USHGA Hang Gliding June 1983

FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII NAME (Please Print)

ADDRESS--------------CITY _ _ _ _ _ _ _ S T A T E - - - - - - ZIP

PHONE (

D NEW MEMBER

D RENEW/USHGA # _ __

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

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

FAMILYMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII 1. NAME - - - - - - - - - - - - - - A N N U A L 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 subD NEW MEMBER D RENEW/USHGA # scription to Hang Gliding magazine.

SUBSCRIPTION ONLY •IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII. NAME

D (Please Print)

$22.50 SUBSCRIPTION ($25.50 foreign)

for one year.

ADDRESS _ _ _ _ _ _ _ _ _ _ ~ - - - ~

D

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

D

$40.00 SUBSCRIPTION ($46.00 foreign)

for two years. $57.50 SUBSCRIPTION

($66.50 foreign)

for three years.

ZIP _ _ _ _ _ PHONE (

D

$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 ark! $160.50) 0 FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) 0 SUBSCRIPTION, two years ($40.00, $46.00 foreign) 0 SUBSCRIPTION, three years ($57.50, $66.50 foreign) 0 TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ TOTAL D I would like $1.00 of my membership dues to be used for WORLD TEAM expenses.

D

USHCA will ONLY accept foreign checks payable on a US bank in US funds. (US dollars or International Money Order) Allow 4 to 6 weeks for processing.

I received this application form from:

Charge my O MasterCard

D VISA

Card No. _ _ _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature

P.0.Box 66306, Los Angeles, California 90066 USHGA Item #4

Revised 9/81

(213) 390-3065

e z

0

3

i0..

::c

I I

ii:E e

1111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111

I= ~i~9)2?c.1ts4~~ !

MASTERCDM :

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

Written by a USHGA instructor.

=

•HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT * INTERMEDIATE SKILLS • AERODYNAMICS • GLIDER DESIGN • GLIDER REPAIR * SELECTING EQUIPMENT* TH ER MA LING * MORE. $6.95 + 60¢ POSTAGE.

=

= = §===

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 included. 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., Novato, CA 94947 (415) 892-9606.

_

§ i§ i11111111111111111111111111·111111111111111111111111111111111111111111111111111111111111111i

•FLYING CONDITIONS-THE-ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE• ROTORS * WIND SHADOW • SEA BREEZES • WIND GRADIENT • RIDGE LIFT *THERMALS• MORE. $6.95 + 60¢ POSTAGE. •HANG GLIDING FOR ADVANCED PILOTS-DETAILS ON: COMPETITION • EFFICIENT TURNING* POLARS* SPEEDS TO FLY• THERMAL TECHNIQUES• DISTANCE SOARING• DESIGN CONCEPTS * MORE. $6.95 + 60¢ POSTAGE. •POWERED ULTRALIGHT AIRCRAFT-DETAILS ON: CHOOSING THE RIGHT CRAFT * AERODYNAMICS • POST. CONTROLS * AIRMANSHIP * MORE. $7.95 + 60¢ •••NEW••• •POWERED ULTRALIGHT TRAINING COURSE-A MANUAL FOR SELF-TEACHING AND TRAINING SCHOOLS-11 LESSONS AND RELATED GROUNDSCHOOLS-TESTS AND FAA REGULATIONS INCLUDED- $12.95 + 60¢ POSTAGE. ~ Except POWERED $11.95 + 60¢ POSTAGE FOR TWO $16.95+90HOSTAGE 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

13 good reasons why theNE""Altimaster IV should be on your flying machine

DEALER INQUIRIES INVITED

1. PRECISION JEWEL BEARINGS

2. ACCURATE

3. PRECISION GEAR TRAIN 4. TEMPERATURE COMPENSATED

5. LIGHT - 3% OUNCES

6. SMALL - 3" x 1'I." 7. RUGGED & DEPENDABLE 8.STANDARD AIRCRAFT BLACK FACE· 20,000' CAPABILITY 9.CAN BE MOUNTED ANYWHERE ( EVEN ON YOUR WRIST l

10. CAN BE ZERO'D TO ANY GROUND ELEVATION

11. QUALITY BUil T 12. SPECIFICALLY MANUFACTURED FOR ULTRALIGHTS

13. RESISTANT TO DUST AND MOISTURE

~ SSE INCORPORATED )

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

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

Stop guessing your alt1tucle. The AL TIMASTE R IV will tell you at a glance, accuratelv and reliably. Only S 89.95 at authorized SSE Dealers worldv11c.Je

1281

EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harry Martin, Rod Stafford OFFICE STAFF: MANAGER: carol velderrain Cathy Egelston (Advertising> Amy Gray <Ratings> Mary Marks <Membership!

Terrie Jo Nelson !Acc. Rec.l USHGA OFFICERS: PRESIDENT: Dick Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elizabeth Sharp TREASURER: Doug Hildreth EXECUTIVE COMMIITEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hildreth

ISSUE NO. 125

Hang eliding <USPS 017·970)

CONTENTS FEATURES

14

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 Hildreth.REGION 2: Pat Denevan. Gary Hodges. REGION 3: Steve Hawxhurst. Bettina Grav. REGION 4: Ken Koerwitz. Bob Thompson. REGION 5: Mike King {12/31 /831.

REGION 6: Ted GIimore (12/31 /83). REGION 7: Henry Braddock. Dean Batman. REGION 8: Charles Laversa 112/31 /84>. REGION 9: Dick Newton. Vic Avers.

REGION 10: Scott Lambert. Steve Coan. REGION 11: Hardy snyman 112/31 /831. 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: Bill Bennett, John Harris, Hugh Morton.

The United states Hang Gliding Association Inc., is a division of the National Aeronautic Association !NAAl which is the official U.S. representative of the Federation Aeronautlque Internationale <FAil, the world governing body for sport aviation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAI· related hang gliding activities such as record attempts and competition sanctions.

HANC CLIDINC magazine is published For hang gliding sport enthusiasts to creat further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang 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. HANC GLIDINC magazine reserves the right to edit contributions where necessary.

The Association and publication do not assume responsibility for the material or opinions of contributors.

HANG CLIDING 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 whDse offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephOne <213! 390-3065. secondclass postage is paid at Los Angeles, Calif. HANG GLIDINC magazine Is printed by Sinclair Printing and Lithographers. 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 addressesl:subscription rates are $22.50 for one year, $40.00 For two years, $57.50 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

JUNE 1983

EAST COAST EXTRAVAGANZA The Blast Heard Round The west

by Vic Ayers with an Introduction by Erik Fair photos by BIil Roberts

18

TIME SOARING

24

AIR·TO·AIR - or, HOW To Turn Dreams Into Reality

by watt Dodge

byTomvayda photos by Jim Spooner

36

DESIGNING YOUR OWN GLIDER - Part IV ©1983 by Dennis Pagen

38

THE 1983 DUNLAP NATIONALS

by conn le work photos by Dave Bowen

DEPARTMENTS 4 ULTRALIOHT CONVERSATION 4 USHOA CERTIFIED SCHOOLS 9 CALENDAR 10 NEWS AND NEW PRODUCTS 13 USHOA REPORTS 22 WORLD TEAM DONORS 32 NEWLY ACQUIRED USHOA RATINOS AND APPOINTMENTS 40 MEDICINA AVIBUS by Fred Leonard, M.D. 42 CARTOON by Barbara oraham 44 THE RIOHT STUFF by Erik Fair 47 CLASSIFIED ADVERTISINO 50 INDEX TO ADVERTISERS 50 STOLEN WINOS COVER: Kart Schaffner receives a dozen roses In appreciation for her efforts In organizing the world Team Fund-Raising Blast that shook the west. Photo by Bill Roberts.

CONSUMER ADVISORY: Hang Olldlng Magazine and USHOA, Inc::., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. unless specifically explained, performance figures quoted In advertising are only estimates. Persons considering the purchase of a 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.

tJLTKALl<it1T

CONVERJAT10N

since we often only have a few thousand feet over the ridge tops and there will be five to ten miles of thermaless valleys to cross between the ridges and over flat ground, we revert to the method of flying that Hans indicates is most efficient.

I would add one more thing to Hans' excellent piece, that is, the constant prayer for lift during the interthermal glide.

Dennis Pagen State College, PA

Cross Country Comments Dear Editor, I read with interest Hans Heydrich's piece on speeds to fly in the April issue of Hang Gliding. I have long been an advocate of applying classical sailplane technique to hang gliding and Hans has done a great job of interpreting some of the important concepts. I would like to take a few moments to fine-tune his analysis.

First, I believe his estimate of maximum LID (10.7/1) is a bit high. I think 9 to 1 is more realistic for most gliders. If this is the case, the best LID airspeed and maximum cruise airspeeds will be slightly lower in all his graphs.

A further possible source of error is the assumption that thermals angle on a straight track in the wind. Due to wind gradient, thermals accelerate aloft and follow a curved path.

This means that the pilot encounters the thermal sooner than indicated by the average cruise speed formula (VA v) and thus average ground speed is a bit faster than the formula states (the assumption that the distance between thermals at cloudbase and the distance of the glide between thermals is the same is not valid in wind gradient).

Hans does not mention the spacing between thermals for this analysis, for all the speeds to fly conclusions are correct regardless of thermal spacing. A summary of Hans' presentation would be: When flying cross country in thermals, apply speeds to fly techniques in terms of lift and sink only; that is, slow down in lift (to minimum sink speed) and speed up in sink (between best LID and maximum efficient cruise speed). On final glide (this assumes no more thermals) apply speeds to fly technique for headwind or tailwind components as well as lift or sink to achieve maximum distance over the ground.

One exception to Hans' analysis that we apply in the East is when we fly over the top of our plentiful parallel ridges. Since our cloudbases are low (five to eight thousand feet MSL) and our thermal sources limited (green grass abounds), we rely on the ridges as thermal collectors. This means we take into account the tailwind and fly slower than Hans' graphs indicate so as to reach the next ridge as high as possible by maximizing our glide path with respect to the ground. This is necessary 4

Prize Winning Photography Dear Editor, We, members of the Rogue Valley Hang Gliding Association were pleased to see Mark Bennett's photo of the Eagle River Valley again. The following excerpt is from our Ridge Runner newsletter for February, 1981: "The RVHGA photo contest has ended with Mark Bennett taking first place with his photo of a flight in Alaska."

Yup, same photo. Jim Allsup, RVHGA president at the time, had put up $35 prize money. I forget how much of that Mark got.

He had to share with second place Annette Blake (Ft. Funston shot) and third place Jeff Van Datta (our own Walker Mt.).

Anyway, I wanted to thank you for reinforcing our opinion of prize-winning photography. Maybe Mark can sell a copy of it in Tegleberg and earn some more world team bucks.

Guy Parker Medford, OR

Dunlap Nationals Dear Editor, Now that the word is out as to where the Nationals are going to be, and how much it is going to cost to enter, I thought it might be nice to tell you what the course and tasks are going to be. The last news release stated that, "The Primary Course will run along McKenzie Ridge between McKenzie Guard Station and Delilah Lookout northeast of Dunlap. It is 17.5 miles in length with two Pylons." This doesn't mean diddly-squat to some guy sitting in Illinois, so maybe a little more description is in order.

McKenzie Ridge runs roughly Northwest to Southwest and is approximately 10 miles long.

The launch is located nearly dead-nuts in the middle with the landing area 2,750 feet below and three miles out. This allows for two pylons at each end with a course initially south

USHGA CERTIFIED SCHOOLS

GOLDEN SCHOOL OF HANG GLIDING 572 Orchard Street Golden, CO 80401 FREEDOM WINGS, INC. 9235 S. 225th W. Sandy, UT 84070 FREE FLIGHT, INC. 7848 Convoy Ct. San Diego, CA 92111 KITTY HA WK 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 94947 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 2410 Lincoln Blvd.

Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424 JERRY NOLAND AND CREW 1415 Pacific Mall (P.O. Box 2118-95063) Santa Cruz, CA 95060 MISSION SOARING CENTER 43551 Mission Blvd.

Fremont, CA 94538 CHANDELLE SAN FRANCISCO 198 Los Banos Daly City, CA 94014 W.W. HANG GLIDING SALES 3083 Woodway Road SE Roanoke, VA 24014 ULTIMATE HI SCHOOL OF HANG GLIDING 13951 Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO SCHOOL OF HANG GLIDING 3620 Wawona San Francisco, CA 94116 TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HA WK KITES WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 391 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 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790

HANG GLIDING

BALL VARIOMETERS INC. .

5735 ARAPAHOE AVENUE, BOULDER, COLORADO 80303 PHONE (303) 449·2135

. ..

·. .

arice

perforrrt . u can

Yo

:sank

OTHER MODELS AVAILABLE. INQUIRE FOR FURTHER INFORMATION.

on!

FLEDGE 3 & FLEDGE 3ET (Extended Tip) Fledge JET kmfes through the winds high above the cliffs of Ft. Funston, California. Pilot: Rex lvfil!e1; Photo: John Silve1ia

MRNffl PRDDUCT5.INC. 1647 E. 14th St; OakH1nd, ·CA 94606(4J~~J5~~ ...Jijjcr;· --~-=. - -· ·- --- .. _,...;.~,= ·: '-

.

--=--:=-":-"i"~

-.•

- .:..'

MODEL 620H AUDIO/VARIO

$280

MODEL 651 AUDIO/VARIO DIGITAL AL Tl METER

$495

SHORT OR LONG BALL-CLAMP

$18

Available through dealers and manufacturers.

Dealer inquiries invited.

THE SYSTEK VARIO

• Selectable Sensilill'ily • Audio Threshold Adjust • Excellenl Ballery Lile • Total Weight 12 oz.

• Fully Adjuslable Audio Sound

• One-Year Warranty • Dealer Inquiries Welcome • Padded S1orage Bag Add sa 00 • .. KWIK CLAMP" Bracket Add S14 00

$195.00

TAKE HANG GLIDING WITH YOU DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS/I NAME - ~ -

USHGA # _ __

Post OH1ce Box 548

Oak R,dye. TN 37830

OLD ADDRESS CITY

STATE _ _ Z I P - ~ -

The Hall Airspeed Indicator

NEW ADDRESS

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

C!TY _ _ _ _ _ _ _ STATE _ _ ZIP ____ LAST ISSUE RECEIVED _ _ _ _ _ _ _ __ (PLEASE ALLOW FOUR WEEKS FOR PROCESSING)

Airspeed Indicator ................ $21.50 Long Bracket ..

6.00 Airspeed Indicator with Long Bracket

Foreign & C.0.0. Orders add $2.00 Control Bar Protectors

Notify USHGA Early!

5" diameter ABS plastic wheels.

Specify 1" or 1·1/8'" control bar.

Wheels ~ $20 00/pair Foreign & C.O.D. orders add $2.00

Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.

USHGA, Box 66306, Los Angeles, CA 90066.

Hall Brothers P.O. Box 771·H, Morgan, UT 84000 C.O.D. Phone Orders Control Bar Protectors

(801) 829-3232

to pylon one. Pylon one is out away from the main ridge and about a 13:1 glide from the launch; that's the easy one. Heading north past launch to pylon two (10 miles away and 2,000 feet higher) requires some pretty fancy flying. On. rounding pylon two it's an· all out race back to pylon one (which is now three) and then into the landing zone.

The contest doesn't stop here; sure you smoked your opponent around the course and you won the heat, but there are still the two targets in the landing zone. Yeah, there is a target landing task. I know how popular they are with the contestants, but I've never been to a meet where they didn't make a big differ.ence when it gets .to the end, so practice, practice, practice (especially you Duck owners).

That's pretty much the basic course. If it so happens (and it often does) that the conditions are cracking· the course can be repeated to increase the winning pilots' airtime to approximately 90 minutes. This time aloft makes folks like Mike Meier and Liz Sharp very happy as their newly published Competition Manual had a gread deal of influence un the nuts and bolts of this meet. If I've succeeded in confusing you, please don't hesitate to call and confuse me right back. Dave Bowen, Dunlap Flight Park, P.O. Box 241, Dunlap, CA 93621 (209) 338-2422.

Southern Gents Dear Editor, Several local pilots, myself included, vacationed down south last fall. We had the occasion to visit Grandfather Mtn., and although winds of 90 knots precluded any flying, we did get to meet and enjoy the company of Stu Smith and Jeff Burnett. After they directed us to one of the finest camping spots secretly tucked away on Grandfather we got to spend more time with them the next day at Tater.

Though I personally don't give much thought to competing in hang gliding I certainly felt a part of their flying community while there. Such good ambassadors should go in as much style as possible! It's time to return the favor, so here's my contribution to our world team fund.

Good luck to all . our competitors with a special salute to these southern gents.

Steve Houser Binghamton, NY

Big Sur Opened Dear Editor, Hallelujah! The Regional Forester, Zane G. Smith, Jr., by letter dated April 8, 1983, had authorized the reopening of the Big Sur

6

Plaskett Ridge, CA flying site. Over-flights of private land·are to be prohibited. Twenty-five site permits will be issued per day at a maximum. Other very simple and rather common sense rules will apply. I think the Forest Service of the United States Department of Agriculture deserves.. a hardy round of applause.

For those wishing to pat Mr. Smith on the back he may written at 630 Sansome Street, San Francisco, California 94111.

Now let's not blow it. Each and every one of us has a personal responsibility to insure that our actions do not result in a narrowing of this corridor of flight. We can certainly by our good deeds broaden the corridor and hopefully we all will.

Dick Cassetta Sacramento, CA

Weather Channel Dear Editor, The NOAA lab in Boulder, Colorado is a great step in the right direction. But until the time when the NOAA becomes a nation-wide network I suggest what I find to be the next best thing. The Landmark Cable Weather Service weather channel operates 24 hours and seven days.

The service offers many types of information including five different types of satellite views, pilot information every hour (which includes winds aloft from 2,000' to 30,000', local IFR and VFR conditions) and expected movement of highs and lows. It covers the entire country. So, check into Landmarks' service and thanks to them for a job well done.

Dave Baxter Greenhaven, CT

Loose Nuts Dear Editor, I am writing as the result of several incidents which may compromise the safety of certain hang gliders. Two of these incidents occurred on one day. On the Comet one must be aware of possible loosening of the nut on the rear of the keel. One was found holding on by one thread during preflight. The other came apart while walking the glider to takeoff.

On a Duck after 15 hours of airtime the nut on the bolt which connects the control bar to the keel was found loose. I recommend replacing these bolts with one that can be safetied.

Thanks to careful preflight disaster was avoided.

George Adams III N. Syracuse, NY

Designing A Glider Dear Editor, A few comments relative to Dennis Pagen's recent design series are in order. In a recent installment he stated, "There are many reasons for designing and building your .own glider, including saving money ... "Actual'ly, there is almost no chance at all that you could save money designing and building your own glider, even if you value your time at absolutely zero. The bare minimum materials for a glider will cost you more than $1,000, assuming that you get very good prices and hit your design perfectly on the nose the first. time (something the industry's most experienced designers almost never do). I'll wager you can buy a used Comet or other certified, high performance glider for that $1,000 that will outperform anything you can design and build yourself for that amount of money. (And it will be certified!)

Dennis shows some sense of responsibility to the neophyte designer's safety as he both encourages innovation ("most designers hope to improve upon the performance of the commercially available gliders") and cautions a conservative approach ("stay within the bounds of current designs in terms of planform and materials.") He then proceeds to design, for the reader, the reader's very own "original" design; specifying a typically common modern day planform, and even detailing tubing dimensions and specifications for the frame.

He makes only two passing vague references to "vehicle testing" and one passing vague reference to the HGMA standards.

The clear implication •here, although I know that this isn't what Dennis meant to say, is that if you design something that looks mostly like what the manufacturers are building, and use Dennis' tubing dimensions, you'll end up with a safe glider, and at a savings in cost to boot! Well, it just ain't so.

Dennis makes two statements that reveal a lack of experience with hang glider structural testing and design: "Crossbars should be at least two inches in diameter. They don't need sleeving if 2 inch x .058 tubing is used," and "The breaking point of this leading edge will be at the end of the 1-7/8 tube forward of the crossbar." As a matter of fact, these statements will only be true in some cases. I know of at least one certified glider that could fail at about half the HG MA required load if it had a 2 inch by .058 inch crossbar! It uses a 2.5 inch by .058 inch crossbar (twice as strong -in compression as 2 inch .058). The required strength of the crossbar and the failure point of a leading edge depend greatly on a whole host of subtle design and configuration details including the height and position of the kingpost and what direction the crossbar is swept.

HANG GLIDING

WHArf PERFORMANCE LURK_S IN 'IHE HEAR'T OF rfHIS NEWESrf, ADVANCED GLIDER ------.

SH ·······I) .

---... ...

•

\,\.\i\t b~

•

•

•

•

•

•••••••••••••••••••••••

..

---

·::::

,:

•

•• ••••••••••••

Soaring Pilots for Soaring

P·ilots.

.i//lHT ~-,\\\.~~ Wings for Man

rfHE ONLY WAY rfO CArfCH A SHADOW IS rfO CONrf ACrf YOUR NEARESrf FLIGHrf DESIGNS DEALER

The only valid test of a hang glider structure is an actual, live, honest to goodness structural test! The three structural tests described in the HGMA standards have worked very well for the last five years. Dennis does advise the designer to "alter the strength where needed during structural testing, and I doubt that most home designers would pursue it to an adequate degree, especially if they're building their own glider to "save money." In any case, Dennis should have devoted a whole lot more space and emphasis to structural testing, and to pitch testing, since these tests are absolutely central to designing a safe glider. As far as Dennis' suggestion that a designer of an exotic glider do a "complete structural analysis," well forget it. I don't know of anyone, inside or outside of the hang !gliding industry, who is capable of doing an accurate structural analysis of a flex wing hang glider; the .loading situations are far too complex and varied. Any analysis which isn't highly accurate and reliabe has to be backed up by testing, so we're back where we started.

The bottom line is this: 1) Yes, you can design and build your own glider. Almost anything you can design can be made to fly.

(Believe me, I know from personal experience.) 2) No, you cannot get a safe glider just by following Dennis' (or anyone else's) simple guidelines. Safety is a matter of testing, testing and more testing and knowing what you are testing for. Since testing done right is difficult and expensive, and since it usually destroys the glider being tested (even if you don't fail the structure you will probably stretch the sail material beyond it's elastic limit during load testing), there is virtually no hope that you can design and build your own glider and have it be safe for anything even approaching the retail price of a brand new certified glider plus accessories. 3) Yes, you have the right to design and build your own glider anyway, and risk your life flying it. It can even be fun to talk about later if you live. (I know about that from personal experience too.) Just don't let Dennis or anyone else convince you that you won't be risking your life.

Mike Meier Designer, Wills Wing, Inc. President, HGMA

This mystery site faces southwest which would be a good alternative since our prevailing wind blows in that direction. How about some more info?

Butch Pritchett Box 299 Finley, TN 39030

Kagel Donations

Enclosed, please find our contribution towards the World Team Fund. With our great glider technology coupled along with the six super pilots, who were recently picked to represent the U.S., how can we lose?

I have waited for several weeks to pull this gig on the local Kagel pilots, waiting and waiting for that good weekend that would assure two full bus loads so as to grab up as many bucks as possible. Finally the time was right, and trying to be as sly as possible, after I loaded all their gear, lashed down all the divers and crammed all the sweaty bodies into the bus, I quickly locked the doors before I told them that I wanted an extra dollar for the W .T .F. As they all sat there and stared at me in silence I thought I might have to pull my pre-arranged arm twister and claim that the keys to the bus were temporarily lost until the buck came forth. However, after the announcement that I would donate their $4 fare if they would put in the buck, brought forth a cornucopia of greens along with much cheering, back slapping and foot stomping.

When all the dust had settled a total of $120 was collected. (Now if you knew my reputation as a tight wad, so tight I squeak, you would have understood all the horn blowing and foot stomping.) But I'm really not that way fellows; the secret actually lies in my wife's life-long philosophy of spend, spend, spend. All the local pilots here wish you guys the best of luck and we hope you fly their harnesses off and bring home that gold.

All the Kagel Mt. pilots would like to make an announcement: To all you Sylmar pilots who think only the wuffos fly Kagel, your names better be on the list in the June issue or we will know who the real wuffos are, and so far we know one hell of a bunch.

Jerry Carson Kagel Mt. Shuttle Bus San Fernando, CA

Dear Editor,

8

Gerry Petrie Essex Junction, VT

Dear Editor,

Help!

In your March 1983 issue you ran an article under the Milestone heading. On March 17 I drove 180 miles one way to find Fults, Illinois and the flying site. We found the ridge but no takeoff or landing, and no one in the area knows what a glider is.

Where are you Dennis Owen? I have been driving to Chattanooga, TN for nine years.

straight. Chris Curtis and Don Post did some drops during the winter of '75-'76.

Other pilots have dropped from Ken Marchuck's balloon during '77 and '78 including a drop from 13,000' by J.J. Lamarche. He flew over 15 miles of forest and landed at WarrenSugarbush Sailport. The balloon ended up in the trees and had to be carried out. Sorry, Tom Dodge, Vermont pilots have you beat by at least two years.

Balloon Drops Dear Editor, In response to Ben Fanton's challenge concerning balloon drops prior to 1978 on the East Coast, I would like to set the record

Supine Safety Dear Editor, I would like to enthusiastically second Gregory Cosmers suggestion of a certified amateur class and an uncertified professional class for competition. It's almost unbelievably rational, since the prime purpose of certification should be to protect new flyers from killer kites while the usual purpose of competition is to improve the breed. The Cosmers proposal would seem to neatly cover all the aerodynamic, economic, politial and behavioral bases.

