FULLMEMBERIIII. . . .IIIIIIIIIIIII. .IIIIIIIIIIIIIIIIIIII. . . . . . . . . . . .... ANNUAL DUES: $29.50 ($32.50 foreign) This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($10.00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilot to bea member.
NAME (Please Print)
ADDRESS-------------CITY _ _ _ _ _ _ _ STATE _ _ _ _ __ ZIP
PHONE (
0 NEW MEMBER
O RENEW/USHGA #
INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) D Plan 8: Powered Ultralight (add $160.50 to Membership fee)
FAMILYMEMBERIIIIIIIIIIIII. .IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII 1. NAME - - - - - - - - - - - - - - A N N U A L DUES: $14.75 for each family Member, O NEW MEMBER D RENEW/USHGA # everywhere (add $160.50 for Plan 8 insurance
2. NAME D NEW MEMBER
coverage), who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.
O RENEW/USHGA #
SUBSCRIPTION ONLY lllllllllllllll-111111111111NAME
D
$22.50 SUBSCRIPTION ($25.50 foreign) for one year.
ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
D
$40.00 SUBSCRIPTION ($46.00 foreign) for two years.
CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __
D
$57.50 SUBSCRIPTION for three years.
D
$11.25 TRIAL SUBSCRIPTION ($1275 foreign) for six months.
(Please Print)
ZIP
PHONE (
($66 50 foreign)
I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 USHCA will ONLY accept foreign checks payable on a U S. bank in U.S. funds (U.S. dollars or International Money Order) Allow 4 to 6 weeks for processing. I received this application form from
D FULL MEMBER ($29.50, $32.50 foreign) (Plan B aclrl $160.50) D FAMILY MEMBER(S) ($14.75 each) 0 SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses. Charge my D MasterCard D VISA Card No. _ _ _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature
P.0.Box 66306, Los Angeles, California 90066 USHGA Item #4
Revised 9/81
(213) 390-3065
e z
0
5 s -::c A.
I I
:I Ill :I
e
EDITOR: GIi Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Grav STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harry Martin, Rod Stafford EAST COAST CORRESPONDENT: Gretchen Niver
ISSUE NO. 130
OFFICE STAFF: MANAGER: carol Velderrain Amy Gray (Ratings) Mary Marks <Membership) Terrie Jo Nelson (Acc. Rec.)
(USPS 017·970>
USHGA OFFICERS: PRESIDENT: Dick Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elizabeth Sharp TREASURER: Doug HIidreth EXECUTIVE COMMITIEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hildreth
CONTENTS FEATURES
14
The United states Hang Gliding Association Inc., is a division of the National Aeronautic Association <NAAl which is the official U.S. representative of the Federation Aeronautfque 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 competltiorr sanctions.
HANO CLIDINC magazine is published for hang gliding sport enthusiasts to creat further Interest in the sport, by a means of open communication and to advance hang gliding methOds and safety. contributions are welcome. Anyone Is Invited to contribute arttcles, photos, and Illustrations concerning hang gilding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANO GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANO CLIDINCl-magazlne 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, callf. HANO CLIOINC magazine is printed by Slndalr Printing and Lithographers. The typesetting is provided by 1st Impression Typesetting service, Buena Park, Calif. Color Separations are provided by scanner House of Studio City, Calif. The USHGA Is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested In this realm of flight. Dues for full membership are $29.50 per year ($32.50 for foreign addressesl:subscriptlon rates are s22.so for one year, S4D.OO for two years, $57.50 for three years. Changes of·address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.
USHGA BOARD OF DIRECTORS ELECTION RESUMES
USHGA REGIONAL DIRECTORS: Regional Directors elected to 12/31 /83 indicated first, those elected to 12/31 /84 Indicated second. REGION 1: Doug HIidreth, T. Michael Boyle. REGION 2: Pat Denevan. Gary Hodges. REGION 3: Steve Hawxhurst. Bettina Gray. REGION 4: Ken Koerwitz. Bob Thompson. REGION 5: Mike King (12/31 /83). REGION 6: Ted 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 snyman 112/31 /83). REGION 12: Steve Ostertag. Paul Rlkert. 1983 DIRECTORS-AT-LARGE elected to 12/31 /83: Jan case, Dean TanJI, Dennis Pagen, Dick Heckman, Elizabeth Sharp. EX-OFFICIO DIRECTOR: (With vote)·NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS <WithDut vote> elected to 12/31/83: Bill Bennett, John Harris, Hugh Morton,Vlc Powell, Mike Meler
NOVEMBER 1983
21
TELLURIDE
'81
©by Rob Kells photos by Leroy Grannis
25 28
THE MASTERS
by Gretchen Niver
MINGUS MOUNTAIN WING
12
+ MITCHELL
= XC PERFORMANCEby chuck Rhodes
HANG GLIDER DESIGN
©1983 byDennlsPagen
CONSIDERATIONS
14
FLAT LAND SOARING
artlcleand photos by Cary Evans
DEPARTMENTS 2 UL TRALICHT CONVERSATION 3 USHCA CERTIFIED SCHOOLS 7 NEWS AND NEW PRODUCTS 9 USHCA REPORTS 10 STATEMENT OF OWNERSHIP 12 THE RIGHT STUFF by Erik Fair 19 MEDICINA AVIBUS by Fred Leonard, M.D. 31 CARTOON by Harry Martin 40 CLASSIFIED ADVERTISING 42 INDEX TO ADVERTISERS 42 STOLEN WINOS 43 NEWLY ACQUIRED USHCA RATINGS AND APPOINTMENTS COVER: Newly-elected USHCA President Steve Hawxhurst pllots his.Duck 160 over launch. Photo by Leroy Grannis CONSUMER ADVISORY: Hang Gilding Magazine and USHCA, Inc., do not endorse or take any responslbllltv for the products advertised or mentioned edltorlally within these pages. Unless speclflcally explained, performance figures quoted In advertising are only estimates. Persons considering the purchase of a glider are urged to study HOMA standards. copyright © United states Hang Clldlng Association, Inc. 1978. All rights reserved to Hang Gilding Magazfne and lndlvldual contributors.
<JLTRALIQMT CONVERJ~TfON
trauma. What the industry calls beginnerintermediate gliders are no such thing; I will not sell them to my students, and it doesn't bother them because they can't afford them anyway. Many arguments have been presented about the decline in the sport but I believe the main reason is that the equipment being sold is aimed at existing pilots, not the public. They want the experience of flying, not maximum performance.
A Warning On Towing Towing has been around since before hang gliders were hang gliders. Hang gliders have been towed by helicopters, airplanes, cars, motorcycles, boats, snowmobiles, people and, most recently, ultralights. With the recent development of the "center of mass" bridle system there has been a strong revival of interest in towing. There has also been, in my opinion, a tendency to understate the difficulty and potential risks of towing. Towing is still-an experimental form of hang glider flight. It is much more complex, and much more difficult than foot-launched free flight, but it also requires him to depend for his safety on the skill, judgement, experience, and.attention of others. If you plan to tow, please get all the informa· tion you can about it first, and please be very, very careful. It is highly likely that towing will be a big part of the future of hang gliding, ex· cept for those pilots who don't have a future. Rob Kells Santa Ana, CA
Simple Is Better This letter is in support of Gil Dodgen's editorial in the September issue. I fully agree with what he wrote. I am.involved in hang gliding because I want to experience flying - the freedom of a bird. Since there must be machinery involved in human flight and that machinery will always come between the person and the experience of really flying, it should be as simple as possible. I still fly a 1978 Seahawk. Why? Well, because I have not found a superior machine yet. When someone comes up with a glider that will outfly my Seahawk·with fewer parts and less weight I'll buy it. The current designs are easily twice as complex, cost three to four times as much and weigh twice as much, all for a performance increase of barely 20% and a decrease in maneuverability. The other point is that current designs aren't much fun to fly. This is especially true of landings; landing a current design is a 2
Bob Rouse Houston, TX
Hang Diving Credit Dear Editor, In my October column I stated that Pork (W.A. Roecker) was the publisher and author of the original Hang Diving magazine. The fact of the matter is that Bill Liscomb and Pork were co-authors of the satirical magazine and Bettina Gray was the publisher. Just wanted to set the record straight.
Championship and the value ofthis help just can't be measured. Now for the next Championship. It will be in Austria in 1985. The format should provide for a lot of challenging flying; four sites active at one time, open window, all XC. It could be a logistics nightmare and it will certainly be a team leader's headache. To start the ball rolling for 1985, we have received a $500 donation from the AOPA. John Baker, President of the AOPA has given this as a means of con· gratulating our team for their showing at Tegelberg. I have been proud to accept this on behalfofthe USHGA. Not only is it an indication of the recognition that our team has received, but it shows the close working relationship that has been developed between ourselves and one of the largest pilot's organizations in the world. Again, thanks to everyone. Now let's get down to business for the next one. Dick Heckman USHGA President
Nostalgia Dear Editor,
Erik Fair Santa Ana, CA
World Championships Dear Editor, Quite a bit has already been said about the showing by our team at the last World Championships and I don't plan to duplicate it. However, I do want to thank everybody that was connected with the team for the tremendous effort that they all put into achieving that performance. First and foremost of those folks are all the members that had faith in our fliers and backed it up with cold hard cash so that the crew could get over there in the first place. Without that backing, the team would have been in trouble from the start. Dean Tanji and Eric Fair really worked their butts off getting that fund drive going. Dean started two years ago to plan for this year and created the World Team presentation that a great many of you have seen. He also laid out the course of action that we followed to get to Tegelberg. Eric Fair put the pizzazz into the whole thing and got us off and running. Without those two to carry the ball, the whole job would have been a lot tougher. Dean has already mentioned the folks that showed up at Tegelberg who were not a part of the team but were invaluable. I have been to three World Championships and at every one there has been some USHGA member that has pitched in at a critical time. For the want of a nail ... is a very real situation many times at a
In the nostalgia article by William Le Mer in the September issue (The Mountain) there is a slight error. At the July '73 Lilienthal Meet at Escape Country three pilots did fly off Saddleback Mountain. They were Bob Wills, Chris Wills and Chris Price. Mr. Le Mer writes that only one of these pilots made it to the landing area. I was there too and I saw and filmed all three pilots make the landing area very easily. It was a fabulous demonstration that I will never forget. Bob Wills, the flyer he implies was the one who made it, did come out highest by quite a bit and perhaps this is how Mr. Le Mer remembered as he did. Dave Saffold Santa Barbara, CA
AOPAWorld Team Support The following letter was sent to USHGA President Dick Heckman by John Baker, President of the Aircraft Owners and Pilot's Association. Dick Heckman's response follows. -Ed.
Dear Dick, Our congratulations to the U.S. team for its good showing at the 1983 World Hang Gliding Championships. The enthusiastic support of the team by USHGA members has helped to create a positive impression of the National Hang Gliding Association. In an effort to get preparations underway to HANG GLIDING
assure an even stronger U.S. presence at the 1985 World Hang Gliding Championship, I am pleased to kick off the campaign with a $500 contribution to the USHGA 1985 World Team Fund. This contribution also is representative, in my mind, of the strong and supportive bond between AOPA and USHGA that has developed over the years. We are proud that USHGA selected AOPA to assume the powered ultralight programs developed by USHGA, the first such national programs in the country. It served as the genesis of our Ultralight Division. We have followed through with our commitment to you that AOPA would expand these programs and create new ones to meet the needs of ultralight pilots. We remain enthusiastic about powered ultralights and support the reduced regulation with which they operate. We wish gold medal success to the 1985 U.S. Hang Gliding World Team and the volunteer effort that supports it. With highest regards, I am Sincerely, John L. Baker President, AOPA Dear John, Thank you for the wonderful expression of your support for the USHGA and our World Team. We are very happy about the Team's performance at the just concluded Championships. There was a lot of work by a lot of dedicated folks all over the country to send our Team to Germany. I believe the results show how the Team appreciated the home front support. We have already been planning our approach to the 1985 Championships which will be held in Austria. I can assure you that your generous gift will serve as the cornerstone for our fund raising. I know that I speak for our membership in saying that we are very happy about the way AOPA has taken our original ultralight programs and have expanded them for the benefit of the whole ultralight community. We follow your work with interest and look forward to continuing to support your activities. Thank you again for your support for our Team and we look forward to an even better effort in 1985. Richard Heckman, President USHGA
Competition Comments Dear Editor, After reading Terry Ferrer's very flattering article on the Region 2 Championships in your September issue, I must give credit NOVEMBER 1983
where credit' is due. First, "one of Liz Sharpe's (sic) one-on-one unwritten rules" quoted in the article is actually Terry's composite of three suggestions for successfully flying one-on-one competition: a) Don't leave your opponent; as soon as you do, he'll get the lucky thermal and you'll find the sink. b) Don't let your opponent think he can't win; if he does, his only chance is in doing
something outrageous and unpredictable to find that lucky thermal. c) If, in evaluating your advantages over your opponent, you find you have none, don't do what your opponent expects you to do - do the opposite. Which is exactly what Terry did; he flew in the opposite direction, found a lucky thermal and won. Congratulations, Terry. Second, the author of these three "unwritten
USHGA CERTIFIED SCHOOLS GOLDEN SCHOOL OF HANG GLIDING 15912 w. 5th Golden, CO 80401 FREEDOM WINGS, INC. 9235 S. 225th W; Sandy, UT 84070 FREE FLIGHT, INC. 7848 Convoy Ct. SanDiego, 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 I 415 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 HA WK KITES- WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 410 Leoni #1 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 Fogelsville, PA 18051 (215) 395-8492 FRONT RANGE HANG GLIDERS 824 Maple Ft. Collins, CO 80521 (303) 482-5754 THE HANG GLIDING CENTER 4206-K Sorrento Valley Blvd. San Diego, CA 92121 (619) 450-9008 NORTHWIND HANG GLIDING SCHOOL 8 Strong Ave. Rockville, CT 06066 (203) 875-1964 3
rules" is acutally Rich Pfeiffer who tells me he is putting them, and many more, in writing in a book which will undoubtedly be available through High Energy Sports. Thanks for sharing, Rich. And third, the "orange cards" were first used in the 1980 SoCal Regionals, only they were white, and I wasn't the innovator. As scorekeeper at that competition, I found them a nuisance because scorekeeping could be done much quicker and easier by radio. But the Meet Director, Chris Price, who understood the need and devised the cards, insisted on using them. It wasn't until a year later at the 1981 Nationals that I discovered the true value of the cards and of having the pilots score themselves. And I'm still learning. During the 1982 SoCal Regionals, Chris also recommended eliminating the glider flown from the win/loss cards (different from the "orange cards") used in developing the match for each round. Now, finally at the 1983 Nationals, I see the wisdom of this omission, and, Bill Bennett, I will never, ever record gliders on win/loss cards again. Liz Sharp Longmont, CO
Trick Gliders Dear Editor, Having spent many long weeks in preparation for the Nationals and having finished quite a bit higher than I originally anticipated, I still feel it is necessary for the general public to realize that the aircraft available to them is anything but the same aircraft that was flown at the Nationals. I strongly urge each and every customer for a new glider to seriously consider the value of comparing the so-called certified gliders which were at the Nationals and the gliders which are available off the shelf. I know, after having spoken to several of the top five pilots, that the last thing in the world they would want to do is fly the glider that they were flying in the Nationals on a sport weekend. Although there is no doubt they perform much better, their handling was just horrid and they simply were flying on the edge of the safety performance envelope at all times. How long will this public deceit continue? Dick Cassetta Sacramento, CA Hang Gliding welcomes letters to the editor. Contributions must be typed, double-spaced and limited to 400 words. All letters are subject to editing. Send contributions to: USHGA, P.O. Box 66306, Los Angeles, CA 90066.
4
HANG GLIDING
BALL VARIOMETERS INC. 5735 ARAPAHOE AVE., BOULDER, COLORADO 80303
PHONE: 303-449·2135
Model 670 Airspeed and Model 652 With Airspeed Now Available
Model 670 Airspeed, 10-70 MPH ... $ 95 Model 652 Vario/Audio-Altimeter. 10-70 MPH Airspeed ........... $590 Airspeed Pickup, remote mounting option ............... $ 20 Ball-Clamp, short or long ......... $ 18 Single Instrument Panel .......... $
7
(OTHER MODELS AVAILABLE) MODEL 652
Available through dealers and manufacturers. Dealer inquiries invited.
••
The results of the Texas Champ1onsl1ip, held Se1,tc1nb1~r near Abilene, Texas are in. A $4,000 purse was divided among the top six pilots as follows:
Glider
Place and Prize
Name and
1 ··$2,000
Rick Rawlings San Fernando, CA Attack Duck 180
2-$850 each
Sieve Burns Austin, TX
Comet 2-165
David Beardsley Sy!mar, CA
Sensor 510···· 165
1···$5'i0
Dan Racanelli Tahoe, CA
180 Attack Duck
5-$400
Russell ll11nc:m New So. Wales, Aust.
6 ··$175 each (Tie)
John Pendry
(Tic)
Outside magazine featured a report with photo of Tudor's record-breaking 221-mile flight. It appeared on page 18 of the October, 1983 issue and gave our sport a big boost. Outside has a circulation of 220,000.
Hometown
The Great Race will be held this year from November l 8 to 20 at Lookout Mountain, Tennessee. For more information contact: Lookout Mtn. (404) 398-3541.
his "contribution to aviation cellcnce" and "dedication to aviation, John L. Baker bas been named the Aviation Man of the Year The of the Baker is President of the Aircrnfr Owners and Pilots Association. "It's very to receive rc(:o~;mt10n for one's work," flaker said after he was notified of selection by The Gathering of the board of directors. "In it is the entire staff of which earned this award because of their steadfast dedication to protecting rights of " Baker said.
Missile (,T 180
Brighton 1 Eng.
Magic JII
Sieve Stackable Austin, Tx
Duck 180
There were 16 total contestant pilots and the remaining $ J ,000 purse was pro··rated among the renrnining lO according to the distance lived from the site. An adcli· tional $50 per was contributed Jack Frizzell of Enrich Oil Co. to help the 1ravcl costs total). Oilman Jack Grimm of"Search for the Titanic" fame spon· sored the meet with the above purse money as well the site for the contest (a mesa on his land). 19 additional sponsors for general of putting on the meet, who paid $500 each. Pilots were paid $50 for each sponsor name applied to the wings of their gliders. World Steve Moyes from Australia, who competed, was 10 say that this N11mr1P1ii1irrn had a factor rating of 9, on a scale of 1 Tasks included (I) time 10 a goal (pylon), (2) duration aloft, nnd landing accuracy points.
FAR Pan 103 the in· stiluted is available from the lJSHGA office. Interested should contact: USIIGA, P.O. Box 66306, Los nu,c;o.:,cc,, CA 90066.
NOVEMBER 1983
Plans and instrnctions include six pages of detailed drawings and step-by-step construction information. Plans are $20, complete units $240 plus shipping. Contact: Mission Soaring Center, 43551 Mission Blvd., Fre· mom, CA 94538 ( 415) 656-6656.
Mission Center, nm by Pat Dcncvan, introduces the Portable Flight Simulator. The simulator simulates contrnl movements and pressures in pitch, roll and yaw, fits any glider and handles wind up to 30 mph. The simulator is made of standard alt1minum and hang hardware, and includes on effective promotional and instrnctional use.
Communications a subscripof "Achievemem Theme dc;:igr1cd to encourage eir1ployccs to increase to think more and to take pride in top mancc. Each 21 '' poster combines an selected full-color gliding scenes) mf:prrm.g message such as "If it is to be, it is up to me." The clarity and vivid color of the posters laser printing technology. The result is posters that enhance almost any location. The poster service a new poster automatically every two weeks. Each poster in the series costs $2.45 ping, with discounts offered when ordering multiple Both vertical and horizontal posters can into a walnut·
finished, brushed aluminum frame offered with each subscription for $9.95. Contact: Vantage Communications Inc., P.O. Box 546-N, Nyack, New York 10960 (914) 358-0147, ext. 334.
SANT A BARBARA TOURS A Christmas Trip to Hawaii is planned by the Santa Barbara Hang Gliding Travel Center. If you ever wanted to fly in Hawaii, this is your chance. Discover the famous flying sites of Hawaii for eight days with a bunch of fun loving pilots. Also coming up is a trip to New Zealand in January and February for 18 days ($1,995) including airfare, accommodations, transportation and an expert tour guide. For the east coast pilots the center offers a special twoweek Safari to California. Fly the Owens Valley, Crestline, Elsinore, Torrey Pines and Santa Barbara. Excellent winter flying. We also offer Hang Gliding Safaris to Kenya/Tanzania, Nepal/Sikkim. Contact: Achim Hagemann, Santa Barbara Hang Gliding Center, 486 Alan Road, Santa Barbara, California 93105, (805) 687-3119.
miles and believe that it is the longest flight to date (or at least in 1983) in Northern California which originated both within the State of California and ended within the State of California. My 165 sq. ft. Comet II performed flawlessly and its unbelieveable sink rate and L over D proved their worth. Please send my thanks to Pete Brock.
