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

OCTOBER 1983 $2.00

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

Revised 9/81

(213) 390-3065

EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harry Martin, Rod Stafford EAST COAST CORRESPONDENT: Gretchen Niver OFFICE STAFF: MANAGER: carol Velderrain Cindy Mosquera (Advertising) Amy Gray (Ratings) Marv Marks rMembershiPl Terrie Jo Nelson (Acc. Rec.!

ISSUE NO. 129

OCTOBER 1983

Hang Olding (USPS 017-970)

CONTENTS USHGA OFFICERS: PRESIDENT: Dick Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elizabeth Sharp TREASURER: Doug Hildreth EXECUTIVE COMMITTEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hildreth

FEATURES

The United states Hang Gliding Association Inc., is a division of the National Aeronautic Association !NAA> which is the official u.s. representative of the Federation Aeronautique Internationale !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 FAlrelated hang gliding activities such as record attempts and competition sanctions. HANO OLIDINO magazine Is published for hang gliding sport enthusiasts to creat further interest in the sport, by a means of open communication and to advance hang gilding methodS-and safety. contributions are welcome. Anyone Is invited to contribute articles, photos, and Illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANO OLIDINO magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANO OLIDINO magazine Is published monthly by the united States Hang Gliding Association, Inc. whose malling address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone !213) 390-3065. secondclass postage is paid at Los Angeles, Calif. HANO OLIDINO 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 529.50 per year (532.50 for foreign addresses):subscription rates are $22.50 for one year, 540.00 for two years, 557 .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. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

SEPTEMBER 1983

THE FIRST MAN•MADE TRAINING HILL - And A New soaring Site Far by Doug Cordon photos by John Donalds Phoenix, AZ

THE 1983 USHGA NATIONALS

USHGA REGIONAL DIRECTORS: Regional Directors elected to 12/31/83 indicated first, those elected to 12 / 31 /84 indicated second. REGION 1: Doug Hildreth, T. Michael Boyle. REGION 2: Pat Denevan. Gary Hodges. RE:GION 3: Steve Hawxhurst. Bettina Gray. REGION 4: Ken Koerwitz. Bob Thompson. REGION 5: Mike King (12/31 /83). REGION 6: Ted GIimore (12/31 /83). REGION 7: Henry Braddock. Dean Batman. REGION 8: Charles-Laversa !12/31 /84>. REGION 9: Dick Newton. Vic Ayers. REGION 10: Scott Lambert. Steve Coan. REGION 11: Hardy snvman !12/31 /83>. REGION 12: Steve Ostertag. Paul Rlkert. 1983 DIRECTORS-AT-LARGE elected to 12/31 /83: Jan case, Dean Tanii, Dennis Pagen, Dick Heckman, Elizabeth Sharp. EX-OFFICIO DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIA- / TION Everett Langworthy. HONORARY DIRECTORS !Without Vote> elected to 12131 /83: BIii Bennett, John Harris, Hugh Morton.Vic Powell, Mike Meler

HANG GLIDER DESIGN CONSIDERATIONS

by Connie Lee Bowen

HOW TO CRASH WITH CLASS

SKYTING - An Optional Towing Technique © by Donnell Hewett

THE ALI PINE EXPERIENCE

WOMEN'S WORLD RECORD Judy Leden Flies 146.8 Miles article and photos by Judy Leden

by Alan Kundl Illustration Inspired by Paul Kundl

art1c1e and photos by Jim Kolynlch

DEPARTMENTS 2 ULTRALIGHT CONVERSATION 2 USHOA CERTIFIED SCHOOLS 4 THE RIGHT STUFF 7 NEWS AND NEW PRODUCTS 34 NEWLY ACQUIRED USHOA RATINGS AND APPOINTMENTS 36 MEDICINA AVIBUS by Fred Leonard, M.D. 38 USHOA REPORTS by Vic Powell 39 MILESTONES 40 CLASSIFIED ADVERTISING 43 INDEX TO ADVERTISERS 43 STOLEN WINOS COVER: Last year's National Champion Rich Pfeiffer Ueftl congratulates this year's Nationals winner Chris Bulger. Photo by Bill Bennett. CENTERSPREAD: Acrylic painting by Harold Holloway, Northern Idaho hang gilder pilot. CONSUMER ADVISORY: Hang Gilding Magazine and USHOA, Inc., do not endorse or take any responslblllty for the products advertised or mentioned edltorlallY within these pages. unless specifically explained, performance figures quoted In advertising are only estimates. Persons considering the purchase of a glider are urged to study HOMA standards. copyright © United states Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and lndlvldual contributors.

Control Bar Debate

'JLTRALIQHT CONVERJAT10N Rookie Of The Year Dear Editor, To compete against the established giants in one's sport is really awesome; the intimidation, even when self-generated, is tremendous. To achieve and be .recognized is very important to all of us, so with these facts in mind I have decided to reward the new faces in the competition arena with an award that is extremely coveted in other sports - the "Rookie Of The Year." This award can only be won by a person competing in the U.S. Nationals for the very first time. It matters not where he or she places so long as it is the highest placing for a first-time entrant in the competition. I wish this year's winners, Woody Woodruff and Lee Fisher, much success in future competitions. Bill Bennett Van Nuys, CA

World T earn Omission Dear Editor, I just received my August issue of Hang Gliding with the U.S. World team pictured on the cover, and no Larry Tudor. Without a doubt, Larry is the best XC pilot in the U.S.A. and certainly one of the best in all other categories. When I donated money to help finance the World Team expenses, I assumed I would be helping send the best team possible to compete for the U.S.A. If Larry isn't in that class then there is no such thing as a thermal. I believe I was told that Larry wasn't on the team because he didn't fly in enough meets (you know those spot landing contests in Southern California sea breeze air with as much congestion in the air as on the freeway). I guess meets are a way to find the other two or three pilots to send out on a world team but with guys like Larry I can't understand the politics (maybe he just doesn't take enough pictures of himself). No wonder we always finish somewhere other than first place. Ray Sine Sandy, Utah 2

Dear Editor,

USHGA CERTIFIED SCHOOLS

I'm writing in response to some recent letters concerning crash landings, downtubes and broken arms. Different writers have proposed different fixes. How about returning to big training wheels? High Perspective (a flying school near Toronto, Ontario) used to make perfect, large plastic training wheels. They were streamlined, measured one foot in diameter, weighed about one pound each and were great for bouncing over large obstacles; they even skidded sideways pretty well. They cost about $20 a pair and saved me many times. I could do "wheel landings" after stretching a glide; a control bar landing no longer resulted in a sudden stop. Why not use them? I think the main reason is image. Some instructors may also object on the grounds that students will develop the bad habit of making wheel landings, but I think that the safety benefit far outweighs any objection. Andy VanFlotow Palo Alto, CA Dear Editor, I'd like to contribute to the Great Down Tube Debate a revelation that came to me as I was about to land one of the new double surface bladewings. Between a misjudged pattern and treacherous winds in the LZ, I ended up downwind with no energy to flare. When I realized what was going to happen, I thqught, "This is too horrible, I'm just not going to participate!" I flared as much as I could and just before the base tube hit the ground, I let go, crossed my arms, tucked my head and twisted a bit in my harness. The landing made the Richter scale with ease and tore my vario off its mount. All that happened to the glider was two reflexed battens and nothing happened to me. I believe in strong downtubes. If they had broken. I would have bounced off the ground and not gotten off so easy. Unsigned Dear Editor, The solution to this control bar dilemma has finally dawned on me. The HGMA ought to develop specifications for standard downtubes to be used on all HGMA certified gliders. Standard length, wall thickness, hole locations, etc., would eliminate many headaches. You could get a downrube for your glider at any dealer or from your buddy who was smart enough to bring an extra, dealers would have a much easier time stocking downtubes and the list of advantages goes on, not the least of

GOLDEN SCHOOL OF HANG GLIDING 15912 w. 5th Golden, CO 8040 I 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 WINDSPORTS 3620 Wawona San Francisco, CA 94116 TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HAWK KITES WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 410 Leoni #I Grover City, CA 93433 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 EASTERN ULTRALIGHTS 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951 HOLE IN THE SKY, INC. 5835 Main St., Box 368 Fogelsvi!le, PA 18051 (215) 395-8492

HANG GLIDING

which is the dangerous downtube situation found on some current gliders. Since this is the most commonly broken part on a glider, it is plain and simply dumb to do it any other way. I suggest adopting a single-wall thickness of, say .065" like the original Comet/Mosquito downtube, since this actually is already a defacto standard as there are more of these downtubes in the world than any other. Any arguments for a longer tube (which may require double sleeves) can be discounted on the basis of handling or strength, as there are many gliders which have passed certification without such bars. Handling is not a good excuse for an overly long bar; one of the best handling gliders on the market, the AltoStratus (an HGMA-certified design) has probably the smallest control bar on the market today. So let's get with it! With this one simple move, we can solve a lot of problems for manufacturers, dealers and pilots alike. Ralph Karsten St. Paul, MN

Pen Pal Dear Editor, I am a 16-year-old hang gliding enthusiast. (I can't afford to fly yet.) I am looking for a pen pal (preferably close to my age) who is also interested in hang gliding. Genie Gardipee 12592 Glen St. Garden Grove, CA 92640

Out-Of-Date Instruction

structors and their techniques before beginning classes. Perhaps you could have an experienced instructor write an article on what to look for in a hang gliding flight school. By the way, are the instructors named in the story certified by the USHGA to teach hang gliding?

OCTOBER 1983

James McMenemy Reading, England

Dan Evans Santa Ana, CA Sandi's article was a well-written, humorous human interest story published for irs entertainment value and was not inrended to represent the state of the art in hang gliding instruction. -Ed.

World Team Correction Dear Editor, Your article on the '83 World Meet was positively brilliant with the exception of one glaring factual error. Tell whoever was responsible for photo layout and captions that they totally blew it by including that disgusting profile shot of Erik Fair (presumably doing a cheap imitation of Charlton Heston) and labeling him as author and coach. Sure, Fair is a superb writer and humorist, but everyone knows he couldn't coach his way out of a wet paper bag. The real coach of the '83 USHGA World Team, of course, was Jeff Burnett who came to Tegelberg on extremely short notice and did a great job of saving the day subsequent to the unfortunate polarization of team management and team pilots. The team would not have done anywhere near as well as it did if Burnett had not been able to come over and contribute the perspective, understanding, and coaching skill that he did. So next time get it right, will ya? Erik Fair Santa Ana, CA

Dear Editor, The article in the August issue by Sandi Martin was an eye-opener. After some thought, however, I realized that Sandi's experience probably wasn't so unusual. There may be lots of instructors who guarantee that their students will be airborne after a four-hour lesson, who have their students launch off a hilltop after a few ground runs, and who set a remarkable example by doing a demonstration flight into a lake. If so, the prospects for keeping more government regulation out of hang gliding are dim. It certainly was appropriate that there was an ambulance and driver at the training site. Sandi's story seemed sincere and wellintentioned, but publishing it in Hang Gliding gives the impression that this is how the USHGA expects people to learn to fly a hang glider. It would be more appropriate to encourage new or prospective pilots to make some fairly critical evaluations of available in-

advanced) glider before he was ready. My advice to student pilots is always the same. Keep the bar pulled in a bit until you have a lot of height and some experience. Pushing out close to the ground is only for the experts.

Stall Safety Comments Dear Editor, Reading Charles Selby's "Stall Safety" letter I winced, because he is a pilot heading for another serious accident. Firstly, no pilot should confuse airspeed and groundspeed. To judge your airspeed with reference to the ground is asking for a downwind stall. Secondly, a stall is not caused by a lack of airspeed, it is caused by a high angle of attack. For this reason a stall indicator which is based on airspeed is a waste of time and money, and could prove to be another distraction to a learning pilot, who should be devoting himself to feeling the glider fly and keeping a lookout for other gliders. The reason for this pilot's accident was that he moved onto a new (and presumably more

CB Comments Dear Editor, I hope it was out of ignorance that you decided to print Jerry Bard's article entitled "Getting The Most Out of Your C.B." It was a severe departure from your otherwise cooperative posture with the United States Government, in that two ofhis suggestions are in clear violation of the law. The FCC has been empowered by Congress to regulate "use of the radio spectrum" for the common good of the populace. They do this by regulating the allowable frequencies and power levels of various services, to maximize the usefulness yet minimize the interference potential to the same or other services. Citizen's Band is the band having the least stringent requirements on licensing of the operator. The FCC has allocated 40 channels with a maximum power of 5 watts. Mr. Bard's suggestion of reversing transmit and receive crystals in the Radio Shack C.B. moves the transmitter not to a clear channel, only to a channel clear of other C.B.'s. It is illegal to transmit on this channel. Also, linear amplifiers which boost the power above 5 watts are illegal,. partly because the owner of the linear makes a huge area around him unusable to everyone else, and partly because the harmonic content interferes with other services (e.g., television channel 2). One of the reasons that linears are now available is that the users are aware of FCC crack-downs, prosecutions and fines. If you're unsatisfied with the available spectrum you can: 1) Write your congressman, asking to press the FCC to open new C.B. channels. 2) Learn enough to take the amateur radio test and move into those bands. 3) Challenge your engineering buddies to develop horizontally-polarized transmitting and receiving antennas (the span of a glider ought to make that easy) to stay on C.B. but enjoy a slight immunity to other's transmissions. 4) Press the USHGA to ask the FCC for a special band (highly unlikely) or the ability to share a band (e.g. mobile radio). The latter is a bit more likely. The answer is not to break the law, as Mr. Bard has (perhaps unknowingly) suggested. 0

Robert P. Parker Indiana Professional Engineer 3

instructional column for the new pilot .. by Erik Fair ooner or later it had to happen. It was just a matter of time. Last month I submitted, at the last minute, an article so silly and rude that the editor was obliged to veto it, thereby saving me from the embarrassment and humiliation that would have inevitably followed. That's why you didn't have a Right Stuff to feast your eyes on in the September issue. The renegade piece, an unfortunate blend of satire and "commentary" was not fit to print in this fine magazine. Except for the "commentary" part, however, it was pretty hysterical and therefore nicely suited for publication in the yellow pages. And, yes, there is a history of Yellow Journalism in the avocation of hang gliding. Some four years ago a Torrey Rat named Pork published Hang Diving Magazine; and thereby introduced sleazeball satire of the highest (lowest) order into the sport. Well, kids ... Hang Diving Magazine rides again. Scheduled for release ... uhhh ... down the road a piece, the NEW edition of Hang Diving Magazine will lampoon everything sacred in and around hang gliding. The renegade September Right Stuff, sans commentary, will of course appear along with lots of other trash to make you laugh. Profits from the sale of the grossly overpriced rag will go to the 1985 World Team fund. If you are interested in contributing articles or ideas to the New Hang Diving Magazine by all means send your stuff to: Hang Diving c/o Hang Flight Systems 1202 E. Walnut, Unit M Santa Ana, CA 92701 Anything will be considered as long as it's funny and in relatively poor taste.

BACK TO BUSINESS Time to clean up a few messes, or potential messes, that I've made in the past year of incredibly informative, entertaining, and occasionally incorrect writing. First, here's a letter I received in response to my article on FORCED LANDINGS in which I suggested that pilots practice low speed, controlled "mush mode" landings (including flare) in calm conditions at altitude: 4

Erik: I just read the March Right Stuff. As usual, it's well written and informative, but it contains two suggestions that could lead pilots into deep trouble. You suggest that pilots learn to use the mush mode to lose altitude in the landing approach. This technique can be very dangerous in turbulence. In a high angle of attack mush mode, with the pilot's weight far back, the glider is prone to pitchover if a strong gust hits. As you know, pitch overs often result from a severe gustinduced stall and the strong pitch down moment that results. A pilot was killed at our local site last summer, when a gust apparently induced a pitchover in a low airspeed approach. A mush approach can also lead to trouble if unexpected sink is encountered. The sink will suddenly reduce airspeed and altitude, and 50-100 feet more can be lost regaining flying speed. This can result in a short landing in the trees, wires, fences, etc. that seem to always live near landing areas. If, instead, the pilot has extra speed he will weather the sink better and have a reserve of energy to get him to the field.

We still have so many problems with stalls on approach and landing that I think we should harp away on keeping speed up in the approach pattern rather than encouraging stalled or near-stalled approaches. This is especially true of forced landings, where brain fade may cause a stall zf the pilot does not have a deeply ingrained habit of always maintaining extra speed in the approach. You also recommend that pilots try a flare (not only a mush, but a real flare) at altitude. I tried this when I was figuring out how to land my Harrier. A proper landing flare will completely stop the glider in mid air at about an BO-degree angle of attack. The resulting tailslide and past vertical dive was memorable, even for a wingover fanatic. By all means, practice mushes, try to spin the glider, etc., but don't flare the damn thing at altitude! Keep up the good work. Everyone seems to read, analyze and discuss your column once a month. lt is not just helping individual pilots' safety, but also our deplorable habit of being ashamed to ask and talk about technique. Sincerely, John Cochrane 2461 P St. NW Apt. D Washington, D.C. 20007

John's point is that it is always preferable to carry a little extra airspeed as opposed to just enough or not quite enough airspeed throughout your landing approach. He is also correct in pointing out that a number of bad things can happen rather quickly as a result of gusts, gradients, or sinkholes in the "mush" approach. I totally agree. If you have a choice, ALWAYS come in fast. In the context of forced landings however, there are times when you don't have a choice. Today's gliders simply do not deteriorate in glide performance at airspeeds faster than best glide as much as they do at airspeeds slower than best glide. Suck in the bar on a double surface, enclosed crossbar glider and you will go primarily forward instead of down. Push out past minimum sink with a healthy respect for all the bad things that can happen as a result of gusts, gradients, HANG GLIDING

and sinking air and you may be able to lose a lot of altitude quickly, safely, and very near directly over where circumstance is forcing you to land. The reason I recommend practicing the mush approach in calm air, at altitude, is because that's the safest way to do it. It should be practiced because practice breeds familiarity with the sensations involved and because it will increase pilot skill. Both may come in handy in a forced landing that demands use of a low speed approach. Again, given the choice, always come in fast. Regarding John's point about practicing flares at altitude let me say he is basically right. A full aggressive flare done like you would on a dead air landing can produce a pretty sharp stall break or even a tail slide if done after a rapid slowdown following a moderate dive. What I had in mind was starting at trim, slowing down very gradually, and then, in effect flaring a little late and a little less than totally. John's concern about the article, I believe, is based on the fact that I didn't make myself very clear and could have been unwittingly coaching people into dangerous situations. It has been my experience that most double surface, fixed airfoil gliders have pretty mellow stalls and can be held at full arm extension for quite a while before stall breaking. I guess what I'm really advocating is practicing full arm extension parachuting as opposed to sudden sharp landing flares. And don't be <loin' no whipstalls either.

first series of illustrations labeled "fetal position." I feel this is very dangerous (broken tailbone, spine, etc.). If you are coming straight down fast, I think collapsing to the side in a parachute landing technique (limited by the hang straps) is the safest. The sitting position you show produces the most stress on the spine with a vertical force. I think what you have indicated here is dangerous." My first reaction was-well-Pagen ain't much better lookin' than Meier. But then I reread what he wrote, and thought about it, and decided that both those meatballs (and all eight of their eyes) were absolutely right and I, Erik Fair, was WRONG FOR THE FIRST TIME AGAIN.

