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

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FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII 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 pi lotto be a member.

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$22.50 SUBSCRIPTION ($25.50 foreign) for one year. 0 $40.00 SUBSCRIPTION ($46.00 foreign) for two years. D $57.50 SUBSCRIPTION ($66 50 foreign) for three years. 0

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I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 USHGA 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.

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D FULL MEMBER ($29.50, $32.50 foreign) (Plan B add $160.50) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50,$66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses. Charge my D MasterCard

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

Revised 9/81

(213) 390-3065

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EDITOR: GIi Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray STAFF WRITER: ERIK FAIR ILLUSTRATORS: Harry Martin, ROd Stafford EAST COAST CORRESPONDENT: Gretchen Niver

OFFICE STAFF: MANAGER: carol Velderraln Amy Grav !Ratings> Mary Marks !Membership) Terrie Jo Nelson !Acc. Rec.>

ISSUE NO. 131

DECEMBER 1983

(USPS 017·970>

HangClding

USHGA OFFICERS: PRESIDENT: DICK Heckman VICE PRESIDENT: Steve Hawxhurst SECRETARY: Elfzabeth Sharp TREASURER: Doug Hildreth EXECUTIVE COMMITIEE: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hildreth

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(/)

USHGA REGIONAL DIRECTORS: Regional Directors elected to 12/31 /83 indicated first, these 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 Grav. 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 !12/31184). REGION 9: Dick Newton. Vic Ayers. REGION 10: Scott Lambert. Steve Coan. REGION 11: Hardy snyman <12/31 /83). REGION 12: Steve Ostertag. Paul Rlkert. 1983 DIRECTORS-AT-LARGE elected to 12/31183: Jan case, Dean TanJI, Dennis Pagen, Dick Heckman, Elizabeth Sharp. EX-OFFICIO DIREC· TOR: <With vote) NATIONAL AERONAUTIC ASSOCIA· TION Everett Langworthy. HONORARY DIRECTORS <Without Vote> elected to 12/31 /83: BIii Bennett, John Harris, Hugh Morton.Vic Powell, Mike Meler The united states Hang Gilding Association Inc., Is a division of the National Aeronautic Association !NAAl which Is the official u.s. representative of the Federation Aeronautique Internationale !FAil, the world governing body for sport aviation. The NAA, which represents the u .s. at FAI Meetings, has delegated to the USHGA supervision of FAI· related hang girding activities such as record attempts and competition sanctions.

HANG GLIDING magazine Is published for hang gliding sport enthusiasts to creat further Interest In the sport, by a means of open communication and to advance hang gliding methods and safety. contributions are welcome. Anyone Is Invited to contribute articles, photos, and Illustrations concerning hang gilding activities. If the material Is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gilding publications. HANG GLIDING magazine reserves the right to. edit contributions where necessary. The Association and publlcatlon do not assume responslblllty for the material or opinions of contributors. HANG GLIDING magazine Is published monthly bV the united States Hang Gliding Association, Inc. whose malling address Is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, callf. 90066; telephOne !213) 390-3065. second· class postage Is paid at Los Angeles, callf. HANG GLIDING magazine Is printed by Slndair 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:subscrlptlon rates are $22.50 for one year, $40.00 for two years, $57.50 For three years. Changes of address should be sent six weeks In advance, including name, USHGA membership number, previous and new address, and a malling label from a recent Issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

CONTENTS FEATURES

HANG GLIDING INTERVIEWS

Mike Meier 14

conducted by Erik Fair

1984 HANG GLIDING CALENDAR

DEPARTMENTS

ULTRALIGHT CONVERSATION USHCA CERTIFIED SCHOOLS NEWLY ACQUIRED USHCA RATINGS AND APPOINTMENTS CLASSIFIED ADVERTISING STOLEN WINOS INDEX TO ADVERTISERS COVER: Dave Gibson In a Streak 160 over Elsinore, CA. Photo by John Heiney. CONSUMER ADVISORY: Hang Gilding Magazine and USHCA, Inc., do not endorse or take any responslblllty for the products advertised or. mentioned edltorlally within these pages. Unless speclflcally explained, performance figures ciuoted In advertising are only estimates. Persons considering the purchase of a gllder are urged to study HOMA standards. copyright © united states Hang Gilding Association, Inc. 1978. All rights reserved to Hang Gilding Magazine and Individual contributors.

2 2 38 41 44 44

tee has developed. Not too many years ago, U.S. world teams were based largely on political, commercial, or personal interests. This did not produce a winning team, and most certainly did not fulfill the interests of the membership of the USHGA. In an effort to rectify this, the Competition Point System (CPS) was developed to accurately rank our nation's pilots. This

system allows pilots to earn points based on their performance in USHGA-sanctioned meets. To do well in the CPS a pilot must actively pursue continued excellence in valid, structured competitions. Once having proven their ability to succeed in competition, these pilots are then given the opportunity to represent the country in international events. The entire competition system is refined to provide

Tandem Credits USHGA CERTIFIBD SCHOOLS Dear Editor, When I saw that the tandem exemption was dated my birthday I figured I had to be doing something right! Nice to see my friends and me pictured on page 38 of the October Hang Gliding. Credit for taking the photograph should go to Christopher Flynn. The pilots about to launch are Jan Kirkley and me; Charlie Carlson is holding the nose wires. All four are USHGA members. Hank Roberts Berkeley, CA

Letter Comments

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Dear Editor, I would like to submit my two cents worth on two letters to the editor in the October issue of Hang Gliding. First, the letter from Dan Evans about Sandi Martin's August article. Dan has a good point in that articles of that type could be misconstrued by many inexperienced or would-be pilots. A possible solution would be a comment before or after the article by the editor to clarify the purpose of the article. Secondly, I take issue with the letter from James McMenemy. For a given glider and pilot weight, the angle of attack that the airfoil makes with the relative wind always corresponds to a specific air speed in straight and level flight. If this was not true, then bar position would have nothing to do with speed. We all know that bar position is the basic method for finding the speeds that correspond to best glide angle and minimum sink. Rick Nowack San Jose, CA

World Team Selection Dear Editor, In the October issue of Hang Gliding, the U.S. world team selection process was questioned by Ray Sine, who wondered why Larry Tudor was not on the 1983 team. Allow me to clarify this matter for Mr. Sine, and anybody else who does not understand the selection process that the USHGA competition commit2

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the USHGA with world teams based on real not imagined or assumed, performance. ' The CPS pilot ranking is only as successful as the members make it. I know from my extensive travels that there are countless local pilots all across the country who are easily as skilled as any "World Class" pilot. If only they would get involved in regional and national competition, these pilots would move up within the existing system, adding strength and depth to our world team. I would like to point out that your region, Mr. Sine, is the most apathetic in the country, with regional competitions held fewer times than any other region. Not only that, but the very pilot you complained about not being on the world team received a written invitation to the Nationals, yet failed to appear. We wish that he had shown up; it would have been a better meet with him there. I do not think anyone, and most certainly not myself, will question Larry Tudor's pilot skills. To the contrary, Larry has the utmost respect from the entire world as an exceptional cross country and aerobatic pilot. However, if he wishes to participate in a USHGA-sponsored international contest, he will have to compete, and do well in these types of sanctioned competitions. The USHGA's current CPS program insures that the world team positions are available to all its members, based only on real, measurable competition skills. A good example of this is how little-known Rick Rawlings moved up 36 positions in overall ranking as he captured this year's National Championship. Incidentally, Mr. Sine, Rick did this by dominating those very same contests you made irreverent reference to in your letter. For the record, spot landings have not been scored in major Californian meets since 1979. And yes, please be quite clear ... there are no politics holding back anyone from becoming successful within this system, only personal motivation. If indeed you would like to see the absolute best pilots on a winning world team, I would suggest that you do a number of things: 1. Encourage all pilots to participate in local, regional, and national competition. 2. Sponsor and run more local meets. Region 5 held a total of five meets for their regionals, which gave the pilots not only more meet experience, but the highest CPS points of any regionals in the country. 3. Sponsor fund raising events so that we may meet the budget necessary to send only our best pilots to the 1985 World Meet in Austria. Without this financial support from within the membership, we cannot reasonably expect to capture any world title. We came very close to winning the World Meet in Tegelberg; Stew Smith placed second with our team placing third overall. With all the things we learned from this year's meet, along with the continuing support of all of our

top pilots, there is no reason that the next team cannot bring back the gold in 1985. Mark Bennett Escondido, CA