JAY STEPHENS GAINS 8,000' FROM TOW On August 27, 1983, Jay Stephens of Billings, Montana made his fifth towing flight using a system similar to that presented by Garry and Denise Whitman in the May issue of Hang Gliding. Jay towed to 600 feet AGL using a 1,500-foot line, released and proceeded to 11,800 feet MSL for a gain of over 8,000 feet. Jay, being nicely surprised by this altitude gain, spent the next hour above 11,000 feet dressed in hiking boots, gym shorts and a helmet. He eventually landed at a friend's house a few miles from the launch site claiming this flying stuff is thirsty work.
1983 CANADIAN NATIONALS NORTHERN CALIFORNIA MILESTONE by Dick Cassetta
0
n 8-28-83, Sunday, I launched from a small 800-foot ridge facing southwest, four miles east of Lotus, California, which is halfway between Folsom, California and Placerville, California. In light southerly winds with a smoky haze and no clouds, the thermals that were produced were large in size although short in strength and very far apart. I drifted across the American River Canyon northeast of Auburn at 2,000 feet above ground level. I came within 900 feet of flat ground and 200 feet of the ridge tops as I crossed just north and east of the Auburn Airport leaving Route 80 behind as I ventured in a northerly direction. Reaching Route 49 I found myself quite near to the ground at Higgins Corner and lucked into a 100-foot per minute up cycle which eventually took me to 3,900 feet. I ventured north along Route 49, speaking to some CB enthusiasts out of Roseville, California for about the last 45 minutes of my flight. Although I could see the 40,000 or so people gathered at the Grass Valley Fairgrounds, I am afraid I lost my last thermal located at or about the Alta Sierra Airport and came up just slightly short of the main part of Grass Valley, California. I have measured the flight as 28
8
They offer all kites, equipment and transport needed during the course (you only bring your personal gear), reasonable out-of-pocket expenses for the duration of the course, and free accommodation and food during your stay. Club members will be happy to play host in Bombay city. If the instructor stays on for the duration of six courses of one week each, they offer to pay the return air fare up to 10,000 rupees. Contact: Deepak Mahajan, Sita-Nivas, Vallabhbhai Rd., Vile-Parle West, Bombay, India 400 056.
1983 FRENCH NATIONALS The French championships were run this year at Sederon (South of the Alps) from August 7 to 15. It was the best French Nationals to date. In order to reduce the recovery problems, triangle or out-and-return courses were compulsory before going for open distance. Even with the difficult of completing a 100 km triangle to begin, distances went up to 160 km. The advantages of this site are that it allows an open window takeoff in any wind. It is located in a region known to have 300 sunny days a year and cloudbase is often around 3,000 meters. Cross country flights can be made in all directions.
RESULTS This year's Canadian Nationals were held at Mt. St. Pierre in the Gaspe region of Quebec, some 10 hours drive from Montreal. The 1980 Nationals were held there. The area is primarily French speaking (very little English) and the local people cater to hang gliding in a big way. The site is a cliff overlooking the St. Lawrence and has both ridge and thermal activity. The following were the top ten placers.
RESULTS Place, Pilot
Glider
1. Willi Muller, Alberta Comet II, 185 2. Stewart Midwinter, Alberta Comet I, 185 3. Darrel Bossert, Alberta Sensor 510-165 · 4. Marc Bourbonnais, Ontario Streak 160 5. Randy Haney, Alberta Comet Ph-165 6. Dan St. Louis, Alberta Comet II-185 7. Rob Sinclair, B.C. Comet I-165 8. Daniel Ouellet, Quebec Duck 180 9. Colin Sweeny, Ontario Harrier 177 10. Gilles Bernard, Quebec Comet II-165
BOMBAY HANG GLIDING Bombay, India Hang Gliding Club is planning to organize hang gliding training courses on a regular basis starting in October 1983. They would like qualified and experienced pilots to come and teach.
Place, Pilot
Glider
1. Thevenot G. 2. DeGlanville, M. 3. Pignard, C. 4. Fauchier, J.F. 5. Girardet 6. Guy, R. 7. Boucley, C. 8. Brenneur, N. 9. Rouvelet, J. 10. Coppier, G.
Profil Profil Mirage Profil Simoun Profil Profil Profil Azur Bullet
HANG GLIDING IN A HANGAR? That's what a disappointed PBS television crew from Boston got when they journeyed to Kitty Hawk Kites to film a segment on hang gliding. Fortunately, typical Outer Banks weather prevailed, and a rainy morning turned into a sunny afternoon. Instead of a static piece filmed in a Manteo Airport hangar, the crew returned to Boston with clips of host Jim Tabor learning to fly under the instruction of Kitty Hawk Kites hang gliding manager, Mark Airey. The program they shot, a pilot for a series on outdoor adventures, will air in the spring of 1984. HANG GLIDING
U·SHGA REPORTS
PRESIDENT'S CORNER by Dick Heckman
H
ave you been noticing anything lately? Do you seem to be flying with the same old faces all the time? Do you notice the group getting a little smaller over the years? The USHGA office is noticing what Dan Johnson pointed out a couple of months ago in Whole Air. There are fewer people progressing through the beginning steps and becoming hang glider pilots. Why is it occurring? What does that mean to us as pilots? This drop in USHGA membrship comes at a time when the USHGA has won permission from the FAA to resume tandem flying with only some procedural changes to our previous policy, has received recognition by the FAA of the successful self-regulation job that we have been doing, and are making headway on the issue of recognizing the differences between hang gliders and ultralights within officialdom. USHGA has not been just sitting around. We have been actively working for all hang glider pilots. We are victims of a shrinking participation in hang gliding by the general public. If the USHGA membership continues to decline, we will have to cut services, cut back on the magazine, raise dues or all three. If the market for new gliders keeps decreasing, the manufacturers will be faced with cutbacks in R&D, be less willing to introduce new gliders with their accompanying marketing risks, and be faced with raising prices to cover the higher overhead share associated with lower volume. The reasons for this situation are complex. We are not the new darling of the mass media any more. Boardsailing is appearing in the advertisements where we were a year or so ago. There are many other reasons but let me toss out a couple that we in the hang gliding community may be able to do something NOVEMBER 1983
about. The first reason is the perception of apparent risk. Skiing did not become a major sport in this country until the invention of the release binding. The apparent risk was too high for the average person. When the risk in the sport was seen by the public to be controllable, they responded in droves. Hang gliding will never be as safe as playing checkers but its risks are controllable. We must show the public this fact. Talking about all the deathdefying incidents you've been involved in to prospective new pilots and the general public may puff up your ego as being the superman who weathered all this, but it does not help in bringing new blood into the sport. It is in all our interests not to condone this type of hangar flying. We have analogies to the release binding in our sport. The cable type tethered glider simulator has this potential. So does tandem teaching if it receives more work on equipment and procedures suitable for "neverevers." The key is safer and less arduous learning. Clubs and dealers can and should work cooperatively to create this type learning situation. That guy teaching hang gliding is not making a fortune. He could use help in many cases to eliminate safety hazards and help create a more pleasant first lesson. Remember, the apparent risk is high on a lumpy, weedstrewn beginner's hill. Also remember, extra gliders sold reduce the amount that must be recovered on each sale (i.e., cheaper gliders). More entry level people benefit all of us. Our magazine is a mirror of our sport to the general public. Our last few issues have been filled with the major contests. This is fine, and will continue, but we need to show interested folks that there is a lot of enjoyment to be had in our sport without gearing up to go 100 miles across inhospitable desert. We need to show folks that there is a lot of hang gliding with a low apparent risk quotient. I am asking all of you out there to send us photos and articles of the average fun flying that we all do, and the social side of this activity as well. The second reason that I believe we are seeing a decrease in new people entering our sport is the apparent cost. The average person picking up a magazine sees lots of ads for gliders in the $2,000 range, adds harness, parachute, helmet, and lessons and decide's he'll look for something cheaper to take up. There are many perfectly good used, certified gliders out there that would be excellent first gliders for beginning pilots. We don't talk about these very much. In fact, we tend to be very disparaging about anything but the latest hot ships. We who are the core of the sport too often fail to recognize that everybody's needs are not the same as ours. There is too much put down of others who choose not to try to be among the top ten pilots in the country for our own good. Our latest gliders have terrific performance
but are not the easiest to handle. Let's face it, most of us weekend pilots can't do justice to them. When a prospective new pilot watches us fighting to get into the landing area without bending something, that's not very confidence inspiring. I only get to fly about a dozen times a year. When I get a chance to fly, I don't want to be worried about buying new down tubes. Many ofus probably should also be flying one of those older, more forgiving gliders if our ego would let us. If more of us did something similar, the spectre of the initial investment for first timers would not be so overwhelming. I firmly believe that we can turn the present situation around. It will take a concerted effort by all of us; the manufacturers, dealers, and ourselves to present our sport in such a manner that we minimize the apparent risk and the apparent cost. Let's get to work on it!
AN F .A.A. FIRST by Rob McKenzie The attached article is an FAA Inspector's account of his involvement in some aviation history involving hang gliding. I'm sure that any unpowered ultralight vehicle pilot who wishes to take his girlfriend (boyfriend) for a tandem flight and not put them through the trials of Hang I acquisition, would benefit from reading it. The steps I had to follow in order to legally give tandem rides were straight-forward and predictable. The whole operation did take over 14 weeks, however. My cost for the certification and licensing was virtually nil and the knowledge I gained both of working with the government and of procedures in our airspace were valuable and will last a lifetime.
It was one of those warm, 11azy Southern California days, not unlike most summer days in the Los Angeles basin; but for me, this day was going to be definitely unlike other days. I was standing on a ridge near Crestline, just off Sky Line Drive. My applicant, Robert McKenzie, was assembling his Raven 229 hang glider nearby, which he recently had certificated as an experimental aircraft in the glider category. Why was I here? As a General Aviation Operations Inspector, every flight check I had ever administered before started and ended at an airport. But this one was going to start with a step off the ridge and terminate at a place called Pine Crest Airpark, several miles away and several thousand feet below. Pine Crest is a local landing area for hang glider pilots in the area; at least I hoped that's where this flight was going to end. My applicant, Robert McKenzie, had been flying hang gliders most of Ms adult life. He had accumulated more than 800 hours of flying time. He had been giving instruction in this two-place
9
hang glider until the FAA passed FAR 103, which made it contrary to the regulation to operate the aircraft with more than a single seat and for other than recreational purposes. So, Robert elected to cemficate his hang glider as experimental and to become a licensed pilot through the normal certification processes of FAR 61. This he was attempting to accomplish, and today was the moment of truth for him and for me. For me, it was the moment of truth because I had never before been in a hang glider, nor had I thought I ever would be. I wasn't sure whether my administering the flight test was a sanction or a privilege for me as I looked downward to the floor of the L.A. basin, 4;000 feet below the ridge. Technically, this hang glider had single controls, which left open the option to observe from the ground the required maneuvers, and for several weeks prior to the scheduled day of the check ride, I vacillated between observing it from the ground or actually flying in it (in this case hanging beneath it). I think what made up my mind was when, several days before I was listening to a well-known psychologist, writer, and public speake,, Leo Buscaglia, give a talk about how most of us let our fears prevent us from doing what we would really like to do, and that life is only once and we should take advantage of any new experiences offered. I knew this was a perfect example of his point. I really did want to do it but it was fear that was holding me back. I decided at that point "to go for it." And so, with some instruction from my applicant on how to get in and out of the harness and on what I should do during the launch and landing, the moment of truth was close. I stuffed the flight test guide in my shirt pocket and told Robert I was ready when he was. We made several trial runs towards the launch point so Robert could be assured that I could run in unison with him and we were ready. It seemed that what I had been fearing for weeks ended in about three seconds. As soon as I felt the lift from the wings, and we were over the edge and flying, I knew why so many people did this. It was magnificent. Most of my nervous apprehension left as we began a series of turns, stalls, spirals, and climbs in rising currents of air. At one point, we were maintaining our position in a thermal while two hawks circled with us. They gave us little indication of fear or concern. It was more of an acceptance of us as a fellow comrade of the air. The visibility and view was awesome and I felt truly a part of the sky. After Robert successfully completed the required maneuvers in the flight test guide, he asked me if I would like to fly it. I did, and I then experienced my first control of a flying machine simply by weight shift. It was challenging, but I could tell with practice it was a very workable system. As a matter of fact, Ifelt it was surprisingly natural. It was sort of like riding a bicycle; lean left and go left, lean right and go right, lean forward and go fast, and lean back and go slow. After approximately 35 minutes in the air, the
10
rather poor soaring conditions this day deemed it necessary for us. to head directly to Pine Crest for our landing. I was, by this time, actually quite glad because, for the first time in over 4,000 flying hours in all different kinds of aircraft in all kinds of different weather conditions, I was getting airsick. I figured it must have been because of the veiy tight turning radius these aircraft have and because of the frequent feeling of weightlessness when encountering turbulence in an aircraft of such a light wing loading. My anxiety increased somewhat as we approached our landing spot. Robert had hoped for a 10 to 15 mile per hour wind/or the landing, but the wind sock indicated it was dead calm. That would mean we would contact the ground faster and, therefore, increase the chance of stumbling or falling while trying to run suddenly at the correct speed as we contacted terra jirma. Actually, it turned out to be an extremely easy touchdown with no apparent problems. Robert had landed well within the required distance mandated by the flight test guide and we stopped moving within about jive running steps. It was over and it took about 15 minutes before I could really begin to appreciate my experience, as my stomach settled down.
"It seemed that what I had been fearing for weeks ended in about three seconds. As soon as I felt the lift from the wings, and we were over the edge and flying, I knew why so many people did this. It was magnificent." And so, on August 23, 1983, Robert McKenzie became the first pilot to receive a private pilot certificate for gliders in a certificated hang glider and I was almost positive I was the first FAA Inspector to administer such a flight check. From the reaction of the local hang glider pilots who witnessed this event at Pine Crest, much was accomplished. I am sure their viewpoint of the FAA changed. I received back slaps, smiles, and hand shakes of congratulations for my display of trust and confidence in the equipment and pilots involved in this sport. The biggest smile, and the firmest hand shake came, of course, from Robert McKenzie as he was presented with his new private pilot certificate for gliders. Later that night, at home, I must have made a dozen telephone calls to family and friends, to share with them the excitement and enthusiasm of my experience. It was truly a first for me and the FAA, and I can hardly wait for Robert to be prepared to take his commercial flight check so I can take that second step off the edge. R.C. Morton FAA Inspector
STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Act of August 12, 1970: Section 3685, Title 39, United States Code.) 1. 2. 3. 4.
Title of publication: HANG GLIDING Date of filing: October 1, 1983 Frequency of issue: Monthly Location of known office of publication: 11423 Washington Blvd., Los Angeles, CA 90066 (Mailing address: P.O. Box 66306, Los Angeles, CA 90066). 5. Location of the headquarters or general business offices of the publishers: 11423 Washington Blvd .. Los Angeles, CA 90066. (Mailing address: P.O. Box 66306, Los Angeles. CA 90066). 6. Names and addresses of publisher, editor and managing editor. Publisher: United States Hang Gliding Association, Inc., Box 66306, Los Angeles. CA 90066. Editor and managing editor: Gil Dodgen, 12642 Dottie Cir .. Garden Grove, CA 92641. 7. Owner: United States Hang Gliding Association, Inc., Box 66306, Los Angeles, CA 90066. Its Officers are: Dick Heckman, President. 3401 Lookout Dr., Huntsville, AL 35801; Steve Hawxhurst. Vice President, 1945 Adams St.. San Diego, CA 92116; Elizabeth Sharp, Secretary, 5555 Bowron Pl.. Longmont, CO 80501; Douglas Hildreth, Treasurer, 1025 E. Main St.. Medford, OR 97501. 8. Known bondholders. mortgages, and other security holders owning or holding 1 percent or more of total amounts of bonds, mortgages or other securities: none. 9. For optional completion by publishers mailing at the regular rates (Section 132 .121, Postal Service Manual) 39 U.S.C. 3626 provides in pertinent Part "No person who would have been entitled to mail matter under former section 4359 of this title shall mail such matter at the rates provided under this subsection unless he files annually with the Postal Service a written request tor permission to mail matter at such rates." In accordance with the provisions of this statute, I hereby request permission to mail the publication in Item 1 at the reduced postage rates presently authorized by 39 U.S.C. 3626. 10. Extent and nature of circulation: (A) Total No. copies printed: 10,250 av.Imo. preceding 12 mo.; 9,600 for issue #105. (B 1) Paid circulation through dealers and carriers. street vendors and counter sales: 1,959 av.Imo. preceding 12 mo.; 1,673 for issue #105. (B2) Paid circulation, mail subscriptions: 7,607 av.Imo. preceding 12 mo.; 7,366 tor issue #105. (C) Total paid circulation: 9,566 av.Imo. preceding 12 mo., 9,030 for issue #105. (D) Free distribution by mail, carrier or other means, samples, complimentary, and other free copies: 108 av.Imo. preceding 12 mo.; 172 for issue #105. (E) Total distribution: 9,674 av.Imo. preceding 12 mo.; 9,211 for issue #105. (F1) Office use, left-over, unaccounted, spoiled after printing: 238 av.Imo. preceding 12 mo.; 389 for issue #105. (F2) Returns from news agents: 338 av.Imo. preceding 12 mo.; O for issue #105. (G) Total: 10,250 av.Imo. preceding 12 mo .. 9,600 for issue #105. I certify that the statements made by me above are correct and complete. Signed by: Carol Velderrain, Office Manager
HANG GLIDING
~®@ TWO-OH-EIGHT
~~t~~~~ •'-<
SPECIFICATIONS Span Nose Angle Sail Area Aspect Ratio Ribs per Side Billow Weight Range
32'2" 122° 207 ft2 5.2 7 0° 160-240 lbs.
LIGHT DESIGNS, IN P. 0. Box 631 Manchester, CT 06040 203/644-1581
·-,
----
.-.
·~~::a~~
-~ +
. . . .
FLIGHT DESIGNS, INC. P. 0. Box 631 Manchester, CT 06040 203/644-1581
An Instructional column for the new pilot. by Erik Fair
L
ook here!! The silly illustrations accompanying this article are only supposed to get your attention. This is actually quite a serious piece. Ahem-····· I can't take it anymore! This whole "dangerous bars" controversy has gotten totally out of hand. Fred Stoll's article, Dangerous Bars, which started it all suggest that manufacturers who use the same size tubing for small gliders' control bars as they use for large gliders' control bars are guilty of overbuilding the smaller bars, thereby creating an unnecessary hazard to a small pilot in a crash situation (arms break instead ofbars breaking). Fred even provided a perfectly reasonable formula for determining if and to what degree control bar legs are overbuilt in specific applications. Since Stoll's article, people have been coming up with increasingly preposterous suggestions on how to make control bars generally weak enough to prevent broken bones on crash landings. Fred, I'm sure, is as alarmed as I am about the generalist approach to the dangerous bar "problem."
WHEN WE CRASH There are, in fact, two very alarming aspects to the Dangerous Bars Controversy (DBC). First, most respondents to the issue seem to be ignoring the fact that the two critical and legitimate functions ofa control bare are: a) inflight structural support of the aircraft and b) leverage to effect weight shift control inputs. Control bars are not supposed to serve as crash landing gear in any way, shape, or form. Perhaps more alarming is the fact that crashing seems to have become an accepted, normative method of terminating a hang glider flight. Inherent to the DBC is the assumption that crashing is here to stay and since we can't do anything about that we might as well do what we can to assure that a glider's downtubes, not the pilot's arms, will break when (not if) the pilot crash lands. More specifically the controversy has boiled down to the question: What is the best way to assure pilots that, with our without the cooperation of manufacturers, they will end up flying gliders with downtubes weak enough to break before bones during crashdown? 12
Letters to the editor and various manufacturers in the past several months have provided the following array of answers to that question: Women pilots should automatically assume their bars are overbuilt and should immediately refit them with weaker downtubes. Any controlbar with a wall thickness of .095" or more is dangerously overbuilt. Anytime you injure yourself in a crash but do not break your control bar, you can assume the bar is overbuilt. Last month was especially disturbing because we had one person advocating an HGMA control bar standardization program which would require that all control bars be .065" wall thickness and 63" long, thereby make the control bar configuration a determining design parameter forever and ever. In an interesting twist to the DBC we had another person voicing the opinion that stiff, overbuilt control bars are actually better for crashing than weak bars because unbroken downtubes keep the pilot from hitting the ground and broken arms can be avoided by letting go just before impact.