Please see the illustration for the correct recommended body position to assume prior to impact following a rapid vertical descent.

IS THAT ALL! l Probably not, but that's all I'm willing to cop to for the time being. If any of you folks have suggestions for topics you would like to see covered in this column, by all means send them in. The Kid is taking requests! Send questions, comments, suggestions to: The Right Stuff, c/o Hang Flight Systems, 1202 E. Walnut, Unit M, Santa Ana, CA 92701.

NEXT! When I did the article on CRASHING that appeared in the June issue, my old buddy Mike Meier looked at the illustrations and, pointing to my recommended "fetal position" said, "So you're advocating spinal injuries these days, huh?" I didn't pay any attention to him because I figured I shouldn't be listenin' to anyone as ugly as him. Next thing I knew I was corresponding with Dennis Pagen on another matter and he sez to me (incidentally) in writing: "I disagree with the crashing position shown in the end of the

QUICK RELEASE CARABINER • • • • •

•

Stainless Steel 5/16 Ball Lock Pin Machined From 2024-T3 Aluminum Harness Straps Are On 5/16 Bolt Designed For Hang Gliding Tested Breaking Load 10,000 Pounds Anodized 1 x 2 x 3 1/, Dealer Inquiries Welcomed Foreign & C.O.D. Orders $2.00 Extra Extra Pin $8.00 24.95 California Residents add 6%

KALEMBER MANUFACTURING 19431-41 Business Center Drive Northridge, California 91324

OCTOBER 1983

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS 0 Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USijGA 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. 5

MOYES CERTIFIES MARS 170 and GT 170 Bill Moyes has designed a trainer glider specifically for schools and first-day students, the Mars 170. Its stable flight characteristics and ability to carry a wide weight range of pilots has made it our most popular glider in Australia. The Mars has a sink rate identical with most high performance gliders, hence pilots use them for their first year. We've been building the Mars for 12 months and wish to introduce it to America. It's so popular we've made a smaller size of 150 sq. ft. which weighs 49 lbs. The Mars 170 is now certified and the 150 will be certified in late September. The GT (for fiberglass tip) has a short packup length of 16'6" and high performance flying characteristics that Moyes feels made it the glider to beat at the 1983 World Championships. Available in two sizes: 170 and 190. Contact: Steve Moyes, 22021 Covello St., Canoga Park, CA 91303 (213) 340-6857.

HIGH ENERGY TOW RELEASE With the increase in successful towing activity with winches, cars, boats, and ultralights there is a strong demand (or a dependable, reliable and durable release system. High Energy Sports now offers such a system. The High Energy Sports three ring towing bridle releases were developed directly from the three ring riser releases used for ten years in the sky diving industry. They have proven to be the most reliable releases available and have been modified to withstand the abuse towing bridles must endure. High Energy Sports recommends these releases be used only with the Skyting (center of mass) bridle system. For more information contact: Betty at High Energy Sports, 2312 W. 2nd Street, Santa Ana, California 92703 (714) 972-8186.

XC TOW MEET Preliminary arrangements are now being made for the first hang gliding cross country tow meet. The site selected for this meet is the El Mirage dry lake (California). The meet will take place in the middle of July '84. This is the OCTOBER 1983

location of many major flights made by sailplanes in California. The meet format is going to use the proven competition format developed by the SSA (Soaring Society of America). The meet officials being sought are the same people who have run successful sailplane meets in the past. For more information contact: Rich Pfeiffer or Betty Moyer at High Energy Sports, 3212 W. 2nd Street, Santa Ana, California (714) 972-8186.

FLYING SITE INFORMATION MANUAL

terested in the creation of a permanent and comprehensive museum of hang gliding. Interested individuals, groups, and organizations are invited to: 1. Send letters in support of Steven Fry's "The Flight Park!" to: West Area Planning Council, Riverside County Planning Department, 480 Lemon St., 9th Floor, Riverside, CA 92501, and 2. Send suggestions and ideas regarding the museum to: Steven Fry, 30052 Running Deer Lane, Laguna Niguel, CA 92677.

NEW HANG GLIDING BOOK

The USHGA flying site information manual is now available. Those who are working on getting new sites or are having trouble keeping existing ones will be able to make use of this material. The manual contains sample cover letters, letters of recommendation provided by government agencies to well-known flying sites and explanations and examples of insurance and other material and information. The manual was compiled by USHGA Vice President Steve Hawxhurst and includes his commentary and suggestions on negotiations with government agencies and land owners. The manual is available from USHGA head· quarters.

SO. CAL. FLIGHT PARK HANG GLIDING MUSEUM Steven Fry of Laguna Niguel is donating 6,000 square feet of space on his recently acquired flight park to be used for a hang gliding museum. Fry is currently negotiating with the Riverside County Planning Department for a conditional use permit which would allow a variety of hang gliding and ultralight aircraft activities on the 30-acre facility located in Temescal Canyon, between the Southern California cities of Corona and Lake Elsinore. Fry, who sees the museum portion of the facility as a repository of historical information and a display area for hang gliding artifacts has applied to the AOPA (Aircraft Owners and Pilots Association) for organizational and financial support of the museum. He is also seeking grass roots support from all those in the hang gliding community who are in-

Dennis Pagen announces the recent release of his latest book, Hang Gliding Techniques. This book replaces the earlier book, Hang Gliding For Advanced Pilots. Hang Gliding Techniques is a guide to the many aspects of flying encountered by Novice to Intermediate pilots. There is a chapter on airspeed control, turning flight, speeds-to-fly, thermaling, competition and much more. The chapter on thermaling covers aJl aspects of learning to soar in thermals, from beginning to advanced techniques as well as flying cross country. Experienced pilots will find this book clears up the "grey areas" that they may have missed during their earlier learning. The information in the book is necessary material for a pilot to fly safely and get the maximum performance from his or her wings. Hang Gliding Techniques is available for $6.95 plus postgage. To order this book as well as Hang Gliding Flying Skills (for beginner to 7

Novice pilots) and Flying Conditions (hang gliding weather), see the Pagen books ad in this publication. Dealer and retail prices are the same as the other two hang gliding books.

AERODYNAMIC INSTRUMENT DECK

MASTERS RESULTS The Masters of Hang Gliding Championships was held August 20-31, 1983. Meet director Jeff Burnett reports that the '83 Masters was the best and most valid of all the past contests. The competition, held at Grandfather Mountain, Linville, North Carolina had a purse of $12,000 half of which was sponsored by Piedmont Airlines and the other half provided by Hugh Morton.

RESULTS 1st place ($5,000): Chris Bulger flying a Streak; 2nd place ($2,500): Stew Smith flying a Sensor 510; 3rd place ($1,050): Steve Moyes flying a GT Missile; Tie for 3rd ($1,050): John Pendry flying a Magic III; 5th place ($700): Bob Trampenau flying a Sensor 510; 6th place ($600): Rick Rawlings flying a Duck; 7th place ($500): Don Gordon flying a Sensor 510; 8th place ($400): Jeff Huey flying a Duck; Best Landing Score ($200): Dave Ledford flying a Sensor 510.

WOODY WOODRUFF WINS 1983 "ROOKIE OF THE YEAR" AWARD

Leading Edge Air Foils, Inc., is pleased to announce the development and production of their new lightweight aerodynamic instrument deck. LEAF's newly designed instrument deck is easily installed on both hang gliders and ultralight aircraft. It will accept up to four 2-1/4" instruments or two 3-1/8" plus 2-1/4" aircraft instruments. The instrument deck's housing is constructed from high-impact fiberglass, and features an attractive hardwood faceplate. It is available in a standard white color, or for a nominal cost, can be painted to match your hang glider or ultralight. It is available in the following sizes: 12" long x 3" high x 7" deep, 12" long x 3" high x 3" deep, or 12" long x 4" high x 7" deep. For additional information or for the new 1982 parts catalog contact: Leading Edge Air Foils, Inc., 331 South 14th Street, Department PR, Colorado Springs, CO 80904, (303) 632-4959.

WINDGYPSY

Bill (Woody) Woodruff has been flying hang gliders for three years. Since his entry into the sport in 1980 Woody has won the open class title at the 1981 Region III Championships and has fl.own 130 miles cross country. He placed seventh at this year's Owens Valley XC Open. Professionally, Woody is a Lieutenant in the U.S. Navy with 15 years service in underwater demolition and Seal teams, has 2,100 parachute jumps and holds a master rigger's license and commercial pilot rating. At the 1983 Nationals held in Dunlap, CA Woody won the Bill Bennett world class "Rookie Of The Year Award." The trophy was donated by Bill to be awarded to the highest placing competitor in the world class who had never flown in the Nationals before. Woody flew a Comet II to a tie for 13th. 8

Former owner and manager of Crystal Air Sports, Grandfather Mt. exhibition pilot and instructor for Windsports of Van Nuys, CA, Paul Burns, announces the opening of"Windgypsy" for hang gliding instruction, sales and service. Windgypsy offers beginner to advanced instruction with radio communication, glider inspection and tuning as well as accessories, equipment and ratings. Contact Windgypsy as well about a Novice/Intermediate competition and rating weekend Nov. 19-20. Contact: Paul Burns, P.O. Box 861, Lake Elsinore, CA 92330 (714) 678-5418.

OWEGO, NY SITE CLOSED The Owego, NY flying site (north facing ridge 1.5 miles west of the town of Owego, overlooking Route 17) is closed to all flying with no exceptions until further notice. The Southern Tier Skysurfers feel confident that they can make the proper negotiations to re· open the site in the very near future, however, pilots are asked at this time to refrain from using the site.

HARGRAVE COMPETITION - N.S.W. The Stanwell Park Hang Gliding Club will be holding the second Lawrence Hargrave International Hang Gliding Competition from January 31 to February 5, 1984 and would like to extend an invitation to overseas pilots. Stanwell is about 60 kilometers south of Sydney, New South Wales, the home site of Steve Moyes. The ridge provides both ridge and thermal lift. The competition will be open window and $4,000 is available as prize money. Contact: Kieran Tapsell, 19 Scanwell Ave., Stanwell Park 2509, NSW.

THE WHITEHA WKS Sierra Whitehawk's new promo film "The Whitehawks" will be available for purchase beginning this month. The 20-minute film contains footage of the Whitehawk 185A and 160B models in action, a short tour of the factory and detailed close-ups of the gliders. The film then shifts to footage of test flights with pilots Craig Beck and Doug and Terry Cook. Included are shots of whipstalls, spins, wingovers and loops. Contact: Sierra Whitehawk, P.O. Box 79, Tahoe Vista, CA 95732 (916) 593-6136.

REGION V SERIES Below are the results of the Region V competition series sanctioned by USHGA. Once the series started it was non-stop action with competition every two weeks. The series concept appears to have worked well; in five separate meets they had a total of 68 competitors from 11 different states and three countries. The weather was amazingly good with 17 flyable days out of 20.

RESULTS Place, Pilot I. Mike King 2. John Woiwode 3. Russ Kidder 4. Joe DeCleur 5. JeffGildehaus 6. Chuck Bright 7. Rod Snider 8. Bill McKellar 9. John Pendry (England) 10. Charlie Stone 11. Conrad Agte 12. Paul Clarke 13. Maynard Pogue (CA) 14. Eiji Spurlin 15. Ross Henson 16. Ed Goss (CO) 17. Paul Lundquist 18. Ian Huss (CO) 19. Ken Cavanaugh 20. Dean Tiegs

CPS Points 944 507 704 475 480 439 412 296 290 221 297 220 217 199 180 171 157 139 135 128 HANG GLIDING

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e have completed our homework and now we can sit back and enjoy the fruits of our labor. Over the past months we have gone into some detail concerning the many intricacies of hang glider design. Now we have the more enjoyable task of reviewing a few designs past and present. Last month we looked at the work of the Horton brothers. This time we will review a design spawned in the early days of modern hang gliding. THE VALKYRIE A few months ago I received a phone call from a pilot in Indiana relaying some bad news. He informed me that Bill Wolf had recently died in a freak accident. Now most readers may not recognize that name, for Bill did not frequent the meets or flying sites in the last few years. Nonetheless, he left his impact on our sport by designing the Valkyrie. The Valkyrie is the only hang glider to hang in the Smithsonian Institution's Air and Space Museum in Washington, D.C. This glider was donated .by Vic Powell in 1978. I met Bill Wolf at the inauguration of the Museum's "Flying for Fun" exhibit and was duly impressed with his knowledge of hang glider design and aerodynamics .. After hearing the sad news, I telephoned Bill's widow to offer my condolences and see if she would be interested in telling Bill's story. She (Shirley Wolf) told me a bit about Bill's background, how he came to design the Valkyrie and the circumstances surrounding his untimely death. She also sent along a com·plete set of plans of the Valkyrie which Bill had expertly drawn up and sold some· years ago. Bill started flying Rogallo hang gliders in 1973 but was not satisfied with the performance of the flex-wing "standards". Consequently, he decided to design a fixed wing. The Quicksilver was flying at the time, but the tail· required an assistant for launch so Bill decided to do away with the tail and use a stable airfoil. Here's where Bill's character shone, for he devoured texts on design and aerodynamics as well as the NASA reports on slow speed flight. 10

Bill built a water tunnel to develop the airfoil he needed for his flying plank. He built models and test rigs and had his first prototype by the end of 1974. From an article that Bill wrote for the March, 1976 issue of "Wings" (the British Hang Gliding Assn. magazine) and the complete set of .plans I now have, I will describe some of the highlights of this design. The name Valkyrie comes from the angels of Odin in Norse mythology. The wing itself was 30 ft. 9 inches in span with a constant chord of 54 inches. This results in an aspect ratio of6.8 and an area of 138 sq. ft. The wing itself was unswept with seven degrees of dihedral and about 3 degrees of washout. Vertical rudders hung down below the wing at each tip. Bill claimed a minimum sink rate of 192 feet per minute and a best glide of 8 to 1. Given his careful and sober approach to all the details of his design, I am inclined to believe that the Valkyrie performed close to these figures. AlrValkyries were built by the owners from plans, so details could vary,. but the original glider weighed 48 pounds. (Incidentally, the

plans are very detailed and clear.) As can be seen from the included photo, the Valkyrie was designed to be flown seated with twist grips on the down tubes for control activation. Pitch stability on the Valkyrie comes from the single surface reflexed airfoil which is basically a modified top camber line of a fauvel 14% section. Yaw stability results from the vertical rudder surfaces placed behind the center of mass in combination with the ample dihedral. FL YING THE VALKYRIE I have spoken to a couple of pilots who have flown the Valkyrie. Unfortunately, their experience level at the time was minimal and there was nothing around to compare to the Valkyrie's flying characteristics. The glider was easy to launch but landing was tricky although the flare was easy - it just had to be timed right. Remember, these pilots were used to standard Rogallos. I dare say that a pilot of today's craft could learn to land the Valkyrie quite readily. Pitch control was of course quick, but not

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VALKYRIC HANG GLIDING

excessively so, due to the damping effect of the very stable. section and ample dihedral. Roll control appeared to be good with instant response and easy coordination at all bank angles. The Valkyrie reportedly handled turbulence quite well, automatically compensating when disturbed by minor perturbations. The only problem I have heard.concerning flying characteristics of the Valkerie is a reduction in pitch stability at high speeds. This has been attributed to a loss of reflex with increased airspeed and the possibility of the battens pulling away from the trailing edge (they were unattached at the rear). I believe this problem could be cured by using thicker walled tubing (the plans called for .028 wall) on the 12 battens and attaching them in a more positive manner at the trailing edge. I feel the Valkyrie was a very impressive design considering what else was flying at the time. All other flying fixed wing hang gliders of which I am aware (the Icarus V, Sundance, Mitchell Wing, Fledgeling, Voyager) employed sweep in the wings making the Valkyrie unique. Unfortunately most of these designs were ahead of their time. Pilots either didn't have the total skills required to fly them safely or didn't want to carry all that weight and hassle that set-up (gliders in the early days weighed 35 pounds or so). I believe a few modifications to the Valkyrie might render it a very nice glider indeed. Ifwe add ten pounds of weight, it will still be lighter than most of today's gliders. The Valkyrie also

folded into a rectangular package very quickly. The speed of set-up might off-set the inconvenience of the package size when compared to our current complex set-ups. With very little work, the Valkyrie could be made to break down a la the Fledge. Here's how I would modify the Valkyrie: First, I would increase the size of the leading edge to perhaps 2 inches (it was originaly 1112 inches) for more strength. Also, I would increase the span to 32 or 33 feet and the chord three to six inches. The result of this would be to increase the area to as much as 160 sq. fr. while maintaining or increasing the aspect ratio. Many of the fixed wings suffered in sink rate since they were so small. Perhaps the reason they were so small was to save weight. (continued on page 27)

OCTOBER 1983

o my knowledge, no one is currently using a hill which was man-made for the purpose of teaching hang gliding. Of course, many of you may know that the German inventor, Otto Lilienthal, made one out of canal diggings outside Berlin back in 1870 to learn to fly. However, he was not planning to teach hang gliding.

Why In Arizona Most of Southern Arizona is either volcanic or metamorphic rock. You've probably seen pictures of the great rock mesas of the American Southwest. Here in Arizona, the hills in the desert are "rocks" without topsoil. The students of our sport need gently sloping smooth surfaces, free of jagged rocks. This is not to say our state isn't suited to hang gliding. To the contrary, in the spring and summer the desert floor produces huge booming thermals, making Arizona one of the best cross country areas in the world. For instance, Bob Thompson's 141 mile F.A.I. open distance world record flight took place here last year. There are many excellent sites to fly, such as Mingus Mountain near Prescott and Shaw Butte and South Mountain in Phoenix. "A" Mountain in Tucson is also a favorite.

Training In Central Arizona For nearly ten years, people in the Phoenix Valley who wanted lessons would travel 160 miles north to learn at a place called Merriam and Sheba Craters (known collectively.as Merriam). Sheba is utilized for south and southwest winds, Merriam for all other wind directions. Merriam is a huge cinder cone located in Northern Arizona on the edge of the Painted Desert. As a training site, it has advantages: It has a very gentle slope, in most places less than eight degrees. Its slope is almost completely free of surface obstructions. Merriam is incredibly huge, more than a mile in diameter, with the northeast side stretching out down its gentle incline over two miles into the Painted Desert. Talk about the West's wide open spaces! This is one of them. The Painted Desert extends out well over a hundred miles toward the Utah border. Merriam's vertical is 1,500' AGL. Much of it is gently sloping, which enables students to progress higher up the grade at their own pace. Merriam also serves as an excellent cross country site.

