USHGA Hang Gliding February 1983 by US Hang Gliding & Paragliding Association

•

FEBRUARY 1983 $2.00

PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER Up-to-date illustrated information guaranteed to improve your flying. Written by a USHGA instructor.

•HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT • INTERMEDIATE SKILLS • AERODYNAMICS • GLIDER DESIGN • GLIDER REPAIR * SELECTING EQUIPMENT* TH ER MALI NG • MORE. $6.95 + 60¢ POSTAGE. • FLYING CONDITIONS_.:THE ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE* ROTORS * WIND SHADOW * SEA BREEZES * WIND GRADIENT * RIDGE LIFT *THERMALS* MORE. $6.95 + 60¢ POSTAGE. • HANG GLIDING FOR ADVANCED PILOTS-DETAILS ON: COMPETITION • EFFICIENT TURNING •POLARS* SPEEDS TO FLY* THERMAL TECHNIQUES• DISTANCE SOARING* DESIGN CONCEPTS * MORE. $6.95 + 60¢ POSTAGE. ULTRALIGHT AIRCRAFT-DETAILS ON: • POWERED AERODYNAMICS * CHOOSING THE RIGHT CRAFT • POST. CONTROLS * AIRMANSHIP * MORE. $7.95 + 60¢ *** NEW *** • POWERED ULTRALIGHT TRAINING COURSE-A MANUAL FOR SELF-TEACHING AND TRAINING SCHOOLS-11 LESSONS AND RELATED GROUNDSCHOOLS-TESTS AND FAA REGULATIONS INCLUDED- $12.95 + 60¢ POSTAGE. $11.95 + 60¢ POSTAGE FOR TWO Except POWERED $16.95 + 90¢ POSTAGE FOR THREE ULTRALIGHT $21.95 +90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1.10 POSTAGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA 16801

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"HEW"" USHGA 'HANG GLIDING' T-SHllT. 100% heavyweight cotton. WHITE only. Men's sizes: S M L X-L (CIRCLE ONE) Women's sizes (French cut): S M L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size lils all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) .. NEW"' USHGA BELT BUCKLE. Solid bronze. custom design, relief sculpture. 31h x 21/~. USHGA SEW-OH EMBLEM. 3" dia .. full color (red wings. sunburst w/black print) USHGA EMBLEM DECAL. 3W' dia .. lull color. USHGA BUTION/PIN. 1W' dia .• full color. LICENSE PLATE FRAME. "I'd rather be hang gliding.'' White on Blue. WALLET. Nylon. velcro closure, mach. washable. water resistant. ROYAL BLUE color. BUMPER STICKER. "Have you hugged your hang glider today_ .. Blue

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NUMBER ONE BY DESIGN

The Sensor 510-165 NEW SPECIFICATIONS:

SPAN AREA ASPECT RATIO EMPTY WT. LENGTH MAX. DIVE SPEED

35 FT. 165 FT. 2

(10.7m) (15.3m 2 )

7.42 66 LBS. 17 FT.

(30 kg) (5.2m)

51 mph

(82 kph)*

• HGMA CERTIFIED SEPTEMBER 1982

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BY ROBERT E. TRAMPENAU • 1919 CASTILLO ST., SANTA BARBARA, CA 93101 (805) 682-4250

EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Grav STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harl',' Martin, Rod Stafford OFFICE STAFF: MANAGER: carol Velderraln Cathy Egleston !Advertising> Amy Grav rRatlngs> Linda Stohlberg (Membership> Terrie Jo Nelson rAcc. Rec.> USHGA OFFICERS: PRESIDENT: Dick Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elizabeth Sharp TREASURER: Doug HIidreth

ISSUE NO. 120

FEBRUARY 1983

HangClding CONTENTS FEATURES

EXECUTIVE COMMITTEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hlldreth

USHGA REGIONAL DIRECTORS: Reglonal Directors elected to 12/31 /83 Indicated first, these elected to 12/31 /84 Indicated second.

TIME SOARING

REGION 1: Floyd Griffeth. Doug HIidreth.REGiON 2: Pat Denevan. Gal',' Hodges. REGION 3: Steve Hawxhurst. Bettina Grav. REGION 4: Ken Koerwitz. Bob Thompson. REGION 5: Mike King (12/31/83). REGION 6: Ted GIimore {12/31 /83). REGION 7: Henl',' Braddock. Dean Batman. REGION 8: Charles Laversa (12/31184>. REGION 9: Dick Newton. Vic Avers. REGION 10: Scott Lambert. Steve Coan. REGION 11: Hardy snvman !12/31 /83>. REGION 12: Steve Ostertag. Paul Rlkert. 1983 DIRECTORS-AT·LARGE elected to 12/31 /83: Jan case, Dean TanJI, Dennis Pagen, VIC Powell, Elizabeth Sharp, EX-OFFICIO DIRECTOR: (With Vote) NA TJONAL AERONAUTIC ASSOCIATION Everett Langworthy, HONORARY DIRECTORS !Without vote> elected to 12/31 /83: BIii Bennett, John Harris, Hugh Morton.

BALLOON DROP

OUALITY MERCHANDISE AND SOUND INVESTMENTS by Erik Fair

MORE ON RIGHT·OF·WAY

by Paul Mallloux

THE ACCIPITER II

by Dennis Pagen

Hang Gliding InterviewsBOB ENGLAND 1nterv1ew and photo

The United States Hang Gliding Association inc., Is a division of the National Aeronautic Association (NAAJ which Is the official u.s. representative of the Federation Aeronautlque Internationale !FAD, the world governing body for sport aviation. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of FA!· related hang gliding activities such as record attempts and competition sanctions. HANC CLIDINC magazine Is published For hang gliding sport enthusiasts to creat 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 gilding activities. If the material Is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gilding publications. HANC CLIDINC magazine reserves the right to edit contributions where necessal','. The Association and publlcatlon do not assume responsibility for the material or opinions of contributors. HANO CLIDINC magazine Is published monthly by the united states Hang Gliding Association, Inc. whOse malling address Is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, callf. 90066; telephone (213> 390-3065. second· class postage Is paid at Los Angeles, callf. HANO CL1DINC magazine Is printed by Slnclalr Printing and Lithographers. The typesetting Is provided bV 1st Impression Typesetting service, Buena Park, Callf. Color separations are provided by scanner House of studio City, Calif. The USHGA Is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralfght fffght. Membership Is open to anyone Interested In this realm of Flight. Dues For full membership are $29.50 per year ($32.50 for foreign addressesJ:subscrlptlon rates are 522.50 for one year, $40.00 for two years, $57.50 For three years. Changes of address should be sent six weeks In advance, lncludlng name, USHGA membership number, previous and new address, and a maJllng label from a recent Issue.

PILOT PROFILESDOROTHY JUNGERMAN

by Lynn MIiier photos by Jeff Coldwater by Walt Dodge by Ben Fanton photos by Barrie Fanton

by John zurllnden

JS 46

SURF SOARING

artlcle and photos by sun star

LOOP GOOF

by Mark stuckY

DEPARTMENTS 4 ULTRALIOHT CONVERSATION 4 USHOA CERTIFIED SCHOOLS 6 NEWS AND NEW PRODUCTS 7 CALENDAR 8 USHOA REPORTS 20 THE RIOHT STUFF by Erik Fair 38 CARTOON by Barbara oraham 40 NEWLY ACQUIRED RATINOS AND APPOINTMENTS 43 USHOA CHAPTER NEWS edited by Joel Howard 48 CLASSIFIED ADVERTISINO 52 INDEX TO ADVERTISERS 52 STOLEN WINOS COVER: Roger Mccracken test flylng a 160 Duck at Lake Elsinore, CA. Photo bY Rod Stafford. CENTERSPREAD: John Heiny heads cross country from Lake Elslnore on his Oyer Hawk. Photo by John Heiny. CONSUMER ADVISORY: Hang Gilding Magazine and USHGA, Inc., do not endorse or take any responslbllltv tor the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted In advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. copyright © United states Hang Gliding Association, inc. 1978. All rights reserved to Hang Gliding Magazine and Individual contributors.

~LTKALI<iftT

CONVf RJATJON

charge all persons for camping. Competition pilots should be as grateful as we, your Meet Committee, that this site is available and that John Crockett and the Ryner Club continue to offer the site for our use. Comments solicited. Dick Newton, Director, Region 9

Tow Launch Region 9 Regionals 1983 Dear Editor, Your Regionals Committee is actively seeking to provide you with the best meet yet (WX permitting). We have explored alternative sites but so far only Hyner View has the necessary ingredients. Anyone having another suitable site (two launches etc. etc.) please advise me ASAP. There has been some question as to the entrance fees at a Ryner Meet. John Crockett, President of the Ryner Club submits the following: "The Ryner Club was founded about seven years ago for two purposes. One, to give Pennsylvania pilots a fantastic site to fly, on as regular a basis as possible. This was initially the primary reason for its existence. However, as years progressed, its attraction as a premier flying site decreased relative to inflation and the state of the art of glider design. Many other sites are now available to pilots throughout the region and we no longer need a site with the landing field below the launch. The second reason, a competition site, has become the most important reason for keeping Ryner open. Also, we are developing its use as a clinic site for Hang II's. Because it is not located near a major population center, local use cannot and will never maintain the site. Past cost breakout would include camping fees ($700-$800), insurance ($100-$150), equipment ($200-$400), and the annual ox roast ($200-$250). The camping fee should be thought of as a lease payment to the land owner for use of the landing field. For the past three years the land owner has been requesting more money. This year he has asked for a yearly lease payment of$2,000. We are negotiating for a smaller lease cost as well as formulating a rate schedule to overcome the obvious deficit we will incur. Some pilots get more use out of the site than others due to location but to ask local pilots to bear the burden of cost based on percent of use would be unfair. This year, in all probability no pilot will be asked to join the Ryner Club just to compete in the Regionals. It is possible that the entry fee could amount to as high as $50, plus this year we plan to

USHGA CERTIFIED SCHOOLS

GOLDEN SCHOOL OF HANG GLIDING 572 Orchard Street Golden, CO 80401 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

Dear Editor, After hang gliding in the mountains I found myself in the Florida flatlands where foot launching doesn't do it. So I tried tow launching and, with an expert in charge, was surprised how easy it was. Special risks are associated with towing, but these are minimized by using care, and learning from experienced tow launchers. I'm eager to do a lot more tow launching and so I invite any like-minded pilots in the area to contact me for arranging cooperative tow launching. I would expect to lean heavily on advice and help from experienced tow launchers, at least at first. Bill Walter Clearwater, FL (813) 531-4917

Flying Sites

TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HA WK KITES P.O. Box 340 Nags Head, NC 27959 HANG GLIDERS WEST 20-A Pamaron Ignacio, CA 9494 7 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANT A BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 2410 Lincoln Blvd. Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424

Dear Editor, A small group of fledglings here in St. Albans, Vermont is sincerely interested in contacting pilots in the northern New York, Montreal, or northern New England area concerning local flying site availability. We seem to be centrally located in the middle of nowhere and would like to know who is nearby and where they are flying. As head novice, I would appreciate receiving a note from anyone who is interested in sharing their experiences with young and potential pilots. George Van Horne 62 Lincoln Avenue St. Albans, VT 05478

Keep The Nationals

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

Dear Editor, We weekend recreational pilots need the Nationals very much. Why? Because we need a focus for public relations, an image. We need to be able to identify with a mature sport ofin-

SAN FRANCISCO SCHOOL OF HANG GLIDING 3620 Wawona San Francisco, CA 94116

HANG GLIDING

'I I ternational appeal, hopefully, a compet1t10n that is of Olympic quality, based on pure skill and good sportsmanship. We need good publicity· and national heroes, We need to bring the public inside so that they may enjoy our sport, rather than being the brunt of Wuffo jokes. Why do we need this? We need it for very selfish reasons. Here in the Northwest we are losing flying sites almost every month, new chains across logging roads and across forest service roads, and closed landing fields. Much of this comes about because we are lumped. together with hunters, 4-wheelers, litterbugs, vandals and hippies. The ground people just don't understand. It is just easier for a property owner or manager to say keep out. And then it is a long uphill struggle to try to reach the right persons/boards/committees and talk about representation, responsibility and insurance. So, as. our numbers increase, we are gradually being forced further out into the boondocks, away from the good, safe. sites we used when hang gliding was new. Pilots love freedom and loathe to get involved with politics. But we should, for the sake of future pilots, if not for ourselves. We need long term. commitments for access to launehes and landing sites, for roads. We need sponsors. We need to be able to approaeh an administrator and say with pride that we represent USHGA, and we need a responsive smile of recognition and a warm handshake in return. Maybe this can come as a by-product of the Nationals. The U.S. loves sports and competitions. The challenge for USHGA and Dennis Pagen is to organize and run the Nationals in such a way that they are fair to the competitors and understandable and interesting to the Wuffo. If the hang gliding community wants a "points champion," O.K., do it, but don't eliminate the Nationals! Of course, we rank and filers also want a manufacturer's showcase and a fun fly-in. These would be great for the public too! And a lot more USHGA and potential members would come, I'll bet. Lyon McCandless Bainbridge Island, WA

Nationals Dear Editor, This letter is in response to Dennis Pagen's proposal to demote the national competition to a fly-in. I believe that his proposal would seriously jeopardize the USHGA. The USHGA needs the support of its 8,000 members. The national competition is one of the major· benefits of being a member of the USHGA. Its value is in the opportunity for the

FEBRUARY 1983

average, amateur, weekend pilot to enter into meaningful national competition. Hang gliding competition is- becoming increasingly an activity for the "elite" professional, semi-pro, or air junkie who can afford the time and money necessary to travel for extended periods. The average pilot with a job and a family is not able to compete on this level. The Regionals and Nationals are the best way to keep the average pilot involved in competition at all. What is needed is more, better organized and meaningful competition, not less. What we have developing is a group of professional competitors (look at the CPS leaders) and then the rest of us "amateurs." Other sports seem to accommodate both groups in nationally recognized competition. Hang gliding has accommodated both groups, but this proposal would eliminate the possibility, of national. recognition for amateurs .. True enough, there are many difficult problems in maintaining quality competition at the regional . level. The solutions can be found without destroying a valuable asset to USHGA Members. Steve Bissett Applegate, OR

Ladies' Day Dear Editor, We were up against· stiff competition with two other major hang gliding happenings occurring Halloween weekend - The Annual Cape Cod Fly-In and The Windward Club Party. Despite these events, and a great report of soarable conditions at West Rutland, Vermont, quite a few women showed·at Morningside in Claremont, NH. One count on Saturday noted at least eighteen ladies on the hill who hooked into gliders. The day was a quiet, unobtrusive success. The wind even cooperated. We had no team meet, no spot landing contest, no organized "apres soar." But we did have fun making new friends, getting some airtime-and sharing with each other (hints about launch and landing technique, air speed, and the like; as well as how to sharpen up those turns and what is the best nail polish to survive a flying weekend!). Even some of the more experienced pilots were able to experience our novice friends' firsts. There's a new Hang II pilot in the· USHGA and a few others who finally got the feel of flying. It was a joy for all of us. It is not an uncommon sight to see a flying female 'round these parts. There is nothing common about the pilots however.. I think we've got a great group. So, on behalf of Annie, Barbara, Collette, Debbie, Terri, Sandy, Marilyn, Wendy, Lin-

da Lu, and especially Gaitaigne, for her true inspiration - Merci! Jan E. Siskind North Brookfield, MA

Found Glider Dear Editor, I found my stolen hang glider! Please remove my ad from Stolen Wings. I recovered my Super Lancer 200. I had placed my ad in Stolen Wings immediately after the theft. Brian Whelan, a Flight Designs dealer in Long Island read my ad. When my hang glider was stolen, the thief missed the battens and base tube. The thief called Brian last May for replacement parts. Brian tried.to get him to come in, but the thief backed off. Last November 29, Brian again . called me to say that a glider fitting my ad was for sale in Glen Cove. I drove down that day and found my hang glider in the back yard. The police arrived immediately after my call and made an arrest. I now have my hang glider which I never expected to see again. I think-it's- important that we all help protect each other and our valuable equipment. Keep your eyes open· for suspicious sales. Take down the serial number if possible and check with the manufacturer. Imagine if it was your glider. You don't think it could happen? Neither did I. My glider was bagged in my living room when the whole house was robbed. You should also. check with your insurance company to see if your hang glider is covered. I thought mine was. The insurance company claimed it was an aircraft and refused to pay. Again my sincere thanks to Stolen Wings and Brian Whelan for helping me get back in the sky. James McLaughlin Binghamton, NY

Para Publishing Books by Dan Poynter Post Offi'ce Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277

Send For FREE Brochure 5

Hang Gliders of California and the Banjo both in Santa Monica, CA are joining forces to produce a fund raising event for the U.S. world team. Plans for the event are various movies and videos highlighted by Hugh Morion's award winning movie Win· ning At Hang Gliding. On Weather, a thrilling hour and ten minute slide program co· produced by the General Aviation Manufacturers Association and the National Weather Service will also show. In addition there will be a live blue grass baud and plenty of food. Activities will start at 4 PM February 20 at 1he Banjo Cafe, 2906 Lincoln Blvd., Sama Monica, CA and will continue until 11 PM. Donations will be $ l O per person and will be collected at the door. Please make reservations at HG of CA or by calling (213) 399-5315. Any manufacturers, dealers or in· dividuals wishing to sponsor this event can make donations of food or money which will be most gratefully appreciated.

ff anyone can make meteorology simple it is expert UP pilot Sterling Stoll. Highly rccom· mended by UCLA Department of Meteorology, and Paul McCready of Gossamer fame, Sterling will address the subjects of changing weather conditions, ridge lift, thermal soaring, cloud formations, rotors and predicting conditions. And where is this fantastic program happen· ing? Why at Hang Flight Systems, 1202 E. Walnut, Unit M, Santa Ana, California, of course! That's Tuesday, February 15 at 7:00 PM! For reservations call Betty or Erik (714) 542-7444 or just show up!

The AOPA Air Safety Foundation has peti· tinned the Federal Aviation Administration (FAA) for an exemption from federal aviation regulations to permit two·placc ultralight air· crafi: to be used for flight instruction. Currently, ultralights with two seats must be certificated as "experimental" aircraft and

cannot be used for hire, including dual in· struction for pay. The use oftwo·placc ultralights for training, according to the Foundation, is increasing iu many pans of the world, especially in France, West Germany, the UK and Canada. Specifically, the Foundation's petition seeks to amend provisions of Part 103 of the FARs "so that the definition of 'ultralight vehicle' will apply to powered vehicles of not more than 330 pounds empty weight used to carry two occnpants solely for the purpose of flight instruction conducted by AOPA Foundation Two .. Place Ultralight Instructors." Records and other data, under other provi· sions of FAR 103, will be maintained by the Foundation.

Afl:er temporary closure to hang gliding ac· tivity, it appears that the Big Sur area may now be open to the sport. Those interested in further updates should contact: Dick Cassetta, 1001 G Street, Suite 102, Sacramento, CA.