In another note, I just suffered a fracture of the distal humerus as a result of a minor groundloop after a flight from La Cumbre, CA in strong winds. What should have been merely an embarrassing bump in a kite famous for hard landings and therefore quite affordable (1979 Antares 174) resulted in a horribly expensive trip to the hospital which has '.erminated my hope of acquiring a younger wmg during the Reagan administration. As a result, I am going to reactivate my supine harness.and re-rig the kite to match to prevent further top end damage: Legs are built for running and jumping, arms aren't. You can't fall and hook your arm around a downtube in a supine harness with a very expensive "crack" because the main suspension lines act like a shoulder harness to prevent the action. Additionally, it is rather difficult to hit your even more valuable head on some hard object unless the kite has already broken its keel, in which case you are in trouble anyway.

I strongly regret my deviation into the prone position. I did it to save money, of course, since it was cheaper to pick up a used Price harness than re-rig my 29-wire nostalgia wing.

For every dollar I saved on rigging, I lost a hundred on doctor bills. I flew prone for a year and was constantly amazed at how much pure work it was to have fun prone, and I look forward very much to getting back to my safe and easy Sunbird Supine. I have to admit that it is easier to launch a prone kite, but I found no other advantages.

Steve Moore Santa Barbara, CA HANG GLIDING

JUNE 5·19. Fourth World Hang Gliding Champion· ships. Tegelberg Fussen, Gederal Republic of Ger· many.

JUNE 6-8. JULY 29-AUG. 1.

SEPT. 9·13. Soaring cli· nics. Contact: Al Godman at Golden Sky Sails (303) 278-9566.

JUNE 15·19. Cross Coun· try 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, Coch· rane, Alberta, Canada.

Target landings, and/or XC. Contact: Willi Muller, 5-1303-44 th Ave., NE, Calgary, Alberta, Canada T2E 6L5 (403) 250-2343.

JUNE 25-26. JULY 16·17, 23-24. Third annual George Hammond Perpetual, Santa Barbara, CA. $1,500 cash purse for top six. Entry limited.

Contact: Ken deRussy (805) 965-3733.

JULY 2-4. Benefit fly-in at Chelan Butte, Washington. Contact: Aerosails (206) 642-7977.

JULY 16·17. Cloud Base Country Club demo hang gliding meet. Pro pilots,

manufacturers, non-pro pilots. $25 entry. Contact: Dave and Beth Little (206) 481-5878.

vanced. Camping, ultra1 ig hts.

Contact: Free Spirit, P.O. Box 13, Elmira, NY 14902.

Dunlap, California 93621, (209) 338-2422.

JULY 20-24. Grouse Mt. 7th Annual International Invitational. $5,000.

Separate women's competition. Contact: Harvey Blackmore, 1480 Esquimalt Ave., West Vancouver, BC Canada V6T 1K8.

SEPT. 12-18. Telluride Airmans Rendezvous. Contact: Telluride Airforce, Box 456, Telluride, CO 81435 (303) 728-4759.

JUNE 10-12. Northern Idaho. Conrad Agtee (208) 883-0616.

JULY 22·25. Wyoming XC Open. $25 entry fee. Contact: Don Kremer, Box 1284, Lander, WY 82520 (307) 332-9466.

AUG 12-14. Sky Ryders ultralight meet. Contact: Ralph Owen 2167 S.E. Meadows Ct., Gresham, OR 97030 (503) 667-0936.

AUG. 20·21. 1983 Can-Am Challenge Cup, Black Mtn. WA. Entry $10 before 7/1.

Send SASE to: R.N. Girard, 101 Acacia Pl., Bellingham, WA 98225 for form and details.

AUGUST 20-28. Masters of Hang GI idi ng. Contact: Harris Prevost, Grandfather Mt., Linville, NC 28646 (704) 898-4720.

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 Ad-

.

JUNE 23·26. Treasure Valley Regionals, Boise, Idaho.

Mike King (208) 465-5593.

SEPT. 15·18. International hang gliding film festival.

Contact: Raibon Pernoud, 38720 Saint-Hilaire-DuTouvet, !sere FRANCE (76) 08 30 08.

JULY 7-10. Sun Valley, Ketchum, Idaho. Chris Kastner (208) 788-9663.

JULY 22·25. Wyoming XC Open, Lander, Wyoming.

Chuck Bright (307) 856-4671.

SEPT. 24·0CT. 3. International meeting of the wind.

Contact: Atelier Arc En Ciel, 37 Rue Dupperre, Brest 29200 FRANCE.

KITTY HAWK KITES JUNE 11. Rogallo kite festival.

USHGA SANCTIONED MEETS

JUNE 8·12: Region 2 Championships, Dunlap Flight Park, Dunlap, California (site of 1983 Nationals).

Registration $40 due 5 PM, June 7. Contact Dave Bowen, P.0. Box 241, Dunlap, California 93621 (209) 338-2422.

JUNE clinic.

12.

Parachute

JUNE fly-in.

25-26.

Mountain

JUNE 23-24. rating clinic.

Hang

II

AUG. 15. 36th anniversary of Rogallo wing in· vention. Francis Rogallo speaks.

AUGUST 5·16: 1983 U.S. Nationals, Dunlap Flight Park, Dunlap, California. World Class and Sporting Class competitions. Entry by qualification at Regional Championships and invitation. Registration deadline: August 4, 5 PM. Contact Dave Bowen, P.O. Box 241,

AUG 16. Ultralight demo.

AUG. 27-28. fly-in.

Mountain

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

---~ ·-

WOULD YOU PAY 25¢ FQR A~·· · MAGAZINE YOU DON'T REC,EIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine.

The Post Office returns undeliverable mag~zines to us and charges us 25¢ In the final analysis we are all paying for magazines that never get read. Please remember to let ·,the USHGA know immediately when you move. Thank you fo1 vour c~?peration.

JUNE 1983

Region V Series

Now Available With Feet Per Minute Readings

BEAT THE COMPETITION WINDBORNE/PRITZEL MINI-VARIO "MV-1"

1 Lightweight (4 Oz.}

• Pocket Size (4"x 2.4"li. t"\ • Pressure Transducer Vario with Audio •

Latest "State of the Art" Components

• ±3 Meters/Second Indicated • 0.6 Seconds Delay Dampening • Up to 50 Hrs. Battery Life

• Mount Included

• 1/Yr. Guaranty on Electronfcs Black

Red Tan

for Only

$150.00

Makes A Great Gift FLJGHfecH INC. 2732 P\eu•n,dale Ro,d, •102 \/lanna, \/ln;iln!1 22180 703·57.3·3881

9

SENSOR REFINEMENTS Seedwings announces production of its improved series of hang gliders, the latest Sensor 510. More than 250 510's have been sold in the last 15 months, making this the most popular Sensor yet. Both the 180 and 165 sizes of the Sensor 510 series are fully certified.

Pioneers of the now industry-standard spanwise sailcutting method, Seedwings is now incorporating in the sail, cloth firmness chordwise, utilizing a soft leading edge which becomes progressively harder toward the trailing edge. According to the manufacturer this concept gives the 510 a better roll rate even with lower twist, combining handling qualities of a soft sail with the performance qualities of a mylar hard sail. The standard 3.8 ounce trailing edge is also available in extra-firm calendered 3.8 ounce or the new dacron/ mylar/dacron layered "sandwich" cloth. Fifty percent of our production is now with 2 mil mylar sandwich.

By continued testing and analysis of the Sensor 510, Seedwings has trimmed two pounds from both gliders (165 and 180), lowering weights to 66 and 67 pounds respectively.

Also claimed is an improved airfoil which results in a better sink rate over the entire speed range. Other refinements include a velcro nose cover (a continuation of the leading edge overlay), 1/8-inch overhead side rigging, and a new trailing edge cut and hem.

Its competition record makes the Sensor 510 a proved design concept. Seedwings promises a continued commitment to excellence.

Contact: Seedwings, 1919 Castillo, Santa Barbara, CA 93101 (805) 682-4250.

FLIGHT DESIGNS SHADOW Flight Designs is proud to announce the release of their new glider, the Shadow.

According to the manufacturer, the Shadow incorporates a new sail cut to optimize climbing performance and with state-of-the-art pitch and roll pressure, the Shadow is an excellent glider to fy in all conditions. Combining a 70% double-surface wing and an adjustable trailing edge tension, the Shadow has an excellent speed range while exhibiting superb landing characteristics.

Quick assembly and reasonable weight with a suggested retail price of $2,050.00 will make the Shadow a must fly, before you buy.

10

Available in three sizes: 153, 173 and 193.

Contact your nearest Flight Designs dealer or write us for a free brochure: Flight Designs, Inc., P.O. Box 1503, Salinas, CA 93902 (408) 758-6896.

TH OMMEN ALTIMETER

of the thrill of victory and the agony of defeat.

Bring your own weenies! Hang Flight Systems will provide buns and condiments! Beer and pop will be available at cost!! No proceeds!

Tuesday 6/28/83. Any time after 6:00 p.m. at Hang Flight Systems, 1202 E. Walnut, Unit M. Call Erik or Betty (714) 542-7444 for more information.

HIGH ENERGY SPORTS

Revue Thommen AG first introduced altimeters with dual barometric presentation at the 1983 International Aviation Space exhibition in Paris. The modular-designed series of altimeters offered by the Swiss manufacturers of precision instruments has been substantially reinforced through the introduction of this new product. The innovation is based on the fact that altimeters with altitude ranges in feet can be equipped with barometric presentation in mbar and mmHg and those with metric altitude in mbar and mmHg. The dual digital drum displays of measuring units dispenses with the need for the pilot to perform conversion calculations. Thommen altimeters are available in the altitude ranges 20,000 ft., 35,000 ft., and 50,000 ft., respectively 6,000m, 10,000m and 15,000m. Thommen altimeters fully comply with corresponding TSO specifications. Contact: Thommen, CH-4437, Waldenburg, Switzerland.

WORLD TEAM WIN, LOSE OR DRAW PARTY It's a world class weenie roast!! A celebration of whatever the USHGA World Team gets accomplished in Tegelberg. Come see slides and movies of the World Meet. Come hear world team members tell hair raising tales

Left to right: Liz Graner, Rich Pfeiffer and Betty Moyer of High Energy Sports.

Betty Moyer, Rich Pfeiffer and Liz Graner have joined forces to form High Energy Sports. High Energy Sports is a manufacturing company which specializes in hang gliding and wind surfing accessories. All High Energy Sports products are engineered for safety, comfort and convenience.

High Energy Sports designer, Rich Pfeiffer, draws heavily from his sky diving background.

As an FAA Master Parachute Rigger he insists that all High Energy Sports harnesses are made with milspec sky diving hardware. In addition all harnesses are designed with continuous webbing that is structured to withstand terminal velocity shock loads. All structural components are sewn with five cord thread, the only thread which proved to be acceptable in the sky diving industry for structural members of TSO-approved harnesses.

Rich's talent for innovation in the hang gliding community has set him apart as an accomplished designer. He was the first person to develop a ballast system as part of a hang gliding harness, and the first to develop a pilot fairing to increase the performance of his glider. As head of the accessory department at Wills Wing, Rich designed the "Bulletman" body fairing, the "Flylite" foamless harness and the parachute safety lock system.

Production manager-quality control superHANG GLIDING

visor Liz Graner has 12 years experience building parachutes and hot air balloons. In the industry she is well known for her exceptionally high quality work. With three years experience managing a successful hang gliding shop and school (Hang Flight Systems), Betty Moyer brings to High Energy Sports a unique understanding of the problems and needs of retail dealers and customers. As a pilot she insists on the best equipment on the market.

Dealer inquiries are welcome. Contact: High Energy Sports, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186.

QUICK RELEASE CARABINER

DIRECTIONAL WIND TRANSPONDER The DWT provides a constant and precise visual wind direction when no means of wind interpretation is available. Construction is of aircraft quality aluminum with a hardened steel tip and brightly-colored streamer material. The DWTs can be stowed inside the control bar base tube until needed over that remote landing area. Contact: R.M. Enterprises, 452 E. Washington St., Ramona, CA 92065.

DELTA WING ROOKIE AW ARDS The Delta Wing and Howe and Bainbridge Rookie of the Year Sporting Class will be given to the highest placed pilot in this class who has never previously flown in a National Championship. The winner will receive a trophy and his name will be placed on a large perpetual trophy to be left at Howe and Bainbridge or Delta Wing.

The Bill Bennett Rookie of the Year Award for World Class has also been established.

Because of the introduction of the two classes this year, Bill Bennett is pleased to announce a second trophy for the Rookie of the Year in World Class. The award will be made to the highest placed flyer in this class who has not previously flown in a National Championship.

The winner will receive a personal trophy and his name placed on a perpetual trophy to be left at Delta Wing.

The purpose of these awards is to encourage new pilots to enter National Championships, and will be awarded annually.

1983 GROUSE MOUNTAIN The Grouse Mountain hang gliding team proudly presents the seventh annual international invitational hang gliding competition at Grouse Mountain, Vancouver, BC July 20-24, 1983. Prizes will total at least $5,000. This year there will be a separate women's competition. Contact: Harvey Blackmore, 1480 Esquimalt Ave., West Vancouver, BC Canada V6T 1K8.

JUNE 1983

Pull a 5/16" steel ball lock pin and you're out. This one-hand operation quick release is designed specifically for hang gliders. The harness straps to a 5/16" bolt. Tested breaking load is 10,000 pounds. Price: $18.95. Contact: Kalember Mfg., 19431 Business Center Dr. #4, Northridge, CA 91324.

Lockheed brothers (Lockheed Aircraft began in Santa Barbara) were but some of aviation's notables with whom Mr. Hammond flew and shared the wonders of aviation.

George Hammond lived to see the perpetual trophy and contest established and was present to congratulate the winners in the first year. Mr. Hammond died the day after last year's contest.

The pioneering spirit of George Fiske Hammond will be present during this year's contest as last year's winner, Robert Millington, defends his title against an even tougher group of flyers. Contest dates are June 25th, 26th, July 16th & 17th, July 23rd & 24th.

For more information contact Ken deRussy's Hang Glider Emporium at (805) 965-3733.

PFEIFFER, BULGER, GOODMAN AND BROWN JOIN DELTA WING

THE GEORGE HAMMOND PERPETUAL

Chris Bulger (left) and Bob England discuss Delta Wing's Streak.

I Lefl lo right: Mr. and Mrs. George F. Hammond, Seth Hammond, Rolf Spingler (1st), Jim Graham (2nd), Mike Baker (3rd), Bonnie Nelson, Ken deRussy, Mike Kelsie (Carpinteria Boy's Club), George Hammond Jr. at the 1981 Hammond con, test.

The George Hammond Perpetual hang gliding contest in Santa Barbara enters its third year bigger and better than ever. This year, in addition to what many say is the most magnificent trophy for anything, anywhere, contestants will be vying for $1,500 in cash prizes. Twenty-five of the Santa Barbara area's finest pilots will compete for three weekends at three different flying sites. The final day occurs at the posh Santa Barbara Polo and Racquet Club before packed grandstands, local TV and possibly CNN news cameras.

George Fiske Hammond, for whom the perpetual trophy is named, began his flying career in 1926 and later worked and flew with Charles Lindberg, Clause Ryan, Wrong-Way Corrigan, Jessie Owen, Howard Hughes, Wiley Post, Amelia Earhart, Jack Northrop, and the

National champion Rich rfeiffer, and U.S. team member, Chris Bulger join the Delta Wing flight team.

Rich Pfeiffer has just resigned from his position at Wills Wing to open his own specialty equipment business, to be known as "High Energy." He will be producing special harnesses, bags and other related equipment for the sporting industry. Delta Wing will handle Rich's High Energy products on a world wide basis. Rich will compete in competitions, including the World Championship, flying a Phoenix Streak.

Chris Bulger, well-known for his excellent performance in the previous World and American Cup, has resigned his position at Flight Designs to become the West Coast representative for Delta Wing. Chris will be competing in upcoming competitions, including the World Championships on a Phoenix Streak.

Well-known and respected East Coast pilot, Bubba Goodman has also joined the ranks at Delta Wing, and will be joining Rich Pfeiffer, Chris Bulger and Bob England as factory team pilots. Ken Brown, the energetic production person previously employed by Flight Designs, will also be joining this fine group of people.

11

Spectra Aircraft, manufacturers of the Sonic, have moved to a new facility in Porterville, CA. Contact: Spectra Aircraft, 70 N. Main Street, Porterville, CA 93257 (209) 782-1588.

FREE CATALOG OF 1200 NEW AVIATION BOOKS

NOAA CHART SYMBOLS BOOK A new edition of Visual Aeronautical Chart Symbols featuring a complete collection of symbols currently portrayed on aeronautical charts has been published, the National Oceanic and Atmospheric Administration recently announced.

The new five by ten inch symbols book,

$22,000

designed to eliminate any potentially dangerous misinterpretation of chart information, is arranged by chart information, topographical (culture, hydrographical, and relief), and aeronautical.

Each symbol includes a brief description, and the chart series in which it is used.

Walter J. Chappas, Chief of the NOAA's Aeronautical Charting Division, said that the new publication will "not only eliminate any potentially dangerous misinterpretation of chart information, but it will also save time for its users."

Copies of Visual Aeronautical Chart Symbols book, priced at $2.00 each, can be obtained by writing to: NOAA, Distribution Branch (CG33), Riverdale, MD 20737.

The Aviation Book Company has just published its new 1983 Spring-Summer Catalog of Aviation Books & Specialties ... the nation's most comprehensive descriptive list of available aviation books of all publishers.

New and forthcoming aviation titles, plus pilot supplies and aviation specialties like flight charts, aircraft posters, postcards,

WlllllfiiM

jewelry and radios that are available by mail from ABC are included in this large 48-page illustrated catalog. Items of interest are easy to locate since they are grouped by subject, and a handy title index is also provided. The catalog is available free from: Aviation Book Co., 1640 Victory Blvd., Glendale, CA 92101 (213) 240-1771.

KATHERINE MARTIN JOINS KITTY HA WK KITES Katherine Martin has been hired to fill the newly-created position of Public Relations Director at Kitty Hawk Kites, Inc., the recreational and retail organization in Nags Head, NC. Martin, a University of Virginia graduate, brings five years of retail sales experience to her new position, as well as experience in public relations at The Chrysler Museum in Norfolk, VA. Martin's duties include promotion of the world's largest hang gliding school that also specializes in ultralight aircraft instruction. In addition, Martin will be handling the promotional aspects of Kitty Hawk Sports, an action sports store featuring a wind-surfing and sailing school and a full line of sportswear.

REPLOGLE

BAROGRAPH EXCLUSIVE PRESSURE SENSITIVE PAPER Provides a fine line trace on printed time-altitude grid charts without the bother of Ink, smoke, or fixing.

FUND ALTIMETER

$20,000 $18,000

30,000 fl. linear range with fixed reference stylus permits quick and accurate Interpretation.

$16,000

2 lbs. weight. 4 hour drum, 30 hr. clock. NEW toolsteel hard scrlbers.

$14,000 American made, accurate, convenient, and light!

With charts, seals, calibration, & lns1ructions

$12,000

E. H. REPLOGLE Product Engineering

$295.00

Send check for postpaid shipment 23 Wayside Court, Buffalo, N.Y. 14226

$10,000 $8,000 $6,000 $4,000

E.CO-NAUTIC5 P.0.80X 11~4. RE:DL.AND~ • CALIF. 92.37.3

12

,.,_~

·t~ ~F.Pt~~ HANG GLIDING

USHCA REPORTS

788-9663. July 22-25: Wyoming XC Open at Beaver Tim near Lander, Wyoming - Chuck Bright (307) 856-4671. Come tour and fly in the beautiful Northern Rockies this summer!

USHGA BOARD REPORT The following is a brief review of the more significant results of the recent USHGA Board of Directors meeting in Denver, Colorado.

NOONE BASA

SIMUIATOR LlliEOURS

FINANCE

REGION V COMPETITION SERIES

by Mike King All competitive hang glider pilots are invited to participate in the USHGA-sanctioned Region V series this summer. The series concept was tested and proven in 1982, with some 42 pilots entering two meets, and has been expanded to include up to five meets for I 983.

Each meet will be three or four days long, and will receive separate CPS scoring. Region V pilots may enter as many events as they wish, but only their best two scores will be used for invitations to the U.S. Nationals.

This allows serious competitors to fly and gain national CPS points against some of the very best, while also making it possible for the maximum number of weekend competitors to maybe earn their way to the Nationals with only one out-of-town trip.

Most of the competitions will involve the open launch window, cross country race-togoal format, for maximum validity. The sites have all proven to be highly soarable, with good cross country potential in the summer, and should be excellent preparation for the Nationals At Dunlap, California.

Current full USHGA membership and Intermediate ratings are the usual minimum requirements; both Certified/Class I and Open/Class II gliders will be flown together. A separate class of competition for Novices and less competitive Intermediates will take place at certain of the meets. Remember, no regional residence will be required. For further information, contact any of the following. May 27-30: High Country Regionals at Sand Turn near Sheridan, Wyoming - Johann Nield (307) 655-9724. June I 0-12: Northern Idaho, near Moscow, Idaho - Conrad Agte (208) 883-0616. June 23-26: Treasure Valley Regionals, near Boise, ldfaho - Mike King (208) 465-5593. July 7-10: Sun Valley near Ketchum, Idaho - Chris Kastner (208)

The Association's finances are in good shape. The dues increase oflast year has taken effect and costs have been cut. Printing expenses were trimmed significantly moving to more competitive printers and the move to Lightwing Insurance has saved expense in this department. For the first time in our history we're paying taxes. Gary Hodges recommended that we recognize our top business membership contributors in Hang Gliding magazine, since membership is, of course, the foundation of the Association's financial strength.

MEMBERSHIP Association membership is down, although this is expected during the last half of the year due to seasonal fluctuation. Much discussion centered around membership development.

Renewal notices are now being generated by the computer which should facilitate the process, and records show that the new credit card service is being used especially by renewing members.

Pat Denevan came up with an interesting idea that has been used with great success in his local USHGA Chapter. In the near future we will send expired members the cover and table of contents page of Hang Gliding magazine with a note reminding the member of his expired membership. Hopefully this will coax a few into renewing. A little known USHGA Membership benefit is receiving publicity. Hertz has now joined National Car Rental in a discount service for USHGA members. Take advantage of this opportunity.

Vic Ayers, USHGA membership development chairman has proposed a new program for Chapters. Each Chapter will receive credit of$ I per member for each USHGA member over 50%. When the Chapter reaches I 00% USHGA membership they will receive credit for one dollar per member to be applied to site insurance or any other Association service.

HANG GLIDING MAGAZINE Hang Gliding has returned to Sinclair Printing after a sojourn of a little over a year. After trying two other printers, one of which raised prices dramatically and the other of which pro-

"Crystal~ is no ordinary school. In the USA, several other schools can boast such professional equipment, facilities, and personnel such as CeyNtal offers. But no others have a Crystal Hang Glider Simulator. We invented it. We designed and built every component. We putit into operation, and we have now served over 3,000 students ( from 5 to 81 years of age), all in complete safety. That last word ls a key one.

Oh sure, it's all for fun. We guarantee the fun offlylng and the eye-opening thrill of a unique sensation. But we offer all that in safety which has never been compromised. Never will be either.

The Cry1!1tal Hang Gilder Sbnnlator ls a one-of-a-kind, patentpending, revolution in flight training.

Statistically, C.-,,-stal students learn faster, safer, and more thoroughly because of the Simulator.

"Just for students," say you Sky Gods? Not at all! Think for a secondjust how much you could learn if you could deploy your back-up chute, just for practice. Sound useful? Well again, only at CeyNtal, you can! Without a single exception, every pilot who has tried this special advanced form of training has felt much, much better about his or her backup system after, shaU we say, " ... trying the real thing."

The safe thrill of learning is yours today ... but only at Crystal.

CRYSTAL FLIGHT RESORI' Route Four, Cummings Highway Chattanooga, TN 37409 615/825-1995

~

Professionals

since

197 4

(continued on page 46)

JUNE 1983

13

The ·Blast in lull swing.

l1 it the most rompin', srompin' hang liding fund raising e•oent in rhe histmy of the universe. Call ir a pointed message from America's Eastern pilots to their brothers in the West. Call it a blowout, a smohe job, a CJ,BAN WAX of mafor proportions. No contest, brorher.

When it comes to giving a damn about America's inrernationa! hang gliding image, and backing ir up with concerted community action, the FAST RUI,RS and RULflS BIG. On Sarurday, April .9th, 1.983 members of USIIGA 's Region .9 under the ring leadership of rhe Maryland Hang Gliding Association (MIIGA), in conjuncrion wirh the Capitol Hang Gliding Associarion (CIJGA), and under rhe INSPIRFD personal leadership of one Kari Schaffne1~ garhered themselves up, parried on down, and raised in the neighborhood of $4,000 for the 1.983 USHGA World Team jimd. The smoke from The Blasl hasn't cleared yet. 17ze proceeds from the final raffle ha·ven 't been rma!led. Bui it looks like the take will break $4,000 easy and that's almost enough to supporr two whole pilots in Tcgelberg.

Call it awesome. You won'r be alone.

