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

FULLMEMBERlllllllll.11111111111111111111111111111111111111111111111111111111111111111• NAME (Please Print)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ CITY _ _ _ _ _ _ _ STATE _ _ _ _ __ ZIP _ _ _ _ PHONE (

D NEW MEMBER

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

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) D Plan B: Powered Ultralight (add $160.50 to Membership fee)

FAMILYMEMBER . .IIIIIIIIIIIIIIIIIII....IIIIIIII................... 1. N A M E - - - - - - - - - - - - - ANNUAL DUES: $14.75 for each family Member, D NEW MEMBER D RENEW/USHGA # _ _ _ everywhere (add $160.50 for Plan B insurance coverage), who resides in my household. Each will 2. NAME receive all Full Member privileges EXCEPT a sub0 NEW MEMBER D RENEW/USHGA # scription to Hang Gliding magazine.

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

$22.50 SUBSCRIPTION ($25.50 foreign) for one year. $40.00 SUBSCRIPTION ($46.00 foreign) for two years. $57.50 SUBSCRIPTION ($6650 foreign) for three years. $11 25 TRIAL SUBSCRIPTION ($1275 foreign) for six months.

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 FULL MEMBER ($29.50. $32.50 foreign) (Plan B acio $160.50) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses. Card No. _ __

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Signature

P.O.Box 66306, Los Angeles, California 90066 Revised 9/81

Charge my C MasterCard

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'THE ONLY WAY 'TO CA'TCH A SHADOW IS 'TO CON'TACrf YOUR NEARESrf FLIGH'T DESIGNS DEALER

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Get high .. in the easiest flyin' intermediate UP has ever produced. Geminis are light, strong, inexpensive, easy to launch and land, and have all the latest high tech details and hardware you'd expect from UP. The new 'M' models are essentially single surface twins to UP'S fa mous XCchampion, the Comet. The Gemini's sail planform is identical and many major spars and components are interchangeable, making parts availability a breeze from more than 120 dealers and distributors worldwide. Before you even consider a new glider, test fly the latest from UP. When you decide on a Gemini there's nowhere to go but UP! Send $2.00 for complete parts list, specs. & photos of the UP line.

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EDITOR: GIi Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harry Martin, Rod Stafford OFFICE STAFF: MANAGER: carol Velderraln Cathy Egelston !Advertising> Amy Gray !Ratings) Linda stohlberg (Membership> Terrie Jo Nelson !Acc. Rec.> USHGA OFFICERS: PRESIDENT: Dick Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elizabeth Sharp TREASURER: Doug Hildreth EXECUTIVE COMMITTEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug HIidreth USHGA REGIONAL DIRECTORS: Regional Directors elected to 12/31 /83 Indicated first, those elected to 12/31/84 indicated second. REGION 1: Floyd Griffeth. Doug HIidreth.REGiON 2: Pat Denevan. Gary Hodges. REGION 3: Steve Hawxhurst. Bettina Gray. REGION 4: Ken Koerwitz. Bob Thompson. REGION 5: Mike King (12/31/83). REGION 6: Ted Gilmore (12/31 /83). REGION 7: Henry Braddock. Dean Batman. REGION 8: Charles Laversa (12/31 /84). REGION 9: Dick Newton. VIC Ayers. REGION 10: Scott Lambert. Steve Coan. REGION 11: Hardy snyman (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) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without vote! elected to 12/31/83: BIii Bennett, John Harris, Hugh Morton. The united states Hang Gliding Association inc., Is a division of the National Aeronautic Association (NAA> which is the official U.S. representative of the Federation Aeronautlque Internationale (FAIi, the world governing body for sport aviation. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of FAI· related hang gilding activities such as record attempts and competition sanctions.

HANO CLIDINO 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 gilding methOds and safety. contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANO OLIDINO magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANO CLIDINO magazine IS published monthly by the united States Hang Gliding Association, inc. whose mailing address Is P.O. Box 66306, Los Angeles, Calif. 90066 and whOse offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephOne (213) 390·3065. second· class postage Is paid at Los Angeles, Calif. HANO OLIDINO magazine is printed by Sinclair Printing and LlthOgraphers. The typesetting is provided by 1st Impression Typesetting service, Buena Park, Calif. 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 ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $29.50 per year {$32.50 for foreign addresses>:subscrlption rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance, Including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

ISSUE NO. 123

APRIL 1983

Hang eliding CONTENTS FEATURES

SPEEDS TO FLY FOR CROSS COUNTRY HANG GLIDER PILOTS byHansHeydrlch

THE ULTIMATE SLED RIDE

22 28 32

35 39

MEET THE USHGA WORLD TEAM

from Dennis Pagen

BY Erik Fair

THE 1982 ARIZONA XCCONTEST

by Bob Thompson

A SPECTACULAR WEEK

PART II

A meteorologlcal Phenomenon

by Rick Jesuroga

1983 WILLS WING DEALER SEMINAR

by Mike Meler

TIME SOARING

by wait Dodge

DEPARTMENTS 4 ULTRALIGHT CONVERSATION 4 USHGA CERTIFIED SCHOOLS 8 NEWS AND NEW PRODUCTS 10 CALENDAR 23 WORLD TEAM DONATIONS 37 USHGA CHAPTER NEWS edited by Joel Howard 42 THE RIGHT STUFF by Erik Fair 44 NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS 47 CLASSIFIED ADVERTISINO 50 INDEX TO ADVERTISERS 50 STOLEN WINOS COVER: John Mucha launches his AS0-21 from Blueberry HIii, In the Eagle River Valley, Alaska In July of 1979. Photo by Mark Bennett. CENTERSPREAD: cruising over one mllllon people, Gary Brown goes cross country s,ooo feet above Phoenix, Arizona. Photo by oerald Whelpley. CONSUMER ADVISORY: Hang Olldlng Magazine and USHGA, Inc., do not en• dorse or take any responslblllty for the products advertised or mentioned edltorlally within these pages. Unless speclflcally explained, performance figures quoted In advertising are only estimates. Persons considering the purchase of a gilder are urged to study HOMA standards. copyright © United states Hang Olldlng Association, Inc. 1978. All rights reserved to Hang Olldlng Magazine and lndlvldual contributors.

Separating ULs and HGs

(JLTRALIQMT CONVERJATtON

Camera Mount Clarification

Dear Editor, An additional word placed in our recent classified ad is causing great problems, and I am seeking your help in rectifying the situation. I placed classified ads in your August and September issues, and got a good response to them. Based on this response, I placed an ad in your December issue. The December ad contained a drawing, and was printed in the upper left-hand corner of page 53. It states: Photographers: Camera and mount with remote release uses the Kodak 4000 Disc Camera ... The ad was to have read: Photographers: Camera mount with remote release uses the Kodak 4000 Disc Camera ... In the published version the third word "and" crept in, and has been a source of difficulty for us. We sell camera mounts, but do not sell cameras. Several of your readers ordered the mount, and received it. They have written back to us, inquiring about the camera. We have corresponded with all parties, explaining the situation, and offering refunds per our usual policy. Several other readers have ordered cameras and mounts, and we have corresponded with them prior to filling their orders. Several orders have been cancelled. Several pieces of correspondence are still in process. We are a young, growing company, and have developed a unique, quality product. We sell direct, by mail, and have customers all over the world. We want to have satisfied customers, and try to protect our customers and ourselves by delivering a quality product and offering refunds to those not satisfied. Paul Skrotzki Product Development Systems, Inc. 216 Hampton Way Penfield, NY 14526 (716) 586-0138

Our sincerest apologies /0 Product Development Sys1ems. Oh, what a d1ffere11ce one little word can make! Editor's nightmares.-Ed.

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

Dear Editor, At first it was the extra revenue that made it hard to pry USHGA away from ultralights, now it is FAR 103 which ties hang gliders and ULs together again. When the UL movement outgrew hang gliding and the NPRM was out, USHGA changed course and divorced ULs. This move, even though too late, was greatly appreciated by most hang glider pilots. The FAA was determined to regulate both together because they were both self-regulated (pronounced unregulated) under USHGA, and because it was easier this way. They could kill two birds with one rule. Now all real hang gider pilots are severely crippled by the ruling. In July I made two 100+ mile flights which were made illegally a few months later. I violated FAR 103 .15, 103.17, 103.21, 103.23, and maybe more. I respect USHGA's efforts to have hang gliding removed from the FARs and would like to encourage everybody to write to his congressman. However, as long as our magazine advertises ULs and USHGA offers insurance for UL pilots, I can understand if the FAA does not believe that we mean and deserve separation. Klaus Savier Rhododendron, OR

Saving POM

FREEDOM WINGS, INC. 9235 S. 225th W. Sandy, UT 84070 FREE FLIGHT, INC. 7848 Convoy Ct. San Diego, CA 92 l l l KITTY HAWK KITES (East) P.O. Box 340 Nags Head, NC 27959 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20-A Pamaron Ignacio, CA 9494 7 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 24 l O Lincoln Blvd. Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424 JERRY NOLAND AND CREW 1415 Pacific Mall (P.O. Box 2118-95063) Santa Cruz, CA 95060 MISSION SOARING CENTER 43551 Mission Blvd. Fremont, CA 94538 CHANDELLE SAN FRANCISCO 198 Los Banos Daly City, CA 94014

Dear Editor, This letter is to ask each of you to help us save the "Point of the Mountain" (POM) from the gravel Pac Men who are now busy at work removing this incredible flying site. We are trying to have the South Side of the Point turned into a flight park so it will be saved for future pilots. Five minutes of your time and a 20¢ stamp are all you need to help. Please say in your own words: 1) The POM is the most consistently soarable hill in the world; 2) the POM is the best training site in the western U.S. for beginner through advanced pilots;. 3) the POM is one of the most famous flying sites in the world and pilots come from all over the world to fly it; and 4) why you think the POM is worth saving. The South Side is currently being transported away to be used on highways. In only one more year the POM will be impossible for teaching and in a few years it will be rendered unflyable. Please write your letter now and sent it to: Representative Neal Evans, State House, Salt Lake City, Utah 84114. Larry Tudor Draper, Utah

W.W. HANG GLIDING SALES 3083 Woodway Road SE Roanoke, VA 24014 ULTIMATE HI SCHOO!. OF HANG GLIDING 1395 l Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO SCHOOL OF HANG GLIDING 3620 Wawona San Francisco, CA 94 l l 6 TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 9682 l KITTY HA WK KITES WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 39 l Dolliver Pismo Beach, CA 93499 FREE FLIGHT HANG GLIDING SCHOOL 684 Hao St. Honolulu, HI 96821 AERO-SPORT ULTRALIGHT GLIDERS INC. 898 S. 900 E. Salt Lake City, UT 84102

HANG GLIDING

Hang Gliding Liability Dear Editor, In response to the letter penned by 'Skyman' in the January issue: He brought up a substantial point that the courts have found, at least in the case cited, that property owners may not be liable for their allowance of non-fee based hang gliding use. It is very important that these cases be more widely known about to help others procure new sites. However, in America, sadly, this has little relevance to one's having to incur expenses to prove the same point in their own favor. As I believe Skyman knows, a suit may be brought, and must be defended against, by anyone with a grievance, even if it is unfounded. The cost and hassle of defense is often enough to discourage most land holders. The ability of local responsible parties to assure property owners of cash to defend themselves, and cash to pay off judgements is a most helpful step in site acquisition. The case cited may be of help in lowering the USHGA's insurance premiums. I would encourage Skyman, and any others aware of similar favorable judgements, to forward that data to their Regional Director. Perhaps, together, we can protect friendly land owners without quite so big a bite out of our own pockets. Gary Hodges Director, Region II Santa Cruz, CA

Balloon Drop Update

cubic foot camera balloon. The film of the drop was used for an insurance company ad. With today's gliders and equipment, a balloon drop would be a piece of cake. I'm willing to do another at the drop of a hat, any time, any place, Tom! Just say the word. Steve Coan Regional Director Region X

Pro/Am Format Dear Editor, This letter is in regards to an article in your January issue of Hang Gliding magazine entitled, "Certification Yes or No?" by Mike Meier. Certification has produced safe and reliable hang gliders. It's not certification, it's the system of competition in which it is used. The current problem is in the two classes: Class I, certified and Class II, open class or uncertified. Why not change the current competition format? Have two classes, Professional Class and Amateur Class. In the Professional Class, only professional pilots could fly but gliders would not have to be certified. In the Amateur Class, amateur pilots or weekend pilots could fly only in certified gliders. Amateur pilots could earn points in order to qualify for Professional Class. Manufacturers and dealers could enter professional pilots in competition as well. This type of competition would solve two problems. The first, certification in competition; the second, high tech factory pilots flying against weekend pilots.

Dear Editor, In response to Tom Dodge's challenge of a balloon drop before his in 1978, let me state my date of April 21, 1975 at Love Valley, North Carolina, site of Barne's Balloon Works, thus making mine the first on the East Coast, to my knowledge. The drop was done as a dry run to a world altitude attempt to be sold to Wide World Of Sports. Aircraft cable and hardware was used in making a three-point harness suspended beneath a 57,000 cubic foot balloon, incorporating a Schweizer glider release. The glider was a 17' Sky Sports Lark. The harness was custom made by myself, incorporating a belly reserve parachute. The glider-laden balloon climbed out to 6,000' in 20 minutes and then started a descent rate of 450 fpm to stabilize the glider upon release. At 5,175' AGL the glider was released, breaking the existing altitude record of 3,600'. Sixteen mm film was shot from a mobile ground crew as well as from a 77,000

APRIL 1983

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

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WHOLE AIR. Hit soars, we'll find it, fly it, and report it. WHOLE AIR does it all ... the ONLY magazine that does!

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Multiple Category Nationals Dear Editor, I wholeheartedly agree with the letter from Lyon McCandless published February. He is right, you know. We as pilots need to be seen more as we are: a group of sports people who are responsible and intelligent, and that we fly aircraft that are truly impressive. The Nationals is our show to the rest of the world as well as for ourselves. We should show them our best. I suggest a return to categories based on performance (not glider type) that would allow pilots to compete with their strongest skills. Each category could be a separate contest: a contest for spot landings only, one for dura-

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Send $2.00 for information package TO: WOLFE AVIATION CO. P.O. Box 59 Elyria, Ohio 44036 DEALER INQUIRY on COMPANY STATIONERY photo: terry shlpula

We would like to sincerely thank the following dealers who in their commitment to service & professionalism took the time and incurred the expense to attend the 1983 Wills Wing Dealer Seminar. George Whitehill Al Godman Chandelle Hang Gliding Center Golden Sky Sails Daly City, CA Golden, CO

Mike lfo&ertsori High Perspective Claremont, Ontario, Canada

Juanita & Andy Jackson Pinecrest Air Park San Bernardino, CA

Phil Wiseman Uflimate Sports of Austin Cedar Park, TX

Phil tee Crestline Soaring Center Crestline,CA

Erik Fair & Betty Moyer Hang Flight Systems Santa Ana, CA

Bill Duke High Siena Hang Gliders Carson City, NV

Steve Perry Pure Flight Sacramento, CA

Gilles Ladouceur Vol Libre Oulaouis Hull, Quebec, Canada

Tom Phillips Crystal Air Sports Chattanooga, TN.

Lee Keller Hang Glider Central Eugene, OR

Mark & Marion Airey Killy Hawk Kites Nags Head, NC

Floyd Griffith Sky High .Sports Anchorage, AK

J & D Rodriguez Wasatch Wings Draper, UT

Bob Thompson Desert Hang Gliders Glendale, AZ

Keil Derussy & Bonnie Nelson Pat Oenovan Hang Glider Emporium .Missio-n Soaring Center Santa Bal'hara, CA fteemont, CA

Jenkins/Brakefield Stick Rock flyers Ontario, OR

Paul Burns Wind Gypsy Lake Elsinore, CA

Jeff Ingersoll Eastern Ultralights Lancaster, NY

Dan Fleming Hang Glider Hanger fresno,.CA

Jeff Nicolay Morningside Claremont, NH

Bob Deffenbaugh& Margo Daniels Sport Flight, Inc. Gaithersburg, MD

Mark Mulholland Wings and Things St. Louis, MO

Steve Hawxhurst Flight Realities San Diego, CA

Greg Dewolf Hang Gliders of California Santa Monica, CA

Jon Bautsch North Central Hang Gliding Wausau, WI

Lani Akiona Tradewinds Hang Gliding Kailua, HI

Markus Villinger F.L.Y. International Innsbruck, Austria

Jeff Mott Hang Gliders West Ignacio, CA

Bruce Case & Boris Popov Northern Sun St. Paul, MN

Tim Morley Ultraflight Systems Modesto, CA

Frank Gillette & Mike Smith Gillette Sky Sailing Burley, ID

Randy Cobb The Hang Gliding Co. Pismo, CA

Mike Williams Mark De Marino Odessa Texas Hang Glider Sales UHralight Power Gliders Odessa, TX Manvel, TX

tion, one for pylon/strategy tasks, one for open cross country, and, of course, one for aerobatics (the big crowd pleaser). Simplify, simplify! Spots, duration, and XC need minimal supervision. Have a pentathalon trophy for that pilot who scores highest in all categories. I like the points system to pick our overall best pilots, but a Nationals that is a number of contests all in one place would allow the amateur or weekend pilots to double or triple the number of points scoring contests in which they could compete. Skiing, surfing, sailboarding and other comparable sports all have multiple, olympic-style, national competitions to show off the special skills of their participants. Encourage a fly-in, encourage the manufacturers, and encourage us pilots. Let's show off our best. Steve Hollister Seattle, WA

Keeping Certification Dear Editor, In

"Certification,

Yes

No,"

Ha11g

Gliding, January, 1983, Mike Meier discussed

dropping the requirement for HGMA certification of gliders competing in class one USHGA sanctioned competition, and requested that USHGA members convey their opinions on this subject to their regional directors. I believe that deleting the certification requirement for class one competition would be a mistake which could result in far-reaching, serious consequences for the sport of hang gliding. The HGMA certification of hang gliders sold to the general public is a major factor contributing to safety in hang gliding. It has helped improve public acceptance of the sport and has added credibility to our program of self-regulation. The HGMA certification program must be preserved. Fortunately, there is general agreement on this point. There is not, however, agreement on how the certification program would be affected by allowing uncertified gliders in USHGA class one competition. Pilots buy gliders that perform well; the unparalleled success of the Comet is ample proof of this fact. That a glider is certified or not has a somewhat less predictable affect on today's buyer. Certainly it is valid to assume that, since memory is short, the more time that passes without an obvious tragedy related to lack of certification, the less important certification will become to the customer. It then follows that there could easily come a time when an uncertified glider of superior performance would find significant public acceptance. How would such a glider find its way to the APRIL 1983

marketplace? There are probably many ways; two are obvious. The first step is for a glider to convincingly demonstrate its superiority in competition. It is then simply offered, uncertified, for sale. In the first case, the glider would be the product of a small, perhaps new company which could not afford certification. In the second case, the glider would be manufactured by one of the established companies which would forego (or delay) certification because of any of a variety of reasons (financial pressures, certificaton partially complete and glider judged safe, rush to market glider ahead of competitor, etc.). In any event, the result could be several new, uncertified gliders being flown by people who have, in effect, become test pilots. A further argument is that the rule restricts the use of competition as a development and proving ground for new design concepts. Why is class two not suitable for this purpose? No answer has been given to this question, in fact, the question is not even raised in Meier's article. The above reasons for rule abolishment seem insubstantial. I could speculate on unstated reasons, but to do .so might require casting doubt on the good intentions of the members of the HGMA, and, given their outstanding record of contribution to our sport, I cannot do that. In the final paragraph of his article, Meier makes two critically important statements: "No one, not the manufacturers, not the USHGA, and not the HGMA, is suggesting that the certification program be abandoned. It is a very worthwhile program, and it's just as necessary now as it ever was, if not more so." And, " ... dropping the requirement for certification can only work if you continue to do what you're doing now; demanding certified gliders from the manufacturers. If you abandon your support as a consumer for the program, it is doomed." The question is how to insure this continued insistance on glider certification. The key, as always, is leadership. It is wishful thinking to expect pilots in general to demand that which, for competition, is so casually discarded by their chief ruling body and by the manfuacturers themselves. If the certification is to continue as a strong, vital program, then the USHGA and the HGMA must exercise the leadership required in this matter, and do all they can to reaffirm their commitment to certification of gliders both for use in competition and for sale to the public. William M. Chambers President Maryland Hang Gliding Association

Hang Gliding welcomes letters to the editor. Contributions must be typed, double spaced and limited to 400 words. Send your letter to: USHGA, Box 66306, Los angeles, CA 90066.

WILLS WING INSTRUCTOR CERTIFICATION PROGRAM I nsteacl of a brief weekend tuneup, the Wills Wing ICP is designed to be an in-depth program, introducing the participants to the most modern techniques, allowing them time to discuss, test, and evaluate these techniques, and assist them in the difficult task of fitting the useful ones into their own techniques, their own programs, their own way of thinking. The complete student will be taken into consideration, not just first clay of instruction to Hang II but a complete program including student recruitment, program planning and pricing, mental preparation, on-hill instruction techniques, right through helping the student to advanced status. The program will be an intense dispersal of the ideas of some of the best in the industry along with much group interaction, roleplaying, placing the instructor in the student's shoes, personal interaction, and fun! The hopeful res ult wil I be an energized, professional instructor, a person with access to the best knowledge in the industry. Jim Shaw will be on the road with the ICP this season at the places and times shown below. Cost of the program will be $100. Fri, March 18 thru Su11, March 20

Skybound Hang Gliders ICP Phoenix, Arizona

Fri. April 15 thru Mon., April 18

Sport Flight ICP Gaithersburg, Maryland

Tues. April 26 thru Fri., April 29

Morningside ICP Claremonl New Hampshire

Fri., May 13 thru Mon, May 16

Crystal Air Sports ICP Chattanooga, Tennessee

Tues.. May 31 thru Fri., June 3

Airtime H.G. ICP Fort Smith, Arkansas

Tues .. June 15 thru Fri., June 17

Northern Sun ICP Saint Paul, Minnesota

Tues .. July 11 thru Fri., July 15

Wasatch Wings ICP Salt Lake City, Utah

Tues. July 18 thru Fri., July 22

Sport Flight Unltd. ICP Missoula. Montana

Tues, Aug. 3 thru Fri, Aug. 5

Hang Glider Central ICP Eugene, Oregon

Tues., Aug. 16 thru Fri.,Aug19

Bright Star H.G. ICP Santa Rosa, California

Further California ICP's will be announced.

DUNLAP NATIONALS Dunlap Flight Park announces that it will be hosting the 1983 Hang Gliding National Championships on August 5th through the 16th. The Flight Park is located 45 miles east of Fresno on Millwood Road in Dunlap, California. The Primary Course will run along Pine Ridge between McKenzie Guard Station and Delilah Lookout northeast of Dunlap and is 17. 5 miles in length with two pylons. There will be two alternate courses ranging from 18 to 25 miles in length. Entry fees will be determined by distance as follows: Region 1 - $200 except Alaska - $100 Region 2 - $250 Region 3 - $250 except Hawaii - $100 Region 4 - $200 Region 5 - $200 Region 6 - $150 Region 7 -· $150 Region 8 - $100 Region 9 - $125 Region 10 - $125 Region 11 - $150 Region 12 - $125 Entry fees should be received no later than 5:00 PM on August 4th. For further information please contact: Dave Bowen at (209) 338-2422, P.O. Box 98, Dunlap, California 93621.