Herc is a photo of Steve Moore's main glider transport up La Cumbre peak near San· ta Barbara, CA from September 1979 until recently. Note the simple rack arrangement. Steve wishes to establish his primacy in what he refers to as "Reaganomic hang glider haul-" Photo by Mark Campbell.

To meet the demands of competition and cross-country pilots across the country, Pacific Windcraft is now distribuuting their French Connection. By exactly quadrupling the pilot's displace· ment under the wing, this floating hang point system optimizes the glider's speed range and improves its performance retention through· out this speed range. Operating on the glider's pitch axis, the French Connection should be restricted to ad· vanced and expert pilots flying HGMA ccr· tified gliders from 1979 on. Each system comes with two webbing loops, quick links, and complete mounting instruc· tions which must be followed very closely to insure correct installation. For further information, contact your authorized Pacific Windcraft dealer, or Pacific Windcraft at: P.O. Box 4384, Salinas, CA 93907, (408) 422-2299.

Who moved? Who are you? Where are you from and where did you go? USHGA recently received a blank change of address card postmarked December 8, 1982, Chattanooga, TN. Please contact us.

The following are the top ten USHGA membership contributors for the period Oc-tober December, 1982. l) 2) 3) 4) 5) 6) 7) 8) 9) 10)

Chandelle Flight Realities San Francisco School of HG Buffalo Skyriders Mission Soaring Lookout Mountain U.S. Moyes Maryland School of HG Sport Flight Tradewinds HANG GLIDING

"WINNING AT HANG GLIDING" WINS GOLDEN EAGLE AWARD GRANDFATHER MOUNTAIN, N.C. For the fourth year in a row the nation's highest award for a non-theatrical motion picture, The Golden Eagle Award, has been presented to Grandfather Mountain, this time for its latest production, Winning At Hang Gliding. The new film shows colorful action flying scenes made principally during the Masters of Hang Gliding Championship. Modern Talking Picture Service will distribute it in all 50 states under sponsorship of Wrangler Jeans, with special emphasis on television and cablevision showings. Hugh Morton, President of Grandfather Mountain and producer of the film, received the Golden Eagle Award at the December

1982 CINE motion picture ceremonies in Washington from CINE President Hartwell T. Sweeney. By its recognition as a Golden Eagle film, Winning At Hang Gliding has become one of the films to be entered by the United States in foreign film festivals in 1983. Two previous Grandfather Mountain films have won recognition for the Unit es States abroad. Mas1ers of Hang Gliding won second place in world competition for sports films at Saint Vincent, Italy, and The Hawk and John McNeely sponsored by Piedmont Airlines won first place in the international festival for real life adventure films in Cortina, Italy. Steve Moyes of Australia, a three-time winner of the Masters of Hang Gliding Championship, is featured in Winning at Hang Gliding, as is David Ledford of Asheville, NC, winner of the 1982 Masters. Ledford's glider going into a sensational stall and the Tar Heel pilot's life being saved by his small parachute has been tabbed by some early viewers as

possibly the most exciting hang gliding action ever recorded on film. Hugh Morton provided the photography and script for Winning At Hang Glding, which was edited by Robert Rector. The film features the voice of one of the nation's best known narrators, Peter Thomas. Original music was written by Wayne Harrison, recorded at The Nashville Sound Connection under direction of John D. Loudermilk III. Catherine Morton was Musical Advisor, and Sandy Fuller was Sound Engineer. Laboratory production was by Cinefilm Labs of Atlanta. In its brief statement at the close of the film, Wrangler Jeans says that Winning At Hang Gliding is presented in behalf of the sport of hang gliding. A principal mission of the film is to explain the exciting competition tasks that have heretofore been understood only by the hang glider pilots themselves. With wide distribution the film is expected to entertain as well as to create a greater national acceptance of hang gliding as a spectator sport.

MAGAZINES FOUND Hundreds of old magazines were recently found and will be made available to collectors. The treasure trove of back issues, most in excellent condition, consist of USHGA's Hang Gliding and Ground Skimmer magazines. Some date back to 1973. These magazines are quite valuable as very few remain in existence today. Collectors wishing to complete their libraries should write to: Dan Poynter, P.O. Box 4232-D, Santa Barbara, CA 93103 USA for a complete list and prices.

AEOLUS CONVERSION

Hugh Morton (left) receives the Golden Eagle Award from Hartwell T. Sweeney, President of CINE, In recognl· lion of the excellence of "Winning At Hang Gilding."

FEB. 4·6. International UL Ex· po. Toronto Canada. Roland Boly (204) 944-7262.

FEB. 23. FAA Sectional reading and regs. $15. March 9. Meteorology for hang glider pilots. $15. March 23. Crosscountry flying with Bob Thompson. $15. Limit 20. Contact: Bob Thompson. Desert Hang Gliders, 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. MARCH 13. Ultralight aircraft exposition, Golden Garter Room, Northlands Coliseum, Edmonton, Alberta, Canada. Roland Solly (204) 944-7262.

FEBRUARY 1983

Aeolus Hang Gliding in Groton, MA is offering a conversion for their customers who own Aerials and Echoes. The conversion consists of redesigning of

MARCH 19-20. 1983 Otto Lilienthal meet and fly-in. Two classes, amateur and pro. The Hang Gliding Company, 391 Dolliver, Pismo Beach, CA 93449 (805) 773-5331.

JUNE 10·12. Maple Leaf International Airshow and Exhibi· lion, Gimli, Manitoba, Canada. Aerobatics, static displays. Contact: Glenn Schwartz, 95 Corbett Dr., Winnipeg, MAN., R2Y 1V4 (204) 837-1126.

APRIL 1·JUNE 1. Open distance XC contest from Vaduz. LHGV, Postfach 271, FL-9409 Vaduz, Liechtenstein.

JUNE 10·12. Second Annual International Ultralight Rally. Trophies $5,000. Contact above address.

APRIL 28-MAY 1. Fort Funston Air Races. Walt Nielsen, (415) 992-6020.

KITTY HAWK KITES

MAY 13·15. Eleventh Hang Gliding Spectacular. Novice through Advanced.

MARCH 26·27. Glider tuning, pilot physiology and micrometeorology seminar.

MAY 22·23. Hang Ill rating clinic.

APRIL 9·10. Second Annual East Coast Glider Showcase and Towing Convention.

Contact: John Harris (919) 441-6094 or Chris Lawrence (919) 441-4124.

APRIL 15-16. Wilbur Wright flyin. Antiques, homebuilts, warbirds and ultralights. APRIL 23-24. Mountain fly-in. MAY 1. Ultralight fly-in.

JUNE 5·19. Fourth World Hang Gliding Championships. Tegelberg Fussen, Federal Republic of Germany.

MAY 7. Ultralight fly-in.

the trailing the addition of a batten per side, luff lines, and an upright keel pocket. The conversion also includes two inspections of the glider. The first inspection is at the time of the conversion and ·the second inspection six months after the conversion. The effects of the conversion are drammic. The performance is improved slightly. The redesign of the trailing edge reduces the drag adding to the glide ratio. The keel pocket in· creases the cimgle of attack so the stall speed decreases improving the sink rate. The ·real improvement however, is with the handling of the glider. Bar pressure in the role axis is lighter and faster. Coordination in a turn is very pleasant without the tendency of dropp· ing a tip. Launching and landing are also easier. Contact: Aeolus Hang Gliders, Groton, MA.

No shit, it's a No-Shit-There-I-WasThought-I-Was-Going-To-Die storytelling contest! Tuesday, February 22 at 7:00 at Hang Flight Systems, 1202 E. Walnut, Unit M, San· ta Ana, Califiirnia. Donation (for the World Team of course) $1 (cheap). Rules: l) All stories must be true; 2) Time limit of seven minutes per story; 3) there must be a moral to the story. Categories: Class I (certified division). The story is accompanied by documentation, i.e., pictures, filrns, witnesses, dirty underwear. Class II (open). No documentation is necessary. Class III for drivers. Judging: Stories will be judged by our distinguished panel including Misters Pete Brock, Oscar and Dick Boone with the aid of an electronic applause meter de·· signed and donated by Berg Ohlig. How to Enter: Just stop by Hang Fligh1 or give or Erik a call at (714) 542-7444. There will be a $5 entry fee for each story. Trophies will be awarded to the top storyteller in each category. AJI proceeds will be donated to the World Team. Deadline: up deadline is 22. As the slots fill up categories will be closed, so call today!

of Atlanta has won the 6th m1· Matt nual Great Race at Lookout Mountain, GA, setting a new course record. Wagner, piloting a 185 Comet, made the twenty-mile trip from I ,ookout Mountain Flight Park northeast along 1he ridge to Point Park and back in 33 minutes 08 seconds. The prcivous record of3'j minutes was set in 1979 by Eric Raymond, flying a Fledge. This year's second place finisher, Lookout manager Matt Taber, also passed

Raymond's mark with a time of33 minutes 46 seconds, flying a 165 Comet. Twenty pilots had registered for the competition when the launch window was scheduled to open noon Saturday, October 30, lmt the weather failed to cooperate. The cold front that had been expected for Friday night was stalled somewhere near Memphis, and in Chattanooga the breeze was obstinately southerly, There followed a few days of waiting and free flying and more waiting. Several pilots launched in lulls in the prevailing tailwind and thermalled approximately 10 miles north to Crystal Air Sports at Raccoon Mountain. On Wednesday, November 3rd, a new front finally came thmqgh, and after a morning of heavy rain the ceiling lifted to 500 feet over the ridge with a 10 mph northwest wind. In the two hours before it socked in again several pilots made the Point run .in under an hour. Sixteen pilots were still in town, ready to race. With luck, it would blow hard on Thursday. It blew hard on Thursday. The sky was cold and clear, and by 10:00 AM the wind was 15-20 mph, gusty with a bit of north cross. Six pilots flew before noon, all finishing in under 46 minutes.

Great Race winner Mall Wagner.

Conditions were getting stronger, and it was apparent that the race would go to whoever could keep his glider right down on the trees for the entire nm, through cannonball thermals and sinkholes that made the rigging go slack. Wagner and Taber, lugging alJ the sand they could to hook in at close to 250 lbs. on the Comets, turned in their fast times launching just after three o'clock, in winds of 20 mph gusting to 30. Ken Brown of Flight Designs, hooking in at about 220 lbs. on Flight new Shadow ( 171 square feet), took third in 35 minutes 40 seconds.

Prize money was $300 from Lookout Mountain Flight Park, $150 for first, $100 for second, and $50 for third place. Many thanks to Pete Brock and Ultralight Products for contributing an additional $300 in contingency money for the top three Comets. Plans for ·next year's race include a variety of tasks to fit whatever conditio~s the .weather brings; but if the winds crank out of the northwest, they'll be shooting for 30 minutes on the Point run.

We goofed on our table of contents page last month. The First Thir(y Minutes should have been followed by Lynda Nelson's name and Dan Johnson's Bajun Hang Gliding Safari should have been listed.

Two 1983 Instructor Certification Programs arc tcmativcly scheduled for Region IX (probably March). Enrollment will be limi1ed with priority being given to Advanced Instructor applicants and Basic applicants who have 1eaching experience; others will be accepted on a first come, first serve basis. lntcrested parties should immediately contact Bob Deffenbaugh, Sport Flight, 904 lB Comprint Conn, Gaithersburg, MD 20877 or W.W. Richards, 'J083 Woodway Rd. SE, Roanoke, VA 24014, both of whom arc (Region IX's only) Advanced Instructors. Regional Championships: Plans are firming up for a two-part Region IX Regional at Hyncr View on Memorial and July 4th weekends. Because of magazine deadlines, full (continued on page 37)

HANG GLIDING

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TOP: Jack and Dorothy Jungerman (lell) toast the flight with Joe Greblo. ABOVE: Landing approach.

Those or us who fly Sylmar would like to draw some recognition to a very special lady flyer in our area. This woman is the wife or Jack Jungerman (remember the "Over The Hill Gang?"). It seems that this poor lady, like many hang gliding wives, has been putting up with Jack's urges for her to "1ry it" for years. "I'll do it on my 70th birthday," she always told Jack, believing that the 70th birthday would never come. Well recently Dorothy Jungerman's 70th birthday did indeed arrive, and Jack was definitely going to keep her to her word. So he enlistee! the services of Joe Grcblo, otherwise known as "Mr. Tandem," to safely give Dorothy the experience of her life. Game little Dorothy was taken off Kagel by Joe in a large Raven, and was fortunate enough to even exsoaring flight thanks to Joe's skills at marginal conditions. having a perfect landing, all Dorothy could say was, "It was absolutely wonderfol!" Was she scared? "No, not after what Jack told me about the reliability of Joe's tandem ability." Did she "steer" during the flight herself? "Yes, a little, bnt I really didn't want to much." Was this a memorable birthday, or what? "Absolutely. And now I understand Jack's need to go out flying all the time. It's brought us closer together." After this, Dorothy, Jack and Joe celebrated with a champagne toast. Two days later while Dorothy was entertain· ing her bridge club at her La Crescenta home, she received several interruptions in the form of phone calls from local television stations who wanted to put Dorothy and Jack on TV. But "we're retiree!, and that's the way we want to stay," was the answer they received. The ladies or the bridge club were duly impressed. However, in spite of their own modesty, pie·· tures of' Jack flying along beside the tandem Joe and Dorothy appeared in several local newspapers, including the Los Angeles Times, and also on the evening television news. Will Dorothy continue her flying career? "Well, I certainly don't have any plans to right away, but I would like to do it again some day," she states. The enclosed pictures were given to us by the newspaper photographer who came out to photograph the event, Jeff Goldwater. . . -

HANG GLIDING

Jack J11ngerm1111 leads the way as Joe 1111d Dorothy follow tandem no! far behind.

P.O. BOX ELYRIA, OHIO PHONE 216 / ,JL.<i,•/0.CI

DEALER INQUIRY on COMPANY STATIONERY FEBRUARY 1983

WALT

DODGE Finally his time came. Picking up his glider with Kris still holding the nose wires, he brought himself to the launch ramp. "Am I clear?" asked Grebs. "Todd's about a hundred above to your left. Phil's a grand above. You got a couple to your right but too high to worry about." "Thanks honey. How about a good luck kiss," asked Grebs, in a bit of a business-like manner. "Love to," exclaimed Kris, as she stepped toward him and offered her lips. Grebs thought to himself how easy it would be to step back, tear down his glider and go ravage that little vixen standing before him with her eyes closed and lips ready. The site of a rapidly developing cumulus cloud in front of takeoff solved his temporary dilemma. He kissed her quickly. "Good luck," said Kris as she held the wires. "Tell me when you're ready. I'll go to your left." The wind was cranking up the face of the mountain between eighteen and twenty-two miles per hour, which made the ground handling a bit rough. "Not as rough as it was in the day of the standards," thought Grebs as he waited for a sudden gust to level out. "Just let it fly and run like hell." The wind leveled out. Grebs picked up his glider and let it float above him. He let out a breath and said, "O.K." Kris slowly released the wires, assuring he had control, and dropped away under the right flying wire. "Clear!" she yelled. Grebs' tell-tail was whipping at him like the anger of a shooting flame from a torch. The 12

last minute hesitation of anxiety, then the commitment. The message went to his feet, "move now and fast." It seemed an eternity to Grebs, but his foot moved. The first step of a long hard run that was never to see completion. The wind grabbed the dacron and jerked it off the cradle of mother earth, and with it its passenger, before his second foot even touched the ground. Stepping into his harness and leveling out he scooted around a bit, to achieve maximum comfort. All anxiety was gone now. He was comfortable and secure. His vario was beeping rapidly and a quick glance showed he was going up at about four hundred feet per minute. Moving his body to the left of the control bar caused the left wing to drop, and with a slight forward pressure the glider turned and flew to the left, away from the launch window. "Why hog the takeoff?" he thought. "There's lift everywhere." When he flew over the rock face to the left of takeoff his vario began a very rapid beeping, indicating the lift was improving. Moving to the right this time and increasing the pushout movement, he began his circle for altitude gain in ridge lift. After about a half dozen 360 degree turns of various degrees of bank, he had gained about five hundred feet above takeoff. Leveling off, he began looking for the big lift. Thermals. Those little bubbles of hot air rising off heated ground, and growing as they ascend through cooler and cooler layers of air. When conditions are right they form cumulus clouds at the top of their ascent, and this was one of those days. "Get in one of those suckers and I'll ride it to cloudbase," thought Grebs. Passing back over takeoff, the site was beautiful and very exclusive. "Only hawks, eagles and hang glider pilots can witness this," he thought, waving at Kris who was jumping up and down waving at him. Then with a sudden burst of joy, Grebs yelled, "God I love this," after which he continued his search. Over the first finger leading out from the mountain his vario once agai.n began the rapid beeping he knew meant lift.