Qualifier Corrections Dear Editor, Your article on the Region 2 National Qualifier was positively brilliant with the exception of a few factual errors. Tell whomever was responsible for editing, proofreading and captions that they totally blew it by changing the title on the story I submitted. It should've read: "Dunlap, Cloudbase, The Mega and Me - Notes From The Region 2 National Qualifier," From the Diary of Terry Ferrer. The least you could've done was substitute the word 'logbook' for 'diary' if it wasn't macho enough for ya! Why is it that every time we write the name \1.ark Andresen, someone thinks we're stoopid and changes his last name to Anderson? The article in question had a few typo errors. Does anyone ever proofread the stories after they've been (type) set? In the Nats' article by Connie Bowen, that's Rick Rawlings on the left side of the photo of the Nats' award winners, not me. And hey, that's not Rick Wade in the water near me in the other photo. That's Claus Savier doing his impression of The Creature From The Dunlap Lagoon! Actually, I'm standing on Rick's shoulders trying to walk his glider out of the lake! So next time get it right will ya! Terry Ferrer Berzerkely, 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.

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business. In 197 4 I started flying hang and in 1976 took a job with Wills so that could around with my heroes Bob and Chris Wills and Chris Price. Now, l to sec why so strange if Chris Price is your hero. Why'd you around with them? been national -·······,······ for three years and I figured it would be the best way to my flying and become involved in the sport and inaround and causing trouble ever since. What did your first job at Wills consist of? I was the production manager and pur· agent, but the job only lasted three months. Chris Wills left for medical school, and hired John Lake to manager. John Lake and I worked two before he decided that couldn't go on and he fired me. Far out! What did you do next? MM: I decided to take the summer off and go Linda who later had the I've been time. MM: Yeah, what's that? Flow come so ugly? MM: In my case, as best I understand it, it's What

A real good lookin' fella runs it now. So now we're in the fall of l 976, us where what hang gliding), how you got involved in bang gliding, and like that? MM: I'm originally from back east, I grew up on the north shore Island, New York. I got out of college in 1972 with an in and spe111 n year teaching high school science. I decided that "compulsory education" was a contradiction in terms and decided to come to California and work in the

DECEMBEFt 1983

after that was Hoh Wills killed? MM: Bobby was killed in of 1977. HG: Bob Wills, all accounts, was a charismatic and a true in his own time. What did his death have on you as a person who had gone into the business of Wills products exclusively? MM: first thought when I learned of his death was, "That's the end of Wills Wing." I remember walking into Rob Kells' ofl1ce the

"You realize of course it's next and all over now." I felt that Bob Wills was Wills His his had felt towards his very central to Wills existence, I also knew that the com· pany was in financial trouble at. the rime. Their most recent the had been afl:cr a few scary incidents, and there were no out and no Since I was money Wills didn't look great for me either. HG: It sounds pretty dismal. What na·pp,~m:af MM: Rob K.ells, the confident, optimistic, sometimes out of touch with reality kind of person he is, refused to accept my gloomy analysis. He realized that the company's dealers, employees, and customers felt a loyalty to the company, not to Bob, and that that loyalty could he tapped into to 7

save Wills He got the to work for awhile without pay, and rallied the dealers to continue to support Wills Wing. Without his attitude, and his ability to project that optimism on others, Wills Wing would have been history the end of 1977. HG: So afier Bob Wills' death, Wills Wing was a company that had lost its soul to a tragic accident, was in financial condition, and had no product to sell. All's it had was some and a young punk ski bum surfer type who didn't know enough to know it was all over How did you become reinvolved with the company? MM: I took on the job of production test flying, which had been Bob's responsibility. Rob Kells took care of getting the necessary

modifications done to the XC to solve its problems, and, with Chris Wills' got the XC's and SST's certified by that fall. That was the first year of certification. HG: Who ran the joim? MM: There wasn't really a clear hierarchy of administrative authority. Roh was involved, as was a guy named Steve Schaeffer who had been just around. around was how a lot of got started at Wills Wing in those days; you'd hang around and pretty soon you'd have a management position for no pay. After a while, if you were lucky, yon could work your way down to making wires for $2 an hour. HG: Who was in charge of design? MM: Nobody. HG: Go on! MM: No really. Steve Pearson was hanging around then, and he was interested in design, but he also had a job as a soils engineer He did convince Steve Schaeffor to let him build a second prototype of the that summer The Pulley was the last glider Hoh designed, and it was at the time he was killed, his favorite.

Ironically, he died flying that glider. But no one had the official job or responsibility of be·· Wills Wing's designer. HG: So what happened? MM: Steve Pearson, myself, and several other people kept harping on Steve Schaeffer ahout the need for a new design. We realized, although he didn't seem to at the time, that Wills Wing couldn't keep selling XC's and SST's indefinitely. Finally, one night, I was lying around on the floor of the sail loft with Steve Schaeffh arguing about .. the need for a new design, and presently he disappeared downstairs for awhile. When he came back up, he tossed a $600 check on the floor and said, "You got the joh." HG: You expect me to believe that?! What are you, crazy or something?! Can I have one of your beers? MM: Yes, no, and yes. That kind of oppor· tunity doesn't exist anymore, at least not at Wills hut that's what happened. HG: That's l\ well-timed, cleanlysnivel hased on certain needs and facts resulted in someone as ugly as you becoming the head designer for a major manufacturer. What made you want the job? MM: I was no different from any other hang pilot. I think almost all pilots dream of being I had had that fantasy almost since the first time I flew. HG: Don't you think you're laying it on pret· ty thick with this "Every Man's Dream" routine? I'm a hang glider pilot and I never once "dreamed" ahout designing my own glider. MM: Yeah, but you ain't much of a hang glider pilot, and judging from the way you I'd say pretty stupid. HG: You got a point. But if you comh your hair just right, no one will notice it. Let's con· tinue. So there you were. On the verge of your dreams. Young Mike Meier, drenched behind the ears in regard to hang design experience, with a dream in his heart and no qualification whatsoever What were your qualifications, by the way? MM: None. HG: Just as I thought. Get me another beer and MM: I really was more of a project manager than a designer. I just took the Pulley Special, put a keel pocket on it, replaced the six-foot· tall control bar with a reasonably sized 51h foot bar, and spent four months playing with dif· forent battens, billow settings, tuning configurations, etc. We ended up with a very pleasant, good performing recreational soaring glider which was just'about what the market was looking for at the time. HG: When did Pearson join the design team? MM: Well, he was there pretty much all along. After the release of the Alpha, we started working together on glider design. he quit his job and came to work

full time for Wills Wing. Soon Rob, Linda and I acquired a majority owner·" ship in the company and took over the management. HG: You guys came out with three different gliders in the spring of l 979, what was that all about? MM: We decided to adopt the "ColgatePalmolive" marketing philosophy. See, Colgate-Palmolive markets about 57 different brands of toothpaste, figuring that each one will get some share of the market. We figured we could do the same with hang gliders. We had the Omega, optimized for low speed, sink rate performance, which we called the "Floater." Then we had the Omni, designed for high speed cruising, which we nicknamed