1982 CROSS COUNTRY ODYSSEY RESULTS The 1982 Utah Cross Country Odyssey has drawn to a close. It was a success, it created the incentive to fly cross country, was fun and a challenge. The awards were given on January 12 at a party at Gordon Boyce's house. The awards went as follows: Class A - Gary Larsen nabbed first place with a 72-mile flight from Cedar City in a 185 Comet. Gary received a trophy, $100 in prize money, a flight bag combination back pack from Wasatch Wings and a Larry Hall wind meter with bracket. No verification forms were turned in for second place. Class B - Orange took first place flying 77 miles from Cedar City in a 165 Comet. His prizes included a trophy, $244 in prize money and a Larry Hall wind meter with bracket. Karen Thorpe took second receiving a $25.00 check from Freedom Wings, and a

Larry Hall wind meter with bracket. Karen flew 52 miles at Cedar City in a 165 Comet. Tom Gardner received a Larry Hall wind meter with bracket for third place flying 46 miles in a Demon. The organizers extend a special thanks to contestant Bob Wilding for the excellent trophies that he made for first place in both classes. Thanks are due also to Wasatch Wings, Freedom Wings, Larry Hall and Peter Brock of UP for helping make the Odyssey a success. The 1983 Utah Cross Country Odyssey is off and flying. The$ I 00 cash prize donated by Greg Duhon is still up for grabs for the first person to fly over 100 miles, so sign up early and take advantage of the discount.

day or the day following the course. Prior registration for the ICP is requested with a $50 deposit (total cost $150) by MidMay to: Mark Airey, Kitty Hawk Kites East, P.O. Box 340, Nags Head, NC 27959.

PACIFIC KITES TEMPEST Pacific Kites of New Zealand introduces the Tempest, a high performance, high aspect glider designed by Bob Schutte (of Vampyre fame). The manufacturer claims that the Tempest has an improved sink rate and better glide than its predecessor, the Vampyre. Also claimed is incredibly light handling. The Tempest uses a low-stretch white sailcloth and a new lightweight fiberglass batten for maximum sail tension. Contact: Pacific Kites, Box 45087, Teatatu, N.Z.

ALPHA AIRCRAFT Dean Batman of Bat-Sail Enterprise, Inc. and Fred Jungclaus of Indiana Sky Sails, Inc. have joined forces to form Alpha Aircraft, Inc. Alpha Aircraft, Inc. is central Indiana's dealer for Pioneer International Aircraft, Inc. and the Flight Star Ultralight.

WIND LINES ACCESSORIES

KITTY HA WK ICP After a full year of research and application, Kitty Hawk Kites (East) is pleased to announce a new program for both the Instructor Certification Program they will host, June 1 to 5, and for their regular courses with the addition of an intensive three-day pro package ($350). Both these programs employ the Chart of Reliability © method of ground school instruction developed and used for years by Michael Robertson of High Perspective, Inc., Toronto, Canada. The Instructor Certification Program (June 1 - 5) will concentrate on learning theory, history, charts of reliability on wind, wing, and individual, and validation systems in addition to the regular ICP topics normally covered. Those expecting certification or recertification from the program should have taught or assisted in teaching at least ten students or two courses within the last year and have valid multi-media first aid. If the latter is a problem, there will be a first aid course offered the last

Winds Lines of Abbotsford, B.C. manufactures hang gliding accessories, including harnesses, backpack bags and farings. Their main product line consists of cocoon harnesses and incorporate pin-lock parachute containers and an internal boot bag for in-flight storage. The harness designs have undergone drop testing adapted from the TSO standards for parachuting and come with a 3,000 kilo steel carabiner. Wind Lines is located near Vancouver, Canada and has been in business for over two years. Prices are attractive with the current exchange rate on the Canadian dollar. Contact: Wind Lines, 33469 Lynn Ave., Abbotsford, B.C., Canada V2S 1E2 (604) 854-5950.

FLIGHTSTAR Manchester, Connecticut - Pioneer International Aircraft, Inc. has been established to HANG GLIDING

manufacture and market the FlightStar® ultralight aircraft. The announcement was made by Andrew N. Bohjalian, President of the parent organization, Pioneer International Corporation. The Flight Designs subsidiary will continue to manufacture and market the Jetwing ATV, hang gliders, and related accessories.

course will begin at Fort funston in San Francisco and continues south past the Westlake area of Daly City to Pacifica and return. The pilot with the fastest time during the four days will win. Trophies and cash prizes will be awarded at a ceremony Sunday afternoon. Contact: Walt Nielsen (415) 992-6020.

THIRD ANNUAL SO CAL LEAGUE MEET

Manufacture of the FlightStar, a strutbraced positive 6G, negative 4G ultralight airplane, is under way in Connecticut. The DualStar® , a two-seat version, will be available in May as an experimental homebuilder kit. Both models offer an optional Ballistic Parachute System developed by Pioneer Parachute Company, Inc., a leader in all types of parachute technology. Contact: William M. O'Gwynn, Pioneer International Aircraft, Inc., Pioneer Industrial Park, Manchester, CT 06040 USA (203) 644-1581.

The So Cal League Meet will be held May 13-15 and May 20-22 at Sylmar, CA. The manufacturers are limited to one team each and have six entries: Delta Wing, UP, Wills Wing, Progressive Aircraft, Flight Designs and Seedwings. The remaining pilots will be Rich Grigsby, Mark Schell, Danny Black, Joe Greblo, Pat Sheedy, Glen Baldwin, Lance Lewman and Tim Cobb. Pilots for the manufacturers' teams are yet to be announced. All surplus monies from entry fees will be donated to the World Team Fund.

WILLS WING XC GLIDER BAG

REGION I NEWS Fulton Canyon, OR is officially closed to flying, until further notice. Vic LaCourse is working with the land owner. The Region I Regional Competition is tentatively scheduled for Pine Mountain, Bend, Oregon, on Memorial Day weekend. More info to come. Contact: Dave Proffitt, Oregon HGA, P.O. Box 5592, Portland, OR 97228-5592.

FLIGHT REALITIES DIVER AUCTION Flight Realities will be sponsoring the first and almost certainly the last auction for hang gliders and related equipment at their Torrey Pines, CA store on Saturday April 9th. The auction will begin at 3:00 PM. Pilots are invited to submit any old (or new) equipment that they no longer use, are scared to use or whatever. We will also be auctioning off a number of new gliders from major manufacturers. Some of these have incredibly garish color combinatons, experimental ferro-cement sails, etc. There will be rating qualifications for· some purchases and sellers may set minimum bids. For more information contact Flight Realities at (619) 455-6036.

FORT FUNSTON AIR RACES The air races this year will be co-sponsored by the San Francisco School of Hang Gliding and the Fellow Feathers Hang Gliding Club, in cooperation with the Golden Gate National Recreation Area. Dates are April 28 - May I. Sixty world-class hang glider pilots from eleven countries will compete with local pilots during the four-day event. The five-mile APRIL 1983

atop the highest natural sand dunes on the Atlantic Coast at Jockey's Ridge, the nonprofit event is sponsored by the Dare County Jaycees and Kitty Hawk Kites. Duration, distance and target competition for more than 50 gliders will be conducted on Friday, May 13th, and Saturday, May 14th, with Sunday as a rain date. Mark Airey, Director of the Spectacular, explains, "Competition will consist of both dura· tion/target events and distance trials. Pilots wiil be trying to stay airborne as long as they can and still hit a target in the landing area about the size of a frisbee. Also, flyers will attempt to see who can fly the greatest distance from the peak of Jockey's Ridge," he details. The present Outer Banks hang gliding duration record is held by Dan Skadal who flew his unpowered glider for 5 hours and 20 minutes last year. In addition to the ultralights, we will demonstrate land winch towing using the new tow bridle. This will be a great chance for flatlanders to get air time as the mountain people. Francis M. Rogallo lives at Kitty Hawk and will take an active part in the annual event. Contact: Mark Airey, at Kitty Hawk Kites, P.O. Box 340, Nags Head, NC 27959 (919) 441-4124.

MELBA RIDGE TIME TRIALS For serious cross-country pilots Wills Wing has introduced its new XC glider bag, weighing in at less than two pounds and offering excellent protection after off.field landings. Constructed of rip-stop nylon, with heavy parapack end doublers and a tough full-length Delrin zipper, the XC bag is available only from your authorized Wills Wing dealer.

JOCKEY'S RIDGE SPECTACULAR NAGS HEAD, NC - The !Ith Annual Hang Gliding Spectacular will be held in Nags Head at Jockey's Ridge State Park May 13th15th. This gliding spectacular is distinguished by being the oldest continuously held hang gliding competition in the U.S. Staged from

Treasure Valley Hang Gliders of Nampa, Idaho is sponsoring a benefit fund-raising event for the World Team which promises to

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be an early season pilot/glider comparison and a lot of fun flying. The object will be to fly around a specified course (three complete laps around two pylons located a mile apart on Melba Ridge, for a total of six miles) as quickly as you safely can. The dates are the last two weekends of April, whenever it's soarable. Other sites for back-up are available. Entry fee $5. Competition will be by classes of pilot proficiency: Advanced, Intermediate and Novice will compete against their own skill level, with three trophies for the three classes. The trophies are beautiful, original, hand-crafted, stained glass creations. Contact: Treasure Valley Hang Gliders, Box 746, Nampa, Idaho 83651 (208) 465-5593.

APRIL 1-JUNE 1. Open distance XC contest from Vaduz. LHGV, Postfach 271, FL-9409 Vaduz, Liechtenstein. APRIL 1·0CT. 31. Pennsylvania cross country competition. Contact: Joe (215) 536-4872.

NEW CERTIFIED SCHOOLS

Para

USHGA welcomes the following new certified schools: The Hang Gliding Company 391 Dolliver Pismo Beach, CA 93499 Free Flight Hang Gliding School 684 Hao St. Honolulu, HI 96821

Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103

Aero-Sport Ultralight Gliders, Inc. 898 S. 900 E. Salt Lake City, UT 84102

gram. JUNE 3·6. Advanced Clinic. Contact: Al Godman (303) 278-9566. JUNE 5-19. Fourth World Hang Gliding Championships. Tegelberg Fussen, Federal Republic of Germany.

SEPT. 3-5. Sixth Annual WELM/Free Spirit Flight Hang Gliding Festival. Draht Hill, Elmira, NY. $1,000 purse plus trophies. Team and Open classes. Beginner to Advanced. Camping, ultralights. Contact: Free Spirit, P.O. Box 13, Elmira, NY 14902.

Telephone: (805) 968-7277

Send For FREE Brochure

KITTY HAWK WEST APRIL 30-MAY 1. Mountain clinic, movies. MAY 14. Parachute Clinic. MAY 21·23. Basic Instructor Certification Clinic. JUNE 4·5. Mountain Clinic.

APRIL 8·10. Instructor Clinic at Aerial Techniques. Contact: Paul Voight (914) 647-3344. APRIL 15·17. Wilbur Wright Fly-In at the Wright Brothers National Memorial and first flight airstrip, Kill Devil Hills, NC. Contact: (919) 261-2626. APRIL 16-17. Marina Beach Steeple Chase. Contact: Kitty Hawk West (408) 384-2622. APRIL 22-24. Lake Elsinore, CA Great Western Ultralight Rally and Airshow. Contact: Richard Avalon (714) 632-6661. APRIL 28-MAY 1. Fort Funston Air Races. Walt Nielsen (415) 992-6020. MAY 22-29. Lariano Triangle International Cross Country Open organized by Delta Club Como. Invitational. Contact: Gianluca Zunino, Via Stoppani 4, 202129 Milano, ITALY (02) 49-89-461. MAY 30-JUNE 6. Basic Instructor Certification Pro· 10

JUNE 6·8. JULY 29-AUG. 1. SEPT. 9·13. Soaring clinics. Contact: Al Godman at Golden Sky Sails (303) 278-9566. JUNE 15·19. Cross Country Open. Hang Ill, $195 in· eludes transportation. Reservations required. Contact: Owens Valley HG Center, 700 Airport Rd., Bishop, CA 93514 (619) 873-4434. JUNE 18-19. 11th Annual Cochrane Meet, Cochrane, Alberta, Canada. Target landings and/or XC. Contact: Willi Muller, 5-1303-44th Ave., NE, Calgary, Alberta, Canada T2E 6L5 (403) 250-2343.

SEPT. 24-0CT. 3. lnternation meeting of the wind. Contact: Atelier Arc En Ciel, 37 Rue Duperre, Brest 29200 FRANCE.

KITTY HAWK KITES APRIL 9·10. Second An· nual East Coast Glider Showcase and Towing Convention. APRIL 15·16. Wilbur Wright fly-in. Antiques, homebuilts, warbirds and ultralights. APRIL 23-24. Mountain flyin. MAY 1. Ultralight fly-in.

JULY 22-25. Wyoming XC Open. $25 entry fee. Contact: Don Kremer, Box 1284, Lander, WY 82520 (307) 332-9466. AUG. 20-21. 1983 Can-Am Challenge Cup, Black Mtn. WA. Entry $10 before 711. Send SASE to: R.N. Girard, 101 Acacia Pl., Bellingham, WA 98225 for form and details.

MAY 7. Ultralight fly-in. MAY 13·15. Eleventh Hang Gliding Spectacular. Novice through Advanced. MAY 22-23. Hang Ill rating clinic. Contact: John Harris (919) 441-6094 or Chris Lawrence /919l 441-4124.

JULY 16,17. Clinic.

Mountain.

Contact: (408) 384-2622.

USHGA SANCTIONED MEETS MAY. Region 11 Nationals Qualifier (Texas and Louisiana). Packsaddle Mt., Kingsland, TX. Intermediate or above. Contact: Hardy Snyrnan, 1026 Dreyfus #16, Houston, TX 77030 (713) 790-0189.

MAY 28-30. JULY 2·4. Region 9 two-part Regional Qualifier. Contact: Jay Peters after 6 PM (215) 948-5058. $50 fee includes camping.

MAY 28·30. Region 6 Qualifier, Buffalo Mtn., Talihina, OK. Contact: Ted Gilmore (913) 677-4123. AUG. 5-16. U.S. Nationals at Dunlap, CA. Contact: Dave Bowen (209) 338-2422. HANG GLIDING

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How fast should you fly between thermals on a cross-country flight? You just left a ripsnorting 600 ft./min. thermal after topping out at 14,000 ft. but are dismayed by the sink you encounter as you speed down wind. Your vario reads 500 ft./min. down. You bite your lip. Should you speed up to get out of the sink, and sink even faster, or should you slow down to reduce the rate of loss of altitude? It turns out that the answer depends on whether or not you are confident of reaching the next thermal before the ground finds you. In the following discussion I will show that there are two speeds that define the upper and lower limits of airspeed for best performance, these are:

a) SPEED FOR BEST GLIDE ANGLE. You should fly at this speed if you must cross an area with few thermal generators or at any other time that thermals are not too plentiful or altitude above terrain is limited. You should never fly slower than this speed unless you are in lift.

b) SPEED FOR SHORTEST CROSSCOUNTRY TIME. You should use this speed only on strong unstable days when you can be reasonably sure of getting from thermal to thermal without getting paranoid about having to land. You should never fly faster than this speed because 1/ you do, your average air miles per hour will acwally diminish! How do you know you are flying at the correct speed? This is a tricky question because most hang glider pilots do not fly with accurate airspeed indicators. (As for me? I use the sound of the wind whistling up my generously dimensioned nose, as a finely tuned wind meter.) A good rule, however, is that you will not be far off if on a typical cross country day you fly about 10% faster than your best srill air LID speed*. Fly faster if it is an exceptional day; slower if thermals are weak, but don't fly below your dead air best LID speed at any time unless you are in lift. At this point, if technical articles bore you, read no further. The guts of what follows has been summarized above. If, however, you are curious about how I arrived at these conclusions, and if you wonder how you can take longer to get from A to B by flying faster, then the following sermon shows how to determine cross-country speed by means of some charts and graphs.

GLIDER PERFORMANCE No performance predictions can be made without a performance chart of the aircraft (in still air). Since I don't have such a chart for my 165 Comet, I calculated the performance of a

hypothetical glider. As can be seen in Figure 1, the performance as computed for minimum sink (206 ft./min.) and maximum LID (10.7:1) is close to and maybe a little better than the state of the art hang gliders. If anything stands criticism, the calculated performance is probably too optimistic at the top end of the speed range because I used a wing profile drag coefficient representative of a clean wrinkle-free surface and I assumed that wing twist does not change. In a Rogallo-type flexwing, the twist (or billow) changes with air speed but I could not account for this. Thus to cover my tracks, I have labeled the chart as a rigid wing glider. A few points are worth noting before going on. The minimum sink speed occurs essentially at the stall speed (20-21 mph). The maximum LID speed occurs at about 29 mph. The LID is still pretty good at 40 mph but the sink rate is rapidly getting out of sight. At 50 mph you are going down like a brick at 700 ft./min.

SINK BETWEEN THERMALS Besides glider performance, we need to know what the air we fly in is doing. Since air cannot continue to go up in thermals without some air going down some place else, it is natural to expect sink between thermals. According to the Soaring Society of America**, a good rule of thumb is that the air between thermals, is, on the average, sinking at one fifth (or 20%) of the speed at which it rises in the thermals.*** If your rate of climb (RIC) in the thermal is 400 ft.lmin., for example, then the air in the thermal is going up at 400 + 206 = 606 ft./min. (assuming you are doing flat turns at minimum sink airspeed). Thus the air between thermals, according to the 20% rule, is sinkng at 0.20 x 606 = 121 ft./min. Thus, if you are flying at 32 mph, from Figure 1, the glider sink rate (relative to the air) is 270 ft./min. By adding the sinking air mass speed, the net loss of altitude is then 121 + 270 = 391 ft./min. I seem to remember many XC flights where I experienced sink of this magnitude, so the 20% rule is probably somewhere in the ballpark. Mathematically, we can express the above simple arithmetic as follows:

(1) Sinking air mass speed = Vsuck = 0.20 (RIC + Vs min) Where RIC is the average climb rate in the thermal "This l"<'IJllll"C!• pulling ,-11 the tWllro/ bar 1 1 1-.1,-udlt'S from !lit best /,i}) pos.111011.

u1l111aica11 Soariug I-l.111Jbo1ik, Volume 6 Cr0Js:-Co1111ny il//d U"11.:.·t Soari"ng by Richard H. ]oltmo1r & lf'i/lr"r1111 S hum, },:, S.S.A. Copyn"gl1r 1982

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HANG GLIDING

And Vs min is the minimum sink rate of the glider (206 ft.lmin. for our example) The sink rate of the glider between thermals is:

(2) RIS = Vsuck + Vs Where Vs is the sink rate corresponding to your airspeed (See Figure 1)

OPTIMUM CRUISE AIRSPEED We now have done the groundwork to be able to figure the average airspeed by considering both the time to cruise between thermals and the time to climb in the thermals. The time to cruise between thermals is a function of the distance, and the airspeed. The altitude lost also depends on the time taken to cruise between thermals. Knowing the altitude lost, it is then possible to figure the time to climb back up to cloudbase. I won't go through the derivation here (it is not difficult), but the end result is that your average cruise speed is given by:

(3) Vav

+ RIS RIC

Where Vc is the cruise airspeed R/S is the net sink rate between thermals (see Equation (2)) And RIC is the net average climb rate in the thermals

"Fl0C/l<.E GUl>E!!

Thus for a given thermal strength, (R/C = constant) we can use Equations (1) and (2) to figure the sink rate (RIS) for a chosen airspeed and then use Equation (3) to figure the average speed. By repeating this calculation for several airspeeds, and repeating the whole process for several thermal strengths, you can plot the family of curves shown in Figure 2. Notice that for each thermal strength, there is an optimum airspeed for making the fastest average time. (If you fly faster than this speed, you lose so much more altitude between thermals, that the time to climb back to altitude outweighs the time saved by cruising faster.) Notice also that the maximum cruise airspeed increases with thermal strength. In other words, you can fly faster on a strong day. Notice also, that even on a strong day, (600 ft./min. thermals), your average speed is less than 21 mph despite a cruise speed of 45 mph! The chart of Figure 2 shows the average speed for a no wind condition. It turns out that the optimum speeds to fly are not affected by wind. The effect of the wind is to add to or detract from your groundspeed. Thus, if you have a 20 mph tailwind, and are cruising at 45 mph between 600 ft./min. thermals, your average airspeed is about 21 mph (from Figure 2). By adding the windspeed, the average groundspeed becomes 41 mph. If you have a headwind of 20 mph, however, your groundspeed average is only 21-20 = 1 mph. Thus cross-country flying into an adverse wind component is possible only on very light wind days. Now, let's do a quick hypothetical calculation of maximum range capability. Suppose you can get a good day (300 + ft./min. thermals on the average) and you have an average tailwind component of 15 mph. Figure 2 gives an optimum cruise airspeed of

SPEED FOR BEST LID Since we often cannot always count on arriving at the next thermal with lots of altitude, we need to know how the LID at cruise speed is affected by airspeed. If we know the sink rate between thermals (see Equation (2)), then we can calculate the LID (assuming no wind) by using: 88Vc

LID

R/S

This results in a family of curves shown in Figure 3. (This assumes again, that the 20% rule of Equation ( 1) describes the sinking air between thermals.) Notice that the speed for best glide is considerably lower than the speed for best minimum cruise time. However, if you fly at this speed, you will lose the minimum of altitude in getting from thermal A to B and your chances of staying up are improved. For a typical good day (400 ft.lmin. thermals), the cruise speed for best LID is about 32-33 mph.

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about 38 mph and an average speed of about 15 mph. Thus the groundspeed averages at 15 + I 5 = 30 mph. This means that if you can get seven hours of useful lift (say 12:30 AM 6:30 PM) then the range is 30 x 7 = 210 miles. If you get more optimistic on tailwind component (say 20-25 mph) you could be looking at a number in excess of 250 miles! It takes a pretty extraordinary day and some luck, however, because if only one thermal on your route is A. W.O.L., it can put you on the ground! You have to be at launch on a day when the good conditions will exist continuously downwind.

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This is about 10% faster than the still air LID speed of 29 mph. Notice also, from Figure 2, that by flying at best LID speed instead ofat maximum cruise airspeed, your average groundspeed is reduced by only 1-2 mph. Thus, the price of playing it safe is relatively small, especially on weak days. However, you should certainly never fly slower than best LID speed, because not only will you arrive at the next thermal generator with less altitude, you will also take longer to get there.

SINK SPEEDS DURING CRUISE By using the airspeeds for maximum cruise from Figure 2 and the airspeeds for best LID 14

from Figure 3, we can use Equation 2 to calculate the sink rate at each of these conditions. These are shown in Figure 4 to give you an idea of the kind of vario readings you can expect when cruising. If you just left a 600 ft./min. thermal, for instance, you can expect a sink rate of 450 ft./min. at your best LID airspeed or 550 ft./min. at maximum cruise speed. Thus, getting back to the example at the beginning of this paper, if your vario reads 500 down, you are probably flying between best LID and maximum cruise speeds. If you have lots of trees ahead and few meadows, then you should slow down a bit to the best LID speed. Note that even if the last thermal was only 100 up, you can still expect sink of

about 320 ft./min. at your best LID speed. From these charts, I get the impression that

most of us have been flying too slow rather than too fast.