"The ridge is facing the wrong way so this must be a bubble," he thought analyzing the situation. Once again he started his circling maneuver, this time looking for the core. Varying his degree ofbank, he climbed. The more rapid the beep the flatter the turn. The slower the beep, the steeper. "When the lift is the greatest," thought Grebs in his ongoing conversation all hang glider pilots have with themselves, "pushout." Pretty soon his degree ofbank became fairly consistent and the vario showed a constant five hundred feet per minute up. "Nothing to write home about, but it'll do for a few hundred feet," he thought, very pleased with himself for coring this elusive thermal. As he circled he noticed that there were no other pilots in the same area, so he relaxed a bit and took in the view. Up and up he circled. "Hey!" Grebs thought. "Maybe this is something to write home about. I'm almost two thousand above and still climbing." As he circled, his vario gradually started beeping more rapidly. Faster, faster the vario showed twelve hundred feet per minute and he was still coring the center. Above him, Grebs noticed a cumulus that had suddenly formed and was getting dark and nasty. "This is great," he thought. "I've got plenty of penetration, so I can ride it to cloudbase, bury the bar to my knees and take off cross country. This extra altitude will help me a lot." The cloud got darker and the vario went faster. "Good God!" yelled Grebs. "Twenty-two hundred feet per minute plus. The damn thing's pegged and staying there." He had never even heard of this kind of lift. A glance at his altimeter showed he was at twelve thousand feet. "Twelve thousand feet!" He had to look a second time. "Hey, that's near oxygen time. I've climbed over nine thousand feet and I'm still going up." He realized the cloud was a lot higher than he thought and it was uncompromisingly sucking him up into it. "Enough is enough." Grebs flattened out

HANG GLIDING

his circle and brought the bar to his knees. The wind whistled by his ears and in his face. but he kept going up. The vario was still pegged. "That cloud is not only higher, but bigger than I thought." Screaming along at fifty miles per hour plus, he kept climbing. Long before he could reach the edge of the cloud it happened: cloudbase and white-out. The vario kept going up. "I should need oxygen, but I don't," thought Grebs believing he was being given a second chance. "Whip stalls," came the revelation. From the full back position, Grebs pushed the bar all the way forward and held it. When the glider came to a full stall he pulled back to maximum and repeated the action. Nothing. He was still climbing. His compass showed he was flying away from the mountains, but at over twelve thousand feet there weren't any mountains around here anyway. "I know," he thought, "side slip." Moving his body to the extreme side of the control bar and pulling in should cause the glider to enter a side slip spiraling downward. "Maybe it should, but it's not." The vario kept reading up and the altimeter climbed. Grebs was scared. Really scared. Ifhe threw his parachute he would still go up. The integrity of his glider was still good, and for this he asked a special blessing for the designer and manufacturer. "Try the side slip again," came the thought. "Why not? It was as good as any." Halfway through the maneuver he was hit by some radical turbulence, and found himself hanging on to the control bar upside down. The vario continued to read up. Keeping his wits about him, he gave a double thanks to the designer and lowered himself lightly onto the apex of the control bar. He lay on his back, grabbed the down tubes and started rocking side to side. It didn't take much when "BAM," he was hanging below again giving triple blessings to the designer, manufacturer, sail cutter, seamstress, wire maker and everyone else involved in the completion of his glider. Suddenly the answer was there. "Too much suck, so I can't drop out the bottom. Too tall, so I can't go out the top. Don't really want to anyway. Only alternative is to just flat outrun it.,, Greb's remembered which way the wind seemed to be blowing the higher clouds, so he turned the glider in that direction. Knowing that clouds travel slightly slower than the windspeed and flying downwind he would fly fifty miles per hour plus faster than the wind. he once again buried the bar to his knees and held it. An eternity passed when he thought he saw

light ahead. "No, just a trick on the eyes," he thought. His body was numb from the cold and his arms were killing him from the positive bar pressure. He reached up to wipe moisture from his glasses, when he realized it wasn't a trick, there was. light ahead. With more determination than he ever had in his life, and a sudden burst of strength, Grebs pulled the bar back past his knees. Almost as if it had only been a dream, the cloud was gone, left behind as he streaked out of that white nightmare. Grebs looked at his vario. Two hundred down. Fearful he might start going up again, he released pressure slowly to neutral flying position. The vario moved between two-fifty and three hundred down.

He was safe and alive. By this time the blessings for the glider builders had become an ongoing chant. "Eighteen thousand feet, alive and not suffering from hypoxia. I'm not going to ask why about any of it. I'm just grateful as hell. Now, where am I? I must have drifted for miles," Grebs told himself as he took in the lay of the land. "Everything looks different. Wait a minute!" He looked down and tried to convert the terrain into the maps he had studied many times before, preparing for a cross-country flight. A sense of uneasiness started to well up in his mind. He recognized the mountains below him. There was Strawberry Peak, but it

looked different somehow. And Pine Flats. But what was different? Fire! That's it. The fire that swept through the foothills. There was absolutely no evidence of it. Every mountain was lush and green. "Wasn't there a high school just behind Strawberry Peak," he asked himself. "It's gone. What the hell's going on?" He looked out toward the city that lay at the foot of the mountains a few miles away. "That's it," he thought. "Where is the city?" Grebs was really scared now. The emotion he felt in the cloud was tranquility compared to what he felt now. Death was something he had thought about in the past. But this, this was new, totally unknown. He thought, "If I'm dead and this is heaven or wherever, there's nothing I can do about it now. I've got to find some sign of life, if there is any, and land. I'm cold and scared." If the new look to the surroundings wasn't enough, he noticed the approaching storm had passed and he was flying in clear skies. For that he found another blessing. His eyes focused on an area of the ground that used to be the flight park. "What the hell," he thought. "Runways? How did those get there?" Now his suspicions about himself going mad were starting to have validity. As he lost more altitude he started seeing buildings, or whatever they were, scattered around the countryside. He examined, what was, the flight park again. "Runways!· Green grass runways, with a flight tower?" There were a few assorted buildings of various shapes and sizes to one side. "People!" he yelled. "There are people down there. I'm going to be alright." He saw people running out of the buildings looking up at him and pointing. There were no gliders or airplanes in sight. "None on the ground and," as he double checked around him, "none in the air." With that, he moved over to the right side of the control bar, let the wing drop and pushed out, beginning his long spiral downward. "Whatever is down there, that's where I'm going." Grebs noticed the crowd on the ground getting bigger. There were probably fifty to seventy-five people all looking up at him. "I just want down. Now is not the·time to show off." After a moment's pause the simple fact of a captive audience became too much for him. "\Xlell, maybe one wingover." With this unwise, but typical, moment of insanity, he brought himself back to the center of his control bar: Pushing out he brought the glider to a full stall. As the nose of the glider dropped through in recovery, he pulled all the way back and started gaining speed. At just the right moment he eased his body slightly to the right and jammed the control bar forward. Up and over! (continued on page 42)

FEBRUARY 1983

by Ben Fanton photos by Barrie Fanton

If your usual method of getting your hang glider airborne is starting to get a little bit "hohum," you might try the method used by pilot Tom Dodge of Elmira, New York. All you need is a large hot air balloon and someone to fly it. Launching from a balloon isn't really unique, but it's not all that common either, due to the expense and logistics involved. According to Tom, it's a lot of fun, and a great promotional gimmick. Tom recently got an opportunity to make a promotional drop at the Great Wellsville, New York Balloon Rally, an annual event that brings together about fifty hot air balloonists from the northeastern United States for a weekend of fun and flying. Tom's partner for the drop was commercial hot air balloon pilot Carroll Teitsworth, owner of the Liberty Balloon Company of Groveland, New York. It was not the first balloon drop for either, since Tom and Mr. Teitsworth have performed the event many times and believe that they were the first to accomplish it on the East Coast back in 1978. (Any challengers?) The attention to safety shown by Tom and Carroll prior to the flight demonstrated that neither one could be termed a daredevil. Their rig to attach the glider to the balloon is considered by both of them to be the best available. "The release mechanism has been okayed by the FAA and was built by an aircraft mechanic," balloon pilot Teitsworth related. "It's in line with the specifications for an external sling for a helicopter and uses aircraft cable and hardware. I believe that the FAA was interested in that." The.FAA is an agency that Teitsworth must be concerned about since free balloons are

HANG GLIDING

lo II 3,000'

FEBRUARY 1983

covered by their regulations. Because his balloon has been altered to accommodate the glider, a special Air Worthiness Certificate must be obtained. What about FAR Part 91.13 which prohibits dropping from an aircraft any object that creates a hazard to persons or pro· perty? "We can't get a waiver to that," Carroll ex· plained. "Hut the thing is, we don't consider Tom and the hang glider to be hazardous." The size of the balloon required is also a fac· tor, since a considerable amount of additional weight is being lifted to a relatively high altitude. Carroll's balloon, the "Free Spirit" is a Raven AX·S and pretty good sized as balloons go an AX· JO is about the biggest you'll find and is capable of getting Tom aloft with no great problems. Trying the stunt with H small balloon is not recommended, since you're liable to have one very angry balloon pilot on your hands after he's sue· ceeded in burning out the top of his balloon trying to get you off the ground. Is a balloon drop difficult? The question brought a smile to Tom's face as he prepared his equipment. "The first balloon drop is the easiest thing you can do," commented the young Hang IV rated pilot. "The second one takes a little nerve, since on the first one, you don't know what's coming." Basically, 200 feet in altitude is the minimum required for a

drop and 2,000 feet is desirable. A height of 3,000 feet will give the spectators a better show. "When released, the glider should be dead level," Tom explained. "With today's drop, we'll have a photo balloon up with us ... Einar Wheel piloting the "Big E" balloon ... and I'll have to swing the nose l 50 degrees away from him so I don't hit him. When it drops, I start pushing out and there's no air speed. The glider is screaming straight down and totally out of control. When it does begin to fly, it will fly at a higher angle of attack. Thai gives you the lowest speed at the pullout, but it's still going like hell. It feels like about three "Gs." Then the glider pulls out and goes into a vertical climb. You're sure it's going to stall after the climb but it doesn't. And then, after that, it's just a smooth sled ride." Prior to their ascension, Carroll and Tom rested their release mechanism a Schweizer glider release controlled by Tom. (Carroll has the capability of releasing in case of an emergency.) Their radios are also checked out. Voice communication between the two is possible, but the radios make sure each knows what's going on. One final item for Dodge was a chute on a 20-foot bridle cord, and then they were ready to go. Getting the glider rigged is described as a "sensitive project," and that's what it ap ..

peared to be. As the cameras of the curious clicked, Carroll took the balloon up to 15 feet and held it there while Tom hooked on. It's no small trick to hold at a altitude, given delay time between blasting the burners and any response in lifting the balloon. All systems were "go" and Carroll started the "Free on its ascent to 3,000 giving Tom, below the balloon, a beautiful view of other hot air balloons hovering over the valley and the estimated crowd of 12,000 at the launch site. "The crowd is another thing you've got to be concerned about if you're doing an air show or an event like this," Tom advised. "In· evitably, the crowd will collect where you're to land. If there's a roped·off area for you to land in, you can bet that's where the crowd will be ... right inside it. To beat the problem, I make a high approach, turn right 90 and then turn left 90 and that suckers the crowd away from me." When the desired altitude was reached, Carroll let the balloon descend to provide Tom with some air speed. After the release, he slowed his descent so that. hopefully, Tom would not come back up over the balloon. On

one occasion, when he completed his initial climb, Torn found himself 75 foct above the "Free The Wellsville drop came off without incident. described the flight as very en· out that he's working on spectacnlar for air shows involve balloons, faking out the crowd, Tom set down on the field, a short distance away from his takeoff poiot. He'd had his "smooth sled ride" down from 3,000 feet, demonstrated an interesting promotional use for his sport and possibly some positive interest in hang gliding on the part of the spectators assembled.

TOP: PIiot and Raven. RIGHT: Balloon Carroll allaches Iha ea bias hook,up to the gondola of the balloon "Free Spirit."

HANG GLIDING

Quality Merchandise and Sound Investments by Erik Fair This article, the second in a series of five, is devoted to all you cowboys and girls whose mamas raised you to believe that you should never give up anything (especially money) for nothing. Last month's World Team Fund hype, of course, was aimed at those of you who respond best to a frenzied appeal to shame, guilt, and patriotism. Who knows over whom the shadow will fall next month. Anyway, let me quit shilly-shallying around and get to the point: We've got some exceptional deals for you. Dean (E.F.) Tanji spoke and some rather well-heeled and influential T-shirt, button, and sticker magnates listened. The end result is that the USHGA all but stole a cache of high quality merchandise which they are willing to pass on to you at substantial savings. Even the most pernurious among you should peruse the following menu of steals, excuse me deals, because you really can't afford not to. Quality Merchandise: First Come, First Served! Your YOU Worth Price Save World Team Buttons "Dior:" $ 6.00 $ 5.00 $ 1.00 World Team T-Shirts "Jordache:" 12.50 10.00 2.50 World Team Wuffo 5.25 5.00 Stickers "Flambe:" .25

Collected Right Stuffs "DePhair:" Priceless

15.00

Your

LIFE

As you can see the USHGA is losing money on all this quality merchandise. So what's the catch? There is no catch! Team leader Dean (Sly Guy) Tanji sincerely believes you gotta LOSE money to make money. I personally believe Dean is -crazy as a loon but that shouldn't stop you entrepreneurs out there from taking advantage of his insane offer. Better order quick though, Dean could snap out of it anytime now. In fact, you should stop reading right now, go get a pen and your checkbook, fill out the attached order form and get your "Investment" in the mail RIGHT NOW!

read the following "portfolio," you'll want to RUSH a good deal of money to the USHGA World Team Support Fund: Your Price Thousands $ 20.00

Property

Value

Brooklyn Bridge Iowa (all flying sites in) Millions Iowa & Kansas (") Hundreds Hawaii (one ridge) Billions One cubic mile airspace (above your favorite sire) Godzillions

25.00 17.50 50.00

100.00

We strongly recommend that you immediately select the property of your choice and send the appropriate amount of money to the USHGA (continued on page 2l)

USHGA WORLD TEAM FUND ORDER FORM P.O. Box 66306 Los Angeles, CA 90066 For heaven's sake please rush the following quality merchandise! Each

Quantity

_ _ Buttons "Dior"

Subtotal

5.00

__T-Shirts "Jordache"

10.00

_ _Team Wuffo Stickers "Flarnbe"

5.00

_ _Collected Right Stuffs "DePhair"

15.00

SOUND INVESTMENTS So have we gotten rid of all those junk and trinkets guys? We have? Good! Those of you who are still with us are to be commended for your sagacity. Your shrewd perception that real estate is the only reasonable investment in these troubled times, is not only correct, it's absolutely BRILLIANT. Since me and Dean strongly believe in rewarding brilliance, we're going to let you in on a little secret. Dean isn't really crazy like we told the junk guys. The truth is he's going to use the outrageous profits from the sale of all the button crap to acquire some very valuable properties. After you

Oh, yes! Send me a deed! Hurry!!! __ Brooklyn Bridge

20.00*

__ Iowa (all flying sites in)

25.00*

__ Iowa & Kansas(")

17.50*

_ _ Hawaii (one ridge)

50.00* _ _ _ __

_ _ One cubic mile airspace (specify site)

I 00.00* _ _ _ __

TOTAL *Sorry: Only one per customer. Date Name _ _ _ _ _ _ _ _ _ _ _ _ _ __ Mailing Address _ _ _ _ _ _ _ _ _ _ __

Please allow 30-60 days for delivery. Make checks payable to: USHGA - World Team Fund

FEBRUARY 1983

MORE ON

KIGHT•OF·WA Y by Paul Mailloux

I think that it is the responsibility of all pilots to be visible. In past near misses with gliders and even other automobiles, I've noticed that beiges, mottled blues and greens, and yellows can really sneak up on me. Although a sky blue leading edge may look neat to some, it may not be a smart choice. If a pilot does own a glider that, because of color or planform, disappears at certain observation angles, let him be aware of it. My last bowsprit glider was impossible to spot coming head on. After a very close call at Sandia Crest I learned how to "show a little wing" and at the same time signal to the on-coming pilot my intent on direction. Granted, this is harder to do in the more yaw stable double surface gliders but I can still do it in my Sensor 510, which I think is a terrific glider! Another thing, a pilot should be aware of where the sun is relative to himself and an approaching glider. This will tell him whether he has even a chance of being seen. In any case, I think a good rule is not to wait for the other pilot to "make his move." In scratching situations where, to obey ridge soaring rules, and to stay up you must fly between an oncoming glider and the hill, move into the hill ahead of time, indicating your intent and making your turn or crab back into the hill while you still have plenty of room uncomplicated by the presence of the other glider. At the Point of the Mountain, Utah, students and advanced pilots share the same gaggle of as much as 40 gliders separated vertically sometimes by as little as 200'. As visual warning to others, pilots tie about ten feet of streamer in break-away T-shirt style to their keels. This simply indicates that the pilot does not have that much experience soaring in tight quarters. It seems to work. They get the clearance they need. Seems that two general conditions can be found when it's soarable: 1) Pilots of varying ability top out in the lift band and form a gaggle. 2) It's cracking and a gaggle is formed by pilots avoiding or unable to get higher, with thermal pilots screwing their way up through them. In the first condition, people are bobbing up and down depending on whether they are in light lift or sink. Although it is mostly futile to 360 a 100 fpm lapse, I've done it and seen it done. Then, I think it is the responsibility of the "thermal" pilot to clear his turns. In the second condition, pilots in the gaggle are there because they are avoiding the "nasty" cores or just can't find another core. And here comes the thermal pilot with enough ground clearance that all he's looking at is his vario needle. In this case, I feel that the ridge soaring pilot should yield whether he be above or even with the thermal pilot. What usually happens, and what seems most dangerous is that the thermal pilot draws (continued on page 42)

HANG GLIDING

r 7, 1982

ORNITHOLOGIS

AMAZED flVE DUCKS SIGlJTEjj MlGRAJJNc NORTH IN A SAN D!EGO-(UP!) LOCaJ members of the A Society were amazed recently when they sight very large Ducks migrating northward from the of Horse Canyon. "At this time of year, we usu i>ect to see the Ducks flying south," said Mrs. Montgomery, president of the IOCaJ chapter. " were heading north, and they were not flapping/" Witnesses Said the strange Ducks were seen circli peatedJy, and gaining altitude at an astonishing r After landing in PaJm Springs, approximatel miles from where they took off, four of the Duck mediately carried on their strange behavior by jum into the backyard jacuzzj of a IOCaJ resident. The Ducknorth was .later seen landing approximately 9 miles ther

Scott Smith, IOCaJ representative for Wills Wing, I of Santa Ana, explained to reporters on the scene t the apparently strange random migratory behavior this tyPe of Duck was actually quire common Southern California. "We see 'em flying in all differe directions this time of Year," explained Mr. Smith . The FAA reports that one of the Ducks was sight recently at 15,(XX) feet , and appeared to be ~ n g ox gen. "We are concerned With possible conflicts bet wee these Ducks and conventional aircraft," Said the spokes man , " but afteraJI, only God can regulate a Duck/" Ducks first tarted appearing in Southern CaJiforni in the spring of this Year, and recently, sightings have been reported across the country.

An instructional column for the new pilot. by Erik Fair This month I'm going to yammer on about an essential piece of hang gliding's sociocultural matrix, namely the "Dao Dah Day." For those of you who don't know from no "Dao Dah Day" let me define it as: The day that you just gotta satiate your passion for flying hang gliders but can't because Ma Nature is acting like a fool and dealing out hurricanes or low clouds or anything else that shuts down all your flying sites. When you can't fly, but you gotta do something that has something to do with flying, or reminds you of flying, what you got on your hands is a big Triple D. Anyone who flies hang gliders is at least familiar with the "Doo Dah Day." We all have them, especially in the winter. There exists, however, a gang of pilots on the East Coast to whom the Doo Dah Day is a way of life. While I was home for Christmas I stumbled across this group and was mightily impressed. What follows is a heart warming (I'm serious, dammit!) story about the people of the Capitol Hang Gliding Association (D.C. area) and the Maryland Hang Gliding Association (Baltimore area). It's a story about courage and charisma, and the joyful stoicism of a group of pilots who get shut out of flying on a regular basis. It's about the way they cope and persevere and sustain a rollicking community of pilots who are, of necessity, utterly devoted to each other and to the image as well as the act of flying hang gliders. They go way, way back.

Eye's sparkle, feets start a tappin', and the minstrel, a shortish, roundish gennelman with a dark moustache and a mischievous, somewhat evil smile, picks up on the mood. He slaps his banjo and pretty soon all de mens and womens are jumpin' an' grinnin' and singin': Gonna hand dribe all day Gonna hang drink all night Bet my money on a nice cold front But de hail stones guv me a fright.