The consistent message in all these suggestions is: Hey guys, let's make control bars better at crashing (Maybe weaker? Maybe stronger?) since crashing is what we're all into these days anyway! If you have any remaining doubts as to the normative nature of contemporary hang crashing please take a peek at Alan Kundl's article, How To Crash With Class, which appeared in last month's issue of Hang Gliding. Alan's thesis is that crash landing has become so routine that we should have a proficiency rating system for it. His final comment is " ... downtube bending is a rriajor portion of our club's activity and inferior quality crashes will not be tolerated. Follow this simple outline (referring to crash rating system) and you will soon be able to hit the ground with confidence and style." I assume Alan's tongue was in his cheek when he wrote the article but I also have to assume that he would not have been inspired to write it if crash landings by his club's members were few and far between. Based on what I've seen in recent travels, Kundl's club's situation is not unique. Pilots are crash landing everywhere with great regularity. Broken bones and broken gliders are on the increase and have been for some time. It is my opinion that the entire dangerous bars controversy represents a frustrated hang gliding public's reaction to all the breakage that has been going on. Unfortunately, it appears from the opinions expressed so far, that most reactees have accepted crashing into their hearts and would be perfectly happy if we could all pull together to create a more favorable glider breakage to bone breakage ratio. Apparently Stoll's article gave us what we were looking for to do just that: "Change those control bars, son! Make 'em so they'll break instead of us when we crash!"
PERHAPS A MORE ROUNDED VIEW Manufacturers stand accused in the great dangerous bars controversy. It is only fair to let one of their number respond to it. At the risk of being accused of Santa Ana provinHANG GLIDING
rr,;1111~1111111111;111ri111111
cialism, I would like to from the Wills Wing dealer bulletin of quote 8-15-83: It states the _________ -_-_-__ _ -::~~-case from a rather broad point of view, I think. "We recommend that you not replace the downtubes on your WW glider with weaker ones. There is one thing that will ruin your day faster than a broken bone from a crash landing, and that's watching your glider fold up like an umbrella and plummet earthward because you overstressed your "energy absorbing" downtubes in turbulence. Today's gliders are stiffer and aerodynamically cleaner than ever, which means they can achieve higher speeds and pull more load pulling up (from a dive). Today's downtubes have to be stronger as a result ... It is an unfortunate fact of engineering that the stiffness of the downtube which makes it more likely to break your arm is the same property that allows it to be strong in its primary job as a structural column ... "The whole downtube controversy has more the flavor of a symptom than a problem. In the last year we have seen a tremendous increase in the number of sail repairs coming into the shop. We're now averaging about one per day, which seems to indicate that each and every day someone is having a pretty serious crash on one of our gliders. We've also been buying a great deal more tubing than is required to build the number of gliders we've been selling, and the exceu ~ going out the~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ door in the form of rep~cement parts. The~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Cv!.AS'r-lEs?f WE I
-
DONT NEED NO S1\NKIN G CMSf-lES/!
evidence is beginning to mount up that a significant number of pilots, in the quest for performance at all costs, have gotten themselves into gliders that may be just a little more demanding than they have the skills to handle. At the same time we're hearing from you (dealers) that a much smaller percentage of your students are buying gliders when they finish their lessons, and the general level of sales in the industry is starting to reflect that. It seems like maybe a re-emphasis on basic skills, and on hang gliding as a fun thing to do which can be pursued on a glider that's sufficiently mellow that it is fun to fly and safe to land may be in order. We'd be very interested in your thoughts on this."
SUMMARY Here's what I think: 1. Any pilot who suspects his control bar is overbuilt and therefore dangerous should immediately consult his dealer or the manufacturer to learn if and how much the bar can be weakened without causing structural inadequacy. 2. Any pilot who, on the basis of some general rule espoused by someone who has written a letter to the editor, modifies his control bar to make it weaker is a complete fool. 3. Any pilot who is crash landing (hitting ground with enough force to break or bend {cominue.d on page 24)
NOVEMBER 1983
13
• I • I FAA are the goals shared by the Region 1 membership. I will do everything possible to attain those goals. Thank you for your vote and your involvement in our USHGA.
The USHGA Board of Directors elected me Director of l. This to fill the position vacated hy the untimely death of my friend Griffeth. since 197'7, I have an Advanced rating. I've also owned and (with Floyd) Sky Sports of Alaska. I've participated in several Alaska and meets. State Thus I've a feeling not only for the individual recreational pilot, but for the promoters and entrepeneurs of our sport as well. employed as a municipal water treatment plant I and my wife reside outside An· Alaska. As a new Director I am looking forward to to attending the October Director's work with the committees concerned with public relations, safety, and the budget. I'll be bringing my vocational with budgets and organization to the directorship. Indeed, I'm confident a politically and finan· dally viable national organization is best suited to provide the opportunities we pilots want to fly far and wide, safely and ofi:cn. I feel our national organization can, and should, provide each member improved op· portunities and services. Opening new flying sites, securing existing ones, and protecting and improving our flying privileges with the 14
The hang gliding community has several key challenges facing it in the next few years. Som of these challenges are: Upgrading our with the public in order to improve our ability to gain new sites. Uncertified gliders and competition. Our relationship with powered ultra· (it's changing again with the ad· vances being made in towing). 13alance between competition and recreational Hying. Issues concerning professional vs. weekend pilots. Financial issues also need some immediate attention. I think I can provide good inputs to the USHGA staff (my job as Facilities and Support Services Manager for a large computer manufacturer includes managing a $325K/month budget). In researching through the last couple of years of Hang Gliding magazines and articles, I
found the most discussed subject is safety. I think that's appropriate. I feel safety should be the final measuring stick in evaluating deci· sions concerning flying or equipment. If elected I intend to represent Northern California and Nevada by traveling on a regular basis to other parts of the region (I live in San Francisco south bay) and soliciting viewpoints from as many pilots as possible. I have some ideas about the above issues, but I believe the best way to refine those ideas is to discuss them with a variety of people. I would like to establish a monthly discussion between the regional directors and one representative of each club or group in region 2. I am a 4, Observer and have been fly· ing for 4- 1h years. I believe more pilots need to become involved in the USHGA management process. As long as we continue to our communication system we will continue to move forward. I will work toward that end.
Dave's been hang gliding since 1975, being unaware that there were "other people" out there, he mail·ordered plans to a Bamboo But· terfly which was "l1own" only a few times before it was discovered that there is more to hang gliding than bamboo and duct tape. Armed with a state-of.the·art standard and swing seat he managed to survive the rigors of training and advanced through the ranks of the rating system. Nowadays he can be found at HANG GLIDING
Dunlap Park in the Sierra foothills of California floating around in a sort of state-of· the-art glider and enjoying it very much. He's currently a IV with an Observer and Examiner card and afi:er directing the 1983 II qualifier and the 1983 U.S. Nationals he needs a new challenge. It's not a bad reason for wanting to be the Regional Director, but one wonders if there might be better therapy available for masochistic pco· pie. Until modern science comes up with a more viable alternative, a Regional Director be a great idea for Dave. After all, anybody that could put up with the na· tional snivel champions should be able to han· die the USHGA. Right? Anyway he needs your vote for all this to happen so get involved and send ,,1 your opinion. the words of a great Zen hang glider pilot: Fly high, sky out and eat oatmeal.
for 4 1h After involved in hang years and gaining my Hang IV rating, one of my utmost concerns is SAFETY. It is because of this belief that I have become both a Basic Instructor and an Observer. With these credentials, I can encourage the growth of our sport and, at the same time, insure that safety is stressed throughout a young pilot's growth. Along these same lines, I also took on the responsibility of being the Launch Director for the following meets: II National ()11talilie1r---l 91:l2 Region II National Quialitie1r---l 9133 U.S. National Lharnp10nstnp11--- Jl Ytlc_!. This position gave me the opportunity to be while involved in a doing my part to keep things running both safe and smooth. While in this capacity, I have the pleasure of working closely with many of the top competitors in our nation. Being primarily a recreational pilot myself, it gave me insight into the demands and desires of some of my competitive colleagues. I now have a better understanding ofwlmt's involved NOVEMBER 1983
in such competitions and what an important part they play in our sport. I have also served as President for our local Gliding Associa· club, Central Valley tion, for the past two years. Though it is a small club, it has taught me the importance of having an open mind and ear to the views of other pilots. This experience alone would be beneficial while holding the office of Regional Director. The self.regulation that the USHGA offers is something I admire. However, I would like to see more input from the pilots throughout my Region on subject that directly affect them. By visiting flying sites within my keeping communications open, and making my:,elf available to hear all sides of an issue, I hope to be able to close the gap that often develops between the flying crowd and the governing board. I have already flown several sites within my Region and look forward to making my way around to many more. I am of the strong opinion that one of the most enjoyable things to do is visit fellow pilots on their home ground. I am not afraid of travel; as a matter of fact I look forward to it. I also en-· joy the excitement of being thoroughly involved in the sport, both as a participant and an officer. Therefore, I know I would take an active part in the functions associated with this office.
During my last two years as a Director for 3, I feel I have made important contributions to the sport for the Association and my fellow pilots. There is, however, still a great deal to be done and I would like to serve for another term and continue to work for the betterment of hang gliding. As many of you know, I operate the Torrey Pines Gliderport on behalf of the City of San Diego. Being located at Torrey gives me the
opportunity for direct communication with many of the pilots in Region 3 and in fact pilots from around the world. Those of you who have visited Torrey will I hope agree that I've made every effort to implement the best aspects of our Association to the best advan· tage of the pilots themselves. "Behind the scenes" work for the past years has included the management of our master insurance policy. I have instituted a bid process for insurance companies which recently resulted in a direct savings for the association of about $14,000.00 in insurance premiums, thus holding membership dues to their present level. I also recently completed the USHGA ing Site Information Manual," a comprehensive collection of material to assist those who are trying to gain access to new flying sites or retain the rights to old ones. I have included cover letters, recommendations from major existing sites, advice on negotiations based on my own experiences with the City of San Diego and other needed material. I hope to spend the coming term travelling more exten· sively to chapter meetings and sites to increase communication between the Directors and membership.
I'm from Salida, Colorado and would like the opportunity to represent Region 4 as a Director. I've been a hang glider pilot since 1977 and am currently Advanced rated. I have a private pilot's license and a Bachelor of Science degree in aeronautical from Wichita State University. I'm 38 years old and own Monarch Manufacturing Co. I'm interested in maintaining foot-launched flight as a self-regulated sport. My primary concerns are safety, qualified instruction and a good competition circuit to hone pilot cxper· tise. I enjoy cross country experiences and seldom land at the LZ. Our local site is Mt. Princeton close to Buena Vista, CO and has a 4,000' vertical. I've traveled nationwide and have flown nearly 100 different sites all affor-
15
ding their own set of unique If elected I will have an open line of communication bet ween the pilots of Region 4 and the lJSHGA governing body.
My qualifications for Regional Director are as fbllows: I am slightly over-schooled in that I have a R.A., B.S., M.S., and E.D.D. (educa·· tional doctorate). I have been flying since J 974. I received my Advanced rating and Instructor's in 1976 and my Observer's, Examiner's, and Regional Director rating in 1977. I have flown hang conventional power planes, and have sky dived. I ran a retail hang glider shop for two yers (Golden Sails) and have been and owner for a harness company for six years (Robertson Harness). If re-elected for my 7th and 8th year, I will attempt to have the concerns of' the pilots of' my region brought forth at the Board M1Eetmr:s and will try to the sport oflrnng gliding for the common pilot and not let any internal minority run the whole show for their 1,s;i. " " ' " " interest or gain.
country, soaring clinics) to a greater number of 5 fliers. I am an Advanced pilot who began hang gliding in 1977, became a USHGA-certified Basic Instructor in 1980 and an Advanced Instructor in 1982. As a biology professor at the University of Montana and faculty advisor to the Montana Hang Gliding Association, I have been involved in many organizational and site-retention activities. I have pursued my interest in hang gliding instruction tlmmgh four seasons, including one with Golden Sky Sails and have participated in numerous ICP's and soaring clinics. I can help the USHGA continue to develop such programs and increase their availability to Region 5 fliers.
I would like to take this opportunity to encourage people to vote; even though Region 9 has the highest percentage to vote, but that is extremely low. USHGA is one of the few organizations permitted to vote for their policy makers.
Mike King has been the Director in for two years, during which time he has orv:an1ze the "Region 5 Series" of com .. petition events. In addition to flying in all five of the meets this year, he operates Treasure Hang Gliders in Boise/Nampa, Idaho, and tries to work as Assistant for the of' He is an Advanced rated pilot, and Certified Instructor, and has flown extenfor eight years throughout the West. Mike is dedicated to the powerless, foot· launched ideals of' the USHGA, and to building Region 5's image as something more than the Quarter." As a board member, he serves on the ComRules and the Safety and Training Committees., and as Grievance Review Chairman.
I support the USHGA and wish to par· in regional and national efforts to keep our sport unregulated and to promote safe, enjoyable instruction. My interests and expe1:ie11cc qualify me to serve on the Safety and Training Committee and to ICP's, basic instruction and advanced lessons (cross·
16
I have been flying since 1975. I have been an Observer for six years, an Examiner for five years, an Advanced Instructor for two years, and I served on the Board of Directors.
Dan Johnson began in 1966 at the age of' 17. He has earned the Commercial Pilot's License, with Instrument and Certified Flight Instructor ratings. In continuing airplane fly .. ing he has accumulated over l ,500 flying hours acting as charter pilot, photo survey pilot, and flight instructor, the la1ter accounting for half his total hours. Adding hang gliders and ultralight aircraft since 1973, Johnson has nearly 600 more fly .. ing hours, with powerless cross-country and thermal soaring as well as airshow, aerial promotion, and equipment demonstra· tion efforts in wheeled and float-equipped ultralights. He is as comfortable with weight shift control as with three axis control, having flown over 75 models of hang gliders and over 30 models of hang gliders and over 30 models of' ultralight aircraft. HANG GLIDING
educated in holding a in economics, Johnson had a cosmopolitan upbringing in Saudi Arabia from 1957 until 1963. His travels in· eluded visits to over countries all around the world. In more recent years, Dan has travelled to several countries and most of the United States in service of the aviation in· At 35, and with over half his life devoted to aviation, Dan. is solidly pledged to sport fly· His involvement is focused by his owner· ship of four businesses, the first beginning in
1974. Mr. Johnson is majority owner in a glider pro shop which consistently ranks as one of the top in America. Air enjoys an impeccable reputation with customers and creditors alike through his managerial direction. Air has also been in powered ultralight aircraft since 1979. Johnson's journalistic dates to 1975 and includes over five hundred articles reviewing equipment, pn~sentlng tor·ec:rnung fhturc cte1rel1)p1ne11ts, mtenrie,1.111112 pcrso,nalitics, and creating exclusive first run stories on a of He has written cx1:cns1vcly for many As Founder and Publisher of the Whole Air magazine, Johnson's time is concen· trated in this communication's vehicle for the aviation The of and Ultralight now in its sixth successful year, is seen each issue by over 15,000 pilots in all states and over five countries around the Mr. Johnson consults various nrim,irilv in the areas of has also been retained by the Aircraft Owners and Pilots Association to con· duct seminars for 1hc Air Foundation. In 1983, Johnson's commitment to aviation in general and and aircrafi in particular, is both co1mr:1Jctc
I have an honorable discharge with experience in the 82nd airborne. Afler my solo ticket, I earned my '"''"''" Observer and Advanced rnting. Since at Grandfather Mountain for lhe Order The Raven award, I've obtained NOVEMBEH 1983
many hours in various ultrnlights. It's been nine years since I launched my own design standard from a cliff and have seen a lot of in the gliders and the sport. li11'eryt11ing is based too much on competi· tion standards and people are being so big· headed about flying. I can really relate to the good old days when everybody did their thing without all the hassles and without having to join two clubs. There are a lot of people out there that don't have their act together and i1 shows when they don't vote in regional elec· tions. Let's get rid of local red tape and let yourself do something good. Vote this elec· tion.
Steve Burns his hang gliding adven· ture in of 1975. In his eight years of fly-ing, he has accumulated over 350 hours in gliders and l 50 hours in singlc·cnginc aircraft. Ile is a pilot, 4, certified Instructor, Observer and co-owner of Austin Air one of the and most successful gliding shops in Texas. is of the South Wind Associa1ion and has been right in the middle of gliding in Texas since the ning. He is interested in improving all aspects of in Texas more sites, more equipmcn1, more proper inst ruction, feels the time is right to all the commercial and private interes1 s together to make flourish in If elected he to bid on the Nationals in 1985.
l,rcctiniis fellow members People) of Texas and Louisiana, and thank you for your nomina1ions for the l l directorship. I accept the nomination and will your vote in this month's election and your support thereafter.
H.(ii:i;i,on:al Status and Information Honm·bascd here in Houston, I have been active in hang gliding since May of 1976 and have been an Instructor/Observer since 1979. It's been to administer the Pilot Program to pilots over the past few years. I received my Examiner ment in 1982. Many of you came to know me by the widcly·distributed mont.hly newsletter which I edited and produced for the Houston H.G.A. for five years (Mar. '78 Mar. '83). 1'hose newsletters are great P.R. tools! I think we have a good personal contact network established throughout 11 and therefore communication among all members is good. I will continue to place importance on maintaining thi8 network. Let me hear more from you Louisiana pilots! I hereby call on everyone to help promote the sport, and to recruit. some new members for the USHGA this year. We have some good competition events to he proud o[ Our past two Regionals have been t.op·notch, and for the third year, Mr. Jack Grimm has sponsored the USHGAsanctioned World Class Meet: 'I'hc Texas Cup, near Abilene, Texas. Incidentally, Mr. Grimm was pleased with the turnout this ycnr, and for another one next year. I plan on my Instructor Ccrtificat.ion updated, possibly on the West Coast, and then 'Would like to administer an Instructor Ccr-
tification Program in the Houston or Austin area, or to encourage and assist in one elsewhere in the state. It's no news to Houston area members that we are hard up for sites ... so to others around the state: know of any good potential sites for holding the field training of an ICP.
Nadona1
Information
Of course, will represent our at the bi-annual USHGA Hoard of Directors I've been as Region 11
Director for the past 10 months, hecn recommended Dave (who rcs1r~r1e<t), and elected the hoard. I wish to thank Dave for his recommendation, and the board for its vote of confidence. For the Fehruary '83 B.O.D. meeting in Denver, I undertook an assignment at the re, quest of the board: to write an outline of a Public Relations Program for the oriwr1iz:1ticm and 1.0 chair the Public Relations Committee the meeting. drafted and subrnitted the outline (a and cost and except for some snags, it was gc1t1er·allv I have had the to imof the program
intcrc:sting, demanding, and learn, ing and the has been lo inform, educate and interest the public, as well as our on good terms with the pnblic begins with our dissemination of hang related informa, tion to them via the news media. For you members, I to write infbrmative topics for One such continuing article would be a "Meet Your Board of Directors" column in which the officers and directors would be introduced individually and their on the board would be described. You would get a tremendous into what all tbe board docs in its function to rc~runuc, organize and our glorious sport.
R-E·G-1-0·N-A-L IH,R-E·C·T·O-R ... Have you said a mouthful, or have Sure sounds like a great line to use at the local bar. "Yeah, I'm R·E·G-I-0-N-A-L D-I-R-E-CT·O·R, John brother and I jump off real things with a little tiny kite." ff you want a man who's a real talker to be your Regional Director then I can tell you I'm de!linitcl,v not the man for the job. But if you'd like someone who's too busy to mince words
because he's working hard putting ideas into aclion, then read on. Talk is action speaks louder than words believe me I know. As president of the Houston Hang Gliding Association for the past year and part of the bureaucratic machine realize talk is necessary but nothing gets done unless we get off our duffs and start mov· When I started hang gliding in 1975 there was nothing bur you, a tubing cutter and a set of from Mechanics. "We've way, baby" and I'm darn proud of orii;ar1iz11ticm we have now. I'd like to keep this growing strong and as Rc:,iional Director make sme that the USHC,A
in and beginner pilots. We can't our roots. I conld go on and on lrn1 as I said, if it's ac, tion you need then do yourself a favor and vote for Carl Boddie,
I have been flying for over 15 years, and the las! ten, have been whh hang gliders, I have helped to three clubs in our area, with the latest and most successful being the "Empire Hang Gliding Clnh." I have been directly involved with opening many of our better flying sites in the Western New York Cc1m1pct1t1,:m: I'm for it. As Launch Director and one the organizers for the 1983 and Director for the 1982 Regionals, I've spent a lot of time hashing out the details of competition, sweating in the noonday sun, and drinking GatoraicL Involvement in is one of the best ways to get a handle on what's going on in the region, Reccl'.ttlV I've heard a lot of trash about as a sport is fading. To this I say "BULL" is great but it's time we got out there and recruited some new pilots. ff we don't pay attention to this matter then we arc doomed like the dinos:mrs. As Director I'd like to see much more c1r1plu1s.is on promotion or hang glidil111
or
area. l am also an advanced pilot with an instructor's and ohscrvcr's I make a habit of reserving one day a week for free flight in· struction for any student who owns, or can provide himself with a kite, !'rcs(:nt:ly, I am the president of the Empire Gliding Club. It has become evident that our Observer should be as active as the pilots to whom give the l\nd should take a level of responsibility to see that each pilot holds rhc appropriate rating that he or she is qualified to have. When elected, I'll do my best to see to it that all pilots are properly represented on a local and national level.