Want some insight into why and how Kari and her'Kast of hundreds pulled it off? Want to !mow what rhey did to coax all that moo/ah out of a batch of cheapslwte hang glider pi/ors? Vic Ayers'

14

HANG GLIDING

accounl of' 1he of The it, 1al!? abou/ ir al or group funcrion. Plan and deronare your own IUa.1·1 you may e·ocn have as much fun as 1hesc guys did. (And 1he USA may end up domina1i11;; imernational compe1irion for the next mil!enium or so.) liril, Pair 6th: MHGA mon1hly Ridge Park, MD. Members decide to celebrate St. Patrick's Day wi1h a club party.

20th: Kari Sclrnffocr, social chairman or the MHCrA, is overcome with guilt subsequent 10 reading Erik Fair's Cheapskates article in l lcm;; G!idin;; magazine. She sugges1 s to Bill Chambers tha1 the St. Pat's Pany be made a world team fond raiser. Both frcl 1hat "more than $JOO" can be raised. Kari volunteers to contact the CHGA to sec if they're interested in making the party a joint cffor1.

January 26th: Kari visits CIIGA club meeting. Explains fond raising cvem to membership, and asks for volun1eers. Skip Rifkin, prez of the CHGA, polls his crew and all agree to have a joint fund raising party. ,mu«.,.,, 29th: Bill Chambers writes an announcement of the party for Hang Gliding magazine. Vic Ayers and Kari discuss Bill's announcement and decide that hang glider pilots don't have "parties." "Parties" are for Vic suggests they call the even1 The Region 9 Blast. K.ari says "Yeah le1 's get the attention of the West Coasters and show them we care abour the World Team Let's call it The Blasl 1he West Coas1 Hears!"

1•e:l>rua1rv 3rd: Pat Roberts, assistant social chairman, sugges1s having a whiskey wheel at The Blast. Pat volunteers to nm ii. Pat explains the whiskey wheel deal. It works just like regular roulette with the winner getting to choose among several donated bottles of booze. At fifty cents a chance, you rake it in.

Kari solicits a sound system and DJ services from Danny Brotto and George Borden. Barbara Connally agrees to compile a list of" people who can provide accommodations for blasters who must come from afar and need to stay overnight.

8th: Kari signs a contract fiir the use of The Other Barn, a restaurant in Columbia, MD. Using her considerable persuasive talents, Kari convinces the prnprictors of The Other Barn that a hang gliding world team fond raiser is a worthy and noble cause. They rent her the place for $95 though the normal one night rate is $350.

Hth: Bill Chambers talks to Erik Fair in California. Vic Ayers talks to Dean Tanji at the USIIGA board meeting in Denver. A plot is hatched to send national champ Rich Pfciffh to The Blast as a drawing card. Vic calls Kari in Maryland. She likes the idea. Both now fed that The Blast will raise

JUNE 1983'

Susan Fellon selling rallle tickets. Alan Esworthy tells her, "I'll buy a hundred."

$1,000 easy for the world team: 22nd: Wendy Birch hosts a mcc1ing of Blast volunteers at her home, with the following results: Pat Robcns agrees to get admission tickets printed and make arrangements for the whiskey wheel. Mike and Kathy K.otarba agree to handle the balloon blast concession which involves the distribution or thank you notes and door prize coupons 10 players able to break balloons. Bill Scolt volunteers for set-up. Bob Stilwell and Gaylord Butler say they'll provide artwork.

Sue Felton will make "quiche" and head up ticket sales in the southern region. Bill Criste takes care of food, ticket sales, and donations for !he western district. Photography will be handled by Bill Roberts.

March 10th: Kari calls Vic to give progress report. Bruce Bartfcld has collected 13 bottles of fire water for the whiskey wheel, Bill Criste is deluged with donated prizes for the balloon blast, and Pat Roberts has everything set for the cash bar and buffet. Vic is appropriately inspired by the action and decides to hit up U.S. Air (airline company) for a donation of some sort.

March 15th: Kari calls Bill with a progress report. A liquor license for the bar has been obtained, everyone is bringing food for the bufft'.t so a pig out is assured; the bartender situation is still not settled but will be. The set up crew is set, Vic's Pro Star will hang from the ceiling, and six miniature gliders (one for each member of the world team) arc under construction. Sport Flight of Gaithersburg has donated a harness as has Robertson Harnesses of Colorado.

March 21st: Dean Tanji calls Kari. The Pfeiffer deal is shakcy due to the So Cal I ,caguc Meet being scheduled to happen on the same weekend as The Blast. Frantic lobbying efforts arc underway to get the I .cague changed but things look grim. Kari expresses dismay because all the announcements include Pfciflcr and his absence would hurt The Blast.

Vic calls Region 3 Director Steve Hawxhurst and states: "This thing is turning into a pretty big fond raiser and it'd be a shame to throw cold waler on it at this late date." Hawxhurst, Tanji, and Fair start lobbying hard to get the league meet changed.

March 24th: Vic tells Kari that U.S. Air has donated a little something to the cause, namely two round trip tickets to San Francisco to be rafTicd off. Ra!l1c tickets will be sold for $5 each and the drawing will be on May 5th.

Kari and Vic arc now confident that The Blast will bring in a clear $2,000 for the world team.

1st: Donations for rafTie and door prizes continue to pour in: restaurant meals, gifi: certificates, ultralight rides with Wind Star Aviation, and an airplane lesson. The booze has been secured, and cheap bartenders from the Baltimore School of Miximatology have been lined up.

2nd: Dean calls Kari and tells her the StJ Cal I .eague meet has been changed. Pfeiffer is corning, Pfciflcr is coming!! U.S. Air comes to the rescue with a cheap round trip ticket for the champ.

7th: Kari delivers a "State of The Blast" status report to the MHGA. She declares: "We now have the potential for making this the largest fi.md raiser in the history of

supremaly. Will it be a from the Rast, South, North, or (gasp) West? Only the Shadow knows and the .S'hadow sez (like the Broohfyn Dodger fans o/ 1he mid Jifries): "Wait till Nh'XTyear, ya bums, The following contributors made The Blast possible: U.S. Air air travel and garment bags. cocoon harness.

Robertson Harness cocoon harness.

Windstar Aviation four introductory ultralight !lights. ,n,c11n1 "'""' School of

Jive four-day lesson packages.

Roy

Restaurant - knives,

spoons, and forks.

Restaurant

cups and

one-hour f1ight lesson.

Sunset Restaurant dinner for two.

Harundalc Mall use of deco rat ions.

Left lo right: Gaylord Buller, Rich Pfeiffer and Jarry Nielson discussing some cross country tactics.

the USHGA!" 8th: Kari and Vic and everyone else involved in The Blast arc on 21-hour count·· down. Controlled chaos is the order of the day.

Kari assures a frantic Vic that everything is OK. Even the weather is cooperating. Rain is forecast so no one will be lost ro the "lure" of airtime. !Ith: The day of The Blast. Set·up starts at I l: JO AM, Pfciflcr arrives at 1: 30 PM, and The Blastoff itself happens on schedule: 7:30 PM.

10th: Baltimore-Washington report.

Rich Pfeiffer, back in jeans and sandals, clutching his miniature glider, boards f1ight 237 westbound to LAX. THE BLAST IS OVER. Yeah, 1hc blast is O'Oer. But the challenge ir prcsems wi/l li11e on un1il some day a fund raising will rise up and challenge The Rlasr for

Herc's part of what went down: Two hundred Region 9 pilots, family, and friends showed up to party down, pig out, and rave on. Rich PfeilTcr was a big hit, circulating freely and mixing it up with the Blasters. He received a five minute ovation following his talk on XC and competition hang gliding.

Hugh Morton's award winning film, Winning At Hang Gliding; was shown fi:illowing the talk. The bartenders were kept slinging drinks till the wee hours. Blasters were seen dancing in chorus lines, spinning the whiskey wheel, and bmsting balloons.

Following the drawings ol' the ten door prizes, and numerous raflles, Bill Chambers takes the mike and presents a dozen roses to a very surprised Kari Schaffner. Kari thanks all the dedicated people whose hard work helped make The Blast a reality. Kari then announces that tbc event has taken in over $3,000 in world team dollars wi1h the U.S. Air ticket ral· flc still outstanding. The Blasters ask in unison: "CAN YOU HEAR THAT, WEST COAST?" '16

The Barn before The Blast. Vic Ayors, Susie Buller, Suo Felton, Ed Worrel, Betty and Karl Shaffner.

HANG GLIDING

L. Swerock Ed Worrell J. Licht Bill Broderick

and Betty Jo Roberts Richard Susan Fdton Frank Surace Annek Iuele Edward Tom Ruff D:wod Ch,1r\ie Anderson Hagginbothoti1 Jay Andriot Jim Ventura Gail Abbott Bill Chambers Ken l,11.am.oeirs Lord Donovan Frank P11gh

Juan Richard Jenny Jepldns R0g¢r

Mr.· & Mrs..

Pi)Wcll and. Judy Grubb Manin

Mary Doughney Gaylord and Susie Butler

Marc Wm1gel

Kurt Alan Esworthy Wendy Birch LHwrence Burman Mike Cohen Brad Ed Kare11 Smith

Cookie and Brnce Bartfeld Char lie Jansky Pool Mr. & Mrs. Lester Billings Ed Murphy Rich C. True B. True Danny Kumerlow Fred Permenter Dan Herrins Carol Janse11 Michael Ross Carol Wolfe L.V. Mdllwain Jansky

Sco~t. Hermann Woody Jone& "WO JO'' Joe Btishnell Mr.

Kotarby

Helen Pearlman mib l3recka

"'""'' '·'v Felton

JUNE 1983

Bob and Martha Faddis Sat1tos Mendoza Chris Francis

Mike Taylor

Betty & Jacli;'s

Bill i7

BY

WALT

DODGE FINAL EPISODE OK, you armchair skyjockeys, before we begin the final chapter, let's indulge ourselves in one last update.

Our hero, after finding himself two thousand years in the future, where solar winds are soared in outer space, agrees to go on a tandem flight with Rob and Todd, his two new-found friends.

While on this pleasure flight around Mars they are informed by Mark that Helen has been taken prisoner on Phoebus and i's being held on an escape-proof wall.

Drawing on the ancient technique of ridge soaring using his own glider, Grebs is able to successfully accomplish the rescue, much to the pleasure of the ruler of the planet. As it turns out, he's not really such a bad sort after all.

A night of revelry and the four comrades begin their flight back to mother earth.

Author's note: If you have enjoyed reading Time Soar1'ng and would like to read more, please let me know. It has been my pleasure, bringing it to you.

T

ime passes in space quite differently than it does on Earth. There are no days and nights. No seasons or years. Just the forward progression of existence. Stars are born, live out their lives, then die. Planets follow suit, and the life forms that exist on those planets run their private courses.

These four members of the human race from the planet Earth were living their lives, with the joy and energy known only by those who choose to live life, not just set back and watch

it go by. And they were living it, to the fullest.

Todd, who had been staying right with Rob and Grebs, demonstrated the finer points of 'touch and go' flying when they passed near a medium-size asteroid.

They had been flying along passing the time in conversation when Todd shouted, "Hey, guys check this out." He and Helen swooped toward the asteroid, circled it a couple times, then pulling his control bar back, they dove directly at it. With the proper pushout they skimmed the surface touching one foot to the rock then rising back into space.

"You guys are crazy," yelled Grebs.

"We only look it," was the reply from Helen.

"I know exactly what I'm doing," remarked Todd.

Rob commented that of all the pilots he knew, Todd was the most aggressive yet the safest.

"I still think he's crazy," remarked Grebs.

"So does everyone else," Todd replied with a snicker in his voice. "That's what makes it so much fun."

After a sleep period where they took shifts controlling the glider, Grebs noticed the flight was obviously coming to an end. Mars had shrunk to a dot and the Earth began displaying its blue-green magnificence.

As they flew closer Rob told Todd to go ahead and they would follow. "We have to approach Earth from the solar wind shadow, the magnetotail," Rob explained. "That way, we don't have to fight the winds and can make a much safer approach. So, to the dark side."

After maneuvering the glider around to the dark side and beginning the approach, Rob noticed Grebs starting to tighten up.

"What are you doing that for?"

"Preparing for the bow shock."

Rob told him to relax. There was no sizable bow shock on the shadow side.

"Why don't you come out this way?" asked Grebs.

"We want to get into the solar winds as fast as possible," answered Rob. "This way, we would be fighting the magnetic pull for too long a time."

"Because," Grebs said breaking in, "the solar winds case the bow shock by direct pressure on the magnetic field, which trails behind to a much greater distance in the shadow."

"You're learning."

As they swung into the gravitational pull of the Earth, they had to change the angle of attack, so they wouldn't burn up in the atmosphere or bounce back into space. Just before entering the atmosphere Rob pushed the button on the control bar and once again they glowed with a green glimmer.

"Of course," said Grebs remembering.

"That's how Todd skimmed the asteroid safely. Just before he swooped in he turned on his gravity shield."

"He told you he wasn't stupid," Rob reminded him. "Time to notify Mark we're coming in."

"Mark?" Rob waited for a reply. When he received it he came back with, "Coming over to the light side. See you when we're down."

Once in the atmosphere the approach was fast and steep.

"There it is," said Rob pointing ahead.

"Just at the base of that mountain range. See the beacon?"

"We're coming in awfully fast," answered Grebs.

"Relax," said Rob reassuringly, "When I say stand up, pull yourself up and leave the landing to me. It's just a matter of flaring at the right time. Just like we did on Phoebus."

"I was too busy on Phoebus to watch how you landed."

As they dove at the flight park, Grebs was again amazed at the skill of the pilot with him.

He knew that if Todd had been around in his day, there wouldn't be a pilot alive who could touch him.

His thoughts were broken by the command from Rob to stand up.

The ground seemed to be hurled at them, when suddenly they were stopped and standing firmly on the ground dead center of the runway. Todd and Helen had already landed and carried their glider off to the side. On the ground and stopped. No runoff, just stopped. (continued on page 21)

18

HANG GLIDING

These twelve things come standard with every Wills Wing glider.

You can't get them from any other manufacturer at any price.

1) ALL GLIDERS ARE HGMA CERTIFIED BEFORE DELIVERY

In 1973 we established a policy at Wills Wing that no glider would leave the factory before it had been test flown . It took the rest of the industry 7 years to catch up with that idea. In 1979 Wills Wing established a policy that no glider would be shipped until the HG MA had officially granted a certificate of compliance for that glider. The re st of the ind ustry still hasn 't caught up.

2) COMPREHENSIVE SERVICE INFORMATION IN OWNER 'S MANUAL

All new Wills Wings come with a comprehensive manual which contains not only all information needed by the pilot for safe operation of the aircraft, but all information, including exploded parts diagrams, needed for the servicing of the aircraft.

3) GLIDER DELIVERY CHECKLIST All Wills Wings are delivered by the dealer in accordance with specific Wills Wing policies as listed on our glider delivery check list. This insures th at you , the customer, will be completely familiarized with your new glider before you fly it for the first time .

4) CUSTOMER RESPONSE FORM

Each customer is given a customer response form which provides him with the opportunity to give us feedback on our product and service quality, and express his ideas about what new products and services are needed in the industry.

5) CUSTOMER NEWSLETTER Wills Wing publishes a customer newsletter wh ich is sent out to every customer who has submitted a response form. The newsletter contai ns service information, new products news, flying tips, and other information of interest to our customers .

6) DEALER SERVICE NOTEBOOKS Each Wills Wing dealer has a Dealer Service Notebook detailing service information and procedures on each of the gliders we have produced in the last eight years. If

you have a Wills Wing, you can get it serviced by someone who has the information to help you .

7) TEST FL YING PROCEDURAL MANUAL Each Wills Wing dealer is required to test fly each glider prior to delivery, and we give him a procedural manual to help him do the test flight according to our standards.

8) USHGA CERTIFIED INSTRUCTORS AT ALL DEALERSHIPS

All Wills Wing dealerships granted since 1978 are required to have a USHGA certified instructor in their employ. This requirement supports both the USHGA programs, and the goal of safer student pilots.

9) TRAVELING INSTRUCTOR CERTIFICATION PROGRAMS

Wills Wing has obtained USHGA approval for its traveling instructor certification program. The goal of this program is to give every instructor an opportunity to become certified and to benefit from the successful ideas of other instructors.

10) DEALER SEMINARS Since 1979 Wills Wing has conducted regular dealer seminars to give our dealers an opportunity to learn from each other and from us and to help us learn from them.

The result has been bette r service, products and support for all of you.

11) REGULAR DEALER SERVICE AND TECHNICAL BULLETINS About once a month Wills Wing issues service and technical bulletins to every dealer, so that they always have the latest service information at hand .

12) PARACHUTE SEMINARS AND AEROBATIC SEMINARS Wills Win g has cond ucted seminars on each of these important subjects in response to your interest and out of concern for your safety .

I

J

(continued from page 18)

Grebs honestly questioned ifhe could ever get used to this. Now that he had taken the time to watch, he was totally awed.

The word had obviously gotten out. It seemed to Grebs that every pilot in the world must have been there waiting for his return.

The crowd was tremendous and the questions never ceasing. He tried to answer them all one at a time, when he noticed a mood in the crowd, one of awe toward him. He mentioned it to Mark then commmented that it was undoubtedly the fact that he was the first known time traveler, or some kind of hero.

"It's more than that," said Mark with a tone of an alarming revelation.

"While you were gone, I did some further research. Your direct descendant is the designer that first found the principle of solar wind soaring and invented the predecessor to the gliders we are now flying. You are the beginning of a very famous family in our sport. Grebs, you are basically the father of modern .gliding."

"What are you talking about?" asked Grebs incredulously. "I'm here, now. In your time.

I'm not married and I don't have any kids."

"That is obviously only a temporary dilemma," broke in Rob. "Do you remember what we were talking about pertaining ro the paradox of time? If Mark's facts are correct, and I don't doubt that they are, you are obviously going to be traveling back to your time

----

~ \

)})))/!;

I %0 t,4 JUNE 1983

and starting a family. Anything that happened in the past, has happened. If we go into the past and make a change then the change is already part of the past so no real change happens, only events."

"Who do I marry?" asked Grebs, totally annihilated by this last revelation, and not knowing how much more one mind could handle before closing down, and funny-farm time.

"The girl in the picture," answered Mark.

"Kris?" responded Grebs. Then a sense of joy and peace struck him. "Kris. So that little vixen finally gets her way." He smiled, more to himself than to the others.

Suddenly a new thought came to him, one of desperation. "You guys said you hadn't perfected time travel. How do I get back?"

"I don't know," said Mark handing him an envelope ofa sort. "By the way. Here's a letter for you."

"What's that?"

"It's a letter left for you, from your grandson of a generation a thousand years after you.

Grigs was his name and it was he that discovered the process for solar wind soaring."

Grebs took the letter. "A letter to me, from someone born a thousand years after me, sent forward in time to me again in the future."

The paradox of time was becoming amazingly clear to him.

"It was left with my family to be kept at the flight park and handed down from generation

to generation until this date," Mark declared.

"I had forgetten about it until the computer reminded me."

Grebs looked at the letter. "A letter from my grandson a thousand years removed." A sense of pride of seeing one's children succeed.

His thoughts were interrupted, "You going to look at it all day, or are you going to open it and read it, grandpa." A soft voice spoke behind him. He spun around and there was Helen standing with a big grin on her face. "I am your granddaughter, two thousand years removed."

His reaction was a very human one. He reached out, throwing his arms around her and hugged her, the hug of a father to a daughter. "It's OK I guess if a grandfather finds his granddaughter foxy," he thought to himself.

Breaking away he composed himself.

"Yeah," he said wiping his nose, "I'd better read it."

The envelope was of a metal of sorts, obviously designed to last a thousand years. In it was a letter written on a thinner type of substance, more like a plastic.

"Please read it out loud, grandpa," asked Helen.

At first he felt a sense of intrusion into his privacy, but then he consented knowing it undoubtedly pertained in some way to everyone there.

He began: Dear Grandpa, I'm writing this letter as per your instructions. I don't know why, but there must be an important reason.

The facts you left to me in your letter, pertaining to solar winds have proven to be of the utmost importance, and the formula for the ionized skin has enabled me to design a glider that can utilize the force you described.

I don't know how you knew these things a thousand years ago, but they're correct. You must have been a remarkable man. I wish I could have known you.

As you asked, nothing of your letter to me will be revealed and I'll leave this for you in the custody of Andy's flight park, just as you left the letter for me.

Attached are the calculations you asked me to forward to you.

Thank you grandpa, and though I've never known you, I love you.

Love, Grigs "I don't understand these numbers," said Grebs wiping a tear from his eye.

Rob looked over his shoulder. "May I see those?" he asked.

"Sure.,, After a moment Rob lowered the letter. (continued on page 35)

21

DONATIONS

New and Renewal Membership All·ocation ......................................................................... $3,909.20 MANUFACTURERS .......... 500.00 .................... 500.00 .. 500.00

Wills Wing, lnc.,·Santa Ana, CA ............................ .

Ultralile·Products, Inc., Temecula, CA .... .

Della'Wing Kiles & Gliders, Inc., Van Nuys, CA .....

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

Syslems Technology, Inc., Oak Ridge, TN .

Leading Edge Air Foil, Colorado Springs, CO .

. . 40.00

·SCHOOLS AND DEALERS Hang Flight Syslems, Santa Ana, CA ..

. ........................... 705.00

Elsinore Valley Hang Gliding Center, Elsinore, CA .................. 50.00 Treasure Valtey Hang Gliders, Nampa, ID .

. ..... 24.00

Hang Gliders of California, Sanla Monica, CA .......................... 48.00 The Hang Gliding Company, Pismo Beach, CA ....................... 25.00 Maryland School of Hang Gliding, Inc. . ............ 25.00 Crestline Soaring Cenler, Crestline, CA . ...................... 100.00

North Central Hang Gliders, Wausau, WI ............................ 100.00 Hang Gliders of CA/Banjo Care Benefit, Santa Monica, CA 660.00 Owens Valley Hang Gliding Center, Bishop, CA .. . ...... 25.00 Bright Star Hang Gliders, Santa Rosa, CA ........................... 328.00 Mounlain Air Hang Gliders, Sandy, UT .... .................. 50.00 Pro Air of Denver .. . ..................... 25.00 High Sierra Hang Gliders . . .......................... 5.00

. .. 25.00 Natural High Flight School. Austin, TX ... .. 343.00 Mis$ion Soaring Center ..

Hang Gliders West, Ignacio, CA . .. 100.00 Sky High Sporls, AK (in memory of Floyd GrlHelh) .... . 100.00 Chandelle of San Francisco~ Daly City, CA .. .. .............. 97.00 Wheatley Bros. Hang Gliding, Oeweyvme, UT .. .................. 25.00

CLUBS & USHGA CHAPTERS llllralite Flyer Organization, San Diego, CA . .............. 25.00 USHGA Oltice Slaff, Cathy Coleman, Terrie Jo Nelson Amy Provin, Linda Slohlberg & Carol Velderrain .. ... 25.00 Rogue Valley Hang Gliding Assoc., Grants Pass, OR.. ..... .25.00 Fellow Feathers, San Francisco, CA . . 43.00 Orange County Hang Gliding Assoc., CA.. . . ...... 25.00 Kagel Fly-In (Windsporls, HG ol CA, Delta, ProAir) ................ 345.00 Arizona Hang Gliding Assoc., Phoenix, AZ . .... 50.00 Walergap H.G. Club, Randolph, NJ.. .............. 50.00 Pikes Peak HG Club, Colorado Springs, Co ............................ 40.00 Pikes Peak Soc of Gentlemen Adventurers, C.S. CO ................. 40.00 Wings of Rogallo HG Club, Milpilas, CA... .. ... 100.00 ... 25.00 Windward Kite & Gliding Club ............................

Coastal Condors, Salinas, CA.. .......... 100.00

Wasatch Wings, Draper, UT.. .................... 50.00 Sandia Soaring Association, Cedar Cresl, NM ....................... 25.00 Houston Hang Gliding Associalion, Houston, TX ..................... 46.00 Utah Hang Gliding Assn., Draper, UT . ............ 107.98 Soulheast Idaho Pilots, thru USHGA Stocking Hal Sales ........ 45.00 Aspen Air Force & Daniel Rouch, Aspen, CO ....................... 100.00 Marin County HG Assn., Ignacio, CA.. ...... 25.00 Telluride Air Force, Telluride, CO.. .............. 25.00 Roanoke Valley HG Assn., Roanoke, VA..... . ,.,,, 100,00 ..... 187.00 The Fantasticks Fund Raiser, Sierra Madre, CA .

Rocky Mountain Hang Gliding Assn. ...... 25.00 Glider Airways of Canada, Ontario, Canada ............................ 25.00 .. .... 250.00 Tennessee Tree Toppers (In memory of John Klein)..

Topa Flyers Fly-ln/B.B.Q., Venlura, CA..... ...... 62.00 Alabama Hang Gliding Assn., Pinsom, AL .. . .............. 50.00 Free Spirit Flight HG Club, Elmira, NY.. . ........... 25.00 So. Arizona HG Assn., Tucson, AZ.. ............. 52.00 ValleyVille HG Assn., Eugene. OR.. . .. 50.00 Blue Ridge HG Club, Allenlown, PA 25.00 Santa Barbara Hang Gliding Assn. ...... 255.00 Fort Smilh Hang Gliding Assn..... .. 87.00 South Carolina Hang Gliding Assn. . ........... 25.00 Conneclicut Hang Gliding Assn. . ... .50.00 . ............ 100.00 Alaska Sky Sailors (in memory o1 Floyd Grillelh) ..