Roots Fade in, It's de dead of wintuh in de Washington D.C. area in the year 1772. De CHGA is habbin' its annual Chrismus party at de local pub and house of magic in Chevy Chase, Md. All de mens and womens (no chilluns) are gathered around a solitary minstrel. Sad eyes and shufflin feet everywhere as the minstrel strums his banjo and all join in a bluesy rendition of: Wintuhtiiiiime An' de flyin' ain't easy Fronts is gustin' An' de clouds is way low. Snow's a flyin' Or de rain is a feezin' I done been hang dribin' Fo' six months or mo!

And the party rocks on 'til the wee hours or: "All the Doo Dah Day." Fade out.

Hang Gliders Join The USHGA And so it went for two centuries until 1972 when the CHGA's resident grand daddy, Les (Pappy) King, discovered that hang gliders had finally be invented. Les was so excited about the possibility of flight in the capitol area that he ran out and bought two (count 'em, two) hang gliders. He showed one to the only living descendent of the minstrel, a shortish, roundish, mustachioed gennelman who had inherited his quadruple great grandaddy's expression of benign mischief. Wojo, as this man was called, went wild upon seeing Les's new toys. He immediately threatened Les with

$400.00 and the first retail sale of a hang glider in the D.C. area was thereby consummated. Though Les had never sold a hang glider before he knew enough to insist on test flying the contraption prior to delivery. Leaving his own gider at the base of the test fly site, Les walked Wojo's wing to the top, strode off into the blue, and landed smack dab on top of his own glider totalling both. The two friends had enough sense to laugh the whole incident off though Wojo did insist that Les shed the nickname "Pappy" and adopt the more appropriate moniker "Crash." (This was later ammended to "Splash" but that's another story.) That settled, the two decided to get on with the business of introducing hang gliders to the rest of their friends in the CHGA. Joe (Phoebe) Davies, Bob (Albino Rhino) Lowe, Jim (Troll) Gilday and Rod (Say hey) Bynaker all had reactions similar to Wojo's which is to say they all bought gliders and proceeded to thrash about the area in search of airtime. What they found out was this: Flying in the D.C. area is absolutely Righteous when it's right. Stumble upon the right conditions at High Rock in the Catoctin Mountains and you can fly 47 miles back to Gaithersburg like Bob (The Coach) Deffenbaugh did in 1981. Trouble is it's only right once in a blue moon and it's extremely difficult to accurately predict when it's going to be right. End result? An entire flying community knee deep in "Doo Dah Days" with only the glimmer of a faint hope of an occasional righteous day and, of course, themselves.

Christmas Party: Dec. 82 Fade in. E. Fair, D.C. home boy and legend in his spare time, enters the Brookfarm Inn of Magic where the CHGA is holding its annual Chistmas Party. The bar is filled with friendly animated people, many of whom are extremely pretty ladies. A good many of these ladies are wearing blue long sleeve<! T-shirts with "Wojo's Angels" emblazoned across the front. Fair, who knows nothing of the CHGA at this point in time, suspects he has discovered the first hang gliding harem and immediately ferrets out the shortish, roundish etc. Wojo to demand to be let in on his secret. Wojo just smiles which sets Fair, a superficial Californian, to guessing, "Is it money?" says Fair takHANG GLIDING

ing one DeLorean approach. Silence. "Is it drugs?" says Fair taking the other DeLorean approach. No response. Fair switches to the Valley Girl approach. and wonders aloud if Wojo is "totally awesome" with regard to physical endowment. "Don't be ridiculous," says Wojo before dismissing Fair as a hopeless nincompoop. Fair wanders around the party for several hours. He meets dozens of men and women, none of whom have had an hour of airtime in the last three months and all of whom are having a great time just being with each other. Fair decides to investigate the matter of the CHGA. He wants to know how they keep their spirits high despite the overwhelming odds against them. Fade out.

Bob & Margo Help Provide Some Answers Bob Deffenbaugh and Margo Daniels, owners . of the D.C. area's primary hang gliding shop, Sport Flight in Gaithersburg, helped me sort the whole thing out over dinner one night. It's like this: In certain areas all year round, and in most areas for certain parts of the year, bad weather greatly diminishes and sometimes eliminates a hang glider pilot's chances of getting. airtime. That fact can be depressing. as hell, or it can be tolerable, or it can even be enjoyable from a social standpoint. It all depends on how you as an individual pilot and your area's community of pilots goes about handling the "Doo Dah Day." One option, of course, is to sulk and grouse and sell your stinking hang glider and take up bowling. Another option is to develop an individual attitude of stoic acceptance coupled with creative thinking as to alternative activities (continued from page 17)

(Quality Merchandise) World Team Support Fund. We anticipate a good deal of interest in these properties but we only have about 25 deeds of ownership for each. So hurry or you'll be left out.

THE TWENTY PERCENT OPTION Those of you who are absolutely flat busted and must therefore pass up the outrageous deals described above, please don't despair. We've got a DEAL for you, too. Raise $500.00 or more for the. US World Hang Gliding Team and you get to KEEP twenty percent of the take. If you need a copy of the World Team budget to show to your rich friends or the gas station you intend to rob, simply write to Dean Tanji c/o Abracadabra Slide Productions, 2717-B

FEBRUARY 1983

which can be enjoyed on fogged-in hillsides or cold mountaintops, in winds gusting to 50 mph or blowing down 5 mph. Hackey sacks, frisbees, footballs, R.C. airplanes, on site manufactured paper and styrofoam airplanes, all have their place in your average DDD. When you know the odds are bad, look at "hang driving" as "touring the countryside." Take your glider along for the exercise of loading it and unloading it and to be prepared for the possibility of an "emergency" (unexpected flyable conditions). When you set out on a marginal day set with the idea of having fun whether it involves flying your glider or not. Another option, if you're in an area like the D.C. area that has a strong, supportive flying community is to take advantage of that community. Hang around the shops. Involve yourself in impromptu seminars on tree landings, parachutes, emergency gear, glider maintenance and repair, etc. Group "moanins" about the weather are fun too. Plan an event or tell stories. Use those Doo Dah Days to socialize brother, because you can't socialize in mid air underneath a hang glider. I guess that's what struck me so intensely about the CHGA and the MHGA. The guys have figured out how to ENJOY, not just tolerate, the Doo Dah Day. I think they have something there. P.S. The CHGA has the highest percentage of women members of any USHGA chapter and if that isn't a measure of their success as a hang gliding organization, I don't know what is. That of course means that Wojo doesn't have any secrets. He's just a nice guy who has a soft spot in his heart for women hang glider pilots and they return the favor by having a soft spot in their hearts for him. ~

WHOLE AIR is for the soaring pilot. Whether you foot-launch, tow, or use ultralight power, you'll love the Leading E.dge you'll 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!

----------------

Please send questions or comments to: The Right Stuff, c/o Hang Flight Sytems, 1202 E. Walnut, Unit M, Santa Ana, CA 92701. Orange Ave., Santa Ana, CA 92707. That way if you find a donor for services (like free airfare) instead of cash you'll know how valuable the service is and be able to demand twenty percent of that value in cash from Crazy Dean.

BUT SERIOUSLY FOLKS No kidding. We'll send whatever you order. Use the attached order form. The buttons and T-shirts will have something clever on them (no, we don't have them at this writing but we will by the time you read this). The stickers are self-explanatory. The Collected Right Stuffs will include all installments through 12/82. We'll even send pseudo high class deeds for the properties in question. The twenty percent deal is for real so get out there and raise some bucks. Time is running out. HURRY!!! ~

WHOLE AIR

The Magazine for Pilots 21

Guy holds glider aloll demonstrating l!s llghl weight. Telltale on Iron! cable indicates almost no wind. Photo by Dennis Pagan.

Everyone wants to bnild a better mousetrap, or in our case, a better hang glider. Perhaps we all dream of developing a radical new design that will so out perform the state·ofthc-art gliders that we won't have to buy a new glider for years. This feat has been accomplished in the past. For example: Klaus Hill's Fledgling, Roy Haggard's Dragonfly, Tom Price's Albatross and Sweeny's Sirocco project were all designs that imroclucccl new concepts and held a performance edge for a while. However, for every successful design there arc scores of "also rans," honorable mentions and clown· right failures. The reason for this is that there are many complex variables involved with hang glider design and only a rare combina· tion of insight, luck and creativity coupled with energy and ample resources opens the door to success. Be that as it may, it is still immensely gra1 ifying to design, bnild and fly one's own glider even if it doesn'1 earn widespread recognition. At the very least, you get to name it. I am constantly dismayed by the lack of homebuilding going on in our sport. A hang glider is relmive-

ly easy to create. The project described in this article took one week from the initial design of the sail to the first test flight. Of course, we used the services of an expert sailmakcr, but even if we sewed the sail ourselves, the total construction time still would be a matter of a few weeks. Compare this to the months and years that it takes to design and huild an airplane. Yet, we only have to pick up a copy of' "Homebuilt Aircraft" to sec how many homchuilclcrs are busily turning out new experimental airplanes. It is in the intcres1 of stimulating more independent design work that I begin this series of articles presenting my own projects present and future. It is hoped that this exchange ofin· formation will induce others to report their developments or stan their own projects. I know of several other promising designs that it would benefit even the major manufacturers to look at. Of course, everyone is worried about someone stealing their ideas. All I can say is it's going to happen anyway, so you might as well publish your creations so that you get recognition for its development. Sort of a

public patent.

THE ACCIPITER I I must admit, I have been a frustrated designer since the early days of hang gliding. Although I have come up with a couple of commercially successful designs and assisted on a few other projects, I still have a plethora of ideas I want 10 try and little time to develop them. However, a few yearn back my imagina· tion was piqued by the designs Steve Moore presented in Hang Gliding Weekly. These were low-sweep flying wings with bowsprits instead of crossbars. I did a little thinking about flying planks and realized that with a stable airfoil, a flying plank is actually more pitch stable than a conventional swept flying wing (the con-· figuration of current hang gliders) since the tip area is not behind the root area creating a pitching action in gusts. My aerodynamic texts verify the above observation and also point out the performance advantage of an unswept wing (wing sweep increases wingtip loading and induced drag). HANG GLIDING

Side view ol Acclpiter II. Dennis Pagan holds glider 11s Guy Goldfarb prepares to fly. Nole vertical fin and non-reflexed airfoil. Photo by John Gorton at Morningside Recreation.

With this incentive, I sat down and designed the Accipiter I. The name was selected from a list I keep in reserve for future designs. It is one of the common orders of hawks. There are Falcons, Harriers, Accipiters and Buteos. The first two have been used for hang gliders and I doubt if anyone would want to fly a "Buteo." The Accipiter I had a 174 ° nose angle, a single sweep cable from the bowsprit, an aspect ratio of 6.8, a span of 33 feet, 160 square feet of area and a zero quarter chord sweep (this last item is a general guide to the position of the net aerodynamic force produced along a wing). I was concerned with the problems of controlling washout (wing twist) with such a wide nose angle (this is one of the problems that crops up as we widen the nose of a flex wing hang glider), so I designed a system for setting the washout at any station with differential control on either side for maximum efficiency in the turning mode. This system could either be pilot actuated or automatic. In the next installment of this series, I will review this system and the problem of washout in detail. The Accipiter I got to the stage of a four-foot model constructed from wood dowels, wire and plastic sheet. It had very promising flight characteristics. Originally, I designed a vertical tail below the keel at the rear to provide yaw stability (wing sweep does this in current designs). However, I became concerned with the possibility of an uncontrolled slip. The lower tail induces a rolling action to the inside of a tum during a slip. This helps turn initiation but exacerbates a slip. Consequently, the tail was moved to the top. The glider folded quite easily with one pin at the noscplate holdi11g a sliding mechanism in place. The kingpost was at the noscplate so it folded automatically as the noseplate slid up

FEBRUARY 1983

the bowsprit. Everything looked promising until the Atlas with its deflexorless leading edges and overall clean lines hit the market. I quickly realized that a bowsprit design with all those dragging cables and tubes just wouldn't make it. I ended the project because I felt that I had to enclose a crossbar in a double surface to minimize drag. This is hard to do on a wide nose glider for you end up with very long crossbars on very long unsupported outboard leading edges which present insurmountable strength or weight problems. I turned to a new configuration incorporating a cantilever wing with aerodynamic controls (to be reviewed in the next article) until:

THE ACCIPITER II Tom Peghiny blasted through town brimming with enthusiasm. He was working on a

powered ultralight design (The Swallow) at Maxair in Pennsylvania, but was very enthusiastic about the fact that he had a financial backer and a source of ready-made graphite tubes. Tom left some intriguing planform drawings and two tubes (of different fiberglass to graphite ratio) with me and suddenly the Accipiter was reborn. With the possibility of using carbon graphite tubes for leading edges, I realized that we could perhaps preload them and thus incorporate a buried crossbar in the design. I played with the graphite for months last winter. It was so light! Yet I could prop one end in the crook of a tree and sit in the middle, bouncing up and down. I definitely wanted to work with this stuff, so I designed an airframe system and Tom and I wrote back and forth trading ideas. As it turned out, he was too busy with the Swallow and then was hired by Pioneer Parachute Company to develop their ultralight, so the design project became mine. The financial backer turned out to be Guy Goldfarb, an Israeli studying at Brandies University. (iuy is an advanced hang glider pilot and an enthusiastic worker. It was he who procured the graphite from a source in Sweden. We set up a schedule and I traveled to Boston last June to begin work. The graphite tubes were 15 feet long, so we added two feet of aluminum to the root end then set up a jig to bow the tube into the desired in-flight configuration. With careful measurements, I then could scale down and develop the planform. I already knew how I wanted to construct the airframe, so all I had to do was design the sail. I laid the leading edge curve out on paper rhen went to work defining the coordinates of the trailing edge, double surface, batten placement, vertical fin and keel pocket. The nose angle was made 180 °, the area 163 square feet, the span 331/2 feet (due to the bow back), making the aspect

Rear view In flight. Pilot: Guy.

ratio 6.88. Because of the nose no root but the compound 2 inches to 1·3/8 inches) in the tubes The sail took a full day to The next we headed for Recreation Park near Claremont, N.II., to construction. Morningside has a com· a permanent sail loft nm by Nichols and an ideal hill. with the sail (she says she loves doing prototypes recommend her work highly), and I built the airframe. At the end of a week we bent the battens into a modified I .icbeck airfoil and mounted the sail. I had the of taking the first ground flights and was elated over the frui·· dream. Aft.er about 10

Top view ol Acclpilor II. Nole 180° nose and bowed loading edges.

AND PLANS As can be seen from the photos, the glider did The direct side view indicates there is no reflex in the airfoil. This makes such a wing very sensitive which is what I enced when I flew it. I staned out in this conas an experiment. Later, at· tached reflex bridles to the vertical tail as was intended in the and the number of glider to date. Once we set the right amount of reflex and get the pitch response perfect, we will s11spend the upside down and load two Gs worth of on it using photographs of the glider flying to determine where to the load so as to get similar deformation. Then we will mm the glider being sure that it will not fail structurally as long as we fly

in conditions and maintain less than 45 ° in bank. From the photos you may note that we use side struts (eliminating the kingpost and the upper cables). These are i1llcd with cables and turnbuckles inside so that the of the side support can be varied, thus the dihedral of the glider. Once we get to the ideal setting, we will remove the cables and cut permanent, faired struts. At this we will then put the glider on a test vehicle and fly it high if it stands up to and load criteria. Note that all flights to this point arc ground skimming in non· variable air. From the photos we can sec a number of things. Note the enclosed leading edge tip, the short keel, the lower rear cable attachment to the vcnical fin mast and the favorable crossbar The lower surface sweeps back at the root because the glider unfolds by detaching a

Rear view ol l1111dlng on III pre-reflex flight. Pilot: Dermis P11g1111. Photo by John Gorton.

cable at the nose plate that holds the crossbar forward thus bowing the wings. With this cable detached, the crossbar moves back allow· ing the leading to A is then pulled at the strut/leading edge/crossbar juncture letting the strut drop and the leading edge bracket, with the crossbar attached, slide outboard as the wing folds. A cable from the noscplatc keeps the plate from sliding when the pin is in place. The leading bracket doesn't bind because the tube is tapered. The doors on the lower surface arc necessary will be cut and for strut detachment. closed with Velcro when the final strut size is determined. Note also the Velcro door at the noscplate. Once the arc folded in, the nose cables are detached and the control bar folds back allowing the tail to fold forward. The struts lie parallel to the control har upright when they arc fi:ilded. Wrinkles in the sail near the root area are due to the fact that a wide nose design with a forward swept trailing edge must have lots of root tension. We will probably lengthen the keel and add another tensioning device if this proves to be a problem. The battens will of course he trimmed to length when we arc done playing with them. How well docs it That's hard 10 tell since we arc still flying low and slow. Our trailing edge sail tension was too low original·ly, so we were getting too much washout. It may be that we need to stiffen the leading edges (easily accomplished with an inscr1) or use my washout control device. We will be experimenting plenty in the future. If turn response isn't adequate we will articulate (move) the tail probably in conjunction with wing warping. One thing is for certain: the glider is light. We plan to add graphite crossbars and other (continued on page tJ2)

HANG GLIDING

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PHOTO/ AO · J , ZURLIND E N

Bob England, designer of the Delta Wing Srreah, chats with us about his 77 mile Sy/mar to Cresrline flight, comperition and aerobatics.

Zurlinden What brought you from England to America? Bob America is the land of opportunity. There is a lot more room for finan .. cial and personal advancement. That's the main thing that brougln me over here. Of' course Southern California is the hot bed of hang gliding. Zurlinden How do you like life in this country? I've been here abom 18 months, this time around, and working for Bill Bennett about a year now. I feel fairly comfortable here. Bill's good in the sense that he me a lot of opportunity to do what I wan1 along design lines. He has the attitnde that he pays people to do the job for him, if he thinks it's worthwhile. I enjoy working for the guy. FEBRUARY 1983

Zurlinden Do you consider yourself a cross country pilot, and tell us how this f1ight happened? I would like to think of myself as a cross country pilot, hut in practice I don't really get out as much as I should. The whole business of doing a good cross country flight is far more dependent on organization being prepared than just pure opportunist cross country, which is what I often like to do. The number of days I have seriously gone out prewith pickup, food, etc., have been minimal. I've had to rely on opportunist cross country. This particular flight was a test of a customer's glider. T took off and immediately gained 3,000 feet, but the glider had a turn in it, enough to be irritating I thought, and so I flew over to Kagel Mountain to top land and adjust it. When I arrived at Kagel I was 2,000 feet over the top and decided not to waste this one, and just risk it, and sec how far I could get along the ridge.