Stainless Steel 5/16 Ball Lock Pin Machined From 2024-T3 Aluminum Are On l)l16 Bolt Gliding Load 10,000 Pounds x3%
19431-41 Business Center Drive; Nortt1rirJge, California 91324
18
HANG GLIDING
MEDICINA AVIBUS How To Stay Healthy Though Hang Gliding
i'
\_:\}L)VPJi~~ ·.
by Fred Leonard, M.D.
Wuffopathology ('wu-fo-pa'thol-o-je)n. The study of diseases in a particular group of humans who are characterized by a predilection to watch hang gliding while asking strange and bizarre questions about the same. Dr. Fred's Dictionary of Rare and Questionable Medical Terms.
I
t's weekend on the hill, and you've just completed one of your typical take-offs - a leisurely run with one wingtip dragging the bushes, followed by a yaw, stall, dive, radical pullup, spin while stepping into your harness, a cloud of dust as you narrowly miss the hill for the second time, and a nonchalant wave to the crowd. Unfortunately, one of the wuffos, not realizing this is merely your standard takeoff technique, becomes so excited that the strain is too much. He turns pale, breaks out in a sweat, and slumps down while complaining of severe chest pain and a feeling of impending doom. He is probably having a heart attack, and what is done for him.over the next minutes to hours may well mean the difference between life and death. Though in the past we've concentrated on health problems that are likely to affect you while hang gliding, this month we're going to look at a problem that is just as likely to strike wuffos as pilots. The problem is heart disease, and it's the number one killer in the United States. So let's examine what a heart attack is, what the first aid for a heart attack and cardiac arrest should be (since it was your takeoff that may have precipitated this unfortunate event, it might be nice if you came down to render aid, as long as you can land without producing NOVEMBER 1983
any more coronary inducing anxiety), and most important, what you can do to decrease the chances of being a victim of heart disease yourself.
Heart Attacks A heart attack (also called a myocardial infarction or MI) is a situation in which heart muscle is permanently damaged due to a loss of its normal blood supply. This occurs most commonly when one of the blood vessels supplying the heart (a coronary artery) becomes blocked. Usually this occurs when blood clots in a vessel that was already severely narrowed by a buildup of fatty deposits called atherosclerosis. When this blood flow is permanently interrupted, the portion of heart muscle supplied by it is deprived of oxygen and it becomes injured and dies. Injury to the muscle generally results in pain, the most common symptom of a heart attack. However, it may also result in abnormal heart rhythms or even complete cessation of the heartbeat called cardiac arrest. Some people with atherosclerotic narrowing of the coronary arteries (referred to as coronary artery disease) may have pains without permanent injury to the heart muscle. This occurs because in times of increased oxygen demand, such as exercise or excitement, the need for blood and oxygen by the heart muscle may exceed the limited amount that the severely narrowed coronary arteries can supply. If the person rests when this occurs, the pain will usually subside as oxygen supply catches up with the now reduced demand. This type of pain is called angina, and unlike a true heart
attack it is generally relieved in a few minutes with rest or medication. Angina is one symptom of coronary artery disease, and people who have angina are at increased risk for having a heart attack. How do you know someone is having a heart attack? You can't know for sure without specialized tests that require hospitalization. However, there are certain symptoms or signals that should make you suspect a heart attack may be occurring. The victim usually complains of a feeling of pressure, fullness, squeezing, or pain in the center of the chest. The pain may range from mild and barely perceptible to excruciatingly severe. It may also spread to the shoulder, neck, or arms (usually left). Additionally, the victim may appear pale and sweaty and complain of nausea, shortness of breath, or weakness. Though heart pain is quite variable, chest pains which are brief, stabbing twinges generally are not related to the heart.
First Aid First aid for heart attack is dependent on recognizing the signals we just discussed. If you suspect someone is having a heart attack or heart pain you should have them.stop their activity, sit or lie down (whichever is more comfortable), and you should call the paramedics (911 in many communities). If you are someplace where oxygen is available, such as on an airplane, it should be administered. If the patient has had previous angina pains and carries medication for its relief (nitroglycerin), it should also be taken. Why is appropriate early treatment of heart 19
attack so important? Consider the following grim statistics. Every year in this country over a million people have a heart attack, and about 40% of them die. Over half of the deaths that occur from heart attack occur outside the hospital, most within the first two hours of the onset of symptoms. Though many of the people who sustain a heart attack will have ,had previous heart pains (angina), for many the first inkling that they have heart disease will be the heart attack itself, and for some it will be cardiac arrest and sudden death. Cardiac arrest, however, need not be synonymous with death. In Seattle, where a very aggressive program of teaching citizens CPR (cardiopulmonary resuscitation) has been initiated, it was found that the most important factor in deciding whether a person would survive a cardiac arrest was the speed with which CPR was initiated and the paramedics were called. If CPR were not begun within four minutes, and the paramedics were not on the scene within 10-15 minutes, survival was minimal. However, if CPR were begun quickly and the paramedics were called quickly, and if they could initiate defibrillation (electrical shock to restore heart rhythm) and administer needed medications, almost 50% of the patients survived. Almost one out of every two patients who otherwise would have died was saved. The moral? Be able to recognize the signals of a heart attack. If you think a heart attack is occurring call the paramedics, or if they are not available get the victim to a hospital as quickly as possible, and know CPR so that if cardiac arrest occurs you can immediately begin lifesaving intervention.
Prevention We can't predict who is going to have heart disease anymore than we can predict which number will come up on the next roll of the dice. However, we do know that for some people the dice are loaded. Their number is more likely to come up than can be accounted for by chance alone. These people are characterized by having one or more risk factors for heart disease, and the more risk factors they have, the more likely they will die of heart disease or a heart attack. What are the known major risk factors? They are being male, getting old, coming from a family with a history of heart disease, smoking, or having high blood pressure, diabetes, or an elevated level of blood cholesterol. The first three are out of our control (having a sex change operation, getting a face lift, and lying about one's family background don't seem to help), but we can do something about the rest. Smoking is the risk factor over which you have complete control. Though it's not easy
20
once you've started, you can choose not to smoke. If you do smoke, you greatly increase your chance of having heart disease (as well as a number of other diseases that may make your demise more iminent and less pleasant), and the more you smoke, the greater the risk. We'll talk more about smoking at some future time, but suffice it to say for now that the little note from the surgeon general on each pack of cigarettes is one of life's great understatements. Smoking is unquestionably the single greatest cause of preventable disease in this country. High blood pressure is the next risk factor that we can do something about. For many people, medication is required for blood pressure control, but for some, a program of weight reduction, regular exercise, and a decrease in salt intake are.all that are necessary to return a mildly elevated blood pressure to normal. Americans are notorious for the amount of salt they consume. If you're the type of person who salts his food before tasting it (particularly if it's foods like ham, bacon, and potato chips), you might think about cutting back, especially if there is a history of high blood pressure in your family. However, regardless of what is required to control it, don't assume that because you feel fine your high blood pressure isn't a problem. High blood pressure rarely causes symptoms until it is too late. The time to treat it is before the stroke or heart attack have a chance to occur. If you have high blood pressure, see your physician. You may require special tests to determine its cause, and you must take the appropriate steps to get and keep it under control. Diabetes is a disorder in which the body is unable to adequately utilize circulating blood sugar. Generally this is due to an absolute or relative lack of insulin, a hormone which allows blood sugar to be transported into and used by body cells. Though there is some variation, diabetes is usually of two types. The first commonly has its onset in children or young adults, and always requires insulin administration for its control. The second commonly occurs in older adults, is milder, and often can be controlled by weight loss and an appropriate diet alone. In either case, if the blood sugar is poorly controlled, there are more likely to be complications, one of which is heart disease. For diabetics requiring insulin, there have been a number of recent advances in management that have made control much better and easier, and new techniques continue to be introduced. For the milder diabetic not necessarily needing insulin, a program of exercise, weight reduction, and good diet may be all that is necessary to bring blood sugars completely back to normal. The last major risk factor is elevated blood cholesterol. Why some people have higher
levels of blood cholesterol than others is .not well understood. However; we do know that decreasing the intake ofanimaLfats in the diet, and adopting a program of regular exercise can lower cholesterol levels in many people. Though the long term benefits of such a program have not been clearly demonstrated, most physicians feel that it is still the best alternative for persons at risk. What, then, is the bottom line for the prevention of heart disease? It is simply a lifestyle which indludes regular .exercise, elimination of· smoking, maintenance of an ideal weight, control of high blood pressure and diabetes, a diet which avoids excessive amounts of salt or animal fats, and some would also suggest the reduction of life stress (stress may work to increase blood pressure as well as increase the levels of blood sugar and cholesterol). If you follow these guidelines you'll not only decrease your chances of having heart disease, but you'll also feel better and reduce your chances of contracting a number of other fatal and disabling disorders. Earlier we mentioned some rather grim statistics about heart disease, so now it's only fair to leave you with a little more optomistic one. Though the death rate from coronary artery disease increased steadily from the l 940's to the late l 960's, it has since been on the decline. Why this is, nobody is completely sure. During this time there have certainly been some advances in the treatment of heart disease, but there have also been significant changes in our lifestyle which have emphasized exercise, good nutrition, and the avoidance of smoking. Many of us feel that it is the lifestyle changes that have been the important factor. So since most of us who choose to fly hang gliders are barely on speaking terms with our life insurance companies anyway, we might as well make those lifestyle changes in our continuing attempt to prove that our insurance companies' predictions about our potential for longevity are wrong.
• Always there when you need tnem • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 1/~·in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited
THE AIRWORKS
3900 Van Buren NE Albuquerque, NM 87110 (505)
884-6851
HANG GLIDING
TELLURIDE '83 by Rob Kells photos by Leroy Grannis
A
IL aerobatic pilots felt that it was very important for future opportunities in aerobatic hang gliding that there be a third annual event in Telluride this year. The Professional Hang Glider Pilots Association's (PHGPA) purpose is to promote aerobatic hang gliding competition, and to help it develop into a safe, exciting, and lucrative sport. To this end, the PHGPA sanctions aerobatic hang gliding meets and offers demonstration and stunt teams to film and promotional companies who are interested in utilizing the dynamic visual effects possible with hang gliders. As part of its involvement in aerobatic hang gliding competition, the PHGPA has developed competition tasks, scoring systems, safety procedures, and a seeding and ranking system, and has promoted itself and its programs to the media.
Aerobatic Rules And Scoring System Briefly the rules of the meet were as follows: A pilot must be in control of his glider at all times, must land in the designated landing area, and must not, at any time, endanger another person.
SCORING There are three basic parts to the scoring system. Pilots are scored on four different types of maneuvers. The first part of the scoring system involves the difficulty of the maneuver. Pilots are scored on difficulty by having the judge record the bank angle, to the nearest ten degrees, achieved by the pilot at the highest point of his arc. This number is divided by ten to get the difficulty score for the maneuver. If the maneuver is a spin rather than a banking maneuver, the judge will record an "S" for each 360 degrees of spin rotation. Each "S" is worth 14 points; or the same difficulty as a 140-degree bank. An average difficulty score per maneuver is calculated from the pilot's best maneuvers.
NOVEMBER 1983
The second part of the scoring system involves form. The judge may award from zero to four points, in increments of one-tenth of a point, on the basis of smoothness, style, and continuity. These points are then added to the calculated average of the difficulty points for the flight. The third and final part of the scoring involves versatility. The judge will award between zero and two points in increments of one-tenth for the variety of maneuvers included in a pilot's routine. There are four types of maneuvers currently recognized for flex wing hang gliders in aerobatic competition. The first is a loop defined as a straight climb over, without roll, which achieves 180 degrees of bank angle at the top of the maneuver and exits on the entry heading. The second is a climbover, which is defined as a rolled maneuver where, at the highest point of the arc the glider's change in heading is more than 90 degrees from the entry heading. The third is a rollover, which is a rolled maneuver where at the highest point of the arc the glider's change of heading is less than 90 degrees from the entry heading. The fourth maneuver is a spin, where the glider rotates in yaw about a point far inside of the normal axis of yaw rotation for a coordinated turn. To qualify for a spin, the glider must achieve yaw rotation about a point no farther than one wing span from the kingpost for at least 360 consecutive degrees. To insure that this meet was run and scored properly, a number of the participating pilots got together in Utah prior to the Telluride compet1t10n to discuss rules and administrative and scoring procedures and rules which came out of this discussion were tried out in a dry run meet at Crestline, California. As a result of such preparation, this year's competition at Telluride was, in the opinion of the pilots participating, the first aerobatic
hang gliding meet in which the scores accurately measured the performances of the pilots.
THE FLYING! The weather was awesome! Blue skies with pilots specking out to 18,500 feet on a regular basis was the daily norm. More than one hundred pilots participated in the tenth anniversary of the Telluride Air Force Hang Gliding Classic, and nine of these participated in the aerobatic competition. Watch for an article by Jack Carey on all the super events that went on in the Classic this year. The first day offered perfectly smooth air in the aerobatic envelope at 4:30 in the afternoon, and the meet began. While pilots dove and wheeled out of the sky with white trails of smoke from cannisters provided by the Telluride Air Force, judges Denny Pementel, Bill Floyd, and Dave Kilbourne were stationed adjacent to the envelope recording the pilot's scores. Dave Gibson had an unfortunate mishap. Spinning around backwards in his harness while his glider was climbing to a stall, Dave missed the control bar and the glider stalled nose high and then pitched into an SO-degree dive. Dave's feet floated towards the sail as his glider descended through 100 feet AGL in a severe dive. Dave, while unhurt, was ejected from the meet for losing control of his glider. We all know Dave to be one of the world's best aerobatic pilots, and we look forward to seeing him back for next year's meet. Dave has promised to be back. The rules called for one scheduled flight p·er day, with a pilot's best two of four flights counting toward his final placement in the meet. The second round went off without a hitch and after two rounds Eric Raymond was in first place with Ron Young in second. The third round was rained out and a decision was made to go for an early flight on the final day. Casey Bennet had shown up looking for some (continued on page 24)
CE~ffERSPREAD, UPPER LEFT: Larry Tudor takes a picture of Jack Carey with a hand-held camera. TOP CENTER: Jim Lee and his new pod harness. CENTER: Chuck Dugan upside down. RIGHT: View of takeoff. BOTTOM LEFT: Smokin' past Telluride's colorful backdrop.
21
AIRWAVE GLIDERS CROSS THE ATLANTIC
Airwave Gliders have led European glider development and have been consistently winning top competitions and setting records for three years They have an excellent record for sail design , sailmaking , and are design. d • ave won all the is year Airwave Gliders developed their Magic or. ritish competitions, more than thei · share of European ldlGMlc ampionships and Europe entl. IN AMERICA at the OWENS VALLEY CLASSIC - 1st & 4th. with only one entrant at the Wyoming regionals - 1st, U.S. Nationals - 2nd, the U.S. Masters - 3rd. • 1e1ably there are a lot of American plots
those guys?''
ing
In order to ensure that you are able to get a Magic III plus all the service, spares, advice, and extras that you may need, we have arranged a network of professional dealers. (See dealers list right). And you can rest assured that the Magic III is fully certified and tested to British, German , Swiss and American standards. The placard supplied is accepted in National and International Competitions worldwide.
155 MAGIC III Optimum Pilot body weight 140-160 lbs 6.72 Aspect ratio 32.8 ft Wing span 19.23 ft Packed length Optional breakdown length 19.23 ft 64 lbs Glider weight
166 155-175 lbs 6.8 34.12 ft 19.81 ft 12.81 ft 66 lbs
MAGIC Ill S1975
Frame Options Aerofoil uprights are less drag, but will still break in preference to your arms . . . . . . . . . . . . . . . $63 .24 Breakdown leading edges are available for those who have a length restriction ........ . . . .. $50.23 Speed bar, not only increases the maximum , speed of the MAGIC, but is more relaxing to hold at more normal speeds .. .... ............. $17.28 Ball tips reduce drag ...... .. . .. . ........ .. . ... $27 .28 MAGIC ROLLER, a built-in roll assistance, not necessary but nice to fly with . .. .. ...... .. $151.57 Pitch French connection is not necessary, but some pilots like them . . . . . . . . . . . . . . . . . . . . . . . . . $50.23
Aerial Techniques Route 209 Ellenville, NY 12428 914/ 647-3344 Sport Fligh t 904 1B Comprint Court Gaithers berg! MD 20760 301 / 840-9284 Morningside Flight Park Rt. 12, RFD No2 Claremont, NH 03743 603 / 542-4416
MAGIC SPECIFICATION
FRAME DETAILS The airframe is built to outlast the demands normally associated with flexwing aviation. It folds neatly into a package that is easily shouldered by one person. Folding and unfolding the glider is a simple operation and is performed with the wing flat on the ground in windy conditions, or standing on its 'A' frame on rough or dirty ground. The flexibility of the frame is carefully matched to the shaping and stretch of the sail. Both inner and outer sleeves are employed on the leading edge for this purpose. The MAGIC's hardware is of the highest quality and consists of the following materials: Aluminium tubes are anodised, drawn seamless, 6082 T6, and in U.S. sizes.· Control frame, kingpost and keel are all bright anodised . Aerofoil section kingposts are standard . All fittings are stainless steel or aluminium alloy. Bolts are American National series with Aerotight nuts. Neverkinks and/ or desnagglers are fitted on all wire terminals. Chafe protection is used on all internal connections. Rigging wire is stainless steel with a plastic coating.
ECO Flight Hang Gliders 493 Lake Street Benzonia, MI 496 16 616/ 882-5070
177 175-200 lbs 6.84 34.8 ft 20.36 ft 13.36 ft 71 lbs
Northern Sun 2277 W.County Road "C" St. Paul (Rosevi lle), MN 5511 3 ' 612/ 633-3333 Austin Air Sports 5508 Parkcrest Austin, TX 7873 512/ 451-2505
(For Magic III 177 add $35). delivered through customs to your nearest international airport .
SAIL DETAILS All the MAGIC sails are made from the highest quality Howe & Bainbridge dacron cloth. We prefer to use a special type & weight of cloth on the main body which is only available in white, consequently we recommend the main body to be white. At the tip the famous Airwave 2 ply mylar cloth reinforcement is standard and the sail is engineered to ensure a cleaner and more efficient structure. Leading edge performance is enhanced by the use of a deeper mylar pocket. This delays the onset of turbulent flow and more rigidly defines the lift producing part of the aerofoil. Performance can be improved still further by opting for a mylar cloth leading edge panel, but this is prone to abrasion and is only recommended for the competitive pilot. Sail Options Shiny mylar cloth leading edge to improve laminar flow and reduce drag ....... ..... ...... $50.23 Rainbow or exponential striped double surface ..................................... $67 .13 Shiny mylar main body and leading edge pocket .................... . ....... ·......... $235 .32 Sandwich mylar main body and Shiny mylar leading edge pockets ............. .. ...... . . . . $278 . 11 Choice of colour on double surface, leading edge, and keel pocket at no extra charge. For colours available see order form and cloth ·samples. Choice of colour on double surface, leading edge, and keel pocket at no extra charge. For colours available see order form and cloth samples.