Disadvantages At Merriam the meteorlogical conditions are notorious for rapid change. This is primarly due to its location between the desert and the highest mountain range in Arizona. I've been there with students when the wind direction has changed 180 ° four times in one day! That is not uncommon there. When the wind changes direction at a place as huge as Merriam, they don't walk the gliders around to the windward side. They 12

THE WOKLD S FIRST MAN· MADE TRAINING HILL 1

And A New Soaring Site For Phoenix by Doug Gordon photos by John Donalds have to tear them down, load them on the truck, and then set them .back up on the windward side. As soon as the student is about to launch, guess what the wind does? Since Merriam is situated on the edge of the Painted Desert, it is well known for its penetrative convection, much to the enjoyment of advanced pilots flying off the top on their daily cross country journeys. One day last spring I observed the wind change from south at 5 mph to northwest at 50 + mph in five minutes. Two single surface gliders with noseplates on · the ground and into the wind had their control bars snapped in half where the down tubes curve to meet the channel lock. All in all, Merriam can be a very good place to take lessons. Many pilots have learned there. Its basic deficiency is its distance from Phoenix. Students have generally spent the weekend there, which means increased lodging, restaurant, and fuel costs. Some get around this by camping. What Phoenix needed was a training site close by that would be usable in a variety of wind conditions.

The Earth Dam In Apache Junction At first I was teaching on a man-made earth dam in the town of Apache Junction, which is 25 miles east of Phoenix. This hill is very similar to the Addicts Dam training site in Texas, which is being used by the Houston Hang Gliding Association. These earth dams are built by the Army Corps of Engineers for flood water protection. Their locations are listed in your library under flood control. As training sites, they have the advantage ofwelldefined slopes on both sides, which are free of large rocks. Virtually all of these dams change direction somewhere along the area they pro-

tect. If this direction change is 90 ° or close to it, and the slope is flyable on both sides, then you have your four major wind directions covered. This was the situation in the Apache Junction Dam site. In March of 1982, the Central Arizona Project (a huge canal bringing water from the Colorado River to ·Phoenix and Tucson) was built directly in front of the Apache Junction Dam on the prevailing west wind side. A disadvantage of an earth dam type trainer hill is that having the north, south, east, and west wind directions is a far cry from having all the wind directions. For example, when wind flows uphill at an angle to the slope, the student will have to dip the wing on the windward side slightly to compensate for its greater lift. Another problem is that there is an abrupt change of slope angle where the slope meets the flat ground surface. Also, for a trainer hill to be of value, it must be high enough for the students to be able to fly far enough to learn airspeed recognition and coordinated turns, as well as consistent stand-up landings into the wind. Only in this way can they progress to a higher launch in safety. The fourth and most basic problem is the steepness that the Army Corps of Engineers builds these dams. They normally construct them between 20 ° and 30 °. In teaching, this degree of slope related most dramatically to the student learning airspeed recognition. On a 30 ° slope, the student has problems with takeoff and stall at takeoff. The steeper the hill, the more vertical the air movement and the greater the lift at takeoff. He finds himself all of a sudden with too much altitude and too little speed. On a hill with a 10 ° slope or less, the student will take more steps and gain more airspeed at launch, but may not be able to fly at all if the wind velocity is low, especially if HANG GLIDING

The lirst man-made training hill. Yes, the slope is the same all the way around. he's a low or if the hill is not very high. slopes of less than ten can often be utilized in low winds. The USHG/\. Instruction Manual states that trainer hills can be a maxim um of 30 ° in their I would like to sec this changed to 20°, especially since everyone seems to be t caching on the higher performance ships now. Putting first student on a 30° slope in a Raven, for example, will cause problems with stall. The least that would happen in a learning situation like this is that in a very short time your Raven's down tubes would look like 1hc keels of Seahawks! in mind that slope angles are very to the eye. tend to be much less steep than they look, especially if you're looking down the slope. Even from the side where you'd think that you're seeing it objec·· lively, it's much Jess steep than it looks. Expert at ski resorts arc 22 ° and above. I'd like all the instructors reading this to write down what angle they think their trainer hill is. Then, next time you're out for a lesson, bring a plumb and protractor. I really think you'll be

The Trainer Hill who has ever learned to hang glide, as well as every instructor who has ever I aught, has at one time or another been frustrnted by the and direction changes of the wind. 'rl1c wind we still have to

OCTOBrn 1983

contend wi1h, but the wind direct.ion is now under control. The design of this training site is such that the wind direction does not mat· ter. There is always equal pressure on both wings at takeoll~ because they arc equidistan1 above the ground, and the wind always llows up the slope. There is never a cross wind takeoff. This is because the hill has the shape of a "cone" with a gently sloping l 8 ° grade facing 360°. What happens when the wind crosses the moment the student lifts o!I? I've set up streamers around the perimeter of the property. It takes longer for the wind to reach the hill than the llight takes, so it's very rare for this to happen. When wind changes direction as it so often does in the desert, the student simply sidesteps around the hill nnti 1 the wind is flowing straight up the decline. The windsocks and streamers on the property line must agree with the telltales on the front llying wires before the student will launch. It takes about live seconds to sidestep three or four steps for a 90 ° change in wind direction. Of course, the wind rarely changes that quickly and so it's usually one or two steps. It's really an instructor's dream to teach at a hill like this. We literally never sit around waiting because of cross wind. By the end of the clay, the basic students arc higher on the cone, which means they have to sidestep even less distance. The wind has become more consistent out of the west by this time of the clay, and every 60 seconds someone is taking a flight! Because only one glider can be flown

off this kind of hill at a time, this ensures the attention of the instructor on each student's flight. There is one penalty for this kind of hill. When the wind meets the surface of a cone, it is meeting a curve. The higher up the cone, the greater the curvature. When the wind meets this surface, some of it tends to go around the surface rather than up, as it would along a ridge. However, this cffoct. is not as substantial as you might think, perhaps up to a 25 percent reduction in glide distance fbr a hill oft his size. in mind that on many larger trainer hills, in purely ridge lift conditions, it is possible to fly nearly as far in no wind at all as in a strong headwind. In a no·wind takeoff, you'll sacrifice the initial lift caused by the ridge, but you also won't have the headwind as you lly down. You'll only stay aloft if the vertical component of the lift equals or exceeds the sink rate of your glider. In the case of stu· dent flying off an 18 ° steep cone-shaped trainer hill, he runs down the slope and the hill's curvature decreases rapidly as he nears the base. This increases substantially the amount of vertically moving air. In addition, I've replaced my Seagull 3 trainers with 10 and 11 Meters, which have twice the glide ratio, while retaining the legendary Seagull ground handling ease. I also have a small Seagull Seahawk for the ladies and the guys who weigh in at less than 130 pounds. The Seahawk is still considered many instruC·· 1ors to be the best trainer ever made for the

foll

full gamut of meteorological and terrain conditions.

Constrm::tim1 The well-known equation for volume of a cone is: V

l/3 11' R 2 H

Where: V is the volume 11' is 3.1416 R is the radius of the base H is the height of the cone For a cone which is 30' high with an 18° slope the volume is: 1/3 · 3.1416 · 90 2 • 30 We come up with a total of 9,425 cubic yards (remember to divide your bottom line number by 27 as this is the number of cubic feet in a cubic yard). You can safely discount the quan· tity of material it takes to bring the cone to a point on top (we need a flat top to stand on). This amount is less than three percent of total volume if the flat top is five feet in diameter for our cone size. A couple of important items to remember about the volume of a cone are that if you increase the height of your cone just a mere 20 feet (keeping the slope angle constant), the material volume will be 24,24 l cubic yards, over a 257 percent increase! If you decrease the slope angle to say 10° (keeping the cone height constant), your material volume is 35,634 cubic yards, over a 378 percent increase! In addition, the figure on earth compaction must be added to these amounts. The old price for moving dirt was 50¢ a yard. If you call your local excavators you'll range is somewhere befind that the tween that and $3.00 a yard. How far the material is moved to the flying site is a very important consideration. It must be taken from an area right close to the site, otherwise the project will be cost prohibitive. If you have a square parcel of l O acres like I do, then pick the comer with the least prevailing wind and utilize a one-acre triangle in that comer (i.e. 300' out on each side from the corner point). Even if the wind is blowing from this direction the glider will not fly far enough to reach the pit as the distance is over 160' from the hill base. Do not just push dirt up from all sides around the hill as you'll be creating a wind shadow. The kind of machinery necessary is a Cat 633 self.foading scraper which can load, carry and dump up to 33 cubic yards at a time, and large front-end loaders to push the material up into a cone. A 633 scraper cannot do the job itself because it cannot drive up a slope as steep as 18 °evcn without a load.

During the initial stages of this project, I asked the question, "How much earth compaction would take place?" of two contractors who have been experts at earth moving for years. They estimated that between 30 percent to 40 percent would occur. Well, it turned out to be more like 50 percent. I know this because I know the size of the pit which was dug to extract the material for the project. With a 50 percent compaction rate added to our figure above, we end up with a quantity of earth of right around 14,138 cubic ycard. Let me just say that the quantity of money it took to build it was a pile that would rival the height of the hill!

The hill, as it now stands, is more than ade· quate to teach students to coordinate turns and airspeed recognition. However, over the next ten years or so, I would like to improve on it in the following ways: 1) Increase the height an additional ten feet; 2) Decrease the slope angle to J 5 °; 3) Increase the flat top diameter to 6'; 4) Decrease the slope angle along the base to 7°; and 5) Bring a tractor blade in and scrape the land surrounding the hill as flat as a pool table. This will require approximately an additional 60,000 cubic yards.

Criteria For Cli100,sb11r A Site A main factor iu the choice of a training site is its location or distance from the population centers you hope to serve. From a marketing point of view, your training site should be dose enough to have the lesson and transpor·

tation possible in one day. You can have the preflight instruction earlier in the week if your' school is set up that way. I set a limit of 60 miles for myself in selecting a suitable loca·· tion. Luckily, I was able to find a site only 37 miles distant from the shop. In fact, a pilot get· ting on the freeway in North Phoenix or East Mesa can get there without hitting a single red light. The site is located 10 miles west of the town of Maricopa in Pinal County and midway between the Haily Hills and Palo Verde mountain ranges. Since it's a mile to either range, which are 600' AGL, this means that no rotor from these mountains will affect the trainer hill. A couple of other factors are zon· ing, and the fact that you won't want to build your hill in or near a flood plain. When you build a trainer hill, it's nice to know that no one is going to build a structure close by and create a wind shadow. Across my property line to the west (prevailing winds) is federal land administered by the Bureau of Land Management (BLM). If you extend the line a half mile north and east, the property is bordered on three sides by BLM. The size of the property is a square parcel of l O acres (660' x 660'). The base diameter of the trainer hill is 180'. Now, before you pull om your calculator to figure out how far your state of the art glider will fly off it at best glide, keep in mind a few variables: 1) You'll be flying in ground effect. In general, the higher perfor· mance your glider is, the more pronounced this effect will be; 2) The speed to fly for best glide over the ground is different than the speed to fly for best glide through the air unless the air is absolutely still; 3) The mean wind gradient at the particular site will also he a factor if there's wind. The more severe the gradient, the less distance the glider will fly; 4) How high on the hill were you when you (continued on page )9)

A student laum::hes his Seahawk from the cone.

HANG GLIDING

by Connie Lee Bowen

he 1983 U.S. National Hang Gliding Championships were completed on the 16th of August, 1983 at Dunlap Flight Park, Dunlap, California. Ninety-two pilots flew 13 rounds of one-on-one competition. The contest site was a 2,800-foot high mountain located 55 miles east of Fresno, CA in the western foothills of the Sierra Nevada mountain range. The competitors were divided into two classes in accordance with the new USHGA standard: World Class and Sporting Class, with 64 in the World and 28 in the Sporting. So now the Nationals are over and we've almost got the campground back to normal. We're still working on getting our energy level back up, however. This year's Nationals was quite an experience for pilots and ground personnel alike. The flying was good. We only had to call the flying one day due to weather conditions. So for l O days the battle raged on between the nation's top pilots for the position at the top. Pilots came from all over the United States and of those, five pilots were from foreign countries such as Switzerland, England, Australia and Italy. It was a pleasure entertaining so many nice pilots at the campground. I really enjoyed talking with and trading flying stories with people from places I've never been. It was interesting to compare notes on different flying techniques for different given situations when you had such a broad variety of pilots to draw from. Anyone just being around the meet would have been able to learn quite a bit about the sport just attending the pilots' meetings and nightly discussions· that traveled through the park. It was definitely an experience worth having.

OPPOSITE, TOP: The winners. Left to right Sportsmanship award recipient Terry Ferrer, second-place world class John Pendry, first-place world class Chris Bulger, third place world class Jeff Huey, second-place sporting class Paul Robins, first-place sporting class Lee Fisher, third-place sporting class Paul Clarke. Photo by Bill Bennett OPPOSITE, BOTTOM: Aeriel view of Dunlap launch area. THIS PAGE, ABOVE: Terry Ferrer (left) rescues Rick Wade who landed in the lake. Photo by Bill Bennett BELOW: Quentin Flerant in a hurry.

SPORTING CLASS DIVISION Lee Fisher, an excellent pilot from Washington, flying a Sensor 510 took first place in the Sporting Class Division. Lee also took the Sporting Class Rookie of the Year Award, this being his first year in a National Competition. A 31-year-old pilot, Lee also took first place in the Chelan Classic in Chelan, Washington in 1982. Lee certainly did a good job holding his own against those more seasoned pilots by holding a 10 win, 2 loss record at the end of this meet. We welcome Lee to the competition circuit. He's certain to do a commendable job. Paul Robinson took second place in the sporting class division after making a voluntary drop from the World Class. Paul has been busy this year; he also took third place in his OCTOBER 1983

NATIONAL CHAMPION NATIONAL POINTS WINNER

Rick Rawlings, a pilot from San Fernaindo, who took first in the 3 Keg10,na:1s, second place in the Sylmar meet and fourth in this Nationals and was the national points champion this year. Congratulations Rick, you've worked hard for this award and are definitely deserving of it. Rick flies a Wills Wing Attack Duck and has been a pilot for four years. I would like to thank all the and spectators as well as the onicials for helping to make this one of the most successful Nationals ever. We really enjoyed having you all in our homes and hope you'll come back to visit. this year at for 3. Paul has been flying for six years now and is a definite asset to the gliding community. He shows a lot of enthusiasm and spirit which to make this a very meet. Paul flies a UP Comet 2 and was very close on Lee Fisher's heels for first a nice, easy pilot took Sp1ortilng Class. Paul, a student from Idaho flying a UP Comet 2 also took third in the 5 Re:gicma.ls. Paul has been flying for 9 years and spoinsc1red at this Nationals by Sky from Moscow, Idaho.

WORLD CLASS DIVISION At the age of 18 Chris has flown in Championships and the American As the winner of this year's U.S. National World Class Division, I find Chris a contrast to most of the other top He lacks that arrogance and egotistical attitude that top competition pilots seem to m::1ti:a,Jp, Chris came to us from Mercer Island, Wash· ington and he flies in the Seattle area. A Delta

Wing representative, Chris certainly showed us all what the Streak was capable of doing. Chris' parents were here to help cheer him on to victory and you sure could tell from the interest they seem to have in their son's ability why Chris has such a super attitude. It is certainly a to have people like Chris and his parents in the hang gliding community. NaJohn Pendry, who came to fly this tionals from Sussex, England has an impressive flying record. John took fourth place in this XC Classic in the Owens Valley and second place in both the 1982 Lariano Triangle in Como, Italy .and the San Sicario in Italy. John flies a Magic III and sure knows how to handle it well. John has been flying nine years and his experience and abilities sure seem to have surfaced. a Wills Wing representative, did an excellent job in his Attack Duck by taking third in the World Class. He even proved the Duck could actually be landed accurately in our landing area (not an easy task for any glider). Jeff came to fly this year's Nationals from Santa Ana, California. He took eleventh place in the 1983 XC Classic in the Owens Valley and fourth place in the 1982 Nationals at Crestline, California.

ROOKIE OF THE YEAR AWARDS, WORLD CLASS

Woodruff

Woody Woodruff, a pilot took the Rookie of the Year Award for the World Class. Woody, who is stationed in San California in the Navy did an excellent job for his first national competition by taking fourteenth place.

SPORl'ING CLASS

Lee Fisher

Lee a pilot from Washington, took the Rookie of the Year award for the Sporting Class by doing some excellent flying in unfamiliar surroundings and taking first place in that class.

MARTY ALAMEDA SPORTSMANSHIP AWARD This

Sportsmanship Award went to Ferrer, a pilot from Berkeley, California. You may his name as the artist who has done the Worthington Lithographs you have seen advertised in most of the hang gliding magazines. Terry received the award for diving in our lake to rescue his opponent, who happened to land right in the center of the lake which runs the edge of our landing zone. Terry was flying the only single surface glider in this year's meet, a Moyes Rick Wade from Roanoke, Virginia received an award for being the first pilot during the competition to land in the lake. The salmon he won was donated by him to Bill Bennett of Delta Wing for being the manufacturer of the glider Rick was flying. It was unanimously among all the landing officials that the Streak showed the best sink rate of the gliders here, due to the fact that when it went into the lake the foam in the leading helped to the afloat.

HANG GLIDING

RESULTS 1983 Nationals World Class t;han11pi11u1s .1 9 winners) Place, Pilot, Hometown

Glider Streak 180 Airwave

III

,"l.·eve11:1-IWtR"II Tie for Third Place World Class:

Santa Ana, CA Attack Duck Rick l{a1.vtnu1;s, San Fernando, CA Attack Duck 180 Roh Kells, Tustin, CA Attack Duck 180 Kevin Kernohan, Canoga Park, CA Comet II Steve Aust.ralia Missile GT Rich Santa Ana, CA 180 Streak Eric Ravmor11:i, Lake Elsinore, Comet II

1983 Nationals Spm.1:ing Cfa1111 Ch,an1pi11m.s .9 placings) Sensor 510 Comet II .,i1,,nn,nu Class:

3. Paul Clarke, Moscow, ID Comet II Tom Chico, CA Fledge III Raul Mazzoni, Santa Monica, CA Duck Meade, Pacifica, CA III 4th, 5th, or 6th in light of above) ·1. ·um-w,ni Tie for Seventh Place ,'>vnrzmP Alta Loma, CA Duck 180 7. John Woiwode, Sauk MN Comet II 1983 Natl.omd. liy Merit of CPS Points accumulated from his three best meets of the year, this National Comp{:tlt10n (tied for third in World

1. Rick Rawling:s, San Fernando, CA 1227 Points Attack Duck 180 2. Stew Smith, Banner Elk, NC 1078 Points Sensor 510

in World 1983 Nadonals :Spon:sn:ral!l1ship Ferrer, CA

Salmon Award Rick Wade, Roanoke, VA

Streak 180

Nationals La1m1111r111: Points Scnre of Meet) Howard Osterland, Los Gatos, CA

Additional Note:

invitation to compete in the International Camel Champio,nslhip to be held in Rio Janeiro, Brazil. three will be pn>Vl(iect

John Ryan lifts off. B0m10U photo.

