Hawk .......................................... 10,42 Lltek .......................................................... 31 LOOkout Mt. ............................................... 35 Malnalr ...................................................... 10 Pagen Books ............................................. 44 Para Publishing ......................................... 45 PrOAlr ....................................................... 11 Snyder Ent . ............................................... 31 south coast Air......................................... 7 spectra ..................................................... 42 systek ....................................................... 7 rymon ....................................................... 47 Ultrallte Products ..................................... 18 USHCA ............................................. S, IFC, IBC whole Air Magazine .................................. 13 WIiis Wing, inc. .................................... 21, 23 world Team ............................................... 17
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TYPE: Harrier 147 #6444. SAIL PATTERN: Orange LE, brown dbl surface, gold and white spanwise, gold keel. WHERE AND WHEN: October 13, 1982, Vernon B.C. CONTACT: Simon Mitchell (709) 455-3115 (collect) or Vernon (604) 545-7171. $300 reward. TYPE: 100cc Yamaha engine #7F6-400788 for Quicksilver. CONT ACT: Rosko Goose Kidwell, Box 841, Rialto, CA 92376. TYPE: Black rudders in blue bag and ribs for Fledge IIB. Blue Robertson flight bag containing Flight Designs parachute #598446, Roberts Glider Inst. vario and digital altimeter, Sunbird supine harness, and a soft white helmet. WHERE: Ventura County, California. WHEN: October 16, 1982. CONTACT: Jerry Poe (805) 648-4614. TYPE: Chris Smith 77. WHERE AND WHEN: Sept. 16, 1982 from car at apartment in Scarborough, Toronto, Ontario, Canada. DISTINGUISHING FEATURES: One ofa kind home-built with deflexors and blue kingpost. SAIL PATTERN: Black LE, keel pocket yellow, orange, brown, dk blue. Sail is yellow, orange, red, brown, purple, dk blue, lt blue, dk blue, purple, red, orange, and yellow. Also stolen Emmerson Bailey tow system. CONTACT: Peter McDowell, 10 Macey Ave., Apt. 1001, Scarborough MIL 4R4 Toronto, Ontario, Canada. Collect (416) 691-2379. TYPE: Wills Wing Harrier 177. SAIL PATTERN: Black with green and lt green LE, lt green keel. Well used. WHERE AND WHEN: San Francisco, CA, 28 Aug. 1982. CONT ACT: Ron Wolter (415) 864-3940 x464 or 641-4457. Reward. TYPE: 1C model Weedhopper. PATTERN: Sherwood Forest green, black, yellow. WHERE AND WHEN: Scotland Neck, N.C. July 4, 1982. CONTACT: Roanoke River Weedhopper (919) 826-4041 Scotland Neck, N.C. 27874.
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. CONT ACT: 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 #UPG\84032. SAIL: Yellow nose, orange middle, red trailing edge (spanwise 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 drive #1 l 1000. LE, yellow, 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) 632-5969. 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 DeJan, (714) 796-1658. 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. CONT ACT: Mike Sorgaard (714) 352-2116. 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. 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.
TYPE: Flexi 3, 20 ft. LE. Center out: white, yellow, green, blue, white. No or new control bar. Small tear in keel pocket. WHERE AND WHEN: Believed sold by unscrupulous dealer, peachtreedecalb airport in Georgia. CONTACT: Will (404) 436-8504, 906 Parkway Dr. SE, Smyrna, GA 30080.
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 b~g. Stolen by wuffo expected to be sold in southern California. CONTACT: James McLaughlin (607) 771-1583 days collect. $500 reward for arrest and conviction.
TYPE: Harrier 177, panel cut 116329. SAIL PAT· TERN: All white with dk blue LE, dk blue keel pocket, dk blue tip panel. Dk blue bag. Small rip in right LE. CONTACT: Michael Marcotte (303) 278-9566. Reward.
Hang Gliding publishes (free of charge) stolen gliders and equipment. New listings appear at the head of the column in bold. Type up your submission in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.
HANG GLIDING
FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII NAME (Please Print)
ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __ CITY - - - - - - - STATE _ _ _ _ _ __ ZIP
PHONE (
D NEW MEMBER
D RENEW/USHGA #
ANNUAL DUES: $29.50 ($32.50 foreign) This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($10.00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilot to be a member.
INSURANCE PLANS AVAILABLE O Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) D Plan B: Plan A plus Powered Ultralight & Tandem Coverage (add$63 to Membership fee)
FAMILYMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII 1. NAME - - - - - - - - - - - - - - -
0 NEW MEMBER
D RENEW/USHGA # _ _ __
2. N A M E - - - - - - - - - - - - - -
0 NEW MEMBER
-IIIIIIIIIIIIIIIIIIIIIIIIIIIIIII-------- ez
D RENEW/USHGA # _ __
SUBSCRIPTION ONLY NAME
ANNUAL DUES: $14.75 for each family Member, everywhere (add $63.00for Plan B insurance coverage), who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.
D
(Please Print)
ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
D
CITY _ _ _ _ _ _ STATE _ _ _ _ __
D
ZIP _ _ _ _ PHONE (
D
$22.50 SUBSCRIPTION ($25.50 foreign) for one year. $40.00 SUBSCRIPTION ($46.00 foreign) for two years. $57.50 SUBSCRIPTION ($66.50 foreign) for three years. $11.25 TRIAL SUBSCRIPT ION ($1275 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. (US 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$63) 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
D VISA
Card N o . - - - - - - - - - - - Ex. Date _ _ __ Signature
P.O.Box 66306, Los Angeles, California 90066 USHGA Item #4
Revised 9/81
(213) 390-3065
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