~ ~
~ AIR ~W~VE GLIDERS
Airwave Gliders Limited Un it 2,Three Gates Industri al Estate Three Gates Road, Cowes Isle of Wiglu P03 I 7UT England Country Code 44 983-29604 2 Telex 86886
Crystal Air Sports Rt.4 , Cu mmings Hwy. Chattanooga, TN 37409 615 / 825-1995
Treasure Valley Hang Gliders Box 746 Nampa, ID 83651 208 / 465-5593 Golden Sky Sails 572 Orchard Street Golden, CO 80401 303 / 278-9566 Aero-Sports Ultralight Gliders, Inc. 898 South 900 East Salt Lake City, UT 84102 801 / 363-5508 High Sierra Hang Gli di ng & Windsurfing
Box 865 , 1000 N.Plaza Street Carson City, NV 89701 702 / 885-1891 Chandelle San Francisco 198 Los Banos Avenue Daly City, CA 94014 415 /75 6-0650 Rising Star Gliders 1023 S. Adams, Suite 107 Olympia, WA 98501 206/ 456-3441 Mission Soaring Center 43551 Mission Blvd. Fremont 1 OA 90405 415 / 656-6656 The Hang Gliding Ce~llre 4206K Sorrento Valley Blvd . San Diego, CA 92121 619/ 450-9008 Hang Gliding Emporium 613 North Milpas St. Santa Barbara, CA 93103 805 / 965-3733
footage of the Aerobatic Meet and the hang gliding classic for ABC Television's "Breakaway" scheduled for airing on October 14th of this year. The morning flight offered perfect air in the aerobatic envelope. The round was highlighted by Eric Raymond performing the most perfect loop I have ever seen done in a hang glider. Serving as meet director, I cancelled the fourth round of competition due to turbulence in the envelope. The meet had been free of serious problems up to that point - no parachute deployments, tree crashes, or even bent control bars - the pilots had good feelings about the meet and I wanted to keep it that way. After the cancellation, the pilots remaining on launch decided to do a closing finale to a great week of flying. There followed a spectacular demonstration of group aerobatic flying, with loops, spins and wingovers which was received with many oohs and ahhs by the 500 spectators in the landing area. There are always many people who work hard in the background to produce any successful event. The assistance we received from the Telluride Air Force; the hospitality, the rides up the hill, the smoke cannisters, the assistance with communications were all instrumental in making the aerobatic meet a success. We owe the TAF a tremendous debt of thanks. We owe our thanks to the scoring people: Chief Score Keeper Mindy Lyon, Dave Kilbourne, Denny Pementel, Gil Kenzier, Bill Floyd, and Dave Beardslee. MANY THANKS TO OUR SPONSORS Greg Duhon thought so much of the meet that he put up $250 in prize money in addition to flying in the meet. Peter Brock of UP put up $250 in prize money as well. Charlie Kyes, a hang glider pilot and stock broker for Rodman and Renshaw Inc. of Chicago put up $500. Wills Wing donated $120 worth of smoke cannisters, and my partners there covered for me while I made phone calls to help organize the event and got the rules and scoring systems typed out and printed up. I'd like to quote from a letter left with me by sponsor Charlie Kyes, who came all the way from Chicago to watch this year's event, and cooked us a huge spaghetti feast! "What you and your select group of dedicated pilots have done here has demonstrated your group professionalism, the first step which must occur before a corporation will lend their support financially. My best wishes for your continued success with the PHGPA as well as safe flying for all. It has indeed been a pleasure to be associated with your mutual endeavors. " Eric Raymond and his glider were clearly the best pilot/glider combination in the meet and when all the smoke had cleared the final
results were: 1. Eric Raymond $450 2. Ron Young $250 3. Monte Bell $150 4. Greg Duhon $100 5. Pat Maggard $50 6. Rob Kells 7. Chuck Dugan 8. Bob Low
23.30 C-2 RACER 165 22.01 ATTACK DUCK 180 19.73 C-2 185 19.64 C-2 165 19.20 PROST AR 18.43 ATTACK DUCK 180 18.10 SENSOR 210 11.88 GENESIS
We're all looking forward to next year's meet, and welcome participation from everyone interested in Aerobatic Hang Gliding. FLY SAFE! ~ (continued from page 13)
(Right Stuff) self or glider) on a regular basis should immediately stop flying (GASP!) until he can ascertain what the problem is. Technique and tuning problems can best be addressed through the help of a competent, professional dealer and in some cases with the help of more experienced (and more successful) pilots. Practice at a training hill or changing to a glider more commensurate with your skill level may be in order. Have the guts to do what's necessary to put an end to your crashing. 4. If you're only having minor problems use large training wheels as suggested by Andy Van Flatow in last month's letters to the editor. Use them until your landings are perfected. Wheels do help! 5. Don't ever accept crash landings as normal. If your normative landing involves a mild to moderate pounding of the nose or control bar you're just one small mistake or misjudgement away from a severe pounding that can break your body regardless of how weak your downtubes are. 6. One other thing to consider. The physics involved in a hang glider crash can be pretty unpredictable, especially since you won't have much control over what your body finally slams up against. Broken arms, hell! If you've accepted crashing as a normal part of your hang gliding experience you could end up with two nicely broken crash-o-matic downtubes and a broken neck. Think about it. Send questions or comments to: CRASHES?? WE DON'T NEED NO STINKING CRASHES!! c/o Hang Flight Systems, 1202 E Walnut, Unit M, Santa Ana, ~ CA 92701.
HAS GOT
60,000 ANSWERS (to all your questions about major brands of gliders).
'Whole Air's highly successful Glider Owners Survey brought a remarkable 400 (plusl) Surveys back. Each survey had 149 questions. So, thanks to those responsible owners who took the lime, 'Whole Air has got 60,000 answers about our sport's top gliders. No h:ype. No mud slinging. Just plain old statistical information from those who know and use ... the Owners. Articles oo 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 lime subscribers only, please.) Renewing subscribers please enclose $1200.
WH.O LE AIR The Magazine of Hang Glidng and C.lltnsllght Soaring D YES, Sign me up! for the New Subscriber Rate of Only $7,49 ($t2.00 to renewing subscribers)
Address - - - - - - - - - - - - - - -
- - - - - - - - - - - - ~ n p___ Mail to: Box 144 Lookout Min., TN 37350
24
HANG GLIDING
Steve Moyes soars above the Mile High Bridge. Photo by Hugh Morton.
NOVEMBER 198'.3
climactic, ali:er-dark battle between third and fourth-place contenders Steve Moyes and John Pendry brought the 1983 Masters of Hang Gliding to an exciting finish in the headlight-lit McCrae Meadows landing field. After 10 rounds and 12 days of tough competition among 21 of the world's best hang glider pilots, meet ofiicials and com· petitors alike agreed that this Masters tournament was one of the most valid meets ever run at Grandfather Mountain. A late August date for the meet was set this year in of better flying weather than in previous years. However, they don't call it "Grandfogger" Mountain for nothing. When it was flyable it was unusually great, but five out of the l 2 days the mountain was either rained-out, blown-ont or socked-in. This year's contest was not only half: sponsored by Piedmont Airlines (the other half by Hugh Morton) as usual, but two pilots were also individually sponsored. Mike of Alabama was sponsored by Nautilus, and did a good job of putting its name and decorative logo on his Comet John Pendry, the only pilot and the only pilot flying an Airwave Magic IH, became known as the "Peanut Man." This was not considering that the black Planters Peanuts name and emblem on his yellow glider and yellow bullctmarHypc harness made the reference obvious. for Pendry's singular rerlre:senstat:JOn of Airwave the Streaks, Ducks, Sen· sors, Comet 2's and Missile GT''s were about equally in evidence. Woiwode, Lawton, Wagner flew C-2's. Pennsylvania pilot Mike Nenman started out a Com· et, but later took the opportunity to try om one of the new GT's. Somewhat on the heavy side, this GT has added some Sensor-type ideas 10 last Missile. Australians Steve Moyes, Russell Duncan and Graham Wallin all flew GT's. Bob Trampenau provided personal leader· ship for his own Sensor team of Stewar1 Smith, Dave Beardslee, Dave Ledford, Don Gordon and Pete Knebel. Though the variable billow device (VB) had to be tied off; it'll pro· bably be the standard next year in the same way as this year's gliders' half ribs were disallowed in 1982. Delta Wing Streaks were flown by Chris Bulger, Rich Pfeiffer, Bob England and Ken Brown. Though all four gliders were called "Streak 180's" there were some noticeable differences. Two had extended keel pockets which covered the entire keel end as a type of faring. Pfoiflcr's Streak had no keel pocket. There were two types of Wills Wing Dncks flown in the meet, usually 10 the ac<:onap:mi· ment of numerous " Bruce Case flew what looked like the same 180 Duck he used in last year's Masters. Jeff and Rick Rawlings flew Attack Ducks. Besides missile sym-
RIG HT: Chris
bols under the wings of the Duck emblem, the Attack Ducks also had additional half.ribs that the original Ducks don't have. The first four days began sunny, hot and hazy. Morning conditions were usually suitable for running 10 and 15-mile, closed course, triangle pylon tasks off either the north or south faces. Such tasks were encouraged by Morton to provide better viewing for the numerous spectators. The meet originally began with 22 pilots. Graham Wallin chose to drop out after hitting a car on his first landing at the Meadows. As he described flying into the side door, "I put me feet out and landed on me bloody ass!" He wasn't hurt, but he sure surthe lady sitting next to her car. She wasn't supposed to have been parked there anyway. T'hree days in a row afternoon thunder·· storms limited the meet to one round a Lightning close enough to set hair on end usually showed up suddenly, just as gliders were set up, of course. For some reason, despite set-up director Rob Lesser's best efforts, set·up at the north launch always seemed much more disorganiz-
26
ed than at the south, or "back" side. This is kind of surprising, considering that the back side is a multi-level jumble of rocks with very limited flat areas for set-up. Some spaces fore· eel the pilots to stand chest-high in blueberry bushes, or clamber around at angles that were more vertical than horizontal. The set-up area on the front though smaller, is a more level, more open, and much more reasonable place to set up gliders. It was a difiicult job at either side to get 21 gliders set up and eel for launching in as short a time as possible. The scoring for the triangle courses was contusing, to say the least. It had to be ""f'iauncc, to the pilots many times over, especially since it might vary each round, depending on in conditions or pylons. Instructions were something like this: It'd be a race to pylon three unless neither pilot makes it to pylon three. In that case, pylons one and two became race pylons. The second and third times around the course would be the same, with a race to pylons four and five only if pylon six wasn't reached, etc. An out landing, usually at the helicopter pad next to the lake at the country club golf course, meant a loss to an opponent landing at the Meadows. Many of the heats during the tasks were especially as the contestents made last-minute saves by "going to the bears" (there was usually a resident ther-mal over Mildred the Bear's habitat) or streakback below ridge level to try back up over McCrae Peak to make another pylon. North Carolina pilot Pete Knebel lost a close race against Mike in round three. "I busted my ass!" claimed Knebel., as he described the two of them beating each other to each successive pylon. Tuesday turned out to be the day everyone was waiting for. The morning's triangle task was not followed over-development for a change. Conditions were good enough to call for an out--and-return task to Banner Elk, an eight-mile course. As was to happen often, Meet Director Jeff Burnett tried to run fourman heats. Hemming and hawing until the last possible moment, he was always forced to call for one-on-one, as the lift never became dependable enough to chance a four-man round. The turnpoint at Banner Elk was in a field about four miles straight out from the front side of Grandfather. Any pilot making a bull's-eye landing there could literally have done so, considering the field's resident bull. Rich Pfeiffer questioned. the advisability of the pylon judges waving red It took a long time for the pilots to get high enough to dare leave for the turnpoint. In his anxiousness to get the pilots to make a move, Burnett called out some advice to about his opponent, Moyes, being up and over McCrae Peak. "I know where he's at," replied. "You just nm the meet and let me fly!" HANG GLIDING
Pfeiffer seemed to be out of it early and heading for a landing at the pad. Some desperate thermalling out in the valley eventually put him higher than everyone else. It looked like he should have headed immediately for the turnpoint, but instead he flew over .to the Peak. He said later that he didn't have enough altitude to leave at that time. When the pilots finally started for the goal, to Burnett's relief, they had 1600'-1800' over launch. The task proved to be difficult. Chris Bulger was the only pilot to reach the turnpoint and make it all the way back to McCrae Meadows. Pfeiffer stayed neck-and-neck with his opponent Bob Trampenau and finally seemed to have gained an advantage until he misjudged his chance to out-durate Bob and then land in the same field. Rich had to turn back to land in a field closer to the turnpoint. He started to pop over a phone line and then realized there were more wires above it. Attempting to dive under them, he hit the phone line and dropped straight to the ground. He was bruised but otherwise unhurt. In trying to discover where all the pilots had landed, the pick-up crews had some extra assistance from pilot Dave Ledford. His opponent having sunk-out early, Dave had plenty of altitude and nothing better to do than to head out along the course and radio his advice to the pick-up crews and downed pilots. "There's a road about a hundred feet ahead and to the left that'll take you to him. No, you just passed it ... Bruce, if you walk straight through the woods ahead you'll get to a road ... " He was a great help. After four days of good weather it was time for some bad. It rained Wednesday and Thursday. Friday morning was just barely flyable. Burnett had to get round six off before he could make any attempt at a cut for the weekend. It turned out to be the worst round of the meet. Several heats were unable to get above launch. The final two with Smith and Bulger, Moyes and Trampenau, were barely able to launch before the wind started coming over the back. Smith and Pfeiffer filed protests afterwards, but were denied. The odd number of pilots forced Burnett to give one a bye each round. The automatic win given to a low-seeded or losing pilot would have seemed to be a boon. However, all wins are not created equal. When Jeff made the cut to 12 he was able to separate those pilots with a straight 3-3 record from those with the same record who had received byes. Knebel wasn't happy about that. He had unwillingly received a bye in round four, and then proceeded to win his next two rounds. Feeling he was finally "on a roll," he was upset not to make the cut. Pilots who decided to leave were lucky not to have to hang around, as there was more bad weather the next three days. Degroff was the only one to fly on Saturday, playing a daring hide-and-seek game with the cliff and the NOVEMBER 1983
clouds. The only pilot to fly at Grandfather on Monday was a little plastic man under a toy glider. Adding a rock for ballast and a twig for trim, Beardslee walked him down the ramp and nose launched him. The toy actually managed to penetrate forward for a few seconds before being blown over the back into the parking lot. The meet started up again on Tuesday off the south side. Moyes, Trampenau and Bulger were tied for first place, each with a 5-1 record. Moyes had been 5-0 until his loss to Trampenau on Friday. After losing two more rounds on Tuesday, he wryly commented, "What a day! I went from first to last place." Moyes' flight against Smith that morning was a tight race. Though Stew made the pylons first, Steve stayed with him all the way and often got above. Finally forced to land, Smith went down along the Parkway with a glider that looked like Moyes' landing right behind him. That glider turned out to be Pfeiffer's. Moyes pulled off an incredible landing in a small construction site clearing out in front of launch. Round eight was an out-and-return task southwest to Pineola, about six miles away. Several pilots were able to complete the task, but all eyes were on the last heat - a contest between the leader Chris Bulger and the National Hang Gliding Champion (by CPS points) Rick Rawlings. The two contenders could be seen thermalling to the south of the Meadows for a long time before flying out of sight. Tension mounted as the spectators waited to see who would be the first to return. Finally, a glider appeared in the distance. Cheers and disappointment mingled as it soon became clear that Chris had won another round. Some witnesses to the match claimed that Rawlings was actually ahead most of the time, but through misjudgement, had allowed Bulger to catch up and then beat him. The results from rounds seven and eight allowed Burnett to make a final cut to eight pilots. Conditions were questionable Wednesday morning, with a prediction of early over-
development and worse weather on Thursday. Two more rounds were necessary to end the meet. The piltos were quick to set up, but then had to wait until almost noon before the wind straightened out enough to launch. The task was a 20-mile goal to Deep Gap. The recommended route was to fly north to Boone, which was west of the goal, and then to cut east at the Howard's Knob windmill site and fly downwind to the goal. None of the pilots made it all the way. The ones who came the closest opted to fly a more.direct, northeasterly route, and then had gotten caught at a gap they couldn't bridge. Despite studying the map beforehand, the pilots were unsure of where to head. They stayed close to local pilot, Stew Smith. Of all the tasks, Stew enjoyed this last one most. "XC tasks are sheer fun," he explained, as opposed to the "high anxiety" and "tediousness" of pylon tasks. With an 8-1 record after nine rounds, Bulger was the obvious first place winner. Smith came in second as the only pilot with 7-2. The remaining six pilots were split into two groups. Pendry, Moyes and Trampenau had six wins each, while Huey, Gordon and Rawlings were tied with five each. Surprisingly enough, the inclement conditions foreseen earlier never materialized. There was time for the final round. A goal task to Foscoe Campground was called, with a pylon at Pt. Sublime, east of the Meadows. Burnett launched the pilots in two three-man heats with aerial starts. Jeff Huey, who had gotten low at first, and then managed to scratch his way back up, was the first pilot to reach Pt. Sublime. Unfortunate! y, he was also the first to land in what ultimately turned out to be a duration round. He landed at 7: 10 PM to an enthusiastic round of applause. Trampenau, Gordon and Rawlings were the next to land in the growing twilight. Pendry (conlinued on page 37)
RESULTS Place 1 2 3 (Tie) 5 6 7 8
Pilot Chris Bulger Stew Smith Steve Moyes John Pendry Robert Trampeneau Rick Rawlings Don Gordon Jeff Huey
Prize
Glider
Hometown
$5,000 2,500 1,050 1,050 700 600 500 400
Streak 180 165 Sensor 510 GT Missile 190 Airwave Magic 3 160 Sensor 510 180 Duck 180 Sensor 510 Duck 180
Mercer Island, WA Boone, NC Sidney, Australia Brighton, England Santa Barbara, CA San Fernando, CA Ventura, CA Eagle River, AK
200
180 Sensor 510
Asheville, TN
Best Landing Score David Ledford
27
MINGUS MOUNTAIN
+ MITCHELL WING = XC PERFORMANCE by Chuck Rhodes
On an unusual soaring day at Mingus Mountain, Arizona Memorial Day Weekend, Chuck Rhodes demonstrated the dramatic performance advantage of a classic rigid-wing hang glider.
T
he time had finally come to see if the Mitchell Wing was really capable of outstanding cross country performance. In the past nine months the Mitchell Wing (MW) had taught me many lessons and continued to thrill me with its hidden potential, but I had yet to claim my first cross country flight. Over the Memorial Day weekend of 1983, a group of California pilots headed out to the mighty, Mingus Mountain located in central Arizona. I was among those pilots and on my vehicle was one anxious Mitchell Wing waiting to feel the sensation of high altitude cross country air flowing across its wings once again. This, it was not to be denied. Having begun my hang gliding career in Arizona and having flown Mingus many times before, I felt more comfortable attempting my first cross country flight in the MW there as opposed to the Owens which I had not experienced yet. Arriving at the 8,000' MSL take-off site at 11 :00 AM on May 27, 1983, we marveled at the gaggle of pilots already 5,000-6,000 feet above. There was no doubt that it was going to be a great soaring day when pilots were getting that high so early in the day. By 12:45 I was ready and launched the MW into a 4-5 mph southeast wind encountering a good lift almost immediately. I flew about one-half mile down the ridge to the north of the launch point where my trusty old Ball vario pegged at 1,000 + up. Easily cranking turns via stabilator and rudder, the MW rapidly climbed skyward. Twenty minutes later I was at 15,000 MSL and looking up into a big cumulus cloud that was rapidly overdeveloping. Noticing that the thermals were drifting south, my decision was easy; head for Phoenix. Pushing the stick slightly forward, the MW cruised southward from takeoff at 40-45 mph and I began to feel the effects of high altitude cold. I quickly donned my Gore-Tex over mittens over my ski gloves and zipped my jacket up as far as it would go. My C.B. didn't seem to be transmitting either until I realized that it was on channel 14 instead of 7. Turning to channel 7, I plainly heard my driver calling me from far below. I could also hear the Rogallo pilots, who had launched earlier, squawking on their radios 20 miles south of my position NOVEMBER 1983
so, obviously, the lift was continuing to be good at least that far. After informing my driver ofmy southward progress, I began calling up my fellow pilots far to the south to get soaring reports. Leaving the southern end of the mountain about 45 minutes into my flight and still at 15,000 feet, strong lift was not encountered for another 8-10 miles. Purposely flying through lift not over 750 fpm and still experiencing a lot of 1,000 down, the MW was now down to 11,500 feet, but still 5,500 feet AGL plus or minus a few feet. Suddenly, the nose climbed up as the wing entered a large area of l,000'-1,500' up. This 1/4-mile wide elevator ride quickly carried us back up to 15,000' and kept going. By this time I was beginning to think how great it would be to actually make it to Phoenix and wanted more altitude. However, passing through 16,500' and looking up into an awesome black cloud began to concern me. Now small snow flakes were beginning to fall around the wing, the air was rapidly getting incredibly cold, and I was greatly fearing being sucked up into that big, black churning mass above me. Pulling on both sets of spoilers and pushing the stick full forward, the MW began zipping along at 55 + but still kept climbing. I could see a big blue hole about a mile out in front ofme and desperately wanted to feel the warmth of that sunlight. Small pellets of hail and increasing snow showers were peppering my body and face as we passed through 17,000'. Radioing my driver that I was climbing through 17,000' and miserably cold, I told him that, with this extra altitude, the MW was definitely headed for Phoenix. At 17,500' MSL my radio suddenly went dead. Those damn NI-CAD batteries apparently just couldn't handle the cold. At least my driver knew my goal intentions and, hopefully, would find me. Using my gloved left hand I covered my mouth and nose below my goggles to prevent frost bite. My fingers and toes were getting numb with cold and I was beginning to shiver hard even though I was wearing more warm clothes than I usually wear on a cold winter skiing day. Then, as suddenly as the MW had entered the cloud suck, it hit equally as strong down air in the blue hole. The welcome descent
relieved my fears of freezing and succumbing to the realm of hypoxia and the sunlight felt great as the MW raced southward through the sink. Passing up several 1,000' thermals on the other side of the blue hole in order to cover maximum distance and because the altimeter was still registerng about 14,000', the MW streaked on towards Phoenix. Flying directly above highway I-17, a route I have traveled many, many times, it was a truly unique feeling to be 9,000-10,000 feet above, watching the automobiles slowly crawling north and south far below. By now the MW was over Sunset Point, a large plateau area half-way to Phoenix that is the good landing area for 25 miles. This was the termination point of several previous Mingus-to-Phoenix attempts via hang glider due to the fliers encountering a south headwind coming up the plateau from the hot desert 2,500' below. This time there appeared to be no headwind problems and cruising at 13,500-14,000 feet, flying all the way to Phoenix was becoming more and more a reality. Excitement was really beginning to build within me as the MW over-flew the plateau. Suddenly, I noticed several Rogallo pilots thermalling out in front of me. Down to 13,000' now, it was time to regain some altitude and get back up to the 15,000' range if possible. Using the Rogallo pilots as thermal indicators we worked our way back to 15,100' which appeared to be about 1,500' below cloud base. The cumulus clouds seemed to be developing out in front of us as we flew southward, creating continued great soaring conditions. Flying in what appeared to be the leading edge of some kind of front, the clouds had not yet had time to O.D. and I was not concerned with being caught in a tremendous cloud suck situation such as that encountered earlier. Wanting to trade distance for altitude, it appeared that 15,500' was enough of a gain; no sense wasting more time climbing. For the next twenty miles I encountered Rogallo pilots all along the way. It was amazing to see so many fellow flyers making the journey southward. One thing noticeable was that they appeared to be coring the thermals somewhat tighter than the MW and climbing faster. Either I was not banking my turns steep
29
enough to maximize the core, was flying too fast in larger diameter turns around the weaker outside of the thermals, or the MW just doesn't have quite the sink rate of the new state-of-the-art Rogallos. Regardless, as soon as we left the thermals the higher cruising speed and superior LID of the wing was no match for the Rogallos. The MW soon passed them all up and I was back to finding my own thermals. Fantastic! I could barely see my goal, Shaw Butte, the Phoenix hang gliding site located in North Phoenix. Looking down through the haze and light smog, I estimated my position about 18-20 miles north of Shaw Butte. The clouds and their welcome lift were now behind me and the air was less bumpy. The MW was easily cruising along about 38-40 mph and allowing me to fly hands-off the controls with only minor course adjustments. Having left the last area of lift at 14,500', a steady 200-300 down was registering on my vario with occasional periods of zero sink followed by brief drops to 600 down. Rapidly, my fears of not having sufficient altitude to make it to Shaw Butte were diminishing as the MW was still thousands of feet above the 1, 100-1,200' MSL valley floor. For almost 15-20 minutes the MW flew in a straight line toward Shaw Butte. Passing over Deer Valley Airport about eight miles north of the Butte at 12,500', it was enjoyable to look way down and watch the aircraft taking off and landing far below. Euphoria was now overwhelming me as I flew the final five miles to the Butte. Even though my legs were cramped and sore (I had still not thoroughly warmed up, my lips and face were chapped and wind burned), I couldn't believe that I had come this far on my first real cross country flight in the Mitchell Wing. Arriving over the top of Shaw Butte, my altimeter read 11,600', still two miles high above the LZ. Circling around, a voice in one side of my head said, "Keep going for 100 miles plus. You can easily glide another 25 miles." The other voice said, "Hey, you have come farther than you ever dreamed you would, you're tired and cold, your radio is dead and there will be no way to contact your driver making pick-up a real hassle." The second voice of reason prevailed and I started descending and had not lost 1,000 feet when a 1,000 fpm thermal was encountered, probably originating off the black volcanic rocks of Shaw Butte below. Now the first "go for it" voice took command and the MW started circling back up, but I began thinking that any further southward progress would take me directly over Phoenix Sky Harbor International Airport. Knowing that an aircraft spruce-constructed aircraft with very little metal components doesn't project a very good radar image, the second voice again prevailed.