HOW TO

CRASH WITH

CLASS

by Alan .Kundl .illustration inspired by Paul Kundl

ver the years many articles have been published by experienced pilots on the best way to do practically everything that can be .done in a hang glider (in public). If you think about it though, you'll realize that we have been neglecting an important aspect of tactile flight - the crash! A serious oversight. We are informed about what to do in the event of any in-flight situation and can carry out these instructions to the letter in order to remove ourselves from a tight situation or to take advantage of available lift, but what should we do after a perfect flight, perfect approach, topped off by falling over our feet during the runout? I suggest an addition to the present Hang Rating System to earn merit points for creative tube bending, and to recognize four levels of achievement in crashing. Beginner. Some really talented beginners can crash without ever leaving the ground. This scores only 1 point as it has minimum spectator appeal. If a beginner catches a thermal and finds himself 100' above the training hill · this has all kinds of potential crash points.

(Evidence of fingerprints crushed into the control bar doubles the score.) Novice. An example of their ability is the attempt to dig a well with one wingtip landing and exclaiming afterward that they just did their first 360 ° turn. Novices can often achieve contortions around a control bar that Olga Korbut would have difficulty with, but usually with a total lack of style. Because Beginners and Novices crash with such regularity· their scores must be reduced by half until they reach the Intermediate level. This is only fair as once a beginner is off the ground he will immediately point the glider at the. nearest obstacle and attempt to fly through it. A Novice knows better than this but when running out of time and altitude he will enter a trance state and forget everything he has learned. (Flying tip: Thinking light will only make you. hit harder.) Intermediate. Intermediates can frequently distinguish themselves with some really interesting situations, such as the ability to land in a tree, climb down, be unable to climb back up, and then after·going to get help, be unable

to find the tree again. This is fairly amusing, but scores no crash points as the landing field spectators couldn't see a thing. Pilots in this category have enough skill to combine several types of crashes into one long mistake, thereby prolonging the entertainment. Even though this is evidence of a lack of expertise, it can generate considerable crowd interest. Properly orchestrated, it can generate a number of "oohs" and "aahs" from the crowd. Most observers will score an "ooh" higher than an "aah" but I feel it should depend on the length of time the jaws of the spectators remain slack. If their eyes bug, double the score. Another example of an Intermediate crash would be landing in the trees while entering a 2,000-acre field. (Doing this twice in a row returns the pilot to the Novice category.) Advanced. Many Advanced pilots can bluff their way out of what looks like a bad crash by quoting a few obscure phrases containing words like "adiabatic flow," "false lift" and "ground suck" from one of Dennis Pagens' books, so when you get a chance to razz an Advanced pilot you are permitted to do so unmerHANG GLIDING

cifully. By the time a pilot reaches the Advanced stage (and hopefully even the Intermediate stage) flying the glider is second nature. It can be deduced from this that an Advanced crash is not really a result ofloss of control or lack of skill but an error of perception or judgment. Following all the other gliders in a downwind landing while ignoring the windsock which is standing straight out is typical. An Advanced pilot can also plan an impressive landing right next to the gliders being taken down so as to avoid walking the glider in and get a thermal pop at the last moment. This can be interesting, as the resulting action resembles a hawk making a pass on a chicken farm. Another example would be a thermal pop causing the old pro to hit a car after flying under power lines and over a barbed wire fence. Hitting two cars doubles the score, landing on the roof squares it. Only 1980 or newer cars count. It must be borne in mind however, that an Advanced crash in turbulent conditions in the landing field can be blamed on the wind gods and can result in little or no loss of prestige to the pilot. Of course, there are other hazards than wind. Flying between a Novice on his first high altitude flight and the landing field can be like flying between a cruise missle and its target. If he hits you all crash points accrue to the Novice as you should have known better. No points will be assigned if you have a midair as a result of not clearing your turns

because if you don't look, you're begging to get hit. Too easy to get points that way. Crash points accumulated by landing on any moving farm animal may be multiplied according to the following table: sheep 1.5; cattle 2.0; horses 3.0. The pilot must keep at least one foot on the animal's back for a minimum of three strides. Extra points may be added if the animal becomes enraged and returns to trash the glider. You get a 10-point bonus for a touch and go on a sleeping animal. Awarding over 35 points in one crash should be avoided unless 80% of the aluminum tubes on the glider are to be contributed to the manufacturer of new Coors cans. The maximum allowance of 40 points can be awarded only if the pilot shows some really fiendish class. (See illustration.) Crash points can even be earned without actually bending any tubing. This will usually occur on the launch ramp and involves trampling your nose man. Ifhe slows you down you can get one more good step off his head, but this is only worth two points. If your wires hang up on the end of the ramp and you're dangling over empty space it's worth 10, but unless you want to collect a lot more you'd better scream for help as your wire men will probably be paralyzed with surprise and the crowd will be busy getting it on film. Inattentive Fledge pilots have been known to stall off the end of the ramp by dropping the tail,

$1ERR~

sparking a stampede of spectators toward the cliff. This is too common to deserve any points, but if any spectators fall off during the rush you earn five points each. Many pilots will sing out a few choice epithets immediately after an impact in the landing field, often followed by a silly grin which they wear while walking (or dragging) the glider in. This is usually symptomatic of Intermediate or lower pilots. The Advanced pilot will stalk in, muttering about how bad the sink was on approach today, while wearing a grim look to discourage any caustic remarks. No matter how many crash points you just racked up you must comport yourself in a sportsmanlike manner. If a Hang I pilot saunters over and snickers while you're unwinding your new Duck's landing wires from around your neck, all crashing points are forfeited if you shove your vario up his nose. In summation, most of the crashes I have seen show we need considerable improvement in our crashing form. If you can't fly a proper approach you can at least provide an amusing diversion for those ofus safely on the ground. Be aware that downtube bending is a major portion of our club activity and inferior quality crashes will not be tolerated. Follow this simple outline and you will soon be able to hit the ground with confidence and style.

Ul-llTEIMIRWIC

l';RSTZN TH£ ZNDUSTRr" t.JITH: •CRRBDN-GRRP~ITE TRRILlNG

EDGE BRTTONS • IND,VIDURLLY OPERRT\ NG

ELEVON I n,ve:BRRKES • PRESSURE SE..WN fY\YLRR. I t30\LER.PLRTE ELLIPTICAL TIPS • FULLY UENTED / 'PRRTIRLLY DETRC:HEO URR.\FISLE... CR(Y")BER LOLuE.R.. SURFACE. • FLOATING CON-rRDL "'BRR LJ.J\TH OFF- SE.-r FLYING LLJ\RES C:RRBON-GRRPH\-rE OR . 3 0 0 ¢ BORON RE:ROBRTIC. -r1P LLIANDS

• 275 ¢

60 m.P.H.+DIVE· 12 m.P.~. STALL

• QUICK

SET-UP/ BREAKDOWN

s ~,7D0 °

•INFO-PRC• S 2B.!! •

CRLL OCTOBER 1983

0 .B~PF?CkAG£,,

330'>< 79-TAHOE VISTA~

CRR\G- BECK• 818-SB8-~\38 • CALIFOR'N\A-957.32.21

OFFICIAL REGIONAL DIRECTOR ELECTION BALLOT AND QUESTIONNAIRE See Instructions Inside

1984 REGIONAL DIRECTOR ELECTION BALLOT Below are the candidates for Regional Director position in the Regions where available. Resumes and photos of candidates are in this issue of Hang Gliding magazine.

* * * * * ONLY VOTE FOR THE CANDIDATES IN THE REGION IN WHICH YOU RESIDE * * * * *

A preferential vote will be tallied to elect a Director for the 1984·85 term, starting January 1, 1984. The preferential voting procedure will en· sure that each elected Director will have received the majority of votes cast. Place a number in front of the candidate's name, in order of your preference. A wrile·in space is available to write in a person's name, and if elected, has accepted the position. Please indicate the write·in's name, address and phone number. PLEASE DO NOT SEPARATE THE BALLOT FROM THE QUESTIONNAIRE, EVEN IF YOU DID NOT VOTE. DO NOT ALTER, COPY OR CUT THE BALLOT, TO DO SO WILL INVALIDATE YOUR VOTE. DO NOT REMOVE THE MAILING LABEL, IT IS YOUR VALIDATION OF MEMBERSHIP. DEADLINE FOR RECEIPT IS DECEMBER 15, 1983.

REGION 2: NORTHERN CALIFORNIA, NEVADA ONE (1) POSITION AVAILABLE

REGION 1: ALASKA, OREGON, WASHINGTON ONE (1) POSITION AVAILABLE (Incumbent) _ Michael Boyle

(Incumbent) _NIA

(Write.In)

(Write-In) Name

Name

(Nominees) _NIA

(Nominees) _ David Bowen _ Russ Locke _ Duane Tessmer

Address

Phone

REGION 3: SOUTHERN CALIFORNIA, HAWAII ONE (1) POSITION AVAILABLE

REGION 4: ARIZONA, COLORADO, EL PASO, TEXAS NEW MEXICO, UTAH ONE (1) POSITION AVAILABLE

(Incumbent) _ Steve Hawxhurst

(Write-In)

(Incumbent) _ Ken Koerwitz

Name

(Write-In) Name

(Nominees) _NIA

(Nominees) _ J_im Zeise!

Address

Phone Phone

REGION 5: IDAHO, MONTANA, NEBRASKA WYOMING, NORTH & SOUTH DAKOTA ONE (1) POSITION AVAILABLE (Incumbent) _ Mike King

(Write-In)

(Incumbent) _ Ted Gilmore

Name

(Nominees) _ Lee Metzgar

REGION 6: ARKANSAS, KANSAS, MISSOURI, OKLAHOMA ONE (1) POSITION AVAILABLE (Write·ln) Name

(Nominees) _NIA

Address

Phone Phone

REGION 7: ILLINOIS, INDIANA, IOWA, MICHIGAN, MINNESOTA, WISCONSIN ONE (1) POSITION AVAILABLE (Incumbent) _NIA

REGION 10: ALABAMA, FLORIDA, GEORGIA MISSISSIPPI, NO. CAROLINA, SO. CAROLINA TENNESSEE, VIRGIN ISLANDS ONE (1) POSITION AVAILABLE

(Write.In)

(Incumbent) _ Dan Johnson

Name

(Nominees) _NIA

Address

(Write-In) Name

(Nominees) Address Phone

REGION 9: WASHINGTON D.C., DELAWARE, KENTUCKY, MARYLAND, OHIO, PENNSYLVANIA, VIRGINIA, WEST VIRGINIA ONE (1) POSITION AVAILABLE (Incumbent) _NIA

Phone

REGION 11: TEXAS, LOUISIANA ONE (1) POSITION AVAILABLE (Incumbent) _ Hardy Snyman

(Write-In)

Name

(Nominees) _ William Richards

(Write·ln)

(Nominees) _ Carl Boddie _ Steve Burns

Address

Phone

REGION 12: NEW YORK, NEW JERSEY ONE (1) POSITION AVAILABLE (Incumbent) _NIA

(Write-In) Name

(Nominees) _ Ken Zachara

Address

Phone

1983 USHGA QUESTIONNAIRE INSTRUCTIONS: PLEASE DO NOT SEPARATE THE QUESTIONNAIRE FROM THE BALLOT. RETURN BOTH THE QUESTIONNAIRE AND BALLOT TO USHGA. USHGA conducts this annual questionnaire to obtain information that can help to better serve you and the sport of hang gliding. We appreciate your participation. 1. What glider are you currently flying? Make

Model

Year _ _ _ _ _ _ __

2. Do you plan to purchase a new hang glider in 1984? Yes__ No_ 3. Do you plan to purchase an accessory in 1984 such as an altimeter, vario, radio, helmet, harness, etc.? Yes__ No_ 4. Who taught you to fly a hang glider? Certified Instructor Dealer Friend Self _ _ __ 5. Do you wear a parachute while flying? Yes_ No __ 6. Total hang gliding airtime in 1983. 0-10 hrs __ 11-20 hours_ 21-30 hours_ 31-40 hours __ Over 40 hours __ 7. Do you presently hold a FAA Pilots Certificate? Yes_ No__ Student or Above (circle) 8. Please circle your level of education. VocationalfTechnical graduate High School graduate Masters Degree College graduate Doctorate (or equivalent) 9. Which category best describes your occupation? Circle one. Retired Management Skilled Labor Sky Junkie Supervisory Secretarial Professional Technical Other Average 10. How do you rate HANG GLIDING magazine? Circle one: Poor 11. How do you rate your dealings with the USHGA office? Circle one: Poor Average 12. How did you find out about your Regional Champio;1ships? Circle one. Poster or News Media Notice in Mail Word of Mouth Local Newspaper I Didn't HANG GLIDING Magazine Other (Specify) - - - - - - - - - - - - - - - - - - - - - - - - - No __ Yes_ Did you receive adequate advance notice of your Regionals?

Great Great

13. How much notice do you need to make arrangements to compete in your Regional Championships? 1-2 weeks 2-4 weeks 4-6 weeks

14. Did you compete in your Regional Championships? Yes_ No __ No __ 15. Do you know how many Competition Point System Points (CPS) you earned? Yes __ 16. From which source did you find out about your points? Circle one. Meet Director Notice in Mail Regional Director Local Newsletter Word of Mouth HANG GLIDING Magazine Other (Specify) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 17. Did you know that in the three year period ending Dec. 31, 1983, an average of 150 CPS points in six hang gliding competitions would put you among the top thirty pilots in the nation? Yes__ No_ 18. If you competed in a USHGA sanctioned competition in 1983, No __ a) Did you receive a copy of the USHGA Competition Rulebook? Yes _ Yes __ No_ b) Did you receive a written description of the task(s) and rules for that meet? c) What was the weakest element of that c o m p e t i t i o n ? - - - - - - - - - - - - - - - - - - - - - - - d) What was its best or strongest point(s)? - - - - - - - - - - - - - - - - - - - - - - - - - - - - Yes __ 19. Did you have an accident in 1983 which has not previously been reported to USHGA? If yes, please circle Failure to Hook In Stall on Launch New Glider Stall in Flight Stall on Landing New Site Ran Into Something Structural Failure Strong Weather Aerobatics Other _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ None Chest Arm Abdomen Forearm Neck 20. Did you successfully deploy your prachute in 1983?

No_.

Paralyzed Head Leg Back Other _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Yes_

No_

_______________ ._____ .------------ ______________________ ·-----. ____ ·-----·······- Fo Id. H ere ___ ·-----·--····-·-·-______ .____ ----··--·-. _----·---··----······-·--·· --·· ·---···

PLEASE DO NOT SEPARATE THE REGIONAL ELECTION BALLOT FROM THE QUESTIONNAIRE, EVEN IF YOU DID NOT VOTE. NON-MEMBERS ARE ENCOURAGED TO ANSWER THE QUESTIONNAIRE. DO NOT REMOVE YOUR MAILING LABEL, IT IS YOUR VALIDATION OF MEMBERSHIP FOR THE ELECTION BALLOT. SEND THE COMPLETE BALLOT AND QUESTIONNAIRE BY FOLDING TO INDICATE USHGA'S ADDRESS ON THE FRONT. DEADLINE FOR RECEIPT IS DECEMBER 15, 1983 .

.... ... ·-·--· -···--· ·----------·· -···· ·----· -··-. -·-·-· _____ ··-·-· .-·---· ______ .. Fo Id_ Here·-·-·--·.----··----··--·---······················· .............................. . U.S. PO.STAGE

UNITED STATES HANG GLIDING ASSN., INC. P.O. BOX 66306 LOS ANGELES, CA 90066

An Optional Towing Technique © by Donnell Hewett

n our previous articles on skyting we discussed primarily the theoretical aspects of skyting and tried to explain why skyting utilizes such unconventional techniques in its system of towing. Specifically, we have emphasized the importance of a gradual advancement plan, tension limiting devices, and a center of mass bridle system. It is now time to look at the more practical aspects of skyting and see how these techniques may be combined into a viable operating system. Please remember, however, that the system described below is that used by the author and his associates in South Texas. Since skyting is still under development some of the material may become obsolete.

QUICK RELEASE Let us begin our discussion by considering the quick release mechanism shown in figure 8. The major mechanical part of the mechanism (the latch) is available commercially, but a permanent supplier has not been found. We purchased ours from the local surplus store at a very modest cost. All we had to do then was attach the rope and slip on a clear plastic hose (purchased at the local lumber yard) for the sleeve. The release is attached by locking it onto a ring fixed to the keel of the glider, the body of the pilot, or the end of the tow line. It is released by simply pulling on the sleeve. A small rope can be tied around the sleeve and used as a release line if the mechanism is too far away to be reached by hand. As long as the sleeve remains in place, the mechanism holds, and when the sleeve is pulled back, the mechanism releases. We have found the device to be both reliable and durable (as it must be in order to work properly after repeated drops to the ground from high altitude). The only difficulty we have had is that the force required to pull the release increases as the tension in the line increases. When the glider is climbing hard and the tow line tension approaches 200 lbs. or so, considerable effort is required to release the mechanism. For this and other reasons, we usually pull in on the control bar or have the driver slow down

before releasing from tow. We do, of course, try to keep the mechanism relatively clean of dirt and sand as well as lubricate it occasionally in order to insure trouble free operation. We also test the release before each flight since the end of the last flight usually resulted in it plunging into the dirt from several hundred feet.

BRIDLE Two of these releases are used on the skyting bridle, one hooked to a ring sewed to the pilot's harness and the other hooked to a ring attached to the glider's keel about 16 inches forward of the heart bolt. CAUTION: Any alteration of your glider, especially along the forward keel can significantly weaken the structure unless it is done properly. For this reason, you might be wise to simply tie the keel ring to the heart bolt of your glider. If you decide to tie it to the forward keel, be sure to run a retainer line back to the heart bolt to prevent it from slipping forward while under tow. Also be sure to tie it firmly (without any slack) to the keel and place a cushion of some sort between the ring and

the keel to absorb the shock of hard releases. We took our glider apart one time and found numerous dents in the keel due to the ring flying back against the keel after hard releases. The sail cloth showed no signs of wear. Figure 9 shows the bridle system which we currently use. It is a 2: 1 slip ring skyting bridle (see last month's article) with an automatic release line attached to the keel release. Pulleys, of course, would do a better job of distributing the tow line force in a ratio of two to one, but we have found the slip rings to be reasonably effective and certainly more reliable and less expensive than pulleys. Our original inexpensive pulleys could not stand up to the repeated drops and wound up breaking at the most inconvenient times while under tow. A high quality pulley system might withstand the abuse, but then again it could get sand and dirt in it and still be ineffective. The only problem we have had with the slip ring system is that it does produce some wear on the rope sliding through it. But the frayed rope is easy to detect and may be replaced with little trouble and expense when it becomes excessively worn.

SLEEVE

FIG. 8.