t:hc "Screamer." The Alpha was our all·rouncl performer, or "Twccncr." HG: Then you came out with the R.aven. What made you figure you needed another glider? MM: Well, the Raven was really a complete failure, if you measure it against the original an project goal. We were trying to ultra-simple, ultra-cheap trainer glider. To keep cost down, we made it dcflexorless, and we used real cheap batten material. We gave it a simple, effective quick set··up system, hecausc in my with training, set:· ting up had always heen a big hassle. When Steve and I first flew it, i1 flew pretty poorly. We were encouraged that it flew at all, since we had never made a glider without dcllexors, and it seemed strange to look out at the and not see anything "holding them together." But the glider had a viscious stall break and generally poor handling qualities. HG: So what did you do? MM: Well, little by little we worked on the glider to make it fly better. We put foam flberglass battens in it and made a series of other small changes that made it more expenHANG GLIDING

sive to but improved the flight characteristics. Hefore too long we had a that was flying well. Then, on a whim, we did comparisons our other gliders and found that it per· formed just as as our "Floater" on the low end, and better than our Alpha and Screamer in the mid range and high end. For· tunately we had the good sense to realize what we had, so we qnickly the Raven in four sizes and discontinued our other gliders. In the first six months of 1980, the Raven gave us the best sales we had ever had, and put Wills Wing at the top of the mrhrntru HG: So much for your ba,:kgrmmd How did you come to be president of

the HGMA? MM: Ha.sically, no one else wanted the job. Here we go again. You got something answers? I've been involved in H(iMA business ever since I've been involved in certi· for WW. Since one of my func· tions for WW is to compile all certification to all HGMA end up meetir11?s. In 1980 I was elected to the H GMA review board, and was selected to be an officer of the board. gave me the title of and official public This had more to do with the fact thal I'm more literate than anything else. They knew I could type minutes and mail them out. Also in l 980, I wrote an article for Gliding tm1gazir1c which explained the HGMA, how it worked, what it did and did not do. That year it amounted to a lnt of work so I decided that a nice thinti for the board to do in 198 l would be to make me of the association. I felt the was not a very glamorous title and that "President" had a much nicer ring to it. For some reason members of the board were unwilling to do that. wanted me to be secretary again but they didn't want DECEMBER 1983

me as I've never really out why. HG: Maybe they were concerned about your looks. I know I am. MM: Could be. Actually, I think there was a little fear at the time that the HGMA might be misused for, oh, "illicit business gains." HG: thought you might use the association to "enhance Wills Wing's prospects and potentials?" MM: I kinda think that's what was going on. 1u11vV1•av, they offered me secretary and I told them I felt I'd worked hard enough to deserve the presidency and if they didn't want to give it to me that was fine but I wasn't going to be secretary again. So in 1981 I was not an officer but I did continue to serve on the review board. Then in 1982 the board decided that after not having my services as secretary in 1981, and after the perhaps small lack of effi· ciency that that resulted in, they would give me the title of president if I would agree to do the job. HG: So in 1982 you got: to be "The Prez" but had to act like "The Sec." MM: stuff is all the president of that organization can do anyway since he doesn't have any warships to command or large budgets to administer. HG: That was 1982. This is 1983 and you're still president of the HGMA. MM: Yeah, they re·electcd me. 1 was ready to take a year off but they pulled a sneaky one on me. What the Board of Directors of the HGMA did was go out and get me this for Service to the organization. After that I really couldn't turn the job down my fantasies of letting someone else do the job so I could have more time for WW and myself. (,reat. You blackmailed them in 1981 and blackmailed you in 1983. MM: Yeah, I had it coming. There's no doubt about that. HG: OK, Prez, listen up. I've heard of a few instances of 1983 vintage gliders tucking and/or Certified gliders aren't sup· to act like that are they? You wrote a whole article about certification in 1980. Give as to what certification does us some and does not mean. MM: I could probably talk for several days on that subject. It's a pretty complex issue. HG: I haven't got several days. How about condensing it to several minutes? MM: How about you start doing your job and ask me some questions? HG: Fair enough. First question; what is the purpose of the lIGMA? MM: To help manufacturers test their hang for airworthiness. HG: I thought the HGMA certified hang were airworthy. MM: I'm not surprised; that's probably what most people think. Actually what happens is

this: The HGMA has written a set of and documentation procedures for a hang glider for airworthiness. The manufac .. turer tests the t~lider, and documents the tests according to the procedures and requirements in the HGMA standards. The manufacturer submits the documentation to the HGMA, to be reviewed by the board of directors. If the documentation is found to be complete, and in the right format, the HGMA issues a Cer· tificate of Compliance for the glider in question which reads: "The (Super Duper 175) manufactured by (Snper Duper Products Limited) has been found, by declaration of the manufacturer, to comply with HGMA Part l: Airworthiness Standards, Utility Ultraligh1

Gliders. A record of compliance has been received by the HGMA certification commit-· tee and found to be complete and in accor· dance with the recommendations in HGMA Standards Part 1. HG: The HGMA doesn't verify the accuracy of the documentation? MM: Not at the time the glider is certified. Of course if the board members see something in the documentation that creates serious doubt about the airworthiness of the glider, they will reject the package. HG: Why doesn't the review board the accuracy of the testing documentation? MM: It would that the board members, who are the chief for the major hang glider manufactmern, almost all their time testing other people's gliders. Airworthiness testing is a very time· consuming and therefbre expensive process. The system was set up around the concept of voluntary compliance; putting the bmden of the expense of testing on the manufacturers themselves. HG: What about cheating? With the presem system, can't someone cheat on the docu· mentation? g

MM: U1eatmg doesn't seem to have been a For one thing, I think most and manufacturers want to After all, most of them and have friends flying them. Also, there is a provision for the HGMA the accuracy of a documen· tation report. If a glider is involved in an ind· dent which calls into question its airwor· thiness, then the HGMA can demand to test the glider to the accuracy of the cer· If falsification is found, the tification HGMA will revoke that certificate, and can refuse to issue any others to that company for up to one year. HG: How do the tests in the HGMA stan· dards measure the of a MM: The tests are designed to measure air· worthiness, which we hope is related to but is not really the same thing. HG: What is airworthiness? MM: three struc· tural adequate stability, and ade· quate and control response. how much of each it takes to make an airworthy is something that one could argue about mc:teilmt,ely HG: is that? It seems enough to ought to be strong enough so it won't break, stable so it won't dive or tumble into the ground, and controllable so you won't hit the hill when you don't want to. What's so about that? MM: The complication comes from the nature of the medium in which gliders operate; the air. ff we all flew in still air inside a big dome, and all we did was launch from the top and glide to the would be pretty We wouldn't be much fun either. MM: No, prc>bably not. So instead we pursue which unstable air. Unstable air is another and tur· bulence is a statistical pllen1)m.en011. A which is strong, stable, and controllable to be safe in smooth air or weak tur· bulcncc may be in all these areas in stronger turbulence. There is no limit on how violent turbulence can be. Think about a tornado or a hurricane. Those are just extreme forms of turbulence. HG: Yeah, bu1 don't fly in hurricanes and tornadoes. MM: No, but do fly on the of thunderstorms or underneath cumulus

being sucked inside where the turbulence can be devastating. The normal f'Vf•rv,1Hv turbulence that people fly .in when is not fundamentally difleren1 from the severe turbulence associated with a storm or the inside of a cloud. It's just a matter of degree. All we can say is that mild tur· bulencc is very common, moderate turbulence is rarer but common, and severe tur· bulence is rare and usually can be avoid· ed by a prudent pilot. So we can then conclude gliders that will have a that we should likelihood of surviving encounters with mild or moderate turbulence. HG: So how much strength, stability and controllability does a glider need to survive moderate turbulence? MM: Who knows?