Zurlindcn This is the first time anyone has flown from Sylmar to Crestline. Please describe your flight and tell us what has been the major stumbling block for previous pilots' attempts. The flight started out with beautifully clear, crisp air. I was the first person to launch. Gary Stewart launched after me but didn't pick up the thermal I had. While chatting with him over the radio, I watched as he struggled along the ridge searching for lift. I went on past Kagel and Big Tujunga. When I reached Mt.. Lukens all of a sudden this Australian voice comes over the radio. "Ah -Bob, where arc you please?" I had the pleasure or informing Bill Bennett that I was a thousand foct over Lukens and climbing, headed for Mt. Wilson, to which he exclaimed, "You're kidding!" He was speaking from the factory and thought I was only in the pro .. cess of taking off As I neared Mt. Wilson the radio again came alive with vendors at the

Rose Bowl, and their cries of "We're out of hot dogrnlls!" The panic these people were in as I flew serenely above them was quite amusing. The stumbling block everyone else has had on this flight path, was my stumbling block also. The range of mountains breaks between Wilson and Cucamonga, and it's a fairly long shot to Cucamonga. The ground level rises up to the foothills and you must get across those. Fortunately I caught a very slow lazy thermal after a lot of scratching and searching for landing areas. This thermal eventually took me about a thousand feet above Cucamonga. Looking down on Cucamonga launch, there wasn't another glider in view. In fact the whole flight was like a visit to the Marie Cellest, not a soul in sight. The only place I saw gliders was when I finally reached Crestline. Obviously everyone had seen the potential of the day and had gone for it. As I was leaving Cucamonga, I joined a pair of eagles in a thermal and was quite pleased to see that our sink rates were very much the

•

thusiasm to stay in the air. If you've got a contact with the world you can stay in the air for eight hours, with every minute adding distance. The time drags by when you're on your own, but a radio helps put this in perspective and gives you a good idea of how much you have achieved. I'd say a radio is the most valuable thing for actually pushing yourself, unless you have some real burning desire to get somewhere. You must also be a very patient person to do cross countries, both in the air and on the ground waiting for a pickup. A planned flight is far more likely to be a successful flight. Read any of George Worthington's books. He planned his attempts in the winter, and did all his flights in the summer, and had results to show for it. With our predictable weather here, flights from say, Sylmar to Cucamonga, and over to Elsinore or Barstow are very possible. I feel that this route, done safari style, over several days would make a great cross country competition event for this area, and should be looked into. One thing I'm learning about these moun-

you end up with an ever widening smile on your face. The route is easily recognized if you have flown all the sites along the way. Only the week before I had flown Cucamonga for the first time, and had flown all the others previously. This makes the terrain very familiar so you get a very clear idea of how far you have gone, and what you have to achieve to reach the next one. Also it makes you aware of many landing zones along the way that may come in handy if the flight gets cut short. The total distance of my flight was about 77 miles, using a rough and ready map, to the east limits of San Bernardino. I landed where the houses end and the orange groves begin. Going beyond that point would have meant a difficult pickup, and conditions were becoming less consistent. As far as equipment goes, I think a radio is invaluable, and water and a little food if you have a long wait for retrieval. With a radio, and having someone following you, it takes away the "lonely, only person in the world" feeling you can get on a Jong cross country. That feeling can knock off a lot of your en-

tains is that with these new machines we have, there is far greater flying potential than we previously recognized. In earlier years, a site was dependent on a landing zone within an easy gliding distance from launch. I'm constantly amazed by the extra ground we can cover with today's gliders. I feel I can start looking around at some of these bigger mountains in our local ranges, above the marine air and smog, where the thermals are really cracking and then just jump off into the desert from there. Zurlinden - What kind of a glider were you looking for when you designed the Streak? England - I was looking for something which definitely would be more state-of-the-art than the X-Series glider, which is a very nice utilitarian glider. The Streak is semiconservative. It isn't anything wildly new, but it is a refinement of many new ideas that have come down lately. What I was aiming for with the Streak was the optimum we can go for at the moment in high aspect ratio designs. I feel we were disappointed with excessively wide nose angles and· wingspans. I'm very pleased with the way it's turning out. It gets better

~·~

J~Mt!~

same. From there it was a straight glide to Marshall Mountain in front of Crestline. I did a few 360's at Marshall and managed to pull off another l O miles in a straight glide to the eastern edge of San Bernardino. I got to a phone and gave Andy Jackson (Pine Crest Air Park) a call. He came out and picked me up, ending a really exciting and rewarding fourhour flight. Zurlinden - Are you aware of Dennis Sharp's 53-mile flight from Crestline to Barstow that same day? England - I'm not surprised. That particular week was good for cross country flights. I've always thought that Crestline had far more potential for downwind flying than people give it credit for. There is an area of high ground and obstacles that you have to get past, but it looks like a perfectly good area to fly over the back of. When I got to Cucamonga, I was debating going over the back. I could see Barstow and El Mirage very clearly indeed from 10,000 feet, and it wouldn't have been any trouble at all to reach the desert, but it seemed at that altitude there was a little headwind if I faced out into that

direction. So the obvious thing to do was just go along the range. Yeah, Cucamonga and Crestline definitely have potential for good downwind cross countries. Zurlinden - What are your recommendations for those willing to try this cross country route? England - The whole thing about the cross country route that I took is extremely straightforward. You actually pass about five flying sites along the way. Just getting from one to the other is a little achievement in itself, which we all aim to do. Wilson is abouty 25 miles down range from Sylmar. Lots of people have gone for Wilson. From Wilson you head for Cucamonga. From Cucamonga to Crestline. The real fun in the flight is that there is always a new challenge to spur you on, and the satisfaction that, "Hey, that's not a bad flight to Lukens from here, or making Wilson from here." And then later on in the flight you get super confident thinking "Let's give Cucamonga a try!" They just stack up like a string of pearls, and each half hour

HANG GLIDING

every time I fly it, which could be the fact that I'm still getting used to flying it. It has answered a lot of questions that I've had. The glider went together very nicely and I was fortunate that it flew well in the first place. It's always easier, or more reassuring, to work on a design to get its potential out, than to have to sort out problems in it. Zurlinden - What are your views on competition? England - One-on-one has limitations in finding any other than the top pilots. With a larger field of pilots, a lot of rounds have to take place. It is rather prone to having the winning people collapsing if they lose a round or two, because it's a digital type system. You either win or you lose. One-on-one doesn't have the finesse in the scoring system to accumulate points which are going to separate between first, second, third, fourth and fifth, which is a more accurate way of deciding if someone is having a bad competition, or has just lost some strategic rounds through bad luck. I would personally like to see four, one-onfour heats with one-on-one scoring set behind it. There are problems with just about every competition format, but I feel this could be overcome with four, one-on-four heats. The problem with open window is that you score accordingly. If you come in low down in the "Classic" you don't just lose a small number of points, you lose up to 50 points. Let's say you just had a bad luck day - like getting grounded in a squall line - that would be 50 points and probably put you out of the competition. That's the problem with open window. You have the bad luck, one-day element highly exaggerated. The one-on-one system has problems with weather. You have to have a lot of rounds to have a valid competition. Once again, the bad luck situation is that you can lose by three seconds or by three hours, it makes no difference in a racing situation. The one-on-four system has a much better possibility scoring at five, three, one, nothing. Rich Pfeiffer and I sat down at the ill-fated "Masters" and we worked out according to

the seeding as to whether the system would work. He seemed to feel that there's a very valid reason for trying it in a competition. If anyone out there would like to try the system, I'd love to see it happen. We worked out that with as little as four rounds you can make a valid competition, and a very valid competition would be eight rounds. If you had a weeklong competition, that could give you a day off, two rounds in two days, and the rest of the days you could have one round a day, and that one round could be extremely meaningful (in a non-Bishop situation like Crestline). The task could be out and return, or to fly to Cucamonga and back, which would be really challenging, and you would be scored accor-

"A planned flight is much more likely to be successful. Read George Worthington's book. He planned his attempts in the winter, and did his flights in the summer." dingly. All you have to do is get those eight rounds off and you have a very valid competition, with first through fifth places all worked out, because of the far higher scores you have to deal with. The big thing about one-on-four is that it would put an end to this business of trying to "out.-psych - out-punch" the other pilot, trying to ground him regardless. In oneon-four you fly much more to achieve something, instead of trying to stop your opponent from accomplishing his goals. I think the one-on-one format is a bit stifling and takes away a little bit of the pleasure of competition flying, which is trying to achieve something that the other pilots can't. The Nationals was an excellent format for

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one-on-one competmon - no question about it. We had 13 rounds, most of those valid. The problem was that two invalid rounds in a oneon-one competition completely throws the scoring out of it. I think the competition itself was about as valid as you could expect from the one-on-one system. Zurlinden How do you feel about aerobatics? England - Aerobatics are a lot safer now than they used to be. Nowadays you can do these largely because of the speed and energy retention of these new gliders. Therefore, I'm doing a lot more myself. I used to be very conservative and left aerobatics to the clowns who wanted to look good for five days and wind up in the hospital on the sixth! Now I find myself sneaking into that. Aerobatics is definitely the nearest thing to a spectator sport that we have in hang gliding. That's where the money is starting to appear. We are starting to see it with the hang gliding competitions in Japan and Telluride events. Other countries are also putting on aerobatic events. It's a place where the truly professional people will be able to show their skills. It is only for the truly professional pilots who have a lot of hours under their belts, and know what they are putting themselves in for. It's so easy to go wrong with aerobatics. I've gone weightless a couple of times, and it always takes me a while to get back to doing them. It's a risky business because you are lowering your options, but it is exciting. Zurlinden - Have you ever looped the Streak? England - Yeah, I looped the Streak twice, consecutively, at the Nationals. It's the only glider I've ever felt confident enough in. Because of the energy retention and speed when you really pull the bar in. I haven't done it since, I guess because I needed to vent the anger of having just lost a round that I should have won. It took that aggression to go out and do it in air that really wasn't very suitable for doing loops. Loops are definitely possible these days, but they certainly aren't for everyone. ~

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE?. HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine. The Post Office returns undeliverable magazines to us and charges us 25~ In the final analysis we are all paying for magazines that never get read. Please remember to let "the USHGA know immediately when you move Thank you foi vour cooperation. 31

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The faniliar VE-10 (including its predecessor rwdels A, B, and D) is £iv's! years old nO\I, A.nd over the years ..,.e have built about 9000 of ther:i, We get model A's fo for :tepa!r {crash danage or r.iany seasons of rough 1,1ear) and they go back out as quickly and cheaply as a new one, A typical repair bill for crash danage usually runs less then 30,00, With a background such as this, it makes a good investment at 179.00 (still), You hardly ever se~ then on the used r.iarketplace. Instead they are out at the flying site on gliders all dented up and taped up, "Why do you keep it? 11 11 Because the thing still works like it did when I got it, 11 Some of our dealers: Sunrise Country Inc,, Tokyo, Japan 03-433-0063 Tunnis Been Chandelle SF, Daly City, CA 415-756-0650 George Whitehill David Handel, Port Elisabeth, South Afdca 041.-.335-JM Mission Soaring Center, Fremont, CA 408-656-6656 Pat Denaven Winje & Co, Lillehal'"..mer, Norway 47-62-55875 Leif Winje Windsports, Yan 1/uys, CA 213-789-0836 Joe Greblo La llouette. Dijon, France 33-(80)-56 66 47 Leading Edge Air Foils, Colorado Springs, CO 303-632-4959 Bill Raisner RAE Marketing Ag, St Gallen, $\,'itzerland 071-23-39-62 Walter Roosli Skysoaring Industries, Thirroul, Australia 61-42-671794 Steve Kennard Sky Sailors Supply, Applegate, OR 503-846-7385 Steve Bissett Hainair Sports Ltd, Lancashire, P.ngland 44-706-55131 Jim Hudson Murdock Sales, Christchurch, New 2ealand 529-285 Kevin Hur-dock

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The wind. Always the invisible force that, from unseen dimensions reaches forth to power both oceangoing and gliding vehicles with its limitless and intangible power. While the sailor is sailing his sea vessel across the water and waves, the glider pilot uses the currents of the wind to create lift for his soaring vehicle, high above the surface of both land and water. Both have in common the unique factor of the wind, the source of power fr)r their respective craft.! Although the sports may seem to be relatively different in their structures, their common relationship in their medium is the wind. Possibly in these following pages we can together go into and understand more fully the common ground, or rather, "common air" that both water and air sports in general, and hang gliding and windsurfing in particular, have between them. This way we can see the similarities that are today creating a totally new synthesis between the sailing and soaring world. This synthesis might be the most exciting development in the sport to date. Since the invention of the "freesail system" by Jim Drake in the latter part of' the last decade, many innovations have evolved sailboarding rapidly to the high performance equipment that is commonly used today, including adjustable aluminum booms, high per-

OP'PC1S1'TE. TOP LEFT: Windsurfing! Concept Sun Star. TOP RIGHT: The latest In surf sail design ABOVE: Richard Whyte on a long glide.

FEBRUARY 1983

formance sails, customs boards of every imaginable shape and type, and paraphernalia that would astound an astronaut! Hang gliding and sailboarding have been evolving for about the same period of time and the list of similarities between the sports is a lot longer than either sailor or pilot might admit. The best way to get a feel for the similarities might be to get some comments from those who are at the forefront of developing a synthesis between the sports. ROBBY NAISH ... Andrc Lefevre's old sails were primarily half of a hang glider wing. Now he has adapted this more to windsurfing by pulling in the leech a little bit because you don't need that much of a head on a windsurfer sail. With sails the way they are now there is not much planing power to extend a jump flight and so they are not the way for any extended gliding time. Maybe "the Wing" is the ticket. I don't think it is possible with it the way it is now, but with some kinds of modifications it is something worth considering. MIKE WALTZE ... I think that you could call windsurfing rhe "easy man's" hang glid·· ing. I would say that about ten percent of the windsurfer sailors here on Maui are ex

the "Wing." BELOW: Two windsurf sails make ll hang glider.

hang glider pilots. After the last major hang gliding accident here on Maui, many hang pilots got into windsurfing as a safer alternative for getting air. air on a windsurfi.'.r is probably one of the most exciting things thm anyone can do. Though it will not get anywhere near as intense as hang gliding is as a sport, you still gel somewhat of the same feeling on a good high jump as on a hang glider, I am certain. I really respect hang glider pi101s! I want to continue to be abk to get airtime and with windsurfing I can get the same rush, but if! need to let go, there is water below to fall into. JIM DRAKE ... (Aeronautical and and creator of the windsurfer free sail system and universal joint, which is the basis of all windsurfing innovations to date. Jim Drake created the prototype structure for the Wing and here expresses his views on the Wing as a new dimension for windsurfing.) The really part of the Wing is the banier that is broken between water sailing and surfing and real flight. It is a safer way to the thrill than hang gliding but it still allows one to the pleasure of wind· powered flight. There is something that still ABOVE: Randy Naish demonstrates the use ol lhe Wing as a hang glider. BELOW: Craig Yesler airborne.

somewhat with the current high aspect sails that you arc using in winclsmfing jumping procedures. But the jumps that you arc trying that, just jumps, not flyto fly with arc ing, and you have to try to crash back into the water. You are limited mainly to a vertical "up and down" jump. In surf soaring though, that will be extended horizontal flight. With the wing, you will come to a wave, and it won't have to be a large wave at all, and you

fascinates people about the concept of flight and the feeling of being in the air and flying. I know that it really fascinates me! I mean, the most pleasant dreams we ever have are the ones of flying aren't they? Without a doubt there is a very strong emotional attachment to the concept of flying. It's all right to fly aronnd in an airplane but it's noisy and there is a lot of complication involved and it's The closest thing so far to se!f:generated flight is in gliding, both soaring and hang gliding. But as I have men· tioned before, many people have avoided hang gliding because of the risk, which leaves a lot of people without this type of sport to ment with.

The working title for the kite we have invented for this synthesis between water and air sport is The Wing. I wonld call the sport it "surf soaring." For the purpose of trying to identify the equipment at this point I think those terms are most adequate. 'The aspect of flying is already accomplished HANGGUDING

will take off like a bird with an extended flight that exists for a longer period of time, like many seconds. And of course then when you land on the water it will be in more of a horizontal way. There arc going to be many modifications of the existing equipment that we have now as this prototype is less effective than it could be. reducing the sweep and increasing the sail size will be two factors that will improve the current Wing. The total weight factor 011 the next model will probably be no more than ten pounds. And there will be some system 011 the new Wing which will include a mast of some sort to hold the wing in place. The thing is that people will teach themselves so many new things once they have a new medium lO work with. The things that they invent themselves with the Wing will far the basic equipment as it is invented. What Randy Naish and Richard Whyte and Pete Cabrinha have done with it in just a few tries is unbelievable. I am more excited about the possibilities of this than I could ever have imagined! considered by many to be the world's best sailmaker. A former hang glider pilot and hang glider sailmakcr, Andre's influence on sails has extended far.) IfI windsurC it is because I was formerly into hang gliding. I began windsurfing in 1974 after I had been hang gliding in It is such a unique way to relate to the wind in and hang gliding. In both sports you are obliged to play with the wind and the and your body. In sailing play with the boat and the wind; in an you don't foci the wind around you. In gliding body movement is used to control the craft and you are lOtally to the elements! I find that same body freedom and the to use the for now. It is most factor of both sports, this or body which makes the windsurfer tum or carve or also makes the glider turn or up or slow down. This element of physical expression is very in other and flying sports. If I am now making windsurfing sails, ii is because it is half of a hang glider I in .. itially made sails in I was fl windsurfer and windsurfing sailmakcr. I make my windsurfing sails as ifI am making half of a BII .L BARNFIELD .. (Bill Bamfield has shaped surfboards on the North Shore of Oahu for the major Lightning Bolt team You want to hear my ultimate fantasy? What I envision is a super light windsurfer and a sail FEBRUARY 1983

surfing sails and boards and other equipment. They gave me the idea through their hang gliding relative to their windsurfing equipment. It's not just a fantasy. It is very, very close to manifesting here soon. PETER CABRINHA ... I think that windsurfing and hang gliding are so similar that the people involved with both sports could get together and form a combination of the two that would bring about a whole new sport in the process: hang or surf soaring or wave gliding! The potential is really unlimited now. (continued from page 8)

Andre lelevre and wingtip sail.

tha1 is constructed somewhere along the lines of an actual wing, like a hang glider wing. The sailboarder would take off on a fairly big wave with a large sail. He takes the mast in his hands and turns the thing horizontal over his

head. With the footstraps, he just sort oflifts 1hc whole and goes hang gliding down the swell. Just like if you were a seagull. Then he makes this ultra heavy bank turn at the end of the ride and lands back in the water. Then he makes another water start and docs it all over! Seems that we are as close as we can ever be to flying on the water. There are times when you are windsurfing that you get the pulled way over on one side and you are just honking and the whole thing begins to lift out of the water. It's just not that far away. This company I have been working with in California, Ultralite Products, builds excellent hang gliders. They are the largest hang glider manufacturers. They also put out geat wind-

details may not reach each interested com .. petitor in time. All interested competitors arc admonished to write to Meet Director Jay Pel crs, 442 North Lewis Road, Royersford, PA 19468 (215) 918-7 l 90, with a self-addressed self-stamped return c11•oefope now. When such details arc set Jay will forward them. Or you may telephone. Our next Regional planning meeting will be at Chief Judge Alan Esworthy's place at 40 l 6 Jefkrson St., sville, MD 20781 on March 201 h a1 12:00 hours. Competitors arc welcome 10 audit 1his meeting and at the conclusion of business may submi1 construct ivc for future Regional Championships. This is the last notice to persons interested in being appointed Region IX Observers for 1983. Check with one of I he following Region IX Examiners now. W.W. Richards, 308'> Rd. SE, Roanoke, VA 24014. Paul Hanken, 2040 Cherri Drive, Falls Church, VA 22043. Bob Dellenbaugh, c/o 904\H MD. Ralph Eckart, '3081 S0u1hern Road, Richfield, OH 44286. Ronnie Oakley, 3504 Creek Drive, Louisville, KY 407-29. Bob Beck, Ro111c 3, Box 152A, PA 182',2. Tom Bird, Route 4, Bclcfi.mtc, PA 16823. *Dave S1arhuck, 752 Norwood Road, Downington, Pi\ 19335. Fred Booher, Box 308, RD- l, Cowansvillc, P J\ I 6218. Roger Ritenour, 10 Jester Lane, Charlottesville, VA 22115. Richard 1-C Tree Ct., Timonium, MD 7-1093. Dick Newton, Director Region IX. Vic Director Region IX.