EFFECT OF WIND AND FINAL GLIDE SPEED As I have said already, the speeds to fly between thermals are not affected by wind. This is so because both the glider and the thermals drift with the wind (Figure 5). Thus, while the wind will affect your groundspeed, your optimum cruising airspeed remains unchanged for a given thermal strength. However, at the end of your flight, when the last thermal has died, you may want HANG GLIDING

to extend the glide as far as possible, and you may even run into headwinds that must be penetrated to reach the next LZ. In this case the glide slope over the ground is what counts and the optimum speeds to fly as indicated in the previous charts do not apply. If you have a tailwind, then flying slower than best LID speed will extend the glide. Into a headwind, however, a faster airspeed is required. This is shown in Figure 6.

FINAL REMARKS ON APPLICATION, ACCURACY AND IMPROVEMENTS

really strong day.

400 fpm thermal strength you can expect to have to sink at 390 fpm when cruising between thermals. Thus, opposite -390 fpm on your vario scale, you could write 400 to remind you to fly at that speed after leaving a 400 up thermal. At -240 fpm you would write 200, etc. This procedure is, however, sensitive to the actual sink between thermals, especially if it is not as predicted by the 20% rule. (Come to think of it, sailplanes generally fly larger diameter circles in thermals than hang gliders. Thus, when the sailplane pilots determined the 20% rule, they may not have been using the best cores of the thermals. Thus, for hang gliders, the rule might have to be modified to say 15% instead of 20%. This would have the effect of slightly reducing the optimum LID speed and increasing the maximum cruise speed shown on Figures 2 and 3. For our purposes, however, the 20% rule is conservative and I'll stick with it pending a source of better data.)

(b) Acquire an airspeed indicator, at least temporarily, to acquire better calibration of your sensory inputs to mph figures. (Remember, though, that the typical Hall wind meter reads up to six mph low when mounted under the wing, on the control bar, because the ariflow is slowed down under the wing and is accelerated over the top of the wing. The error is greatest at highest angles of attack.)

If you've managed to keep reading this far, you may well ask how applicable this fancy theoretical approach is to real life. I have given enough examples to indicate that the analysis is probably accurate enough to show correct trends and hopefully improve your understanding of cross-country performance. The biggest difficulty, obviously, is that most ofw; don't fly with any airspeed indicator at all and thus precise airspeed control or estimation is unlikely. Furthermore, if we had an accurate airspeed indicator, we would probably want to re-do the analysis for an actual glider performance chart rather than the calculated one of Figure 1. Back to the airpseed measurement problem, however, several choices exist:

(c) Learn to know where the control bar should be at various airspeeds, especially at best LID and best LID + 10% speeds. In this regard, I believe the glider ma1111fac111rers could help out. If we had available to us the performance curve of the glider (similar to Figure 1) plus a pitching moment coeffficient curve, then we could figure the control bar movement required to get, say, from best LID speed to max cruise speed, etc. Since the manufacturers must determine the pitching moment curve to certify the glider, it should be possible to get this data from them. (How about it you wheeler-dealers in town?) It would then be possible to mark another scale around the dial of your vario that gives you the inches of control bar pull-in that you should fly at for cruising between thermals.

(a) Do nothing but try to guesstimate airspeed by your senses and try to cruise between thermals at about three mph faster than still air best LID speed. Fly even faster on a

(d) Another approach (if you trust the 20% rule and the curves I have drawn) is to use the vario itself as an airspeed indicator of sorts. For instance, from Figure 4, for a

Thus, summing up, a scientific approach. to cruise airspeeds, as practiced by sailplane pilots cannot easily be totally transferred to hang gliding. The principles do apply, however, and the pilot who either instinctively or consciously applies these methods, and understands them, should have an edge in cross country competition or long distance record flying. ~

Hans Heydrich is an engineer for Garrett AiResearch.

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~ 15

THE ULTIMATE SLED RIDE from Dennis Pagen Dear Gil, I swear I don't know why this happens to me, but here I am party to another hang gliding misadvenwre and potential legal snafu. Do you recall that character who wrote last year from a prison in Morocco, after flying cross-count1y and landing in the president's palace courtyard? Well, he's managed to wind up in jail again, this time for a breach of U.S. security. It looks like he'll have his day in coun and he's asked me to rally suppon and potential witnesses in his favor. To that end I have enclosed his letter for you to print in the magazine if you see fit. Incidemly, I have called Edwards AFB and they are apparently holding a prisoner although the matter is under tight wraps and I couldn't get a name or other details, as you can see, the letter is wriuen on NASA stationmy and mailed from the base, but I suggest you do some checking on your own before you print this. Personally, I am inclined to believe his stmy due to the inside information he appears to possess. If it is true, he has indeed pulled off another incredible flying feat, but for the good of our sport and my own personal peace, I wish he would get his kicks in other pursuits. Sincerely, Dennis Pagen P.S. Let me know if you find out anything about his trial. D.P.

Dear Dennis, I never thought I would be wntmg you another letter in desperation, but here it is. Forgive me for burdening you with my personal problems, but your help last year was responsible for my freedom, and naturally, your name came to mind when I again found myself in trouble. It appears that I am being charged with violating the U.S. secrecy act and with trespassing on government property. In addition, the Federal Justice Department is looking into the ancient stowaway laws for those that apply. They intend to throw the book at me and my hands are legally tied. I have no 16

defense but popular opinion. Unfortunately, as yet the press is not even aware ofmy plight. This is the first letter I have been allowed to write and my trial is in a few weeks. Let me explain what happened. It all really began last spring when I returned from Morocco (see April 1982 Hang Gliding for an account of Oflilpa's record breaking flight -Ed.). I was so broke and behind on bills that I had to take on two jobs, leaving little free time. I would attend the Capitol Hang Gliding Club meetings near my home in Washington D.C. and hear tales of high and wide aerial excursions that left me fairly aching for airtime. When I finally gained some free time by quitting my weekend work, it was too late. The weather had entered its early summer doldrum period and my temperament became equally depressed. My long-suffering girl friend deserves an award for the many creative ways she tried to perk me up, to no avail. I tried everything; I took up tap dancing, went punting on the Potomac, learned to solve the four-sided Rubik's cube and even read the first chapter of Finnegan's Wake. Unfortunately, there was only one cure for my morose mental state - quality airtime - and that was unattainable. My solution came in late June when I read an article outlining NASA's plans for the space shuttle in the coming years. I found out another flight was scheduled for November and immediately the wheels started turning. At first I had this tremendous urge to become an astronaut, but then I realized that even if I had any qualifications other than being a hang gliding nut, it would take forever for me to realize my goal. "The only way I'll get to go up in the space shuttle is by disguising myself as a waste disposal unit and sneaking aboard," I thought. Suddenly, I remembered that big cargo bay and began to ponder the possibilities. What would it take to survive such a flight? With the right support systems, wouldn't it be as comfortable in the hold as it was in the command capsule? It would be a long dark trip and I almost gave up the idea until I read a little further and found that two satellites would be

launched during the November flight. "Wow," I whispered "with that cargo bay door open you could see the whole universe!" I began to get excited, then feverish as I thought of the beauty of such an excursion through the heavens and the screaming glide back to earth ... wait a minute ... did I say glide? At once I knew what I would do. I slammed the magazine shut and ran to the telephone to enlist aid and search for material. I have a few very intelligent friends and when I told them I wanted to launch my hang glider from the space shuttle, Columbia, they all thought I was joking or crazy, but offered advice freely. I found out the problems I would face: intense cold, intense heat, ultraviolet radiation, lack of oxygen, lack of pressure, waste disposal, food and water supply, minute meteorite protection, deceleration requirements and incinerating friction upon reentering the atmosphere. I knew I didn't have much time, so I started madly writing letters, making phone calls and building. I divided my project into three separate areas: life support systems, the external space suit and the glider. On first thought, it may appear that attempting to hang glide back to earth would add a major complication to my scheme, but in truth, the fact that I could leave early meant that my life-support systems would only have to work for a few hours rather than a few days. My decision was made firm when I found out the Columbia would be in stable orbit at 184 miles above the earth. "No sweat," I thought, "that's a realistically attainable cross-country distance and all I have to do is hang on and glide." Of course, it was more difficult then that. My calculations indicated that orbit speed at 184 miles up would be over 17,000 miles per hour. I had to find some means of slowing down so that gravity would pull me back to earth. Also, once I contacted the atmosphere, I would need to prevent the excessive build up ofheat from friction and a means to slow down rapidly so that the heating period would not last too long. I solved the above problem when I remembered from my scuba diving experience that a HANG GLIDING

tank of air becomes a missile that will blast through a brick wall if the top is knocked off I could use compressed air as a maneuvering and deceleration jet. To that end, I bought two oxygen tanks commonly used for welding. I fashioned a controllable nossle for the tanks and a sling system to hook them on the glider. I carefully monitored their pressure and reduced some of the oxygen content to compensate for the 14.7 pounds per square inch vacuum that I would encounter. My next task was to prepare the glider. Right off I knew the Dacron sail would be unsuitable in the blazing reentry speed. I ordered a ream of Teflon coated Nomex from the Celanese Corporation and duplicated my glider's sail pattern out of this exotic material. The toughness of Nomex and the slipperiness of Teflon would be the ideal material to carry me through the friction layer without burning up. Completing this sail was no small feat since all the seams had to be glued (threads would certainly be burned as they disturbed the air-

in a matter of seconds. I solved this problem by wiring a long underwear suit with fine insulated wire and hooking up a bank of(expensive) nicad batteries. I solved the problem of excessive heat and ultraviolet radiation in a simple manner: I fashioned a large canopy of aluminized mylar to cover me until I was safely under the protection of the glider's sail. For oxygen I knew I would have to have some sort of generation system since I couldn't carry enough in compressed form. To solve this problem I enlisted the help of a chemistry professor at _Georgetown University who designed a pressure drip permanganate reaction generator, much like a carbide light system used in spelunking. All of these above systems were hooked to a belt that I wore around my waist. Controls were push and pull so they could be worked through my space suit. The suit itself was an item with which I took great care. Over my insulating inner suit I had a one piece garment of aluminized mylar and nylon to distribute heat

care of. I made a sealed flashlight for my helmet and footpads to keep from abrading my suit when walking in it. I molded a mat for my body for use during high acceleration takeoff I sealed my altimeter in an airproof canister for use when I got below 20,000 feet. For higher altitudes I constructed a set of large dividers with a scale that indicated the distance from an object of known width. I used the Florida peninsula, the isle of Madagascar, the Malaysian peninsula and the big island in Hawaii. These four fairly evenly spaced land masses would allow me to detect my altitude four times an orbit as I passed directly over them. Finally, I finished my preparations and packed my van with the glider on top and my strange gear in back. My girl friend, Jenny, and I found ourselves heading south from Washington on the morning of November 3. We planned a leisurely two-day trip to Florida, but as time wore on I drove faster and more relentlessly so we arrived in 26 hours fairly

flow). I took the glider to a local training hill. I had to move the hang point and control was very stiff but the glide turned out to be flat, flat, flat. Once I was satisfied that my glider would fly safely, I proceeded to make two large Nomex drag chutes. I would need these to slow me down once I hit the atmosphere. The secret, I reasoned, to avoid burning up like a meteor was to have a low mass to drag ratio. The Columbia needs all those heat shield tiles because it is basically a bullet that is traveling many thousands of miles per hour when it hits the dense atmosphere at 60,000 feet. I knew that I could manage if my surface area was large enough to start slowing me down when the atmosphere becomes detectable at 75 miles up. My third task was to design and build my life-support systems. Heat was a major problem, for once I passed into the shadow of the earth, temperatures would drop extremely low

and block ultraviolet radiation. Outside of that I had an airtight multiple layer coverall of Nomex. The latter was the space suit proper and was intended to hold in the air pressure and protect me from tiny meteorites. My helmet was a modified diving helmet bolted to a metal ring sealed in the suit. I fixed a shield from a welding mask that could be pulled in front of the glass viewing window during sunlight periods. A nozzle on one side leading down to my water supply could be reached by my mouth. On the other side, another tube was filled with mashed bananas and apple sauce (ugh!), my only source of food during the flight. I tested my suit for leaks after double sealing all seams by injecting it with compressed air. It held up beautifully even after being heated in my oven and frozen in my freezer. All this work took over four months to complete. November was fast approaching and I still had a number of odds and ends to take

beat, but excited. Immediately, we drove out to Cocoa Beach to relax on the ocean and case out the Cape a couple miles to the north. I sauntered up the beach trying to fathom how in the universe I could get through security and reach the Columbia. Eventually I arrived at a large cyclone fence that marked the border of NASA property and was surprised to find an ample number of warning signs but no really impenetrable defense. I spent the next few days observing the work crew routines and the guard's habits through my powerful binoculars. From the local papers I knew the general countdown schedule, so the night of November 9 found me hunched down outside of the perimeter fence digging with a small spade. The mosquitos were persistent but nothing could distract me from my task. I had created an ample tunnel under the fence within an hour and crawled to the other side. At this point I knew I was (continued on page 31)

APRIL 1983

The Progressive Aircraft Company BREEZ.

The Progressive Aircraft Company PROAIR.

Progressive Aircraft Company, 4544 Industrial Street, Simi Valley, CA 93063 (805) 583-1014

MEET THE USHGA wo·RLD TEAM by Erik Fair You folks are doin' it, man! You're really doin' it! Your generous contributions and fund raising efforts so far have made believers out of the top five pilots in the Competition Point System and all five have committed to be on the team. All five have posted a $500.00 deposit to assure their position on the team and all five are making plans to lose weight, get in top flying shape, and go for the gold in Tegelberg. They even put their heads together and selected, by vote, the sixth team member. Now he's scraping together 500 bucks and trying to lose weight too! All of them are so awed, humbled, and amazed by the amount of support you people are giving them, that they've committed to go despite the fact that there is only enough money in the fund to cover about half their basic expenses. To a man, rhey believe the rest will be there by the time they board the plane . to Germany. So you gotta meet these guys! My guess is that after you hear a little bit about them and hear what they have to say you will be inspired to give up a few hard earned dollars to the World Team Support Fund. Keep your checkbooks handy, OK?

THE '83 WORLD TEAM

.Name Rich Pfeiffer Mark Bennett Jeff Burnett Gene Blythe Stu Smith Chris Bulger

CPS Rank

CPS Points

1 2 3 4 5 13

2395 1976 1884 1872 1559 1234

RICH PFEIFFER Rich is 29 years old, was raised in Warwick, NY, and is currently working for Wills Wing, Inc. on R&D projects and as manager of their accessory department. Before taking up hang gliding Rich was a national skydiving champion. Before that he was a member of the U.S. Navy'.s underwater demolition services. Before that he was an accomplished swimmer but gave it up when he concluded he could not be the champion in his best event. Rich started hang gliding in 1977. His first competition was in l 978. Since 1979 he has finished first or second in every competition he's entered, save one. He won the Owens Valley Classic in '79 and '80, the U.S. Nationals in '81 and '82, was on the only winning American Cup team in '80, and was the win-

ner of last year's Southern California XC meet; His second place finishes include the '81 Owens Valley Classic, the '80 Nationals, and the '80 and '81 Southern California Regionals. Probably his most disappointing second place finish occurred at the 1981 World Meet in Japan when he came in 15 points (out of7,000) behind Brazil's Pepe Lopez. No one has a better competition record than Rich Pfeiffer, and no one is more dedicated to winning championships than Rich Pfeiffer. He plans to come in first at Tegelberg and feels that, on a team level, the British are the ones to beat. His hope is that the current surge of support for American world class competitors will continue and that future teams will be able to attract much needed support personnel (coach, manager, mechanic, etc.) which will greatly increase the team's chances of winning.

MARK BENNETT Mark is 24, was born and raised in Alaska, attended college in Oregon, and toured California in 1977 for the express purpose of expanding his flying horizons. He expanded . so.successfully that he won the Alaskan state championship in 1978. From '78 to '80 he traveled the .competition circuit with fellow Alaskan, Jeff Huey, and honed his competition . skills. He honed well enough to win .the 1980 Region I championships and attract the attention of Pete Brock who was impressed enough to sponsor him for the '81 season. Mark calls '81 his 3-4 .year. He finished third in the Region I championships, third at the Masters, and third at the Texas Invitational championships. He was fourth at Grouse Mountain, and fourth at the '81 Nationals. In 1982 he was a member of the three-man. team that won the Southern California manufacturers ltiague meet, a member of the second place Atr)erican Cup team, tenth at the Owens Valley Classic, and third at the Nationals. He is a consistent and tough competitor who fully intends to win his first major individual championship at Tegelberg. He also feels that the American Team will win despite stiff opposition from the British and German teams. His feeling regarding the American hang gliding public's support of this year's team is that it .is good for everyone in the hang gliding community to identify and support a common goal. As Sales Manager for Ultralite Products, Inc. over the past two years he has been exposed to the.lack ofa "sense of community" in many areas of the country and feels that the

World Team Fund cause can be useful in helping pilots develop a national sense of community.

JEFF BURNETT Jeff is 25 years young, and lives in the shadow of Grandfather Mountain, North Carolina. He describes himself as a "dark horse eastern boy" and is proud to have been selected for the '83 world team. A member of the Grandfather Mountain flying team from '77 to '80, he moved to Santa Barbara from '80 to '82 where he worked with Seedwings owner Bob Trampenau for two years, before returning to North Carolina. His competition record includes top ten finishes in three successive Owens Valley Classics, and a win in the '81 Owens Valley XC Qualifier. He finished second to·Rich Pfeiffer in a dramatic final round of the '81 Slide Mountain Nationals. As a member of the '80 and '82 American Cup teams he was exposed to the team tactics of the British and was impressed by them. His feeling is that this year's world team can maximize it's chances of producing an American gold medalist by employing a team concept similar to that of the British . Jeff describes the grass roots fund raising effort as "uplifting" because it came at a time when he had become extremely discouraged about the possibility of commercial sponsorship. Like everyone else, Jeff is amazed by how much money· and energy the American hang gliding public is putting into taking up the slack.

GENE BLYTHE Gene is 30, lives in Elsinore, CA, and for the past four years has been the production manager .of Ultralite Products. He has been flying hang _gliders since 1974, entered his first competition (Kimberly Snow Kite Championships) in '75, and became one of the early pioneers of the Owens Valley when he and Trip Mellinger flew .4 7 miles from Cerro Gordo in 1976. More recently Gene has been a model of consistency finishing in the top ten in the last three Nationals. He was a member of the winning team in the '82 .Southern California manufacturers league. meet, and finished second in the '80 and 'Bl .Southern California Regionals. His only international competition experience was in 1980 at a meet sponsored by the government of Guatemala. Gene feels that American World Teams HANG GLIDING

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.. 500.00 .. 500.00

Ullrallle Products, Jnc., Temecula, CA ..

Delta Wing Kiles & Gliders, Inc., Van Nuys, CA .. Syslems Techhology, Inc., Oak Ridge, TN .

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SCHOOLS AND DEALERS Hang Flight Systems, Santa Ana. CA .

.. 705.00 . ... 50.00 .... 24.00 .... 48.00 .... 24.00

Elsinore Valley Hang Gliding Center, Elsinore, CA .. Treasure Valley Hang Gliders, Nampa, ID . Hang Gliders of California, Sanla Monica, CA .. Chandelle San Francisco, Daly Cily, CA .. The Hang Gliding Company, Pismo Beach, CA ....

.... 25.00

Maryland School of Hang Gliding, Inc.

Crestline Soaring Center, Crestline, CA . Natural High Flight Schoo!, Auslin. TX: .

............................................ 100.00 ............................................... 25.00

Coastal Condors, Salinas, CA .. · ........................... 100.00 Hang Gliders Wes!, Ignacio, CA. ......................................... 100.00 Norlh Central Hang Gilders, Wausau, WI............... .. ....... . ....................................... 100.00 Hang Gliders of California/Banjo Cafe Benerit, Santa Monica, CA ........................................ 660.00

. ... 25.00

CLUBS & USHGA CHAPTERS UHrallte Flyers Organization, San Diego, CA USHGA Office Slaff ................ ........ Calhy Coleman, Terrie Jo Nelson, Amy Provin, Linda Stahlberg and Carol Velderrain Rogue Valley Hang Gliding Associalion, Grants Pass OR.. Fellow Feathers, San Francisco, CA .... ......................... Orange County Hang Gliding Associalion, CA .

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

. ... 43.00 . ... 25.00

Kagel Fly·ln (Windsports, HG of CA, Della, ProAir) Arizona Hang Gliding Associalion, Phoenix, AZ . Watergap H.G. Club, Randolph, NJ.. .. ...................... . Wasatch Wings, Draper, UT ............................................. . Sandia Soaring Associalion, Cedar Crest, NM .. Houston Hang Gliding Association, Houston, TX .. Utah Hang Gliding Assn., Draper, UT... .. ................... .