Quick release mechanism. HANG GLIDING

The auto release line is tied between the sleeve of the keel release and the top of the tow line leader. It is adjusted to tighten just before the two slip rings come together. When the pilot releases the body latch, the tension in the tow line takes up the slack and causes the keel latch to automatically release. If there is no tension in the tow line, or if the auto release is not used, the pilot will need to reach up and release the keel latch by hand. This is no big deal under normal circumstances. Sometimes I am asked if a more conventional release mechanism would be preferred. Specifically one wonders whether it would be wiser to have a release lever right there by the pilot's hand rather than located on his abdomen. Well, yes, it is true that a conventional hand release would be quicker to release than a body release, but in a typical emergency situation, the pilot's hand is seldom located at the right spot on the control bar to effectively initiate the release, and in a truly panic situation, it is much easier for a person to find a release on his own body than at some specific location on the control bar. Furthermore, it would seem that a single release on the body would be as easy to operate as the two separate releases on a conventional system. The body release also frees the pilot. to move his hands anywhere over the control bar and to change from prone to erect flying or vice versa. I am also asked whether it is really necessary to drop the whole release mechanism from the high altitude at the top of the tow. Well, there are advantages and disadvantages to dropping the bridle system. By dropping the system, there is nothing left dangling in front of the pilot to distract him, nothing to fly back in his face upon release, nothing to become tangled with the pilot, the glider, or the ground during flight or while landing. Conversely, there is additional wear on the equipment and a potential hazard to persons below, but the equipment can be designed to withstand the fall, and skyting should never be attempted over people or objects which could be injured or damaged by the falling bridle. Further, by using a drag chute on the tow line, the terminal velocity of the bridle system may be limited considerably and the danger and damage from dropping the bridle may be reduced accordingly.

RING KEEL

AUTO RELEASE LI NE

LEADER FIG. 9.

Skyting 2:1 slip ring bridle system with auto release line.

with a full crew. As a result, our records, particularly our photographic records, are less than complete. The main reason for flying with a near minimum crew is the problem of training wuffos in ground crew responsibilities.

VEHICLE As mentioned earlier in this series, the tow vehicle can be anything from a motorcycle to a speed boat. But the best vehicle we have found is a pickup truck. Its main advantage is that it can be used to carry the glider and crew back to launch after each flight. It also permits excellent rear visibility for both observer and driver, even up to very high tow angles. The rear window of some trucks slides open to permit communication between persons inside and outside the truck, so that the observer can ride outside and still give clear instructions to the driver. Normally, the observer would ride inside the vehicle.

TENSION GAUGE CREW Figure 10 illustrates the total skyting system as it is currently being employed. As mentioned in August's article on skyting, the minimum crew consists of pilot, driver, and observer. Actually, I prefer to fly with three additional ground crew members: an assistant to help the pilot get ready for takeoff, a logger to record the relevant information of each flight, and a photographer to take pictures of important events. Unfortunately, even though we frequently have sufficient personnel to staff a full five-man ground crew, we seldom fly OCTOBER 1983

As mentioned in part 2 of this series, we have recently begun to use a tension gauge .to inform the driver of variations in tow line tension. By responding appropriately to the tension gauge and the pilot's signals, a good driver can maintain essentially constant tension at whatever value the pilot desires. As shown in figure 10, we take the gauge described in August's article, tie one end to the upper door hinge on the driver's side of the vehicle, tie a strong (about 3/8" diameter) rope to the other end, slip the rope through a pulley mounted on a board tied to the rear bumper of

the vehicle, and tie the other end of the rope to the safety release.

SAFETY RELEASE As mentioned our safety release is used primarily to release the tow line after a flight, in order to retrieve the equipment for the next flight. Hardly ever is it used as an emergency mechanism. In fact, I am convinced that use of the safety release in flight is a sign of extreme carelessness on the part of one or more of-the crew members. The only time we have needed to use the safety release in flight is when a beginning pilot flying on a short rope gets turned crossways to the tow line. We have never had to release an experienced pilot in flight. Although an occasion may arise where such a release is necessary, so far, we have found that it is better to stop the vehicle and let the pilot release himself rather than have the observer trip the safety release. My advice to an observer is to use the safety release only in a true emergency situation, such as when a beginning pilot fails to release when he should, or when an experienced pilot tries to release, but cannot.

TOWLINE As mentioned earlier, the main tow line used in skyting is 300 ft. or more of parachute shroud line (about 1/8-inch nylon cord) which stretches approximately 30 ft. before breaking the weak link. This stretch cushions the glider from sudden changes in tow line tension resulting either from turbulent air or from glider maneuvering. Shorter tow lines should

be used in the beginning stage, and longer ones in more advanced stages, always keeping in mind the gradual advancement policy of skyting discussed earlier.

PARACHUTE The drag chute is used to prevent a sling shot or whip lash effect in the event of a weak link break and to limit the terminal velocity of the bridle after release. We got our drag chute from the local surplus store for a modest price and have found it to be quite effective for its intended purpose. Our chute is about three ft. in diameter, which seems to be about optimum. It is large enough to prevent the sling shot effect and limit the speed of the falling bridle system, yet it is small enough so that its effect upon the tow line while under tow is negligible and so that, if the tow line breaks or safety release is tripped, then there is no problem controlling the glider with the chute dragging along behind.

lbs. Again, according to the gradual advancement policy of skyting, one .should begin with a string that breaks too soon and use progressively stronger strings until a satisfactory limit is established for the particular glider being used.

LEADER We use a 100 ft. leader of 5/16" polypropolene ski rope colored bright orange. It stretches very little under the tensions encountered and therefore does not fly back in our face as hard when the weak link breaks. The bright color makes it easier to locate after it is dropped. A shorter leader might be acceptable, but we do not know. (This is another example of the untested aspects of skyting.) We do know that ifno leader is used, the bridle does fly back into the pilot's face after a weak link bread - a phenomenon which is somewhat distracting to say the least.

BRIDLE WEAK LINK

The weak link, of course, is just that, designed to break at the maximum desired tension of the tow line. As mentioned in August, our weak link consists of a loop of No. 18 braided nylon twine which breaks at about 200

As mentioned previously, we use the bridle system illustrated in figure 9. The glider and pilot's harness have to be altered very little for the skyting system, namely the body ring has to be sewed onto the belt of the pilot's harness and the keel ring must be attached properly to

the glider.

TYPICAL FLIGHT So there you have it, the skyting system. A typical flight using the system might be similar to the following: You have just finished setting up the system on your favorite open field and inspected everything for proper operation. Your observer and driver have just driven the pickup truck to the other end of the tow line and your assistant is helping you with your final hang check. Everything- is "go" so you pick up. the glider and take a few steps backward to tighten up a little on the tow line. Soon you see the brake lights of the truck flash on and off as the driver signals that he is ready. One last time you check the tell-tales on your glider to assure yourself that you are pointed into the wind with the nose angle high enough to catch the air on takeoff, and you make sure that your wings are level, that the glider is completely under your control, that your footing is secure, and that· you are mentally ready to go. With a stomp of your foot you are committed. You wait for the truck to start accelerating while you maintain proper control of the glider. As the tow line stretches, you hold back slightly until eventually you are

Fig.10.

WEAK LINK CHUTE TOWLINE

TENSJON

GAUGE RELEASE

TOW VEHICLE 26

HANG GLIDING

pulledforward. Then after about six easy steps you are airborne. If you have done your job right, the tow line tension is just right for a good climb out. If not, then you and your driver will have to make a few speed adjustments to arrive at the proper tow line tension. Looking down, you see the ground dropping away at about 400 to 500 feet per minute, the view below is exhilarating. But you need to keep your mind on your flying or else you may not climb fast enough to gain enough altitude to make it back to launch, or you may react too slowly to a wind gust and break the weak link. Eventually you see that the truck is approaching the end of its "runway" so you prepare to release. By this time the truck looks like it is directly below you even though you know that the true tow angle is only about 60°. Still your altitude is 90% the length of your tow line. As the truck begins to slow down, you pull in on the control bar to lower the nose to the free flight attitude and release your body release. The auto release line trips the keel release, the bridle mechanism flies away, and you see the parachute drift off to the side as you begin your 180° turn down wind. The takeoff site comes into view and you level out, trimming the glider for minimum sink. As you float down wind over the scenery below, you glance back to see that the truck has turned around and its crew members are in the pro-

cess of retrieving the bridle system. If your altitude is adequate, you may decide to do a few flight maneuvers, otherwise, you begin setting up for your landing. Just for fun, and to show your buddies how good you are, you decide to spot land right at the takeoff position. After all, if you can hit the dime that was placed at the center of takeoff, you can keep it. On your final leg, you find that you are too high, so you have to land upwind of takeoff, but as you pass over your assistant and the other wuffos, you let out big 'Wah-Hoo!' A few seconds after landing you have carried the glider back to launch and the truck has returned with the bridle and tow line. Then, unless you waste a lot of time gabbing with your friends, you can be ready for your next flight in about two more minutes. Now if this sounds like fun, let me assure you - it is. CAUTION

One last time let me emphasize that the skyting system described in these articles is still very new and has not been completely tested. Therefore, it should not be attempted until professional instruction is available. The only reason for this disclosure is to inform the hang gliding community that an alternate and potentially safer tow method does exist and is under development. It is hoped that by doing so, those pilots determined to fly without proper instruction may have a better chance of

;t,1)/,

YEAH, IT IS A SOMEWHAT RADICAL APPROACH TO A BUNGEE LAUNCH. THE IDEA SORTA 'GREW' ON US AT THE CLUB'S NEW YEARS EVE PARTY,''

OCTOBER 1983

surviving. If the result of these articles is to encourage others to attempt flying who otherwise would not, then I have indeed performed a disservice to the hang gliding community. Whether or not and to what extent skyting realizes its potential as described in these articles can only be determined through time and through further research. So far, skyting research has been carried out and financed by three individuals: Donnell Hewett, Richard Wylde, and Virgil Newman. If you are interested in making a contribution toward the further development of skyting, please address your communications to Skyting, 315 N. Wanda, Kingsville, TX 78363. As additional information and experience is acquired concerning the skyting technqique, additional articles will be submitted for publication .

(continued from page l l)

(Designing A Glider) The Valkyrie could probably be made larger and still be lighter than a current high performance. glider. Next, I would add more double surface and reduce the dihedral so that the glider would yaw around more in thermals. This latter change might require moving the rudders to the top to help prevent excessive slipping. Also, the rudders could use a bungee chord to effect a positive return. The big change I would make is to rerig the glider so it could be flown prone. This may improve performance considerably by reducing the pilot's drag contribution. Of course, the whole thing needs to be tested on a vehicle for structural integrity and stability. The interesting thing about the Valkyrie is that it is so easy to build. Only simple hand tools are required and many parts are identical to those on the Quicksilver (such as compression strut plugs). I feel a home designer/ builder could build this type of wing much more easily than a flex wing. I don't know how many Valkyries there are sitting on garage rafters in the hinterlands, but I sure would like to find one and fly it. This is one direction of hang glider design I would like to see explored. Incidentally, besides being a hang glider pioneer, Bill Wolf was also a sailplane pilot, sky diver, scuba diver, mountain climber and general outdoorsman. He took precautions to practice these sports safely. Sadly enough, he died in his own basement while working with climbing ropes. Apparently he slipped off a stool and became tangled in the ropes and hanged himself. I hope we can continue the spirit of inquiry and invention that Bill represented in our sport. Next month we will look at two very interesting designs that have seen a bit of airtime.

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The Feisc:h

area. re you tired of flying your hometown sites with the same old crowd? Do you want to forget about your job and the never ending chores around the house? Well, the Alpine experience is waiting for you! Achim Hagemann's tour with the World Team to and the Alps was a unique opportunity to renew my flying enthusiasm and chase away the hometown blues. Tcgclberg was an awesome and scenic site, to this upstate New York pilot, but it got a lit· tic crazy with fifty gliders trying to set up and launch all at once. Dming the opening ceremonies for the World Meet, Achim, Peter Lehman from Pittsburgh, and Eddie from Boone, North Carolina, and I soon grew tired of the speeches and headed out the back way to Tannheim which is just across the border in Austria. The 2,200' AGL site in stunning northern Austria is by Route 199, east of town. No 4-WD is needed here. You can drive to the roadside ski lift in your Porsche 911 . Just across the road from the parking lot and restaurant is a broad, flat, landing field. Visiting pilots pay 13. 70 DM or about $5.50 for lift and landing fees. Some snow was visible at launch since it was still early June, but the temperature was a comfortable 60 °F. The takeoff was steep and easy, facing southwest and north. While setting up on our first day, we heard a crack and watched a pilot descend via parachute from his Firebird CX after his French connection failed. He landed safely and was picked up by a rescue helicopter within 15 minutes. Taking off in the 10-15 mph winds was a piece of cake but we had to scratch and thermal back up from halfway down the mountain. Deep blue mountain lakes, dotted with colorful windsurfers and sailboats, can be seen from either side of the mountain spine. The pilots there are very enthusiastic about their flying, with one group driving three hours from Stuttgart for the weekend. A recent count showed 120 pilots in the sign··in book for a single day!

The locals do not like to fly the ridge lifi here due to excessive turbulence. Thermal fly· ing is the rule in the Alps. Afier touchdown and breakdown, a hot dinner and cool stein of bier is in order in the restaurant beside the ski lift. Monday, the first day of competition, brought a deluge of rain after eight flyable days in a row. We headed south to the inviting

Swiss Alps for better weather. It was still rain· ing as we drove the E6 l Autobahn south through Switzerland passing tiny mountain· side Liechtenstein on our left. The mountains loomed on either side within white and gray storm clouds. Passing Chur, we caught a fan· tastic view of the Alps going through Splugen, Splugcn Pass and the three-mile tunnel. The 20-40 mph wind was cold as it roared down

the valley. Overhanging waterfalls could be seen everywhere. Through the pass the river flows south as we descended to the city of Locamo on the Italian border. The climate and vegetation changed drastically on this side of the mountains. It was much warmer, the sun was shining, flowers were in bloom and grape arbors and palm trees abound. Locarno, like an Italian port city, is on a lake with towering, lush, green mountains surrounding it. The next day we located the president of the local club who directed us to be careful of the power lines and air traffic, and told us to call the airport before launching. The Locarno Cardada gondola on the hillside above the city costs $7 .00. It takes you to the restaurant which is halfway up the 4,580' Cimctta Mountain. A 900' walk brings you to the ski lift. Helpful attendants assist with the loading and unloading of the gliders which you have to carry in your lap. The launch is steep and grassy. Both days at Cimetta the weather was sunny but hazy. We always drew a small crowd of curious tourists escaping the heat and taking in the mountain splendor. Peter and Eddie skyed·out the first day, but I was the chosen one the second day who soared over the neighborhood of Brie on the main mountain face. The winds were light at the top, but were blowing 10-20 mph at the HANG GLIDING

spacious landing area at the river It was a pleasure to dine in the open air under grape arbors at the many small restaurnnts in the Mediterranean-like at· mosphere. The pastry found in the coffoe shops are sinful! y delicious. Heading north and west, we inched our way up the Simplon Pass (6,600') to find a foot of snow on the ground. You could barely see 11,700' Monteleone to the north because it was obscured with snow and clouds. We descended into the valley to the bustling city We turned north and after a fow miles arrived at Fcisch. Feisch, a quaint Swiss ski village, was the site of the Swiss Nationals this year and the second best XC site in Europe. The main at· traction is the monstrous Feisch Eggishorn gondola. The hang gliders fit on racks inside, instead of on top of the car, making loading and unloading very convenient. The trip to the cool, crisp, clean air at Kuboden, a cluster of chalets, restaurants, and small hotels, takes five minutes. Crocus flowers were abundant in the melting snow and brilliant sunshine. The launch is 7,300' ASL or 3,640' AGL and faces southeast. An awesome sight of Europe's largest glacier, Aletschgletchel is visible if you can thermal to 3,000'. Don't if the wind is blowing slightly downwind. The launch is about 45 ° and is safe in a deadwind or slight downwind. The Swiss Air Force gave us a superb aerial dog fight display on our first day here. Four Hawker Hunters chased each other viciously over the mountains and through the valleys. Accommodations at Seppi Zchcr's Casa Yolanda arc a must. Seppi, an experienced local pilot, has an eight-person apartment with first class facilities for $5.00 per night. Southeast-northwest winds are not a prob . 1cm at the 1,800' AGL Bellwald launch which is just to the front of the smaller Fiescher Glacier. A paved switchback road takes you to an ample parking and setup area. The Mat· terhorn can be seen to the southwest on a clear day. Landing areas for both Bcllwald and Kuboden are a roadside field, just north of the town border, within site of the gondola sta· tion. OCTOBER 1983

My most exciting flight of the trip began from Bellwald. Finding 300' up lift over the hillside village to the left of launch, I climbed to 5,900' over. Aficr a marvelous view and a great flight my attempts to lose altitude were futile due to the approaching storm front, so I had to fly up the Rhone Valley and land at an inactive Swiss Air Force field. It was a breathtaking sight cruising down the lush, green valley with white-topped mountains on either side. That evening a German pilot pulled up to Casa Yolanda and told us of his 63-mile flight to Feisch from Lake Geneva. On the way back to Tegclberg we passed fly· ing sites in Lucerne and Liechtenstein, unflyable due to the poor weather. The

famous Zillertau, Europe's premier XC site faded from our thoughts as the fabulous weather disintegrated during the last few days of our alpine adventure. Our record wasn't bad, in fact it was outstanding. Eddie had 21 flights for the 23-day stay, and airhog Peter gained one year's total airtime logging 30 hours. Achim's knowledge of alpine weather patterns, travel routes and accommodations were essential for the successful trip. Achim and Peter, speaking perfect German and all variations thereof, were invaluable in com· municating with local pilots (and for reading menus). ][f high adventure with a European flair is what you are seeking, the alpine experience is waiting for you. ..-,

The author in the Sierras before crossing the valley.

had been flying the Owens Valley for five weeks trying to bm1k the woman's world records. I had broken the outand-return record within three days, but it was the open distance record that I really wanted. I had jnst never managed to be in the right place at the right time. The weather forecast for July 13th was good. A low pressure system was positioned within the triangle formed by Los Angeles, Pheonix and Las Vegas. We made our way up to Horseshoe Meadows which is right at the southern end of the Sierras, directly west of Lone Pine, CA. Having wasted a frustrating half hour waiting for a ride up the mountain, we eventually reached launch at l 0:30 AM. As the range faces east, the mountains start to produce thermals early in the morning and 10---10:30 is optimum launch time. A few pilots were already airborne and were circling upwards in the well-formed but cloudless thermals.