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MANDATOR)'.

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

Region

2 Tom Cane, Linden, CA 4 Bruce Elmquist, Lakewood, CO Tom Wright, Little Rock, AR 6 9 Scott Herman, Washington, DC 9 Horst Locher, Basye, VA 10 Walter Preston, Statesville, NC 12 John De Joseph, Yorktown Hgts., NY 12 Jim Rogers, Rockaway, NJ Foreign lam Chapman, Lancashire, England 9 Francis Pugh, Timonium, MD 9 Melvin Benjamin, Bowie, MD I Joseph Haagen, Woodinville, WA 2 Mike Hanrahan, Concord, CA 2 Yoshiaki Kimura, San Francisco, CA 4 Janine Schwitz, Tempe, Ac Shirley Ann Gagne, Wallingford, CT 8 8 Stephen Guy Marks, Boston, MA 8 Gary T. Costa, Shirley, MA 8 Steven J. Strong, Lincoln, MA Timothy D. Chapman, Esmond, RI 8 William Turrill Scott Jr., Ellicott City, MD 9 Cindy Bualk, Columbus, OH 9 10 Razud Tatsuzawa, Miami, FL 4 Ron Randles, Tempe, AZ 2 Roger Ahlenius, San Rafael; CA 4 G. Scott Johns, Phoenix, AZ 8 Michael Thorsen, Leominster, MA

NOVICE RATINGS Dan Mathern, Jacksonville, OR Mike Beck, Lompoc, CA Phillipe Tardivet, Carmel, CA Mark D. Hollerhach, Incline Village, NY Malte Simmer, Paia, HI Kevin Frost, Hallewa, HI John J. Rooney, National City, CA George Stebbins, Newhall, CA Dana Higgins, San Marcos, CA Ross P. Henson, Boise, ID David S. Wissenbach, Boise, ID Elizabeth Ford, Sharon, MA David C. Vetter, Greenfield, MA John Basa, Jr., Va. Beach, VA Arthur Barick, Ft. Loudon, PA Robert W. Goss, Center Point, AL Harmon Carroll, Travelers Rest, SC Kevin Conklin, Cresskill, NJ Mark Baumann, Indianapolis, IN Dietrich Joe Gage, San Jose, CA Joe Cooper, Carson City, NV Tracy Skeels, San Diego, CA . Erik Koniger, Hermosa Beach, CA Greg LaMadrid, Bakersfield, CA John L. Shook, Jr., Denver, CO Thomas J. Allen, Hanover, PA John W. Andriot, Vienna, VA Roger K. Somerville, Columbia, MD Paul Hedman, St. Croix, US VI Susan Gale, Elimira, NY Steven Robertson, FPO San Francisco, CA Mark S. McClintic, Montara, CA Eddie Thure, Lompoc, CA Gary Bollman, Ventura, CA Daniel Campbell, Costa Mesa, CA David Ernest Boyer, Azusa, CA Ronald Schwartz, San Diego, CA Jon Ezequelle, Masonville, CO Don Ilmer, Phoenix, AZ Rhett Radford, Jacksonville, FL

I 2 2 2 3 3

3 3 3

5 5 8 8

9 9

10 10 12 7 2 2

3 3 3 4

9 9 9

Walter K. Silbert, Solana Beach, CA Lance Chandler, Tacoma, WA William Ahlenius, San Rafael, CA Thyl E. Kint, Berkeley, CA Peter Brown Hoffman, Ojai, CA Jack MacKenzie, Escondido, CA Averill Strasser, Los Angeles, CA Norman Schott, Carlsbad, CA David Brennan, Hooksett, MA William C. Epperly, Old Greenwich, CT Jim Gregoric, Lexington, MA Edward Fannon, Jr., Reisterstown, MD Lee K. Stang, Meshoppen, Pa Donnie Howell, Lynchburg, OH

I 2 2 3

3 3 3 8

8 8 9 9 9

INTERMEDIATE Name, City, State

Region

Carl Braden, NSW, Australia Bobby Esperas, Fullerton, CA James Heckles, Glenmore, PA Morris Trahan, Mt. View, CA Denise Francisco, Santa Rosa, CA Don A. Jones, Tempe, AZ John W. Steele, Bakersfield, CA Hank Pulkowski, McHenry, IL Chuck Bullis, Bradford, MA Palma Cecil Covington, Jr., King, NC Paul Eikens, Caledonia, MN Sterling Roulette, Santa Margarita, CA Raymond Hery, San Diego, CA Gary Ash, Roseville, MN Robert Davis, Redding, CA Donald L. Farmer, Foster City, CA Stephen Holser, Santa Cruz, CA Dennis Davis, San Diego, CA Paul Zizzo, Norman, OK David Zizzo, Norman, OK Quentin Fleurat, Thornwoed, NY Jeffrey Hansler, Huntington Beach, CA Benjamin Weeks, Bedford, MA Richard Morrison, Hialeah, FL Gene Gustafson, Anchorage, AK Eileem E. Ryan, Seattle, WA Larry Jorgensen, Sumner, WA Brent A. Sweeney, Salinas, CA Greg Christensen, Hayward, CA Robert J. Haveman, Manteca, CA. Mike Faria, Davis,.CA Jai Watts, San Francisco, CA Dann Anderson, Elkhart, IN Steven Monson, Spring Lake Park, MN . David R. Leggett, Bangor, PA Rick Jacob, Apison, TN Bill Maxwell, Highland, CA Carol Jacob, Apisom, TN James R. David, Jr., Brattleboro, VT Dennis Michels, Chattanooga, TN

Foreign 3 9 2 2

4 3 7 8

10 7 2 3 7 2 2 2

3 6

12 10 l l I 2 2 2 2 2 7 7

3 3

4 4

Duane Deister, Sanger, CA Greg Hogan, Niwot, CO Chris Kastner, Ketchum, ID Larry Winnerman, Millburn, NJ Carolyn "Tiki" Mashy, Santa Monica, CA Mark Andresen, Fremont, CA

10 2

10 Foreign 3 3 3 3 2 2 2 2

3 3 5

BRONZE AWARDS with Novice Rating· Region

Name, City, State Bill Simmons James C. Morse Gordon L. Forbes Eugene Goodwin Jim Murdock Connie Lee Work Dennis Thornton Tim Snow Tom Allen Arthur Barrick Scott E. Vaughn John Basa

OFFICIALS Region

Name, City, State EXAMINER John Lubon, Greer, SC Roland Rice, Alameda, CA Janine Whitehill, Daly City, CA Walt Nielsen, San Francisco, CA

JO 2 2 2

10 3

OBSERVER

10 8

ADVANCED Name, City, State

I 3

3 3

3 7 3 4

12 2 2 2

John Perlman, San Diego, CA John Charles Glynn, Lombard, IL Mark Messer, Solana Beach, CA Bruce R. Emmett, Murray, UT Joanne Wilson, Corvallis, OR Gary Stewart, Van Nuys, CA Roy S. Highberg, Oxnard, CA Wallace Warren, Charlotte, NC Steve Tullis, Carson City, NV Dennis A. Tyler, Melbourne, FL Fausto Arcos, Quito, Ecuador Wayne 0. Moser, Hawthorne, CA Ken Baier, San Diego, CA David Kilbourne, Cardiff, CA Albert Mendosa, Hawthorne, CA Wendy Kamm, Clovis, CA Mark J. Lilledahl, Milpitas, CA Christopher Warren, San Jose, CA LE. Camacho, Santa Rosa, CA Ronald Peterson, San Diego, CA Cindy Drozda, Santa Monica, CA Tony Brown, Missoula, MT Donald W. Jones, Geneva, NY

Region 2

4 5

12 3 2

Russell Douglas, Santa Clara, CA Don Zellet, Santa Barbara, CA Steve Fogle, Albuquerque, NM Ken Swarm, Cleveland, OH Mike Del Signore, Cleveland, OH Mark Andresen, Fremont, CA John Heiney, San Clemente, CA Tom "TAG" Guice, Tucson, AZ Dale Trumbo, Tucson, AZ Tom Patterson, Tucson, AZ Stuart Saikkonen, Elmira, NY David Shelton, Marina, CA Bill Fulton, Honolulu, HI Steve Luria, Santa Barbara, CA

2 3 4 9

9 2 3 4 4 4

12 2 3 3

HANG GLIDING

INSTRUCTORS A - Advanced B - Basic *Recertification A - Paul Burns, Lake Elsinore, CA A- James McKee, Oaland, CA B - Dennis Pace, Berkeley, CA B- Wade Williamson, Lacey, WA B - Larry Strom, Spokane, WA B - Dale C. Bowyer, Berkeley, CA B - Ken Baier, San Diego, CA

3 2 2 1 1 2 3

SPECIAL OBSERVERS Ralph Eckart, Richfield, OH Ken Swarm, Cleveland, OH Mike Del Signore, Cleveland, OH

9 9

LILIENTHAL AW ARDS Bronze Bones Strickland Sharol Strickland Wayne Lewis Duane Taylor Don Piercy Keith Murray Meryl Tallchief Roy Highberg Kenneth Dennis

Silver Roy Highberg Larry Strom

Gold Steve Bralla Elizabeth Sharp

Gold Diamond Steve Bralla (Right Wing)

FRENCH CONNECTIONS

* Fully Anodised

* Stainless Hang Bush * Aircraft Bolts

* Nylon Spacers & Bushes £38.00 inc postage Payment in Sterling only please Mainair Sports Ltd. Shawclough Rochdale Lanes. 0112 6LN England

• '

DEALERS WANTED

FEBRUARY 1983

(continued from page. l 3)

(Time Soaring) "Another," he thought, and repeated the action. "That's enough." Grebs realized he was beyond exhaustion and just getting down would take all of the remaining strength he had. He didn't even look at his altimeter. "Everything else was different, why should the altitude of the landing area be special?" Grebs had been flying for quite a few years and he could estimate altitude sufficiently to make a good safe approach. "Five hundred feet," he picked his target. "Center of the runway nearest the tower." Moving his body on the control bar in the necessary fashion, he executed a few consecutive l 80's. "Last check on wind direction," he thought as he eyed a flag flying off to the right. "All right, one last 90 and ... He reached over grabbing the down tubes of his control bar, then raised himself to an upright position, kicking his feet out of his harness. "Speed good, lineup good." The added resistance of his body in this position caused the ground to seem as though it came up to meet him. "Over the runway now," he thought as the ground effect of the pressure between ground and wing flattened out his descent. He let the effect slow him until just the right time, about one foot off the ground and just above stall. "Now!" Grebs pushed out and up as hard as his weakened muscles would allow. The nose of the glider shot up and all forward momentum stopped. A six-inch drop put him on the ground and he didn't even have to run it out. Looking at his watch, Grebs realized he'd been in the air for over five hours. He set the control bar on the ground, dropped the nose and unhooked. "Alive and on the ground. What a ride," he thought to himself as the crowd came rushing up to him. "Now, where am I?" ~ Continued next month .... (continued from page 18)

(Right-Of-Way) pilots from the gaggle to his thermal like flies. I've had pilots from the pack fly right at me, looking at their varios, not at me. I knew exactly what was on their minds - intimidation. Of late, no one has taken the inside of a thermal from me in my Sensor but I'll tell you, being on the outside track is blind; your sail is between you and the intruder. If you decide to cut back to the core, it may be right into the intruder at speeds not conducive to evasive action. 42

Making it a rule that the inside track has the right of way would encourage the fights for the inside. A more rational rule would state that to enter the thermal you must enter below the current inhabitant and circle the same direction. Then, if the lower glider overtakes the upper, the upper leaves and re-enters below. No doubt, the competition gets hot as the thermals thin out, but probably the most danger comes when pilots have been in the same gaggle for a long time. The experienced pilots get bored and start experimenting. Everybody else is tired and sluggish, watching the sunset or flying with weird harness positions to avoid discomfort. Why do wing overs in a pack? If everybody's staying up, move to a corner of the world out of the lift and wang your guts out. Then fly back into the lift and obey the rules. If everybody's not going up, why expect to stay up by going over the top in crowded air. Wing overs are for going down aren't they? Lastly, since it's about all over for selfregulation but for the N numbers on our wings, what about these private and small commercial aircraft screaming right through our packs? If the government wants to regulate, let them go all the way and protect. Granted, the last thing a jetliner pilot is doing is looking out the window. But these smaller aircraft fly VFR by virtue of the fact that their pilots have eyes. If these pilots have eyes, and a current sectional, then why aren't at least the most populated hang gliding sites marked on sectionals as our airspace? By regulating us, the government has at least recognized us, why then don't they prove it? By current rules, student and advanced pilot alike have a right of way over powered aircraft. Perhaps having the sites marked on sectionals might invite more sight seeing small aircraft, but not for long after a few have been prosecuted for invading our airspace. (continued from page 24)

(Accipiter II) structural members soon. Right now the glider weighs less than 50 pounds! Whether or not this design is successful, it has certainly provided us with much information and experience. We developed a good feel for working with graphite and devised methods to avoid drilling the leading edges. Our sail (thanks largely to Marilyn) was practically impeccable. Our main problem is that I'm eight hours away from the project so pro· gress is slow. I wish to thank Guy, Marilyn and all the personnel at Morningside for their help and encouragement in bringing my ideas to physical reality. I hope this presentation inspires others to pursue their own design projects. I'm sure you'll find plenty of willing helpers and we all will certainly benefit. ~

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Act of August 12, 1970: Section 3685, Title 39, United States Code.) 1. 2. 3. 4.

Title of publication: HANG GLIDING Date of filing: October 1, 1981 Frequency of issue: Monthly Location of known office of publication: 11423 Washington Blvd., Los Angeles, CA 90066 (Mailing address: P.O. Box 66306, Los Angeles, CA 90066). 5. Location of the headquarters or general business offices of the publishers: 11423 Washington Blvd., Los Angeles, CA 90066. (Mailing address: P.O. Box 66306, Los Angeles, CA 90066). 6. Names and addresses of publisher, editor and managing editor. Publisher: United States Hang Gliding Association, Inc., Box 66306, Los Angeles, CA 90066. Editor and managing editor: Gil Dodgen, 12642 Dottie Cir., Garden Grove, CA 92641. 7. Owner: United States Hang Gliding Association, Inc., Box 66306, Los Angeles, CA 90066. Its Officers are: Vic Powell, President, 4425 Medford Dr., Annandale, VA 22003; Doug Hildreth, Vice President, 1025 E. Main St., Medford, OR 97501: Elizabeth Sharp, Secretary, 5555 Bowron Pl., Longmont, CO 80501: Ken Koerwitz, Treasurer, 7 405 Knox Ct., Westminster, CO 80030. 8. Known bondholders, mortgages, and other securi· ty holders owning or holding 1 percent or more of total amounts of bonds, mortgages or other securities: none. 9. For optional completion by publishers mailing at the regular rates (Section 132 .121, Postal Service Manual) 39 U.S.C. 3626 provides in pertinent Part: "No person who would have been entitled to mail matter under former section 4359 of this title shall mail such matter at the rates provided under this subsection unless he files annually with the Postal Service a written request for permission to mail matter at such rates." In accordance with the provisions of this statute, I hereby request permission to mail the publication in Item 1 at the reduced postage rates presently authorized by 39 U.S.C. 3626. 10. Extent and nature of circulation: (A) Total No. copies printed: 11,450 av.Imo. preceding 12 mo.; 10,900 for issue #105. (81) Paid circulation through dealers and carriers, street vendors and counter sales: 2,524 av.Imo. preceding 12 mo.; 2,266 for issue #105. (82) Paid circulation, mail subscriptions: 7,988 av.Imo. preceding 12 mo.; 7,961 for issue #105. (C) Total paid circulation: 10,512 av.Imo. preced· ing 12 mo., 10,227 for issue #105. (D) Free distribution by mail, carrier or other means, samples, complimentary, and other free copies: 11 O av .Imo. preceding 12 mo.; 69 for issue #105. (E) Total distribution: 10,622 av.Imo. preceding 12 mo.; 10,296 for issue #105. (F1) Office use, left-over, unaccounted, spoiled after printing: 493 av.Imo. preceding 12 mo.; 576 for issue #105. (F2) Returns from news agents: 493 av.Imo. pre· ceding 12 mo.; 28 for issue #105. (G) Total: 11,450 av.Imo. preceding 12 mo .• 10,900 for issue #105. I certify that the statements made by me above are cor· rect and complete. Signed by: Carol Velderrain, Office Manager

HANG GLIDING

edited by Joel Howard Thermal Flyer Arizona Hang Glider Assn. (#4) 4319 West Larkspur Glendale, AZ 85304 Patty Campbell & Bob Thompson, editors

Fred Mack and Steve Schaeffer. Basic first aid for pilots has been presented and will continue until the course is completed. Information about area emergency services is being sought out. Pilots need to know what is available when flying the local sites.

Local pilot/member is now an official record holder. It couldn't happen to a better man than Bob Thompson. May the winds hold many more for you. Jim Whitelaw was Eagle Of The Month for his flight from Yarnell to Chino. It was a 42-mile effort. John Leslie is now the confirmed Flight Director at Shaw Butte according to the minutes of the Oct. 12th meeting. Another commercial aircraft has filed a near miss complaint. This one was followed up by the FAA. To complicate things, the same pilot landed in the Deer Valley control zone. Know your airspace rules before you launch or CYOA (cover your own ass). FAR Part 103 is being discussed and cussed by club members. It is the law. Huh?