HG: I thought YOU were supposed to know! I thought the IiGMA was supposed to know! I thought .. MM: Calm down. Look at it this way. The current HGMA standards are supposed to define the minimum airworthiness level con· sistent with reasonable ability of the glider to handle turbulence up to the moderate level. Now we hear that a certified glider tumbled. What does that mean? That's what I asked you at the beginning of this damned discussion! If I knew the answer I wouldn't have asked! MM: My point is, it could mean any number of things. If the pilot was performing normal maneuvers in normal conditions, it might mean that that individual for whatever reason, didn't possess the stability recnmrect the standards, even though it was supposedly certified. It might mean that the standards If the pilot was themselves were ne11·to:rmmr:r extreme maneuvers or if the air was very radical, it might not indicate any in·

acie:quacy on the part of the or the ccr· tification standards. HG: So how do you determine the signitiicm1cc of a "incident?" MM: You don't. What you try to do is as much data about as many different incidents as possible. If you see a whole lot of from a whole lot of manufacturers tumbling with undue as we did in 1977 and 1978, you conclude that the standards are in· adc:qu.ate and you revise them. In 1979, the standards, for the first time, n.c1,.,,, "" quantitative values for the pitching moment coefficient at various angles of attack; basically a certain m1mmum inherent tendency to resist a tumble. HG: So after 1979 gliders stopped tumbling, and you knew the airworthiness standards were right? So why are gliders tumbling again now? MM: I don't know that that's really what pened. It did seem at the time that we had vir· tually eradicated tumbling among certified gliders afl:cr the 1979 standards were adopted. One thing you have to realize though, is that most gliders certified in 1979 and 1980 the minimum pitching moment rec1u1rC1nents with wide margins. The had three times as strong a zero lift p1tch1111g moment coefficient as was We never heard of a Raven tumbling, but that doesn't prove the of a standard which only one·third of the Raven's level of stability. Today, most gliders, because of the defined airfoils, are cutting it much closer to the line when it comes to pitching moment. And it seems thut we may have had more tumbling type behavior HG: So that would indicate inadequacy in the standards. MM: Well but not We don't have a lot of good information on most of these incidents. One pilot was allegedly '"'''""F,"u in stall maneuvers, and may have tail slid the glider. Almost any air· craft can be made to tumble if you try hard enough, and tail is a very effective form of hard. One pilot who supposedly tumbled in the Owens Valley may have actually rolled over, and may have done so because he flew into a rotor caused by strong winds blowing over a ridge top. We just don't have enough information to draw conclusions. HG: Can you summarize this in simple terms? MM: Simple terms for a mind? I'll try. The current HGMA standards are a beBt HANG GLIDING

guess

to how to

is a statistical quiesu,on of what constitutes "ade· airworthiness is open to ques· tion and ls a glider safe enough if you have one chance in ten thousand of or is it safe enough reduced to one chance in five hundred thousand ( 1983), or if the chance is one in ten million, or one in hundred million, or what? How much laiitude should we allow fo.r extreme condi· tions or radical maneuvers? What hap· to those that allegedly "tumbled" in 1983? The of air· worthiness in gliders will have to remain dy1t1arnic process, as I see it. We need more we may need additional testing to the standards and we cer· our eyes and our minds open. may have to give un.<1erstarn1m.g the term " I'm the impression that you don't believe in answers. Aren't there any when it cmncs to Sure there who will be with answers arc worth very much. You see, there two kinds of designcrn. Two kinds of designers. I'll bite, what the two kinds of <le,:1gr1cr:,:' MM: there's doers and then there's talkers. to make sense soon? But not if you don't listen. about doers and talkers. MM: Well, doers almost all their tirne almost all their time doin' and talkers talkin' and, a result, doers don't have much time for talkin' and rnlkcrs don't have much time fbr doin'. [n scientific like you learn from doin' and you don't learn much from talkin'. So the designers rhat doin' arc !cumin' but ain't talkin', and r.he ones that are talkin' haven't been doin' so they aren't lcarnin'. So if listenin' 10 someone, chances are listcnin' 10 a talker, which means, chances are doin' much doin' and therefore he hasn't doesn't know what he's talkin' about! Great. So here sit listcnin' to you talkin'! Tell me., docs this of yours to MM: Yeah, but I'm a doer. For a doer you sure are doin' lot of talkin'. I don't you doin' no doin', you just doin' a bunch oftalkin'. All you doin' is talkin' about doin', and you said that rnlkin' about doin' is just talkin' and not doin'. Have I got this

DECEMB,EJl 19B3

MM: Yeah,

you do. But look here,

you don't have the whole story yet. First of all, let me offer my credentials as a doer. Since partH:ipatet1 in the tification of 32 difforent that reached prc>ctucl!1lm, and about 25 additional prototypes that never saw production. That me as a doer with respect to hang design. Well, like I said, for a doer you sure do a lot of talkin'. How is one supposed to dis:tm.f~uish a doer from a talker? MM: There is one pretty reliable way to tell the difference. A doer is a scientist, while a talker is more of a theologian. A scientis1 learns early to live with norance, and the fact that there are ofien no simple answers to what seem to be A theologian cannot abide uncer·· and adopts dogmatic answers to the world around him. When those answers don't match the evidence of the world, the faith to rccon· cilc his with what he secs without to abandon his or the sil:nplicLty of his answers. If this g\~ts any deeper I'm going to need bulldozer to get out of here. Can you me to illustrat.e this, or can we

of true comes nem'nr'1'. we can assnmc that I'm rc81So:na!Jly knowledgeable about de1;i1~1ri.ing I'm willing, however, to admit to norant, and to accept just as good scientist does. The doer is less than the talker, but the doer ad· mits his to everyone, while the talker won't admit it even to himself. This puts the talker at a big cti1rncilva11111gc to learn, because you can't you your own if!,trnr·ance. HG: You know, I do believe serious abont this. MM: I am. An awful lot of what passes for glider

do much talkin' cause don't recognize the fact that know what talkin' about. HG: So, to summarize, doers know some but ain't talkin' and talkers know a lot less cansc they ain't doin', but in the mcamime doin' all the talkin'. MM: You got it. I'm not sure want it. But let's move on. Who, in your opinion, have been the doers in the history of hang Who do we have to thank for gliders to their cnrrent state? MM: Several years ago, a tribe of was discovered which had been isolated from all human contact since the stone age."'"·'~"''"'" ly they were not reruns of UVl!l/a'Ufl y Oil their portable TV's. they didn't have TV's. in the st.one age, wilh stone best

stumble

you a practical "knows" that aspect ratio means better Steve Pear·· son and I set out to take act11an,taf\C of that when we our first in 1978. Our production glider at that time was the It had an aspect ratio of abont 5.3. We a new with more span, a shorter chord, less billow, less area, and an aspect ratio of about 6.6. On paper it had at least a point and a half in glide on the In the air the was the same. was that? MM: I don't know. How do you design gliders when so 1gr1oranlLf

MM: You're not quite the poi111. We've established that I have s11bstan· tial experience and since

progress in a vacuum. The in design has been a interrelated design borrowing ideas back and frirth. lt may not be the person who first comes up with an idea, but the per· son who first makes it work that deserves the for hang everyone will have a different personally think Bill credit for the keel don't know if don't know if he at the time, but in my opinion the keel pocket is the significant invention in hang gliding is that? MM: Hang gliders are craft. Aircrafi control at low speeds is a pnJhllen1; the effoctiveness of ailerons and rudders at low off What the keel the entire pocket did was of 1he glider into an airtm;natica,lly weight shift actuated moveable control

surface, for the lack of of the airflow with a tremendous increase in con· trol surface area, and by making the lifting sur·· doing so face double as the control with an incredible economy of HG: Fair enough. Who else gets honorable mention in your history of hang gliding