Lake County Flying ---holes (Rich, Aaron, Fred, Craig) .. ...... 15.00 ldleda\e Air Force, CO ..... 10.00 USHGA (In memory of Floyd Griffeth) .. ................. 75.00

INDIVIDUALS "THE 100 CLUB" (Individuals who have contributed $100.00 or more) 100.00

J. Broussard, Friendswood, TX ............ 100.00 Jerry Carson, Kagel bus & pilots . .. 120.00

Vic Powell, Annandale, VA .................... 100.00 Larry Brown, Rancho, CA ..................... 111.11 Anonymous .................. . ...... 100.00

John Green, Monte·carlo, Monaco ...... 100.00 Bettina Gray, Rancho Santa Fe, CA ...... 100.00 John Denike, Covina, CA ...................... 100.00

Dave Stambaugh, La Crescenla, CA ..... 100.00 John Robbins, Westerville, OH ............. 100:00

Joe Brennan, SI. Thomas, V.I. ............... 100.00

Terry Wilkins, Alla Loma, CA ............... 103.00

Jim Zieset, ldledale, CO ....................... 100.00

Chuck Selby, St. Thomas, V.1.

Steve Hawxhursl, San Diego, CA... ...... 7.00 The Village Church, Rancho Santa Fe, CA •• 25.00 Mrs. June Newton, Marshall, VA ..................... 5.00 Phillip Sherrell, Las Vegas, NV ....................... 5.00 Francis Turmo, Woodstock, NY .................... 10.00 ... 10.00 Parker Ledbetter, Mt. Gllhead, NC..

Peler Stolle, Franklin Square, NY ................. 10.00 Mark Dodge, S. Charleston, WV ................... 10.00 Michael McCarley, APO S.F., CA ................. 10.00 Jerry Marlin, Dayton, OH ............................. 10.00 Bill Greene, Tujunga, CA ............................. 25.00 Craig Baker, Tarzan a, CA ............................. 25.00 Dona RooseJJelt, Temple, AZ ....................... 20.00 Chuck McGill, Mercer Island, WA ................ 10.00 Eddie Tad ea Jr., Los Angeles, CA ........ 5.00 Mark Bennelt& Judy York, Escondido, CA. 11.11 Robert Woolen, Statesville, NC ...................... 5.50 Rusty Gross, Riverside, CA ............................. 5.50 Hardy Snyman, Houslon, 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 William Prince, Inverness, CA ....................... 5.00 Bruce S!range, Bend, OR .............................. 5.00 David Volkman, Mt. Shasta, CA .................. 20.00· Peter Sh loss, Long Beach, CA ................... 10.00 Kevin Conklin, Cresskill, NJ ...................... 20.00 Ken Ward, Sunnyvale, CA ........................... 10.00 Stephen Urbach, Sunnyvale, CA ................ 50.00 Rober! Reiter, Berkeley, CA ........................ 25.00 Dean Morris, Julian, CA.... ........................ 15.00 Ela in Gionet, Las Vegas, NV ........................ 10.00 ... 50.00 Doug Hildreth, Medford, OR Raymond Adams, Berkeley, CA .................. 10.00 Richard Cassella, Sacramento, CA ............ 10.00 Kenneth NeEld, Redwood City, CA ............... 5.00 Dennis Morris, Sunnyvale, CA ................... 10.00 Jeffery Birak, Daly Cily, CA .......................... 5.00 Jerry Sorenson, Sacramento, CA ............... 25.00 Mark Macho, Albuquerque, NM ............. 30.00 David Grey.Albuquerque, NM.. . 25.00 Randy Cobb, Pismo Beach, CA . . ...... 5.00 David Catlell, Alameda, CA ......................... 50.00 Jeffery Bowman, Anacortes, WA ................ 10.00 Andrew Millot, Colorado Springs, CO .......... 7.00 Patrick Brooks, Natrona, PA .................... 5.00 Robert Storms, Santa Rosa, CA .............. 25.00 Alban Liepert, Rochester, NY.... . ...... 20.00 Azby Chouteau, Corona del Mar, CA ........... 5.00 George Hugo, Bethany, CT ......................... 10.00 Roger Janson, Jamaica Plains, MA ............ 35.00 Maitland Gunderson, Leisure City, FL ......... 5.00 Fred Darland, Bulle, MT .............................. 25.00 Nathan Granger, Bayonne, NJ ...................... 6.50 Michael Mahoney, Healdsburg, CA .............. 3.00 Kurl Dilley, Menlo Park, CA ............................ 30.00 Jack Cook, Arcadia, CA . .. 25.00 ScoH.Mathews,Casline,'ME. ................... 5.00 20.00 Lynda Nelson, Falls Church, VA .

Buzz Lucas, Louisville, KY ........................... 2. 75 Dave Stawicke, Lexington, KY ................... 10.50 Joe Horton, Quakertown, PA ....................... 5.00 George Woodcock, Alamogorgo, NM ...... 20.00 Timothy Kelly, Pillsburg, PA ........................ 5.00 John 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, Salt Lake Cily, UT .. 20.00 Lours della Pen la, Colden, NY .................... 10.00 Don Winkler, Norlh Hunting Ion, PA ............. 5.00 Bruce Mankowlch, Suffern, NY .. .............. 10.00 Terry Fagen, Melbourne.KY .. .. ... 5.00 Eugene Palmer, Natick, MA ........................ 10.00 Ralph Karsten, SI. Paul, MN . ,, ................,,, ... 5.00 Roger Martin, Waynesboro, PA .................. 25.00 Coleen's Birthday Party ............................... 25.00 Scali Sayre, Pasadena, CA ......................... 10.00 Rich Pfeiller ................................................... 5.00 Philip Jones, Stone Min., GA 20.00 John Shook Jr., Denver, CO ....................... 15.00 Bob Lewis, Sioux Cily, IA .... .... 10.00 .. 10.00 Kenneth Beierleln, Ml. Clemens, Ml .

P. Hinchliffe, New York, NY ........................... 3.00 Robin Trayan, lnetine Village, NV ................. 2.75 Michael Del 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, Claremonl, 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, Sterling, MA ..................... 5.00 Rob Swanson, Burlington, VT .................... 20.50 Mr. & Mrs. Cheuvront, Fresno, CA ................ 5.75 Don Arnold, Shoreham, VT ..........

20.00 Mike Meier, Santa Ana, CA ......................... 10.00 Oscar Higgins, Anaheim Hilts, CA .............. 20.00 Bud Brown, Haverhill, MA ........................... 10.00 Stephen Bannasch, Medford, MA .............. 10.00 David & Maggie Bash, St. Charles, MO ..... 25.00 Dick Newton, Marshall, VA ................. 50.00 Guslov Johnson, Newlon, NJ . ........... 20.00 Salomi Nagasaka, San Francisco, CA ........ 20.00 Don R. Clark, Pearl Harbor, HI .................... 10.00 Dean Tiegs, Melba, /iJ ............................... 25.00 Beverly & Karl Campbell, Calasouqua, PA 50.00 N. Todd, Berkeley, CA ................................. 10.00 Fred Maki, Bal!Jmore, OH ............................ 10.00 Brian Carmichael, Norman, OK .............. 10.00 Je11 Gilkey, Stanford, CA .......................... 15.00 Rolla Manning, Las Vegas, NV .................... 10.00 Lyon McCandless, Bainbridge Is., WA ....... 25.00 Marcey Gillespie, Fl. Worth, TX .................. 50.00 Bob Lafay, Tujunga, CA ................................ 5.00 10.00 Wes Schield, Farmer City, FL....

Don Boardman, Rome, NY . ................... 5.00 Chris Vollh, Atlanta, GA . . ......... 20.00 Roland Sprague, West 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 Cenler, WA ............... 25.00 Michael Haas, New Carlisle, IN ................... 10.00 .............. 40.00 Bob Barton, San Diego, CA..

Gerd Schaefer, Tokyo, Japan .................... 20.00 Robert Meshako, Hickam AFB, HI ................ 7.95 . 3.84 Sam Kellner, San Francisco, CA..

James Criflield, Lyons, CO . .................. 9.50 Mike Godfrey, New Smyrna Beach, CA ..... 10.00 Lee Dalton, Cambridge, MA .. ......... 10.00 Larry Small, Eugene, OR. .. ................ 25.00 .... 25.00 Mark LaVersa, Adams, MA ......

Dedy Widarso, Los Angeles, CA ........... 5.00 Meryl & Eves Tall Chief, Sunnyvale, CA ..... 10.00 Mike Ellsworth, Phoenix, AZ ........... 10.00 Mike Killerman, Enid, OK .... ...•. 10.00 .... 20.00 Jane Weirick, San Rafael, CA..

Allan Douglas, San Mateo, CA .................... 25.00 David Davis, Minocqua, WI ......................... 20.00 JayWeber,LosAltos,CA .......................... 50.00 Edward Fannon Jr., Reisterstown, MD ...... 30.00 .. 5.00 Peter Judge, Chelmsford, MA Doris & John Pavlik, APO NY .......... 10.00 Michael Brown, Ontario, CA ........................ 8.20 John 8. Walls, Santa Monica, CA .............. 30.00 Belly Hicks, Candor, NC . .......... 10.00 Jeff Busbee, Mt. Union, IA .......... 50.00 Parker Ledbetler, Mt. Gilead, NC ................ 20.00 Nick Berry, Somerset, KY .....

25.00 Herbert Salmon, Milford, NH 10.00 Steve Mazanek, Vienna, NJ .

20.00 Gregory Nalke, Jamesville, NY .................... 5.00 T.W; Riggs, Greenvllle, NC .......................... B,00 Deb Roberts, Lewiston, lD.. . ..................... 5.00 Dan Shoemaker, Elmendorf AFB, AK ........ 20.00 Gorrlon Forbes, La Verne, CA... .. ........... 15.00 David Prolil1, West Linn, OR .................. 10.00 Scott Huntsberry, Winchester, VA .............. 10.00 Jo Anne Ledbelter, Fountain, NC .............. 10.00 Warren Puckett, Odessa, TX . ................ 10.00 Doug Wallace, Truckee, CA ....................... 20.00 Richard Huggins, Canonsburg, PA ............ 10.00 .............. 5.35 Craig Austln, Duluth, MN .

The British Team: Mission Soaring, CA ......... 50.00 Judith Foot-Campbell, Salzburg, Austria .. 50.00 Kent & Linda Owens, Albuquerque, NM .... 10.00 Jakob Schweiger, Clarendon, VT . . ....... 25.00 K.C. Benn, Evanston, WV .......................... 10.00 Neil Fortner, Newbury, OH ......................... 25.00 Weegie McAdams, S. San Francisco, CA .. 10.00 Harry Marlin,Chatswonh, CA . ............. 25.25 ....... 5.00 Lauretta Klockars, Mill Valle.y, CA Jim Lindberg, San Mateo, CA . . ....... 25.00 Richard Poe, Parkville, MO.. ........... 10.00 Gerard LaMarche, Gaysville, VT ................... 6.00

Joseph Basciano, Long Beach, CA .......... 20.00 Kenneth Rogers, Ventura, CA ................... 25.00 Roger Barker, Wamut Creek, CA ............... SO.OD Bob Fullam, Oakland, CA .. . ............. 10.00 Delmer Harman, Oklahoma City, OK . ... 10.00 D. Slaugenhoupl,La Grande Molle,France 30.00 Karl Allmendinger, Mllpllas, CA ............... 30.00 . 10.00 Ken Brown, Salinas, CA....

Cyndy Kaufmann, Parachute, CO .............. 10.00 ... 15.00 Craig McBurney, Charlolleburg, VA .

Paul Sparks, Milan, OH...... ...... 5.00 Reed Gleason, Portland, OR . ... SO.DO David Bull, Arroyo Grande, CA.. .. 25.00 Danlel Erickson, Eden Prairie, MN ............. 10.00 Raymond Clark, Jerome, ID ........... 3.00 TJm Major, ID .... ................. 7.50 Rene De Jongh, New Zealand ...................... 8.00 Gary Westberg, Brightwood, OR .

10.00 Dale Young, APO San Francisco, CA 17.50 Mike Aeedy, Arl!ngton, TX.. ...................... 10.00 Brent Sweeney, Salinas, CA 10.00 Michael Trueblood, Ruidoso, NM ................. 5.50 John Mercier, Auslin, TX .. ............... 5.00 David Westerman, Pittsburgh, PA .............. 10.00 G:ary Satterlield, Lakewood, CO .................. 5.00 Robert Shumaker, Bangor.PA.. .... 10.00 ............... 25.00 Philip Purvis, Oswego, NY Kurl DIiiey, Menlo Park, CA...... .. 10.00 .... 10.00 Charleen Beam, Long Beach, CA. Pam,& Chip Wilson, Wheaton, MO ............. 20.00 ............... 10.00 Hank Lawton, Fort Smith, AR..

Rick Mullins, Cincinnati, OH. ....... 10.00 Pete Lehmann, Pittsburg, PA ..................... 10.00 Dennis Andrews, Denver, NC.. . 25.00 Leo Higley, Eldred, PA.. .............. 10.00 Dwight Fisher, Owego, NY . ............... 20.00 Belsey & Werner Ullrich, W. Germany ....... 10.00 Mike & Rita Murphee, San Bernardino, CA 25.00 ............... 10.00 Scott Rowe, Rochester, NY. Kevin Peters, Kansas City, MO ..................... 5.00 Robert Thompson, Burlington, NJ ............... 4.00 Scali Wise, Oakland, NJ .. . ............... 10.00 Lyle Deobald, Moscow, ID ......................... 10.00 Katherine Yardley, Sunland, CA ............. 10.00

Leroy Grannis, Carlsbad, CA

Tim Cobb, Santa Monica, CA

...... 100.00 ........ 100.00

Georgia Kells, Buftalo, NY .....

Buffalo Chip, Sausalito, CA .................. 222.22

Ed Hanley, Winnett, MT.......................

.... 100.00

.. 5.00

Jack Cook, Arcadia, CA.. .. 15.00 Averlll Strasser. Los Angeles, CA . .. ... 25.00 Tom Denny,.Petaluma, CA . . ... 5.00 Joe Lopez, San Diego, CA .. ......... 7 .00 Paul & Barbara Voight, Ellenville, NY ........ 20.00 MikeMorthaller, Colton, OR. .. .............. 25.00 Terry Ison, Prall, KS ..................................... 25.00 Robert Meigs, Lansdale, PA . ............... 20.00 Carol Rauch, Bethlehem, PA ................ 20.00 West Vogel, Bethlehem, PA ......................... 10.00 Sieve Lidie, Bethlehem, PA ....................... 25.00 Don Hellen, Beale AFB, CA ........................ 10.00 Ken Krajnik, Alliance, NE ............................ 10.00 Greg Hush, Columbus, OH ......................... 10.00 Phil Leak, Norwalk, OH ............................... 25.00

INDIVIDUALS (continued) Jeffrey Hansler, Huntlnglon Beach, CA.....

Don Tamm, CO ..

.. 5.00 .. 5.00

Bob Perry, CO ................................................. 5.00

Jim Yocum, CO...................

...... 5.00

CJeon Blier, CO ............................................... 5.00 John Coyne, CO .............................................. 5.00 .. ...... 5.00 AlckJesurog.a,·CO .............

Mike Benedk:I, CO ............... 5.00 Dave Copp, CO...... .. ............ 2.00 Ralph Briar, CO.... . 2.00 Troy Gamer, CO ............................................... 2.00 Andy Smart, Anchorage, AK ........................... 12.50 PaulVlesze, Oakland, CA .................................. 2.50 Peter Stark, Amherst, MA ................................ 15.00

RichardMeriwether,Bimilngham,AL ............ 10.00 John Russell, Jr., Walnul Creek,-CA ................ 20.00 Steve Hall, Galnesvllle, FL ..... ............. 10.00 LeslerGefslnger,Oenver,PA ..... . 5.00 M/. Bazel Winstead, Fl. Monroe, VA ................. 10.00 Carlos Plnentez, Flushing, NY ........................ 25.00 MattTwlckklr, Durango, CO ........................... 20.00 Patrick Maher, W. Henrietta, NY ........................ 5.00 Bruce Ruseln, Natick, MA ............................... 10.00 KlrkMohror,Spokane, WA ............................... 5.00 ............ 10.00 Mike Smlth, Troy; NY ......

JullusStrid,AvondaleEst., GA........ ....... 25.00 NancyNordslrom,Norfolk, VA. .......... 10.00 Rick Libon, Lake City, MN ............................... 10.00 David Oberettrnger, Washlnglon, D.C ............ 15.00 Gary Wood, Cars.on City, NV ............................ 5.00 ...................... 10.00 Rex Baldwin, Rawlins, WY .

David Leggett, Bangor, PA.... ....... 25.00 Dana Roosevelt, Mesa.AZ .............................. 30.00 ............ 7.43 Lee Deobald, Moscow, ID ...........

RobertColllns,Bedlord,MA ... ............. 23.45 Ach!m Hagemann, Goleta, CA.......... .. 5.00 Warren Rlchardson,-Richardson, TX ................ 5.00 . 5.00 David Dunning, Little Rock, AR................

Gerald Pollard, Rockaway Beach, NY .............. 10.00 Les& Marilyn King, Simi Valley, CA ................ 25.00 Gib Eggen, Erlangen, West Germany ............. 25.00 Jim Cleaveland, Morrisvllle, PA ......................... 5.00 Scott Smith, Palm Springs, CA. ....... 17.00 Gary Fraze, Pasadena, CA ................................ 4.00 Dr. Greg Beyer, San Dle,go, CA ....................... 10.00 Judy Farnsworth, Lake Elsinore, CA ............... 10.00 DaveDlxon,CostaMesa,CA .......................... 10.00 Bert Ohlig, Cos la Mesa, CA ............ 10.00 ChrisArrnenla ..... ................................... 10.00 Wojo, D.C. boy .............................................. 10.00 Chuck Meyer, CA ............................................ 10.00 Tony Swailek, San la Ana, CA .......................... 5.00 Bob Boreman, Santa Monica, CA ................... 20.00 Brian Feeney.Louisville, KY. ............. 10.00 JennllerSmlth, Kennesaw, GA. ............. 10.00 Gerald Clark, Eugene, OR .. .......... 10.00 Gre,goryHansrote, Cumberland, MD . 10.00 Jack Anderson, Cameron Park, CA . . 19.83 Jim Murdock, Tustin,CA. ...... 10.00 .. 5.00 James Reynolds,Olympia, WA WallyKasper,FortSmilh,AR ....... ...... 5.00 ........... 11.00 Ellzabeth Sharp, Longmont, CO Bob & Pat Bockstahler,Encinilas, CA ....... 15.00 Edwin Sward, Worcester, MA ............... 5.00 Anlhony Gittes, Guayaquil, Ecuador .............. 25.00 Robert Zuparli;o, Berkeley, CA ............. 15.00 Raymond Chown, Cleveland, OH .......... 5.00 Bob Carter, Los Gatos, CA. ..... 20.00 Charles & Twila Covington, Cookeville, TN .. 20.00 William Rickson, Millbrae, CA........ .......... 5.00 Ale,c Avgerinos, Crestline, CA .. .. .... 10.00 ..... SO.OD T.J. & Mary Young, Ellenville, NY OaveBrandl,Jamesvllle,IA ...... ......... 10.00 . 10.00 Wayne Mo5€r, Hawthorne, CA........

George Emmerthal, Willington, CT.... .. .... 25.00 Sieve Houser, Binghamlon, NY ..... ........ 20.00 JohnTerrell,Bakerslie/d, CA . 10.00 Henry Boessl, Pittsford, NY...... .. ......... 25.00 Kevin WIiiiamson, Detroit, Ml....... ...... 10.00 Ear1 Harding, Charlotte, NC .... .... 65.00 s. RlkerDavis,Ruidoso, NM........ . ...... 10.00 Sleven Tullls, Carson City, NV ......... ....... 5.00 MJchael WIiliams, Odessa, TX ...... 30.00 . 12.50 Stephen Mann, Dallas, TX..

Larry Flewelling, Virgin Islands ...

20.00 Jack Waller, Virgin Islands.... ............. 20.00 Thomas Coffey, New York, NY... .............. 25.00 Ste'l'eAlfen,Seda1ia,MO .. ............ 10.00 Robert CarHon, Albuquerque, NM ... ..... 20.00 Tim & VickyJaniga, Hammond, IN ................ 10.00 Bond Shumaker, Salina, CA ...... ........... 10.00 ... 7.n Jzhor Logan, Brooklyn, NY. Jeffrey Haas, South Bend, JN .............. 20.00 Ernie Hottman, Conneclicul. . ......... 50.00 Douglas Mclaren, Potsdam, NY... ... 7.00 Micha-el Fuss, Houston, TX ... . ....... 20.00 Mike Russell, Kansas City, MO..... ..... 10.00 Gary Pozzalo, Rockville, CT .............. 10.00 CliHWhltney, Cha!lanooga, TN...... ....... 10.00 WaltSzanlo, Lorain, OH...... ... 5.00 .. ......... 10.00 Steve Smith, Shawnee, KS. Anonymous, Brooklyn, NY .............................. 5.00 Bob Sloul,Jackson, OH........ .. 5.00 Lyn Bennett & Nikki Cole, Van Nuys, CA ........ 10.00 James Minnis, Phoenix, AZ... . ....... 55.00 Sandy Gilbert, Ardmore, OK....... ......... 10.00 Jim Walker.Santa Monica, CA.. . .............. 50.00

Make donations payable to: USHGA WORLD TEAM FUND P.O. Box 66306 Los Angeles, CA 90066

TOP: Air-to-air view of the author under tow shot from another two-seat Foxbat. ABOVE: Left: Tow bar hardware. Center: Bill the

under tow over the flat Sacramento

24

HANG GLIDING

BULLETIN TO: FROM:

Hardcore purist hang glider pilots.

Skymouth and friends.

s we all know, ultralights are nothing but a bunch '!f noise makin ~ sky pollutin', bad smellin', jury rigged deathtraps flown by greasy motorlzeads with dirty fingernails. But, contrary to popular opinion, we have useless. evidence that ultralights are not To support this wild claim, I just received the following letter from a turncoat hardcore expurist hang glider pilot. Read on . ..

MOTIVATION

Tom Vayda is a .16-year-old hang glider and ultralight pilot who has been flying since 1972.

Tom's experience includes a 11.1-mi!e XC flight in the Owens Valley as well as top ten finishes in three Nationals, two World Meets and at the 1978 Grouse Mountain competition. Tom was the first pilot lO ffy the Fledge and helped Klaus Hill develop it.

How many of you hang glider pilots out there have ever found yourselves in one of the following situations? l. You live in the flatlands, but frequently you've noticed exquisite "textbook" cloud streets stretching both ways as far as the eye can see. If there was only a way to get up to a couple of thousand feet, you know you'd be calling long distance to get a ride home after your cross country flight.

2. You live close to a consistently soarable flying site with many ideal landing areas and excellent XC potential, yet all access roads to a reasonable takeoff arc guarded by several locked gates.

3. You just got off work, the weather looks perfect for flying, but the drive to your nearest flying site prohibits the possibility of a quick afternoon/early evening flight. Besides, by the time you would have set up at takeoff, the late afternoon wind turnaround is sure to have occurred.

1. You want to get a little air on this perfect flying day, but you only have two or three hours to spare, and the drive to takeoff, set up, etc. would take the better part of the whole day. Thus you have another beer and wistfully continue with your household chores.

5. You would like to practice a particular flying technique (aerobatics, performance testing, stretching your LID, stalls, etc.) but the long turnaround at your local site allows only one or two flights per day.

6. You've always wanted to see the spring flowers in your neighborhood from your glider, but the nearest takeoff is 60 miles away.

If you've found yourself daydreaming about flying in similar situations (an affiiction I've had since I moved to the relatively flat Sacramento Valley in 1978), you can relax. It's all worked out, and your flying dreams can soon become reality, especially if you have the right equipment/experience combination.

IN THE BEGINNING For me, there was nothing but pure cross country hang gliding! Then after my first flight in an ultralight in 1979, I started having dreams (nightmares?) that somehow these powered machines would one day make my true love (next to my lady), hang gliding and thermal soaring, a more accessible and conven· ient endeavor. I spent the next two years hon· ing my ultralight flying skills, and taking "demo" rides in a variety of ultralights, in addition to carrying out my normal "duties" as an XC hang glider pilot. After trying many different ultralights and much internal deliberation, in 1981 I chose the Foxbat trike (with direct drive) as my entry into the world of ultralight (UL) flying. I attached the trike to my trusty old Fledge UB (which carried me over 560 miles of XC flying in the Owens Valley in summer '81) and in a few hours, became a bona fide "certified" UL pilot. The next few winter months were spent perfecting my Foxbat/Fledge flying skills. During this period, I also started to think seriously about the technical problems involved with using my UL to tow a hang gfider aloft. If this minor engineering problem could be solved, then all my previously listed flying daydreams could be realized.

Finally, a breakthrough occurred! My friend Rex Miller called me excitedly explained how he had been successfully towed aloft by Jack Mccornack in a Pterodactyl. This news provided encouragement to continue working on the towing problem. After talking to Jack and reading his towing article, my enthusiasm was a little dampened, because Jack's thrust (obtainable only by using a reduction drive), and the tow ship must have three axis aerodynamic controls. (It turned out that Jack was right on one of these points.) Since my Foxbat had neither of these features, I was understandably disappointed.