Newsletter Marin County Hang Gliding Assn. (#25) 20-A Pamaron Way Ignacio, CA 92401 Judy Canham, editor; Laurette Klockars, graphics

Flypaper Crestline Soiaring Society (#16) P.O. Box 1464 San Bernardino, CA 92401 Ron Carlisle, editor A pilot's lounge is being set up at the Crestline launch. It will provide the club an inside place for meetings at the top. A phone will probably be located at the building very soon. The Prince of Pine returns with a love note for the captain of Team WFO (ie. Erik Fair). Is there no satire/parody left in the Prince? The Price of Pining? Ron Carlisle follows up the recent Nationals with some good insight. They are all in his interviews with visiting competitors. Namely: J.T. Collins of San Antonio, Scott Greenawalt and Tim Saloga of Oklahoma City, and John Ray of Grandview, Missouri.

Newsletter Wind Riders Hang Gliding Club (#17) 632 Lincoln Avenue A-5 Morrisville, PA 19067 Monica Bareis, editor The Embreeville meet was held the last weekend of September. The organizers were FEBRUARY 1983

Things are gearing up for the annual meeting which will include election of officers for the coming year. Interclub meets between Sonoma Wings and MCHGA are in the thinking stage. Jeff Mott has another statement worth quoting. This time from his October Flyerside Chat column. "Takeoffs are optional; landings are mandatory."

Newsletter Hang Glider Emporium (#26) 613 North Milpas St. Santa Barbara, CA 93103 Bonnie DeRussy, editor Ken DeRussy outlines some important steps in pilot proficiency be/ore attempting aviation at La Cumbre Peak. Check out his piece in the November newsletter if you need the information. Bill Poehler tells tales of Owens and leaves us "trying to fly out from under the cloud." Literally. Yikes! "Care and Maintenance of Drivers" is the truth according to Kathie Ross. Would you please come and drive for me? Thank you. Good reminders.

The Flier Ultralite Flyers Organization, Inc. of San Diego (#31) P .0. Box 81665 San Diego, CA 92138 Ron Miller, editor Ron Miller (grade 16) takes over the reins as editor of the rag with the November (turkey) issue. The UFO Annual Club Fly-In/Fly-Out/etc. at Horse Canyon ended up as, get this, a horseshoe tournament. Only in Southern

California. Is Sergeant Howard Snee, retired, really AWOL from the asylum?

Newsletter Buffalo International Sky Riders (#32) 33 Hilldale Avenue Buffalo, NY 14224 Bill Jehle?, editor A special fly-in was held October 23rd. It included rating assistance, tuning talks, and some instruction. The sites were either Eldred or Perkinsville. The November issue carries the site directory for the area.

The Yankee Flyer Connecticut Hang Gliders Assn., Inc. (#34) 904 East Broadway Milford, CT 06460 ?????, editor The November Flyer details procedure for the Talcott site. The first pilot should: l) Sign in at the firing range, 2)Call Bradley Airfield, 3) Check off the sign, 4) Call Simsbury police. Other pilots should check the sign. George Emmerthal was presented the cross country cup for 1981.

Skyline Capitol Hang Gliding Assn. (#33) P.O. Box 64 Annandale, VA 22003 Leroy Kingman, editor Region #9 pilots gathered at High Rock in early September for a salute to Les· and Marilyn King. Les was made "King For A Day" and was featured in an honest-to-God pig roast in the LZ. Pilots came from Maryland, Pennsylvania, Virginia, and Ohio. The total number was close to 100. The big doings were part of a heartfelt thanks for all the hours of labor and love that has poured from the pair. Les is moving to California and the eastern folk will miss him. The Pulpit is now jointly owned by the Maryland HGA and the Capitol HGA. As of October 23 the clubs now own property. Lynda Nelson writes an extremely informative piece called "The First Thirty Minutes." Its was carried in the November issue. More should be heard from her. Take note.

The Current Flyer Northern Sun Gliders (#35) P.O. Box 364 Minneapolis, MN 55440 Rob Linder, editor According to the October/November Flyer, the Lilydale site is closed until negotiations are finished with the City of St. Paul who are the new owners of the property. Best of lift to outgoing editor, Lois Rein. A job well done!

Newsletter Water Gap Hang Gliding Club (#44) R.D. #7 Box 544 Newton, NJ 07860 Bill Sayer, editor The only obstacle to actual opening of the Tott's Gap South site is the placement of the orange warning balls on the power line at the LZ. Gus Johnson writes of his meeting with New Jersey State Department of Parks officials in search of a site in Stokes State Park. The overall attitude was enthusiastic and the future may hold success. Accompanying Gus were Bruce Hummer and Russ Myers.

Ridgerunner Rogue Valley Hang Gliding Assn. (#45) 4326 Fish Hatchery Road Grants Pass, OR 97526 Chuck ?????, editor Craig Cox won the 5th Biannual Eagle Tradition Contest at Woodrat Mountain on September 11. The spring version of the Eagle Tradition may see an open distance cross country task. Region #1 Director, Doug Hildreth, reports on the highlights of the October Board of Directors meeting in Denver. Doug writes, "The key to USHGA survival and prospering, of course, is membership; not only new members, but encouraging established members to renew." Join USHGA.

Newsletter Southern NY Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY Bob Havreluk, editor BIOGRAPHY The Southern New York Hang Glider Pilots Association, Inc., USHGA Chapter #47, (SNYHGPA) (pronounced "SNIG-PA") came into being in 1976 when it was evident that the sport of hang gliding was finally catching on here in the East. At that time, sites were few

and short-lived. The best site around was Mt. Ellenville, located about 11h hours north of New York City in the Shawanagunk Mountains. Takeoff was a hop off a guardrail on Route 52 that was discovered a few years back by some early pioneers in the area. When it became apparent that if we, the pilots, wanted a permanent site, we had to organize and work together to keep it a free site. Over the years, the club has grown to over 80 members strong, and Ellenville has become one of the favorite East Coast sites for two-minute sled runs or 60-mile cross country flights. At present, our club officers are: President -Harry Sudwischer, Vice-President · Del Schier, Secretary - Bruce Mankowich and Treasurer · Ross Sale. Bill Sayer (of the Water Gap Club) writes concerning the approval of his proposal for a site called Torts Gap. The approval came from the Water Gap National Recreation Area. The site could be the culmination of a letter writing campaign that began some two years ago. Chapters unite - secure a site. John Sillero is the first pilot in the region to gain a Master (V) rating. Flight Director, Paul Voight, reminds flyers of priorities. "Safety first, soaring second. Leave room for error." Club president, Harry Suds, took the big money at the Aerial Techniques Cross Country Open. He totalled out at $400. That was about $200 a flight. Del Schier and Harry both went 28 miles on one day.

Flocker Newsletter Rock Mountain Hang Gliding Assn. (#50) P.O. Box 1775 Boulder, CO 80306 Steve Reeves, editor Presentation of the 1982 Colorado Cross Country Awards were included in the last meeting of the year. The meeting was November 17. Two classes of competition were available for entrants in the 1982 Turkey Fly-In. The site was Mt. Zion (Golden) and it was endurance or cross country. BYOD (bring your own driver). Request clearance for takeoff Mr. Controller? That you, Steve?

pectations were met and exceeded for both good flying and camraderie. This is another all-pilot-skills gig and other chapters should take note. Here is a great way to educate and entertain for everyone. Rick Jacob directed with co-direction from Dave Schmidt. A first, no doubt. The TTT has a regulatory program that it really enforces. Offenders are suspended and rulings are published in the newsletter. Unrated, unqualified beginners will be unheard of at the Whitwell launch very quickly. Toppers are very serious about protecting the sites. Good move.

Flight Line Wings of Rogallo (#66) 20409 Old Santa Cruz Highway Los Gatos, CA 95030 Roger Thompson, editor October was an outrageous month at Ed Levin. Jim Leech says, "I'll never refer to it as 'Sled Levin' again." Bill Libby is a Good Guy Of The Month award winner. He ramrodded the first club picnic to turn a profit. Lloyd Wood got 3,000 feet in one October thermal. All this from a 70-foot launch.

Wind Writer Houston Hang Gliding Assn. (#71) 1026 Dreyfus #16 Houston, TX 77030 Hardy Snyman, editor Houston pilots dug into their pocketbooks/treasury for two recent crash victims. Both pilots are on their way to recovery. The HHGA has heart!

Sandia Soaring News Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Crest, NM 87108 ????, editor The Forest Service has approved a plan for a Sandia Crest ramp. Members will provide weekend labor for constuction. Tetilla provides suitable "winter nesting grounds" for the locals.

Newsletter Tennessee Tree Toppers (#60) P.O. Box 136 Lookout Mountain, TN 37350 Denny Haldeman, editor

Free Spirit News Free Spirit Hang Gliding Club, Inc. (#78) P.O. Box 13 Elmira, NY 14902 ?????, editor

The TTT has a philosophy of "flying for the fun of it" according to the November newsletter. This philosophy was brought out in the first Annual Oktoberfest Fly-In. All ex-

Jim Kolynich tells of the "Revival of Hang Gliding at Harris Hill" in the October issue. The article details Jim's 32-miler from the Elmira site. Good flying, Jim. HANG GLIDING

Newsletter Sky Riders of New England -(#81) 122 Stella Road Bellinham, MA 02019 Frank Ripaldi, editor The club has two social events for the fall season. They are the Annual Halloween Party and the spaghetti dinner. Officer elections and business meetings are included in the activities.

Newsletter Cloudbase Country Club (#92) 524 221st Street SW Bothell, WA 98011 Ken & Wendy Seligman, Beth Little, editors Scott Rutledge was the "Best All-Around" pilot at the Seventh Annual Pitt Open. Rutledge won both categories of the competition (timed duration and pylon/landing accuracy). Alba and Sue Bartholomew organized the meet. Joel Kolbo reports of favorable points made with the Manager of Flight Standards (FAA) from Boeing Field. The site is the controver· sial Magnolia Bluffs and as long as pilots abide by Part 103 flying at the site will continue. Bill Justwine did his second parachute seminar December 18. It covered deployment,

Newsletter Hammondsport Association of Pilots 33 Hilldale Ave. West Seneca, NY 14224 Paul Mance, editor

care and repacking. Bill is from Sky Sports of Issaquah.

Newsletter Coastal Condors (#84) P.O. Box 828 Marina, CA 93933 Jim Johns, editor The search is on for an east-facing site with potential. Refer all information to Jim Johns. Shear conditions at Marina have provided 500 · 1,000' gains over parts of the ridge. Two separate occasions in October have proved the potential. The pilots who got up in it were Lee Gardner and Dave .Shelton.

The September 4th meeting accomplished some details for future flying in the area. The work was done by Don Jones .(RAF); Bill Merker (Buffalo Skyriders); Erik Eklund (Free Spirit); Stu Button (Etobicoke); Pete Fournia (Dansville); Paul Mance (secretary-treasurer· etc.).

Wind Rider Maryland Hang Gliding Assn. (#108) p;o. Box'7768 Baltimore, MD 21221 Cookie Bartfeld, editor Vic Ayers was appointed to the USHGA Board Of Directors to fill Les King's vacancy. Les moved to California and Ayers will serve until the 1983 elections. A letter of commendation was accepted by MHGA after the membership participated in the "Celebration of Life" at Oregon Ridge. Pilots were commended by the Baltimore County Police Athletic League.

Golden Valley Hang Gliding News Central Valley.Hang Gliding Assn. (#110) P.O. Box 8253 Fresno, CA 93747 Martha Tessmer & Elizabeth Shelton, editors

Welcome to.San Joaquin flyers who are new Chapter affiliates. A Thanksgiving Day Fly-In at Dunlap featured a dinner for all those present. Ute Cheuvront is promoting a Big Sur club outing for the November 12th weekend.

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LOOP GOOF by Mark Stucky

The awhor is a 23-year-old Marine F-4 Phantom pilot. He holds a commercial license with single, multi-engine, sailplane, and instrument ratings. He has been hang gliding for over eight years and is a Hang IV pilot currently residing in Yuma, AZ. Although there were no ground witnesses there is a possibility of someone in the air seeing the incident which took place on Friday, July 30, 1982. If anyone did witness it he would like to be contacted at: 1505 12 Dr., Yuma, AZ 85364, (602) 782-5227.

This is the story of a hang glider pilot's somewhat ill-fated attempt at a loop. The story begins at two thousand feet above launch over Lake Elsinore, CA. The author, a visiting pilot, is diligently working to tag along in the thermals with a local pilot named Ron Young. Ron is an advanced pilot, current aerobatic champion and is flying a modified Comet 185 OVR II. At 5,000 feet MSL Ron left the thermal and headed straight out from the ridge. I tagged along to see what he was up to. After a couple of minutes I turned back thinking he was just heading out to land. Glancing over my shoulder I saw Ron's Comet diving, pulling up, and going over the top in a nice loop. The pitch rate slowed coming down the back side as he gained speed and executed another loop. I counted seven consecutive loops and aside from occasional small heading and roll variations they looked quite good. I did a couple of past vertical wing overs, leveled out, and ran into a nice liftee. I thermaled back up and forgot about aerobatics for a while. After an hour of airtime I headed out over the landing area. I started with wing overs and progressed to wangs and pitchbacks. A pitch-

back is started like a loop but as the nose pitches up a roll is initiated to change the plane of motion from the pure vertical to the oblique - a maneuver needing less energy than a true loop. These were my most aggressive maneuvers to date and I was experimenting with different techniques and trying to define the gray areas. On a couple I kept excess speed over the top, allowing my G loading to decay to near zero. I'd feel the sail start to float and I'd push out to keep the positive loading as I carved on around to complete the maneuver. A sudden "go for it" flashed in my mind and I tucked in the bar and pulled my legs forward to achieve maximum velocity for a loop. Once the acceleration stopped I allowed the bar to go forward and the nose started its rapid rotation up. I didn't feel ready for it yet so I immediately aborted by pulling in which resulted in a quick climb and level off. One word of caution here: one shouldn't attempt to abort once committed or the steep climb will turn into a zero airspeed departure/whip stall with a good chance oftailslide and subsequent inversion. I did a couple of wing overs to gain speed and collect my wits. At maximum velocity I started another loop. The ground turned to blue sky as the glider went up and over. It was rapidly getting quiet and at approximately the 225 ° point my airspeed and G loading dwindled to near nothing. I couldn't pull in to gain airspeed because the pitch rate would stagnate and I'd stay inverted, nor could I push out anymore to force the nose around because I'd stall. I knew I was in for a ride but since the glider's nose was already pointing a little below the horizon I thought the imminent negative angle of attack wouldn't present too much of a problem as the Comet's reflex and fixed tips would take effect to keep the nose rotating on through. It didn't happen that way. The onset of negative G's was quick and severe. My hands were ripped off the bar and I was thrown back and aft, crashing into the keel and the first couple of port battens.

HANG GLIDING

When I looked up the glider was upside down in a slow flat spin to the left. The rate of descent seemed slow and it was eerily quiet. My vario was fixed to the control bar facing forward so I was unable to check the vertical speed. I decided against throwing the chute because I still felt I had other options. I had to try to right the glider and I figured the easiest way was to get off the top (bottom) of the Comet so I simply pushed myself off the rear of the sail. Relative to the earth, the Comet pitched nose up, stopped, and tail slid inverted. The next approximately seven to ten seconds were filled with lightning fast glimpses of sky, ground, and sail. I really have no idea if the glider was tumbling, cartwheeling or whatever, but the extreme aft CG was well outside of the controllability envelope and the resulting gyrations were extremely violent as the multiple bruises on my arms and back later attested to. I was thinking that I needed to get to the control bar and by pulling myself handover-hand along a flying wire I was able to grasp it. The glider was now right side up but something was restricting my body movement so that I was unable to move forward and to the right. This had me doing mild stalls and dives in a left hand 15° - 45° banked turn. My harness felt as if it was caught on something above, behind, and to the left of me. I immediately climbed into the control bar. Standing inside it I had more control but was unable to stop a gentle left turn and was on the verge of "mush mode." I decided it wasn't enough of a margin for a safe landing so I glanced over my shoulder to see what the problem was with my harness. The harness cords were wrapped twice around the left aft flying wire in a clockwise direction when viewed from behind. That was somewhat surprising, I could see how the initial inversion had put me on the wrong side of the wires but to be wrapped twice really showed the violence of the inversion, tailslide, and post stall gyrations. At around 2,000' AGL I again considered chute deployment. First, though, I attempted

to unlock my carabiner so I could unwrap my harness lines and then hook myself back in. The lines had no slack so I was unable to get myself unhooked. I relocked the carabiner in case I would still use the chute. Time was getting short so I tried the last option I could think of aside from making a "silk approach." I stepped to the far left side of the bar and as the glider again stalled and started a dive and steep left turn I jumped left, over the aft flying wire. I grabbed the wire as I swung around. By now the glider was undergoing moderate G very high banked turns. I was facing the rear of the Comet holding my body tight against the left aft wire as I swung my legs over the top of it. I crawled over the wire, spun myself around, and pulled myself to the control bar in time to level the wings, lower the nose, and prevent another aggravated stall. That was it. I was now flying straight and level around 1,000' AGL with a flying glider and an untangled harness. I climbed back onto the control bar, fastened my knee hangers which had been ripped off, and went prone as I headed back toward the LZ. The landing was fast but uneventful. Carrying the glider clear I looked at the other pilots who were walking around nonchalantly. I couldn't believe it but those few exciting minutes had been unobserved. I called Ron over and informed him what had happened. Examination of the glider revealed to him that I had indeed gone upside down. All the battens were bent to some degree but the inner three left side battens had taken the brunt of the punishment. The fiberglass portions were broken on the first two battens and the third all aluminum batten had more reflex than camber. No doubt this was caused by the initial impact with my body. A rudimentary walk around showed no damage to the sail, spars, or wires. Like most aviation incidents and accidents there were many small factors that made up what falls into the ambiguous category called pilot error. Firstly, in the few days preceding my flight I had been asked questions by some

of my fellow squadron pilots about the capabilities of a hang glider. I told them that some had even done loops. When asked if I had ever done a loop I said no. Inside I wished I could have said yes. Then during my flight I saw Ron perform his loops. I hate to admit it, but seeing Ron's success, albeit with a modified glider, had an effect on me. Lastly the magic altitude of3,000' AGL that I had set as a minimum for attempting a loop had just been past. This rushed me into the maneuver when what I should have done was to incrementally increase the vertical plane of my pitchbacks in order to discover my pilot/glider limitations. I'm sure a number of people will disagree with my decision to not immediately deploy my reserve. I felt that although I was in an emergency situation I still had sufficient altitude to attempt a recovery. Even though I was getting banged around pretty good I didn't feel I'd have any problems deploying the chute if the situation deteriorated further. This was a gamble I chose to make and it worked out OK in this instance. The purpose of this article is not to dissuade or persuade, it is to inform. There are a significant number of people contemplating loops. If you are one of these people you owe it to yourself to learn as much as you can on the subject. Remember that flex wing hang gliders controlled by pilot weight shift with flexible harnesses pose special problems. In the coming months more pilots will attempt loops. They are possible on some stock gliders but the margin of safety is very small. Some may succeed one time but fail the next. Think about it before hand so you won't be too surprised if you find yourself upside down without any airspeed or ideas. Smooth light winds are a must, not just because it's structurally safer but because drifting down wind into mountainous terrain underneath a parachute is an emergency in itself. Let us all hope that the loop does not become as much a hazard to safety as the 360 ° turn did in the ~ early seventies.