MM: Just about every major designer has made some contribution. Bob Tr-im1pcinau's fanatical dedication to the con· cept of a tightly strung membrane wing de· fined by battens was significant. So was the fact that he held onto that dream through a long series of gliders that, on many important levels, essentially failed to work because they weren't adequately controllable. Roy Comet was a significant achievement, not because it was innovative but because it worked. There wasn't a single new idea in the Comet; rather there was a series of good ideas that had been tried and largely abandoned, that hrought together in one design and executed very well. It is easy to of ideas in design, overstate the and easy sto understate the of execution. Without execution, ideas are worth·· less in any sense. HG: design for now, let's tum to your involvement with the USHGA. You're USHGA Director. How did you an come by that prn;it1,ont MM: I've been going to USHGA board me,eungs for years. I worked on the safety and training committee for a while and since 1980 I've been working .a lot with the competition committee. I have a big mouth and I always end up doing a lot of talking at the meetir1gs. made me a director mostly to save time. HG: Come MM: If someone besides a director wants to speak at a board a director first has to get the floor, and then ask the chair to rec:og:m,r,e the person who wants to speak. HG: I sec. So on the: competition com· mittee, and as I understand it, you developed the current USHGA Competition Points

XC goal/dmation, and 22 pilots competed. HG: Why the decline in participation? Was it the money or the tasks? MM: I'm not sure. I think most pilots back in 1977 were pretty fed up with the mouse tasks we were running back then, and would say that today's tasks are better. Also, I don't think the cost to the pilot has risen as much as the entry fees indicate. In ,1977, the pilots had to provide their own transportation up the hill; now it's provided by the contest organizers. But there are some aspects of current competition that might be changed to make it more ap· to more pilots. HG: Such as? MM: Well, the one-on-one system was developed out of the frustration of a small group of highly competitive pilots who were trying to find a way to eliminate the capricious effects on the validity of a meet that resulted from pilots competing against each other in different air. In one-on-one, the task is deso that if you can stay just a little above and/or ahead of your opponent, you will always win, regardless of what happens. If you believe you can beat your opponent, the correct strategy is to stick to him like glue, even if that means leaving a perfectly good thermal and diving into the ground in the middle of a canyon somewhere. HG: So the system ofl:en requires a pilot to do something he would never do in normal flying. MM: Right. The other thing that happens is that a pilot in a one-on-one match who is at any significant skill or glider performance disadvantage has almost no chance of winning that round. In other competition formats, that pilot might be able to overcome skill or perfor· mance deficits by "good judgement," such as finding a thermal that his opponents do nor find, etc. HG: So why has one-on-one become almost the universal competition format in the United

States?

MM: I think there's been a misconception that the points system recognizes one-on-one as the only valid system. In fact, in many cases, it may be a less valid system than, for example, open window, especially if there isn't time to fly n lot of rounds. The other problem to adwith one·on-one is it's minister, and that's part of the increase in en· try fees. HG: So what's the answer? MM: At last February's USHGA board meeting the competition committee intro· duced the concept of the Sporting Class in Na· tionals competition. The idea was to take the relatively small number of extremely serious competition pilots and put them in their own class; the World Class. This class could be run one-on-one to maximize validity. The Sport·· ing Class could be run with the orientation more towards tasks which better simulated the goals that pilots set for themselves in recreational flying; using perhaps an open window format. This would also address another recent complaint that many recreational pilots have had about competition, which was that they didn't want to have to compete against the "factory pilots" whom they saw as sponsored professionals. e, HG: This was ,tried this year at the Dunlap Nationals wasn't it? I heard there were some problems. MM: I wasn't there, but I heard the same thing. I think some mistakes were made. For one thing, some of the world class pilots participated in a general campaign to denigrate the sporting class pilots as being "geeks" and otherwise unworthy of consideration as human beings. This to me is really stupid. It's in the best interest of the world class pilots that the sporting class survive and prosper. The world class pilots are a small minority of the USHGA membership, and it's the existence of the sporting class that allows the

MM: A lot of people helped develop the system. My contribution was mostly to express the verbal concepts of the system in mathematical terms, and write a simple program to facilitate the compmation of points. Then last year, Liz Sharp and I wrote a competition manual to the theory behind the points system and relate the practical aspects of competition administration. HG: What's happening in hang gliding competition these There seems to be a decline in participation. MM: In 1977 more than 100 pilots competed in the Southern California The en·· try foe was $25 as I remember. The competition tasks were pretty mouse, but people had lots offim. This year, the en1ry foe was $150, the task was the highly effective, now familiar 12

HANG GLIDING

structure of the world class competition to be designed to address the needs of those pilots for rigorous, valid competition. Another mistake, in my opinion, was to make the world class the larger class, with 64 pilots as opposed to 30 or so in the sporting class. At the February board meeting, I argued that it should be the other way around. As it was, it was easy to see why the sporting class pilots would think of themselves as the "rejects" from the world class. At the latest board meeting in October, I got the competition committee to agree to reverse the proportion, but then the board reversed the committee after I left and put it back the way it was. I think that's a mistake, and I'll try to convince them of that in February. The final mistake was to start the world class before the sporting class, and make the sporting class pilots wait around. The idea there was to let the pilots who were cut from the world class join the sporting class, but the result was more of a feeling of "second class citizenry" for the sporting class pilots. HG: So what happens now? MM: Well, I think the idea still has a lot of promise. There was a lot of enthusiasm for the sporting class by the time the meet was over, thanks in part to Rob Kells, Steve Pearson, and Pete Brock generally supporting the class and speaking up for the pilots. If the sporting class is turned into the "main event" at the Nationals, which is only appropriate since the

vast majority of USHGA pilots fly primarily for recreation, I think the class will get the support it needs and more people will be attracted to competition. The world class will then become the smaller, minority class for those relatively few pilots who aspire to be on an international team and become world champion. HG: What about the future of the sport in general? There seems to be some declining interest and participation in hang gliding as a whole. Is the sport dying? MM: I'm generally optimistic. I think that maybe we've gone a little overboard in the quest for speed and performance in hang gliders. After all, a hang glider is a footlaunched aircraft, and that places limits on performance that can be overcome to some degree, but not without sacrifices in economy, and/or weight, and/or ease of operation, etc. I'd like to see us concentrate on what hang gliders inherently do well, which is offer low cost, easy, low speed soaring that can be a hell ofa lot of fun. I think we'll see a return to that, and a simultaneous improvement in teaching techniques that will provide for some new growth in the sport. HG: I hope you're right. Thanks for talkin' with us. MM: You're welcome. Talk is cheap. HG: That's good, cause I have no intention of paying you for this collection of face thermals. ~

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Dave Ledford with a self-portrait taken from a camera mounted on a special moveable boom. Photo by Leroy Grannis.

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-..,,.,;L,.s . ~Nt;

1984

A Wills Wing Duck 160 launches from a picturesque Hawaiian site. Photo courtesy Roger Wolken . WILLS WING - 1208-H. E_ Walnut, Santa Ana, CA 92701 (714) 547-1344.

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UNITED STATES HANG GLIDING ASSOCIATION, INC.

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Gary Wood of High Sierra Sports in a Duck 180 over Carson City, Nevada. Photo Courtesy Gary Wood. HIGH SIERRA SPORTS - 1807 N. Carson #1, Carson City, Nevada 89701 (702) 885-1891

April Mon

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w;;~~w1 _. _a&aa&*&&aww""'·~!!l--•••••1111!!!!!1!!!!!1!!!!1•••••• Jim Leech in a Duck 180 high above Ed Levin Park, CA looking northeast. Mission Peak and the city of Fremont in the background. Photo by Bob Kramer from a sailplane. MISSION SOARING CENTER - Serving all your hang gliding needs since 1973. 43551 Mission Blvd., Fremont, CA 94538 (415) 656-6656 :..

1984

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MOTHER'S DAY

LINDBERG'S FLIGHT - 1927

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ARMED FORCES DAY

MEMORIAL DAY

1984

JUNE

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Dave Gibson pilots his UP Comet 2 at the Winchester site. Photo by Pete Brock. ULTRALITE PRODUCTS - 28011 Front St., P.O. Box 659, Temecula, CA 92390 (714) 676-5652

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FATHER'S DAY

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Dave Beardslee pilots his 165 Sensor 510 at Wilcox beach in Santa Barbara, CA. Photo by Bob Trampenau . SEEDWINGS - 1919 Castillo, Santa Barbara, CA 93101 (805) 682-4250

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Takeoff. Photo courtesy Delta Club Como, Italy.