I rushed to set up my Duck 160, cursing my barograph for the extra time needed to get it signed and sealed. I took off at 11: 15 and was soon circling in a 500 foot per minute thermal along with six other gliders. At 12,000 feet I headed north aiming for the next spine. I found a rough but consistent thermal there. Gliders were circling on all sides of me in different directions, all in separate cores. I flew out of the thermal at 11,000 feet as I felt I could not fly efficiently with so many kites close by. A few miles further on, I was spiraling upward in front of Mount Whitney and was treated to a spectacular view of the craggy peaks surrounded by snow fields. The lift was consistent on the Sierras with strong thermals on many of the spines. I knew that it was possible to do a long flight, but that it would be a race against conditions. I would have to use only the strongest thermals to get the fastest rate of climb and to leave them as soon

as they started to decrease in strength. I would also have to fly fast between thermals and to keep my altitude between 12,500' and 10,000'. This way I would not waste time getting unnecessarily high, and would not have to use weak thermals through getting too low. It took me 21/4 hours to fly up the Sierras to the point at which I had to cross the valley on to the White Mountains. As I approached the crossing point, I knew that this was the most critical time. If I did not get high enough before flying over to the Whites, the whole flight would be blown. I had had first hand experience of this the day before when I had gotten across the valley to Black Mountain so low that I had landed there. I slowed right down at the crossing point, searching for the boomer that was going to take me to 15,000'. Instead I experienced 500-800 fpm sink with the consistency that only the Owens seems able to produce! Dismayed, I watched the altimeter sink from HANG GLIDING

12,000' to 8,'500'. With the valley floor at 4,000', I knew that from this height I could not even make the road. I gritted my teeth and continued searching, spurred on by the knowledge that ifI didn't find anything, I was to have a long walk to the highway. I found an weak 100 up thermal which, in I worked up 200 feet hoping it would into 1,000 up. Instead it just dwindled to nothing me in 500 down sink. I new on and found a rough 200 up which thankfully increased in strength me to J.1,500' I was so that I forgot my frustra· "wasted" half an hour of time. Black Mountain looked a long way off as I headed mn across the I found a smooth 400 up thermal halfway across the valley, over Pinc. I worked it up to 12,500' and flew over to Black Mountain. I arrived there at 8,000' and, as the southwest wind was now of reasonable flew straight to t.he windfacing I could foe] that the air was rough and increased my on my base tube. Five seconds later, my Duck was hit by such severe sink that my harness went slack and my hands were nearly wrenched off the base tube despite my death on the bar! With my heart pounding, I cored a 500 up thermal to l 2,000 feet. It was 3:00 PM and wit.h the prospect of consistent thermals for at least two I knew that I was on my way to my first JOO-mile flight. On White Mountain I reached and frorn 1here it was a along the to Pellisier Flats at the end of the Whites. Another now joined me, Steve from Australia. As we reached Pcllisicr, I saw him up"" wards, banked up on a As I new into the same thermal my vario pegged

In the deserl of! the end of the range.

Over Boum:lary Peak.

1,000 up, us t.o 15,000 feet. It was now 5 PM and, as I crossed the state line into Nevada, I looked down the Owens exhilarated, knowing that I had flown JOO miles" As I flew over feet, the air was

about five miles 10 M.omgomery Pass where I was treated to another display of Owens Valley sink until I was down to 9,000 foet. There were clouds developing off the end of the range but those in my area were decaying very quickly. I new to the foothills of Miller Mountain as this seemed hy best chance for a saving thermal. I found a really smooth 400 up and was joined two marsh hawks who circled very close with me up to 13,000 feet. I found their presence encouraging and when left, I continued to circle alone hack up to 18,000 feet. I was now really cold and I was had all my winter gear on. could not feel my feel and I was shivering so hard that the Duck was shaking. I saw a cloud developing over the Cindcrconc, about four miles north of me. I flew over and worked back up to 17,000 feet. Mina was now within easy reach and I felt it to make it to the next me an extra five miles. The air on the way to Mina, and when I I still had 9,000 feet. flew across the that perhaps I could over the pass toward Gabbs. fi:mml steady sink and had to land just south of the pass at. 6:45 PM after 7 112 hours in the air and distance of 146.8 miles. disbelie[

to come and fly the Owens and that flight had made the worth every Jclt the sat is fact ion of an ambit.ion realized a dream come true!

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

Region

Mike Wozniak, Tacoma, WA John Bronson, San Jose, CA Harriet Frederick, San Rafael, CA Dr. Howard Gillis, San Francisco, CA Rick Hamilton, Sacramento, CA Bill Hartwick, Morro Bay, CA Wanjae Kim, Union, CA Yosh Matsuda, Sunnyvale, CA Daryl Miller, San Francisco, CA Phil Moffett, Morro Bay, CA Albert Nisbet, Sausalito, CA John Regan, Redwood City, CA Susan Senger, Berkeley, CA Jeffrey Simpson, Union City, CA Debra Stolesen, Palo Alto, CA Heather Thompson, S. San Francisco, CA Andre Von Wartburg, San Francisco, CA Dwain Zsadanyi, Arroyo Grande, CA

2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

James Verner, Haleiwa, HI

Christopher Kruczek, Glendale, AZ Steve Walters, USAFA, CO

Carol Krumwiede, Omaha, NE

Karen Trumaa, Indianapolis, IN JeffVerdoorn, Shorewood, MN

7 7

Scott Giasson, Cambridge, MA Peter Moller, Groton, MA

8 8

John Aguirre, Columbia Hgts, VA Ronald Boyer, Norristown, PA Ellen Burns, Ft. Knox, KY George Burns, Sr., Ft. Knox, KY George Burns, Jr., Ft. Knox, KY Michael Harrison, Richmond, VA Bruce Jackson, Portsmouth, VA Kathy Taylor Jackson, Portsmouth, VA Laura Johnson, Alexandria, VA Douglas Kinzey, Reading, PA Mark Kline, Hagerstown, MD Michael Lams, Jr., Gloucester, VA Tom Lewis, Richmond, VA Chris Marshall, Norfolk, VA Bruce Newkirk, Milroy, PA William Posey, Johnstown, PA Eric Schwartz, Richmond, VA Ed Scott, Ellicott City, MD Chip Thistlethwaite, Arlington, VA John Watson, Midluthian, VA

9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9

Steve Beach, Atlanta, GA Mark Dewey, Durham, NC Diann Robinson, Chapel Hill, NC Ben Teal, Hoffman, NC Kenneth Woodby, Hampton, TN

10 10 10 10 10

Curtis Joseph Ivy, Baker, LA John Manetta, New York, NY Joseph Norris, Ballston Lake, NY Jonathan Silver, Eng. Cliffs, NJ Tim Spurlock, Watchung, NJ Saiomi Nagasaka, Japan

Ronald Lewandowski, Valparaiso, IN JefMallett, Big Rapids, Ml Paul Neff, Richmond, IN Debra Robinson, Saginaw, Ml Daniel Schultz, Carmel, IN Bob Woodward, St. Paul, MN Daniel Zaragoza, Portage, IN

7 7 7 7 7 7 7

12 12 12 12

John Aubin, W. Simsbury, CT Shirley Gagne, Wallingford, CT Norbert Kornyei, Lexington, MA Tony Mancini, Nashua, NH.

8 8 8 8

Jochen Eigen, Washington, DC Bouvard Hosticka, Charlottesville, VA Kevin Hunger, Charlottesville, VA Bob Lassins, Abington, PA Francis Pugh, Timonium, MD Brian Sebrell, Lynchburg, VA Robert Tuttle, Va. Beach, VA Dallas Wells, Front Royal, VA

9 9 9 9 9 9 9 9

Christopher Coan, Creston, NC Dale Daniel, Martinez, GA Reese Evans, Nags Head, NC Rick Gaudio,Titusville, FL Chris Holloway, Chattanooga, TN Tom Magruder, Linville, NC Jim McCampbell, Knoxville, TN Ben Pitman, Berkeley Lake, GA John Voynich, Columbus, GA

10 10 10 10 10 10 10 10 10

Gregory Koi, Houston, TX

Foreign

NOVICE RATINGS Tim Arai, Danville, CA Renny Barta, Walnut Creek, CA Tom Cane, Linden, CA Michael Deering, San Bruno, CA Raymond Forney, San Jose, CA Randy Henderson, S. San Francisco, CA Grant Loban, Seaside, CA Mark Messer, Milpitas, CA Dennis Morrison, Sunnyvale, CA Michael Rusho, Las Vegas, NV

2 2 2 2 2 2 2 2 2 2

Kevin Baird, Summerland, CA Robert Barton, San Diego, CA Kent Carlson, Pasadena, CA Walter Ekland, Downey, CA Mark Erickson, Pasadena, CA Michael Hayden, La Crescenta, CA Michael Hodges, Costa Mesa, CA John Lambert, Van Nuys, CA Richard Lanes, San Diego, CA Tim Larson, Redondo Beach, CA Steve Linden, Leucadia, CA Michael Mixer, San Diego, CA Marc Panet-Raymond, Orange, CA Bob Varanai, Tehachapi, CA

3 3 3 3 3 3 3 3 3 3 3 3 3 3

Clayton Barnhill, Roswell, NM Mike Bocozich, Littleton, CO Gail Davis, Albuquerque, NM Edward Duerksen, Jr., Denver, CO Bruce Elmquist, Lakewood, CO Brian Yowell, Las Cruces, NM

4 4 4 4 4

Kenneth Baumer, Missoula, MT Steven Marsh, Geneva, NE

5 5

Paul Oldenburg, St. Louis, MO Richard Puchta, Rockaway Bch, MO

Michael Cloyd,.Mattawan, MI

Gordon Bukaty, Hamburg, NY 12 Richard Fitzpatrick, Upper Saddle Rvr., NJ 12 12 Paul Jordan, Roosevelt Is., NY Carl Keil, APO, NY 12 Thomas Koehler, Massapequa Pk., NY 12 12 Dennis Lappert, New York, NY 12 Barry Sullivan, Bronxville, NY 12 James Tonge, Asbury, NJ Fred Wang, Taipei, Taiwan

Foreign

INTERMEDIATE RATINGS Barry Bybee, Seattle, WA

Edward Ashlock, Newark, CA Dee Ball, San Carlos, CA Michael Clark, San Francisco, CA Paul Couillard, Castro Vy., CA James Herd, Pleasanton, CA Ben !be, San Jose, CA Mike McDonald, Hayward, CA Gerry McFaull, Fremont, CA

2 2 2 2 2 2 2 2

HANG GLIDING

Terry Rigby, Sacramento, CA Thomas Rust, Oakland, CA Frank Waldenmaier, S. San Francisco, CA

2 2 2

Chris Armenta, Anaheim, CA Patrick Borin, Gardena, CA Kenneth Boyd, Wahiawa, HI Randy Buell, San Diego, CA Rodney Herzig, Honolulu, HI L.E. Kaiser, San Diego, CA Leroy Manns, Lake Forest, CA Khris Mustafa, Sping Valley, CA Indra Mustafa, Spring Valley, CA Annette Wegley, Santa Ana, CA Doug Yttri, Santa Barbara, CA

3 3 3 3 3 3 3 3 3 3 3

Mike Ellsworth, Phoenix, AZ Robert Maccione, Phoenix, AZ Graham Meyer, Lafayette, CO .Jason Otto, Tucson, AZ Steve Smith, Tempe, AZ

4 4 4 4 4

Ross Henson, Boise, ID Curtis Roth, Kingston, ID

5 5

Eric Gutscher, Flint, MI Larry Hinton, Bloomington, IL

7 7

Roger Janson, Jamaica Plain, MA Larry Lamphere, Claremont, NH Steven Pronovost, Thomaston, CT

8 8 8

John Andriot, Vienna, VA Terence Kennard, Hampton, VA Danny Wilkerson, Bedford, VA

9 9

Larry Everly, Sr., Altamonte Spgs., FL Joseph Mauldin, Athens, GA Jeff Poplin, King, NC Michael Pyne, Thorn Hill, TN

Phil Wiseman, Cedar Park, TX

Victor Franco, Jr., Jersey City, NJ Clint Keith, W. Hurley, NY

12 12

10 10 10

ADVANCED RATINGS Jim Farmer, San Mateo, CA Robert Fullam, Oakland, CA Bruno Jahn, San Ramon, CA Weegie McAdams, Daly City, CA Gerald Robertson, Santa Ynez, CA David Volkmann, Mt. Shasta, CA Mark Anderson, Ventura, CA John Coffee, Anaheim, CA Chuck Hicks, Chino, CA Ron Jesteadt, Westminster, CA Wade Leftwich, Beverly Hills, CA Steve Morris, Ventura, CA Bert Ohlig, Newport Bch., CA Lex Palmer, San Diego, CA Jerry Poe, Ventura, CA Paul Ryan, Anaheim, CA John Spurlock, San Diego, CA OCTOBER 1983

Herman Anderson, Woody, Crk., CO Eugene Evans, Phoenix, AZ Marcey Gillespie, Rio Rancho, NM Andrew Rockhold, Phoenix, AZ

4 4 4 4

Leo Bynum, Missoula, MT

Monty Harrison, Wichita, KS

Larry Robinson, Belville, MI

Gregory Sears, Andover, CT

Ronald Kellerman, Cincinnati, OH Fred Permenter, Glen Burnie, MD Steve Scmitt, Yardley, PA Rick Wade, Roanoke, VA

9 9 9 9

Jimmy Finger, Boone, NC

Peter Fisher, W. Yorkshire, England Foreign Scott Wagstaff, B.C., Canada Foreign Bernard Wenger, Zurich, Switz., Foreign

BRONZE A WARDS ISSUED WITH NOVICE RATINGS Richard Anstine, Jr. Ronald Bird Ronald Carter Jon Cook Palma Covington, Jr. Anne Grekula Richard Klinger James Maxfield Peter Murray R. Jay Schultz Thomas Shook James Stephanoff Robert Tedder III

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MEDICINA AVIB·US How To Stay Healthy Though Hang Gliding

by Fred Leonard,. M.D.

"One pill makes you larger and one pill makes you small, and the ones that Mother gives you don't do anything at all . .. " Grace Slick, "White Rabbit"

Aisle 13

oday we're going to step through the looking glass to aisle 13. Good old aisle 13, you've been there. It's the one. right between the plastic trash cans and the perpetually set looking nail polishes with names like "iced amethyst," "chilled champagne," and "petulent purple." It's the aisle with row upon row, shelf upon shelf of lotions, potions, pills, salves, sprays, suppositories, tinctures and elixirs to cure what ails you and put you right back in the pink, or any other color you might choose. Yes, here on aisle 13 are 63 different tablets or capsules for your cold, 63 different varieties of chemical cures for the aches, sneezes, and drips. Sixtythree different remedies, and this doesn't include the scores of elixirs and lozenges for your cough, and the plethora of sprays to shrink your nasal mucosa, drops to whiten your eyes, and solutions to slosh in your ears. But, if this isn't enough for you, you need only move down a bit further and choose between the 92 different packages of pain relievers packed in these shelves, each in its own eye appealing (tamper proof) package, each claiming the ultimate in pain killing power, and each just a little better somehow than the other 91 around it. Still, if relief from pain or a cure for the common cold aren't what you're after, don't be discouraged. Somewhere neatly stacked on these shelves, somewhere in this modern 36

medicine show, somewhere in this fluorescent lit kaleidoscopic cluster of the wonders of modern medical and Madison Avenue science is just what you need, or at least just what you think you need, or maybe just what someone wants you to think you need. Having trouble sleeping? Don't lie awake worrying about it. Right here are just the things to make your eyelids droop. What's that, now you can't keep those same eyes open during the day? Well, again, not to worry. Here's an assortment of zipper-uppers to keep 'em open and speed you up,. Too.fat? There's pills to make you thinner. Too thin? There's something to make you fatter. Has "occasional irregularity" found you out of sorts lately? Why with the advice of the librarian on TV and this little product, you can have better on time performance than old Casey Jones and Engine Number Nine. Still, if now it's diarrhea instead of constipation, the cures for that are right here too. Other (more personal) problems? ... Scene I - Middle-aged housewife in middleaged house with middle-aged husband and talking on middle-aged phone, " ... I'm sorry Norma, we can't play tennis today. My, uh, tertiary syphillis is acting up." Hangs up phone and turns to middle-aged husband, "I just couldn't tell her it was my HEMORRHOIDS!" Scene II (presumably the day after inserting one of the products from aisle 13)- Same middle-aged couple on middle-aged tennis courts smiling and obviously having a middleaged good time. Other middle-aged wife-tennis player to original middle-aged wife, "Boy, your forehand is as good as ever, Mary." "Yes," replies Mary turning to husband and smiling slyly, "and so is my (pause) tertiary syphillis."

But there's more, things to make you stop itching, things for your dandruff, lotions to make your dry skin oily, lotions to make your oily skin dry, cures for your acne, cures for your fever blisters, ointments and sprays for your bumps, scrapes, cuts, bruises and burns. Yep, it's really great. All of these things to make you and me feel good again, and obviously made by companies whose only purpose in life is to relieve us of our ills. Yet, how come every time I wander through aisle 13 I always seem to come away with a headache that not even the best of the 92 extra strength pain relievers can cure? Maybe it's because I can't help but think that most of the items on aisle 13 were designed more to relieve me of what's in my wallet than to relieve me of my ills. So let's take a look at a couple of types of these "over the counter" medications and see what they can and can not do.

Pain Relievers Since there were 92 different boxes or bottles of pain relievers on aisle 13 there must be a lot of different compounds that can relieve pain, right? Wrong. There are essentially only two nonprescription pain relievers with any proven effectiveness. They are aspirin and acetaminophen (e.g. Tylenol, Datri! and others). Similar doses of either provide similar pain relief and also similar ability to lower fevers. Each also has other additional effects and side effects, but these are not generally important to someone without any ongoing medical problems. However, if you do have any medical conditions for which you see a doctor regularly (such as asthma, ulcers, pregnancy, or heart disease), you should consult your physician before you take any HANG GLIDING

medication, and this includes all the items on aisle 13. But let's assume you're all healthy, what should you take? My advice is to take whatever brand of aspirin or acetaminophen is the cheapest. What about all this advertising, then, implying that one product is faster, stronger, or better than another? Well, just remember that this advertising is coming to you from the same reliable folks who are busy trying to convince you that if you use their toothpaste, or their deodorant, or drink their soft drink you'll be more popular with the opposite sex. It may sell products, but it just ain't so. The drug companies have been taken to court by the FfC more than once for making false claims, and more action is probably forthcoming. There is simply no scientific body of evidence to support the contention that any of the "over the counter" analgesic (pain reliever) products works any better than plain aspirin or acetaminophen alone. Most of the "Extra Strength" products just contain more aspirin or acetaminophen that is contained in the "regular strength" formulations. Additionally, some of the pain relievers (i.e. Anacin, Execedrin) contain ingredients in addition to aspirin or acetaminophen which have no proven pain relieving value at all. The commonest additional ingredient is caffeine, just in case you have been trying to avoid it by not drinking coffee, tea, or certain soft drinks. At one time a drug called phenacetin was another common ingredient in these medications, but it was quietly removed because of its known toxic side effects on the kidney and blood. In any case, regardless of what's added or how brightly they're packaged, the bottom line is that there is no proof that any of these products are any better than straight aspirin or acetaminophen alone, they could be more toxic, and they will certainly cost you more money.