-··-------·-·--M~OO ······················ 50.00 ...................... 50.00 ································ .............. 50.00 .. ····················· 25.00 ············································ .. 46.00 ··········································· .. 107.98

INDIVIDUALS Steve Hawxhurst, San Diego, CA ................................... 7.00 The Village Church, Rancho Sanla Fe, CA .................... 25.00 Mrs. June New-Ion, Marshall, VA ...................................... 5.00 Tim Cobb, Santa Monica, CA ...................................... 100.00 Phillip Sherrett, Las Vegas, NV ....................................... 5.00 Vic Powell, Annandale, VA.. . ................................ 100.00 Francis Tunno, Woodstock, NY .... ................ 10.00 Parker Ledbetter, Mt. Gilhead, NC ................................ 10.00 Peter Stolle, Franklln Square, NY ................................... 10.00

Mark Dodge, Soulh Charleslon, WV ............................ 10.00 Michael McCarley, APO SF, CA .................................. 10.00 Jerry Martin, Dayton, OH . . .................................. 10.00 Bill Greene, Tujunga, CA . . .......... 25.00 Craig Baker, Tarzana, CA.. . .................. 25.00 Dona Roosevell, Tempe, AZ . .. ................... 20.00 Chuck McGill, Mercer Island, WA ....................... 10.00 Eddie Tadea Jr., Los Angeles, CA... . ........................ 5.00 Mark Bennett & Judy York, Esrondido, CA .................. 11.11 LarryBrown,Rancho,CA .... . ................................ 1-11.11 John C. Cook, Arcadia, CA ...... . ...................... 10.00 Robert Wooten, Statesville, NC ...................................... 5.50 Rusty Gross, Riverside, CA . .. ...................... 5.50 Hardy Snyman, Houston, TX ....................... 15.00 Andrew Smart, Anchorage, AK .... ........................ 7.50 Sieve Turner, Soquel, CA .. . ...................... 10.00 William Aubin, Morris Plains, NJ . . ...................... 25.00 James Slaugenhaupt, France . . ..................... 25.00 Willlam Prince, Inverness, CA . .. ..................... 5.00 Bruce Strange, Bend, OR............ . ....................... 5.00 David Volkman, Ml. Shasta, CA.. .. 20.00 Kurk Dilley, Menlo Park, CA....... .. ..................... 20.00 Ken Ward, Sunnyvale, CA.. . ...... 10.00 Stephen Urbach, Sunnyvale, CA . .. 50.00 Robert Reller, Berkeley, CA ......... . ...................... 25.00 Dean Morris, Julian, CA . .. ..... 15.00 Elain Gionet, Las Vegas, NV .................... 10.00 Doug HIidreth; Medford, OR . . ................................ 50.00 Raymond Adams, Berkeley, CA.. . ....... 10.00 Ricllard Cassetta, Sacramenlo, CA ..... 10.00 Kenneth Nead, Redwood City, CA .......... 5.00 Dennis Morris, SunnV\'ale, CA . .. ..................... 10.00 Jeffery Birak, Daly City, CA .. . ............. 5.00 Jerry Sorenson, Sacramento, CA ...................... 25.00 Mark Mocho, Albuquerque, NM .. . ...................... 30.00 David Grey, Albuquerque, NM... .. ................ 25.00 Randy Cobb, Pismo Beach,,CA . . ........................ 5.00 David Catlett, Alameda, CA .. ...................... 50.00 Jeffery Bowman, Anacortes, WA ................................... 10.00 Andrew MIiiot, Colorado Springs, CO .................. 7.00 Patrick Brooks, Natrona, PA ................... 5.00

Robert Storms, Sanla Rosa, CA .. ·················· 25.00 Alban Liepert, Rochesler, NY .. ·················· 20.00 Azby Chouteau, Corona del Mar, CA .. ···················· 5.00 George Hugo, Bethany, CT ... ......... 10.00 Roger Janson, Jamaica Plain, MA .. . ..... ··········· 35.00 MaiUand Gunderson, Leisure City, FL . . ······ ..... 5.00 Fred Darland, Butte, MT .... ·················· 25.00 . ................ 6.50 Nathan Granger, Bayonne, NJ ..... Michael Mahoney, Healdsburg, CA . ........... ········ 3.00 Bun Lucas, Louisville, KY .. ···················· 2.75 Dave Stawicke, Lexinglon, KY . ·················· 10.50 Joe Horton, Quakertown, PA .................... . .... 5.00 George Woodcock, Alamogorgo, NM ... . ··········· 20.00 Timolhy Kelly, Pittsburgh, PA .... .................. 5.00 Jon Leak, Norwalk OH . ·················· 25.00 Phillip Vangel, Marlboro, MA . ·················· 20.00 Ron Cady, Tacoma, WA .. .................. 10.00 Robert Nelson, Jackson, WY .. .................. 10.00 Jeff Roberson, Sall Lake City, UT .. .... 20.00 Louis della Penla, Colden, NY .... ·········· ....... 10.00 Don Winkler, North Hllntlnglon, PA .. ···················· 5.00 Bruce Mankowich, Suffern, NY .. ·················· 10.00 Terry Fagen, Melbourne, KY .. ············· 5.00 ................ 10.00 Eugene Palmer, Natick, MA . Ralph Karste-n, SI. Paul, MN . ···················· 5.00 .................. 25.00 Roger Martin, Waynesboro, PA .. Coleen's Birthday .. ......... ········ 25.00 Scott Sayre, Pasadena, CA ................... 10.00 Rich Pfelffer .... ..... ·········· 5.00 Philip Jones, Slo'ne Mtn. GA . . . .. ............... 20.00 John Shopk Jr., Denver, CO . . ............. 15.00 Bob Lewis, Sioux Cily, 1A· .... . ............. 10.00 Kenneth Beierlein, Ml. Clemens, Ml.. . ................. 10.00 P. Hinchliffe, New York, NY.... .. .................. 3.00 Robln Trayan, lnellne Village; NV . .. .................... 2.75 Michael OP.I Signore;Cleveland, OH .... . .................. 20.00 Don Underwood, Arroyo Grande, CA .. .. ............... 25.00 Max Venus, Greene, NY . .. .......... , .................. 15.00 S. Wallach, Florham Park, NJ.... .. ................ 10.00 Tim Donovan, Claremont, NH.. . .............. 20.00 William Purdy, Los Angeles, CA .. .. ................. 5.00 Robert Brecka, Phoenix, MD.. . .......... 28.80 Carlos' Valentine Party .. .. ............... 75.00 Barbara Graham, Santa Ana, CA . .. ................ 10.00 Eric Newhard, Coopersburg, PA .. . .................. 5.00 George DiPerreo, SlerlJng, MA . .. . . ................... 5.00 Rob Swanson, Burlington, VT .. . . .................. 20.50 . .................. 5.75 Mr. & Mrs CheuYronl, Fresno, CA ... Don Arnold, Shoreham, VT .. . .................. 20.00 Mike Meler, Sanla Ana, CA.... ...... .................. .. .. 10.00

Oscar Higgins, Anaheim Hills, CA ............................. 20.00 Bud Brown, Haverhill, MA ....................................... 10.00 Stephen Bannasch, Medford, MA .................................. 10.00 David & Maggie Bash, St. Charles, MO .......................... 25.00 Dick Newlon, Marshall, VA ............................................. 50.00 Gustov Johnson, Newlon, NJ ........................................ 20.00 Anonymous.. . ........ 100.00 John Green, Monte Carlo, Monaco.. . .. 100.00 Salomi Nagasaka, San Francisco, CA ........................... 20.00

Don R. Clark, Pearl Harbor, HI ......................................• 10.00 Dean Tiegs, Melba, ID .................................................. 25.00 Beverly & Karl Campbell, Catasauqua, PA ................. 50.00 N, Todd, Berkeley, CA...... ..... 10.00 Fred Maki, Ballfmore, OH : .............................................. 10.00 Bettina Gray, Rancho Santa Fe, CA ............................. 100.00 Brian Carmichael, Norman, OK ..................................... 10.00 Jeff Gilkey, Stanford, CA ............................ 15.00 Rolla Manning, Las Vegas, NV ....................................... 10.00 Don Boardman, Rome, NY . 5.00 Chris Veith, Atlanta, GA ................................................. 20.00 Roland Sprague, Wesl Germany ................................... 20.00 S. Arthur Sherwood, Wichita, KS . _ 25.00 Doug Levy, Torrance, CA............ . ............... 5.00 Ann Hoehn, Graham, TX .................... ,.......... . .......... 10.00 Marshall Hudson, La Center, WA ...... 25.00 Michael Haas, New Carlrsle, IN ...................................... 10.00 Bob Barton, San Diego, CA ........................................... 40.00 Gerd Schaefer, Tokyo, Japan ....................................... 20.00 Robert Meshako, Hickam AFB, HI .................................. 7.95 Sam Kellner, S.F., CA . . .. 3.84 James CrlHJeld, Lyons, CO ... 9.50 Mike G()dfrey, New Smyrna Beach, FL . .. .................. 10.00 Lee Dallon, Cambridge, MA.. .. .......... 10.00 Larry Small, Eugene, OR ................................................ 25.00 John Denike, Covina, CA .. . ......................... 100.00 Mark LaVersa, Adams, MA ............... 25.00 Dedy Widarso, Los Angeles; CA ...... ... 5.00 Meryl & E~es Tall Chief, Sunnyvale, CA ........................ 10.00 MikeEllsworth, Phoenix AZ ........................................... 10.00 Mike Kitterman, Enid, OK ............................................... 10.00 Jane Weirick, San Rafael, CA. . .................... 20.00 Allan Douglas, San Meleo, CA ....................................... 25.00 David Davis, Minocqua, WI ............................................ 20.00 Jay Weber, Los Altos, CA .. . ....... 50.00 Edward Fannon Jr., Relslerstown, MD .......................... 30.00 Peter ;Judge, Chelmsford, MA.. .. 5.00 Doris & John PB'l\ik, A.PO, NV ... . ...................... 10.00 Michael Brown, Ontario, CA . .. ... 8.20 John B. Watts, Sanla Monica, CA .................................. 30.00 Betty Hicks;Candor, NC ................................................ 10.00 Jett Busbee, ML Union, IA ............................................. 50.00

WHY IS YOUR NAME MISSING FROM THIS PRESTIGIOUS LIST? Make your donation payable to: USHGA, WORLD TEAM FUND

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

have never really had a chance to develop a Team Concept because there has never been enough resources to entice the top American competitors to go to world class meets. Now that the World Team support fund has made it possible for the top ranked pilots to go to Tegelberg, Gene is confident that an American {him) will win the gold medal, and the American Team will win the team trophy. Gene also feels that the best way to thank the hang gliding public for their support is to bring home both the individual and team championships from Tegelberg.

STU SMITH Stu has been flying for nine years and at age 36 qualifies as the team's resident senior citizen. He was an accomplished gymnast in his college days at Southern Illinois University and competed against Rich Grigsby and Dave Rodriguez when they were gymnasts too! Currently he is a neighbor of Jeff Burnett in the shadow of Grandfather Mountain, North Carolina. He has spent four seasons as a member of the Grandfather Mountain flying team. Stu has always been an exceptional pilot and has used competition flying to help him set goals and become even better. He came into his own as a competitor to be reckoned with by capturing the individual first place award in the 1982 American Cup Competition in England. He attributes a good deal of his sue-

cess in that meet to the fact that Brian Milton (America's English coach) was there and helping the American contingent think and function as a team. Stu also feels that knowing the American flying public cares about their World Team will give him and his teammates a competitive edge in Tegelberg.

CHRIS BULGER Chris is 17 now but will be 18 by the time the meet starts. He is a high school student and lives with his parents on Mercer Island, Washington. He is one of the two pilots on this year's team (Pfeiffer is the other) who has been on as U.S. World Team before. He was also on the '82 American Cup team with Burnett and Smith and is flat tickled pink to have been chosen as the sixth man for Tegelberg. He brings to the team not only his considerable skill and experience in world class meets, but also a maturity beyond his years. He doesn't get psyched out by older guys and he tries to learn something new every flight. Chris learned to fly a hang glider when he was 12 years old. He says his parents totally understand his need to fly, and have been totally supportive of his involvement in the competition scene. He finished second in his '81 Regionals, fifth in the '81 Grouse Mountain Invitational and performed admirably at the '81 World Meet in Japan, finishing 12th

overall. Chris says that all the members of the Team who went to Japan were discouraged that they only had half a team and that many of the top competitors weren't there. He is anxious to thank this year's World Team Fund supporters for making it possible for a full team and the best team tc;i go to Germany. He wants to do that by WINNING. So don't be surprised if he does.

SUMMARY So there they are. Your '83 World Team. The one you made possible by contributing time, money, and energy to the grass roots fund raising effort. Don't stop yet. More time, money and energy are desperately needed. If you haven't contributed anything yet, sit down and write out a check and send it to: USHGA World Team Fund P.O. Box 66306 Los Angeles, CA 90066 Make checks payable to USHGA-World Team Fund. Your Uncle Sam will love you for it.

HOT FLASH: The Banjo Cafe/Hang Gliders of California fund raiser raked in a single event record $690 for the Team. Will the EAST COAST EXTRAVAGANZA top that? Find out next month. ..-

WIili i!iM Fl 00 9 FUND ALTIMETER

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HANG GLIDING

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Last year everyone involved had a great time with the first Arizona X-C contest. Afterwards, we speculated that the 1981 winning distance of 52.5 miles probably would not even make it into the t.op five places and it would take a flight of over JOO miles lO win. Our conjecture was pretty close; the winning flight resulted in a new FAT world record of 141 miles and other Arizona pilots had racked up flights of 88 miles (2), 75 miles, 60 miles,

54 miles, and lots of flights in the 30 to 50 mile range. Unfortunately for a number of pilots, those long XC's came before they entered the contest. Another prediction was that Shaw Butte would not dominate the contest. Right again. Mingus was the 1982 hot spot, while several other highly touted mountains, namely Mt. Elden, Harquahcla, and Arizona's Quartzite ended up being flops. Shaw Butte still proved to be the most consistent XC beginning point with over 200 XC flights and several still respectable 50 + milers. The XC season basically lasted from April through September, starting abruptly, increasing to late June, then tapering off as the humidity and storms moved in. Jim McEown (a Hang II at the time) started things off on April 1 with a 25-mile flight from Shaw Butte to Rio Verde. He's a fast learner. I was giving him an XC lesson that day and I only got 20 miles. A few days later I found the needed lift to get from Shaw Butte to Clines Cabin, near Four Peaks for a 42-mile flight. Things really started lO look up in the AHGA-sponsorcd Christian Care Cup (HG 7/82) held in mid·, April as over halfofthe contestants headed out XC, including winner David Evans (44.5 miles) and runner-up Gary Brown (52 miles). However, neither Davie! or Gary had gotten around to entering the contest yet! May 15 was a day that set Arizona pilots on their butts; Rob Murray and Joe Pettit got airhome from Yarnell just before it went downwind (shades of Elsinore!) and headed out for Phoenix. I'll never forget that day! A bunch of us were on top of Shaw Butte and it was a great looking day. Hans Heydrich got off

by Dr. Jim McEown, eighth place finisher, waves from his Comet high above Phoenix. Photo by Bob Thompson.

HANG GLIDING

fourth, out, and headed out down· wind. The pilots in front of me were nervous, passed up several good cycles, then finally got off. Just as I was ready to go the wind switched to 90° crossed. Thinking it was just the side of a thermal, I waited, and waited ... and waited. A northwest wind had set in and the rest ofus were out of luck. Suddenly someone shouted "LOOK!" Rob Murray passed over about 4,000' above, waved a 360 and headed southeast. Knowing he had to have 11own from Yarnell we knew this was a long one. I was fit to be tied. Sure enough, Rob landed near his house in Mesa, good for 75 miles. Joe Pettit, who had not yet bothered to enter the contest, landed in Peoria, good for 54 miles. A few weeks later Mike Grisham showed the way nonh from Mingus, going 4 7 miles to Red I ,akc. He entered the contest the next week. This year weas really going to be a con· test, and last year's winner now had only the sixth longest flight of the year. Those incredible 11ights held for almost a month. Then came Father's June 20. My new Comet wasn't ready yet and Joe Klic kindly offered his glider to me for a few weeks. That glider is a story in itself. It was a very early production glider (t/23) and had flunked the factory test flight a reject. It sat on 1he shelf about a year and a half and no one could the turn out. Joe took pity and it a try. Perseverance paid off the reject became a really nice glider. Sounds kinda like a Cinderella story! I ended up the day with 111 miles (Hmmmm I wonder how far I could have gotten in a new '82 Comet?) and Tom Fuller (a brand new III and on his first XC attempt) bagged 60 miles (Tom wasn't en1ered t:ithcr 11/82.)) Rob Murray had his turn 10 sit and watch and squirm that as he left his in his pocket and his chase crew was stranded on launch. Rob in for a q11ick lauding so he could drop off his and go chase us h111 he bent his keel on landing. Andy Rockhold made it to Pinewood following Tom and me but lost of us and decided to land, blowing off lots of usable altitude ending up with only 33 miles. Andy learned from this the next Sun· mistake and persevered getting 50 miles from Shaw Butte (good for the official third place). Joe Pettit had entered the contest shortly alter his 54-milc flight and earned a sixth place in the contest with a 40,milc flight on July 9 with Rob Mur· ray from Mingus to Bellmont. Conditions were even better the following day and quite a gaggle kfr Mingus. Rob Mur· ray and Glen Wales made it 10 the Crrnnd Can· yon airport (Rob really seems to like busy airspace for landings) for 88 miles. This Jlight resulted in a second place for Rob; Glen was not in the contest. However, his flight was significant in its own right. Rob was flying a Voyager, a fixed wing glider designed for XC flying. Glen was piloting a Harrier 177, a APRIL 1983

ABOVE: Sovonlh 1>l11co Hans Bob INSET: Loll lo Also Firs!, second tlonal Records. Photo by Dana Fischer.

single surface glider. Wills Wing should be proud of that flight! Glen at least earned a Wills Wing 50·milc shirt for his efforts. The really unbelievable part of this flight was that not one, but two hang gliders were at 14,000 feet MSL over the south rim of' the Grand Canyon and neither pilot had a camera along. Oh me, oh my, what a missed opportunity! Scott Griffin made it 17 miles to Red Lake, good for fourth place in the contest. A passel of other pilots were strung out along the road back to Mingus. Rob's little Datsun truck was overloaded by the time they got back to Mingus that day! For the next month Mingus was not very productive, as the rainy season started in

S!IC·

Na-

earnest. However, in August we did manage to fly aronnd some of the OD'd conditions. On August 8 Gary Weesner and I got past the rim, with landing at 35 miles. I came over east Flagstaff at 14,000' and blew off a super cloud street. It was late, three hours of work· ing had netted only 48 miles, Gary needed to get back to Phoenix to pick up his girl friend at the airport, and Derek didn't want to drive any farther. Sure is amazing what already having a 100 + mile flight under your belt can do to your perspective. Two months earlier I certainly would have made a different decision. A couple of days later a bunch of us tried it again. This time Jim McEown and Dana Fischer were along as a fast moving storm cut

our flighl short at Pinewood. Jim garnered eighth place with that. one and Dana was not entered. Two weeks later another gaggle head· ed norlh from Mingus with the Grand Canyon in mind. Three gliders landed near Perkinsville, including Roh Murray who had gotten very airsick. Hans and I continued on to Williams, noting a definite Jack of LZ's for over l '5 miles. Near Williams we made our mistake. The wind shifted more west and with the Grand Canyon in mind we stubbornly headed north, ignoring lots of hcautifol cumulus to the cast. By the time we finally wised up it was too late. A mad dash to the cast

$25 gin certificate from Skybound Hang Gliders; third place Andy Rockhold picked np a trophy and $51 from AHGA, $100 from UP, and a $25 gift certificate from Skyhound Hang Gliders; fourth place Scott Griffen received $36 from A:HGA; and fifth place Jim Whitelaw picked up $22 from AHGA. And what's everyone saying about the '83 contest? Well ... a number of us expect it will take over 200 miles to win (we learned a lot this year and the· UP incentive seems even stronger), 80 to 100 miles to get imo the top five, and a heck of a lot of pilots will enter earlier than they did in '82! I would also venture a guess that Roh Murray will stash a spare key somewhere in his truck.

Pilot 1) Bob Thornpson 2) Rob Murray 3) /\ndy Rockhold 1) Scott Grifkn 5) Jim Whitelaw 6) Joe Pc1tit 7) Hans Heydrich 8) Jim McEown

Distance Glider 141 miles 1()5 Comet 88 miles Voyager 50 miles 165 Comer 17 miles 165 Comc1 42 miles l65 Comet 10 miles 160 ProS1ar 38 miles 165 Comet 33 miles 16'5 Comet

BELOW: Tom Fuller In his Comet over Oak Creek Canyon on 11 60·mlle J<C flight that would have given him third place ii he had entered the '82 contest. BOTTOM: Andy Rockhold, third, shows good landing form In his Comet at Shaw Butte. Photos by Bob Thompson.

KAYENTA

nc1tcd us 5,000' of outrageous sink and a landing in a very rocky field. This flight ended up at 38 miles, giving Hans seventh place in the contest. Jim Whitelaw finished up the long XC flights with a quick one on September 26. The wind was strong and Jim made it from Yarnell to Chino (12 miles) in a bit over an hour. It was an interesting flight, as Jim cleared Granite Mountain with only about 500' and really got roto·rootercd for H bit. Jim went to Yarnell 2'5 times this year and flew 21. Not had for a new site! He even got fifth place, too. The '82 contest was, indeed, improved over the inaugnral contest: pilots from all over the state were entered, a new site dominated, over 2,000 XC miles were logged, and Arizona even had a world record in the books (although that took a while somehow the record was first mistakenly listed by the NAA & FAI as Jerome, California). At the January 11 meeting of the Arizona Hang Gliding Association the awards were presented, including beautifully hand crnflcd trophies by John Leslie: J st place -- Bob Thompson received a beautiful trophy, $'.125 from J\HGA, $100 from UP, a new harness from Wills Wing, and $50 from Skybound Hang Gliders; second Rob Mmray received a super trophy and $112 from AH(~A, and a