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1984

Bob Rouse launches his experimental Aquila 32. Photo courtesy Bob Rouse.

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1 LABOR DAY

GRANDPARENT'S DAY

CITIZENSHIP DAY

ROSH HASHANAH

1984

AUGUST

30 UNITED STATES HANG GLIDING ASSOCIATION, INC.

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1984

OCTOBER

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1984

Tom Sanders over Lake Elsinore, CA. Photo by Tom Sanders .

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YOM KIPPUR

COLUMBUS DAY

SWEETEST DAY

17 UNITED NATIONS DAY

HALLOWEEN

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1984

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Landing approach over Phewa Lake in Nepal. Photo by Deborah Smith.

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THANKSGIVING

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Chris Bulger, 1983 Masters Champion, flies over Grandfather Mountain, NC. Photo by Hugh Morton .

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WRIGHT BROS. FLIGHT - 1903

HANUKKAH

18 CHRISTMAS

NEW YEAR'S EVE

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UNITED STATES HANG GLIDING ASSOCIATION, INC.

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BOX 66306, LOS ANGELES, CALIFORNIA 90066

1985

JANUARY

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

NOVICE RATINGS Region

Eric Slater, La Grande, OR Bruce Blaycock, Mtn. View, CA Ronald Brantigan, Santa Clara, CA Larry Cote, Hayward, CA Gary Hahn, Newark, CA Janet Murdock, Oakland, CA Laurie Stanton, San Francisco, CA Bruce Thompson, San Jose, CA Steve Wertheimer, Novato, CA

2 2 2 2 2 2 2 2

Peggy Maass, Mililani Towm, HI James Whaley, Kailua, HI Robin Wong, Honolulu, HI

Steven Bandusky, Mesa, AZ

Grady Cook, Little Rock, AR

Andren Clark, Villa Park, IL David Driscoll, W. Lafayette, IN Denis Ranger, Fenton, MI Robert Sitko, Chicago, IL Rodney Stanley, Portage, IN Chuck Trippel, Mishawaka, IN Ron Trobaugh, Portage, IN

7 7 7 7 7 7 7

Patrick Barrows, Greenwich, CT Brian Bates, Glastonbury, CT Michael Becker, Boston, MA Craig Carlson, Enfield, CT Glennwood De Voe, Southington, CT Michael Hillian, Ft. Devens, MA Scott Randall, Vernon, CT Kevin Westray, Hartford, CT

8 8 8 8 8 8 8 8

Dennis Aldridge, College Pk, MD Bob Coffman, Baltimore, MD Mark Guiseppe, West Chester, PA Raean Hammet, Cockeysville, MD Thomas Lampley, Alexandria, VA Timothy O'Leary, Arlington, VA Mark Rasnick, Akron, OH Bonnie Ruetenik, Burke, VA

9 9 9 9 9 9 9 9

Paul Blanchard, Clemson, SC Don Foree, Chapel Hill, NC Jan Siegelman, Murphy, NC

10 10 10

Vincent Collins, Austin, TX Scott Levinson, Austin, TX

Tom Faulhaber, Upper Saddle River, NJ Charles Junger, New York, NY 38

3 3

12 12

Name, City, State

Region

Barrick Benson, Seattle, WA David Ralph, Renton, WA Evan Schelter, Ken, WA Harold Alexander, Palo Alto, CA Jack Black, Daly City, CA Jamie Buxton, Palo Alto, CA James Dukes, Sacramento, CA David Giacalone, Los Gatos, CA Matthew Jagelka, Hayward, CA Tom Johns, Saratoga, CA William Lowe, Palo Alto, CA Bob Morken, Olympic Valley, CA Randy Queener, Reedley, CA Edward Rategan, Berkeley, CA Steven Ritz, Pacific Grove, CA Sean Smith, Berkeley, CA Bob Vogel, Hayward, CA Andre Von Wartburg, San Francisco, CA

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

Dave Cook, San Diego, CA John Erwin, Long Beach, CA Tom Glenn, Fallbrook, CA C. Jones, La Jolla, CA Steve Manz, Santa Barbara, CA Arthur Medina, Santa Ana, CA Rick Sibson, Santa Barbara, CA Keith Watts, Los Angeles, CA Jeff White, Long Beach, CA David Wilber, Playa Del Rey, CA

3 3 3 3 3 3 3 3 3 3

Morris Christensen, Albuquerque, NM David Doig, Lakewood, CO JeffFanchalsky, Clearfield, UT Warren Fore, Denver, CO Frank Hines, Tijeras, NM Martin McAnally, Albuquerque, NM John McMullen, Denver, CO Roger Reeve, Ogden, UT John Robinson, Phoenix, AZ Randy Weekley, Tuka City, AZ

4 4 4 4 4 4 4 4 4 4

Tracy Hughes, Ketchum, ID Clair Packer, Moreland, ID

5 5

Denise Whitman, Kildare, OK

Bob Buck, Dehalb, IL Kevin Derheimer, Lafayette, IN Mike Fitzgerald, Minneapolis, MN Jeffrey Flatt, Duluth, MN Daniel Hartowicz, Des Plains, IL William Lambert, W. Lafayette, IN Donald Madden, Villa Park, IL John Sackmeister, Elk River, MN

7 7

7 7 7 7 7 7

J. Michael Gretta, Chester, CT Sidney Ordog, Worchester, MA Angela Sackley, Claremont, NH

8 8 8

Mike Arringdale, Winchester, VA Kenton Brune, Mansfield, OH Brad Dutton, Canton, OH Daniel Ewen, Lexington, KY Donald Lambert, Richmond, VA David Larkin, Harford, PA Paul Lewis, Shippenville, PA Donna Tillman, Winchester, VA

9 9 9 9 9 9 9 9

Randy Baker, Concord, TN Daryl Bordon, Temple Terr., FL Wayne Crow, Flowery Bch, GA Al Davidson, Memphis, TN Jim Fesperman, Asheville, NC Robert Finney, Covington, GA Dennis Garrett, Bowdon, GA Edward McCullough, Collegedale, TN Nicholas Mostert, Miami, FL Azzeal Poidevant, Orange Pk, FL Neal Vickers, Atlanta, GA Ben Winton, Jacksonville, FL

10 10 10 10

10 10

10 10 10 10 10 10

Michael Reedy, Arlington, TX Richard Stein, Dallas, TX Greg Weiner, Angleton, TX

11 11 11

Brant Adams, APO, NY Michael Baker, APO, NY Billy Boyd, APO, NY Timothy Brown, APO, NY Robert Case, Plainfield, NJ Michael Fyfe, APO, NY Michael Havlinek, APO, NY Ildefonso Lontok, APO, NY Michael Luttman, APO, NY Gary Macy, APO, NY Raymond Ray, APO, NY Michael Shirley, APO, NY Ron Smallwood, APO, NY Michael Smith, APO, NY Clifford Snyder, New Vernon, NJ Paul Stark, APO, NY

12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

Tom Schrader, Ontario, Canada William Shima, Basel Arpt, Switzerland

Foreign Foreign

INTERMEDIATE RATINGS Name, City, State

Region

Ray Clapp, Homer-Fritz Creek, OR Rodger Hoyt, Mulino, OR Terry Tibbets, Selma, OR HANG GLIDING