Cold Remedies In a previous column, I pointed out that it may not be a good idea to fly when you take cold medications since common side effects include drowsiness and dizziness. On the other hand, I also noted that it may not be too good an idea to fly with a cold anyway. So let's assume you've decided to mix with the wuffos for the duration of your cold. What, then, can the cold remedies do or not do for you? First of all, cold remedies can't cure colds. Hardly seems fair, does it? Yep, there is just no cure for the common cold - no potion from aisle 13, and no prescription from your doctor. All colds are caused by viruses, and though we have antibiotics for things like pneumonia and other illnesses caused by bacteria, we really have no medications for most viral illnesses. We can prevent many viral illnesses through immunizations (such as most of you have already had for measles, mumps, and polio),

OCTOBER 1983

but once you contract a viral illness your body just has to fight it off by itself. It turns out that it has been doing a pretty good job of just that for a long time without any help from doctors or druggists, so you needn't be too alarmed. However, if cold remedies don't cure colds, what do they do? First, they make a lot of money for the drug companies who market them. Second, they may make you a little more comfortable while the cold gets better on its own. Cold tablets or capsules generally contain some combination of an antihistamine and decongestant to help dry out or unclog your nose and ears, and often some aspirin or acetaminophen to lower your fever and help with the aches you feel. How well they work is quite variable. Some people get good relief, and some get none at all. Additionally, some find that the side effects of the medication are more unpleasant than the congestion for which they took it. What should you do? That's completely up to you. If the cold isn't bothering you that much, don't take anything at all. If you feel achy or feverish, you can take a couple of aspirin or acetaminophen every four hours to help lower the fever and relieve the aches. If you're really bothered by the congestion, ask your druggist to recommend an antihistamine-decongestant to try and if you're really congested but antihistamines make you too drowsy, ask him to recommend a tablet which is just a decongestant alone. In any case, should you somehow feel sicker than you do with your usual cold (such as high fevers or difficulty breathing), see your doctor, as this may be the start of something more serious such as a pneumonia which can and should be treated. Well, it's time to step back through the looking glass and leave aisle 13. However, if you're interested, in future issues we can talk about some of the other items here such as cough remedies, antiseptics, and diet pills. As for me, I've been feeling kind of achy and congested today, so I'm going into the kitchen to make myself some hot lemonade and honey. Granny always told me that was the best possible remedy for a cold, and I figure she ought to know, she's been treating colds a lot longer than I have. ~

"Yau are perfectly safe . . . as the gilder is suspended from a long overhead cable. We like that. (It is) the only operation of its kind" o.talde M..gadNe, June 1983 "(The Crystal Hang Gilder Simulator) is a device which approximates the sensation of flying while keeping the danger extraordinarily slight for the novice. The joy was immediate. It was unforgettable." Atllmta . . - ~ July 1983 "(Crystal) has a unique simulator that lets you learn while suspended safely from a cable, and it's been used by students ranging in age from 5 to 81." Orlando Selltinal. July 1983 "Students (are) all cooched by a top instructor who helps the launch and follows the flight with safety brake handle in hand. Should the student enter a stall with inappropriate recovery, this instructor can remotely aid the effort via the brake and the tow rope attached to the rear of the custom-made simulator gilder." u..g Glklblg MagadMe. August 1983 ''Tethered safely to the overhead cable, the Crystal Hang Gilder Simulator offers an opportunity for experienced pilots to practice actual in-air deployments." Glider Rider M.gadMe. June 1983 ". . . the Crystal Air Sports simulator in Tennessee, has helped in learning to use emergency parachutes."

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"Crystal Air Sports Real Air Deployment Seminars (are) conducted on a hang gilder, which is suspended from a long overhead cable ... to teach hang gilder and ultralight pilots the real-time requirements of getting a parachute out and open in an emergency." IJltrallgkt.Ah.ralt.Mapd-e, July 1983

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USHCA REPORTS

HOW TO USE FAA'S EXEMPTION TO USHGA by Vic Powell

Instruction for hire may now legally be offered in two-place hang gliders by instructors. Two-place hang gliders may now legally be flown under the ultralight definition of Federal Aviation Regulation 103. And the Federal Aviation Administration (FAA) has officially recognized the USHGA pilot and instructor rating system. These three important developments are the result of an exemption from FAR Part 103.1 (a) granted by the FAA to USHGA to the Association's petition to the federal agency. Let's examine the exemption to determine its use in the sport. The exemption recognizes two-place hang gliders as unpowered ultralights. FAR 103.1 (a) says that the vehicle " ... is used or intended to be used for manned operation in the air by a single occupant." Prior to the exemption two-place hang gliders were recognized by FAA as aircraft. They were required to be registered and display an "N" number, and the pilot in command was required to have a private pilot certificate.

TRAINING

Pursuant to the authority contained in Sections 313(a) and 601(c) of the Federal Aviation Act of 1958, delegated to me by the Administrator (14 CFR 11.53), the individuals authorized by the United States Hang Gliding Association, Inc., are hereby granted an exemption from the Federal Aviation Regulations to the extent necessary to permit them to oprate unpowered ultralight vehicles with another occupant for the purpose of sport and recreation. This exemption terminates on June 30, 1985, unless sooner superseded or rescinded. Signed by Kenneth S. Hunt Director of Flight Operations Issued in Washington, D. C. on June 9, 1983.

The exemption allows training for hire to be conducted in two-place hang gliders. Under FAR 103, ultralights are sport vehicles. FAA is saying that the sport of hang gliding should not be restricted in its training to a greater degree than any other sport, such as skiing, in which compensation of instructors is a normal part of the activity. The operators of the two-place hang glider must meet certain requirements. On training flight both occupants must possess a current pilot rating issued by USHGA, and at least one occupant must possess a current USHGA Instructor rating. The training flights must be conducted from USHGA approved launch sites. Hang gliding instructors know that demonstration of certain skills and certain knowledge requirements are necessary for the student to earn a USHGA rating. To instruct an unrated beginner on a two-place hang glider requires that both occupants have a USHGA rating. Therefore, USHGA has created a Student rating. It is presented by USHGA Instructors to new students who otherwise do not qualify for USHGA ratings. For instruction of individuals with other USHGA ratings, such as a Novice preparing for an Intermediate rating, the two-place machine can be a useful instructional tool. An individual's first high altitude flight or cliff launch can be more safely conducted in a twoplace hang glider. Prior to all training flights utilizing the twoplace hang glider the student must be informed that the flight is conducted under an exemption granted by the FAA. The student must also be informed that the two-place hang glider does not meet FAA aircraft certification

standards. This may be done either verbally or in written form. The requirement is based on an FAA concern that individuals planning to participate in a training flight be informed of certain risks that they are undertaking. Without the exemption the two-place machine would be regarded as an aircraft. It can be a reasonable assumption on the part of the student that an aircraft is required to comply with federal standards, so the FAA-thinking goes. The exemption, however, removes the two-place hang glider from the category of an aircraft and places it in the category of an unpowered ultralight vehicle. As an ultralight the two-place hang glider does not meet federal certification standards for aircraft. FAA is not saying that hang gliders are dangerous. They are saying that the hang glider about to be used by the student does not meet its aircraft standards. They want him to be informed of that fact. The exemption does not require that instruction be given on two-place hang gliders. It provides an option to the instructor to legally use that machine for instruction. Further, the exemption does not remove or change any portion of FAR 103 except the one-occupant restriction. Pilots and machines must complete with all other portions of FAR 103 and other applicable regulations.

OPERATIONAL FLIGHTS The exemption granted to USHGA is significantly different from the exemption requirements for powered ultralights granted to AOPA and to EAA. They are restricted to using two-place powered machines only for instruction. Under the exemption to USHGA it can authorize two-place unpowered operations for operations other than instruction. In other words USHGA members can, if requirements of the USHGA exemption are met, conduct fun flights in two-place hang gliders. What are the requirements, you say. Neat of you to ask. • Both occupants on two-place flights that are for other than training purposes - we'll term them operation flights - must possess a current pilot rating issued by USHGA. • At least one occupant must possess a current USHGA Advanced ration (Hang 4). • Both occupants must have in their personal possession a copy of the authorization to conduct two-place operational flights as issued by USHGA to the individual. Possession of your USHGA current rating card meets this requirement. • Both occupants must be familiar with the provisions contained in the exemption granted to USHGA for two-place operations. FAA concern as expressed in these requirements revolves around the issue of participation by the general public in twoplace hang gliding operations without proper training and knowledge. The acquisition of HANG GLIDING

training and authorization is represented by possession of a current USHGA pilot rating. The requirements of possession of the exemption and being familiar with its provisions can help to inform individuals of their responsibilities and certain risks. The bottom line is that FAA does not want hang glider pilots offering rides, with or without compensation, to the general public. If the individual indicates that he wants to undertake training to participate in the sport as a student, or if the individual has undertaken training for a sufficient period of time to earn a pilot rating, that person has indicated that he is willing to undertake the risks involved in participating in the sport.

A Column For Unusual Flights

MAKING IT WORK Compared to the restrictive attitude taken toward hang gliding by many government agencies around the world, FAA is regarded as a leader in placing a substantial part of the responsibility for regulation in the hands of the user. The exemption to USHGA expires on June 30, 1985. During the intervening period FAA plans to observe operations to determine if there is a need for future modifications or cancellation of the program. The exemption provides a method for U.S. hang gliding pilots to once again participate legally in two-place hang gliding official performance World Records. And by removing two-place machines from the category of aircraft and recognizing them as unpowered ultralights, a non-certificated hang glider pilot is no longer required to register the machine as an aircraft, place an "N" number on it, and fly it with an FAA-certificated pilot acting as pilot in command. The requirements are not difficult to comply with, and in FAA's view they provide a degree of protection to the general public. Will the exemption work? There is no known major obstacle preventing it from working adequately. But just as in the entire FAR 103 concept, it will do the job ifwe want it to do so. It is up to the hang gliding community. USHGA has been pleased to do its part in making this important benefit available to the ._. sport.

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RECORD FLIGHTS AT MAGAZINE MT. by Wally Kasper

he Fort Smith Hang Gliding Association recently saw some record XC flights at Magazine Mountain in Arkansas, a 2,000' site facing south. Warren Flatt drove to the clouds about 14 times to reach Brentwood, Arkansas, 53 miles distant. Warren says it would have been nice to have had a little tail wind but it was one of those light days. Warren flies a Harrier. A few days later Mark Stupp topped this flight with 57 miles in his new Fledge ET, landing a little west of where Warren did. Both pilots compete all year long for the longest and highest flight. This year the Fort Smith Association will present money and a trophy for record flights.

PILOT THERMALS TO 4,000 FT. AGL IN WEST TENNESSEE by John Stokes

n Sunday August 14, 1983, Butch Pritchett, a Finley, Tennessee Hang 3 pilot flying a UP Gemini 164, thermalled to 4,000 ft. AGL over flat West Tennessee near Reelfoot Lake. Butch is an experienced mountain pilot, but recently began towing with the Donnell Hewett Skyting system with' a pressure gauge of his own construction. Butch, along with Hornbeak, Tennessee pilot, Sherrill Williams, had a mere three weeks experience with this method prior to this event. Butch was being towed with 1,100 ft. of line and released at 2:00 PM CDT at an altitude of only 500 ft. Butch released over the now infamous "Black Hole" a freshly plowed black field that either produces great lift or glidersucking sink, and found a developing thermal

of 100 feet per minute. After a laborious series of 360's and after 25 minutes, he topped out at 3,400 ft. AGL. At this point the powerful 200 fpm thermal was spent and Butch began the search for yet another lift ticket over the same field. After losing down to 1,200 ft., Butch found another, more powerful thermal over the "Hole," but found sink instead. After one hour, six minutes, at 3:06 PM CDT, Butch landed. He had an ear-to-ear smile that "Comet" cleanser couldn't even remove. As of this report, his climb to 4,000 ft. AGL stands as a West Tennessee record in a non-powered ultralight aircraft. (The only thing to mar this perfect flight was Butch's severe case of helmet hair!) ~ (continued from page 14)

(Training Hill) launched? From experience I can tell you that a double surface glider will fly over 100' beyond the base. The distance from the top down the incline to the base is right around 90'. Oh well, perhaps a Mitchell Wing or a U.P. Arrow could make it to the fence line!

Palo Verde Peak Good news for Phoenix pilots! You now have another site which is soarable in the prevailing westerlies. As you can see from the photo of Palo Verde Peak behind the trainer hill, there is a bowl on the northwest face and a huge bowl on the southwest face. It's a mini Shaw Butte 35 miles south of town. In terms of training, Palo Verde Peak has a progression of launches on its lip which extends down between the two bowls. One is at 50', one at 200', and one at the top at 500'. The ground level at the base of the mountain very gradually descends 50' in a mile to the center of the valley, where the trainer hill is located. Because of this, the wind gradient in the land· ing zones is at a minimum. The student will usually utilize the trainer hill for four to six days before advancing to the 50' launch. The one drawback to this site is that you do have to trek your glider up to launch. It's about the same distance hike as the Thunderbird Park launch in Northwest Phoenix. It's good that a new site has been found. Phoenix is growing fast and Shaw Butte has become crowded. Many Phoenix pilots consider that the Sierra Estrella Mountains would be the premier Phoenix flying site if only there were a road to the top. The Palo Verdes are a southern extension of this range. Just to the east and downwind there are plowed farmers' fields for thermalling as far as the eye can see. For anyone who is interested I will send out a spec sheet on how to engineer this project: Doug Gordon, AZ Windsports, (602) ~ 897-7121. 39

200 Duck, flown in "83" Nationals, yellow L.E., red, white T.E., very nice, $1400. Large Price harness, parachure, gear, negotiable. Can ship anywhere in tube. Call (208) 322-8227. ELECTRA FLYER 135 Trainer, $375. Janet, (303) 485-3109. Please persist. FIREFLY 216 - Very good condition, two hrs. airtime, cover, Getting out of sport. $700 or offer. (313) 728-1230 evenings.

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruin· ed bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non. circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

Rogallos ANTARES 190 Excellent Condition with Bag Harness Helmet $575.00 or offer. (619) 481-6132. Attention: MONEY $$ or trade in value for old, obsolete hang gliding stuff including magazines. Hang Glider Emporium (805) 965-3733. 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. CLEARANCE SALE - Comet 135 $800, Super Lancer -200 new $825, Moyes Mega $800, Oly 160 $450, Flexi 2, Seagull Ill, harnesses, parachutes other items. Contact Earl Christy Jr. Box 38 Hesperus, Colo. 81326 (303) 533-7550. COMET 2, 165, Low airtime, must sell. $1700. (215) 935-1499. COMET 135 - Black L.E., White Main, Rainbow DBL Surface excellent condition $1350. Condor 224 $450. OLY 140 make offer. Phone (209) 226-6516. COMET 135 - White L.E., rainbow top, orange t.e., low airtime, excellent condition, will ship. (208) 237-9157.

Trade up to high performance - 1983 Moyes Missile 3 hours. Beautiful - ship too hot for me. Wanted: New Harrier 187. (313) 383-1232. UP 178 CONDOR - emergency chute, UP helmet & harness, excellent condition $850. (412) 746-4166, Pittsburgh, PA. WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020.

FLEDGE IIB - Solid red, excellent condition, with harness, parachute, vario. $850. All or trade for sailboard, canoe. (714) 840-8397.

WHITE HAWK 185 Custom - 3 hrs. airtime. Will ship, $1500 or offer (503) 253-2309.

GEMINI 184 - Almost unused, must sell, $1000. Hewett tow kit, UP harness, Bell helmet available. (504) 834-7804.

X-180 - Excellent condition. Green upper surface, white lower surface. Purple leading edge. $1100 (213) 447-8444.

HARRIER 147 - Excellent condition. Red, gold, $800 Litek vario $85. (714) 525-2816.

Schools and Dealers

HARRIER I 177 - Good condition, $700. White, brown, gold. Mike (805) 496-5549. HARRIER 177, 12 flights - $1300. WW Cocoon, brand new $150. Flight Designs parachute $275. (303) 841-2523.

ARIZONA

MOYES MEGA [I - Excellent condition, with harness, $900.00. David (816) 531-8799.

ARIZONA WINDSPORTS - Certified instruction utilizing the world's only man made trainer hill. Two full service shops, serving the Phoenix Valley. 5245 S. Kyrene, Suite 20, Tempe, AZ 85283 (602) 897-7121. J883 W. Thunderbird, Phoenix, AZ 85029 (602) 866-2912.

MOYES REDTAIL 160 - Orange & gold. Excellent condition, $550. Tow bar and floats, $275. (702) 885-9196.

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

NOVA 190 - Good condition, crossbar fairings, excellent intermediate, $700. OBO (213) 784-8814.

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.

LAZOR 175 - With power trike, excellent condition, $2500 or best offer (213) 346-5099.

RAVEN 209 - Very clean, low airtime. lncludes Wills Wing prone harness & helmet, $800, (606) 665-3321. FOR SALE: Raven 229 Xlint Cond. $1000; Omni 187 Good Cond. $300 (714) 645-8232, Eves. SENSOR - 1982-510-180 Xlnt condition, latest factory mods. Red with rainbow. Will ship, $1,550. OBO (805) 967-7318. SENSOR 510 - All the latest adjustments, excellent condition. $1550. (802) 728- 3320. SENSOR 510-165 - Good shape, new Pacific Windcraft Cocoon, good Windhaven chute. $1550 takes all. (206) 531-9296.

CALIFORNIA BRIGHT STAR HANG GLIDERS - Certified Personal instruction for all levels. Proudly representing UP, Wills Wing and most major manufacturers. Quality restorations, parts and accessories for Northern California. 3715 Santa Rosa Ave., Santa Rosa, CA 95401. (707) 584-7088. CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills, UP and FD. Come visit us! (415) 756-0650.

SENSOR 510, 180 - Black leading edge, dark blue double surface, excellent condition, $1375. Call Carl Boddie (713) 644-1114.

Good condition, rainbow, $1300. Bob

SENSOR 510-180 - Gold leading edge, brown lower surface, good condition $1400. Wills Omega 260, red, orange, gold, $500. Call Bill (501) 646-5115 days (CST).

COMET 165 - Excellent condition, a perfect glider, $999. (805) 685-2586.

SOARMASTER POWER PACK - Never flown. $750. (includes shipping). John (415) 261-5993.

ELSINORE VALLEY HANG GLIDING CENTER phone: (714) 678-2050, night: (714) 781-9222.

COMET 165 326-8391.

SUPER LANCER 200 - Good condition $750. A!so harness, helmet, parachute, vario. Must sell. (213) 988-1638 Day.

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

COMET 165 (714) 391-5194.

Purple and blue, flies great $950. (213)

COMET 185 - Good condition. New flying wires, proven 100 mile performer. Yours for a grand, (1,000). Woody (619) 429-FROG. COMET 185 - Excellent condition. Dark Illue & Pacific Blue, $1200. (619) 271-8106. COMET 185 Super low time, in excellent condition, hand picked at factory. Eric Raymond cacoon harness with chute & flight bag, lst $1500. (619) 439-2201. CONDOR 178 - Very good condition. Colorful,$ &for trade for equipment. Pete (303) 722-1708. DUCK 180 - Excellent condition. Black leading edge, rainbow double surface, white trailing edge. $1300. (714) 987-8291. Duck 180 - Excellent condition, low airtime. UP standard harness with/free flight chute. (805) 543-5045.