HANG GLIDING

{conti,rned from page 17)

breaking the law and would have a hard time explaining my behavior, especially dressed as I was in black from head to toe. I had no time for second thoughts, however, as Jenny started shoving equipment under the fence. I loaded everything piece by piece on a narrow toboggan made of fiberglass sheeting with a rope attached to the front. My glider was broken down to twelve feet and everything else was stowed in nylon bags. Once the equipment was firmly tied to the toboggan, I stuck my head under the fence, kissed Jennifer, and promised to meet her in Washington in a few days. I may have sounded convinced and brave at the time, but inside I was nearly quailed by the reality of what I was about to attempt. I waved goodby and started pulling my sledge. It was slow going through the sand and brush, but my destination was less than a mile away. I was sweating from excitement and exertion by the time I reached a well-lit area about a quarter mile from the huge preparation hanger. At that point I tied the toboggan rope to my belt and started crawling. After about two hours of this, I arrived at the edge of the building and crawled under a large vehicle. From my vantage point I could see a guard patrol on the next face of the building, but no activity on my side. I untied my equipment, then began watching a small side door. I had another hour before the change of shifts and I knew there would be a stream of technicians exiting from this door. With nothing to do but swat mosquitos, I settled back and reviewed my plans. As soon as the crew started leaving I would join the replacement crew and wander into the building. Then I would locate a ubiquitous lab coat, case out the building layout then slip back out to my equipment. Then, looking proper in the lab coat, I would gather my gear and blithely walk back inside. The plan worked without a hitch until I was stopped by a guard just inside the door. He wanted to know what I was carrying. I quickly reasoned that he wasn't too familiar with the satellite delivery, so I told 'him that I was carrying the protective sun screens. He looked in my glider bag at the tubes and material and decided that that's exactly what I had. The whole time I was praying he wouldn't open my other .bags and see the crudely constructed suit and·battery pack. It was fortunate that the residents of that part of Florida hadn't seen too many hang gliders. Once I was safely inside the building, I deposited my baggage behind a row of containers and went looking for a way inside the space craft. Everyone seemed engrossed in their particular meticulous duty and nobody paid me much attention. I couldn't help thinking I was inside a massive ant colony until I turned a corner and saw the Columbia perched on its booster rockets like some terrible cybernetic bird. I was breathless from the sheer size

and beauty of the ensemble. I knew only a crowd of geniuses could design such a structure. I didn't have much time for contemplation, however, for suddenly I heard a blaring horn, and people started scurrying. "They've found me out," I thought, and ran to hide. Immediately a voice came on a loud speaker and announced a malfunction in a helium regulator. I breathed easier, but was apprehensive, lest the flight be scrubbed after all my efforts. I didn't take much time to ponder this problem, for all the confusion made matters .ideal for completion ofmy plan. I ran to my equipment and lugged it to the gantry elevator. Luckily I didn't have to carry those 156 pounds all the way up the stairs. I got out of the elevator at the cargo bay platform and rested. Eighty feet below I could see lots of activity, but I was alone on my level. I went over to the open cargo doors and peered inside. "Plenty of room for me," I thought, and retrieved my equipment. I stored my glider upright behind the satellite sun shields, resting it on the floor and tying it to the side of the bay. The rest of the equipment I stashed inside the lower satellite enclosure where I hid myself. The satellite sun screen was a white 9x7-foot enclosure made of fabric and supporting tubes. I was quite comfortable inside but I couldn't move too much for fear of detection. During the next five hours I read a little in the dim light, ate my last solid meal and slept. I awoke at the sound of a loud noise that I suddenly recognized as the closing of the huge bay doors. I was in darkness. When I was sure it was safe, I turned on my light and began to suit up. I had practiced this many times, and was soon ready to breathe pure oxygen. This was necessary so that all the nitrogen in my bood would be eliminated. Otherwise, when I found myself in the lower pressures aloft, bubbles would form in my blood and I would get a fatal case of the bends. The time passed slowly as I kept a careful watch on my clock. I still didn't know if the flight was on, but at 7:00 AM the next morning I settled back into my body pad after securing all my equipment. Many. hours earlier I had felt the entire shuttle moving and I knew we had at least made the slow trip to the launching pad. I tried to relax, but couldn't. Just when I had given up hope of reaching glorious heights, I heard a tremendous Toar and felt the floor shudder. Gradually I became heavy. Then faster and faster my weight built up until my face was pulled back in a macabre grimace and my eyeballs felt like lead bowling balls. I couldn't move a finger, but slowly everything became lighter as our acceleration diminished. When I could breathe again, I took stock of my situation. The life support systems appeared to work fine. I was a little cold but

thought that I should conserve my batteries. I don't have to tell you how strange it was to feel myself getting weightless. You can bet I had some fun with that for a while. I roamed around lhe cargo bay bouncing off the walls and laughing like a chimpanzee. During the next few -hours, I pulled my glider out of the bag, put in the rear of the leading edges and readied it for deployment. Nine hours after takeoff I was surprised to see movement in the cargo door. There was not a sound in that awesome lonely world, but when the sun suddenly spilled in, I felt warmth and could see the blinding compelling light. I quickly pulled over my eye shade and stared at the cltarest starry sky imaginable. I felt I was hatching from a cosmic egg into a new world of unmitigated beauty. I didn't have time to loiter, for the sun shield opened on the upper satellite like a pacman mouth and the satellite started spinning in preparation for ejection. I knew I had to exit quickly or be trapped inside for another full day. I snapped myself to a line holding the oxygen tanks and the glider and pulled myself into the void of space. As I separated from the Columbia, I saw the luminous earth for the first time. I gasped as I realized the enormity of the mother planet, desolation of the cold, cold sky and the great distance .I had to travel to get home. I was brought back to reality by the ejection of the satellite and the thought that I had better get working or I'd be a satellite myself.It took me over an hour and a half to set up my glider, hook up the oxygen tanks and get myself harnessed and proned out in place. Once I was ready, I decided to test my control system by cruising up to the front of the Columbia and waving hello to my .fellow travelers. With a light spurt, I began to move. However, it took a while to learn how to go straight without rotating erratically. Eventually, I got to the window and peered in. The crew was busy controlling the satellite, but one of them glanced at me and then they all appeared to go berserk. I waved but they just stared. I realized I must be making a dramatic impression upon them, so to avoid further consternation I waved goodby and passed back out of their sight. I have since learned that the reason the planned space walk was scrubbed on this trip was due to the sighting ofa nearby unexplained object, not due to malfunctions as reported. I guess I'm to blame here. Once I was clear from the Columbia, I was ready for my descent. However, I couldn't resist one trick. I pointed the nozzle of my oxygen jet at an angle and the earth passed over my head as I continued loop after loop, all from that first blast. I counted 23 consecutive loops, then stopped with a blast in the opposite direction. I got all balled up, but gradually I was able to straighten myself out, ready for the ultimate sled ride. (conti11ued 011 page 36)

APRIL 1983

It was a warm summer morning and I was enthusiastic about the day's potential as I tied my Olympus 160 to the roof of my van. After racing to the top of our local site, I began setting up as the wind was blowing straight in. My good friend Gary had just launched and was gaining altitude rapidly in a strong thermal. After a harness check, I moved up to the launch area and waited intently for the next cycle. I was visibly nervous as I set my vario and put on my gloves. When the right moment came, I lifted the glider, cleared my wire person and mack a good clean launch into a strong thermal. My vario beeped happily as the rowdy air lifted me away from takeoff. Little did I realize that this was going to be my last flight for the rest of the summer. I slowed the glider to minimum sink and initiated a 360 degree left t.urn to circle back over takeol[ Suddenly, I grew alarmed when halfway through the turn, the glider came out of the back side of the thermal too slow. The inside tip stalled and the glider went "over the falls" above and behind takeoff. Everything began to occur in slow motion and I couldn't believe what was happening. The air remained deathly quiet as the glider was diving into the back side. Just before I hit, I let go of the con· trol bar and rolled sideways in my harness hoping to avoid a broken back or neck. Upon impact, I suffered torn ligaments in my left leg, internal injuries and a broken left shoulder. That accident occurred nearly five years ago. One of the lessons I learned was to maintain sufficient airspeed in rowdy air, especially while flying close to the hill. Secondly, in order to become an old hang glider pilot, I would have to learn more about meteorology. If you are serious about hang gliding, you probably have an insatiable appetite for information about weather conditions as well as airtime. Perhaps not in that order, but you'll probably agree that the more you have of one, the more you get of the other. Generally, weather forecasts we see and hear daily tell us very little about the soaring potential at our local site. Before I discuss how that may change in the future, let's look briefly al where these forecasts actually come from. Most of us receive our daily weather fore32

casts through the local media such as radio and television. Generally, local television stations get their forecasts directly from the National Weather Service (NWS). After "peppering" the forecast slightly, a journalist, newscaster or an actor will present the weather forecast for the television audience. Seldom will you find a meteorologist presenting a weather forecast on a local television broadcast. The National Oceanic and Atmospheric Administration (NOAA) broadcasts more detailed NWS forecasts over NOAA Weather Radio. Even so, weather forecasts generated by the NWS seldom address the particular type of weather conditions important to hang glider pilots. Herc's why! The NWS is largely responsible for providing the public with weather forecasts, severe weather warnings, travelers advisories and other types of general weather information. In order to derive a weather forecast, the NWS depends upon a number of sources for weather data. Some of these include surface observations, upper air soundings, satellite pictures and radar images. While all of these sources combined yield good credible weather data, the resolution of the clala over a given

area is generally quite low. This results in a generalized weather forecast which usually covers a widespread area. Due to the scarcity of weather observations within a small area, small scale weather phenomena such as gust fronts, wind shear and isolated precipitation often go by undetected. An example of this is illustrated in figure 1. This is a picture of a small but very strong gust front which moved past the NOAA research facility in Boulder, Colorado. Dust and debris is being lilted as high as 500 feet. The weather maps that clay, however, depicted only calm winds under a region of high pressure. Even a large scale low pressure system like the one described in Part 1, contains many variations of small-scale weather events which remain practically "invisible" to the meteorologist trying to make a forecast. Generally, it is these small-scale weather events which determine the soaring potential at our flying sites. Before I make a few suggestions on how to corral better weather information, let me characterize the forecasting system of the future. Mesoscale meteorology is a term used to describe small scale weather events such as thunderstorms, gust fronts, wind shear, etc.

FIGURE I. A small but strong gust front lilts debris as high as 500 feet.

HANG GLIDING

The Program for Regional Observing and Forecasting Services (PROFS) is developing a forecasting system which can observe mesoscale events using state-of-the-art computer technology. Components of the system include a high density surface weather observing network and computer enhanced satellite and radar images which can zoom in on an area the size of a neighborhood. A series of computer programs depicts wind direction and speed, determines future cloud movement as well as potential areas of cloud suck and downbursts. Impossible you say? Not quite! The system is already operating within the experimental confines of the NOAA lrrooratory in Boulder, Colorado. After displaying mesoscale weather events on a large color Ramtek computer screen, the images can be enlarged for more detail. An image from the display is shown in figure 2. Here we see an area of northeastern Colorado with a map background of county boundaries. The blobs within the image are the clouds. The shaded areas indicate cloud intensity. The cloud cell with multiple shades in the lower center portion of the image shows an intense thunderstorm producmg large hail. The streamlines illustrate the surface air flow throughout the region. The surface observation network shows the temperature and dewpoint at each station along with its three-letter station identifier. Note the center of convergence just south of the Boulder (BOU) station in the western portion of the image. An area of divergence in the northeastern portion of the image may indicate possible downburst activity. Because the entire observing network is automated, the display is updated every three minutes. The meteorologist operating the

system may loop the images together and set them in motion, illustrating the evolution of mesoscale weather phenomena. The benefits of having a weather forecasting system such as this within the NWS remains incalculable. Until then, however, I have a few suggestions which may help you gain reliable weather information. By combining a basic understanding of general meteorology, a few phone calls and perhaps a letter or two, you may be able to garner up a few treasured sources for weather information. A Flight Service office in your local area may possibly be helpful. However, if there isn't any sailplane activity in the area, chances are they may not be familiar with a "soaring forecast." You can still get essential information such as surface winds and stability from them. The local NWS office may also be an excellent resource. They can often tell you the expected wind direction as well as a probability for thermal development. I have found them to be especially helpful. Although the information may be somewhat general, NOAA Weather Radio will give you vital information. Moreover, with a little knowledge of meteorology, you can interpret their forecast to gain a little natural wit of the day's soaring potential. Finally, every regional area has its own peculiarities and characteristics regarding weather systems. Meteorolog.ical seminars conducted by your local club or chapter may be a good way to learn of these characteristics from those who always know when "it's going to get good." You're bound to increase your airtime by expanding your awareness and understanding of what creates typical soaring conditions at your favorite site. ~

WILLS WING

SUMMER TOUR '83 The soaring season is upon us, and Jim Shaw is on the road for his second year as Wills Wing's Factory Representative, bringing the best from Wills Wing to every corner of the country. With a full schedule of Demo Days, Fly-ins, and parties, Jim promises to offer the most compresensive view of Wills Wing products ever. Contact the Wills Wing Dealer in your area for more information about Jim's exact itinerary so you won't miss the fun! Fri., April 8 Kitty Hawk Kites Showcase Nag's Head, North Carolina thru Mon, April 11 Wed, April 13 Sport Flight Demo Days Gaithersburg, Maryland thru Frl, April 15 Frl, April 22 Aerial Techniques Demo Days Ellenville, New York thru sun, April 24 Frl, April 29 Morningside Demo Days Claremont New Hampshire thru Moll, May 2 Fri., May 6 Eastern Ultralights Fly-in Hammondsport New York thru Moll, May 9 Tues., May 10 Hawk Air Sports Demo Days Knoxville, Tennessee thru Thurs., May 12 Wed., May 26 Hensen's Gap Fly-in (Crystaij Chattanooga, Tennessee thru Sull. May 29 Fri., June 3 Airtime Hang Gliders Demo Days Fort Smith, Arkansas thru Sun, June 5 Tues., June 7 Wings and Things Demo Days Saint Louis, Missouri thru Thurs., June 9 Fri., June 10 Aerosport Ultralights Demos Kansas City, Missouri thru MOil, June 13 Fri., June 17 Northern Sun Demo Days Saint Paul, Minnesota thru Mon, June 20 Thurs., June 21 Golden Sky Sails Demos Golden, Colorado thru Sun, June 26 Fri., July 8 Wasatch Wings Demo Days Salt Lake City, Utah thru Moll, July 11 Fri., July 15 Idaho Demo Days Boise, Idaho thru Sun, July 17 Fri., July 22 Sport Flight Unlimited Demos Missoula, Montana thru Sull, July 24 Tues., July 26 Sky Riders Demos Days Moscow, Idaho thru Fri., July 29

--W-.LU~Nti 1208H E. Walnut, Santa Ana, CA 92701 (714) 547-1344/6366

FIGURE II. Mesoscale weather events displayed on Ramtek computer screen.

APRIL 1983

OP ENING SOON SECOND SEASON RESTAURANT

WILLS WING DEALER SEMINAR

The 1983 Wills Wing dealer seminar began with a party, Friday evening, February 11th, on the eighth floor of the Ramada Inn in Santa Ana. Dealers from around the world were joined by present and former employees from Wills Wing and many local friends and associates of the company. Altogether, approximately 150 people attended to help kick off the seminar and to celebrate the 10th anniversary of the incorporation of Wills Wing in 1973. Chris Wills, one of the company's original founders, showed films of his early flying experiences in home made bamboo and plastic rogallos. Numerous slides of the old days, furnished courtesy of Leroy Grannis, were also shown. As a contrast, Tom Tatum's "Double High" film of the 1981 Telluride Aerobatic Meet showed how far the technology has advanced in the last ten years. Another highlight of the party was the unveiling of Rod Stafford's original airbrush artwork featured in the last issue of Hang Gliding magazine. Wills Wing began holding dealer seminars in 1980, with the goal of helping retail hang gliding dealers to be more successful. This year's seminar focused on specific techniques and practices for increasing the success of the business side of the dealership. The business part of the seminar began Saturday morning at nine AM (more or less). Following a general welcome and introduction of personnel by company president Rob Kells, Linda Meier explained procedures for dealers who wanted to pick up orders while in town. Formal presentations then began with Mike Meier's "Profit: What It Is and How To Get It." After lunch, Tom Tatum presented an excellent talk on how to obtain "Maximum Media Exposure for Minimum cost." Tom gave numerous examples of ways in which small hang gliding retailers can take advantage APRIL 1983

of scheduled media events to promote their own products and services. Roger McCracken, chief Wills Wing test pilot, covered the basics of "Glider Tuning and Maintenance." Rich Pfeiffer gave an entertaining and informative talk on competition and cross country flying, and Wills Wing art director Rod Stafford presented information on doing "News Releases and Free Promotion" in the industry publications. Jim Shaw, Wills Wing traveling service representative, discussed many of the successful ideas he had seen used by retail dealers during his 1982. road trip and traveling Wills Wing Instructor Certification Seminar. Saturday evening, dealers gathered informally to exchange ideas and experiences, and to discuss the formation of a national Dealer Association for the purpose of promoting increased safety and professionalism in the sport. Sunday morning's program began with a review of Wills Wing dealer policies by Rob Kells. Mike Meier presented a review of the basic principles of small business accounting. After lunch, Gary Douris, of Free Flight Enterprises, reviewed the design, manufacture, use and maintenance of hang glider and ultralight emergency parachute systems. Bruce Case, of Northern Sun, followed up Gary's talk with a presentation on the BRS ballistic parachute deployment system. Erik Fair, of Hang Flight Systems, gave a progress report on the World Team fund raising drive, and encouraged dealers to run their own fund raising programs. On Monday morning, Steve Pearson discussed sail cloth technology, including the structural characteristics of various types of cloth, and their applications in sail design. George Whitehill, of Chandelle San Francisco, presented a talk on "Strategies for Small Businesses," in which he covered the growth

and evolution of the typical small business, and the traps and pitfalls to be avoided along the way. George's talk was followed by a tour of the Wills Wing production facility, and a preview of the new duck 140. Lunch on Monday was a picnic at a local park, including frisbee and football tossing, fruit juggling, and some excellent sandwiches by Linda Meier. Dealers and Wills Wing staff posed under the 140 for the traditional group photo. Monday afternoon, Ken deRussy presented some techniques for sales and merchandizing, including some entertaining and useful ideas for dealing with the reluctant buyer. John Shepard, branch manager of Crocker Bank in Santa Ana, gave a very informative talk on "Doing Business With Your Banker." John pointed out that dealing with a bank should involve a relationship between people, and that the success of such a relationship, like that of any relationship, depends most heavily on mutual trust and respect. The final official presentation of the seminar was a general question and answer period for the free exchange of questions and answers that had not been covered in the seminar. Dealers were asked to fill out a questionnaire evaluating the seminar. All who responded said that they thought the seminar was worth the time and expense of attending, and that they would attend the next one if at all possible. Many offered suggestions for new programs to be included in the next one, and for improvements to the programs and structure: of this year's seminar. Monday night, as the weary Wills Wing staff straggled home, many dealers were still enthusiastically engaged in an informal seminar exchanging information on training techniques.

{rflntinued Jrom page.?/)

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1974

A carefully directed blast began to slow my speed. I kept my oxygen jet carefully aimed in· to my flight path and measured my altitude at every opportunity. Slowly and surely I was descending. I had to hold the jet at my exact center of mass point, because I didn't want to waste any energy on rotation. Despite the long hours of training the jet, I did not get tired due to my weightlessness. I certainly didn't get bored for below me passed the most fantastic sight imaginable. I could watch weather patterns change, volcanoes smoke, glorious sunrises and sunsets, and best of all, I could take a world tour like few travelers will ever know. After another few hours, I was down to about 80 miles above the earth and I began to detect some very slight movement from my tell-tale, indicating that I was entering a bit of atmosphere. I pulled out my first drag chute and faced the problem of opening it in zero gravity. I unfolded it bit by bit and threw it below me. It hung there like a helpless blob until I went back to using my deceleration jet at which time the chute went in front ofme as I slowed the glider down. I didn't quite know what to do, so I kept slowing until the atmosphere thickened and the chute gradually floated toward me and engulfed the whole glider. I spent a tense 15 minutes pulling the chute down but I eventually got it in place behind me in the extremely light air. Now I slowed more carefully, giving short blasts with the jet so as not to deflate the chute. Minute by minute I descended as the chute started taking over the job of the jet in slowing my horrendous forward speed. There was little for me to do at this point but hold on. My tell-tale was now blowing straight back and I could feel the control bar getting warm despite the deep chill at my present altitude and its teflon fairing. After another hour I felt some buffeting and looked back to see part of the chute blown out. I could see that it was stretching due to the heat, but I thought I would let it go for a while. In a tense moment, the entire chute col· lapsed and I immediately cut it loose and deployed the second one. I had another 10 miles to descend before I could glide free, so I prayed that this one would hold. To help matters, I quickly used up my first oxygen tank and switched to the next. In another hour I could start making out recognizable man-made objects on the ground and I knew I was close to success. As my forward speed slowed, my vertical speed increased. I found myself moving over the Pacific much more slowly than before. It was an eerie feeling to be in a hang glider so far at sea, and fears of my flight of last year came back to haunt me. However, I eventually saw that I'd easily make the North American continent and set my plans for home. Little did I expect the sudden drop off of trajectory as the atmosphere got increasingly denser and

my drag multiplied. First I thought I was going to land in Iowa, then somewhere in the Rockies, then I realized I'd be lucky to make Utah. On a whim, I turned my glider and found 1 had some control! I was also hanging somewhat nose-down which indicated the chute was getting a good bite of air. "I'm here to fly, not parachute," I breathed, and I gave the parachute release a tug. I went into a screaming dive that gradually pulled up into a high arcing wingover before I could level out. I reckoned 1 was at 50 or 60 thousand feet as I made a wide, sweeping turn and headed back to the Pacific Coast. At about 30,000 feet I was a few miles out over the ocean so I decided to jettison some unneeded weight. Down went the two oxygen tanks like a couple of bombs. I lost sight of them and I prayed that they didn't hit a boat or a passing whale. As I headed back to shore, I thought how wonderful it would be if I could land at Ed· wards Airforce Base and duplicate the flight of the Columbia. Why, I could be a national hero and get to meet the astronauts as well! To that end, I cruised over Los Angeles, over the coastal range and out into the Mojave Desert. When I felt I was low enough, I opened my altimeter canister and read 18,000 feet. I started slowly unbolting my helmet and was refreshed when the cold bracing air met my face. I let the helmet drop over an abandoned portion of desert and descended to 12,000 feet before I turned off my oxygen and took my first breath of fresh air. You can imagine my elation as I flew over Edwards at 7,000 feet performing wingover after wingover in celebration of my fantastic flight. I figured that I set a record for high altitude glide with a hang glider as well as consecutive loops not to mention the longest walk in space. I was sure to land to a great reception. Much to my chagrin, the reception was attended by a few MPs with little humor or imagination. They didn't believe my story and wouldn't even take me to see anyone of authority for a long time. Everyone I talked to was preparing for the landing of Columbia. They missed the significance of a rejoining after such a mutual flight. I felt as unwanted as a quarterback with laryngitis. Needless to say, Dennis, I'm thoroughly discouraged at the possibility of facing an expensive trial. Perhaps if you or some one of authority could send me a letter attesting to the truth of my statements, the blockheads here would realize their mistake and learn from my experience. Please do what you can for the good of our space program, our reputation and last but not least, me. Sincerely, L.O. Oflirpa

....

HANG GLIDING

edited by Joel Howard "Sandia Soaring News" Sandia Soaring Assn. (#73) P.O. Box 194 Cedar Crest, NM 87008 Steve Fogle, editor 1/83 - The SSA will not maintain either Sandia Crest or Peak ramps during the winter months, so you are on your own as far as using them. If you want to check road conditions to the Crest before driving up, call the Forest Service at 281-3304. 2/83 - Officers for the club are Mark Ostowere, President; Chris Wilson, Vice President; Steve Fogle, Secretary; Dave Ray, Treasurer.

"Free Spirit News" Free Spirit Hang Gliding Club, Inc. (#78) P.O. Box 13 Elmira, NY 14902 Robin Kellogg, editor 12/82 - At the Harris site you are not to drive to the launch without permission from Frank Rhodes. At Draht Hill, landowner Kenny Hughes has asked that you "police the area." It seems that some 4 X 4's are using the training hill for hill-climbing practice. 1/83 - About 10 pilots showed up at Katydid on New Year's Day for some flying. Dwight Fischer had the first flight of 1983. Welcome to soaring Tim Costello and Kevin Cradduck.

"Airtimes" North Carolina Hang Gliding Assn. (#104) P.O. Box 1476 Boone, NC 28607 Gretchen Niver, editor 1/83 - Tom Neal has been chosen for the position of Director for the Triangle Hang Gliding Club. Possible merging with the North Carolina HGA is being discussed. Proposals will be heard concerning flying and access regulations at Tater Hill. The first North Carolina XC Contest had 18 pilots enter with Tom Ives winning it with a 55-mile hop from Tater to Statesville on May Day. Tom got 65% of the entry fee money. Stu Smith got second with a SO-mile effort from Grandfather Mountain on May 2 and Bubba Goodman got third with a 45-miler from Tater, also flown on May 1st. APRIL 1983

"Wind Rider" Maryland Hang Gliding Assn. (#108) P.O. Box 7768 Baltimore, MD 21221 Cookie Bartfeld, editor Flight Director, Richard Hays, writes in the December Wind Rider that, "Probably the greatest Christmas present we club members could have given ourselves is a flying site." This was a joint effort with the Capitol Hang Gliding Assn. and the site is McConnellsburg.

"Newsletter" Wind Riders Hang Gliding Club (#17) 631 Lincoln Ave. A-5 Morrisville, PA 19067 Monica Bareis, editor 1/83 - Pilots are reminded that they will be required to pre-register for the Regional Qualifier. Write meet director Jay Peters, 442 N. Lewis Rd., Royersford, PA 19468.