30
Climbing lazily left and right, pract1cmg making coordinated figure S's and just plain old flying around, the MW slowly descended. Around 6,000' AGL another strong thermal was encountered, but this time I was committed to landing. Besides, the heat of the desert below was rapidly warming me back up as I unzipped my jacket, removed my gloves and did not want to go back up and get cold again. Making a few final passes above the LZ, I entered my final approach and pulled on spoilers which rapidly dropped the MW down to about 10 feet AGL where I released them to provide a nice, smooth ground effect glide-out. Rapidly pushing my body back to quickly move the CG aft and flare the nose, followed by a quick five-step run out on my feet, I came to a stop with a perfect landing at 4:20 PM after flying 75 miles from Mingus Mountain. "What a wing!", I again said to myself as I rushed to get out ofmy high altitude clothes in the 113 ° desert heat. Rik Fritz, flying a ProStar II 190, had just landed from Mingus 10 minutes before me and the Phoenix flyers at the LZ had not believed he had come from Mingus at first since it had never been done
journey, catch up and pass all but one and then to arrive approximately 9,650 feet higher than any Rogallo at the goal. Considering the fact that the Mitchell Wing left the last good area oflift some 18 miles back, at 14,500', and was there with several Rogallos equally as high or higher, the superior LID and cruising speed of the MW was tremendously displayed to the hang gliding world. In conclusion, the Mitchell Wing still remains the highest performing hang glider in the world and could be considered as the elementary "missing link" between hang gliders and sailplanes. It is truly fun, exciting, and challenging to fly, and in the hands of great pilots like Larry Tudor, flights of over 200 miles would become routine, with 300-mile plus flights certainly within its capabilities. My most sincere thanks goes out to Dr. Howard Long of Pleasanton, California for convincing Don Mitchell to build the footlaunched Mitchell Wing and for Howard's introducing it to the sport of hang gliding, and to the late, great George Worthington, who did so much to prove the wing's ability long before most ofus were even achieving our first
"The Mitchell Wing still remains the highest performing hang glider in the world and could be considered as the elementary 'missing link' between hang gliders and sailplanes. It is truly fun, exciting, and challenging to fly, and in the hands of pilots like Larry Tudor flights of over 200 miles would become routine, with 300-mile flights certainly within its capabilities." before. After listening to Rik vowing he had made the flight and seeing the MW circling thousands of feet above and landing, they knew it had been done. Ten minutes later a second Rogallo pilot just squeaked into the LZ from Mingus and we watched several more desperately trying to make the final mile or so but having to land short. It had been an incredible soaring day and an equally incredible demonstration of the Mitchell Wing foot-launched sailplane's cross country ability. A total of ten pilots had made the journey with three ofus managing to make the 75 miles to the Sbaw Butte LZ and the seven others landing 2-10 miles back to the north, fantastic when one considers that no one had ever flown a hang glider from Mingus to Phoenix before, and in one day ten flyers did it. Even more fantastic was the ability of the MW to launch an hour and a half to an hour after all the Rogallo pilots who made the
cross country flights and who helped me so much to get started flying it. Also, thanks to all the other folks who have assisted as ground crew, especially Gary Mosher, my flying partner, who helped me through the entire MW learning process and continues to lend a hand when he is not skying out in his Pro Star. I predict that in the next five years, flying wings built out of foam, graphite, and fiberglass a la Burt Rutan VARIEZE techniques, with 38-40 foot wing spans weighing 65-75 pounds, capable of L/D's around 20-25 + with pilot enclosed and which are foot-landable and ultralight towable, will bring conventional sailplane performance to the hang gliding world. The Mitchell Wing is only an old design, forgotten and now rediscovered and destined to lead the frontiers of the sport into a whole new era of super high performance hang gliding. It's going to be an interesting next five years! ~
HANG GLIDING
iHJ:RE CoMl:S A TIME IN A PILOTS
LJF £ Wfl f:N APPROACH~1> BY A wuFFO, HE 15 ASK Eb IF- #f WOUL.T>
Sl:a WILLING- TO "TAlcE. ON A PASSENG£R.
,=o ~ A TANO!=M
FLIG-HT ....
Ref'1cfl18E(: TANPF/r1 F1..Y1N6' CAN 3t: !>OVOLf:; RO OGLE oR. rfcAN a E ilJICE TH! fl)/'J. CHooSE YovR. PASS £NG-Er<. WITH C,l,U7'/0AJ. YJ{EY MVST VNDfR5TAN1> r//f VANH(S AN]) (OLLOW '{OVR. 1/JSYRUCTMS. Yov MVS1' Ge !\BL( TO dVeR. fOWfR THfM 1tl A fANIC SITVAT!b#. t·L·L·LETS
{;?
~
G-·&·G-G·G-0 I
A ·AGAIN,
~~~A t.c(~ I (
8-20-a,
fl!{/$
ere we are with another in· stallment of our mini-review of hang Judging from my mail, many readers enjoy seeing some of the results of home designers, past and present. Not to disappoint those of you with such an interest, I include herein one of the most promising designs presented to me. The information on this wing was originally sent by Scott Whittet who photographed the glider at the Region II Nationals qualifying meet. Scott sent me the accompanying photos and directed me to the designer's domicile. The turned out to be Bob Rouse of Houston, Texas, and his wing is the Aquila 32 (Aquila means in Latin 32 foot span).
THE BASIC CONCEPTS The Aquila has been built in several varia· tions, but essentially the wing is a ISO O nose angled, cable leading edge design. A keel and a cross spar running spanwisc through the middle of the glider are the main frame components along with a comrol bar, kingpost and rudder frame (see photos). Although Bob sent me a package of notes, drawings and analyses completely documenting the Aquila development in some 71 pages, he doesn't indicate where he got the idea for the umrnual airframe. In truth, the original cable leading edge glider was probably the Porta-Wing circa I 973, but this is a far cry from the prcsel11 Aquila. A British design the Explorer also uses a cable leading with a swept wing format. I also recall Dick Boone (then designer for Delta Wing, now ProAircraft cerebral cortex) working on a cable leading design 'round about 1978 and at least one other similar is in con .. struction. Tbe above list indicates that the cable leading edge concepl is a logical step in the progress towards designing a "better" hang Bob's innovations in developing such a design are several. First, he recognized the potential of an essentially unswept wing when used in conjunction with the cable leading Not only does this pr:1ctic8illy eliminate moments on 1he main cross spar dne to sail tension, but also allows the main cross spar to be at the center of pressure at each station along the wing and thus control washout (more on this later) without excessive sail tension. Other ideas are the separated trailing edge which acts like a elevator and the ar .. ticulatcd rudder controlled automatically by weight shill. The of this design concept is its potential for simplicity and good strength-to .. ratio. The second prototype about 50 pounds. Bob is still at the drawing board and is currently developing prototype
'.32
The Aquila 32 prototype II.
Designer Bob Rouse and machine.
HANG GLIDING
three, which will be much more rectangular, simplifying sail construction.
DESIG,N DETAILS The breaks down the main spar forward to relax the sail, then pulling bat· tens. The rolled up is 16 feet (for a foot span). All cables except those on the control bar front and 1m:1gpost rear remain attached. Note the double side cables, top and bottom, that lend good supporl to the main cross spar. This support is necessary since the upper sail is attached to the main cross spar at each batten station and all the force is transmitted this spar. had similar attachments and of this system is that it allows the bat· ten to be held down at the center of pressure the forces lift. and drag arc directed) and eliminate washout. Of course, those astute readers in the audience who have little wing section theory know that the center changes with angle of attack. With this can position his main cross spar with respect to the sail pllmtonn that any amount of washout at any given sta.. tion can be achieved various angles of at· tack. Furthermore, some very desirable dynmm1<:s take place which and control when the root area is forced to a given of attack the shifi while the rest of the seeks a preset of at· tack. All this deserves much thought and This is what Bob is in the midst of now.
I have not yet received the photos or the flight tests, so all my comments arc based on what Hob has The first
Prototype II interior. Note sparless leading edge. slats to preven1 a leading surface airfoils. Bob felt this system was not viable as the wing to be stall· ed at all times. note: this may have been due to a too far At any rate, Bob soon the design and went to build the second prototype without the slats and with a double surface detached at the edge. results of the tests of the second prototype were good and bad. The glider seemed to very well (no state-of-the· an glider was used for unfortnn· in low ground skimming Pitch to be excellent. The main problem was roll control. Bob was to turn the with weight shift and rudder. Withom a douht 1hc major control problem stra1e(llt·WHH,c<1 design is turning or roll control. Without a complex configuration next momh), weight shift will probably never work. As Bob found out, his rudder was too clo,se··counlet! (too close to the center of mass of the and too small to be cfkctivc at rudder
Va.11,1,rnc. /\II eager beware: the main you will face is effoc1ive roll control. Bob found out the hard way taking off in gusty conditions, making a control that didn't control and his Afrcr a two job he realized the importance of pa1t1e11cc and conservative testing program (sec Part VI Your Design in the
Bob his wing without any outside influence other than the many ac1·oc1vnanucs books he researched and his ba,clq~rc,ut1d sailmakcr. It that this is comm011 pcrkncc of many home designers. One of I he goals of this series is to put such designers in touch with one another to facilitate the of information. To that end, Bob offers his address and l'C(]UCsts information from that anyone with ideas or design will further his Write to: Bob R.ousc, Jr. 632 Conlandr Houston, TX 77007
(7 l 3) 86 l ·0046
As far as I an concerned, his arc realistic, his is well-conceived and his ideas are invemivc. wish him great sue·
Another will mcmion Brazilian Roberto Stickel. He has a L'lc·dgc,t1lzr glider with an intricat c control changes camber in along the entire Also, the cmirc wing folds up very The
Note low angle of attack immediately after launch. A rope break is not a problem if you keep the initial tow pressure low.
FLAT LAND SOAKING H
article and photos by Gary Evans
ang gliding has traditionally been a sport for those of us fortunate enough to live very close to a 360 ° flying site, or for those of us who are willing to travel the distance to get to one. Since most of us do not relish the cost and the effort required to get to our favorite flying sites, the Hewett "center of mass" bridle and land towing has come as a Godsend. We are not proponents of sled rides, but land towing has given us the ability to safely and routinely put a glider 2,000 feet in the air. We have been towing since May 1983 with pilots from novice to advanced. Our flying group has experienced excellent results and we have learned a great deal. I'm sure it won't be long before cross country records are set and towing may very well prove to be a turning point in the sport. The purpose of this article is to share what we have learned, and to hopefully help provide the basis for some future towing standards.
TOW CAR
We are using a tow car with automatic transmission. Although automatic is not mandatory, it simplifies the learning process for pilot and driver. A custom made reel for line 34
retrieval is attached to the rear bumper. The reel frame is made from steel tubing. The drum shaft is 1" x .083" aluminum tubing and the end plates are 1/8" aluminum sheet. Between the end plates is a piece of 4-inch PVC pipe to increase the shaft diameter. Shaft bearings are Oilite bronze and the motor is an automobile starter with built-in reduction drive. The motor pulley is 1.750-inches in diameter with an 8-inch pulley on the reel shaft. Although this reel is not cheap to build, it has proven to be reliable. You will quickly find in towing that the most expensive item is your time, and you will try to maximize your flying by having reliable equipment. To measure line tension we have mounted a hydraulic cylinder with a 4-inch gauge on the left front fender. To mount the cylinder, a bracket was pop-rivited to the fender seam and extends up between the fender and hood. The cylinder size is not critical, but you want a gauge that will give you a reading of actual line pressure up to 150 pounds. If you have a cylinder with exactly one square inch of surface area on the pressure side of the piston, it would yield a one-to-one reading on the gauge. If the piston is something other than one square inch, you will have to calculate what line pressure will show on the gauge or calibrate your unit with a dead weight. For clarity, all pressures specified in this article are expressed as actual line pressure. We have marked our gauge with red tape to show the allowable range of line pressure to the driver. We launch the glider at an actual line pressure of 100 pounds and decrease to 80 pounds immediately after takeoff. Our maximum line pressure is 150 pounds. We started out with a safety release on the cylinder, but have decided it is unnecessary. Simply stopping the car seems to be the best way of releasing line pressure at the car end of the line. HANG GLIDING
TOW The tow line and bridle that we are arc as described in and Denise Whitman's May 1983 article in with the exception of the release, weak link, and methods. The tow line start· ing at the car consists of 2,000 feet of ll1·inch hollow braided polypro, 1,000 feet of l/8·inch hollow braided polypro, weak link, and l 00 feet of 1/1·inch hollow braided polypro. All line connections are made by the rope ends onto 3/16-·inch welded chain link. We started out using #5 rapid links, but have found them to be unreliable. Each line connec· tion is covered with 7/8,inch I.D. tygon tubing held in with two nylon ties on the car side of the connection. We tow on and have found this method to provide the longest rope life. Maximum rope wear will always oc· cur at the because of the diameter. If~ when retrieving line, you notice a before the nylon tie, it can be tygon tubing moves off the joint exposing it to wear. Our weak link consists of two loops of 80,pound braided dacron fishing line tied with a square knot. The weak link is also covered with tygon. This arrangement will break at 150 pounds. Do not attempt towing on anything shorter than 1,000 feet of l/8·inch polypro. This section of rope pro· vides the necessary stretch to prevent peak line pressures from transmitted to the glider.
COMMUNICATIONS With a 3,000,foot tow line, radio communi· cations are mandatory. We are using 5-watt ratio shack hand held CB's with half wave antenna's built into the glider sail (December 1982 Gliding). A helmet head set with a to talk switch mounted to the control bar crn:11plet,cs the system. We quickly found that a hand held microphone is difficult to use and up wind noise in flight. A second radio is used in the tow car and for foot launches the observer carries a third radio. If cost is no ob· ject you could use either aircraft or FM radios,
BRIDLE The Hewett center of mass bridle (May 1983 is used with the following three release is used at changes. A the front of the bridle. The bridle therefore stays with the as opposed to systems utilizing a top and bottom release Tricks J983 Gliding). W c feel that a single release is more foolproof and the bridle is simply looped over the flying wires to experi· after release. This release is no have been ment: with new ideas unless proven out on the ground. Both three ring and Schweizer releases are used Beware of any release that becomes harder to as line pressure in· creases. Our release line goes to the pilot's wrist. Note that with this arrangement a failure at the top connection or pilot would result in the release pulling forward from the pilot which would trip the release. The second we have made is to move the top attachment forward from 16 in· ches to 21 inches in front of the control bar connection. We started with 16 inches, but decided that the initial climb out was too steep. Five sixteenth hollow braided is used for the bridle and is as soon as wear is apparent. NOVEMBEr:1 ·1983
TOP: The three·ring release works easily at high line pressure. A rubber band around the release cable prevents accidental release. CENTER: Weak link assembly tygon tubing to dacron line lrom wear. Reel retrieves line at 1,000 feet per minute and can be jogged for slower speeds.
but CB's will work.
GLIDER The only modifications are the addi· tion of 12·inch wheels and a keel bracket for the top bridle attachment. All initial launches shonld be from wheels with a keel assistant. l~xpenenc1:c1 pilots can foot launch with any wind over Jive mph. We have found that a good harness for frmt launching is a full·length with straps under the pilot's foel. Other harnesses tend to pull up during launch due to the bridle pull.
CONDITIONS
The following guidelines have evolved from our experience to date. If you decide to develop your own, at least be sure that each of the points are covered. We learned much of this the hard way, and there is a reason for each point. When we introduce a new pilot to towing, they are first asked to study the guidelines and then· to participate as driver and observer. In this way they have a good understanding of the total operation before their first flight.
We have made successful launches in 90 ° crosswinds up to 15 mph. The bigger problem in a cross wind is tracking behind the car during flight especially if you have side obstructions such as trees to avoid. All learning should be done in zero or straight smooth facing wind. You can work into crosswinds after the basics are under control. You need a minimum of one mile to pull up after the tow line is layed out and if you have more room use it to reduce the required climb rate. So there you have the basic system for land towing. The single most important item in towing is safety. Approach it like your life depended upon it because it does. Take your time and progess slowly. Several suggested articles are listed below. Study this information before you start, as it can help you avoid. earlier mistakes. I would also strongly recommend that if possible you observe an experienced tow crew in action before attempting it yourself. If help is required on specific questons, I may be contacted weekdays between 6:00 AM and 8:00 PM CST at (312) 244-0529. We can also supply the towing components show in this article. Towing 1983 and Rope Tricks May 1983 Hang Gliding; Skyting No. 1 through 4 available from Donnell Hewett, 315 N. Wanda, Kingsville, Texas 78363.
•
• •
All instructions to driver and observer. (Be explicit: takeoff pressure, initial climb pressure or special abort instructions.) Hang check. Adequacy of radio communications.
OBSERVER (WHEEL LAUNCH)
These guidelines are not instructions on how to fly a hang glider. They assume prior flight experience at the USHGA Hang 3 or 4 level. A minimum three-man team is required.
Prior to "Go" command follow instructions from pilot. • After "Go" command run with glider (do not push or pull) at flying angle until takeoff. Be prepared to use some muscle, because it is difficult to hold the keel at the correct angle while running. If you are unsure of the correct flying angle, discuss it with the pilot in advance. • Verification of pilot hang check.
RESPONSIBILITIES
OBSERVER (FOOT LAUNCH)
TOWING GUIDELINES
• •
Glider and harness preflight inspection. Bridle hook-up and attachment points including harness and release. The bridle can be hooked up more than one way so be sure it is correct. Also check any rapid links; they can loosen. Decision to wheel or foot launch. Decision to fly or abort the launch.