STREAK 160 - Excellent condition, sandwich cloth body. Superb racer, $1600. (814) 237-0945. '83 STREAK 180 - 4 tlts. on it, new cond., May '83 USHGA mag color scheme, $1795. Includes harness. '80 Nova Il-230, ex. cond., rigging for prone or supine, $495. Includes new supine harness (206) 888-0371.

Para ~ Publishing Books by Dan Poynter

DUCK 180 - Excellent condition, with low airtime. White/Blue/Green/Yellow Keel Pocket. Superb handling. Sacrifice at $1400. Why spend $8.00 more and have to wait? Call Greg at Sky Bound Hang Gliders. (602) 997-9079.

Post Off ice Box 4232-314 Santa Barbara, Ca 93103

(Brand New) 180 STREAK pacific blue purple spectrum, temper coat, leading edge $1700. DUCK 180 (new style with zipper). JO hours airtime, perfect condition. $1600. 229 RA VEN great for tandem or heavy pilot, 20 hours airtime, perfect shape. $900. Call High Sierra Sports, (702) 885-1891 (Gary).

Send For FREE Brochure

Telephone: (805) 968-7277

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 \X'ills gliders, harnesses, helmets, instruments, ac· cessories and spare parts. Located minutes from US IOI and flying sites. 613 N. Mil pas, 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. 2D·A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. We Believe-SAFETY FIRST!

HANG GLIDING

MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands available. At the base of mission ridge in the "Old School." 43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656. SAN FRANCISCO WINDSPORTS - 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. WIND GYPSY Professional hang gliding instruction, sales, service. USHGA advanced certified instructor. Serving most popular southern California sites. Glider demo & rentals to qualified pilots. Tandem instruction available. Contact Paul Burns, P.O. Box 861, Lake Elsinore, CA 92330 (714) 678-5418. WINDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED ULTRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836.

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 - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593. ILLINOIS PROAIR/PROSTAR/FLEDGE Ill/FOX BAT sales, service, flight accessories and Ball variometers - Midwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (312) 244-0529. MICHIGAN ECO-FLIGHT HANG GLIDERS & WINDSURFING. Certified instruction, sales, service, rentals, repairs. 493 Lake St., Benzonia Ml 49616 (616) 882-5070.

Streak and Vision. Repairs on all brands. Down tubes in stock for all gliders. Acc. RIC equipment. Main St. Kerhonkson, New York 12446 (914) 626-5555. SUSQAHANNA FLIGHT PARK INC. - Three miles north of Cooperstown N.Y. on Middlefield Center Rd. Training hill with 40-75-160' N.W. takeoffs, 550' N.W. soarable ridge. 10 acre landing field, certified instructors, dealers for Flight Designs gliders and the ATV trike. Rd 2, Box 434, Cooperstown, N.Y. 13326 (607) 547-2164 or (315) 866-6153. NEVADA HIGH SIERRA SPORTS. 1087 N. Carson, Carson City, NV 89702. (702) 885-189 l. Northern Nevada's complete hang gliding, windsurfing and ultralight shop. USHGA certified instructor, observer and Region I[ examiner. Sales, service, rentals and lessons. All major brands available. Gliders in stock, also parasailing.

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, Ml 48045 (313) 791-0614 - Since 1975.

Light Wing Insurance

MINNESOTA

COLORADO FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since 1974. Major Brands, Sales, Service, Professional Instruction. Fly "Earl's Ranch". Box 38, Hesperus, CO 81326. (303) 533-7550. 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 staff. Dealer for all major product lines, featuring Flight Designs, UP, Moyes. CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and UP. Ultralight dealer for Vector 610, winner of London to Paris Ultralight race. USHGA certified instructor.

NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333. NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N.M.. 87106. (505) 821-6842. NEW YORK MOUNTAIN WINGS INC. - 6 miles from Ellenville. Learn to fly on one of our five training hills by USHGA certified instructors or fly one of our five mountain sites. Dealers for most major brands of gliders. Featuring the

HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Certified instruction, sales, service and rentals. 684 Hao St., Hon., HI 96821. (808) 373-2549. TRADEWINDS HANG GLIDING - USHGA Certified School. Box 543, Kailua, Hawaii, 96734. (808) 396-8557. IDAHO IDAHO MOUNTAIN AIR - Sales, service, insruction. Dealers for U.P. & Bennett. New & used gliders in stock. 945 No. Harrison, Pocatello, ID 83201. (208) 232-3408, 234-1228.

Time to renew your USHGA Membership? A phone call and a credit card number is all it takes! Call our office at: (213) 390-3065

Insurers for USHGA

P.O. Box 16 Westerville, Ohio 43081

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

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

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Photos _ $ 1 0.00

Emergency Chutes

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).

Ultralight Powered Flight

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.

I I I I I I I

Parts&Accessories Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous

Begin with _ _ _ _ 19 _ _ _ _ issue and run for _ _ _ _ consecutive issue(s).

I I I I I I I I I I I I

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L----------------------------------------------------------J OCTOBER 1983

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 fly. Beginning/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and parts in stock. OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. 500 S.W. I Ith, 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. 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.

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

Business Opportunities CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging in Original FLyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, TN 37409 (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. Waterbeds, Video Movies, Color TV, Pool. Need a new glider? !Earn money while you fly! Send $4.95 for tape & brochure. Satisfaction guaranteed. Send to Norman Castagneto, 145 Hayes Circle, Ft. Ord, CA 93941 (408) 384-4250.

Parts & Accessories CB Radios - Mobile and hand held. Top quality, excellent condition. Very reasonable. Call (619) 456-1959, (best 9-11 AM, PDT).

AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954.

ANSWERS

FLY UTAH WITH 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.

Publications & Organizations Delta Wing Products, certified instruction, 9173 Falcon Cr. Sandy Utah 84092 (801) 943-1005.

FREE AOLI, COMET CLONES &· POD PEOPLE PEOPLE POSTER!! Box 3094, Shell Beach, CA 93449.

WASATCH WINGS INC. - Located minutes from Point of the Mountain. Safe, personalized, instruction beginning through mountain flight. Custom harness manufacture and repair. 700 East 12300 South, Draper, Utah 84020, (801) 571-4044.

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.

WASHINGTON 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 Mouette, Delta Wing, Flight Designs, Winter, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo, 105 JAPAN. Tel. 03/433/0062. SWITZERLAND

SWISS ALP HANG GLIDING SAFARI - For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Kurfirstenstr. 61, 8002 Zurich, Switzerland, Airmail.

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

HAS GOT

60,000

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

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.

THE P£RILS OF SKYTING

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. 1-800-334-4 777.

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. $1.75 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. HANG GLIDING BUCKLES - Photo engraved, solid brass, depicting soaring birds of prey. EXCEPTIONAL QUALITY. Send for free brochure. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635.

(to all your questions about major brands of gliders).

Whole Air's highly successful Glider 0.vners Survey brought a remarkable 400 (plus!) Suiveys back. Each survey had 149 questions. So; thanks to those responsible owners 'who took the time, Whole Air has got 60,000 answers about our sport's top gliders. No hype. No mud slinging. Just plain old statistical information from those who know and use ... the Owners. Articles on each of America's best selling gliders start in late 1983. You won't want to miss an issue. Subscribe today! (Special over 50% off deal for new subscribers!)

NEW SUBSCRIBER OFFER! One year long for only $7.49 (First time subscribers only, please.) Renewing subscribers please enclose $}2.00:

WHOLE AIR The Magazine of Hang Gldhtg and rntrallght Soaring

D YES, Sign me up! for the New Subscriber Rate of Only $7.49 ($12.00 to renewing subscribers)

GO FLY~ A KITE ,~ BUMPER STICKER - White with red letters. $150 each or five for $6.00. Forst Company, Rt. 3, Box 31 l B, Tecumseh, Oklahoma 74873.

Mail to: Box 144 Lookout Mtn., TN 37350

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

TYPE: Bright red harness with matching chute. Chute has white lettering (Igo security," hand embroidered patch on

left shoulder patch. Reward. CONTACT: Sue Gale, Box 13, Elmira, NY 14901 (607) 733-9738.

Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 8'/2 x 11 workbook format. $12.95 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.

TYPE: Harrier 147 #6444. 3SAfL PATTERN: Orange LE, brown dbl. surface, gold and white spanwise, gold keel. WHERE AND WHEN: October 13, 1982, Vernon B.C. CONTACT: 1Simon Mitchell (604) 357-2400 collect. Reward.

REAL PILOTS FLY HANG GLIDERS - Bumper stickers. $1.50 ea., including postage, quantities less. Write: Stickers, 29 Willis Ave., Cresskill, NJ 07626.

TYPE: Quicksilver MX and Doublequick #10696 and 10875. WHERE AND WHEN: Dayton, OH, Dec. 14, 1981. Probably sold in Chicago area. CONTACT: Gary Meddock, 1334 N. Lutheran Church Rd., Dayton, OH 45427 (513) 854-4973. Reward.

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, M, X-L. USHGA, P.O. Box 66306, Los Angeles, CA 90066. WOMEN PILOTS to interview for WOMEN PART!CfPANTS IN DANGEROUS SPORTS. Reply M.K. Jones, P.O. Box 731. Ketchum, JD 83340 (406) 689-3626 (208) 726-9016.

Movies AOLI, COMET CLONES & POD PEOPLE - Award winning film of Owens Valley hang gliding. 60 minutes. $64.95. THE SKY BLUE MOVIE - Epic quest for true flight. 100 minutes. $74.95 postpaid. PAL or foreign add $5. Free poster. Rick Masters, P.O. Box 478, Independence, CA 93526. The rate for classified adverlising is 35¢ per word (or group of characters). Minimum charge, $3.00. A fee of SIO. 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 I 11, months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLfDJNG MAGAZ[NE, Box 66306, Los Angeles, CA 90066.

INDEX TO ADVERTISERS Alrworks ....................................................... 37 Bennett Delta Wing Gliders .......................... BC Crystal Air ..................................................... 37 Glider Rider................................................... 9 Hall Brothers ................................................. 28 International sam,oards ............................... 25 Kalember ...................................................... 5 Llghtwlng ..................................................... 41 Lltek .............................................................. 9 Lookout Mt ................................................... 11 Pagen Books ................................................. 28 Para Publishing ............................................ 40 Schwartz ....................................................... 39 seedwlngs .................................................... 15 south coast Air ............................................. 28 svstek ........................................................... 28 USHGA .............................................. 44, IFC, IBC vantage........................................................ 9 WAC .............................................................. 35 Whltehawk ................................................... 21 Whole Air Magazine ...................................... 42 WIiis Wing, Inc. ............................................. 6

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: Gemini 164 #UPG164260M. SAIL: Rainbow-red, orange, yellow, green, with blue LE and light blue TE. TYPE: Super Lancer 180 #81550. SAIL: Black LE. Center out: royal blue, red, yellow, purple, black. Red Flight Designs bag. WHERE AND WHEN: Knoxville, TN, May 5, 1983. CONTACT: Jim Westcott, Springfield, VA (703) 569-6059. $200 reward, no questions.

TYPE: Comet 135 No. UPCMTl35054. SAIL PATTERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. 11, 1982 10 mi. east of Mt. Wilson in San Gabriel Cyn. (Azusa) CA Los Angeles area. Thief known to drive brown jeep-type vehicle. Glider has mountings for french connection on keel. CONTACT: Jerry Bard (213) 851-8869.

TYPE: '78 Lancer IV. SAIL: Keel out: 2 panels lime .green, 2 panels purple, 1 panel red, 1 panel gold, 1 panel yellow. 6" letters "U.S. LANCER" on second left panel. CONTACT: Bill Stewart (505) 883-8036. Reward.

TYPE: Moyes Maxi Mk. Ill. 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: Comet II 165 #1631. WHERE AND WHEN: Sandia Peak, NM, May 16, 1983. PATTERN: Black LE, spectrum dbl. surface, white main body, blue keel pocket. CONTACT: Chuck Woods, 1905 Driss Pl. NE, Albuquerque, NM 87112 (505) 298-2740.

TYPE: Bobcat f!I. SAIL PATTERN: Orange leading edges and tips. Center out: lt. blue, gold, green. DISTINGUISHING CHARACTERISTICS: Gold anodized frame. Blue control bar, raked 2 l" forward. Faded orange and gray two-piece bag. WHERE & WHEN: San Diego, CA September 3, 1982. CONTACT: Torrey Pines, (714) 455-6036 (daytime). Paul Gach (714) 279-5403 (evenings). Reward.

TYPE: UP cocoon harness, Advanced Air chute., Theotekvario, altimeter, Radio Shack 6-channel, helmet, Hall wind meter, all in blue UP harness bag w/"Owens Valley Pilot" patch sewn to lower packet. WHERE AND WHEN: From ·camper parked at Perkins Restaurant in St. Paul, MN April 24, 1983. CONTACT: John Woiwode, RR #3, Box 255, Annandale, MN 55302 (612) 274-8064. TYPE: UP Gemini 164, light blue w/dk blue LE. Flight Designs Super Lancer 200, yellow w/purple LE, tips and center. US Lancer 190, multi-striped from center out: purple, yellow, orange, red, purple tips. WHERE AND WHEN: From garage at 1342 Henderson Ln., Hayward, CA May 4, 1983. CONT ACT: Mike McDonald (415) 782-5119.

TYPE: Gemini #UPGl3400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28182 W. Jordon Utah, taken from car. CONTACT: Claudia Holbrook (801) 561-1974 or 571-4044. TYPE: Eipper Flexi III. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Reward. CONTACT: Will Richardson, Rte. I, Box 167, Trout Dale, VA 24378 (404) 436-8504. TYPE: 172 Moyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff, AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dkblue lightning bolt on right wing. CONTACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079 TYPE: 1982 177 Harrier [I #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: Boom Stratus V. PATTERN: All dk blue except 1 panel of rainbow near each tip. UP Gemini 184 #UPG\84032. SAIL PATTERN: WHERE AND WHEN: Canoga Pk., CA June TYPE: Yellow nose, orange middle, red trailing edge (span-wise 14, 1983. CONTACT: Kevin Anderson, 13261 cut) with white leading edge and keel pocket. WHERE Herrick Ave., Sylmar, CA 91342 (213) AND WHEN: Alameda, CA July 2, 1982. CONTACT: 367-3562. Reward. David Catlett (415) 521-7633. Reward TYPE: Sensor 510 180 #225. PATTERN: Red TYPE: Pterodactyl with Cuyuna 430 reduction drive LE, orange bottom. WHERE AND WHEN: #l l !000. LE, yellow, TE, white. Center, brown. Tips, Switch Back Mt., Eagle River, Alaska, June brown. Rudder, white with brown & black stripes. Canard, 15, 1983. CONT ACT: Bob Adams (907) brown, yellow and white. CONTACT: LEAF, 331 South 14th St., Colorado Springs, CO 80904 (303) 632-4959. 694-2763. TYPE: 209 RAVEN #4402. SAIL PATTERN: Center

TYPE: All black Northstar harness for Casper out: Brown center_.. two white} two orange} white tips. wing (supine). Windhaven chute. CONTACT: Brown LE. Orange keel pocket. WHERE AND WHEN: John Fetter (619) 420-1706. El Centro, CA April 26, 1982. CONTACT: Mike

AD DEADLINES All act copy, Instructions, changes, additions and can· cellatlons must be received In writing 1 v, months preceding the cover date, I.e. Mar. 20 for the May Issue.

OCTOBER 1983

TYPE: Dk blue and red gear bag w/black Sorgaard (714) 352-2116. Flight Designs cocoon harness with Advanced TYPE: Fledge JIB #1032. WHERE AND WHEN: March Air chute in red container, orange Bell I, 1982 Denver, CO. Glider is incomplete. SAIL: White helmet, Ball vario w/bracket. WHERE AND with dk blue LE, tips and keel panel. CONTACT: WHEN: San Francisco, May 7, 1983. CON- Richard Siberell, 711 55th Des Moines, fowa 50312 (515) 255-1456. T ACT: Joel Greger (415) 824-4826. Reward,

FUQHT DESIGNS

Box 631 06040

;.;:u:·Uti44'1581

USHGA MERCHANDISE ORDER FORM

QUANTITY B-1

PRICE

BOOKS MAHBIRDS by Maralys Wills. Enlertainingly takes the reader from hang gliding's past to its soaring present. pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete requiremenls, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting. FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HANG GLIDING AHO FL YING SKILLS t,y Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Tech niques for cross.counlry, competilion & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complele instruction manual. POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual for self-training & training schools. 11 lessons, tesls and FAA Regulations. MAHHEO KITING by Dan Poynter. Handbook on low launch flying MAN.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. features flight ol Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent information. FAI SPORTING CODE FOR HANG GLIDING. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG t,y Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signofts (all levels), glossary ot terms, awards.

AMOUNT

$17.95

B-2 B-3 8-5 B-6 B-7 B-8

B-10 B-11 B-12 8-13 B-15 B-16

$ 2.00

$ 7.50 $ 7.50 $ 7.50 S 7.50

$ 8.50 $12.95

$ 4.50 $ 6.50 S 4.50 $ 1.00 $ 1.50 S 2.95

ITEMS 1·1

"HEW" USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: S M L X·L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S ML X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size lits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USHGA BELT BUCKLE. Solid oronze, custom design, relief sculpture. 31h x 21k USHGA SEW-OH EMBLEM. 3" dia., lull color (red wings, sunburst w/black print). USHGA EMBLEM DECAL. 3'h'' dia., full color. LICENSE PLATE FRAME. 'Td rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.

1-2 1·3 1·4 1·5 },

1-6 1-6 1-9

$ 6.00

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$ 8.00 $ 5.00 $12.00

$ 1.00 .25 $ 5.50 $ 8.95

HANG GL!O!NG/GROUNO SKIMMER BACK ISSUES "•SPECIFY BY CIRCLING ISSUE NUMBER'''ISSUES HOT HUMBEREO ARE SOLD DUP" PRINTED COPIES:

PRINTED COPIES: PRINTED COPIES:

20. 21. 22, 23. 24, 25, 26, 29. 30. 32. 33. 34. 36. 37. 38. 41. 42. 43, 44, 45. 47, 56, 56. 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. 103 105 - Current Issue ''HO TAX ON MAGAZINES••

$ 1.00

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S 1 50

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S 2.00

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MAGAZINE SUB TOTAL

Ordering Information: All prices include postage and handling (Prices sub1ect to change without notice.) Enter quantity and price of each item ordered. Allow 3-4 weeks deliver·; (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.o.·s.

MERCHANDtSE SUB TOTAL (Californians add 6% lax on merchandise only)

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

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USHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MEACHAHDISE·ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENTHAL AWARD FORM

ACCIDENT REPORT FORM (#15)

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MAIL WITH CHECK OR MONEY ORDER TO:

USHGA, PO BOX 66306, LOS ANGELES, CA 90066

\1:,\. U.S. NATIONALS

Chris Bulger \1:,\. MASTERS OF HANG GLIDING

Chris Bulger \1:,\. SO. CAL.

REGIONALS Rick Rawlings