Soon thereafter, Manta Products came to the rescue by introducing a finely crafted reduction drive designed to be retrofitablc to my Foxbat. My trike was easily converted to accept the reduction drive. During my first foll throttle takeoff in my newly "souped up" machine, I found myself mumbling something to the effect of "cut the power or soon you'll be in orbit!" It turns out that my gut feelings were accurate: I measured my new climb rate to be 1,000-1,100 feet per minute (at sea level). After that point, I was convinced that this configuration had sufTicient thrust to be used for towing. My only remaining doubts were Jack's warnings about the need for three axis aerodynamic controls.

After much airtime, I felt confident that the highly responsive weight shift pitch control in my Fledge/trike combo was more than sufficient to handle the demands of towing. To remove any lingering doubts, I spent an evening with my friend, Paul Hamilton, an (continued on page 29)

JUNE 1983

25

(continued from page 25)

aerodynamic engineer and hang glider pilot from Reno. After filling several pages with thrust/drag vectors and the like, we were both convinced that a trike could be safely used for towing, if we could mount the tow bar close to the thrust line.

Next, I contacted Rex at Manta and told him of these wild ideas. Rex was enthused not only would he be glad to be my first "towee," but he also agreed to build the towbar attachment for the Foxbat. Not needing to reinvent the wheel, we deicded on a towbar system that closely resembled Jack McCornack's "proven out" towbar setup, modified for the trike.

Two weeks later, all the needed equipment (tow releases, wheels, rear view mirror, towline, towbar, etc.) had been built, bought or scrounged. (On this point we owe much gratitude to Manta Products who allowed us to use their facilities, hardware, and other equipment to rapidly finish this phase.) As we were packing up the gear for next day's scheduled testing, we were still wondering if a trike was capable of safely towing another machine aloft. As Rex was idly thumbing through the latest issue of Vol Libre (the French equivalent of Hang Gliding magazine), he found the reassurance that we needed - a picture of a Rogallo trike apparently towing another Rogallo. This was confirmation from "above." Ifa Rogallo trike could be a towship, then certainly a Fledge trike (with aerodynamic yaw/roll) could be a towship.

The next day found Rex, John Silveria (our one-man ground crew and source of encouragement) and myself nervously setting up our machines and various other equipment associated with towing, at an obscure deserted northern California runway. Soon we were all set to go, but gusty crosswinds delayed the moment of truth for several hours. As the sun approached the horizon, the winds calmed down and all our excuses for further delay were gone. The time was now.

There was no scarcity of butterflies (in my stomach) as we got into position for our first attempt. As I looked into my rear view mirror, I could see Rex proned out under his Fledge III (wheels on his control bar), and John supporting his keel at about waist level. They gave me thumbs up, and I put the "pedal to the metal." The takeoff roll felt slower and much longer than usual. I sucked the bar in to stay on the ground in order to attain an extra five mph airspeed over my normal takeoff speed. In the rear view mirror, I saw that Rex had made a good takeoff and was already 20-30' off the ground, so I slowly eased the control bar out. The trike smoothly left the ground, and all of a sudden a three year old fantasy became reality. Once airborne (except for tow line stretch feeling like an "air-anchor" now and then), the trike flew as if nothing was different about this flight. After towing to about 400', Rex released. As I cirJUNE 1983

,.f---.

I;

.1,

Tow pilot Bill Armour pulls up Tom Vayda at the Costerisan Ranch in Bakersfield, CA.

cled around to drop the tow line, Rex was just landing in perfect position for another try. As I landed next to him, the three of us whooped and hollered with excitement, because we knew that towing was going to work out just fine. At that moment, a whole new spectrum of flying opportunities had just been opened to us.

We made a couple more tows on that day, and noted a few bugs to be worked out. The tow end felt fine, but the three point Yarnell tow bridle on the towed ship needed some improvement. Also, we needed to have better coordination/communication between the two pilots. As we packed up our gear, we knew that our development work was not yet finished, but we also knew that the basic idea was sound. We were an exhausted but exhilarated threesome as we drove back home that evening.

FURTHER TOWING EXPERIENCES After our successful first experience, we began to "fine tune" the system. We improved the landing gear on the towed ship and, most importantly, Rex figured out the best place to attach the towline to the towed glider. This is one of the few engineering situations I have seen where the simplest solution worked out to be the best. (See below for details).

For our second attempt at towing, we used a runway about 18 miles from my home town of Chico. Rene Laliberte, owner of our local hang gliding/ultralight shop, Silver Wing Flight Specialties, was easily recruited to be our ground crew. (Rene does not believe anything until he sees it.) This time, we attracted a few spectators who must have thought we were seasoned pros, because everything went super smoothly. Four tows later, we had made all the necessary ad-

justments to our system, and everything was working flawlessly. Soon we improved our towing technique to the point that we were able to start a new tow less than three minutes after the glider landed. By now, I was starting to make performance measurements, and our average on-tow climb rate worked out to be an outrageous 200-250' per minute! In other words, we were making between three and four 3,000' AGL tows per hour - not too shabby for our second day of towing!

Finally, after Rex and I both felt we had the system really worked out, we decided to switch. Rex would be the tow pilot, and I would be on tow. This was the way I had it pictured from the very beginning! Rex was not a very experienced ultralight pilot, and I had only been hand towed a few times in my flying experience. (On the other hand both ofus have been active pilots for at least ten years.) If we could pull this off, it would prove that we indeed had an almost foolproof (literally speaking) system.

After briefing each other on correct procedure, we were ready to go. Our first tow with reversed roles looked like an episode of the three stooges. I yawed a little on takeoff, while Rex was having his own problems trying to smoothly fly the towship. Apparently the system could tolerate a certain degree of pilot incompetence. I had a huge grin on my face as I released from my first tow at 2,500' AGL and got a view of my neighborhood that I had longed to see for years.

For our last tow that day, we decided that I would tow Rex back to Chico (18 miles). Rene helped with our launch, and then drove along our flight route in case we had any problems.

As it turned out the only problem we encountered was face cramps from grinning too much. Twenty-three minutes later, we were

29

over Rene's shop in Chico at 5,200' AGL. Rex released, and I spiraled my Foxbat to the ground in six minutes. By this time, Rene had pulled out lawnchairs and cold beers. As I sat back to sip on my beer, Rex was still floating in the calm evening air at 4,000' over our heads. Once he saw that we were all settled down, he proceeded to treat us to an excellent aerobatic show doing spins, near loops, and other maneuvers that I can't even classify.

After that, he landed on Rene's runway, a feat never before accomplished by an unpowered machine, since we were 30 miles from the nearest takeoff It was a most beautiful sunset, watching Rex land in the glassy evening air in the middle of the flat Sacramento Valley. The feeling was beyond words; we just smiled at each other, and knew that the towing would play an important role in our future.

Our next goal was to demonstrate the feasibility of the main reason we had devised the system - thermal soaring. We also wanted to test the effects of higher density altitudes on our system. To carry out these goals, we headed for the Owens Valley. At 4,200' 1\ASL, 100 + degree thin July air and bumpy thermals, we would be able to see how our system worked under more adverse conditions. As it turned out, our climb rate was almost cut in half, and both pilots had to work much harder in the turbulence to maintain our proper tow positions, but, all in all, everything worked out splendidly. To the amazement of the XC Classic competitors, while they were spending two hours driving up the rough road to Gunther takeoff, Rex and I were flying merrily overhead.

Don Partridge, the venerable organizer of the XC Classic, was very excited. He stated that in the next year or two, if towing becomes more popular, he could envision the Classic being run with rules closer to that of a normal sailplane meet. In his scheme, a glider would merely have to fly through a start window in order to begin a task. How the glider got there: whether by jumping off a mountain, getting towed there or using any other method (bungie launch, balloon drop, etc.), would be immaterial. One great advantage of using this system would be that, if a pilot missed the first crucial thermal needed for staying aloft, he would not be "skunked" for the rest of the day. He would merely hook up again, and go for a restart, just like in the sailplane competitions.

After watching Rex thermal out from tow one afternoon, the UP Arrow "team" (Pete Brock, Eric Raymond, Roy Haggard and Chris Price) wanted to try it too. Once the 1982 XC Classic concluded, we all got together for a tow session. For our first try with the Arrow, I towed Roy Haggard, who is an experienced sailplane pilot, and very used to air-to-air towing. Even though the Arrow is a much heavier ship than the Fledge, the tow worked perfectly. After a few more tows, I was 30

ready for a break, but I could see that I was not going to get off the hook (ha ha) until I towed Eric Raymond aloft. He loved it too. Many of the international pilots present at the Classic returned home with some new ideas about airto-air towing.

After that, it was all downhill. I trained several tow pilots in my home area. They were somewhat easier to recruit than members of that endangered and rapidly vanishing species known as drivers. Bill Armour of Manta, the "father" of the Foxbat, became one of our better tow pilots.

We finally decided to "go public" at the Bakersfield UL Air Show in the summer of 1982. To the amazement of seasoned pilots and novice observers alike, we demonstrated many flawless tows. For our last tow at the air show, we had an amazing entourage. One observer counted 17 ultralights escorting us (or getting in our way) as Billy towed me up.

In the meantime, Dean Caldwell was carrying our photographer Terry Ferrer, in his two seater "Sofa-Bat" to record this spectacle on film. (See photos.)

EQUIPMENT At this point, you might be saying "That's great, he's having a good time, but how is it actually done?" Well, I'll be glad to describe our towing system in detail, but first the following disclaimer: This system has been developed and "proven out" for one particular towship/towed ship combination. We used a Fledge IIB and a Fledge III for a towship, a Foxbat trike with either a Cuyuna 4400 cc engine or a Kawasaki 38 hp engine, a Manta reduction drive, and a 54" x 27" wooden propeller (we have also used a 52", three-bladed wooden prop). The towed ship was a stock Fledge III. Changing any of these variables should be considered test piloting, and the points made in this article should not be assumed to apply to this new situation.

The system we developed was relatively simple. We built it by following the steps roughly outlined below: I. Attach tow bar and solid ( l" tubing) yoke to towship at the thrust line (see photo). The I" tubing yoke must be able to pivot about the towbar freely and easily clear the prop at any angle.

2. Attach a single tang in front of the noseplate 1/z" from the front end of the keel on the Fledge III to be towed.

3. Attach a standard tow release to the "tip" of the yoke on the towship. Put the release lever in a convenient location near the tow pilot. This release is only meant to be used in an emergency (and for dropping the towline). Normally, only the towed pilot releases.

4. Attach an extra crosstube to the bottom of the control bar (of the towed glider) with a wheel at each end.

5. Attach a standard tow release to the tang at the front end of the keel on the towed ship.

Run the release cable inside the sail, along a downtube, finally to an easy to reach spot near the towed pilot (perhaps on landing gear tube).

6. To avoid having to use a "keel man" on launch, mount a tailwheel on the keel. (This is perhaps the trickiest engineering feat.) It sure was nice to have a tailwheel when we wanted to go flying and couldn't find a keel man.

7. A rear view mirror on the towship control bar is very advisable. An airspeed indicator on at least the towship is a must.

8. The tow line we were using was very flimsy (150 lb. test) dacron cord, 300' long with a breakable link of 80 lb. test dacron cord between the tow line and a small steel tow ring, at both ends of the tow line.

TOWING TECHNIQUE To actually carry out air-to-air towing is essentially a very simple procedure. On the

Tom makes his final. approach al Costerisan Ranch.

HANG GLIDlNG

other hand, it takes very experienced pilots on both ends to be able to handle the unexpected situations that always seem to crop up (eg., a gust of crosswind just as you're taking off).

Here is a brief description of the towing procedure that Rex and I used.

The tow end: Attach tow line to the tow ship and test the release. Reattach the tow line and get tow ship on center of runway with all slack taken out of the tow line (remember the 80 lb. test weak link). Start the engine and signal readiness to the towed pilot. After the towed pilot signals that he is ready, begin the takeoff roll. Using full throttle, keep the ship on the ground to an airspeed five mph faster than normal takeoff speed. As soon as the towship gets off the ground, pull the bar in and continue in a low shallow climbout. Never zoom up after takeoff (or at any time while towing) because it will cause line slack resulting in the premature descent of your ex-friend behind you. After takeoff, the trike responds almost as well as in free flight. At all times, fly at least a few mph above stall speed. Once aloft, .the main thing to remember is to make afl control movements very smooth and gradual. After the glider releases, make a pass over the runway, and drop the tow line before landing.

The towed end: After testing the tow release, hook in and get fully into the harness.

We will be flying very shortly. Have either a keel man or a tail wheel support the keel so that it is at a slightly higher angle of attack than in normal flight. In case I am using a keel man, he must be a fast runner and a good friend. He should support the keel to about

12-15 mph airspeed - a rather brisk running speed. I signal readiness to the tow pilot, and relax till we begin rolling. Once the keel is fully supported by airspeed (lift), we are almost flying. I always pull the bar in and never take off until I am at least five mph above stall speed. The towed glider will lift off well before the tow ship. Never climb out excessively. Stay about 20-30' above the ground until the tow plane takes off. The first few seconds, until we are both at least 50' off the ground, are the most critical, just as in normal hang gliding. I would not do any of this in either turbulent or crosswind conditions.

Once up on tow, I stay directly behind the towplane and 0-30' above it. I don't cut inside the towplane's turns since this results in line slack and the towed plane drops out. Air-to-air towing is very similar to water skiing, but slightly more exhilarating. The only remaining chore is to cut loose within gliding range of a good landing area, and to have a good time.

The two pilots should agree on hand or other signals to communicate at least the following messages. Tow pilot: ready for takeoff, release immediately (in case tow pilot has mechanical problems). Towed pilot: ready for takeoff, go slower, go faster, turn right or left (optional for advanced thermal seeking pilots), and release me immediately (in case my release doesn't work).

Remember, the tow pilot should never use his release on tow except in emergency situations. Three hundred feet of tow line in your face can really obscure your vision.

SAFETY CONSIDERATIONS Based on pers,mal experience and observation, I believe chat air-to-air towing is the safest form of to·.ving. This is because instead of being violen:ly hurled aloft as in most ground based techniques, you are gently towed aloft (rememter that more than 80 lbs. pull and the weak link breaks) in the normal flying attitude. Alsc,, since the tow line is (almost) always parallel tc, the axis of your flight, air-toair towing does not seem to have any "lockout" tendencies.

On the other hand, ANY form of towing has more inherent drngers than solo flight because (continued on page 39)

Dead Air DeliJ!ht

by E,·ik Fair

Karate chop take off!

Bears on my ass!

Blasting towards the bushes, Got to move it fast.

Dive it to the berries, Push it ou1 a touch.

Thank Goel and all his relatives, It's flying very much.

No branch.is in my wingtips, No gopher:; in my pants.

Nothin' sad or sickening, Come on sky Let's Dance.

We feature GM cars like this Oldsmob1/e Cutlass.

As a U.S. Hang Gliding Association member, now you can get the National attention you deserve . .. and save money too. Just call our easy-to-remember, toll-free reservation number the next time you need a car As an association member, you'll receive a special discount off our already low, unlimited-free-mileage daily rates.

Plus we offer low weekend, vacation and other promotional rates that are not discountable, but could save you even more. Simply show your membership card when you rent from us and we'll make sure you get the lowest

available rate. You'll enjoy unlimited free mileage on local rentals, top-condition cars and the convenience of over 2,500 worldwide locations, includin~, locations at most major airports. There is a difference between car rental companies. It's called National att3ntion. Try it.

Call toll-free BOO-CAR-RENT for reservatio1s.

You deserve National attention~

~ JUNE 1983

~ 31

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS BEGINNER RATINGS Name, City, State Bruce A. Hanson, Cottage Grove, OR William N. Johnson, Ft. Lewis, WA Daniel C. Smith, Ft. Lewis, WA

Region I I

David J. Mullaney, Fremont, CA Gregory Mark Reitz, FPO San Francisco, CA Ray Roger Vallejos, FPO San Francisco, CA Gerald Vanderwerf, FPO San Francisco, CA Jim Woodward, Morgan Hill, CA

2 2 2 2 2

Lin Allbright, Santa Barbara, CA David A. Cruickshank, Aiea, HI Timothy J. Suhr, Kailua, HI

3

Steve Schucker, Muskegon, MI

7

Michael Christie, Greenwich, CT Rainer Kern, W. Newton, MA John Langham, Alfred, ME Mary Langham, Alfred, ME Payton Turpin, MD, Wells, ME

8 8 8 8 8

Sylvester Burford, Morgantown, W. VA Daniel C. Porter, Pittsburgh, PA Cindy Williams, Breeksville, OH

9 9 9

Donald E. Squires, Greensboro, NC

10

Odie Moran, Manitoba, Canada

3 3

10

J. Luke Alston, Rahway, NJ Richard J. Boss, W. Seneca, NY

12 12

Kemal Djakman, W. Java, Indonesia Aneng Ramelan, J abar, Indonesia Judy Taylor, Ontario, Canada

Foreign Foreign Foreign

INTERMEDIATE RATINGS Name; City, State John Morse, Portland, OR

Region I

Randolph E. Burks, San Rafael, CA John R. Carver, Lemoore, CA Tom J. Delany, Tollhouse, CA Mike Iwanciow, Mountain View, CA Eric Worrell, Pleasant Hill, CA

2 2 2 2 2

Daniel Campbell, Costa Mesa, CA Tracy Clay, Honolulu, HI Kenneth Dennis, Santa Barbara, CA Ron Gruell, Ventura, CA John Lochner, Santa Barbara, CA Gary H. Mosher, Torrance, CA Tracy L. Skeels, San Diego, CA Norman Stevens, San Diego, CA John Sullivan, Puunene, HI George Wilkie, Honolulu, HI

3 3 3 3 3

3 3 3

3

Steve Farnsworth, Mesa, AZ Gary Lane, Albuqueraue, NM Region· I I

2 2 2 2 2

Burt Brocone, San Diego, CA Dave A. Buchanan, Kailua, HI Randy Buell, San Diego, CA Rodney Herzig, Honolulu, HI Noriaki Igarashi, Torrance, CA Nichael Allen Lane, Pacific Beach, CA Mitchal Lewis, Oceanside, CA

3

3 3 3 3

3 3

4 4

Kevin Hall, Denver, CO Russ Kallas, Boulder, CO Mark Langston, Boulder, CO Dick L. Moody, El Paso, TX Phil Pearce, El Paso, TX

4 4 4

Terry Doogs, Sedalia, MO

6

Keith Aragi, Brookfield, CT Bill Mayers, New Milford, CT Robert Sagherion, Avon, CT

8 8 8

Robert A. Brecka, Phoenix, MD Cliff Primmer, Columbus, OH Keith J. Schopman, Ellicott City, MD William Scott, Jr., Ellicott City, MD Edsel Worrell, Bethesda, MD

9 9

32

9

9 9

Robert J. Gut, Berlin, CT Mary Kesslak, Andover, MA

8

8

Paul H. Gibney, Hampton, VA Norman Keith Kilpatrick, Cincinnati, OH

9

Stephen D. Burgener, Winston-Salem, NC Philip Dabney, Birmingham, AL Marvin Galloway, Jr., Charlotte, NC Doug Hileman, King, NC Richard John Hill, Atlanta, GA Marshall Nichols, Homewood, AL

10 10 10 10 10 10

Kevin Conklin, Cresskill, NJ Charles W. Hoffman, Cheektowaga, NY

12 12

Andi Karim Beso, Pandang, Indonesia Eris Budiutomo, Yogyakarta, Indonesia Patrick Holman, Ontario, Canada Joachim Oppermann, Lubeck, Lubeck, W. Germany Edison Panjaipan, Java Indonesia Doddy Sumajouw, Manado, Indonesia Endang Nana Sutisna, W. Java, Indonesia

9

Foreign Foreign Foreign

Region I I

Monty Harrison, Kirkwood, CA Jack Heller, Cupertino, CA Les Lollar, Lompoc, CA

2 2 2

Joseph Basciano, Long Beach, CA Gregory Beyer, Vista, CA George Capralis, San Diego, CA Bill Coursey, San Diego, CA Mark Donner, Buena Park, CA Donnita Kilbourne, Cardiff, CA Alan S. Klein, La Jolla, Ca Mitchell J. McAleer, Newport Beach, CA David Shear, San Diego, CA Arthur Simoneau, Hawthorne, CA Katherine Yardley, Sunland, CA

3 3 3 3 3 3

Brian Johnson, Whitefish, MT

Bernard R. Amberg, Wyoming, MI Edward A. Ashlock, Newark, CA Doug Frasher, Cupertino, CA Keith Gibby, Mountain View, CA Janet L. Olmstead, San Mateo, CA Jay R. Villalva, FPO San Francisco, CA

Foreign

Name, City, State Donald B. Miller, Seattle, WA Dwaine Norton, Oak Harbor, WA

4 4

6

Foreign

ADVANCED RATINGS

Dean Engler, Boulder, CO Lori L. Judy, Draper, UT

Jack MacKenzie, Jackson, WY D. Brian Garretson, Topeka, KS

Adhi Utomo, Mataram-NTB, Indonesia Inong Kresno Wiyoso, Java, Indonesia

3

Foreign

NOVICE RATINGS Name, City, State Julia Berle, Tacoma, WA Joel Kolbo, Snohomish, WA Andrew L. Smart, Anchorage, AK

Charles B. Osberg, Lakeland, FL

3

3 3 3

3 4

4

Derreck Turner, Liberty, MO

6

Paul S. Hendricks, Mt. Clemens, MI Steven Swanson, Columbia Hgts., MN

7 7

John Drinkwine, Northfield, VT

8

Marion N. Berry, Jr., Somerset, KY Thomas R. Johnson, Bloomsberg, PA

9 9

Tracy Gasperini, Ft. Bragg, NC James E. Hicks, Palmerdale, AL

10 10

Duane Kinsley, Waco, TX Robert Stone, Odessa, TX

11

James Kolynich, Horseheads, NY

12

11

Edgar Ekaputra, Jakarta, Indonesia Ron Hurst, Zurich, Switzerland Tony Kullit, Bandung, Indonesia Enrico Nicoli, Como, Italy Yan Budhy Santusa, Yogya, Indonesia Gianluca Zunino, Milano, Italy

Foreign Foreign Foreign Foreign Foreign Foreign

Foreign OFFICIALS Foreign Examiner Foreign Foreign

Name, City, State Rob Linder, St. Paul, MN

Region 7

HANG GLIDING

Observer Name, City, State

April Lilienthal Awards Region

1

Gary Martin, Sparks, NV Erik Robinson, Tahoe City, CA

2 2

Rolf Barnick, San Diego, CA Jim De Bauche, Julian, CA David Fischbach, Escondido, CA Howard Hall, San Diego, CA Steve Harper, San Diego, CA Dean Morris, Julian, CA Betty Moyer, San Juan Capistrano, Ca David Whitehall, San Diego, CA

3

9

4

Foreign Foreign

Special Observer Region 10

Michael D. Scheibe!, Bristol, TN

Instructors B - Basic A - Advanced *Recertification Region 3 3

B - William A. Maurer, Whitehall, PA A- Bob Mohr, Fogelsville, PA *B - Jeff Sims, Williamsport, PA B - Kenneth C. Swarm, Cleveland, OH

,_, ,_} 9

A- Jeff Ingersoll, Lancaster, NY B - James F. Kolynich, Horseheads, NY

12 12

Name, City, State

JUNE 1983

The day is so sunny not a cloud in the sky In my brand new hang glider I think I will fly.

Whoosh! I'm off to the wild blue yonder but really don't have that much time to ponder.

I think that the weather has turned for the worst.

I flew through this cloud and it suddenly burst.

Keep the Fun In Your Flying With

9

9

Foreign Foreign Foreign Foreign Foreign

Bronze Awards Issued With Novice Rating

Jean Agte Dick Boss Timothy E. Capps Keith Gibby Colin M. Kinnish Harpo Mark LaVersa Gary Mosher Mike Wolf

CHANGE IN THE WEATHER

John W. Wilkie, Jr.

*B - Erik Fair, Santa Ana, CA B - Betty Moyer, San Juan Capistrano, CA

B - Andi Karim Besa, Pandang, Indonesia B - Eris Budiutomo, Yogyakarta, Indonesia B - Edgar Ekaputra, Jakarta, Indonesia B - Daddy Suma Jovw, W. Java, Indonesia B - Tony F. Kullit, W. Java, Indonesia

SILVER Marshall Nichols Hank Lawton Ernie Reguly Kenneth Dennis Bob Stout

C. Scott Beyer, Yellow Spgs., OH

Name, City, State

WILLS WING

3

4 4 4

Name, City, State

Patrick Kepen Joanne Kepen Thomas Greenhaw John Morse Janet Olmstad Gary Vosters

3

Cleon Biter, Longmont, CO Mark Mincey, Cedar City, UT Bruce Ruefer, Flagstaff, AZ Steve Sweat, Golden, CO

Edgar Ekaputra, Jakarta, Indonesia Tony F. Kullit, Bandung, Indonesia

BRONZE

1

Brad Goosela, Springfield, OR Roger St. Germain, Junction City, OR

Region

The only association concerned enough to develop safety programs and guidelines for ultralight flying, plus: • ULTRALIGHT PILOT magazine • AOPA Newsletter • National and local representation • National competititon • Insurance • Technical advice • Car rental discounts, group travel discounts, and more

Every ultralight pilot makes a difference Join today!

AOPA ULTRALIGHT DIVISION Dept. HG

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!