HARRY MAfl..TIN S.'3

FEBRUARY 1983

COMET 185- Extra clean .. Rainbow colors, $1400, (904) 428.-5791. DEMON 175 - Exceptional performer, very clean. Emerald green, white, black tips. Extras, $1250. (503) 388-4095. DUCK 180·- 14 flights, like new,- too large for me, $1475. New. York, (607) 687-9231. DUCK 180 - $1300. Harrier 177 Fairings, $900. Both• white, red, black: Excellent inland gliders. C5C 150, very good, $350. (503) 389-4777, DUCK 180 - Like new, 10 hrs. Blue & white; $!000. Ron Russow, (619) 328-7287. 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 135 - Black with orange leading edges & nose cone. Ultra clean, sale $1,300. (503) 899-1567 or Craig Cox, 6413 Hwy. 238, Jacksonville, Oregon, 97530. COMET 165 - Less than 1 hr. air time. Custom colors. Must sell. (918) 542-4086 or (918) 540-2516. COMET 165, '81 - Rainbow with black trailing edge, as in UP ad. Excellent condition,.$1,500. Raymond env. cocoon, $200. 24' Advanced Air chute, $250. Colver/Eischard, $200. (512) 441-5294 evenings. COMET 165 - Low airtime, $1200. Electra Flyer O!y 180, no rips, no dents, $500. U.P. knee hanger harness, $!00. All good condition. (315) 343-4600. After 7 PM ask for Flip.

NEW DUCK 180 - $1600. Helmet, cocoon harness and chute, $200. (805) 648-2429. RAINBOW DUCK 160 (206) 941-7166.

Less than IO flights, $1700.

ELECTRA FLOATER 185 - Excellent condition, breakdown with extra strength leading edges. BUS 24' parachute, Odyssey prone• and· supine harnesses, $650. (717) 677-8715. FIREFLY 2B 149 - Good condition. Excellent intermediate glider, $600. (503) 488-2317. FIREFLY 216, 79 - 2 hrs. airtime, $850. Must sell, (313) 728-1230, weekend evenings. FLIGHT DESIGNS JET WING - New, 2 hours airtime, $2000. Super Lancer 155, rainbow, $1200. (301) 661-6262. LOOKING. FOR A USED GLIDER? SELLING YOURS? Doug Hertzog's Hang Glider Referral Service now operating-NATIONWIDE! (213) 436-4891. Distance calls returned collect.

time, $1200. Joe, (715) 448°3088. PRO AIR 180, 1981 539-3335.

PROST AR 168 - · Exe. condition. Black leading edge. White, rainbow undersurface, $1250. Dave, (213) 447-7633. PROSTAR 195 - Dark blue and white, manufactured 8-82. Less than five hours use. Like new. State of the art performance priced to sell at $1400. (original cost $2200.) . OLY 180 - Immaculate rainbow sail with applied leading edge and never kin is, $500. Midwest Motorglider Supplies, (Gary) (312) 244-0529 after 6:00. · RAVEN 209 - Excellent condition. W.W. harness. Must sell! Cheap! (215) 564-0483. RAVEN 229 - Excellent condition. Very clean sail, $600. (218)"724-2387. SEAGULL SEAHA WK 140 - Orange, gold, black, exc. Will ship, $375. Jim, (415) 552-5737 eves. SENSOR 210 - Excellent condition. Will ship. $650. (805) 964-7529. SENSOR 5!0 - 180 sq., gold under, maroon LE, white sail. $1300., Paul (703) 821-3357 VA. WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes .. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, ·CA 94116, (415) 992-6020.

Rigid Wings EASYRISER U.F.M. with 3 hrs. airtime. Orange. McCollough 101, landing gear. Container for kite and trailer. (402) 564-8743.

MOYES MEGA II - Floating crossbar, harness, helmet;vario, parachute, excellent condition, $850. (213) 395,4589.

Schools andDealers

MOYES MEGA- Flown by G. Worthington on his world record flight in the Owens. Good condition. Sweetest glider in the air. $1100. (914) 733-4880. PHOENIX 6D 185 - Rainbow colors. Excellent condition, never damaged, $450. (714) 775-0672, Roy, after 6:00. PRO AIR 180 - Excellent condition, twelve hours flight

Exe. condition, $1100. (303)

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SKY BOUND HANG GLIDERS - Full time, full-service shop. New and used gliders and equipment, certified in· struction, repairs, accessories. !0250 N. 19th Ave., Phoenix, AZ 85021. (602) 997-9079. CALIFORNIA

ULTRALITE center in Southern California. Large inven· tory of new and used gliders, ultralites, parts and ac· cessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836. COLORADO

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.

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

HANG FLIGHT SYSTEMS - Certified instruction pro· gram, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wil1s gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US lO I 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 & equip· ment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 24!0 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 & ULTRALITE AIRCRAFT of the South Bay Area offers you Certified Instruction - Sales - Service. Major Brands. 521 Sinclair Frontage Road, Milpitas, CA 95035. (408) 946-7115. WINDSPORTS INTERNATIONAL, !NC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED

AIRW!SE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presentation available. HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Certified instruction, sales, service and rentals. 684 Hao St., Hon., HI 96821. (808) 373-2549. MAUI SOARING SUPPLIES - Certified instructors. Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-127 l. TRADEWINDS HANG GLIDING Hawaii, 96734. (808) 396-8557.

joy 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. 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., Pro· gressive 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 \X'ings Inc., Main St. 1 Kerhonkson, NY 12446. (914) 626-5555 for friendly ser· vice.

Box 543, Kailua, NEVADA

IDAHO SUN VALLEY SENSOR - New and used Sensor 5lO'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 PRO AIR/PROST AR/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 l:ltralights, 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. USH GA 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 en-

HIGH SIERRA HANG GLIDING & WINDSURFING - Box 865, !000 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 beginning through advanced. Region II instructors, obsen·er and examiner. Parts, ser· vice, gliders in stock, also towing instruction. NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nagshead, N.C. 27959 l-800-334-4777, in North Carolina,(919) 441-4124. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginning/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock. 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 HANG GLIDING CENTER- Lessons, winch tow to 2000'. (512) 255-7954.

r-----------------------------------------------------------, I l USHGA CLASSIFIED ADVERTISING ORDER FORM

I I I I

35 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -

1 word)

Section (pleaHe circle) Rogallos

School11 and Dealers

Photos - $10.00 Deadline, 20th of the month six weeks before the cover date of the issue in which you want your ad (I.e. March 20, for the May issue). Bold face or caps 50; per word extra. (Does not include first few words which are automatically caps). Special layouts or tabs $20 per column inch. Payment for first three months required In advance. Please enter my classified ad as follows:

I I I I I I I I

Rigid Wings Business Opportunities

Emergency Chutes Publications & Organizations Ultralight Powered Flight Miscellaneous Begin with _ _ _ _ 19 consecutive issue(s).

issue and run for

My check _ _ money order _ _ is enclosed in the amount of

I I I I I I I I

Name: Address:_

Number of words: _ _ _ _ _ _ _ @ .35 a _ _ _ _ _ __

Phone Number: P.O. SOX 60306, LOS ANGELES, CA 900661 (213) 390,3066

L-----------------------------------------------------------J FEBRUARY 1983

tioning? Private Rustic Rooms. Watcrbeds, Video Movies, Color T.V., Pool.

UTAH AERO SPORTS INC. - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 364-5508. WASATCH WINGS INC. - Located minutes from Point of the Mountain. Safe, personalized, instruction beginning through mountain flight. Custom harness manufacture and repair. 700 East 12300 South, Draper, Utah 84020, (801) 571-4044.

Emergency Parachutes

it now. Enjoy it now. It's waiting, and it'll never be ob· solete because it's the ultimate prone harness! Jim Cleaveland, 6 Maple Lane, Levittown, PA 19054. The world's most advanced suspension system. 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.

WASHINGTON

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.

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 & USED PARACHUTES bought, sold & repacked. HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116. (415) 992-6020.

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.

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

Parts & Accessories

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.

International Schools & Dealers

Publications & Organizations

Ultralight Powered Flight

JAPAN

1981 BENNETT TRIKE - 244 cc Robin Single 18 h.p. l'h hrs. air time. Excellent, new condition. $1295. Ron, (714) 678-3754.

SUNRISE COUNTRY INC. - Distributor Japan: Manta, La Mouette, Delta Wing, Flight Designs, Winter, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N,Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo, 105 JAPAN. Tel. 03/433/0062. 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.

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, vaca-

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. "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. THE ULTIMATE PRONE HARNESS makes your knee-hanger, stirrup, coccoon, pod, or hybrid obsolete. The correct suspension. The correct way to fly! Try

KITTY HAWK KITES - Training specialists for ultralights. FAA certified Flight Instructors. Quicksilvers, parts in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic flight. 1-800-334-4777. SKYWORKS California.

Please see ad -

Schools & Dealers -

Miscellaneous 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. FRENCH CONNECTION (303) 539-3335.

$85. Jumpmaster, Inc.

Wlll9 iiiM FIOOD FUND ALTIMETER

DONATIONS New and Renewal Membership Allocalion ...... .

S1 .540.50

Sl 1.000-

MANUFACTURERS Wills Wing, Inc .• San la Ana, CA... 500.00 Ultralile Products, Inc .. Temecula, CA . 500.00 Della Wing Kiles & Gliders Inc., Van Nuys. CA ............................................... 500.00

$10,000-

SCHOOLS & DEALERS

$9,000-

Hang Flight Systems, Santa Ana, CA.. . Elsinore Valley Hang Gliding Genier, Elsinore. CA . Treasure Valley Hang GlidNs, Nampa, JD ..... Hang Gliders of California, Sanla Monica, CA ..

........................................ 270.00 50.00 24.00 48.00

$8,000-

CLUBS & USHGA CHAPTERS Ultralite Flyers Organization, San Diego, CA . USHGA Ollice Slaff ..

25.00 . ................................... 25.00

C.a1hy Coleman. Te,rie Jo Nelson. Amy Pro~in, Linda Slohlberg .and Carol Ve!deualn

$7,000-

INDIVIDUALS Steve Hawxhursl, San Diego, CA 7.00 The Village Church, Rancho Santa Fe, CA 25.00 Mrs. June Newlon, Marshall, VA 5.00 Tim Cobb, S3nla Monica, CA .................................................................................... 100.00 Phillip Sherrell, Las Vegas, NV . 5.00 Vic Powell, Annandale, VA .. . ............................... 100.00 10.00 Francis Turmo, Woodstock, NY.. Parker Ledbeller, Ml. Gilead, NC 10.00 Peler Stolle, Franklin Square, NY.. 10.00 Mark Dodge, South Charleston, WV .. 1~.00 Michael Mccarley, APO SF, CA..... 10.00 10.00 Jerry Marlin, Oaylon, OH..

$6,000$5,000-

Erik Fair's article "Listen Up You Cheapskates" has started a series of ''lillle pop thermals" on the West Coast. We're still waiting to hear about any World Team Fund raising activity east of Elsinore, California. World Team Fund raising continues at Hang Flight System, Santa Ana, at every monthly meeting! Hang Gliders of California, Santa Monica, is hosting a fund raising dinner, and Windsports International, Van Nuys, is having a fund raising Bar-8-0ue following the Kagel Fly In. Our Fund Altimeter now totals $3,785. Special thanks to the six new individual donations and the USHGA office group donation. Come on, you Central and East Coast clubs and dealers. It's your World Team Too!

$4,000$3,000-

WHY IS YOUR NAME MISSING FROM THIS PRESTIGIOUS LIST?

$2,000-

Make your donation payable to: USHGA, WORLD TEAM FUND Send to:

USHGA, World Team Fund P.O. Box 66306 Los Angeles, CA 90066

HANG GLIDING

HANDPAINTED, ONE OF A KIND T·SHIRTS Done from your photo with washable acrylic paints. White, 100% cotton shirts. Sm, Med., J.rg. Send photo, size, and $20. money order to Harold Holloway, Star Rt. l, Box 9, Moyie Springs, Idaho 83845.

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

PATCHES & DECALS - USHGA sew·on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside ap· plication. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

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

Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 8 1/, x 11 workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066. 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 J979. Text by Don Betts. Photos by Bet· tina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306·HG, I.as Angeles, Calif. 90066. WORLD'S BEST BALD EAGLE PHOTOGRAPH: 20" print, $ l 5. Sample card $ l. 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 1'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

INDEX TO ADVERTISERS Ball varies ..................................................... 4B Bennett Delta Wing Gliders .............. 28, IFC, BC Flight Designs ............................................... 51 Flight Tech .................................................... 31 Glider Rider .................................................. IBC Hall Brothers ................................................ IBC Hang Glider co .............................................. 45 Kitty Hawk .................................................... 32 Lltek .............................................................. 32 Lookout Mt. .................................................. 41 Malnalr .......................................................... 41 Pagen Books ................................................. IFC Para Publlshlng .................... ..................... ... s Pro Air ........................................................... 33 Santa Barbara HG ......................................... IBC seedwlngs .................................................... 2 Snyder Ent. ................................................... 32 south coast Air ............................................ IBC Systek .......................................................... IBC Ultrallte Products ......................................... 25 USHGA ......................................................... 1, 9 Whole Air Magazine ...................................... 21 WIiis Wing, Inc................................................ 9 Wolfe Aviation .............................................. 11 world Team ..................................................... .

AD DEADLINES All ad copy, Instructions, changes, additions and cancellatlons must be received In writing 1% months preceding the cover date, I.e. Mar. 20 for the May Issue. 52

TYPE: Comet 135 No. UPCMT135054. SAIL PATTERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. 11, 1982 10 mi. east of Mt. Wilson in San Gabriel Cyn. (Azusa) CA Los Angeles area, Thief known to drive brown jeep-type vehicle, Glider has mountings for french connection on keel. CONTACT: Jerry Bard (213) 851-8869. TYPE: Moyes Maxi Mk. III. SAIL PATTERN: Black leading edges, center panels and tips. Assymetrical rainbow pattern (white, gold, orange, red, purple, blue, It. blue, green, yellow). DISTINGUISHING CHARACTERISTICS: Negative deflexor posts missing. Blue bag with 6" tear. TYPE: Bobcat III. SAIL PATTERN: Orange leading edges and tips. Center out: It. blue, gold, green. DISTINGUISHING CHARACTERISTICS: Gold anodized frame, Blue control bar, raked 21" forward. Faded orange and gray two-piece bag. WHERE & WHEN: San Diego, CA September 3, 1982. CONTACT: Torrey Pines, (714) 455-6036 (daytime). Paul Gach (714) 279-5403 (evenings). Reward. -~~~~~~~~~~~--~~~

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. TYPE: Gemini #UPG13400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jordon Utah, taken from car. Contact: Claudia Holbrook (801) 561·1974 or 571·4044. TYPE: Eipper Flexi III. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Rewrd. CONTACT: Will Richardson, Rt. I, Box 167, Trout Dale, VA 24378 (404) 436·8504. TYPE: 172 Moyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dk blue lightning bolt on right wing. 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 whire upper sail, blue lower sail, rainbow center panel. CONTACT: Sky Bound Hang Gliders.

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

TYPE: UP Gemini 184 #UPG184032. SAIL: Yellow nose, orange middle, red trailing edge (span· wise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521·7633. Reward.

TYPE: Eipper Flexi III. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Reward, CONTACT: Will Richardson, Rt. 1, Box 167, Trout Dale, VA 24378 (404) 436-8504.

TYPE: Pterodactyl with Cuyuna 430 reduction drive #111000. 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: 172 Moyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dk blue lightning bolt on right wing. CONTACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079. TYPE: 1982 177 Harrier II #6744. WHERE AND WHEN: Fountain Hills area, NE of Phoenix, AZ, April 15, 1982. SAIL PATTERN: All white upper sail, blue lower sail, rainbow center panel. CONTACT: Sky Bound Hang Gliders. TYPE: UP Gemini 184 #UPG184032. SAIL: Yellow nose, orange middle, red trailing edge (span-wise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521-7633. Reward.

TYPE: 135 Comet. SAIL: Black LE, crimsc,,1 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 Cen· tro, CA April 26, 1982. CONT ACT: Mike Sorgaard (714) 352·2 l l 6. TYPE: Moyes Mega 172. SAIL: Blue and white with lightning bolt. Red bag. WHEN: Saturday, March 20, 1982. Reward. CONTACT: Russ Gillfer (602) 523·4058. Hang Gliding publishes (free of charge) stolen gliders and eqttipment. New listings appear at the head of the column in bold. Type ttp your submission in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.

HANG GLIDING

OWENS VAU.EY H.ANG GLIDING CENTER , (714) 873-44.14

The Original Ultralight Magazine

Tom. Xnyc.b.•

(j •ff#;.~ r., 11 f:j :$!~ •raj P!§ 1:{Ji 11113 PAI WORLD CHAMPIONSHIPS

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Santa Barbara Hang Gliding P.O. BOX 1386 • GOLETA, CA 93017 USA

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

GJ~IDER RIDER

P.O. Box 6009, Dept. H211 • Chattanooga, TN 37401

South Coast Air Products

THE SYSTEK VARIO

HAND FfiiitiN<iS

• Selectable Sensilivily • Audio Threshold Adjust • Excellenl Baltery Life • Tolal Weigh! 12 oz. • Fully Adjuslab/e Audio Sound

• One-Year Warranty • Dealer Inquiries Welcome • Padded Storage Bag Add SB 00 • "t<WIK CLAMP'. Bracket Add $14 00

$195.00

Posl OH ice Box 548 Oak Ridge. TN 37830

* * * *

Made of high quality 3/16 nylon bonded neoprene. Keeps your hands warm in any conditions.

The Hall Airspeed Indicator

Inner pad insulates your hand from the bar and grips tight.

A precision instrument for 1he serious pilot. Rugged, dependable and easy to read.

Eliminates the need for gloves or mittens. Your hands are free to launch, take pictures, use your C.B. or DEPLOY YOUR CHUTE!

Airspeed Indicator................ $21.50 6.00 Long Bracket ... Airspeed Indicator with Long Bracket

only $21.95

(In California, add $1.32 sales tax)

5" diameler ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20 00/pair Foreign & C.0.0. orders add $2.00

DEALER INQUIRIES INVITED

Make check or money order payable to: South Coast Air Products• 6646 W. Pacific Coast Hwy., Ventura, CA 93001

Foreign & C.O.D. Orders add $2.00 Control Bar Protectors

You choose, in flight, whether to wear your hand fairings or just slide them to the side.

Control Bar Protectors

Hall Brothers P.O. Box 771-H, Morgan, UT 84060 C.O.D. Phone Orders (801) 829-3232