• •
•
•
You are responsible to inform driver immediately when glider is flying. • You are responsible to tell driver to stop if the pilot has a problem. Do not use a sentence, just say "Stop" repeatedly. • Do not use the radio for casual conversation. You could cover up a critical command.
Glfder Rider Is pub/fshed monthly,
OFF COVER PRICE
I
Plus
FREE!!
!
!
ULTRALIGHT BUYER'S GUIDE!
\ 1
D Send me the next 36 issues for $34. D 24 issues lor $23 D 12 issues for $12 DI am enclosing $3.00 for a sample issue. D Payment enclosed D Bill me
JJ
11 charging: D VISA D MASTERCARD
Getting you on top
baa
done
the same
The fanili.H VE-10 (includtng its predecessor models A,
II,
for
years old no\.,!. And over the years we have built about 9000 of them, We get node! ,\'s in for repair (crash danage or many seasons of rough wear) and they go back out as quickly and cheaply as a neu one. A typical repair bill for crash danage usually runs less then 30,00, lHth a background such as this, it makes a good investment at 179,00 (still), You hardly ever see thel'l on the used marketplace, Instead they are out at the flying site on gliders all dented up and taped up. "Why do you keep it?" 11 Because the thing still works like i t did when I got it," Sorie of our dealers: Sunrise Country Inc., Tokyo, Japan 03-433-0063 Tunnis Been Chandelle SF, Daly City, CA 415-756-0650 George Whitehill David Handel, Port Elisabeth, South Africa 041-335-364 Mission Soaring Center, Fremont, CA 408-656-6656 Pat Denaven \Hnje & Co 1 Lillehamrr1er, NonJay 47-62-55875 Leif Winje Windsports 1 Van Nuys, CA 213-789-0836 Joe Greblo La l!ouette, Dijon, France 33-(80)-56 66 47 Leading Edge Air Foils, Colorado Springs, CO 303-632-4959 Bill Raisner RAE Harketing Ag, St Gallen, Switzerland 071-23-39-62 Walter Roosli Skysoaring Industries, Thirroul, Australia 61-42-671794 Steve !~ennard Sky Sailors Supply, Applegate, OR 503-846-7385 Steve Bissett Hainair Sports Ltd, Lancashire, England 44-706-55131 Jim Hudson Hur<lock Sales, Christchurch, new Zealand 529-285 Kevin ~urdock
l / T[ K 36
CREDIT CARD NO
ua.
and D) is five
CARD HOLDER'S NAME
Interested in ultralights? Glider Rider is the recognized leader, with extensive monthly coverage since 1976 of all aspects of ultralight aviation. Subscribe todav at 60% off cover price, and receive one FREE issue containing the Ultralight Buyer's Guide, com· plete with updated photos and
EXP DATE INTERBANK NO
specs of the "hottest" new
ultralights.
4326 Fish Hatchery Road, Grants Pass, OR 97526
HANG GLIDING
DRIVER
• To lay out the tow line. • To check road for traffic. • To connect line to pressure gauge and check that line is free of car. • To follow instructions from pilot and observer (foot launch only). • To retrieve line (see cautions section). • To repair line as needed between tows.
• • • •
FLIGHT PROCEDURE
Tow car lays out tow line, connects line to pressure gauge, checks that line is free of car, and informs pilot that tow car is ready and standing by. •
Pilot attaches release, double checks bridle attachment, does a hang check, and informs tow car that pilot is ready. • Pilot instructs tow car to pull out the slack and stop when instructed. Stop command is given and pilot asks tow car and observer if they are ready. • Pilot gives "Go" command to tow car. • Tow car accelerates as quickly as possible to 100 lb. pressure and holds at that reading until glider is in the air. • When glider is in the air (will be within seconds of start) pilot informs tow car and tow car decreases pressure to 80 lbs. • Pilot's target is 100 to 500 feet/minute climb with no pitch pressure on the control bar. When additional line pressure is required to maintain the target rate of climb the pilot instructs the car to increase the pressure in preagreed stages up to 150 lb. maximum. • Pilot instructs tow car to stop when he is ready to release, pulls in slightly on the control bar to get slack in the line and pulls the release. • Pilot flys back to launch area and tow car retrieves the line.
DRIVER
•
•
• •
• PRECAUTIONS
• PILOT
• • The entire operation is your responsibility - view it that way. • During tow keep the bridle from hitting flying wires. If you experience strong yaw oscillations release. • Keep your radio communications brief and to a minimum. Use standard terminology: "Pull out the slack," "Stand by," "Go," "I'm in the air," "Increase the pressure," "Stop." • If for whatever reason you end up with
NOVEMBER 1983
slack in the tow line while in flight, release. The tow car will read the slack as a pressure drop and will accelerate the car resulting in a strong pressure increase when the slack is pulled out. Release while there is still slack in the line. Do not drag a broken line; release it. If unable to release the tow line, circle down to avoid dragging it. Try not to drop the line in water or trees. Rope Breaks. The single most dangerous aspect of towing is a low level stall caused by a rope or weak link break. This is the reason we tow at relatively low line pressure especially during the initial climb. The pilot must always be ready for a line break and pull the control bar in quickly as much as is required to keep the glider flying. If you do not pull in quickly, the glider's momentum will cause the nose to continue rising even after the line has broken, leaving the glider in a total stall. In a total stall, the glider can easily fall 100 feet before recovering or even worse tuck and tumble. Sooner or later you will experience rope breaks, so be prepared for it, and avoid rapid climb outs at low altitude (perhaps pulling in on the control bar after leaving the ground if necessary).
•
Watch the pressure gauge, not the car speed. Try to stay right on the requested pressure. Do not exceed 150 lbs. If you think you may have heard the word "Stop," stop immediately rather than asking for clarification. The pilot may be in trouble. Inform the pilot if you think the line may become caught on posts or trees. If the line is dropped off the road, pull it back on with the car before attempting to reel it in. Line pressure should only be about 10 lbs. if the line is on the road. This is a necessary precaution to prevent burning out the electric motor. If line repairs are necessary between tows, use the exact method specified. Do not deviate or guess. Ask for help if needed. Keep the car speed down between tows to prevent complaints. Keep the car running during the reeling operation. When reeling in the line, watch for splices, the weak link, and possible knots in the line. If any of these would catch your hand, severe injury may result. As you approach the end watch for the steel ring. If you pull in the ring at high speed, the velocity on the reel is enough to take your head off and/or cause damage to the car and reel. Pull in the last ten feet by turning the reel by hand. Be careful! Read this warning again.
OBSERVER
•
When tow car is laying out the line, you should stand on the rope. Do not hold the rope or ring in case the reel should jam. • (Foot Launch only) - If you are unsure what constitutes a bad launch, discuss it with the pilot in advance. ALL PARTICIPANTS
•
If you see one of the team members doing something wrong or dangerous, tell them. • During a glider tow there should be no unnecessary radio transmissions. The pilot's life could depend on being able to tell the tow car to stop. ~ (continued from page 27)
(Masters) and Moyes continued to fight it out for third place over McCrae Peak. Finally, Burnett announced a tie so they could land safely. Pfeiffer conducted the headlight symphony in the landing field, and an excellent competition came to a close. The headlights illuminated the eight Champions as Hugh Morton awarded the prizes. With only the sound of a spilling drink disturbing the respectful silence, Chris Bulger was encouraged to give a speech. "You'll regret this," he began, and then continued to describe the "incredible respect" he had for his fellow pilots. Having somehow gotten the feeling that he had let his team members down (in Germany), he's since proven that he has the right stuff by his recent winning of the Nationals and, now, the Masters. Of all the pilots, it was easy to understand how Ken Brown's cheerful, friendly demeanor - despite having a nasty cold - won him his peers' votes for the Murchison Sportmanship award. As Hugh Morton pointed out, however, this year's numerous nominations showed that there were many deserving pilots. ~
Wind sock -
TELL-TALE
•Class way to check wind. •Rip-Stop nylon •Bright rainbow colors •Wire support opening •Approx. 10V2" long •Great Gift Idea •Only $4.95 post-paid. Bob Schwartz
4935 Tierra Baja wav
San Diego, CA 92115
37
PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER Up-to-date illustrated information guaranteed to improve your flying. Written by a USHGA instructor. • HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT * INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN * GLIDER REPAIR * SELECTING EQUIPMENT * THERMALING * MORE. $6.95 + 60¢ POSTAGE. • FLYING CONDITIONS-THE ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE• ROTORS * WIND SHADOW * SEA BREEZES * WIND GRADIENT • RIDGE LIFT *THERMALS* MORE. $6.95 + 60¢ POSTAGE.
• HANG GLIDING TECHNIQUES - DETAILS ON: COMPETITION • EFFICIENT TURNING • POLARS • SPEEDS TO FLY • THERMAL TECHNIQUES • DISTANCE SOARING • DESIGN CONCEPTS • MORE. $6.95 + 60¢ POSTAGE. • POWERED ULTRALIGHT AIRCRAFT-DETAILS ON: CHOOSING THE RIGHT CRAFT • AERODYNAMICS * CONTROLS * AIRMANSHIP * MORE. $7.95 + 60¢ POST. ***NEW*** •POWERED ULTRALIGHT TRAINING COURSE-A MANUAL FOR SELF-TEACHING AND TRAINING SCHOOLS-11 LESSONS AND RELATED GROUNDSCHOOLS-TESTS AND FAA REGULATIONS INCLUDED- $12.95 + 60¢ POSTAGE. $11.95 + 60¢ POSTAGE FOR TWO ~ Except POWERED ULTRALIGHT $16.95 + 90¢ POSTAGE FOR THREE $21.95 + 90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1.10 POSTAGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA 16801 DEALER INQUIRIES INVITED
Hanggliding Travel Service WORLDWIDE: All Safaris include airfare, accommodations, transportation, expert tour guide and a maximum of airtime. 21 days $1695 Europe 5 countries 8 days $779 Hawaii Makapuu Pt. California, 0. Val 14 days, $898 18 days $1995 New Zealand 21 days $3495 Nepal/Kashmir 20 days $2795 Kenya/Kilimanjaro You can't get a better deal! Our experience saves money and gives you more airtime.
FOR lNFO PAK SEND $3.00 TO:
SANTA BARBARA HANG GLIDING CENTER 486 Alan Road, Santa Barbara, California 93105 (805) 687-3119
THE SYSTEK VARIO
• Seleclable Sensitivily • Audio Thres.hold Adjust • Excellent Batlery Lile • Total Weight 12 oz • Fully Adjustable Audio Sound
• One-Year Warranly • Dealer Inquiries Welcome • Padded Storage Bag Add SB 00 • "KWIK CLAMP .. Bracket Add S14 00
$195.00
TAKE HANG GLIDING WITH YOU DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS!! NAME
USHGA # _ __
Post Ofl,ce Box 548 Oak R1dye. TN 37830
OLD ADDRESS CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __
The Hall Airspeed Indicator
NEW ADDRESS A
CITY _ _ _ _ _ _ _ STATE _ _ ZIP ____
instrument
for
the
Airspeed Indicator. ............. $21.50 Long Bracket .. 6.00
LAST ISSUE RECEIVED (PLEASE ALLOW FOUR WEEKS FOR PROCESSING)
precision
serious pilot. Rugged, dependable and easy to read.
Airspeed Indicator with Long Bracket
Notify USHGA Early!
Foreign & C.0.D. Orders add $2.00 Control Bar Protectors
5" diameter ABS plastic wheels. Specify 1" or 1· 1/8" control bar. Wheels - S20.00/pair Foreign & C.0.D. orders add $2.00
Please Note: You must notify your post office that you wlll pay forwarding postage on your second class mall or you may miss an issue. USHGA, Box 66306. Los Angeles, CA 90066. Control Bar Protectors
Hall Brothers P.O. Box 771·H, Morgan, UT 84000 C.O.D. Phone Orders (801) 829·3232
/
1982 HARRIER 177 - $900; 1979 Olympus 180, $480 shipping tubes incl. Skyline Hang Gliders (303) 275-3522.
DESERT HANG GLIDERS -4319 W. Larkspur, Glen· dale, AZ 85304 (602) 938-9550.
MOYES MEGA II - Excellent condition, with harness, . $900.00. David (816) 531-8799.
SKY BOUND HANG GLIDERS - 10250 N. 19th Ave., Phoenix, AZ 85021. (602) 997-9079.
FOR SALE: Raven 229 Xlnt Cond. $1,000; Omni 187 good cond. $300 (714) 645-8232 eves. ABSOLUTELY Best Deal Possible. Pro Star II 190 Cleanest ever built by factory. Custom sail. Super custom cocoon harness 5' I 0-6' I. Parachute w/kevlar bridle. Colver variometer audio/visual. All excellent - near new $2,250. (213) 362-7630 after 6. SENSOR 510 - All the latest adjustments, excellent condition. $1550. (802) 728-3320. CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re· used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non. circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.
Rogallos 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. COMET 135 - White L.E., rainbow top, orange t.e., low airtime, excellent condition, will ship. (208) 237-9157. COMET 165 - Good condition, rainbow, $1300. Bob (714) 391-5194. COMET 165 - Purple and blue, flies great $950. (213) 326-8391. COMET 185 - Good condition. New flying wires, proven 100 mile performer. Yours for a grand, (1,000). Woody (619) 429-FROG. COMET 185 - 42 ounce sail cloth with Owens Valley racing tips. Good condition $1,000. UP Firefly 2B 149, 6 months young $650. Flight Designs Cocoon $150. (919) 766-5692. COMET 185 - only 15 hrs., rainbow sail, UP cocoon w/chute, flight deck w/Paragon vario, Altimaster IV and clock. Everything xlnt. cond. $1,900 firm, will ship. (714) 597-5429.
SENSOR 510-165 - Good shape, new Pacific Windcraft Cocoon, good Windhaven chute. $ l 550 takes all. (206) 531-9296.
Duck 180 - Excellent condition, low airtime. UP standard harness with/free flight chute. (805) 543-5045. DUCK 180 - Excellent condition, low airtime. $1,500. Ron (209) 855-8737. DUCK 160 328-7287.
1983. $1,200. Black, red and white. (619)
FLEDGE IIB - Solid red, excellent condition, with harness, parachute, vario. $850. All or trade for sailboard, canoe. (714) 840-8397. FLEDGE III, only 3 hrs. airtime, $1,900; 1981 180 ProAir, 20 hrs. airtime, $800; 1982 185 OVR II, 20 hrs. airtime, $1,500. Call Don (602) 843-1290. GEMINI 184 - Almost unused, must sell, $1000. Hewett tow kit, UP harness, Bell helmet available. (504) 834-7804. GEMINI 164 - 1983 factory fresh, never flown, perfect, $900; Seahawk l 70 rigged for tow, excellent, $500. Florida (813) 736-5449. GEMINI 184 - New, custom sail, $1,100; Electra Floater 185, $750; Oly 160, $500. Chuck (503) 296-9588. HARRIER 147 - Excellent condition. Red, gold, $800 Litek vario $85. (714) 525-2816.
40
manufacturers. Quality restorations, parts and accessories
for Northern California. 3715 Santa Rosa Ave., Santa Rosa, CA 95407. (707) 584-7088. CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills Wing, UP, Delta Wing. Learn to fly with us! (415) 756-0650.
SENSOR 510, 180 - Black leading edge, dark blue double surface, excellent condition, $1375. Call Carl Boddie (713) 644-1114. SENSOR 1982 - 510-810 Xlnt. Cond. Latest factory mods. Red w/rainbow. Will ship $1,550. OBO (805) 967-7318. SOARMASTER POWER PACK - Never flown. $750. (includes shipping). John (415) 261-5993. SUPER LANCER 200 - Good condition $750. Also harness, helmet, parachute, vario. Must sell. (213) 988-1638 Day. '83 STREAK 180 -- 4 flts. on it, new cond., May '83 USHGA mag color scheme, $1795. Includes harness. '80 Nova 11-230, ex. cond., rigging for prone or supine, $495. Includes new supine harness (206) 888-0371. Trade up to high performance - 1983 Moyes Missile 3 hours. Beautiful - ship too hot for me. Wanted: New Harrier 187. (313) 383-1232. WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020. WHITE HAWK 185 Custom - 3 hrs. airtime. Will ship, $1500 or offer (503) 253-2309. X-140 - Low airtime - very clean - spare downtubes. JAVELIN 168 - new condition - 45 min. airtime- spare downtubes. Parachute 26' Odyssey - new container and D-Bag. Owned by Master Rigger. No reasonable offer refused. Moe (714) 657-0615 weekdays 8 - 5. ATTENTION ALL DEALERS: I am interested in purchasing one new hang glider, 180-185 sq. ft. Send description and quote to Hang Glider, P.O. Box 26427, Charlotte, NC 28221.
Schools and Dealers
CONDOR 178 - Very good condition. Colorful, $ &/or trade for equipment. Pete (303) 722-1708. DUCK 180 - Excellent condition. Black leading edge, rainbow double surface, white trailing edge. $1300. (714) 987-8291.
CALIFORNIA BRIGHT ST AR HANG GLIDERS - Certified Personal instruction for all levels. Proudly representing Wills Wing, UP, Pacific Windcraft and most other major
ARIZONA 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. 1833 W. Thunderbird, Phoenix, AZ 85029 (602) 866-2912.
LEA
Para ~ Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ga 93103 Telephone: (805) 968-7277
Send For FREE Brochure
BEST FLITE HANG GLIDING CENTER, Phone (714) 781-9222. Located at Flabob Airport, Riverside, CA 92509. Featuring Delta Wing products. FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888. HANG FLIGHT SYSTEMS - Certified instruction pro· gram, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US IOI and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FL YING SCHOOL - USHGA Certified instructors, observers serving Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or write for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. We Believe-SAFETY FIRST! 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 & equip· ment 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. Con· tact 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.
HANG GLIDING
COLORADO
NEVADA
FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since I 974. Major Brands, Sales, Service, Professional Instruction. Fly "Earl's Ranch". Box 38, Hesperus, CO 81326. (303) 533-7550.
HIGH SIERRA SPORTS. 1087 N. Carson, Carson City, NV 89702. (702) 885-1891. Northern Nevada's complete Hang Gliding, windsurfing and ultralight shop. USHGA certified instructor, observer and Region II examiner. Sales, service, rentals and lessons. All major brands available. Gliders in stock, also parasailing.
PROGRESSIVE AIRCRAFT COMPANY OF DENVER - Featuring the exceptional Pro Air line. Carrying the finest in accessories, Ball varies & 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. HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Certified instruction, sales, service and rentals. 684 Hao St., Hon., HI 96821. (808) 373-2549. MAUI SOARING SUPPLIES - Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271. TRADEWINDS HANG GLIDING - USHGA Certified School. Rentals, tandems, Wills Wing. Box 543, Kailua, HI 96734 (808) 396-8557. IDAHO TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593.
NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 27959 l-800-334-4777, in NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning & Advanced packages; complete inventory of new gliders, accessories & parts. Ultralight training & sales available as well as windsurfing sales & instruction. OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. 500 SW I 1th, 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.
AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954. UTAH FLY UTAH WITH
NORTHERN SUN, INC. Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the Nonh Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866. 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, NM 87106. (505) 821-6842.
Delta Wing Products, certified instruction, 9173 Falcon Cr. Sandy Utah 84092 (801) 943-1005. 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, UT 84020, (801) 571-4044. WHEATLEY BRO. HANG GLIDING SUPPLY CO. New and used gliders and supplies, Dealers for Delta Wing "Streak." Rte. 1, Deweyville, UT 84309 (801) 257-0379.
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
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 Streak and Vision. Repairs on all brands. Down tubes in stock for all gliders. Acc. RIC equipment. Main St. Kerhonkson, NY 12446 (914) 626-5555.
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.
NOVEMBER 1983
Parts & Accessories CB Radios - Mobile and hand held. Top quality, excellent condition. Very reasonable. Call (619) 456-1959, (best 9-11 AM, PDT).
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
NEW YORK
SUSQUAHANNA 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, NY 13326 (607) 547-2164 or (315) 866-6153.
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.
THE ULTIMATE PRONE HARNESS. A whole new technology. A whole new flight technique. A very enjoyable experience. Jim Cleaveland, 325 Big Oak Rd., Morrisville, PA 19067 (215) 736-8057.
MICHIGAN
MINNESOTA
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.
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.
MIDWEST MOTORGLIDER SUPPLIES - New and used gliders, flight accessories, and land towing hardware. 2638 Robens, Waukegan, IL 60087 (312) 244-0529.
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.
Business Opportunities
TEXAS
ILLINOIS
ECO-FLIGHT HANG GLIDERS & WINDSURFING. Certified instruction, sales, service, rentals, repairs. 493 Lake St., Benzonia MI 49616 (616) 882-5070.
NEW & USED PARACHUTES bought, sold & repacked. HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116. (415) 992-6020.