Wed., May 26 Hensen's Gap Fly-in (CrystaQ Chattanooga. Tennessee thru Sun. 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 Mon., June 13 Fri., June 17 Northern Sun Demo Days Saint Paul, Minnesota thru MOil, June 20 Thurs.. June 21 Golden Sky Sails Demos thru Golden, Colorado Sun., June 26 Fri, July 8 Wasatch Wings Demo Days thru Salt Lake City, Utah Mon., July 11 Fri., July 15 Idaho Demo Days Boise, Idaho thru Sun., July 17 Fri., July 22 Sport Flight Unlimited Demos Missoula. Montana thru Sun., July 24 Tues., July 26 Sky Riders Demos Days thru Moscow, Idaho Fri., July 29

1208H E. Walnut, Santa Ana, CA 92701 (714) 54 7-1344/6366

421 Aviation Way Frederick, MD 21701

(301) 695-2080 33

·--- -------

-1

-,'' ''

r==

'

WHATS MISSING IN THIS PICTURE? Answer: YOUR HGMA-certified wing.

That's right. Add the industry's safest, most rugged airframe with its powerful, reduced-drive Kawasaki 440 to your own hang glider and you11 be flying the least expensive Ultralight available anywhere.

Discover the excitment of rapid

=ta r--

~'''

/DIRT, \\~~ Wings for Man

climbouts (700-1000 fpm) and the joy and . convenience of powered flight for crosscountry or local pleasure flying. Either way, the thrill is yours.

Now at special off-season prices.

Contact your dealer.

(Serious dealer inquiries only, please.)

FLIGHT DESIGNS INC. P.O. Box 1503 Salinas, CA 93902 (408) 758-8898

(continued from page 2l)

"This," he said slowly, "is how you get back to your time. It is the calculations to construct a time portal. I'd been working on such a device but couldn't iron out some of the details. This is the key."

"How did I come to know that? I'm not a physicist," remarked Grebs.

"The paradox of time. You got the calculations in the future to enable you to go back in time so that you could leave it for yourself in the future, enabling yourself to go back," said Mark profoundly.

"And as a by-product," broke in Todd, "you forwarded the necessary information to Grigs so he could invent the solar wind sail."

"That's it," said Grebs rising from the sitting position he had taken when the initial revelation took the wind out of him. "How did I know the information to leave Grigs?"

"You took it back with you," remarked Helen.

"You see," broke in Rob, "it's a circle. With no beginning and no end."

"Is that possible?" questioned Grebs.

"When traveling through time it is," was the answer he got that finalized any further questions he might have thought up.

"Oh," he declared. "Well, you guys better get started building that thing so I can get back. I've got some history to catch up on.

Come on, Helen."

With that they went into the library and started looking at the discs of his family and flight.

Time passed rapidly and Grebs kept very busy cramming as much knowledge into his head as he could assimilate. Knowing he would be going home gave him a new energy.

He realized he didn't know as much about this world as he wanted, so his dedication to learning was almost fanatical.

Finally the day came. Rob and Todd walked in with a smile on their faces.

"Here it is," announced Rob extending his hand and displaying a disc about four inches in diameter and a quarter of an inch thick. It was a shiny silver with a red display window in the middle.

Grebs looked up from some papers he was reading. "What is it?"

The words came like a stay of execution.

"It's your ticket home."

Grebs jumped up and grabbed it. "How does it work?"

Rob explained. "You touch the face below the display window and the dates will progress until the correct one you want is displayed.

The right side for forward, the left for backward, and the harder you press the faster the progression. When the desired time is reached, simply press the display window and the portal will appear about fifty feet in front of you. To go home, you simply go through the portal and you're there."

Grebs looked at it. Suddenly a sense of JUNE 1983

sadness overtook him. It wasn't until then that he realized by going home he would be leaving this world and these new friends, never to see them again.

"Why the sad look Grebs?" asked Todd.

"I'll never see you bums again," he answered. "I wanted to leave when I couldn't.

Now that I can I don't want to. I'll miss the insanity."

"That's up to you," said Rob. "That is your control. Take it with you. It works two ways.

If you get lonely for the stars, come on back.

You'll always be welcome. A word to the wise, however. Don't let that device be known to the public. It obviously never was because history doesn't show it, but in your time there would be those who would make life pretty hard for you trying to learn its secrets."

"I understand," answered Grebs.

"You'll leave tomorrow. Tonight, we party.

It'll give the other pilots time to get here.

You're getting one hell ofa send-off," declared Todd.

By the next day thousands of pilots had flown in. Many were quite exhausted from the party the night before, but all were feeling happy. This was a day of history.

Grebs gave his farewells to the crowd then with Mark, Todd, Rob and Helen, was transported to the top of the mountain with his glider.

After setting it up, flight checking, then getting into his harness, Helen handed him his helmet.

"So long, grandpa," she said giving him a loving kiss. "I love you."

"Let's go flying together again and soon," said Todd stepping forward and shaking Grebs' hand.

"Good luck old man," said Rob. "Remember the paradox of time. Here are the documents for the sail and calculations. Don't forget to leave them with Andy."

"I don't see how I could ever forget," answered Grebs.

"Take care and say 'Hi' to Andy for me," said Mark with that 'trust-me' grin on his face.

"I'll never forget you," said Grebs to them all with a light watering in his eyes.

He put on his helmet and gloves, hooked in and moved over to an area that was clear enough to launch.

"I'll be seeing you, you can count on it," replied Grebs as he ran off the hill and glided out over the canyon.

In a sign of farewell he executed a 180 ° turn and flew over takeoff waving at the on-lookers.

As he flew away from the hill a glimmering circle appeared in front of him. As he passed through it he vanished and the circle vanished with him. To those watching it was as though he had never been there, except for the device Rob held in his hand, the duplication of the time portal control he had made for himself.

Without that man, none of this was possible.

Out of the cloud he zoomed. Grebs looked around. Everything was as it should be. Was it only a dream? Maybe a case of hypoxia. He felt a little light headed and emotionally exhausted.

Yeah, it must have been hypoxia. That does weird things to your mind. "Well," he thought, "I'm OK and my mind is straight.

I'd better land."

Flying out over the landing area he spiralled down, set up his approach and brought the glider in for a landing with a perfect flare and a bullseye.

Kris came running up to him, threw her arms around his neck and kissed him. "You're pretty when you fly."

"Hey, what's this?" she said pointing at a silver circle attached to his control bar about four inches in diameter with a red display window. "You didn't have that when you took off."

Grebs unhooked, moved his glider over and then put the control in his pocket.

"I'll explain later," he said. "First off! have a letter to write, then we're getting married."

"Married?!!" screamed Kris hugging him nearly to death.

"And have I got a place for us to honeymoon," announced Grebs. "It's out of this world."

THE END

Light Wing Insurance

Insurers for USHGA

P.O. Box 16 Westerville, Ohio 43081

35

DESIGNING YOUR OWN GLIDER -- Part IV ©1983 by Dennis Pagen

T

hose readers who have been following this series on hang glider design will recall that I started out merely trying to stimulate some interest in home design and expose a few ofmy own ideas. In this I have been successful, judging from the nature of my mail. However, I was requested to present a few guidelines concerning hang glider design so a reader with more enthusiasm than ability won't get hasty and build a personal suicide machine. To that end, we covered structure and stability last month. In this installment we cover the design of the sail.

THE LEADING EDGE CURVE The first step in sail construction is to carefully design it on as large a scale as possible (I use one-inch equals one foot). Actually, the planform (view from the top) should already be layed out since you need the dimensions for the airframe. However, at this point it is necessary to fine-tune the pattern. Because of symmetry, only half the sail is needed.

Adjustment must be made along the leading edge of the sail to accommodate the normal bending of the leading edge tube. This is a black art. The shape of the tube bend depends on how you cut the sail and how it is loaded in flight. The latter is an unknown. Most designers go on experience with occasional cutting and trying taking place. What you are trying to achieve is a smooth curve and progress of tension out to the tip without inducing wrinkles. Note that the leading edge usually makes the most noticeable bend at the crossbar junction and may bulge out in front of the crossbar.

The curve sewn into the sail at the leading edge is called a "luff curve." The best way to estimate how much curve to put in is to look at as many photos as possible and guess. Also look at current designs up close, but realize more bend occurs in flight. A ballpark figure is five inches of inward bend at the tip although this depends on leading edge stiffness. If you have preloaded leading edges (such as the graphite ones I illustrated in the February issue), you can bend them to the desired shape and take measurements from a data line to duplicate the curve on your sail pattern

36

leading edge.

Once you get your leading edge in position, you may want to readjust your trailing edge.

Remember not to leave too much unsupported or roached area. Roached area at the tip contributes to washout. However, if you eliminate roach completely, you have a pointed tip which is inefficient and prone to stall. A compromise is in order. I like less than 25% of the entire area to be roached.

BATTEN PLACEMENT Batten placement should be finalized at this point. Battens are typically placed from 11h to 3 feet apart. Generally, the more battens the better from a performance point of view, however, cost, weight and hassle should be a prime consideration in any new design. Battens should be somewhat radial and closer together at the tip. Again, look at current designs for guidance here. There's no sense in repeating mistakes. The trailing edge curve should be smooth and not too sharp at any one place to avoid concentrating stresses. A rule of thumb is to scallop the trailing edge in an amount equal to 3% of the distance between battens (see figure 1). This scallop helps prevent flutter.

leading edge bow as well as double surface placement, it can be seen that a holistic approach must be taken to hang glider design.

TUBING ALLOWANCE The next thing to do is add in a tubing allowance. This as a thin slice along the leading edge to account for the diameter of the leading edge tube. Since all dimension lines on the sail pattern should be considered to be along the center axis of your tubes, this tubing allowance should be 1/4 the circumference of the tube. If you do not add this, you may find your airframe doesn't fit your sail. Figure 2 shows a cross-section view of tubing allowance. The upper and lower surface get an equal amount.

..::ScA/......L.0,0

3.EtZV,E:.£/v

BA-r:r,vs

AG-URE. 2 ,

.

3%oFA

I

\

~ A --------Now that your leading and trailing edges are in, establish the position of the double surface trailing edge. It can be straight or curved, but keep it simple. Remember it has to provide clearance for the crossbar so it must be sufficiently behind the crossbar or the double surface will bulge out. For reasons discussed in the March issue, I prefer a 60 to 70% double surface. Since crossbar placement affects

Use the formula: circumference = TI x diameter to find the circumference and divide it by four to get the tubing allowance ( TI = 3.14). If your tube is tapered, taper the tubing allowance. Don't make any sudden jumps at sleeves, however. Add the tubing allowance to the leading edge, curving it right along with the luff curve.

THE AIRFOIL Now I determine my airfoil curve as nearly as possible. This is necessary here in order to find the joining curve and the camber allowHANG GLIDING

ance. I can't begin to teach you the intricacies of airfoil design in this short article, but here are some general guidelines. For such a slow speed airfoil, many designers have been using a maximum camber about 12% of the chord length (see figure 3). This may vary considerably. Typically, we see 9% at the root area and up to 14% at the tips. This is because the root area is often reflexed which essentially reduces maximum camber. The high point of the camber generally occurs 20 to 25% of the chord back from the front. This high point usually moves back toward the tip and may vary greatly if you have a large reflexed area in the rear. The important point is to get your high point to transition smoothly from root (center) to tip of the wing in terms of position and height. Draw a smooth line or curve on your planform to determine the high point position. Draw a rear view to determine high point height at each batten station.

With these guidelines, draw (to scale) your battens and measure their total length (along their curve). The curve length will typically be about 8% more than the chord length (see figure 3). Now add this extra length to the front of each batten at the leading edge (in front of the tubing allowance). This is the camber allowance. If you didn't add this material, your actual glider would be about 8% smaller than planned and a very ditTerent luff curve would be required since more area is taken up by the camber at the root than the tip.

THE JOINING CURVE Now draw in the joining curve. What's this?

When the two halves of your sail are joined together, if you don't have a 180° nose angle and dihedral (anhedral) is present at the root, the two halves will not meet in a straight line, due to the camber. To see this, make a pattern of your sail, cut it out, curve it up and hold the root against a straight edge. You'll see some gaps. If you don't account for these gaps, you'll have some bad wrinkles - usually at the high point, the worst place. The best way to design your joining curve is to make a pattern of your root airfoil out of cardboard, tape the

_JQIN!1\.'G

~U!Z! E

CAMBER

(t=XAGG-cRATED) At.J-OWANC/=.

TU/3/!VG- Af_LDWANC.E

LU<='F' CUR.VI'= ( M&A,SU/<.f'= AREA rf<.{)M /-(&i<c)

77'<,A/L-/NG 'l==DG-E=-

ALt...OW l'!ATe.R.IAt...

FOR HEN IF N£C!3S.SAIZ. Y

F/C-URE. 4.

sail pattern to it and trim the sail pattern to fit a straight edge as you hold the desired anhedral. The resulting curve should look something like that in figure 4. Note, if you are building a loose sail glider (trainer?) with dihedral at the root, the line will curve in the opposite direction. If you don't have reflex at the root, the rear curve will not be present.

I've had good success with this method although I've seen others sew the sail first and cut the joining curve by making a full mock-up of the root camber and pinning the sail in permission. Once you make a few prototypes you can generally guess the proper shape. Note that any sharp dihedral or anhedral break somewhere else in the wing will require a similar joining curve.

Now for a little review. Once you have your basic leading edge and trailing edge in place, add your luff curve, tubing allowance, camber allowance and joining curve (see figure 4). The double surface positions should be in as well.

At this time you can place your lower surface battens. Usually the more the better, but I sure hate stuffing battens.

I

Kt3=£L p-~-::-K,G,,......SID/£ V/8,'"1/

'-!EH ALLOWriNCE

Fl G-U/<.E 5.

IZ%

~c~o

J_

FIGUR..E '3.

This is a good time to determine your total area. Divide the planform into as many rectangles and triangles as necessary to cover the entire area. At a scalloped area, a straight line can divide the curved area in half (see figure 4). Add the areas up (measure carefully) and double it since you have two sides. Too big?

Cut a strip from the rear and tip and remeasure. After these adjustments you may have to readjust batten positions.

2..5°/o

i---OFCr/0

CHO!<.D

THE FINISHING TOUCHES

-I

Now place your Mylar pocket position on the upper and lower surface. The top position often comes near the high point and the lower just past the rear of the leading edge. I prefer it back further, but this depends on how wide your Mylar is.

Finally, determine your patch placement.

Patches are usually made of nine ounce Dacron and are used to add strength and prevent wear at critical places. Look at various gliders and see what is in vogue. Some designs (c0ntinued on page 39)

JUNE 1983

37

he Dunlap Flight Park was just another lazy campgrouud until one day during Easter vacation abo111 three years ago a hang glider flew in and stirred up a bit. Mind you, just a hang glider flying in was enough, but the fact that three of them flew in and landed in an area smaller than a football fleld completely surrounded by power lines was even more exciting.

Well, Dunlap is a pretty small community consisting mostly of cattle ranchers, turkey farmers, retired people, or people just looking for some privacy. fl lot of them wouldn't have taken kindly to be ckscended upon. But, these pilots just happened 10 pick the almost perfect place to land. What they didn'I know was that the campground they had just invaded, (they looked as if they came from outer space) happened to belong to a single lady of about their same age. And she just happened to be, at the time, trying to find a way to brighten things up around here. Well, when they sheepishly walked into the store and asked if anyone minded that they had landed there, I'm sme they didn't expect things to turn out the way they did, (thanks, Jim).

The campground convened almost over night to a Flight Park (even though I didn't know that's what they were called) complete with a hang driver. The pilots were informed that the (infamous) back 10 would make a better landing area. So, we started cleaning up the new landing area (we even removed a couple of trees, but not Connie's trc:c thanks Danny). The hang gliders started showing up 011 a regular basis, corning from miles around as the news spread. Then the news made it to the coast. Next they found another launch a little higher up. But, the four-wheel drive road wcrnld scare the pants off of most any seasoned four-wheeler. Well, the pilots looked at this new obstacle, wondering if they should all get four-wheel drives, and before they knew it a new four--wheel pickup arrived at the campground, complete with a generously donated rack (thanks Howard). This prompted the story that appeared in the March '82 issue of Hang

38

TOP: View lrom takeoll. Campground Is between lakes; landing zone is lo lhe laft of firs! lake. CENTER: View ol landing area from campground. ABOVE: View of lakeoll from air.

HANG GLIDING

Gliding written by Michael Helms, "Stalking The Wild Gofer." Well, things kept getting busier and the idea that Region II's Regionals should be held here was brought up. So, another new launch was found, four-wheel in the winter months, 2-wheel in the summer.

The right idea was planted in the right head and the '82 Regionals took shape.

From that time until now there have been a lot of changes. Some of the decisions weren't that easy to make. I'm telling you, for a year or two I thought I had died and went to heaven.

What better place for a single lady, than to own and operate a hang gliding flight park?

For once I didn't have to entertain my retired campers (the pilots took care of that) and all of a sudden I had a lot of company my own age, and most of them male. Well, this was nice for a time, real nice. Then things changed again, and I was sure I had died and gone to heaven, in fact, I even sprouted wings! Dave Bowen flew in one day, swept me right off my feet, stole my heart, and gave me my freedom at the same time (along with a glider). Then he showed me how things could be and plans started for Regionals 1983 and Nationals 1983.

Well, we are still a nice little campground, complete with a convenience grocery store, laundromat, hot showers, green lawns to camp on, b-b-que pits, and even some lakes to fish in. We even have some almost up to date video games in this backwards little place. If you need hookups for your camper or mobile home, we have that too. Rates for camping range from $8.50 a night for a complete hookup to $6.50 a night for a nice tent site.

There are always local pilots around to ask about conditions or where the best lift is. We have even started a school and opened a hang glider pro shop. The local people think that even though we are a little crazy that we are fun to watch (just don't fly over the turkey farms). They welcome us with open arms and we add a few chuckles to their day now and then when we don't quite make it home after a long flight.

So, if you need to make reservations for camping, or just want to know how the flying has been feel free to call either Dave or Connie at (209) 338-2422, P.O. Box 241, Dunlap, CA 93621. ~

FINGER FAIRINGS

• Always there when you need tnem • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 1/4·in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

JUNE 1983

884-6851

{continued from page 37)

(Designing A Glider) use very few patches, while the Sensor has the most with about 52. Typical patch places are at the batten ends, wing tips, root trailing edge, heart bolt area, nose plate and keel pocket attachment area.

The keel pocket itself should now be designed. The top should follow the shape of the root airfoil in the proper position. Be sure to allow for the area around the tube (about one-half the tube diameter) and room for hems if you don't use hemming tape (see figure 5). Incidently, a hem or hemming tape must be used on the trailing edge of the main sail as well, so allow some extra material if you use the former.

This completes the design of the sail. At this point, I carefully place datum lines on my pattern to every point on the planform (that is, batten ends and fronts, as well as all surface corners) for use when scaling up to my full size pattern. We will discuss how to lay out this pattern as well as how to sew and mount the sail in the next issue. Following that, I will cover testing procedures, look at an old advanced design and peer into the future. ~ (continued from page 31)

(Air-To-Air) of the extra complexities involved. The following points are an incomplete list of safety rules one should keep in mind before making any attempts at towing: 1. Both pilots must be very experienced, and tuned into their ships.

2. Both. ships must be carefully preflighted, and all equipment should be in top shape.

3. Use only high quality tow releases, and test them before each flight. Also, the tow line should be frequently inspected for abrasion or other damage.

4. Expect the takeoff roll to be three to six times longer than normal (depends on your engine/prop/re-drive combo). Thus one should have an extremely long runway. Also, make sure that the surrounding area is flat with no obstructions just in case it is necessary to abort during or shortly after takeoff (power failure, etc.).

5. One of the most important points is that there must be good weather conditions. Wind less than 10 mph, no turbulence and no crosswind. Violating any of these could contribute to a takeoff crash, generally a very unpleasant experience. Also, be sure to consider density altitude; a hot summer day could double the takeoff roll· and halve the normal climb rate.

6. Clear spectators from-possible flight path.

7. Always maintain good airspeed at both ends.

8. Release at the first sign of trouble - that's what it is there for.

9. In general, follow the dictates of common sense. Don't let your ego goad you into flying in any less than ideal conditions, for instance, just because your friends or a crowd came all this way just to watch you tow.

LEG AL ASPECTS Since towing, to the best of my knowledge, is not specifically covered by the FAR's it is currently a "gray area." Be sure to follow the FAR's anytime you fly. Also be sure to obtain the runway owner's permission before attempting to tow. Only by conscientious selfregulation, common sense and courtesy can we hope to keep this flight expanding activity from being regulated by the FAA.

SUMMARY AND FUTURE PROSPECTS This article represents merely one person's viewpoint of, and experiences with towing. It is my opinion that towing has so many advantages ·that it is sure to become more widespread. Some of these advantages include the ability to fly in the flatlands, allowing just two pilots to go flying without any assistance from a ground crew or drivers (assuming that the towed ship has a tailwheel), opening up of many new and unique flying opportunities (I'll let your imagination loose on this one), elimination ·of downwind days, the ease of finding "drivers" (i.e. tow pilots), six or so people can cooperate to cut expenses, and everyone gets to fly, making hang gliding a more convenient activity if you don't live close to a mountain, and promoting much needed brotherhood between ultralight and hang glider pilots. I could go on and on.

For Rogallos, to be able to enjoy these benefits, more research needs to be done. According to most reports, at high tow speeds most Rogallos tend to be somewhat yaw unstable. I think the trick here is to develop a slower flying towship. In any case, the opportunities are virtually unlimited.

This summer, if I can keep finding tow pilots, I fully intend to explore the juicy looking cloudstreets that form regularly over the flatlands in my home area. I hope that at the end of this soaring season I can report on a series of successful (local) "record breaking" XC flights, done in the flatlands of the Sacramento Valley.

If there is further interest, I would be glad to write about the more advanced towing techniques that we use in our thermal chasing activities.

Now back to Skymouth Well pi/ors, rhere is rhe whole swrv. I don 'r know whe1her 10 believe 1his guy or 1101. Are ul!raligh1s 101ally useless or no1) I'll lei you decide . ..

39

MEDICINA AVIBUS How To Stay Healthy Though Hang Gliding

by Fred Leonard, M.D.

W

ell, the response to last month's column was even greater than expected, and though the mailbox was destroyed in the explosion, I was able to recover a couple ofletters that were blown clear of the blast. So as promised, I'll now attempt to answer those letters, thus inagurating as an integral if unreliable part of this column, "Dr. Fred's Answering Service." The "Answering Service" is for the benefit of all of you who ever tried in vain to reach your doctor, but got only as far as the answering service. Now is your chance to contact the answering service without having any intention of contacting the physician. However, be aware, the best time to get the "Answering Service" is nights, weekends, holidays, Wednesdays, or the 50 out of 52 weeks a year the doctor is out of the office, on vacation, at a conference, or just inexplicably unreachable. Remember, though, if you don't follow these guidelines, you may accidentally get the physician.

DR. FRED'S ANSWERING SERVICE Dear Dr. Fred, I took up hang gliding two months ago, and I've noticed that after all that lugging 1he hang glider up the /raining hill I've lost lwo inches in heigh/. Should I be concerned?

Shrinking Matterhom, Kansas

Dear Shrinking, Not unless you bought a nonadjustable harness.

Dear Dr. Fred, I bough! some pills to lake for my cold, and on the side of the bot1le it says, "CAUTION, may cause drowsiness, do 1101 drive or opera le

40

machine1y. "Does this mean it's siill OK to hang glide and wrestle alligators?

Congesied Cloudsuck, Louisiana

Dear Congested, I'm glad you asked this question, because it just happens to lead into this month's topic, which is:

AUTOPSY OF AN ACCIDENT The accident report simply read, "Failure to hook in." The cause of death was listed as, "internal injmies." It seemed straight forward enough, just a freak accident that could happen to anyone, just the luck of the draw. Or was it? Was this a million to one shot, or was the deck stacked? Was this an accident waiting to happen?

The pilot's qualifications were certainly adequate. He was an advanced pilot with about 250 hours of air time on multiple gliders at multiple sites. The glider? A popular state of the art machine, HGMA certified, about six months old, and by all reports in excellent condition. The site? A local Hang III mountain site. The wind was a bit crossed, but not excessively so for a pilot with his qualifications, and he'd flown here many times before. So what happened?

It had not been a part.icularly good week for him. He'd been fighting a cold, pressures were building up at work, the boss was riding him even more than usual, and he'd just broken up with his steady companion of the last six months. So Friday night was a night of celebration of the end ofa bad week, and it seemed he had just fallen into bed about four A.M. when the phone rang. As he tried to focus on the alarm clock, the voice in the receiver in-

formed him it was already eight, and he'd better get moving if they were going to make it to the flying site at a reasonable time. A shower, a breakfast of a cup of coffee, a cigarette, two aspirin, and a cold capsule, and they were on their way.

The drive to the site took about two and a half hours. It was already the beginning of a hot day, and a couple of beers relieved the dry mouth and eased some of the previous evening's leftover pain. At a pit stop just before their destination he supplemented breakfast with a Coke, a couple of Twinkies, and one more capsule for the cold.

Setup was uneventful. It took him a little longer than usual, he almost forgot to put in the nose batten, but it wasn't anything he or anyone else noticed. He put on his harness and helmet, walked his glider to takeoff, and 30 seconds later he was dead.