"Newsletter" Hang Glider Emporium (#26) 613 North Milpas St. Santa Barbara, CA 93103 Bonnie Nelson, editor 1/83 - Dave Butz authors a piece called "Mental Notes." It is a personal account of his flight when he forgot to step into his cocoon. Dave landed OK, and his hang check did not reveal the mistake. Take note cocoon pilots and make sure you step through the leg straps. Jim Graham offers some wisdom in his "Flying Hints" feature ... "Don't Crash." 2/83 - Jeff Mailes is the new club president. Steven Luria is secretary/treasurer. . On January 30, 1983 Robert Millington launched at the Eliminator and landed about three hours later at Seward in Ventura.

The October issue details sites like Newberg and Oceanside. The 1982-83 Newberg XC Open is on. Last year's version was won by the weather. The stalwarts who got in on it last year were: Gary Koch, Jim Spiering, Dean Caldwell, Dave Proffitt, Don Wilson, Reed Gleason, Jim Boscole, and Terry Lorentson.

"The Flier" Ultralite Flyers Organization, Inc., of San ,Diego (#31) P.O. Box 81665 San Diego, CA 92138 Ron Miller, editor 1/83 - Club president, Paul Gach, writes that February 3, 1983 is the 10th anniversary of the UFO. Some of the plans for the "Event of the Decade" include: a special edition of The Flie1,· a special 10th anniversary UFO t-shirt; and four pairs of give,away tickets to the Aerospace Museum. Flight Director Jeff Brown announces monthly club fly-ins on the weekend following the club's general meeting.

"The Yankee Flyer" Connecticut Hang Gliders Assn., Inc. (#34) 904 East Broadway Milford, CT 06460 12/83 - John Hamelin reports on the annual Cape Cod Halloween Bash and Fly-In. According to the published "1982 Cross Country Tally" a site record was set by Dean Williams on May Day. The site was Avon, and the distance was 77.18 miles. 1/83 - On the job since 1980, Peter Brockett is stepping down as editor of the newsletter. Special thanks to Peter for his labor of love. John Hamelin has the Connecticut state duration record with a 5 hour 35 minute flight from Talcott Mountain on June 16, 1981.

"The Oregon Hang Glider" Oregon Hang Glider Assn. (#36) P.O. Box 5592 Portland, OR 97228 Dave Proffitt, editor

"Skyline" Capitol Hang Gliding Assn. (#33) P.O. Box 64 Annandale, VA 22003 Leroy Kingman, editor

Don "anteater" Wilson has reassured all those concerned that the OHGA is "alive and well." Don is the secretary/treasurer of the chapter.

1/83 - Club president, Skip Rifkin, mentions two projects in his "From da Prez" column. They are site improvements at the Pulpit and Skyline contributions. According to

newsletter editor, Leroy Kingman, contributions are picking up. Thanks is offered to Vic Powell for his assistance in sponsoring the page in the 1983 calendar in Hang Gliding mag.

"The Current Flyer" Northern Sky Gliders (#35) P.O. Box 364 Minneapolis, MN 55440 Robin Liner, editor According to the Nov/Dec Flyer, the Lilydale site had been reopened on an extension of the agreement with Ramsey Co. The site will probably be open through the winter depending on annexation/litigation/legislation/indigestion ... Chapter vice president, Bruce Bolles, details his recent Owens Valley venture in his article, "White Mountain Memories." Sam Netherly tells the truth about his second soaring flight at Hager in his article, "Soar on Monday, Very Very Sore on Tuesday." High wind velocity on a low ridge and flying slow to scratch. Airspeed maintenance lesson #1. 12/82-1/83 - Peter Jahn tells of his recent flying trip to Tennessee in his article entitled "Three to Tennessee." It also was subtitled, "or like maybe Steve, are you sure we left Minnesota. So much for the flying conditions on flying trips. Seismic Sam's debut is included in this issue. Keep up the good work, Sam.

''Newsletter'' Long Island Hang Gliding Assn. (#42) Box 104 West Islip, NY 11795 ?????, editor 1/83 - At the last club meeting a representative of the FAA, Allen Darwin, Accident Prevention Specialist. Included on the agenda was a very productive debate on the FAR 103. Word is, no human being edits the newslet· ter for the Long Island chapter. It is "Hal" the computer. Maybe "Hal" will identify himself at the next meeting/film festival?

''Newsletter'' Southern NY Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY 10546 Bob Havreluk, editor Bill and Sue Wiand were featured in an article published in the Eastman Kodak/ Kodakery. They both are fine reps for the USHGA. Jon Wenham & Paul Voightget ±4 hours at Ellenville in late fall/early winter air. $25 land use fee for the use of the site. Tom Nejame announces the opening of a·

new site on Hosner Mt. after long talks with the feds. Ralph Pruitt got permission to cut the launch. Contact Tom, Ralph or Mark Casey before attempting aviation there. 2/83 - Flight Director, Paul Voight com· ments on launching at the overlook ramp. He says, "I've seen some people having a hard time holding their gliders while on the ramp, after "clearing" their wire-men. You shouldn't even try to hold it there for very long. Just get control of it, clear your wire-men and Go."

later after a 77-mile trip to San Bernardino. Bob W[j,S flying a glider of his own design (Streak) on an unusual day in SoCal ... you could see all the landing areas.

"The High Flyer" Alaska Sky Sailors Assn. (#2) P.O. Box 144 Girdwood, AK 99587 Becky Whisman & Vickie Griffeth, editors

12/82 - Officers for 1983 are: Eric Beckman, President; William Prince, Vice President; Denise Francisco, Secretary; Laurette Klockars, Treasurer; Judy Canham, Editor. 1/83 - Eric Beckman reports of a December 13, 1983 flight at Mt. Tamalpais. Ron Ober got 900' over in post frontal conditions. Dave Smith was nearby at about 500' over. Jeff Mott reminds us of the do's and don'ts in caring for our sails in his "Flyerside Chat" column.

1/83 - Congratulations to ASSA past president, Floyd Griffeth on his election to the USHGA Board of Directors. Floyd is also owner of Sky High Sports. Recent nominations for club officers are Joel Wallace (president), Jeff B~nnett (vice president), and Katie Bennett (secretary/treasurer). The ASSA had a fun Fly-In/Potluck set for the first week in December. Is it really possible to soar an igloo? Long time club member, Bob Head, is recovering from a recent ultralight· mishap. Keep on keepin' on, Bob!

"Thermal Flyer" Arizona Hang Glider Assn. (#4) 4319 West Larkspur Glendale, AZ 85304 Patty Campbell & Bob Thompson, editors 1/83 - Judy Lincoln was the featured speaker at the January meeting. She presented a slide show on soaring and the Arizona Soaring Association presented a film on soaring in the Southwest. Judy has + 1,200 hours logged, is a certified flight instructor for gliders and owns her own ASW-20 (a super hot 50+:l competition glider).

Flypaper Crestline Soaring Society (#16) P.O. Box 1464 San Bernardino, CA 92401 Ron Carlisle, editor 12/82 - Phil Lee is collecting data on notable flights from the Pine· Flats, Marshall, or Crestline launches. Write to Phil via the club address. Best of lift to outgoing newsletter editor, Ron Carlisle. Ron has done the job for two years, and it has been a good job, too. Thanks, Ron. Bob England launched early at Sylmar on November 13, 1983. He landed four hours

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

"Newsletter" Tennessee Tree Toppers (#60) P.O. Box 136 Lookout Mountain, TN 37350 Denny Haldeman, editor 1/83 - The elected officers for the club are: Rick Jacob, President; Dave Schmidt, Vice President, Margaret Saari, Secretary/Treasurer. Dave Freeman,. Denny Haldeman, Dan Johnson, Tom Philips, Barry Price, Matt Taber and Chuck Toth are the Board of Directors for 1983.

"Flight Line" Wings of Rogallo (#66) 20409 Old Santa Cruz Highway Los Gatos, CA 95030 Roger Thompson, editor Greg Shaw writes an informative article on Hang Gliding First Aid in the.December Flight Line. Here is something that has been written about all too little. Good going Greg. George Pierson outlines the site procedures in regards to violations and pilot proficiency for Ed Levin and other sites. Know the rules and fly by them. 1/83 - Tom Armstrong has offered a series of articles dealing with sponsoring Novice (II) pilots at Ed Levin. Anyone who flies the site will find them very informative. Art McCarthy is club member of the month. Art made arrangements to have a backhoe brought to the top of Ed. Levin to reset the wind sock pole and to dig a new hole for the outhouse. All this for free. The Sierra Pacific Council held their first meeting on Feb. 5th. Regional Director, Gary (continued on page 45)

HANG GLIDING

WALT.

DODGE PART IV OF VI

Since we are captured in this seemingly inescapable plane of time, .let me bring you up to date on the occurrenaes surrounding our hero and his flight into. the future. Our story began as most hang gliding stories do. Grebs woke up with the never ceasing desire to go flying, arranged for his girl friend Kris, to drive, and proceeded to the flight park with his buddy, Todd. The day was a boomer and Greb 's flight found him sucked up into a thunderhead. (Honest, guys. This story was written a year before it happened to me.) He popped out to strange surroundings. Familiar, yet different. He came to find out that a little matter of two thousand years had passed in his flight and he was now in a society where hang glider pilots soared solar-winds in outer space.

"Solar winds?" asked Grebs, totally awe struck, "How is that possible?" "Actually," said Rob beginning to explain, "it's quite simple." "The glider is a double surface ship, the lower ,surface being made of an anti-magnetic material and the upper surface, a special material ionized to be attracted to and blend with the electrons, protons, helium nuclei, and other ionized material being ejected from the sun. "As you used to maneuver your glider between lift and gravity, we maneuver between solar wind and the magnetosphere, the area of magnetic attraction around the earth. The challenge comes first from lifting through the magnetopause, that is, the outer limit of the APRlL 1983

sphere, then breaking through the bow shock, that's the pressure point of the winds. Once through, we can go anywhere. There is constant support - sort of like breaking through the inversion layer of your day." "Oh," answered Grebs, feeling very stupid. "Could I see one of those things?" "Sure," laughed Mark. "There's no secret. Take him down guys, I have some work to do." "This way sport," said Todd, and led the way back to the transporter room. "Field," declared Todd. Exiting the tunnel they were joined by some other pilots who had also come out to greet the one who just landed. The ship was magnificent, bright silver tubing with transparent material stretched over it. As the sun hit the clear material it changed colors depending on the angle of the sun to the wing - every color of the spectrum. "What .are the specifications on this ship?" asked Grebs. Todd jumped in this time. "Nose angle, one hundred sixty-nine degrees. Wing span is thirty-seven feet. The root is seven feet and it has two hundred and forty-five square feet of double surface sail, a three-foot span control bar and pilot range is one thirty-five to two seventy-five pounds. "Control bar?" asked Grebs quite surprised at this old type piece of equipment. "Tradition," responded Rob. "We still hang below too." "I love it," declared Grebs. "What is this the pilot is wearing?" The pilot walked over to Grebs and offered its hand, which Grebs shook. It was a bit of a weak handshake, but he rationalized that you probably didn't need much strength to fly one of these gliders. He couldn't see the pilot's face because of the fully encased helmet and face shield. The pilot reached up and pushed a small button on the front of its neck. Suddenly a sound of air escaping came from the base of the helmet. The pilot reached up, twisted the helmet out of its locking position and lifted it up. Then she shook out her long blond hair and looked at Grebs with a big smile. "No wonder the handshake was weak,"

thought Grebs. "Better say something instead of standing there staring like an idiot." "Hi, I'm from two-thousand ... uh ... " he began. "Now you did it you big dope," his thoughts interrupted ·his speech feeling like a complete imbecile in front of this beautiful vision. "I know," she said saving the day. "Mark told me." "That's a helmet, complete with instruments, communication and refreshments. This suit contains oxygen, pressurization, waste disposal, and I'm Helen." "You certainly are," was the next dumb remark out of Grebs' mouth. Helen laughed a little, grabbed her helmet and-walked away. As Grebs watched her go he noticed her swing her tail, just for the purpose of tormenting him. "I guess there are some things that just don't change, even after two thousand years," said Grebs to the other guys standing around taking in the same sight. As she disappeared into a building, Grebs' mind clicked back to the subject at hand. The ship. "How much does it weigh?" This time Rob answered. "About twenty pounds. Go ahead, pick it up." Grebs walked over, got under it, and grabbing the down tubes he lifted. Almost no weight at all. Perfect balance, what a ship. "God, I'd love to fly this," remarked Grebs absent-mindedly. "O.K.," said Rob. "Not this, but we have another. I'll take you up tandem. Todd, you were going flying today weren't you?" "Yea, I'll fly along side. This I gotta see." "Let's go get you suited up Grebs," said Rob and walked toward the main building. Now that he'd said it he wasn't so sure. "How fast do we fly?" he asked Todd. "At last report the solar winds were coming in at about four hundred fifty miles per second. It compounds itself on the wing, so we usually use a factor of four. So say about eighteen hundred miles per second or so. A lot of plasma, huh sport?" With that he slapped Grebs on the back and walked off toward one of the other buildings. Grebs was starting to get used to the con39

stant daze he was in from the totally unbelievable advances that had been made. "I'm here, I may as well enjoy it," he thought as he joined Rob in the mail building. "Here," said Rob, throwing a bright blue suit to Grebs. "Put that on." He couldn't believe the weight and thickness of the material. Almost nothing. "This will keep me pressurized and temperature safe in outer space?" "The latest stuff," remarked Rob. "Mind if I ask some questions about the society you live in today?" asked Grebs. "Not at all. It's your society now too," replied Rob. "Well, back in my day," started Grebs as he got undressed and put on the suit, "we were constantly fighting with the government over regulations and who would decide what. What's it like now?" "Government doesn't bother us at all," replied Rob. "Not much flying done anymore, except to new way-out star systems and Galaxies. They know we're here but they figure if we want to go zipping around space hanging under one of those things, that's our business." "No flying?" asked Grebs quite surprised. "How do you get from one place to another over long distances? Oh, I know. Transport beam." "Close," said Rob, "But no banana. Spacewarp portal." Seeing a blank look on Grebs' face he continued. "A door of a sort. You step through and you're at the destination you set on the controls." "Oh," remembered Grebs. "Let's get back to something I understand a little about, soaring. Any fatalities?" "Rarely," said Rob. "Some fool might fly into an astroid or crash into a planet, but that's so rare we don't even keep track. "Put this on." Rob handed him a helmet that matched the suit. Grebs put it on and Rob locked it down. The minute the locks sealed, Grebs could feel the temperature in his body cool to a very comfortable spot and fresh air circulated around him. "Notice where your instruments are," suggested Rob. "They're just above the visor. They should be lit. Are they?" Grebs motioned, O.K. "If you talk," said Rob, "I can hear you. The communication is both internal and external." "They're on, but I don't understand them," replied Grebs. "You don't have to. I'll be doing the controlling. I'll explain them to you when we're up and they mean something." "O.K.," said Grebs. "Thanks." Rob reached over and pushed the button at Grebs' throat. His ears popped slightly as the

air rushed out. When the helmet was off Rob said, "That button won't work in a vacuum, so don't panic. The suit is pilot proof." Rob got dressed. His suit was a bright green with black stripes down the sides, sleeves and legs. "Come on." he said. "Todd will be waiting." They exited the building and Todd was waiting alright, with two of the most beautiful pieces of equipment Grebs had ever layed his eyes on. Even cleaner than Helen's. Todd was dressed in all gold with multi-colored stripes on one side and looking like he could take on the world. "You guys believe in colors, don't you?" remarked Grebs. "If ya' got it," answered Todd, "flaunt it." "Some sayings last forever, too," thought Grebs to himself. "Who makes these?" he asked aloud. "Mine is a Wills Flight Design, and Todd's is made by Pete Bennett," answered. Rob. "Pete Bennett?" thought Grebs to himself. "No, couldn't be. Don't even ask." "Where do we take off?" asked Grebs. "Right here. You took off from mountains. We take off from planets." Grebs thought to himself, "You've got to start thinking bigger. These guys soar solar winds. Plasma shot out from the sun. You just soared little old breezes that blew at fifteen to twenty miles per hour. Talk about going back to the training hill." They picked up the gliders and moved over to the runways. "The takeoff and landings are probably the two most important aspects," Rob began. "Same back then," commented Grebs. "If you're going to get hurt, that's probably where. When I say run, run. No hesitation. When the wing picks off the ground you can lay down and relax. Got it?" "Got it," responded Grebs. "Watch Todd," suggested Rob. "Todd was suited up and clipped in. There was no harness. The suit had fibers of some kind out the back, that came together and attached at the apex of the control bar. Over the communication system, Grebs could hear Todd getting instructions from Mark in the tower - positions of other pilots, solar wind velocity, etc. When he was ready, Todd said, "O.K. Mark, give me one." With that order, from the other end of the runway rose up a giant size dust devil and it moved along the runway directly at Todd. He picked up his glider and ran right into it. The dust-devil picked him up off the ground, and instantly he was turning in the core. Almost in a blink he had climbed out of sight. "Don't waste time,. do you?" asked Grebs. "The fun isn't down here. It's up there," replied Rob. "You ready?"

"Let's go for it," answered Grebs. "Huh?" "Never mind. Yea, I'm ready," said Grebs reminding himself to be careful with the use of slang sayings. "0.K. Let's go for it," laughed Rob. Both broke into laughter, put on their helmets, and picking up their glider, moved into position. Then they hooked in. Over the com system, Mark was giving Rob the latest readings. "Winds at four hundred fifty-two miles per second. Magnetopause, sun side, at sixty radii. Bow shock at one hundred radii. Magnetotail at twelve hundred radii. Earth pitch at eleven degrees. Have fun Grebs." "Thanks Mark." "Ready?" asked Rob. "Let's go," said Grebs, his heart pounding as it had never pounded before. "Let us have one Mark," said Rob. "It's all yours with my compliments. Have a good one," replied Mark. In front of them Grebs saw the thermal rise up. "That thing would tear the wings off my glider," he thought. "But obviously not these." "Now!" commanded Rob, and they both ran without hesitation toward that devil twisting over their heads. Grebs couldn't believe it. They were off the ground, coring the thermal and climbing fast. The lift-off had been as smooth as silk. They ran and when the thermal got under the wings it simply lifted them off the ground. Rob moved slightly to the right and the glider banked to the perfect angle for maximum lift. "Total utilization of the lift, with no wasted effort. Beautiful," thought Grebs. After a while, "How high do we climb in the thermal." "We've hit the top now," Rob informed him. "This is a hell of a ride Rob." "You ain't seen nothin' yet," he warned. "Hold on to your pants. We're at nine thousand feet. This is where the skill and excitement comes." With that, Rob pulled the control bar back to about waist level. The glider pitched down and began diving at the ground, faster and faster. Past terminal velocity, and they still went faster. Grebs' heart was stuck in his throat. "Hope you know what you're doing." Rob answered quite calmly, "I do," and pushed a little button on the control bar. Grebs noticed a green glow around his face shield and his hands. He then noticed that same glow was actually around the entire glider and both pilots. Faster they plummeted toward the ground. "Now," declared Rob, and pushed out all the way. The result was almost more than Grebs HANG GLIDING

could take. With seemingly no pressure on his body at all, the glider and passengers were reversed in their direction and sling-shot into the stratosphere. Again the control bar was brought back only further this time. The speed was unbelieveable. How this frail glider and these frail humans could take it was beyond comprehension. At an altitude of about ten thousand feet the control bar was again pushed out and again they were hurled back up, only this time into space and beyond the major gravitational pull. They continued their outward flight through the magnetic sphere, gaining speed by the minute. "The closer we get to the outer rim, the faster we'll go," explained Rob. "We still have about forty earth radii to go, but it will pass quickly." After about a half hour of watching the earth pull away and seeing how beautiful it was from space, Rob announced they had to make an adjustment. He dipped the right wing and they shot off in another direction. "Now comes the real tricky part," said Rob. "We're at the rim of the magnetic sphere. We have to keep going out a while longer, then head back toward the earth at just the right angle to bounce off the magnetopause with enough force to throw us through the bow shock and into the solar winds."

"Why don't we feel any of these very radical moves?" asked Grebs. "When we pulled out of those dives at the ground, I should have felt a tremendous G-force against my body." "That green aura around us," explained Rob, "is an anti-gravity field. With it on we can move within gravitational fields as we please with no counter effect. Remember that old law, 'For every action there is an equal and opposite reaction?' Well, not with that field on, there isn't. "O.K., we're far enough out," continued Rob. "You ready for the big bounce?" "Yea," exclaimed Grebs. "I'm enjoying the hell out of it." Once again he pitched the wing down so that the anti-magnetic lower surface was not directly facing the magnetic field. They plummeted downward. "A little less steep," said Rob, as he brought the bar a bit up. Then suddenly the earth seemed to be jerked away from them at an oblique angle, as they shot through space heading for those winds. For that extra push, just at the time of collision with the magnetopause, Rob jammed the control bar fully forward, allowing the anti-magnetic material to fully repel and the ionized plasma to fully attract their respective properties. Speed is indetectable in outer space, but at the rate the earth was falling away, Grebs

knew they were flat out moving. Rob hit another button on the control bar which turned the aura to a bright silver. A sudden jolt hit them that shook Grebs to his boots. His first thought was that a meteor hit them. "We're through," announced Rob. "That's what the bump was." "You could have warned me," said Grebs reproachingly. "What, and spoil your fun," answered Rob. "Look there's Todd. He's been waiting for us." To their right they saw another glider with a golden glow, circling. "Where would you like to go?" asked Rob. "Just take me," responded Grebs. "This is your territory." "0.K. We'll make it a short one this trip. Around Mars and back. O.K.?" "A short one?" replied Grebs. "Around Mars? Sure, why not? You're the pilot." "Not any more," said Rob out of the blue. "You are," and let go of the control bar. "Me!" shouted Grebs grabbing the bar. "I don't know what I'm doing." "This part's easy. You turn the glider in the direction you want to go and push out. If you want to build up more speed, do a couple of three-sixties, then flatten and push out. Let the solar winds have full force reaction with the top plasma. That's Mars right over there." Rob was pointing to a small point of light. Grebs said, "O.K. Here goes. If I do anything wrong don't hesitate to jump right in.,,

Then he executed a couple of three-sixties and jammed the control bar forward. The earth pulled away like someone fired it out of a gun. The stars didn't seem to move, of course, because of the distance. But, the earth was becoming smaller by the minute. Grebs thought to himself how he had come to be here, in control of a hang glider that soared solar winds and zoomed around planets. The guys would never believe it. "The guys," he thought, "and Kris." Once again he slipped into a bit of a depression at the thought of never going home. It was hard to comprehend all the beauty and the wonderful things around him. He should be happy to be the only one of the gang to be able to see and utilize these advances. But he would give it all up to be able to go back. We always want what we can't have. "What are you thinking about Grebs?" inquired Rob. "Oh, nothing much," he replied. "Just thinking what I would give to show my old hang gliding friends this thing." "If you could go back in time," asked Rob, "would you want to take this back with you?" "Sure," he answered finding the question rather stupid. "Wouldn't you?" "It's a redundant question," said Rob. "If I (cominued on page 43)

APRIL 1983

An instructional column for the new pilot. by Erik Fair Uhhhh - I don't know exactly how I want to put this. Actually I'd rather not put it any way at all since it is a tremendous source of shame and embarrassment to my favorite pilot (outside of Chuck Yeager) and my favorite author (outside of Kurt Vonnegut Jr.). I am speaking of myself of course and I suspect it's time to stop beating up on the bush and fess up. The fact is I cannot, in good conscience, pontificate on the subject of crashing as I had hoped to in this installment of The Righi Sruff Remember last month how I said that any article on crashing "just has to be preceded by an article on how to avoid crashing"? Would you believe? "has to be preceded by two articles on how to avoid crashing." Have I said anything yet? No? So imagine a sit-com character, perhaps the Fonz, in that well-known situation in which he has to say something that is extremely difficult, if not impossible, for him to say. So imagine me blue in the face, contorted and struggling, saying to all of you: I BLUUHHH, BLUHHHHH, - I UNGGGHHHHH - I BLUUUHH, I (oh, Lord save me) BLEW (whew) A LAUNCH! Yep. Dead air. The old (treacherous) Mt. Wilson launch site. Me, bloated beyond recognition by holiday turkey and pie, hooked into a 160 square foot glider I've never flown before, having not flown in four weeks, telling myself, "go ahead big fella, you're a pro diver guy, aren't ya?" Ran her right off the hill into some ugly tip snatchin' bushes. Thought I was gonna die. (Walked away without a scratch.) Hand in the cookie jar. Standin' in a corner. Wearin' the dunce cap. End result? You poor people get to wade through a column on the subject of"Advanced Pilot Syndrome," what it is, how to avoid it, and how avoiding it will keep you from "crashing" which we'll talk about next month, assuming I'm not allowed near a hang glider between now and then. Don't go away!! I swear I'll keep the "maudlin confessional" aspects of this piece to an absolute minimum.