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.
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.
Movies AOL!, 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.
Trike TRIKE ULTRALIGHT - Custom built trike with instruments. Runs smooth. Designed by aircraft engineer $2,000. High performance hang glider/trike combination available also $3,500. Call Paul for details (702) 972-3518-H, 972-2633-W.
Mis eel la neous 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.
GO FLY~ A KITE ~ BUMPER STICKER - White with red letters. $150 each or five for $6.00. Forst Company, Rt. 3, Box 3118, Tecumseh, Oklahoma 74873.
41
HANG GLIDING BUCKLES - Photo engraved, solid brass, depicting soaring birds of prey. EXCEPTIONAL QUALITY. Send for free brochure. Massachusetts Motorized, P.O. llox 542-G, Cotuit, MA 02635.
TYPE: Bright red harness with matching chute. Chute has white lettering "go security," hand embroidered patch on left shoulder patch. Reward. CONTACT: Sue Gale, Box 13, Elmira, NY 14901 (607) 733-9738.
QUALITY KICKABLES, toe ticklers brand foot bags, 12 or more at $4/ea, 6-12 at $4.50/ea. Contact Jule Platt, 1327 Ensenada St., Santa Barbara, CA 93103 (805) 962-9094.
TYPE: Harrier 147 #6444. 3SAIL PATTERN: Orange LE, brown dbl. surface, gold and white span wise, gold keel. WHERE AND WHEN: October 13, 1982, Vernon B.C. CONTACT: !Simon Mitchell (604) 357-2400 collect. Reward.
PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia_ Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.
TYPE: Quicksilver MX and Doublequick #10696 and 10875. WHERE AND WHEN: Dayton, OH, Dec. 14, 1981. Probably sold in Chicago area. CONT ACT: Gary Meddock, 1334 N. Lutheran Church Rd., Dayton, OH 45427 (513) 854-4973. Reward.
Powered Ultralight Training Course - By Dennis Pagen. Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 8 1h x 11 workbook format. $12.95 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066. REAL PILOTS FLY HANG GLIDERS - Bumper stickers. $1.50 ea., including postage, quantities less. Write: Stickers, 29 Willis Ave., Cresskill, NJ 07626. 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. The rate for classified advertising is 35¢ per word (or group of characters). Minimum charge, $3.00. A fee of $10. is charged for each photograph or logo. Bold face or caps 50¢ per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.
INDEX TO ADVERTISERS Alrworks .... ------ .... ,, _____ . ___ -------. ___ ··----- ____ ---· ___ . 20 Fllght Designs __ ,, .... ___ ....... _.. __ ,,, .... -,_ .......... 5, 11 Ball. ___ ..... -......................................... _........ -- .. 5 Bennett Delta Wing Gliders_ ......... -............... BC Glider Rider .......................... -................... -.... 36 Hall Brothers ....... -.................. __ ................. -... 38 Kalember ............. -......... -................... -- ......... 18 Kitty Hawk --- ........ -......... -.... -............... __ .. _..... 18 Lltek ......... -........... -- ....................................... 36 Lookout Mt. .................................................. 4 Pagen Books ... _............................................. 38 Para Publlshlng ............................................ 40 Schwartz ....................................................... 37 seedwlngs ........................................... -........
6
svstek ... -......... _..................... -....................... 38 USHGA .................................................... IFC, IBC WAC ................. _.................... __ ...................... 35 Whole Air Magazine ....... _.................... -...... -.. 24 WIiis Wing, inc .............................................. 39
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. CON· TACT: Jim Westcott, Springfield, VA (703) 569-6059. $200 reward, no questions.
TYPE: Comet 135 No. UPCMTl35054. SAIL PAT· TERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. 11, 1982 10 mi. cast 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 CHARACTER· ISTICS: 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. CON· TACT: Chuck Woods, 1905 Driss Pl. NE, Albuquerque, NM 87112 (505) 298-2740.
TYPE: Bobcat rn. SAIL PATTERN: Orange leading edges and tips. Center out: lt. blue, gold, green. DISTINGUISHING CHARACTERISTICS: Gold anodized frame. Blue control bar, raked 2l 11 forward. Fad· ed 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, Theotek vario, 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 5530Z (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. CONTACT: Mike McDonald (415) 782-5119. TYPE: Boom Stratus V. PATTERN: All dk blue except 1 panel of rainbow near each tip, WHERE AND WHEN: Canoga Pk., CA June 14, 1983. CONTACT: Kevin Anderson, 13261 Herrick Ave., Sylmar, CA 91342 (213) 367-3562. Reward, TYPE: Sensor 510 180 #225. PATTERN: Red LE, orange bottom. WHERE AND WHEN: Switch Back Mt., Eagle River, Alaska, June 15, 1983. CONTACT: Bob Adams (907) 694-2763. TYPE: All black Northstar harness for Casper wing (supine). Windhaven chute. CONTACT: John Fetter (619) 420-1706.
AD DEADLINES All ad copy, Instructions, changes, additions and cancellations must be received In writing 1v, months preceding the cover date, I.e. Mar. 20 for the May Issue.
42
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: Dk blue and red gear bag w/black Flight Designs cocoon harness with Advanced Air chute in red container, orange Bell helmet, Ball vario wlbracket. WHERE AND WHEN: San Francisco, May 7, 1983. CONTACT: Joel Greger (415) 824-4826. Reward.
TYPE: Gemini #UPG13400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jordon Utah, taken from car. CONTACT: Claudia Holbrook (801) 561-1974 or 571-4044. TYPE: Eipper Flexi Ill. 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 dk blue lightning bolt on right wing. CONTACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079 TYPE: 1982 177 Harrier II #6744. WHERE AND WHEN: Fountain Hills area, NE of Phoenix, AZ, April 15, 1982. SAIL PATTERN: All white upper sail, blue lower sail, rainbow center panel. CONTACT: Sky Bound Hang Gliders. TYPE: UP Gemini 184 #UPG 184032. SAIL PATTERN: Yellow nose, orange middle, red trailing edge (span-wise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521-7633. Reward TYPE: Pterodactyl with Cuyuna 430 reduction drive #I 11000. LE, yellow, TE, white. Center, brown. Tips, brown. Rudder, white with brown & black stripes. Canard, brown, yellow and white. CONTACT: LEAF, 331 South 14th St., Colorado Springs, CO 80904 (303) 632-4959. TYPE: 209 RAVEN #4402. SAIL PATTERN: Center out: Brown center., two white, two orange, white tips. Brown LE. Orange keel pocket. WHERE AND WHEN: El Centro, CA April 26, 1982. CONTACT: Mike Sorgaard (714) 352-2116. TYPE: Fledge IIB #1032. WHERE AND WHEN: March 1, 1982 Denver, CO. Glider is incomplete. SAIL: White with dk blue LE, tips and keel panel. CONTACT: Richard Siberell, 711 55th Des Moines, Iowa 50312 (515) 255-1456.
HANG GLIDING
NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS BEGINNER RATINGS Name, City, State
Region
Carol Johnson, Anchorage, AK Michelle Bitondi, Santa Cruz, CA Wayan Ardana Darma, Reno, NV Gregg Delong, Novato, CA Jack Dunn, Sacramento, CA Carl Elges, Reno, NV Tom Frazer, Santa Rosa, CA Christopher A. Heitke, Carmichael, CA Paul Kentros, Felton, CA Miles Morris, Union City, CA Jerry Roninger, Milpitas, CA Fred Vachss, Stanford, CA J. Steve Vercoe, Fair Oaks, CA
2 2 2 2 2 2 2 2 2 2 2 2
R. Christian Schmidt, Honolulu, HI Mary Schroppel, Honolulu, HI
3 3
Ronald Le Cain, Missoula, MT David M. Anthony, Lombard, IL Joseph Marten, Chicago, IL Lance Nieman, Chillicothe, IL William G.Thompson, Lafayette, IN
7 7 7 7
Gary D. Brunell, Worchester, MA Stephen J. Fletcher, Salem, NH John J. Musto, Nashua, NH Richard Nicholson, Milford, NH Peter Vescuso, Weston, MA
8 8 8 8
Dan Glaton, Dayton, OH Terry C. James, Roanoke, VA Richard Kaiser, Wheaton, MD John R. Kistler, Hampton, VA John S. Kistler, Hampton, VA William R. Porter, Jr., Waodorf, MD John A. Raymer, Cincinnati, OH Dan Turney, Lancaster, PA Ton Wiese, Philadelphia, PA
9 9
Susan J. Martz, APO, NY Paul David F. Moore, FPO, NY Robert Novak, Colts Neck, NJ John Michael Sherby, Piscataway, NJ Evan Wagner, Schenectady, NY Dean Woodie, APO, NY John Zeising, Flushing, NY
8
9 9 9 9
9 9
12 12 12 12 12 12 12
NOVICE RATINGS Name, City, State Richard L. Gilmore, Seattle, WA JeffWilliamson, Seattle, WA
NOVEMBER 1983
Ron Atteberry, San Jose, CA William B. Baringer, Berkeley, CA Garth Beatty, Santa Clara, CA Britta Cox, San Francisco, CA John Erickson, San Francisco, CA Dana Flener, Sacramento, Ca Jim Grissom, San Francisco, Ca Pat Harrison, Campbelt, Ca Scott Lynch, San Luis Obispo, CA T.L. Mackintosh, Sausalito, CA Yosh Matsuda, Sunnyvale, CA Keith Melot, Milpitas, Ca Kelly McKay, Big Sur, CA Dan Ness, San Francisco, CA Kevin Puliatch, Walnut Creek, Ca Steve Richards, Sunnyvale, CA George S. Roberts, Pacific Grove, CA Reto Schaerli, San Jose, CA Dale Schuck, Fair Oaks, CA Susan Senger, Berkeley, Ca Benno Stebler, San Francisco, CA Robin Taha, Daly City, CA Gus Vezaldenos, Stockton, Ca Prem Vidhana, Ben Lomond, CA Bill Vogel, Pleasant Hill, CA Lonnie 0. Work, Dunlap, Ca
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
Dennis J. Baker, Corona Del Mar, CA Scott Blackson, Los Angeles, CA Pat Y. Bockstahler, Encinitas, CA Tracy W. Bowers, Fillmore, CA Robert G. Finch, Reseda, CA John Flick, Granada Hilts, CA Brian Leahy, Pasadena, CA Roe A. Myers, Aiea, HI Douglas]. Neto, Pukalani, Maui, HI Stephen Paddock, North Hollywood, CA Helmut Rail, Azusa, CA Bud Roden, Santa Monica, CA Michael J. Strong, Aiea, HI Michael Tryon, San Diego, CA
3 3 3
Lisa Jensen, Snowbird, UT G. Scott Johns, Phoenix, AZ Cynthia Kaufmann, Steamboat Spgs., CO David K. Maggard, Golden, CO Gary Parkison, Albuquerque, NM J. Dee Theobald, Salt Lake City, UT
Andrew D'Apolito, Wilkes Barre, PA Tim Gillen, Columbia, MD Greg Hush, Columbus, OH Eric Miller, Yellow Springs, OH Lee W. Morris, Willow Grove, PA Chris Thompson, Afton, VA David C. Wild, Charleston, W. VA Barry L. Wray, Beaverton, PA
9 9
Sal Casabene, Cape Coral, FL Aaron Denton, Chattanooga, TN Tim Edwards, Bristol, TN David Van Noopen, Boone, NC Frances "Tut" Woodruff, Atlanta, GA
10 10 10 10 10
Henry B. Clay, New Orleans, LA Paul Starts, Amarillo, TX
11 11
James Louis Donovan, N. Tarrytown, NY Ronny Edwards, APO, NY Erich E. Rummler, Corona, NY Rick Kjeldsen, Milton, NY Paul Kuchenmeister, APO, NY Thomas Mackey, Bedford Hills, NY Michael Maness, APO, NY Paul Phillips, Barnegat, NJ Jerry Raquei, APO, NY Ronald Sparks, APO, NY Robert M. Taylor, APO, NY Robert M. Williams, APO, NY Steve Wise, APO, NY
12 12 12 12 12 12 12 12 12 12 12 12 12
9 9 9 9 9 9
INTERMEDIATE RATINGS
3 3 3
3 3 3 3
4 4 4 4
4 4
Name, City, State Julia Berle, Tacoma, WA David A. Burkhardt, Bend, OR Philip De Vault, Seattle, WA Mark Kenworthy, Renton, WA Gary Kontich, Bend, OR Doug Frasher, Cupertino, CA Daniel Holland, FPO San Francisco, CA Tom Kendall, Berkeley, CA Mark Thomas, Mtn. View, CA
2 2 2 2
David.E. Cleve, Fontana, CA Frank Harris, Tujunga, CA Barry Palmatier, Imperial Beach, Ca
3 3
3
William G. Bouton, Phoenix, AZ Craig Chambers, Midvale, UT Thomas J. Russell, Lafayette, CO John M. Walker, Phoenix, AZ David Woods, Albuquerque, NM
4 4 4 4 4
Audrey Andrews, Chicago, IL Greg Bartholomew, Rockford, IL Bill Finn, Columbus, IN John P. Martin, Palatine, IL Michael Vend!, Morton, IL Roger H. Vogel, Lathrup Village, MI
7
Caroline Gaudoin, Bristol, CT Allen J. Lariviere, Granby, MA Ian P. Lariviere, Granby, MA
8 8
Joel Howard, Beach, ND
8
Arthur Sherwood, Wichita, KS
7 7
7 7
7
Region
Region
6
43
Eugene Austin, Madison Hgts., MI
7
Max Behensky, Boston, MA
8
Arthur Barrick, Ft. Loudon, PA Douglas E. Grubb, Big Cove Tannery, PA Robert J. Hibbard, Toano, VA Weston C. Vogel, Jr., Allentown, PA
9 9 9 9
Mike Eberhardt, Cleveland, GA
10
Carl 0. Geers, Austin, TX
II
Reuben De Vries, Wappingers Falls, NY Dick Pfeiff, Little Ferry, NJ F.J. Turmo, Woodstock, NY
12 12 12
James L. Owings Steve Paddock Helmut Rail George S. Roberts William T. Scott, Jr. Don Swaney Fred Wang
OFFICIALS Name, City, State
Region
EXAMINERS Wilbur D. Batman, Indianapolis, IN R. Duane Henry, Indianapolis, IN
7 7
OBSERVERS ADVANCED RATINGS Name, City, State
Connie Lee Bowen, Dunlap, CA Daniel S. Brown, Reedley, CA
2 2
W.A. Roecker, Leucadia, CA Dan Skadal, Santa Ana, CA Dedy Widarso, Alhambra, CA
3
2 2 2
Robert Carlton, Albuquerque, NM
4
2 2
Dan Bauer, Billings, MT Jay Stephens, Billings, MT
5 5
Michael D. Hofmann, Indianapolis, IN
7
Gordon "Bud" Brown, Jr., Haverhill, MA Robert T. Collins, Bedford, MA Philip Vangel, Marlboro, MA
8 8
Region
Eric Andresen, San Jose, CA Connie Lee Bowen, Dunlap, CA Daniel S. Brown, Reedley, CA Tim Fleming, Fresno, CA Mark Grubbs, Concord, CA Gary Krikorian, Morgan Hill, CA Pete Mayer, San Jose, CA Robert D. Soares, Clovis, CA Ed Underhill, Las Vegas, NV
2 2 2
2
Daniel Dascenzo, San Diego, CA Bobby Esperas, Fullerton, CA David Hoerner, Tustin, CA James Jacobs, Del Mar, CA Richard Luddine, Costa Mesa, CA James A. Spooner, San Diego, Ca Gytis Tamulaitis, Tustin, Ca
3 3 3 3 3 3 3
Bruce Adams, Scottsdale, AZ Steve Bennett, Basalt, CO Michael Larou, Golden, CO
4 4
Kevin Bye, New Brighton, MN
7
Paul Holteen, Concord, MA
8
Erik Ringnes, Tullahoma, TN Chris Voith, Atlanta, GA James D. Williams, Summerville, SC
10 10 10
Brian Craig, Pasadena, TX Loren Prescott, Garland, TX
11 11
Mark Casey, Hopewell Jct., NY
12
44
8
J. Karl Campbell, Catasauqua, PA Bruce Hummer, Mt. Bethel, PA Rick Lowe, Middleburg, VA
9 9
David Hoke, Rochester, NY
12
9
4
WAT
INSTRUCTORS B - Basic A - Advanced
Time to renew your USHGA Membership?-
Wolfe Aviation Company has refzned the trike concept into a highfp portable, light-weight accessory power unit with true soaring capabilities for today's advanced hang glider designs. The mam' advanced and original design features of the WAT(WolfeAviation Trike) are available now at prices far more reasonable than present conventional trikes.
A phone call and a credit card number is all it takes!
Send $2.00for an information packaJ;e: $3.00 foreign.
A-Jim Shaw, Hermosa Beach, CA
3
B-Mark Vander Galien, Wyoming, MI
7
B-Dan Demaree, Friendsville, MD B-F. Jeffrey Frelin, Norristown, PA B-Leo Higley, Eldred, PA
9 9 9
A-Mark Airey, Nags Head, NC
10
BRONZE AWARDS ISSUED WITH NOVICE RATINGS Gregory Bartholomew Robert J. Barton Scott Blackson Andrew D' Apolito Tim Gillen Pat Harrison Randy Henderson David Johnson Paul Jordan Tony Mancini
3 3
Call our office at: (213) 390-3065
HANG GLIDING
USHGA MERCHANDISE ORDER FORM
BOOKS
PRICE
MANBIRDS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color, 150 Bfk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurling. FLYING CONDITIONS by Dennis Pagan. Micrometerology for pilots. 90 illustrations. HANG GLIDING ANO FLYING SKILLS by Dennis Pagan. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagan. Tech· niques for cross.country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual. POWERED ULTRALIGHT TRAINING COURSE By Dennis Pag en. A manual for self-training & training schools. 11 lessons, tests and FAA Regulations. MANNED KITING by Dan Poynter. Handbook on tow launcll flying. MAN.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent inlormation. FA! SPORTING CODE FOR HANG GLIDING. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signofls (all levels), glossary of terms, awards
$17.95
QUANTITY 8-1
B-2 B-3 8-5 8-6 8-7 B-8 8-9
8-10 8-11 8-12 B·13 B-15 8-16
AMOUNT
$ 2.00
7.50 7.50 7.50 $ 7.50 $ 8.50
$12.95
S 4.50 $ 6.50
$ •l.50 $ 1.00 $ 1.50
S 2.95
ITEMS .. NEW .. USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: SM L X·L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X·L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) .. NEW" USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 311, x 2'"USHGA SEW-ON EMBLEM. 3" dia., full color (red wings, sunburst wlblack print). USHGA EMBLEM DECAL. 3W' dia., lull color. LICENSE PLATE FRAME. "I'd rather be hang gliding." While on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.
1·2
1 ·3
1-5 1·6 1-8 1·9
$ 8.00 $ 8.00 $ 5.00
$12.00 1.00 .25 5.50 S 8.95
HANG GLIDING/GROUND SKIMMER BACK ISSUES ... SPECIFY BY CIRCLING ISSUE NUMBER .. 'ISSUES NOT NUMBERED ARE SOLD OUT'" PRINTED COPIES:
PRINTED COPIES: PRINTED COPIES:
20. 21. 22. 23. 24, 25, 28, 29. 30, 32. 33, 34, 36. 37, 38, 41, 42. 43, 44, 45. 47, 56. 58, 59, 60. 61. 62, 63, 64. 65. 66. 67. 68. 69, 70. 71, 72 73, 76, 77, 78. 80, 82, 83, 86, 87. 88, 89, 90, 91. 92. 93 96, 98, 99, 100,101,102.103 105 - Current Issue
S 1.00
$ 1 50 $ 2.00
"HO TAX ON MAGAZINES"
MAGAZINE SUB TOTAL
Ordering Information: All prices 1nclude postage and handling_ (Prrces sub1ect to change without no11ce) Enter quantity and price of each item ordered Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate_ If you wish to receive your order faster. please include sufficient postage funds No C 0.D ·s
MERCHANDISE SUB TOTAL (Californians add 6% tax on merchandise only)
Foreign Orders: USHGA will ONLY accept foreign checks payable on a US bank in U.S. funds
NAME _ _ _ _ _ _ _ _ __ USHGA# _ _ __ (Please Print)
NO CHARGE ITEMS USHGA MEMBERSHIP APPLICATION FORM (#4)
USHGA BASIC SAFETY REGULATIONS (PART 100)
USHGA MERCHANDISE ORDER FORM (#14)
USHGA PILOT PROFICIENCY PROGRAM (PART 104)
USHGA LfLIENiHAL AWARD FORM
ACCIDENT REPORT FORM (#15)
Charge my Cl MasterCard
ADDRESS-------------~ CITY
STATE _ _ _ ZIP _ _ __
TOTAL
Cl VISA
Card No. __________________ Ex. Date _______ Signature
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