Just a freak accident? Not likely. A true story? No. A plausible story? Unfortunately, yes. Aircraft accident reports identify the errors made here all too often. This pilot was definitely at risk.

The accident was the result of pilot error, as are most accidents. For the most part, pilot error is just bad judgement, and there are some who would assert that hang gider pilots have two strikes against them in the judgement category already. Whether you agree with the assessment or not, it's clear that while bad judgement may cost you some time, embarrassment, or money in other pursuits, in aviation it may cost you your life. Good judgement, then, requires that we identify unnecessary risks and avoid them. So, what were the risks for this pilot?

The first risk we can identify was stress.

Stress it not easily defined (though we all know what it feels like), but it can be thought of as a destabilizing force placed on an organism by life's challenges and changes.

Mild stress may actually improve performance (it cuts down on the boredom), but severe or prolonged stress results in impaired functioning and sometimes complete breakdown.

HANG GLIDING

While stress tends to increase alertness, it also narrows attention (concentrating on the crosswind on takeoff, you may fail to notice you're not hooked in). It has been found in several studies that stressful life changes may be related to an increased likelihood of subsequent illness or injury. In one study, for example, it was found that college football players who had a significant number of stressful life changes prior to the season subsequently sustained more injuries than players who had fewer life changes. What's the moral? Though an admirable goal is to try to reduce the stress in your life, it isn't always easy; but you can be aware that if you're under a lot of stress, you may be at risk. So, if it's been a particularly bad week, and everything you try goes wrong today, you might consider going windsurfing instead of hang gliding. If one more thing goes wrong, the outcome could be a bit more salvageable.

The next risk for our pilot was fatigue. With increasing fatigue, performance and judgement worsen rapidly. Attention span narrows, parts of sequential tasks tend to be skipped or overlooked, and psychomotor function and coordination deteriorate. However, only you know when you are overly fatigued, and only you can make the decision not to fly.

Illness was a further, but related risk adding to this pilot's fatigue and level of stress.

Though there are good reasons not to fly with a cold other than stress and fatigue (which we can discusse in future installments), suffice it to say that if you feel sick enough to medicate yourself, you're probably too sick to fly. What then about those medications? Most cold capsules contain a variety of ingredients including antihistamines. The side effects of these medicines are variable, but the commonest is drowsiness. Antihistamines, in fact, are the active ingredient in most nonprescription sleeping pills. Other side effects include dizziness, blurred vision, and again impaired coordination and judgement. If you need to be on a medication for any reason, know how it affects you before you make the decision to fly.

In addition to the ingredients in his cold capsules, this pilot was under the influence of several other drugs including caffeine, nicotine, and alcohol. Since coffee and smoking are more a health than safety hazard, we'll ignore them for now and instead say a few words about booze. Alcohol, as everyone knows, is a significant factor in automobile fatalities.

What is less known is that it is also a significant factor in general aviation accidents.

Alcohol is a depressant. A little tends to depress higher brain centers, lessen inhibitory control, and affect judgement. A little more results in slurred speech, blurred vision, decreased coordination, decreased awareness of one's surroundings, and confusion. l'vl.ore still results in coma, and even more results in death. How much is too much? It takes about the equivalent of three mixed drinks in rapid JUNE 1983

succession to be legally intoxicated, but any alcohol at all is too much to fly. What's that? It should be your own business whether you want to have a beer and fly? In a word, no. If you drink and fly, you endanger the other pilots in the air, the wuffos on the ground, and the continued operation of the flying site. In short, if you can't make it through a day of flying without a drink, you've got a real problem.

What's the final risk? Twinkies. "Oh no," you say, "it's bad enough to be told not to fly with stress, colds, fatigue, pills, and a couple of beers, but now Twinkies? That's downright un-American!" Well, it's not quite that bad.

Twinkies are OK most of the time in most people, but sometimes even they can cause problems. You see, mankind has been around a lot longer than the Twinkie; and the pancreas, which shoots out insulin in response to elevated levels of blood sugar, was designed long ago when we were still eating fruits, berries, grubs, and an occasional hapless mastadon. So, when you woof down an RC and a Twinkie, a lot of sugar goes into your blood in a big hurry. Your pancreas, antique organ that

"If it's been a particularly bad week, and everything you try goes wrong today, you might consider going windsurfing instead of hang gliding."

USHGA INSTRUCTOR CERTIFICATION PROGRAM PRESENTED BY WILLS WING, INC. Wills Wing, in cooperation with hang gliding flight schools around the country, proudly presents a new USHGA approved INSTRUCTOR CERTIFICATION PROGRAM (ICP).

The purpose of the Wills Wing traveling ICP is to support the US H GA instructor certification and pilot proficiency programs by making instructor training and certification more readily available. It is hoped that the program will also help to raise the quality of instruction, and thus promote both safety and the growth of the sport.

The Wills Wing ICP is an intense three to five day program designed for both presently certified and non certified instructors. Some of the best instructors in the sport today have contributed information, ideas, and teaching techniques in the creation of this program, which uses classroom instruction, role playing, group discussion, and hands on training experience to facilitate the instructor training and evaluation process.

The Wills Wing ICP will be conducted by Jim Shaw at the locations listed below on the dates shown.

The cost of the program is $100.

Additional dates and locations will be announced. Please contact any of the dealerships listed, or Wills Wing for further information.

Fri., May 13 thru Mon, May 16

Crystal Air Sports ICP Chattanooga, Tennessee

it is, thinks that with sugar coming that fast, it must be time for the big feast, and that the rest Tues., May 31 Airtime H.G. ICP Fort Smith, Arkansas thru of the mastadon is on its way. Well, you guessFri., June 3 ed it, it shoots out about one mastadon's worth Tues., June 15 Northern Sun ICP of insulin, but you only give it one Twinkie thru Saint Paul, Minnesota Fri., June 17 and an RC's worth of food. As a result, your Tues., July 11 Wasatch Wings ICP blood sugar, which went up fast, now comes Salt Lake City, Utah thru down even faster, and if you're prone to this Fri. July 15 sort of thing, it goes too low and you become Tues., July 18 Sport Flight Unltd. ICP thru Missoula, Montana hypoglycemic. You may feel shaky, weak, dizFri., July 22 zy, get headaches, or just have the mid mornHang Glider Central ICP Tues, Aug. 3 ing blahs. In any case, a hang glider is not the Eugene, Oregon thru best place to be when this happens. So if this Fri., Aug 5 kind of thing does happen to you, have your Tues., Aug. 16 Bright Star H.G. ICP Santa Rosa, California thru Twinkie, but also have breakfast, an apple, a Fri, Aug.19 glass of milk, or a mastadon burger. However, if you don't have this problem, you probably have a later model pancreas and can eat all t h ~ ...... ~ · • Twinkies you want. Just don't tell anyone I ~ . . . . . . . .......... fJ -.I said it was OK. 1208 H E. Walnut, Santa Ana, CA 92 701 So much for this month's review of a few of (714) 547-1344/6366 the health concerns that may be more significant to you if you fly than if you collect tin foil. Next month we'll get back to some first aid topics.

·~N'~

41

A5 PAW"-! 5REAKS, A SHAP.:1-.s.SS Bl-OB EMO:R5-e5 FRof'<\ THE: 6((10KING- C RA A ?RONI:: H!,RNES5,, •

IN 50UT'H EP.N CA~lfORN IA., A l!,RIClHT' t.lG Hi" ..5P/..1 r..s 1"HE.

THE Pi-AC£.- A 5EA CL I, f

... SooN THE:RE ARE TWO

N!G\-li A5 A METI:o?, F"ALLS TO EAr.>,TH, l-1TH-E DO TH£ LOCAL HAN6- G-LIOC:R PILOT-:, SusP/c'..CT TH{;:.'( ARE A"BO()T TO e.Ml3ARK ON A TI.RR>F'(ING TRIP INTO ntE: /MA*.CT

~!

HAR.NESSS:5 /..'jlNG IN

THE! ';,""ND, T'HE.y ARE: ounuAROL.'{ Sll'Y"\ILAR, yc:T Ve.Ry tiORRll!>l-'/ DIFF.:RENT.

IT I 5 A pj;.RfECT FIT!

Suoot:NL.Y, r\ORR\ll,L'f 1

ZuT ,s ve;R..'{ 6L.OWL'{ PAAWND:'.lWN INTOTl-tC<: p!;':nl-{$ OF HO: HARN"-55

1',ND \-i(::

DIS'<.P~RSI

-=

=- -

-=--=

ZuT AlOR-5, A VISITING- F"ReNcH P11--or, IS Pl.EASED THAT NC ON!,; CI--A!MS THC SPAR/: H"-R.NE55,

HE. IS NE::.V~R Hi:'.-ARD FROM A&-AI 1--l, ·11-tt:: ALIEN HARNt:::551;: MULT!Pt...y 0.UICKL '"

--"'

0

~

,...

S~CTA iQ?S

,r

\{£1:.P ou, OF LANDING Zo i'I.E-

0

-.ti

I

- '"'•

o

--1/J!l;/,

=-

THE SURVIVORS ARE TRAPPl':D IN -rHE

£::. ,q_, D1voNIN1 6RI/./.IAl'-IT G-t:Ntc:TIC.

SHe:D, PROT1:CTE.D BY BURGLAR-PROOF

ENGINE:t;:R AND AERf:ODYNI\MICS WHIZ,

BARS,

HJ::AP-.'S OF" THO:IR \Jt..lGHT AND BEGINS RE:Stc:ARCHING ltnrf\~DIATC:L-j,

"THAT N1GHT,

HE. LOADS

, , , AND HITS THE ROAD, DR.IVING-

THROUGH CAREFUL G-E NE:Ttc

LATE.

MANIPULATIDN, HE. LINKS UP SE:V£RAL

5E.VERAL t-AR0e, MY.STE.RtOCJ5

L\Kt=: A

AMINO ACIDS, THENJ INTO THI::

Box.s.s INTO H15 VAN,•,

THt=: c1-1PF

FIEND, H.s. RE'..ACf-\E.5

By MORNING-.

GROWTH AC.CELL[:: RATOR!

NoTA Motv1€N11ao sooN! AS ~.R,'5 \/AN PuLL.S uP,-rHE. AL/E:1'15 AR~ BRE:AKll'\G- IN"TO THE. SHf:D! HE OP(NS TH£" VAN -ro R.E.LEASE. Hts NE.W CR£ATIONs- THC:: U,P.; OR l.)LTMATl:o PR.t.DATOR., As -n-/E PR.oNG: f-lARNeS5E5 ATTACK! ,HEU.P'S Ff:Roc1ous1-.y PURSUE:' A ND B£GI N TO WAST£: TKS:.M/ TH£: AL1t::NS ARI:: DE:VOUP--ED f!

AFTER. THE. BATTLE., THE STUFFED U,P.'s LAy AOOUT, UNABLE TO MOVE, E..R. EXPLAINS HOW He. MAD£ THE CREATURES f.:,y COMBININ&- THE. GENE.TIC CHARACTERISTICS OF A VENUS FL'J-TRAP AND A CHICKEN VIITH A POD HI\RNE:.55, ,,TAKES ONE: To CATCH ONE;' Me:. 5AY6,

BEING PART CHICKEN) THE. Poos ARE TOTALL'f SDIBLE! AFTCR 50ME HESITATION THE. PILOTS, (wHo WILL £..AT ANYTHING- IF IT's FRE: E) HOLD A i=AR:B·Q W 1TH BEeR AND ALL Tf-1 E f>oDS you CAN ~AT, SooN J A FLOCK Or r,APP'f PIL-013 ARE. GAcK To SWAPPING- LIE:.'5 ANDWA1TlN6 R:>R WINDt

An instructional column for the new pilot.

by Erik Fair

H

ere are my excuses for not having an installment of The Right Stuff in the May issue: As a card carrying member of the International Order of Procrastinators, I generally operate right on the edge of deadline, leaving myself absolutely no protection against "unforseen circumstance." I was smitten last month by "unforseen circumstance" in the form of a debilitating case of The Indonesian Revenge which saw me lose eighteen pounds (all brown) in a two week (too weak) period. By the time I recovered, the deadline for the May issue had passed and I was left out in the cold. So to those of you who were sick and tired of being bludgeoned by my ranting style twice a month for the past four months, let me say: "You're welcome. You deserved a break!" To everyone else let me say - HEY, where IS everyone else?

OH, WELL Time for a quick and dirty article on the subject of crashing a hang glider. I don't really want to talk about it much and you folks probably don't want to read about it much but it's a subject that bears some looking into. So let's get it bloody well over with shall we?

We've already discussed how to avoid crashing by avoiding the various syndromes (intermediate and advanced) and by practicing maneuvers that will increase your ability to perform forced (as opposed to crash) landings.

Recall that the difference between forced and crash landings is the difference between retaining control of the glider until "touchdown" and giving up control of the glider at some point prior to "impact."

The main point I wish to make in this article is that the pilot in a crash situation almost always has choices to make that can greatly affect the severity of the consequences of the crash.

Choices can and must be made in the following interrelated areas: A) Point at which control of the glider is abandoned. B) Position of the glider. C) Position of the pilot's body in relation to the glider and terrain.

Choice, of course, implies awareness of options and awareness of options implies control.

Crashing, of course, has nothing to do with control, and directly implies being "out ofit."

Let's start off then with a discussion of the "decision to give up control." (So you can get the freaking crash over with!)

44

THE DECISION TO ABANDON CONTROL The main point here is to avoid the temptation to panic in a crash situation. The instant you panic is the instant you give up control and if you panic early you are probably giving up many opportunities to substantially improve your situation prior to impact. Retain control of the glider as long as you possibly can. If at all possible retain enough airspeed to level the glider and to execute an effective flare just prior to impact. If it is not possible to retain the ability to flare, retain as much control as you can until just before impact when it is time to concern yourself less with control of the glider and more with positioning yourself and your glider so that the glider's frame and your own large boned parts (legs, not head!!) take as much of the impact as possible.

POSITIONING OF THE GLIDER (Aluminum vs. Bones) The age old rule for crashing is: Get as much glider as possible between you and the ground just prior to impact. The logic, of course, is to make the glider, not your own precious bod, take the brunt of the crash.

Broken aluminum is a lot cheaper and easier to

live with than broken bones.

It is my view that the optimum way to crash (if there is such a thing) is rear keel first, followed by control bar. Even if the pilot doesn't let go, as illustrated in fig. sequence I, the control bar and keel take a good deal of the impact without danger of the pilot breaking his arms going through the control bar. Note also in this sequence how the mid portion of the keel takes impact through the harness after the pilot's legs have buckled (not broken), absorbing shock. A high flare with a 30' rapid vertical descent, then, is better than a high speed nose-in with no flare at all, because the glider and your bod are in a better position to absorb impact.

On nose first landings in which the pilot is unable to stay on his feet and jump through the control bar (thereby preventing or minimizing the nose-in) it is best to let go of the control bar and allow the body to swing through and, hands covering face, arc into the front keel, making it absorb the impact.

Another option is to grasp one downtube with both hands so the body will arc to the side.

The point here is that a nose plate, control bar landing usually results in the sudden stopping of the glider. Your body will continue into the glider and it is up to you to make it do so in a way that is most likely to damage the glider and not your body. Figure III shows a composite of a couple of the classic wrong ways to position your body on a nosed in crash landing.

One more concept regarding positioning the glider to take impact is illustrated in fig. IV. Here a pilot in the process of crashing off level uses what's left of his pitch and roll authority to pin the leading edge of his glider on the ground and make it absorb the impact of the crash. Had he pushed out hard while continuing a futile attempt to level the glider he would have spun into a high speed downwind nose-in crash with worse consequences. The point here is there are many creative ways to maneuver your glider into taking the impact that would otherwise be reserved for your body. Do what's necessary to break your glider in a crash landing. Your bones will thank you.

POSITIONING OF THE BODY (Big Bones vs. Little Bones) Little bones break easier than big bones and you can run faster on your legs than your HANG GLIDING

'REAR OF kEE L. AN'!)

Lf=<oS ABS01<8 IMPACT.

HIGH S?EE1) V'ER'TIC.AL l)f':SC!:NT,

sui3SEqUfHT TO HIC!>H l=L.AR.f:. "'

'BE'ITE:R ~!-l ~ fCLARe !

AN ALTEl<NATIVE IF YOUR £.AlE f:C.A'!ZE l)lt>N'T WOl<K. j

JUST 'PRIOR TO

POUNl), ~ p

THl<OU0f-t THE:. \Y'>R.,.

... ANO L!:AN &\CJ::: ON THE SlW>-?S; T~IS i-E'fS 'Tt·1'E GL11E121 HA'R.NE;,5/ AND L~S TAKE 'iHE FOR<:f:S.

KE:E:P ...,.OUR l-E6S UN l)e.12.NEATH YOU/

-n-1E wo!<ST WAY 10 GO IN j TOO SLOW TO FLA'i<-E.. 1 LEGS" OUT 8AC!C, AND ~TILL ]:>\<ONE.•

v

FATE1) PILOT

OL"t>S ON TO

otY PA'\ZTS

EXTEt'\1), Al<M Mi)

U\P(<IGHT,

L.ETTIMG f'.Rl<,,11.J:

Tt'l:::E THE IMPACT,,,

~\\\1\\1,,.,'.

'-c,,

I

I

T~ TD MAKc L\Ke A POLE VAUlTEl2 AND °PIN A LE-At>IN<, Etx::,E INTO THE Gl<OUHD.

MOi<AL: ALWAYS Tf<.Y TO EKEAK '\HE GL\l>ER INS'icA1) C>I"- TH'E

HEAD.

arms. Your head does not generally approve of (con1inued from page 13) being crash landed upon. These are very good arguments for trying hard to keep your feet (USHGA Reports) underneath you at all times. It is, in my opinion an unforgivable sin to crash land fully vided inferior service, Sinclair bid compushed out in the prone (belly flop) position. petitively on their new half-web press. We're No good can come of it. If you don't believe glad to be back. The color calendar was a big me take another look at fig. III which clearly hit and we plan another for this year's shows three separate ways a head· first nosed-in December issue. Sponsorships will again be crash can break your body. First of all, if you sought from manufacturers, dealers, clubs or go through the bar face first, fully extended anyone who is interested. For $400 we supply you're going to want to put one or both arms color separations (which become the property in front of you to break your fall. What you're of the sponsor) and will print the logo, address actually doing is stiff-arming the ground and and phone number of the sponsor. It's a great it's a great way to break your wrist or forearm. promotional idea for $100 less than the cost of After your arms break, your face will hit a rock a full page color ad .. Get your cameras ready. because you don't have your arms up covering Some controversy was raised over Craig your head and face like you should have. If Beck's claim of a 13/1 glide ratio for his glider you happen to hold on to the downtube as you in a recently-published news release. The go head first through the bar, you have a good magazine's policy is that manufacturer's chance of sustaining a spiral fracture of the upclaims are not challenged but we do insert, per arm. This is because as the glider stops "According to the manufacturer" before these abruptly, your body will continue its forward claims. Buyer beware. New editorial content momentum. Since your hand can't come off includes a rare installment of fiction by Walt the downtube due to the presence of your Dodge and a new medical column by Fred thumb, all that momentum is converted to a Leonard. Let us know how you like it. torque force on your upper arm. Snapola.

Meanwhile your big strong legs are sailing along in mid air behind you doing absolutely AWARDS nothing for you. (Don't blame them, you put 'em there!)

Dick Newton, Awards Committee chairSO MAKE LIKE A BABY man, presented the newly-established The fetal position is not a bad body position Newsletter Of The Year award to Hardy to assume just before impact. If your legs are Snyman, editor of the Houston Hang Gliding underneath you like they should .be, and run- Association's fabulous Wind Writer. The new ning is no longer going to get you anything, all Chapter Of The Year award went jointly to you have to do is curl them up to your body. the Maryland Hang Gliding Association Don't suck your thumb, though, as it would (#108) and the Capitol Hang Gliding Associalook bad. Instead, use your hands and arms to tion (#33). Congratulations. Contenders for cover your face and head. See the final frame next year's awards should begin thinking of fig. I for an artist's conception of a hang about nominations.

A new award is in the works. This will be glider pilot in the fetal position. the USHGA Exceptional Service award, to go SUMMARY to the USHGA member who has provided the Don't crash at all. It's messy and un- most exceptional service to the Association. necessary. If you're in a crash· situation, Nominations should be received by July l.

DON'T PANIC. You may be able to save the situation or at least improve it if you: INSURANCE Retain control of the glider as long as possible.

Insurance committee chairman Steve HawxAbandon control of the glider when it becomes more important to get into a position hurst introduced a motion to roll back site inthat will allow the glider to take as much of the surance rates to $125 for the first site and $65 per additional site per year by allocating_ 67<!: impact as possible.

Keep your legs underneath you because from the dues. Mike Meier ammended the mothey'll absorb more impact than your arms or tion to read simply that rates be revised to the September 1982 level. This motion was aphead.

Get fetal and cover your head just before im- proved. We are now with a new company, pact. If you've kept your legs underneath you Lightwing Insurance, after a dramatic they will be pushed into a fetal position in the premium increase by the old insurer.

Keep in touch with your Director. In last process of absorbing impact.

Call your mother and tell her you're all month's issue we published the names, addresses and phone numbers of USHGA comright.

Please send questions or comments to: The mittee chairmen.- Let them·know how you feel Right Stuff, clo Hang Flight Systems, 1202 E. and provide enough general feedback so they can represent you at the next meeting. ,...

Walnut, Unit M, Santa Ana, CA 92701.

46

WE

SPEA-K. S'.OARING.

If flying under pow.er is your thing, we think you're lucky. . . • you've .several magazines to choose from.

But if SC>aring is your pleasure, we're lucky 'cause it's ours too.

Unfortµnately you soaring . enthusiasts have gqt to look harder for information; Because in ,the world of ultralight soaring, only two magazines give full and continuous coverage (1'\lhole Air and Hang Gliding).

Hang Gliding gives national association news and concentrates mainly · on the West Coast. Whole Air covers the ultralight soaring world, but features more East Coast information. Whole Air also lea.els. the industry in new ideas and directions. · .

Whole Air giyes you "Product Lines, the Hang Glicier Bluebook, Statistics, a Reader Response Card system, the Glider Survey, an· Accessory Buyer's Guide, more Pilot Reports than anyone, and. much mor:e/!

Any soaring pilot worth hts or her vario ought to read BOTH magazines. So, when should we start sending you Whole Air ... ?

THE MAGAZINE OF HANG GLIDING AND ULTRALIGHT SOARING YES, sign me. up for liVho/e Air D.Visa charge

l

D Money Enclosed D Mastercard charge D Bill Me (in advance) , Card# Expiration Date.

I Is this a renewal subscriptiontD Yes O No j ·

1

D $12 ~ 1 year (6 issf;M!s;.SAVE 20%) . 0 $20 '- 2 years (12 issues; SAVE 33%) .

D.$27 ,_:;; 3 years (18 issues; SAVE 40%) Ganada: ADD $4/y~r (U.S. Funds!) .

Otfier Countries: ADD $8/year (U.S: Funds!)

WRITE FORAIR MAIL RATE INFORMATION

Name Address~-~-~-~-~-~--~ _ _ _ _ _ _ _ _ _ _ Zipcode _ _ __

-Mailfo: Box 1,µi, I::.ookout Mtn1 TN 3¥350 · ·

HANG GLIDING

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

Schools and Dealers

MEGA III 190, '80 - Low airtime, new frame, must sell. $1000 or best offer (614) 885-8813.

FOR SALE: Getting out of sport. 1981 PHOENIX 12 glider, cloud harness; with parachute, Litek vario. All in excellent condition. Any reasonable offer will be accepted.

(619) 562-2950, ask for Tom Edmunds.

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

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

CONSUMER ADVISORY: Used hang gliders always should .be disassembled before tlying far 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 v.'il! be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos

NEW PROSTAR 160 - Red andwhite with gold star with rainbow color coming off star. $1600. Stan (316) 422-5162.

NEW PROSTAR TWO 190 - Rainbow/red/black/white, $1750. (303) 233-2976.

RAVEN 209 244-3079.

Good condition, $650. Phone (916)

RAVEN 209 278-5136.

Harness, chute. Complete' $1275. (619)

CONDOR 224 - Good condition. $500. (206) 683-7342, evenings.

RA VEN 229 - Excellent condition, eleven hours airtime, never flown on training hill. $750. (703) 521-96] 1.

DEMON 175 - Excellent condition, low airtime, new cocoon harness with security chute, $1400. (702) 882-2236.

RAVEN 229, 1981 - Excellent condition, 15 hrs. airtime.

Will ship, $900 or offer. (503) 248-0334.

DUCK 180 - Only 30 hrs. Red/orange/white. Perfect condition. Must sell. $1500. 0.8.0. (714) 842-9516.

RA VEN 229 - Assymetrical and exceptional, low airtime, $800. P .0. Box 26464, Birmingham, AL 35226 (205) 822-3010.

DUCK 180 - Low time· custom sail· red L.E., spectrum, white T.E., black keel pocket, $1375. (612) 588-3935.

SEAGCLL l l METER - Excellent starter/intermediate, superior performance, $747. Eipper supine harness, $65.

(602) 833-60 l 7.

DUCK 180 - $1550. Harrier II 177, $1375. Others P.O.R. Eastern Oregon Ultralights, (503) 276-2329.

SEAGULL 10 METER - Gift to qualified party. Perfect condition in all respects. First $550 takes it (213) 827-5075.

HARRIER II 147 - Rainbow double surface, like new.