Francois Bar, Berkeley, CA Bob Barnes, Salinas, CA David Burnett, Arroyo Grande, CA Lyle Cook, Berkeley, CA Andy Fawcett, Atherton, CA William Hagen, Concord, CA Gary Melot, Santa Clara, CA Robert Pulskamp, Modesto, CA Henry Sieck, Napa, CA Richard Smith, Santa Cruz, CA Martha Tessmer, Clovis, CA Gary Vosters, Santa Clara, CA Scott Weisman, Fresno, CA Debbie Wolford, Coarsegold, CA Monte Wolford, Coarsegold, CA

2 2 2 2

Don Boardman, Rome, NY Jim Conant, Hopatcong, NJ Rob Cristofoletti, Bergenfield, NJ Robert Hook, Mahopac, NY

12 12 12 12

ADVANCED RATINGS

2 2 2 2 2

Name, City, State

Region

Susan Gray, Walnut Crk, CA Cedric Martin, Fairfield, CA George Koper, Las Vegas, NV

2 2 2

Drew Cooper, Crestline, CA Daniel Harris, Costa Mesa, CA William Rickles, San Diego, CA Hector Rosinach, Pasadena, CA Cole Stevens, San Diego, CA Chris Street, Monterey Pk, CA Wade Williamson, Lakeside, CA

3 3 3 3 3 3 3

2 2

Chris Horn, Albuquerque, NM

Cindy Edvalson, Draper, UT Gerard Fogarty, Corifer, CO Lisa Keller, El Jebel, CO Roxanne Metcalf, Albuquerque, NM Rex Snyder, Ft. Collins, CO Val Stephens, Sandy, UT Michael Stewart, Albuquerque, NM

4 4 4 4 4 4 4

David DeArmond, Little Rock AR Ron Kirkendoll, Tulsa, OK

6 6

J. Karl Campbell, Catasauqua, PA John Harper, Malvern, PA Frederick Mack, Douglasville, PA Steve Schaeffer, Wilmington, DE

9 9 9 9

David Wissenbach, Boise, ID

Kevin Connaughton, Broken Arrow, OK

Nelson Howe, Durham, NC Scott Hubbard, Boca Raton, FL George Middleton, W. Palm Bch, FL Robert Winstead, Sheedville, TN

10 10 10 10

Orlando Stephenson, Gr. Rapids, MI

George Adams, N. Syracuse, NY Paul Allen, Johnson City, NT Gus Johnson, Newton, NJ Bruce Rowe, Oneonta, NY

12 12 12 12

John Quarterly, Ontario, Canada

Foreign

8 8

Dale Ashworth, Wytheville, VA Gerald Doyle, Collingdale, PA Mike Veax, Woodbridge, VA Michael Venth, Riner, VA

9 9 9 9

Frank Rogers, Knoxville, TN Eric Sause, Winston-Salem, NC Theodore Smith, Collegedale, TN

10 10 10 11

QUICK RELEASE CARABINER • • • • • • • • • •

Stainless Steel 5/16 Ball Lock Pin Machined From 2024-T3 Aluminum Harness Straps Are On 5/16 Bolt Designed For Hang Gliding Tested Breaking Load 10,000 Pounds Anodized 1 x 2 x 3V. Dealer Inquiries Welcomed Foreign & C.0.0. Orders $2.00 Extra Extra Pin $8.00 24.95 California Residents add 6%

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

DECEMBER 1983

INSTRUCTORS B - Basic A - Advanced * - Recertification

Edward Pirog, Boston, MA Zane Venne, Westfield, MA

Stephen Mann, Dallas, TX

3 8 9 9 9 9 10 12

SPECIAL OBSERVERS Dave Broyles, Plano, TX

David Boyer, Azusa, CA Matt Melot, Goleta, CA Michael Mixer, San Diego, CA Vincent Morales, San Clemente, CA Dan Myers, Lancaster, CA Ed Smalley, San Diego, CA

3 3 3 3

Philip Lee, Crestline, CA Matt Carr, New London, CT JeffFrelin, Norristown, PA John Harper, West Chester, PA Fred Mack, Douglasville, PA Steve Schaeffer, Wilmingtonn, DE Ray Foley, Tampa, FL Daniel Guido, Mohawk, NY

OBSERVERS Dale Bowyer, Berkeley, CA Denise Francisco, Santa Rosa, CA Ken Muscio, Modesto, CA Rand St. Clair, Mtn. View, CA Louis Tedford, Delhi, CA

2 2 2

A-Steve Bissett, Jacksonville, OR B-Jim Brown, Lacey, WA *B-Lee Keller, Eugene, OR B-Karl Allmendinger, Milpitas, CA B-Ben Espinosa, W. Covina, CA B-Gary Mell, Canoga Pk, CA *B-Dick Snyder, LaCanada, CA A-Larry Lagrone, Sandy, UT *A-Gary Waugh, Scottsdale, AZ B-Jack MacKenzie, Jackson, WY B-B.J. Schulte, Chattanooga, TN

Wind sock -

2 3 3 3 4 4 5 10

TELL-TALE

•Class way to check wind. •Rip-Stop nylon •Bright rainbow colors •Wire support opening •Approx. 10112" long •Great Gift Idea •Only' $4.95 post-paid. Bob Schwartz

4935 Tierra BaJa wav San Diego, CA 92115

2 2

Now Available With Feet Per Minute Readings

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

• Lightweight (4 Oz.) • Pocket Size (4"x 2.4"x f')

• Pre11ure Transducer Vario with Audio • Lateal "Slate of the Art" Componenta

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Makes a great Christmas gift!

For Only $150.00

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BRONZE A WARDS Michael Stewart, Albuquerque, NM Tom Magruder, Linville, NC Robert Barton, San Diego, CA Mary Kesslak, Andover, MA Stephen Smith, Glendale, AZ Frank Kersberg, Boise, ID Dave Mullhaney, Fremont, CA Mike Venth, Riner, VA R.D. Pfeiff, Little Ferry, NJ Daniel Schultz, Carmel, IN Mark Wadsworth, Ft. Worth, TX Ranney Gray, Ft. Worth, TX Keith Melot, Milpitas, CA John Severin-Andreassen, San Francisco, CA Donald Lambert, Richmond, VA Rick Sibson, Santa Barbara, CA

BRONZE AW ARDS ISSUED WITH NOVICE RATINGS Wayne Crow J ochen Eigen John Erwin John Flick Tracy Hughes Matt J agelka Lisa Jensen Dennis Lappert Michael Maness Yosh Matsuda James Monti Andrew Newitt Jerry Raquel John Robinson Paul Stark Robert Taylor Michael Vend! Dallas Wells Jon Wenham Barry Wray

SILVER LILIENTHAL James Herd, Pleasanton, CA Page Perrin, Oakland, CA Mark Wadsworth, Ft. Worth, TX Ranney Gray, Ft. Worth, TX Keith Melot, Milpitas, CA Jack Steelsmith, Boise, ID Greg Phillips, Scottsdale, AZ Donn Law, Phoenix, AZ Birch Phillips, Clarksville, TN

GOLD Roger Moeder, Sequim, WA

GOLD DIAMOND Roger Moeder, Sequim, WA

HANG GLIDING

CLJISSlflElf' AbVtRTIS.INCr

"177 HARRIER, Robertson stirrup harness w/DAR parachute and Litek Variometer." $1300.00 (303) 349-7241. HARRIER II 177 · never used - mylar · $800. (619) 479-8703. HARRIER 177 - Superlative handling, excellent condition, $499. (213) 438-5582. HARRIER 177 762-5621 eves.

Excellent condition. Will ship. (308)

WILLS WING HARRIER Excellent condition, $1000.00 as seen in May '83 tow article, page 20. (405) 363-5189. 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), reused 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 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. COMET 165, Very good condition, flys great. $750.00 (213) 287-9175. COMET 165, 1981, flys great, good condition, extra downtubes, white with red LE, $850. Robertson custom cocoon, faired chute container, extra storage, 5'7 11 to 5, 10 11 , excellent, with gear bag, steel 'biner, $225. (303) 632-0630. COMET 165, 282-1596.