WHAT IT IS! The way I seize it, Advanced Pilot Syndrome can be defined as: The tendency of a very experienced, thoroughly competent hang glider pilot to take his experience and skills so

of The Right Stuff. (You beginner and novice pilots should be proud of yourselves. You're the only ones in the rating system that haven't had a -Yeccchh- "Syndrome" named after you. Yet.)

WHEN YOU THINK YOU HAVE IT KNOCKED That, my friend, is when you become extremely vulnerable to APS. It doesn't matter when, where, or who you are. The instant you consider yourself as "having arrived" or as "having everything figured out" is the instant that you become sloppy in your observance of such basic safety procedures as pre-flight checks, hang checks, and regular equipment inspections. Here's how I, an advanced pilot, know. (Yes, this is the "maudlin confessional" part.) Within the past six months I have:

much for granted that he becomes careless and/or complacent in his observance of safety procedures and in his decision-making processes. (Puff Pufl) Just so we know who we're talking about let's call "very experienced" 100 hours or more airtime. Let's call "thoroughly compe-

tent" achievement of all USHGA Advanced (Hang IV) rating requirements. Anyone who meets either or both of these criteria is a potential victim of the dreaded APS. APS is not to be confused with IS (Intermediate Syndrome) which has been labored upon at length, most recently in an installment

1. Failed to pre-flight my glider. (A student was there to take me to task on the matter.) 2. Had to be reminded to hook in just prior to my very first tow launch. And my very second tow launch. 3. Failed to inspect, upon delivery, a new harness and later discovered (subsequent to crash down at Mt. Wilson) that a main support strap had not been sewn together. (The "hot-knifed" connection failed on impact. I had put 10 hours on the harness previously.) 4. Test flown a glider without a #4 batten. (Yes it had a major league turn in it.) You wanna talk carelessness and complacency in the judgement department? Look at how much evidence I ignored in the Mt. Wilson debacle. Not only that but I personally know other advanced pilots from all over the country who have in the past year made the following brilliant decisions: 1. Consciously decided not to bother with a hang check for tandem passenger because everything was "just fine last time." (The passenger hung low enough to interfere with the pilot's control.) 2. Initiated a takeoff run in a dead air lull of a downwind day without feeling level and balanced because "I was having trouble getting set and felt I'd be safer in the air." (Stalled, caught tip, crashed.) 3. Initiated a 360 degree turn too low and HANG GLIDING

justified it by "figuring there would be lift (not sink) right next to the ground like there usually is." (Flew into the ground, multiple stitches in the face, badly damaged glider.) 4. Stalled a 130 degree wingover in gusty conditions as a way of celebrating an apparent competition victory. (Fell into glider, deployed chute, landed safely, got disqualified from the meet.) 5. Went for a nostalgia flight on an older, extremely statically tail heavy glider and fail-

"Good judgement is the product of experience. Experience? Well . .. that's the product of poor judgement." Someone, Someplace Who Knew Something ed to recognize the need to concentrate on keeping proper angle of attack in the initial few steps oflaunch. (Stalled launch, caught tip, ground spun back into hill.) 6. Elected to "play around in the bottoms of clouds." (Whited out for 25 minutes, miraculously landed safely.) 7. ETC. and ETC. and on and on ad absurdum. All perfect examples of Advanced Pilot Syndrome. All a result of carelessness or complacency. All performed by pilots who by most standards imaginable are advanced level pilots with reputations for being conscientious, conservative, and responsible. NO I'M NOT GOING TO NAME THEM. They're all bigger than I am and have fragile egos. (Send $100 to the World Team Fund and I'll send you the names.)

IDIOT LIGHTS You know those things they put in cars instead of oil pressure gauges, temperature gauges and voltmeters? Those things that light up red when the car is about to blow up and it's almost too late to do anything about it? Here's some idiot lights that can help you ward off an attack of APS. 1. Yawning during launch (advanced boredom). 2. Leering at girls or boys throughout set-up (advanced distractability). 3. Thinking that this here hang gliding stuff isn't so demanding after all, once you get to a "certain level" (advanced self-assurance). 4. Shortening or eliminating your pre-flight check. Eliminating your hang check (advanced stupidity). 5. Assuming that favorable conditions and/or perfection in execution of maneuvers will see you through questionable situations APRIL 1983

(advanced wishful thinking). 6. Attempting to do things that you know you really shouldn't be attempting to do just because you "ought" to be able to do them because you are an "advanced" pilot (advanced self-delusion). 7. Forgetting why you're standing around in a cloud on top of a mountain with a 20' long "fat pole" on top of your car (advanced senility). The point is this: When you see these or other red lights flashing in your face, for God's sake wake up and correct the situation before you crash like me and those other guys did. It's dangerous to feel like you "have it knocked" in this sport. It's even potentially lethal. It only takes one screw-up to do you in and if you allow yourself to become careless or complacent, no matter how hot you are, you greatly increase your chances of screwing up. You beginners, novices, and intermediates listen up now! You won't ever "have it made" in this sport and if you ever think you do you're in a "world of pooh."

DAVE? Since I myself have seen each and every one of the red lights mentioned above since I earned my advanced rating, and since a few of them have been flashing at me quite recently, I thought - I thought - uhhh - let's see now - what was I thinking? Have I said anything yet? Hello? Anyone home? Dave? Is that you, Dave? Send questions or responses to: The Right Stuff, c/o Hang Flight systems, 1202 E. Walnut, Unit M. Santa Ana, CA 92701. ~ (conri11ued from page 41)

(Time Soaring) could take something back, I would have already done it, and I didn't." Grebs indicated he didn't understand, and Rob set about explaining the 'Paradox of Time Travel.' "As an example," Rob began. "If you were able to go back in time and took one of these gliders, then you would be two thousand years old, instead of the latest model. To go back in time means it has already happened. You existed and went into that cloud not yesterday, but two thousand years ago. That time is passed and everything that happened, did. If an action began here and ended there, then it has already ended. Got it?" "I guess so," answered Grebs a bit confused. "Before we go any further with this discussion," said Rob, changing the subject, "We have a little problem that's a bit more immediate." "What's that?" inquired Grebs. "You're heading straight for Mars. Do you

think it will be there when we arrive?" asked Rob. "What? Of course it'll be there." "No it won't," announced Rob. "You're used to flying from one mountain to another. Mountains stay put. We fly from one planet to another, remember? Planets move in orbits around the sun. Continuing on the heading you've chosen, when we arrive at the orbit of Mars, it will be millions of miles away. But, if you read the gauge to the upper right in your helmet, you will see it displaying a heading from where we are to where Mars will be on a direct intersection. It will seem as though we are flying away from the planet, but it'll be there when we arrive. I'll correct the heading this time." "It would be embarassing to aim at a planet and miss," remarked Grebs trying for a bit of humor. "It's easier than you think," said Rob. "Mars at its closest point to Earth is about forty million miles away, and at its furthest point, about two-hundred forty million miles. Our flight will be about two hundred million miles each way. At that distance the margin for error is very slight." "You mean, you could miss a planet and go zippng off into space?" "It's happened," said Rob. "With advancement comes an equal share of difficulty and complexity. That's why the gauges in the helmets. They're fully computerized." "How long will the trip take?" asked Grebs. Rob did a quick calculation in his head and answered, "Let's see. Two hundred million miles would mean six million four hundred eighty thousand miles per hour average, which would take thirty point eight-six-four-two hours each way. In other words, out and back will take us just shy of two and a half days." "Two days?" remarked Grebs. "This is unbelievable. In my day it took rockets months to get to Mars." "Rockets," corrected Rob, "use fuel then coast. We are continually being pushed by the solar winds compounding themselves on our wings. The faster we go, the faster we are pushed. You see, part of the pressure of the solar winds on our sail is the pressure of light and that keeps multiplying until eventually it would propel us equal to its own speed." "We could fly the speed of light?" asked Grebs completely dumbfounded. "I said eventually," replied Rob. "It would probably take more years than one is alive. Plus these wings are not made for full utilization of light. That kind of wing would be a mile square and super light weight. Definitely not foot launchable." Grebs thought to himself that it wouldn't surprise him a bit, if in another two thousand years hang glider pilots weren't flying around the galaxy at twice the speed of light and taking it all as a matter of course.

Continued next month ... 43

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS BEGINNER Region

Name, City, State

Scott Beckett, Santa Rosa, CA Terry Harvey, San Jose, CA Jack Mitchell, FPO San Francisco, CA Lt. Robert Takas, FPO San Francisco, CA Christopher Thomas, FPO San Francisco, CA

2 2 2 2

Charles Griffith, Agoura, CA

Howard Amundsen, Scottsdale, AZ

Stephen Gobelrnan, Rolla, MO Stan Koszelak, Midwest City, KS

6 6

James C. Lagrua, State College, PA Gregory Roberts, Glen Burnie, MD Roger Scharf, Philadelphia, PA

Wordley Frye III, New Srnyra Beach, FL

Dennis Edwards, British Columbia, Canada David Edwards, British Columbia, Canada

Foreign Foreign

NOVICE Name, City, State

Region

Don Gill, Montesano, WA Thomas Meyers, Pomeroy, WA Carol Sturtevant, North Bend, WA George Sturtevant, North Bend, WA

1 I I

Kenneth Bachenberg, Fresno, CA Andy Fawcett, Atherton, CA J arn~s L. Herd, Pleasanton, CA Mac Powell, Modesto, CA Gary Vosters, Santa Clara, CA

2 2 2

2 2

Name, City, State

Region

Name, City, State

Fabrice Gros, Belgium Patrick Holman, Ontario, Canada

Foreign Foreign

David Erik Freund, San Diego, CA Eckart Gotschin, San Diego, CA James Lasser, Laguna Beach, Ca John W. Lewin, San Diego, CA Roderick Newton, Santa Barbara, CA John Pitt, Corona Del Mar, CA Debbi Renshaw, Tujunga, CA Philip Warrender, Sunland, Ca Cynthia Windsor, San Diego, CA Don S. Zellet, Santa Barbara, CA

INTER MEDIA TE Name, City, State

Region I I

Craig Cox, Jacksonville, OR David Lapp, Ashland, OR Ken R. Merrill, Spokane, WA Kirk Mohror, Spokane, WA John Allen Azevedo, Morro Bay, Ca Paul Getty, Sausalito, CA Rolla Manning Jr., Las Vegas, NV Michael McKinney, FPO San Francisco, CA Dereck Smith, Reno, NV Thomas \'<?hite, San Francisco, CA Connie Lee Work, Dunlap, CA Bob Zuparko, Berkeley, CA Charles Bailey, Woodland Hills, CA Roger William Cook, Placentia, CA Torn Greenhaw, Bakersfield, CA Frank Hines, Encino, CA Timothy Hall, San Diego, CA Verne Lofquist, Garden Grove, CA Eric C. Smith, Cardiff, CA Tom Trozera, Del Mar, CA Steve Williams, Bakersfield, CA

3 3 3 3 3

4 4 4

2 2 2 2

Gregg Harmon, Pocatello, ID Steve Shotwell, Pocatello, ID

5 5

Dave Morton, Ft. Smith, AR

3 3 3

G. Bruce Carlson, Eden Prairie, MN

C. Scott Beyer, Yellow Springs, OH Daniel Brotto, Baltimore, MD

9 9

Mike McCain, Pinson, AL Charles B. Rornein, Rock Hill, SC David Schmidt, Ooltewah, TN

10 10

Karl H. Herrington, APO, NY

3 3

4 4 4 4 4 4

Stanley J. Nowakowski, Teton Village, WY Clarence Reddick, Jackson, WY

5 5

Henry Lawton, Hackett, AR

Ken Beierlein, Mt. Clemens, MI Kevin Williamson, Detroit, MI

7 7

Robert Burdick, \'<'est Pawlet, VT Charles Forstbauer, New Britain, CT

8 8

Mitchell Housch, Las Cruces, NM Ray Olroyd, Phoenix, AZ

4 4

Robert Meigs, Lansdale, PA

Duane L. House, Billings, MT

Larry McDonald, Greenville, SC

Nancy Ostdiek, Atchison, KS Vern Ostdiek, Atchison, KS

6 6

John W. Allen, Poughkeepsie, NY Charles Carder, APO, NY

12 12

Stephen F. Dillon, Chesterton, IL Dale William Mohler, East Peoria, IL Dennis Prough, Utica, MI Thomas Tierney, Bloomington, IN Kirk Van Blaircorn, Nappannee, IL

7 7 7 7

Scott E. Love, Greenboro, NC Bob Schanz, Nashville, TN

10 10

Foreign Foreign

Rick Barnett, Dhahran, Saudi Arabia Kirk Blakley, Dhahran, Saudi Arabia

Foreign Foreign

BRONZE AW ARDS ISSUED WITH NOVICE RATINGS Name Don A. Boardman Marion G. Ceruti Douglas E. Grubb Ken Krajnik Mark S. McClintic Andrew Millat Peter Olson John L. Shook Jr.

OFFICIALS EXAMINERS Region 4

Name, City, State Bob Thompson, Glendale, AZ

OBSERVERS 2

Roland Rice, Alameda, CA Kris Doe, Ventura, CA Debbi Renshaw, Tujunga, CA Fausto Arcos, Quito, Ecuador Siephen Wilde, Quito, Ecuador

3 3 Foreign Foreign

ADVANCED Name, City, State

INSTRUCTORS B - Basic A - Advanced * - Recertification

Region

Ken Seligman, Seattle, WA

Mark Brown, San Diego, CA Raymond Eichler, San Jacinto, CA Galen Fisher, Hemet, CA Bill Floyd, San Diego, CA

3 3 3 3

David Cooper, Austin, TX Ann Hoehn, Graham, TX

Don A. Boardman Ill, Rome, NY Jennifer Shea, Walden, NY

12 12

3 3

James Criffteld, Lyons, CO George A. Greer, Engelwood, CO Ron Hillegaart, Ft. Collins, CO James McEown, Phoenix, AZ Troy Olroyd, Phoenix, AZ Jeffery Roberson, Salt Lake City, UT

Otto Hofstetter, Luzern, Switzerland Fausto Valdevieso, Quito, Ecuador

3 3 3

Glen H. Banks, Fair Acres, NM Terry Drake, Grand Junction, CO Travis Olroyd, Phoenix, AZ

Christian Anderson, Santa Barbara, CA Torn Carr, Goleta, CA Marion G. Ceruti, Kailua, HI Jeffrey M. Danner, San Diego, CA Doug Englekirk, Pacific Palisades, C Mark Hug, Covina, CA Gary A. Powell, Riverside, CA Anthony Skinner, Mililani Town, HI

3 3 3 3 3 3

Region

BB*A A-

Steve Espinosa, Aptos, CA Harvey B. Creech, Ramona, CA Howard Mitchell, San Diego, CA Johri Alden, Columbus, OH

2 3 3 9

HANG GLIDING

FEBRUARY LILIENTHAL AWARDS BRONZE Robert Knuckles Dedy Widorso Christian Andersen Thomas Clement Mark Mulholland

SILVER Christian Andersen Eves Tall Chief Jim Hicks Connie Lee Work Thomas Clement

DIAMOND Paul Banken, Rt. Wing (comitmed from page 38)

(Chapter News) Hodges, detailed the agenda that included the 1983 Regionals, rating program review, fees and site procedures. Region #2 is on the move.

"Wind Writer" Houston Hang Gliding Assn. (#71) 1026 Dreyfus #16) Houston, TX 77030 Hary Snyman, editor Michael Poythress has a good way to improve landowner relations - give them a 14 X 16 color enlargement of that unique kind of aerial photography. Now, if the conditions will allow a photo-flight ... November 6th saw 21 hardcores slugging it out in the HHGA sponsored "El over Dee." Randy McCleave won it in a Sensor 180 with a 1.4 lb./sq. ft. wing loading. The Housto11 Chronicle picked up the Honduras story and published it in a weekend supplement call Texas Magazi11e. Ken Hammond got the byline and the pies were by Texas Team members. 1/83 - Mike Poythress' minutes of the December meeting reveal that Randy McCleave did the longest XC from Packsaddle in 1982. The 22-mile effort was rewarded with a case of beer. Was it that Lone Star brew? Henry M. Wise took time to write about his "First Soaring Flight." It is very enjoyable reading and great advertising for the magical sport of hang gliding. Henry writes, "It's the most exhilarating, yet peaceful feeling I've ever had." 2/83 - A comprehensive membership roster is published by the HHGA in this newsletter. A very handy way to allow members to communicate beyond the regular meetings and landing area "bullslinging" sessions. Another first rate performance by an award-winning club! ~ APRIL 1983

13good reasons why theNE.WAltimaster IV should be on your flying machine

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

~-s_s_E_IN_c_o_n_P_O_RA_TE_D_, ...

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

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

Stop guess,ng your al!ltucle The AL Tl MASTER IV will tell you dt a glance. accurately and reliably. Only S 89.95 at authorized SSE Dealers worldwide

* Dealer inquiries invited

1281

EMPLOYMENT OPPORTUNITIES

Be Ready For Spring Flying with the

If you'd like to run a business, here's a good way to get started.

Specializing in the Development of Hang Gliding & Ultralight Accessories

TymoriM Downtube Fixture Pot. Pend.

Now you can make your own downtubes and save time & money!

Kitty Hawk Kites is still growing! Highly motivated individuals looking for new challenges are sought for both East and west coast opportunities. A leader in the hang gliding industry, we are now diversifying into Ultralighting, Sailing and Retail Fields. we are seeking,

Hang Gliding Instructors-Individuals at all skill levels with strong interest in hang gliding will be considered. we will train and certify qualified people. This is an excellent starting position to·advance to other company positions.

• All you need is the i Tymon™ Fixture, length of tubing, drill motor & hacksaw.

Windsurfing and Salling Instructors-Highly qualified individuals who can teach and sell are needed. Experience is desirable. !East Coast Only.!

• Fixture comes in kit form with drill bit.

Repair Technician/Manager-Strong mechanical ability and knowledge of hang gliding and sailing equipment.Experience with sales or own business desired. !East coast Only.I

39.95

• Ask your dealer for the TymoriM Downtube Fixture

Managers-Hang Gliding, Ultralightling, Sailing and Retail People with management experience in action sports field. Potential to operate own store.

DEALER INQUIRIES INVITED

Please specify fixture to fit 1" or 1 1 I 8" tubing Make checks or money order payable to: TYMON™ CORP., P. 0. Box 2118, Florence, AL 35630 (205) 764-6161 Information packets also available - $1.00

Fringe Benefits include health insurance. bonus, vacation ,and liberal equipment discounts.

---~

Call Mark Alrey on East coast. (1 ·800·334·4777) and Jim Johns on West coast (1 ·408·384·2622) Or send resume to:. Ralph Buxton P.O. Box 340, Nags Head, N.C. 27959

C.LA5S1rlf.l) AbVC.RTISIN(r

LOOKING FOR A USED GLIDER? SELLING YOURS? Doug Hertzog's Hang Glider Referral Service now operating NATIONWIDE! (213) 436-4891. Distance calls returned collect.

VAYIPYRE 160 - White on white - excellent condition -only 36 flights 1\t\akapuu, Oahu, Hawaii. Plus parachute, har~css, etc. $1495. (808) 235-5963.

,\,!EGA fl! 190, '80 - Low airtime, new frame, must sell. $1000. or best offer, (614) 885-8813.

WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020.

lv\lNI-CIRRUS - Pilot weight range 95-135 !bs. Excellent flying condition. Also, Sky Sports supine harness, etc. $300. (703) 6834265.

Rigid Wings

MOYES MEGA II 172 - Flown twice, $1095. Bennett Bailey tow system, $250. (414) 542-8040. 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.

NEW MOYES MAXI 875-9486.

Quick set-up. $700. (704)

PRO AIR 180- Excellent condition -$1050. Lazor II 195, great first glider, $475. (619) 347-6519. PROST AR 444-5455.

160 -

Superb, clean sail,

S1300.

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.

PRO ST AR - brand new custom sail, $1300. Mosquito, make offer. Cocoon harness, $75. Ball vario, $190. (619) 743-2245.

COMET 165 - Excellent condition. Low airtime, SI 300. Will ship (213) 869-2282, day, (213) 863-4218, night.

PRO STAR 195, 1982 - Dark blue & white, under 5 hours, S1275. Harness included. Gary (312) 244-0529, after 6:00.

COMET 185 - Excellent condition. Low airtime. $1300. Knoxville, TN. (615) 573-6918.

CIRRUS 5B - Hardly flown, like new, harness, bag, $600. (806) 488-2737.

RA VEN 229 - Excellent condition, eleven hours airtime, never flown on training hill. $750. (703) 521-9611.

DEMON - $1000., Harrier I's. 177 & 147, $1100. each. super Lancers (Demos 1 hour or less) 200 & 180, $700. each. C 3 180 & 450, make offer on 185.6 D, XC 220's, Phoenix 8 Jr., 169 Spyder, 160 O\y, 201 sq. Wasp. 5% of any sale will go to World Team Fund. Mel Hair, (918) 445-8822.

SEAGULL 11 METER - Excellent starter/intermediate, superior performance, $747. Eipper supine harness, $65. (602) 833-6017.

No reasonable offer refused. (805)

HARRIER 177 - Very good condition-clean-spanwiseearly '82 mylar, $1 lOO. Lytek vario, $125. Both, $1200. (512) 452-5145. HARRIER 177 - Blue & white, '81. Will ship, $850. (612) 739-4891. HARRIER 177 - Wills Wing with helmet and harness. $1,100. (213) 674-9169. 2 HARRIERS - 177 & 147. Both 'Bi's with low time. $1000. each. (714) 892-0514. HARRIER II 147 - Rainbow double surface, like new. Cartop carrier included. $1350. Greg, (213) 399-5315.