Carrop carrier included. $1350. Greg, (213) 399-53 l 5.

2 HARRIERS - 177 & 147. Both 'Si's with low time. $1000 each. (714) 892-0514.

HARRIER 177 - perfect condition, 20 flights, must sell. $110. (703) 337-1573. Evenings.

LAZOR 195 - White - rainbow tips. Very clean, flies great. $550 or best. Evenings (805) 252-8072, Greg.

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

STREAK 160 - 4 flights, $1950. Demon 175, like new, $1295. ,\1ust sell. (504) 774-6075.

SUPER LANCER 200 - Excellent condition with harness and helmet, $750 (916) 583-8205.

SUPER LANCER 200 - New, never flown. Mint condition. With fairing kits and all extras, $1200. Call after 4:00 P.M. (412) 846-6736.

WANTED: Seagull Meter Ship. Good condition. Trade or sell Seahawk 200. Great tandem ship! (607) 733-8484.

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

X-180 - Excellent condition. Green upper surface, white lower surface. Purple leading edge. $1200 (213) 44 7-8444.

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? HELP US ELIMINATE COSTLV POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine.

The Post Office returns undeliverable magazines to us and charges us 25~ In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move Thank you for vour cooperation.

JUNE 1983

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

RAVEN 209 - Excellent, never damaged, $775. SST 100 B, $250. Prone harness and chute, $125. (714) 982-6649.

RA VEN 209 - Never used - White with blue leading edge and keel pocket, rainbow panel on each side. Includes Wills Wing prone harness - $700. O.B.O. Joe (714) 857-6059, Irvine, CA.

EIPPER ANTARES 20' - A-l .condition. Bag, helmet, harness inc. $600. Call (619) 481-6132.

SKY BOUND HANG GLIDERS - Full time, full-service shop. New and used gliders and equipment, certified instruction, repairs, accessories. 10250 N. 19th Ave., Phoenix, AZ 85021. (602) 997-9079.

PROSTAR 160 · $1450. PRO AIR BREEZE 180, $1200.

Excellent condition; helmets, harnesses, chute, lots of extras; priced to sell. (213) 402-6919.

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.

DICK 180- Excellent condition, $1300. Raymond cocoon harness with chute, $250. (619) 363-6721.

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

ELSINORE VALLEY HANG GLIDING CENTER Certified, experienced instruction, foot launch and power.

Sales for major manufacturers. Major repair facilities.

Flight instruction and repairs performed under the supen•ision 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.

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

HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701.

(714) 542-7444.

HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

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

HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL - USHGA Certified instructors, observers 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. \Ve Believe-SAFETY FIRST!

HANG GLIDING HEADQUARTERS FOR SO.CAL. Now the LA dealer for Delta Wing Also:

• UP

•

Employment Opportunities • We are seeking qualified Hang Gliding and Sailboard instructors.

• Sailboard management position available.

• Sales experience necessary.

Outfitters for Owens Valley 5219 Sepulveda Blvd,, Van Nuys, CA 91411 •

(213) 789-0836

47

MISSION SOARING CENTER - Test Oy 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.

267-8980. Hang glider dealer for Wills and U.P. Ultralight dealer for Vector 610, winner of London to Paris Ultralight race. USHGA certified instructor.

HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Certified instruction, sales, service and rentals. 684 Hao St., Hon., HI 96821. (808) 373-2549.

TRADEW!NDS HANG GLIDING - Box 543, Kailua, Hawaii, 96734. (808) 396-8557.

IDAHO IDAHO ,'v!OUNTAIN AIR - Sales, service, instruction.

Dealers for U.P. & Bennett. New & used gliders in stock.

945 No. Harrison, Pocatello, ID 83201. (208) 232-3408/234-1228.

OWEN'S VALLEY HANG GLIDING CENTER ULTRALIGHT SOARING SPECIALISTS - Sales, all major brands plus accessories - Service - Launch shuttle - Soaring seminars - Foot launched & powered competitions - 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 information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 731-7766.

W!NDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED ULTRALITE center in Southern California. Large inventory of new and used gliders, ultra lites, parts and accessories. Complete training program by USHGA certified instructors.

5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836.

SUN VALLEY SENSOR - New and used Sensor 510's.

Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 726-5399.

TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - Sales of new & used U.P., Bennett, Seedwings & Centurion gliders, accessories - Site info. and ratings. "Come Fly With Us" - Box 746, Nampa, ID 83651, (208) 336-9492.

ILLINOIS PROAIR/PROSTAR/FLEDGE Ill/FOX BAT sales, service, flight accessories and Ball variometers - 1Viidwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (3 L2) 244-0529.

MICHIGAN SOUTHEAST MICHIGAN HANG GLIDERS - Sales and instruction in Ultralights, Free Flight and towing.

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

COLORADO

MINNESOTA

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

NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarablc ridge with tramway lift. \Xlhen in the North Country stop by and test our line of gliders and en· ioy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333.

PROGRESSIVE AIRCRAFT COMPANY OF DENVER - Featuring the exceptional Pro Air line. Carrying the finest in accessories, Ball varios & Handbury chutes. Very competitive pricing. 3545 S. Brentwood, Denver, CO 80235. (303) 759-1230 D., (303) 985-3167 N. 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 sraff.

Featuring UP, Flight Designs, Pacific Windcraft, Manta, Delta Wing, Moyes.

CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203)

NEW MEXICO BUFFALO SKYRIDERS, !NC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842.

NEW YORK MOUNTAIN WINGS INC. - The northeast's newest and largest bang glider and ultralight center. Located only 6 miles from Ellenville. Our product line includes: Flight Designs, Delta Wings, Seedwings, Manta, U.P., Pro-

PACIFIC KITES

VAMPYRE MK II FEATURES: Improved performance and handling.

Redesigned sail with 80% floating lower surface, spanwise cloth, faired batten pockets.

New easy set up system.

Stronger airframe - NZHGA certification Better finish - new hardware, coaled wires, etc.

Three sizes, 1B5, 164 and 140 sq. ft. in production now.

DEALER INQUIRIES INVITED 48

gressive Aircraft, Pacific \Xlindcrnft, 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.ountain \X'ings Inc., Main St., Kerhonkson, NY 12446. (914) 626-5555 for friendly service.

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, ser· vice, gliders in stock, also towing instruction.

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nagshead, N.C. 27959 1-800-334-4777, in North Carolina, (919) 441-4124. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to Oy. Beginning/Novice packages and ratings available dailr. Complete inventory of new gliders, accessories and parts in stock.

OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. 500 S.W. 11th, Pendleton, Oregon 97801. (503) 276-2329.

PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701.

(717) 326-6686 or 322-8866.

L!h.,

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

Send For FREE Brochure Designed in N.Z.

PRICE U.S. $1,250.00 WHY PAY MORE FOR LESS?

VAMPYRE is a winner; 1st place Italian Nationals.

1st place Owens Valley X-C Qualifier.

Almost ALL of N.Z.'s top pilots flew a Vampyre at the N.Z. Nationals.

LANCER IV, now with coated wires, quick set-up system, etc. Two sizes - 175 and 195 sq. ft.

PRICE U.S. $750.00 IMMEDIATE PARTS AND BACK-UP SERVICE Check our prices and the NZ to US exchange rate is to your favour.

PACIFIC KITES LTD. P.O. Box 45087, Te Atatu, Auckland, NEW ZEALAND - Telephone HSN 66-377

HANG GLIDING

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.

Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. l 104 Rekku Shibakoan 2111/13. Shibakoan Minatoku Tokyo, 105 JAPAN. Tel. 03/433/0062.

SWITZERLAND

AUSTIN HANG GLIDING CENTER - Lessons, winch

NEW RAPID DEPLOY/l-1ENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van ~uys, CA 91408 (213) 787-6600, telex no. 65-1425.

NEW & USED PARACHUTES bought, sold & repacked.

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

Parts & Accessories Delta \Xling Products, certified instruction, flying moun~ tain guides, accessories. 9173 Falcon Cr., Sandy, UT 94092 (801) 943-1005.

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

International Schools & Dealers JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta, La Monette, Delta Wing, Flight Designs, Winter, Litek,

FROM CONCEPTUAL PHYSICS COMES A DYNAMIC NEW CONCEPT of Superlight Flying!

HELIUM ASSISTED HUMAN POWERED AIRCRAFT that fly safe! slow! SILENTLY!! Near vertical takeoff and landing possible! INCREDIBLE PERFORMANCE! Soar! Drift! Hover! For FASCINATING reading, send· for lengthy, up-to-the-minute, illustrated information! Only $4.35 check or money order payable to CONCEPTUAL PHYSICS, DIVISION THREE, P.O. BOX 3276, Shreveport, LA 71133.

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

QUALITY SOARING HELMETS - Fiber glass shell, $35. 95 each. Colors - black, white, red, orange, blue. Windways N. 374 Washington St., Ramona, CA 92065. Dealers invited. (619) 789-2876.

Business Opportunities

WYO,v\lNG 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 l. (307) 733-4915.

FD - ATV TRIKE, 440 Kawasaki. New. Must sell. (301) 661-6262.

[){Jo\~@ @[LO@~~ ~@(WO~~~~u ©@~~~~w

WHEATLEY BRO. HANG GLIDING SUPPLY CO. New and used gliders and supplies. Dealers for Delta Wing "Streak." Rte. I, Deweyville, UT 84309 (801) 257-0379.

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.

Ultralight Powered Flight

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.

1-800-334-4777.

WASATCH WINGS INC. - Located minutes from Point of the ivlountain. Safe, personalized, instruction beginning through mountain flight. Custom harness manufacture and repair. 700 East 12300 South, Draper, Utah 84020, (801) 571-4044.

WASHINGTON

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

Emergency Parachutes

UTAH

FLY UTAH WITH

FREE AOL!, COMET CLONES & POD PEOPLE PEOPLE POSTER!! Box 3094, Shell Beach, CA 93449.

SWISS ALP HANG GLIDING SAFARI· For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Kurfirstenstr. 61, 8002 Zurich, Switzerland, Airmail.

LOW lO 2000'. (512) 255-7954.

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

Publications & Organizations

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, TN 37409 (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.

Also, vacationing? Private .Rustic Rooms. \Vatcrbeds, Video Movies, Color TV, Pool.

STOCK IN KITTY HAWK KITES - 222 shares, $25/share. Chris Starbuck, Rte. I, Box 404, Wildwood, GA 30757 (404) 820-9872.

PLANS FOR 64 ULTRALIGHTS! All kinds - cheapest building - illustrated plans catalog, $10 U.S. Aero-Fun, Box M-27, Salida, CA 95368.

Miscellaneous AOLI, COMET CLONES & POD PEOPLE - Award winning film of Owens Valley hang gliding. VHS/Beta.

One hour. $64.95 postpaid airmail. (PAL $69.95) Rick Masters, Box 3094, Shell Beach, CA 93449. ROG. Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. Sl.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066.

r----------------------------------------------------------usHaA CLASSIFIED ADVERTISING ORDER FORM

section (please circle)

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

Schools and Dealers

Rogallos

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).

Bold face or caps 50; per word extra. (Does not include first few words which are automatically caps). Special layouts or tabs $20 per column inch.

Payment for first three months required In advance.

Please enter my classified ad as follows:

Number of words:

@ .35 z

Emergency Chutes Ultralight Powered Flight

Parts & Accessories

Rigid Wings Business & Employment Opportunities Publications & Organizations

Miscellaneous

Begin with 19 issue and run for ____ consecutive issue(s).

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

Phone Number:

J

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

L----------------------------------------------------------J JUNE 1983

49

CONDITIONS UNSOARABLE? TRY BOOMERANGS! Exciting sport. Amazing aerodynamics. FREE CATALOG. Boomerangs, 87 South Main, Kaysville, UT 84037.

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.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $ l. Decals, 31//' dia. Inside or outside application. 25~ each. Include l 5¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

Powered Ultralight Training Course - By Dennis Pagen.

Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 8 1/, x ll workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.

TYPE: Gemini #UPG13400lv\. 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.

REAL PILOTS FLY HANG GLIDERS - Bumper stickers. SI.SO ea., including postage, quantities less. Write: Stickers, 29 Willis Ave., Cresskill, NJ 07626.

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

TEE SHIRT - Colorful hang gliding scene. Send $8.50 and size to Colorworks, 15328 Church Streer, Blue Ridge Summit, PA 17214. Guaranteed. Also available, custom tees printed for your group or event.

TEE-SHIRTS with l!SHGA emblem $6.50 including postage and handling. Californians add 6% tax. Men's sizes, S, M, L, XL BLUE/ORANGE. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

TORREY PINES 1979. Text by Don Betts. Photos by Bettina Gray. Pictorial review of hang gliding at Torrey Pines.

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

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 AOPA ............................................................. 33 Ball varies..................................................... 5 Bennett Delta Wing Gliders .......................... BC Crystal Air..................................................... 4 Eco Nautlcs ................................................... 12 Finger Fairings .............................................. 39 Flight Designs ........................................... 7, 34 Fllghtech ........................................................ 9 Glider Rider ................................................... 52 Hall Brothers................................................. 5 Llghtwlng ..................................................... 35 Lltel< .............................................................. 52 Lookout Mt................................................... 23 Manta ............................................................ s Pacific Kites .................................................. 48 Pagen Books ................................................. 1 Para Publishing ............................................ 48 Replogle ........................................................ 12 sea Drake...................................................... 1 seedwlngs .................................................... 28 Snyder Ent. .......... ..... ..... .... ...... ..... ....... ....... .. 1 south coast Air ............................................. 52 svstek ........................................................... s Ultrallte Products ......................................... 51 USHGA .................................................... IBC, IFC vampyre ....................................................... 52 Whole Air Magazine ...................................... 46 WIiis Wing, Inc .......................... 1, 19, 20, 33, 41 Wlndsports ................................................... 47 world Team ............................................. 12, 22 All ad copy, Instructions, changes, additions and can· cellatlons must be received In writ! ng 1 months pre· ceding the cover date, I.e. Mar. 20 for the May Issue.

v,

50

TYPE: Bright red harness with matching chute. Chute has white lettering "go security," hand embroidered patch on left shoulder patch. Reward. CONT ACT: Sue Gale, Box 13, Elmira, NY 14901 (607) 733-9738.

TYPE: Comet 165, #1651367. SAIL PATTERN: Dark blue leading edge. Light blue upper sail, yellow undersurface with two black repair tapes. Blue bag with red ends and red middle piece. WHERE AND WHEN: Stolen Wednesday, April 13 at Carpenteria, CA. Thief is known to drive a large white construction truck. He strapped the glider on a ladder on top of truck. CONTACT: The Hang Glider Emporium, 613 N. Milpas, Santa Barbara, CA 93103. (805) 965-3733. Reward.

TYPE: Harrier 147 #6444. SAIL PATTERN: Orange LE, brown dbl. surface, gold and white spanwise, gold keel. WHERE AND WHEN: October 13, 1982, Vernon B.C. CONTACT: Simon Mitchell (604) 357-2400 collect.

Reward.

TYPE: Duck 180 #10486. WHERE AND WHEN: Feb. 1983, Buffalo Skyriders. SAIL PATTERN: Black LE, spectrum, white TE. CONTACT: Buffalo Skyriders, P.O. Box 4512, Albuquerque, NM 87196 (505) 821-6842.

TYPE: Quicksilver MX and Doublequick #10696 and 10875. WHERE AND WHEN: Dayton, OH, Dec. 14, 1981. Probably sold in Chicago area. CONT ACT: Gary Meddock, 1334 N. Lutheran Church Rd., Dayton, OH 45427 (513) 854-4973. Reward.

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. UPCMT135054. 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 vehi· cle. 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: 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 #UPG 184032. SAIL PATTERN: 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: 135 Comet. SAIL PATTERN: Black LE, crimson green TE. Red top sail, red keel pocket. Red UP left side.

WHERE & WHEN: April 15, 1982, San Bernardino area.

CONTACT: Laverne DeJan (714) 796·1658.

TYPE: 209 RAVEN #4402. SAIL PATTERN: Center out: Brov,,n center, two white, two orange, white tips.

Brown LE. Orange keel pocket. WHERE AND WHEN: El Centro, CA April 26, 1982. CONTACT: Mike Sorgaard (714) 352·2116.

TYPE: Fledge IIB #1032. WHERE AND WHEN: March 1, 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• l 456.

TYPE: 1982 Super Lancer 200. WHERE AND 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 con-

viction.

TYPE: Black nylon dume 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 AND WHEN: Manressa State Beach parking lot Sunday, 5/2/8 l. CONT ACT: Brian O'Kelly, 2300 West Haven, Bakersfield, CA 93304 (805) 832-3987.

TYPE: X·l60 #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.

Ha11g Glidi11g 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, Rox 66306, Los Angeles, CA 90066.

HANG GLIDING

<

I

~

~

ZS

~ z

~ w "" :5 w "'> C

;,; z

~ "" < 3= C

:z C

::!'

~

u

~ ~

s:

::!'

<

5

"" "" <

"'Bi :::, C

0

s:

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 famous 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 worldwi de. 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.

UP iii~ Ii]• 1jJ.jl

j{I] l]i!ijb'I

UP, INC (ULTRALITE PRODUCTS) P.O. BOX 659 RANCHO/TEMECULA. CA 92390 USA (714) 676-5652

,,.,,,,-;; .r,,-

The Original Ultralight Magazine

Don't Duck! '1

The

here

NES 145Q00* Pius freight from N.Z

Designed in New Zealand by

SAVE $300 or more over U.S. Gliders NO SALES TAX

Features: • Improved performance and handling.

• Redesigned sail with 80% floating lower surface, spanwise cloth, faired batten pockets.

• New easy set up system.

• Stronger airframe - N.Z.H.G.A. certification.

• Better finish - new hardware, coated wires, etc.

• Three sizes, 185, 164 and 140 sq. ft. in production now.

PACIFIC KITES

VAMPYRE is a winner:

1st place Italian Nationals.

1st place Owens Valley X·C Qualifier.

Almost ALL of N.Z.'s top pilots flew a Vampyre at the N.Z. Nationals.

~ FREE! ULTRALIGHT BUYER'S GUIDE and save

50% OFF :misTAND Interested in ultralights? Glider Rider is the recognized leader, with extensive monthly coverage since 1976 of all aspects of ultralight aviation. Subscribe today at 50% off newsstand price, and receive one FREE issue containing the Ultralight Buyer's Guide, complete with updated photos and specs of the "hottest" new ultralights.

MONEYBACK GUARANTEE

=

YES! Send me lhe next 12 issues for just $9.

Jf charging:

'.:: MASTERCARD

C VISA

Credit Card No.

C I am enclosing $2 for a sample issue

=

Exp. Date

Pacific Lancer IV also available

C Bill me (in advance)

Card Holder's Name

Money Back Guarantee if not satisfied (Jess 15% normal wear)

NAME~--------------------~ ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Payment enclosed

Interbank No.

~

CITY, STATE & ZIP _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ 164 sq. ft.185 sq. ft.140 sq. ft.

33' 35' 31' Span Area 164' 185' 140' Angle 125 125 125 17 -55 15-50 18-55 Speed

• Al current rate of exchange U.S. to N.Z

NORTHWEST DEALER Bill Johnson Box 2009 Missoula, MT 59806 CALL NOW (406) 728-2976

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

GLIDER RIDER

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

South Coast Air Products

I

HAND FfiiRiN<iS ' !

Made of high quality 3/16 nylon bonded neoprene.

Keeps your hands warm in any conditions.

Inner tube insulates your hand from the bar, grips tight and allows no cold air in the fairing.

All outer seams are glued and sewn for extra durability.

Eliminates the need for gloves or mittens.

Your hands are free to launch, take pictures, use your C.B. or DEPLOY YOUR CHUTE! You choose, in flight, whether to wear your hand fairings or just slide them to the side.

only $'21.95

(In California, add $1.32 sales tax)

DEALER INQUIRIES INVITED

Make check or money order payable to: South Coast Air Products 3875 Telegraph Rd., Ste. A-176, Ventura, CA 93003

Getting

you

on

top

has

done

the

same

for

us.

The faniliar VE-10 (including its predecessor ir..-0dels A, B, and D} is five years old now, And over the years '..Je have built about 9000 of them, We get nodel A s in for repair (crash danage or =ny seasons of rough wear) and they go back out as quickly and cheaply as a new one. A typical repair bill for era.sh dana.ge usually runs less then 30,00. With a background such as this, it makes a good investment at 179,00 (still), You hardly ever see then on the used marketplace. Instead they are out at the flying site on gliders all dented up and taped up, "Why do you keep it? 11 11 B£>cause th£> thing still works like it did when I got it," 1

So!".e of our dealers: Sunrise Country Inc,, Tokyo 1 Japan 03-433-0063 'Cunnis Been Chandelle SF, Daly City, CA 415-756-0650 George Whitehill David Handel, Port Elisabeth, South Africa Of+l-335-36li Hission Soaring Center, Fre1:1ont, CA 408-656-6656 Pat Denaven Winje &. Co, Lillehar.uner, Norway 47-62-55875 L£>if Winje Windsports, Van Nuys, CA 213-789-0836 Joe Gre.blo La Houette 1 Dijon, France 33-(80)-56 66 47 Leading Edge Air Foils, Colorado Springs, CO 303-632-4959 .Bill Raisner RAE Marketing Ag, St Gallen, Switzerland 071-23-39-62 Walter Roosli Skysoaring Industries, Thirroul, Australia 61-42-671794 Steve Kennard Sky Sailors Supply, Applegate, OR S03-B46-13BS Steve Bissett Mainair Sports Lt.:l, Lancashire, England 44-706-55131 Jim Hudson Murdock Sales, Christchurch, New Zealand 529-285 Kevin Murdock

l / T[ K

4326 Fish Hatchery Road, Grants Pass, OR 97526

USHGA MERCHANDISE ORDER FORM

OUAHITTY 8·1

a.2 a.3 BA 8·5 8·6 8•7 8·8 89

8·10 8·11 812 8·13 8·14 8·15 8·16

BOOKS

PRICE

MAHBIIDS by Maralys Wills. Entertainingly takes the reader trom hang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix.

USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete require· ments, syllabus, teaching methods.

HANG GLIDIHG by Dan Poynter. 8th Edition. Basic Handbook for skysurting.

MAH-POWERED FLIGHT by Keith Shennan. History & modern tech· nology, design considerations.

FLYING CONDITIONS by Dennis Pagon. Micrometerotogy for pilots.

90 illustrations.

HAl(G GLIDING AHO FLYING SKILLS by Dennis Pagan. Beginners to experts instruclion manual.

HAHG GLIDING FOR ADVANCED PILOTS by Dennis Pagen. Tech· niques lor cross-country, competilion & powered flight.

POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual.

POWERED ULTRALIGHT TRAIHIH6 COURSE By Dennis Pagen. A manual lor self.training & training schools. 11 lessons, tests and FAA Regulations.

MANNED KmHG by Dan Poynter. Handbook on tow launch llying.

MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history ol llight. Features llight ol Gossamer Condor.

FEDERAL AVIATION REGULATIONS FOR PLOTS. 1983 Edition.

Hang gliding pertinent inlormation.

FAI SPORTING CODE FOR HAHS GLIDING. Requirements for records, achievements & World Championships.

TORREY PINES by Don Betts, photos by Bettina Gray. Rules, regulations. history of Torrey Pines.

HAHG GLIDING MANUAL & LOG by Dan Poynter. For beginners.

An asset to instructors. 24 pgs.

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

$17.95

AMOUHT

$ 2.00 S 7.50

$ 7.50 S 7.50

S 7.50 S 7.50 $ 8.50 $12.95

S 4.50 $ 6.50 $ 4.50

$ 1.00 $ 300 $ 1.50

$ 2.95

ITEMS 1·1A

.. HEW•• USHGA 'HAHG GLIDINC' T·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 alt. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) .. HEW .. USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 31h x 2114.

USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst w/black print).

USHGA EMBLEM DECAL. 3W' dia., full color.

USHGA BUTIDN/PIN. 1W' dia., full color.

LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue.

WALLET. Nylon, ve!cro closure, rnach. washable, water resistant.

ROYAL BLUE color.

BUMPER STICKER. "Have you hugged your hang glider today." Blue on White.

1·18 1·2 1·3

'

r ~

\

H

\

1.5

•

J.6 J.7

1·8 1·9 1·10

S 8.00 $ 8.00 $ 8.00 $ 5.00

$12.00

S 1.00 .25 .10 $ 5.50 $ 8.95

S 1.75

HANG GLIDING/GROUND SKIMMER BACK ISSUES .. 'SPECIFY BY CIRCLING ISSUE NUMBER• .. ISSUES NOT NUMBERED ARE SOLD OUT .. ' PRINTED COPIES:

PRINTED 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, 88, 89, 90, 91, 92, 93, 96, 98, 99, 100, 101. 102, 103 1 05 - Current Issue ••NO TAX OH MAGAZINES.,

$ 1.00

S 1.50 $ 2.00

MAGAZINE SUB TOTAL

Ordering Information: All prices include postage and handling. (Pric~s subject to change without notice.)

MERCHANDISE SUB TOTAL

Enter quantity and price ol each item 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.O.D.'s.

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

(Californians add 6% tax on merchandise only)

TOTAL

HO CHARGE ITEMS

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

USHGA MERCHANDISE ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

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

USHGA LILIENTHAL AWARD FORM

ACCIDENT REPORT FORM (#15)

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

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

USHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

-= ------------ - --------- -- -- ':