CALIFORNIA CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills, UP and FD. Come visit us! (415) 756-0650.

ELSINORE VALLEY HANG GLIDING CENTER Certified, experienced instruction, foot launch and power. Sales for major manufacturers. .lv1ajor repair facilities. Flight instruction and repairs perforrned under the supervision of FAA licensed management to manufacturers and aircraft standards. See and fly the new Eagle XL! Day phone: (714) 678-2050, night: (714) 781-9222.

STREAK - Tri-ply sail, built for Bob England (Designer) for Masters, $1600. Special competition Demon - $1200. Demon, $900., Lazor, $500. (704) 733-0248. UP FACTORY CLEARANCE SALE Can't afford to pay $2000, or even $!000 for a good quality soaring machine? UP dealers are now offering new and used late model non-current production glide ·sat a drastically reduced price. These gliders offer near stete-of-the-art pe~formance, are H.G.M.A. certified 1 and at : fraction of their original cost are probably the best value en the market today. GLIDER USED NEW 192 Spyder I 149 Firefly 2 178 Candor 146 Mosquito 166 Mosquito 196 Mosquito Contact your local UP dealer for a price quote or more details.

SPRING CLEARANCE SALE LIKE NEW: Comet 165-$1500, X-180-$1450, Gemini 134-$1400, X-140-$1350, Centurion 165-$1300, Meteor 190-$1200, Mosquito 166-$700. GREAT SHAPE: Comet 185 OVR 11-$1250, Raven 229-$950, Firefly 28 181-$600, Talon 140-$350. GOOD CONDITION: Comet 185-$1050, Comet 165-$1050, Raven 209-$850, Condor 194-$600, Cirrus 58-$400 Many harnesses, etc. Good prices, Shipping anywhere. Call/write: Treasure Valley Hang Gliders, Box 746, Nampa, ID 83615 (208) 465-5593. APRIL 1983

SKY BOUND HANG GLIDERS - Full time, full-service shop. New and used gliders and equipment, certified instruction, repairs, accessories. 10250 N. l 9rh Ave., Phoenix, AZ 85021. (602) 997-9079.

RA VEN 209 - Excellent, never damaged, $775. SST 100 B, $250. Prone harness and chute, $125. (714) 982-6649. RAVEN 229 - Excellent condition. Very clean sail, $600. (218) 724-2387.

NEW DUCK 180 648-2429.

DESERT HANG GLIDERS -4319 \V. Larkspur, Glendale, AZ 85304 (602) 938-9550.

PRO-STAR 195 - 5 months new, excellent condition. Brown double surface with blue, gold, red split panel on one side, $1495. SUPER LANCER 180, 1981 - Flown by little old lady on Sundays. Purple, dark blue, light blu~, white. $995. Can ship. Phone (801) 572-0678.

COlvlET 185 - Perfect condition. Beautiful spectrumcolored sail with white trailing edges. $1495. (304) 599-4729.

DEMON 175 - Excellent condition, low airtime, $1375. (408) 384-2622 Dave.

ARIZONA

(303)

PROSTAR 160, 1982 - $1100. Comet 165, 1981, $!000. (303) 221-3571.

COMET 185, COMET OVR II 185, GEMINI 184 - All in ex. flying cond. & reas. priced. (303) 697-5942.

Schools and Dealers

PRO AIR 180, '81 - $!000. '82 185 OVR 2, $1700. Knee hanger harness, $45. (602) 356-6689.

Rogallos

COMETS - 165, $1150., 185 OVR II, $1500. Both very clean with low airtime. !I-lust sell. Mike, (412) 821-1360.

FLEDGE IIB - All red with gold mylar pocket, velcro tensioners, trailing edge battens, and bottom surface extended at root, $850. Art, (619) 457-4400 or (619) 753-3002.

FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG FLIGHT SYSTE/1-iS - Certified instruction program, beginning to advanced levels. Featuring \Xfills \X'ing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instructioo, service and sales since 1974. Full stock of new and used UP and \Vills glidersi harnesses, helmets, instruments, accessories and spare parts. Located minutes from US 101 and Oying sites. 613 N. Mil pas, Santa Barbara, California 93103. (805) 965-3733.

WOULD-I YOU PAY 25¢ FOR A MAGAZIN~ YOU DON'T RECEIVE? .· HELP US ELIMINATE COSTLY . . Po:sT OFFICE RETURNS Your USHGfotnow pays a quarter for every member who moves ancJ doesn't report his or her address to the USHGA in dme to make the change on the mailing list for the next/ issue of HANG GLIDING magazine. The Post Offic¢ returns undeliverable magazines to us and charges ;us 25¢ In the final analysis we are all paying for ma~~zines that never get read. Please remember to let ·the USHGA know immediately when you move Tha k you fo1 vour cooperation. i

HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equip· ment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315.

formation and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 731-7766. SKYWORKS HANG GLIDING & UL TRALITE AIRCRAFT of the South Bay Area offers you Certified Instruction - Sales - Service. Major Brands. P.O. Box 406, Milpitas, CA 95035. (408) 559-3398.

HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL - USHGA Certified instructors, observers serving Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or 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!

WINDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED ULTRALITE center in Southern California. Large inventory of

MISSION SOARING CENTER - Test ny 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.

FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since 1974. Major Brands, Sales, Service, Professional Instruction. Fly "Earl's Ranchn. Box 38, Hesperus, CO 81326. (303) 533-7550.

new and used gliders, ultralites, parts and accessories. Com·

plete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836. COLORADO

CONNECTICUT AIR WISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presentation available. CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and U.P. Ultralight dealer for Vector 610, winner of London to Paris Ultralight race. USHGA certified instructor. HAWAII OWEN'S VALLEY HANG GLIDING CENTER ULTRALIGHT SOARING SPECIALISTS - Sales, all major brands plus accessories - Service - Launch shuttle - Soaring seminars - Foot launched & powered competi· tions - Newsletter subscription, $1.00. 700 Airport Road, Bishop, CA 93514. (619) 873-4434.

SAN FRANCISCO SCHOOL OF HANG GLIDING Gliders & equipment sales & rentals. Private & group instruction by U .S.H.G.A. certified instructors. Local site in-

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) 878-1271. TRADEWINDS HANG GLIDING - Box 543, Kailua, Hawaii, 96734. (808) 396-8557.

from

IDAHO SUN VALLEY SENSOR - New and used Sensor 5IO's. Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 726-5399. TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - dealers for most major brands, accessories - great site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593. ILLINOIS PROA!R/PROSTAR/FLEDGE Ill/FOX BAT sales, service, flight accessories and Ball variometers - Midwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (312) 244-0529. INDIANA BAT-SAIL ENTERPRISE, INC. - Central Indiana's original Hang Glider/Ultralight dealer. Sales, service, and parts for Flight Designs, Moyes, U.P., and Wills Wing. Your foot-launch, towing and ultralight headquarters. AOPA certified instruction. 6040 Ashway Ct., Indianapolis, IN 46224, (317) 291-9079. MICHIGAN ~~~~~~~~~~~~~~~~~

SOUTHEAST MICHIGAN HANG. GLIDERS - Sales and instruction in Ultralights, Free Flight and towing. Dealers for Eagle, UP, Flight Designs, Delta Wing and Soarmaster. 24851 Murray, Mt. Clemens, MI 48045 (313) 791-0614 - Since 1975. MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjov the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 551 l3 (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.

DEL TA WING

2 WAY F.M. RADIOS ONLY $79 With V.O.X. and press-to-talk button • Ultra light weight • Hands free voice activated • Windscreen protected boom mike • No operators license required • 9 volt battery powered • Headset mounted whip antenna for maximum range • Audio and mike sensitivity controls • F.M. transceiver measures %" x 21/2" X 4"

• Ideal for hang gliding schools and cross country teamwork • Dealer inquiries invited P.O. BOX 483 • VAN NUYS, CALIFORNIA 91408 • PHONE (213) 785-2474 / 787-6600 48

HANG GLIDING

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 pans. Quicksilver ultralight sales and instruction. Open all year. MOUNTAI~ WINGS INC. - The northeast's newest and largest hang glider and ultralight center. Located only 6 miles from Ellenville. Our product line includes: Flight Designs, Delta Wings, Seedwings, Manta, U.P., Progressive Aircraft, Pacific \Vindcraft, 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 1\.iountain \X'ings Inc., Main St., Kerhonkson, NY 12446. (914) 626-5555 for friendly service.

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.

Parts & Accessories

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

ACCESSORIES: l - 124 ft. Odyssey, $225. I · new 124 ft. Odyssey Shoot, $275. 3 - lv1oyes stainless tow bars, $250-S350. (704) 875-9486.

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

CLOUDBASE SPAGHETTI HARNESS - Tan, height 5'8" to 6'0", like new. $90. (218) 722-3137.

WYOMING

COLVER VARIO,\-!ETER $160. Call (704) 258-8898.

International Schools & Dealers JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta, La 1Vloueue, Delta \'v'ing, Flight Designs, \X'imer, Litck, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. I 104 Rekku Shibakoan 2/I 1/I 3. Shibakoan Minatoku Tokyo, 105 JAPAN. Tel. 03/433/0062.

HANG GLIDER EQUIPMENT COMPANY - For all your Hang Gliding needs. \Xie are dealers for all major brands. Write or call for free price list. 3620 Wawona, San Francisco, CA 94112, (415) 992-6020.

SWITZERLAND

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nagshead, N.C. 27959 I-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. \X'ills Wing Gliders, Pterodactyl ultralights, expert repairs. Scott Lambert, (704) 875-9486. PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866. TEXAS AUSTIN AIR SPORTS - The central Texas outlet for those who like to fly. We sell & service hang gliders, ultralights, windsurfers & landsailors. We stock gliders & equipment from U.P., Wills Wing, U.S. Moyes, Bennett & Manta. USHGA certified instruction & demos available. Call us about our Mexico safari. 5508 Parkcrest, Austin, Texas 78731. (512) 451-2505. AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954.

Publications & Organizations

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 1 8002 Zurich, Switzerland, Airmail.

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.

Employment Opportunities

Ultralight Powered Flight

CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs.lwk. Exchange for lodging in Original Flyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. \X'atcrbeds, Video lvlovics, Color T.V., Pool.

BENNETT TRIKE - Yamaha engine. Excellent condition. $950. Knoxville TN. (615) 573-6918. BENNETT TRIKE - Solo engine, 6 hours airtime, perfect condition. $1095. Mitch, (619) 560-0888. KITTY HA WK KITES - Training specialists for ultralights. FAA certified Flight Instructors. Quicksilvers, parts in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic flight. 1-800- 3 3-1-4 777.

WATER SKI, SKY, & STAGE SHOW - Looking for experienced hang glider pilot who is interested in performing for a summer. OPPORTUNITY to learn other marketable skills. Call (314) 348-5103 or write Fort Osage Water Show, P.O. Box 327, Lake Ozark, Missouri 65049 for additional information.

SKYWORKS California.

Emergency Parachutes

Please sec ad -

Schools & Dealers -

Miscellaneous

AERO SPORTS INC. - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 364-5508.

NEW RAPID DEPLOYMENT B.U.S. FLY A\Y.:AY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta \X1 ing Kites & Gliders) Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

WASATCH WINGS INC. - Located minutes from Point

NEW & USED PARACHUTES bought, sold & repacked.

UTAH

For your soaring needs,

NORTHWIND AIRSPORTS: Come fly Bennett's new amazing untouchable STREAK!! Glider sales & services at the best possible prices. P.O. Box 432, Jackson Hole, WY 8300 I. (307) 733-4915.

NEVADA HIGH SIERRA HANG GLIDING & WINDSURFING - Box 865, 1000 N. Plaza St., Carson City, NV 89702. (702) 885-1891. Northern Nevada's complete Hang Gliding shop. Featuring Wills Wing gliders and accessories. Also, dealers for U.P. Sports, Flight Designs, Seedwings and Pacific Windcraft. Dealers for Bic and U.P. SailboardS. USHGA certified Instruction beginning through advanced. Region II instructors, observer and examiner. Parts, service, gliders in stock, also towing instruction.

HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116. (415) 992-6020.

Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" \Vhite w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. MAJESTIC EAGLE PENDANT 12K antiqued goldtone - $23.95 includes shipping, postage. Satisfaction guaranteed. Stan Foster, P.O. Box 4095, Sparks, NV 89432-4095.

r-----------------------------------------------------------

I I I

USHGA CLASSIFIED ADVERTISING ORDER FORM

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

1 word)

Photos - $10.00 Deadline, 20th of the month six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue).

Section (please circle) Rogallos

Rigid Wings

Schools and Dealers Emergency Chutes

Business Opportunities Publications & Organizations

Ultralight Powered Flight

Miscellaneous

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P.O. BOX 66306, LOS ANGELES, CA 90066 / (213) 390-3065

L----------------------------------------------------------J APRIL 1983

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

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

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

Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 81/, x 11 workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.

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.

STOCK IN KITTY HA \VK KITES - 222 shares, $30/share. Chris Starbuck, Rt. I, Box 104, Wildwood, GA 30757, (404) 820-9872.

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.

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 I 979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines. 40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have only heard of Torrey Pines. Booklet can also be purchased at site. $2. 50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066. WORLD'S BEST BALD EAGLE PHOTOGRAPH: 20" print, $15. Sample card$]. Eagle, Egegik, Alaska, 99579. The rate for classified advertising is 35¢ per word (or group of characters). Minimum charge, $3.00. A fee of $10. is charged for each photograph or logo. Bold face or caps 50¢ per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h 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 ..................................................... 11 Bennett Delta Wing Gliders ..................... 49, BC crystal Air ..................................................... 36 Finger Fairings.............................................. 9 Fllght Designs ........................................... 1, 25 Ollder Rider ................................................... 11 Hall Brothers ................................................. 52 International Sailboards ............................... 11 Kitty Hawk .................................................... 46 Lookout Mt................................................... 45 National car Rental ....................................... 15 Pagen Books ................................................. 52 Para Publlshlng ............................................ 1 o Pro Air ......................................... 18, 19, 20, 21 Santa Barbara HO .......................................... 52 sea Drake ...................................................... 52 Snyder Ent. ................................................... 46 south coast Air ............................................. 11 systek ........................................................... 52 Treasure Valley ............................................. 24 Tymon ........................................................... 46 Ultrallte Products......................................... 2 USHOA .................................................... IBC, IFC Whole Air Magazine...................................... 5 WIiis Wing, Inc ................................. 6, 7, 33, 51 Wolfe Aviation .............................................. 6 world Team ............................................. 23, 24

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

TYPE: Comet 165 #1651222. WHERE AND WHEN: Lookout Mt., TN Nov. 7, 1982. SAIL PATTERN: Custom: burgundy LE, black and yellow TE, black tips. Undersurface: burgundy LE, spectrum, yellow TE, left corner has black "UP." Keel pocket black with white "UP." Bag blue with yellow tips. CONTACT: Dave Freeman at Lookout Mt. Flight Park (404) 398-3541. Reward. No questions. TYPE: Comet 135 No. UPCMTl35054. SAIL PATTERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. II, 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: Gemini #UPGl3400M. 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. Reward. 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. 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 #UPGl84032. SAIL: Yellow nose, orange middle, red trailing edge (span-wise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521-7633. Reward. TYPE: Pterodactyl with Cuyuna 430 reduction 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) 632·4959.

TYPE: 1982 Super Lancer 200. WHERE/WHEN: Binghampton, NY 4/18/82. CHARACTERISTICS: Will not fly as is. No base tube, battens, or washout tubes. One down tube replaced with stock 6061 tubing. SAIL: Blue and white, orange bag. Stolen by wuffo expected to be sold in southern California. CONTACT: James McLaughlin (607) 771-1583 days collect. $500 reward for arrest and conviction. 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 Sunday, 5-2-81. CONTACT: Brian O'Kelly, 2300 West Haven, Bakersfield, CA 93304 (805) 832-3987.

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. 1, Box 167, Trout Dale, VA 24378 (404) 436-8504. TYPE: 172 Moyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dk blue lightning bolt on right wing. CONTACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079. TYPE: 1982 177 Harrier II #6744. WHERE AND WHEN: Fountain Hills area, NE of Phoenix, AZ, April 15, 1982. SAIL PATTERN: All white upper sail, blue lower sail, rainbow center panel. CONT ACT: Sky Bound Hang Gliders. TYPE: UP Gemini 184 #UPG184032. SAIL: Yellow nose, orange middle, red trailing edge (spanwise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521-7633. Reward. TYPE: Pterodactyl with Cuyuna 430 reduction drive #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. Hang Gliding publishes (free of charge) stolen gliders and equipment. New listings appear at the head of the column in bold. Type up your submission in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.

HANG GLIDING

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I ~t:J\on2?c.1t~~~ I MASTERCDM ~

PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER Up-to-date illustrated information guarWritten anteed to improve your flying. by a USHGA instructor. • HANG GLIDING FL YING SKILLS-DETAILS ON: BEGINNING FLIGHT * INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN * GLIDER REPAIR * SELECTING EQUIPMENT* THERMAL/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.

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THE FIRST COMPLETE FLIGHT RADIO _

Is your flying imited by poor communications? It doesn't have to be. The MASTERCOM has what you need. Attaching easily to the downtube with the shock-absorbing mount, the MASTERCOM gives you 40 channels at maximum power, a 1.5 amp-hour battery that recharges from your car, a center-loaded antenna, and either a power mike (system I) or a boom mike kit (system II). Everything is in· eluded. Nothing to make or modify.

Fly with a MASTERCOM and fly with the best! Price:

$249.95 (System I)

$285.95 (System II)

Contact your local dealer or send for our brochure at: Sea Drake Designs, 99 Trish Dr.J Novato, CA 94947 (415) 892-9606.

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OWENS VAU.EY HAAG GLIDING CENTER

• 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. • POWERED ULTRALIGHT AIRCRAFT-DETAILS ON: CHOOSING THE RIGHT CRAFT • AERODYNAMICS * CONTROLS * AIRMANSHIP * MORE. $7.95 + 60¢ POST. ***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 ~ ExceptPOWERED $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 DEALER INQUIRIES INVITED

THE SYSTEK VARIO

• (714) 873-44.'lA

Don Partridge

• Selectable sensilivily • Audio Threshold Adjust • Excellent Batlery Life • Total Weight 12 oz. • Fully Adjuslable Audio Sound

• One-Year warranly • Dealer Inquiries Welcome • Padded Storage Bag Add SB.00 • "KWIK CLAMP" Bracket Add $14.00

IIAPAJ ...--~

WOIIU) CHAMPIONSHIP\\ TEGB.IJll!IIG, GERMANY Ju. s • 11, nc

$195.00

Post 011,ce Box 548 Oak Ridge. TN 37830

The Hall Airspeed Indicator

FOR INFO PAK SEND

$3.00 TO:

NATIONAL TEAM AND SEE THE NEXT WORLD CHAMPIONSHIP IN GERMANY! FLY IN 5 DIFFERENT COUNTRIES. I695,- AIR-ROUNDTRIP, HOTEL, FOOD, EXPERT TOUR GUIDE.

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

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

Control Bar Protectors

5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00/pair Foreign & C.0.D. orders add $2.00 Hall Brothers P.O. Box 771-H, Morgan, UT 84000 C.0.D. Phone Orders

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

Foreign & C.O.D. Orders add $2.00

Control Bar Protectors

(801) 829-3232

USHGA MERCHANDISE ORDER FORM

B-1

B-2 8-3 B-4 B-5 8-6 B-7 88 89

8·1 D B-11 8-12 B-13 8-14 8-15

USHGA- •_ .· ,~J.

,.,

B-16

MANBIRDS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTDRS CERTIFICATIDN MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting. MAN.POWERED FLIGHT by Keith Sherman. History & modern tech nology, design considerations. FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HANG GLIDING AND FLYING SKILLS by Dennis Pagen. Beginners to experts instructfon manual. HANG GLIDING FDR ADVANCED PILOTS by Dennis Pagen. Tech niques for cross·country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual. POWEREO ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual lor sell-training & training schools. 11 lessons, te5ts and FAA Regulations. MANNED KITING by Dan Poynter. Handbook on tow launch Hying. MAH-PDWEREO AIRCRAFT by Don Dwiggins. 192 pg history ol flight. Features flight of Gossamer Condor FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edilion. Hang gliding pertinent information FA\ SPORTING CODE FDR HANG GLIDING. Requirements for records, achievements & World Championships. TORREY PINES by Don Betts, photos by Be"ina Gray. Rules, regulations, history of Torrey Pines. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners.

$17.95

USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signolfs (all levels), glossary of terms, awards.

AMOUNT

$ 2.00 S 7.50

$ 7.50 $ 7.50 $ 7.50

S 7.50 $ 8.50

$12.95

$ 4.50 $ 6.50

$ 4.50 S 1.00 $ 3.00 $ 1.50

$ 2.95

ITEMS 1-1A

••HEW" USHGA 'HANG GLIDIHG' 1-SHIIT. 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 fits all. Baseball lype/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) ••HEW'• USHGA BELT BUCKLE. Solid bronze. custom design, relief sculpture. 31/4 x 21k USHGA SEW-DH EMBLEM. 3" dia., lull color (red wings, sunburst w/black print). USHGA EMBLEM DECAL. 3W' dia., full color. USHGA BUITOH/PIH. 1W' dia., full color. LICENSE PLATE FRAME, "I'd rather be hang gliding." White on Blue.

HB 1·2 1-3

PRICE

An asset to ins1ructors. 24 pgs.

OFFICIA~

- - - ~F~UIP-

BOOKS

QUANTITY

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1-4 1-5 16 1-7 1-8 1-9

WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color. BUMPER STICKER. "Have you hugged your hang glider loday."' Blue on White.

1-10

$ 8.00

$ 8.00 $ 8.00 $ 5.00

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$12.00 $ 1.00

.25 .10 5.50 $ 8.95

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$ 1.75

HANG GLIDING/GROUND SKIMMER BACK ISSUES ·"SPECIFY BY CIRCLING ISSUE NUMBER·"ISSUES HOT NUMBERED ARE SOLD our· .. PRINTED COPIES:

PRIHTED COPIES: PRINTED COPIES:

20, 21, 22, 23, 24, 25, 28, 29, 30, 32, 33, 34, 36, 37, 38, 41, 42, 43, 44, 45, 47, 56, 58, 59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72 73, 76, 77, 78, 80, 82, 83, 86, 87, 86, 89, 90, 91, 92, 93. 96, 98, 99,100,101,102,103 105 - Current Issue .. HO TAX OH MAGAZINES ..

$ 1.00

$ 1.50

S 2.00

MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

Ordering Information: All prices include postage and handling (Prices sub1ect to change without notice.) Enter quantity and price of each ,tern ordered Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate. If you wish to receive your order faster. please include sufficient postage funds. No C.0.0.'s.

(Californians add 6% tax on merchandise only)

TOTAL

Foreign Orders: USHGA will ONLY accept foreign checks payable on a U S. bank in U.S. funds HD CHARGE ITEMS

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

STATE _ _ _ ZIP _ _ __

USHGA MEMBERSHIP APPLICATION FOAM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MERCHANDISE ORDER FOAM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENTHAL AWARD FOAM

ACCIDENT REPORT FORM (#15)

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