Great

glider,

rainbow.

$1150 (215)

Ready for immediate delivery "83" C-2 165 - $1850., "82" Comet 185 - $1350., "81" Duck 180 - $1200. Call (916) 221-0748 - (916) 222-5439. 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.

HARRIER 147 - Excellent condition, black L.E.; rainbow then white, $1400. Phoenix 60 155 $300. (303) 431-6394.

NEW 160 PRO-STAR II Call collect, (602) 779-0670.

Must sell $1400/Best offer,

PRO-STAR 160 - New, must sell, make offer, 166 Mosquito, Ball vario $175 (619) 743-2245. PRO-STAR 160 - Excellent condition, less than 25 hours, custom sail. Will ship, Call: (602) 782-0891 Best 5-9 pm PST. RA VEN 179 - Impeccable Beauty. New wires. Extra control bar. Only $650. (619) 729-0650. FOR SALE: RAVEN 229 - Xlnt. condition $800.00 or best offer. (714) 645-8232 eves. RAVEN 209 - Like new - $500. (619) 479-8703. RA VEN 209 - Prone harness, chute, vario. All excellent condition. $800. (313) 264-0085. SENSOR 510 - All the latest adjustments, excellent condition. $1550. (802) 728-3320. SENSOR 1982 - 510-810 Xlnt. Cond. Latest factory mods. Red w/rainbow. Will ship $1,550. OBO (805) 967-7318.

HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US lO I and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

Light Wing Insurance

SENSOR 510, 180, CYT Sailcloth, many hours, but flys great. $1095; Raven 209 $775; Raven 229. Kevin (415) 527-5449. SENSOR 510, 165 - Excellent condition, Orange L.E., Brown - Gold lower surface. $1400. Pat (213) 332-3639.

STREAK 130 - New, never flown, $1495. Willie Carr, 2739 Colonial Ave., Roanoke, VA (703) 343-5606.

FLEDGE III, only 3 hrs. airtime, $1,900; 1981 180 ProAir, 20 hrs. airtime, $700; 1982 185 OVR II, 20 hrs. airtime, $1,100. Call Don (602) 843-1290.

WANTED - Used Hang Gliding Equipment. Gliders, Instruments, Harnesses and Parachutes. HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 992-6020. WILLS WING SALE: Duck 160 - low air, to a good home, $1425; Duck 180 - Beautiful color scheme, $1375; Raven 229 - demo Xlnt, $850; Raven 229 - pretty glider, stored 2 years, $875; Raven 179 - Jan Case bar, $700. Call (607) 842-6670 or 842-6463.

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

Schools and Dealers

GEMINI 164 - 1983 factory fresh, never flown, perfect, $900; Seahawk 170 rigged for tow, excellent, $500. Florida (813) 736-5449.

DECEMBER 1983

BEST FLITE HANG GLIDING CENTER, Phone (714) 781-9222. Located at Flabob Airport, Riverside, CA 92509.

SENSOR 510, 156, 4 months old, many extras $1895; Sensor 510, "82" rainbow, factory tuned. $1595. (805) 687-3119.

1983. $1,200. Black, red and white. (619)

"82" GEMINI 134 - Excellent condition, Spectrum Sail, white trailing edge. $1100. (801) 392-6437.

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.

PRO-STAR I, 7/82, good condition with French Connection, internal CB antenna & fairings. $1000. Ken (408) 733-5749.

DUCK 160 328-7287.

GEMINI 184 - New, custom sail, $1,100; Electra Floater 185, $750; Oly 160, $500. Chuck (503) 296-9588.

CALIFORNIA BRIGHT STAR HANG GLIDERS - Certified Personal instruction for all levels. Proudly representing Wills Wing, UP, Pacific Windcraft and most major manufacturers. Quality restorations, parts and accessories for Northern California. 3715 Santa Rosa Ave., Santa Rosa, CA 95407. (707) 584-7088.

ABSOLUTELY Best Deal Possible. Pro Star II 190 Cleanest ever built by factory. Custom sail. Super custom cocoon harness 5' 10-6' l. Parachute w/kevlar bridle. Colver variometer audio/visual. All excellent - near new $2,250. (213) 362-7630 after 6.

Duck 180 - Excellent condition, low airtime. UP standard harness with/free flight chute. (805) 543-5045.

FOR SALE: $950. 220 SL by Flight Designs, like new, Gary Wood, P.O. Box 865, Carson City, NV 89701 Tel. (702) 885-1891.

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

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

'83 STREAK 180 - 4 flts. on it, new cond., May '83 USHGA mag color scheme, $1795. Includes harness. '80 Nova II-230, ex. cond., rigging for prone or supine, $495. Includes new supine harness (206) 888-0371.

FLEDGE II B - Red/Gold 6 rib model, little midwest airtime, good condition. $600/b.o. Jim (612) 780-5972.

20, Tempe, AZ 85283 (602) 897-7121. 1883 W. Thunderbird, Phoenix, AZ 85029 (602) 866-2912.

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

Insurers for

USHGA P.O. Box 16 Westerville, Ohio 43081

HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST-DILLON BEACH FLYING SCHOOL - USHGA Certified instructors, observers serving Northern California since 1973. Expert quality repairs. Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or write for brochure. 20-A Pamaron Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. 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 & equipment sales & rentals. Private & group instruction by U.S.H.G.A. certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 731-7766. WINDGYPSY Professional hang gliding instruction, sales, service. USHGA advanced certified instructor. SErving most popular southern California sites. Glider demo & ren· tals 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. Com· plete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 91411 (213) 789-0836.

sales, service and training. 145 E. 14th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891.

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

MICHIGAN ECO-FLIGHT HANG GLIDERS & WINDSURFING. Certified instruction, sales, service, rentals, repairs. 493 Lake St., Benzonia MI 49616 (616) 882-4039. SOUTHEAST MICHIGAN HANG GLIDERS - Sales and instruction in Ultralights, Free Flight and towing. Dealers for Eagle, UP, Flight Designs, Delta Wing and Soarmaster. 24851 Murray, Mt. Clemens, MI 48045 (313) 791-0614 - Since 1975.

HAWAII

MINNESOTA

MAUI SOARING SUPPLIES - Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-127 l.

NORTHERN SUN, INC. Dealer for all major nonpowered and powered brands. USH GA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866.

TRADEWINDS HANG GLIDING - USHGA Certified School. Rentals, tandems, Wills Wing. Box 543, Kailua, HI 96734 (808) 369-8557. IDAHO IDAHO MOUNTAIN AIR - New C-2, 1982 165 & 135 Comets. Demo Streak's 180 & 135. All reasonably priced. Will ship. 945 No. Harrison, Pocatello, ID 83201 (208) 232-3408. TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593. ILLINOIS MIDWEST MOTORGLIDER SUPPLIES - New and used gliders, flight accessories, and land towing hardware. 2638 Roberts, Waukegan, IL 60087 (312) 244-0529. INDIANA ALPHA AIRCRAFT, INC. - Dealer for UP Hang Gliders, Flightstar and Shadow Ultralights. Accessories,

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. NEW YORK ELMIRA AIR SPORTS - UP, Wills Wing, Comet II, Attack Duck in stock. Many used beginner gliders. Call now (607) 732-1490. 959 Oak, Elmira, NY 14901. 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.

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The Hall Airspeed Indicator A precision instrument for the serious pilot. Rugged, dependable and easy to read. Airspeed lndicator .................. $21.50 Long Bracket .. ...................... 6.00

Airspeed Indicator with Long Bracket

Foreign & C.0.D. Orders add $2.00

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Hall Brothers Control Bar Protectors

P.O. Box 771-H, Morgan, UT 84000 C.O.D. Phone Orders (801) 829-3232

HANG GLIDING

Movies

NORTH CAROLINA

SWITZERLAND

KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, 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.

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.

OREGON EASTERN OREGON ULTRAL!GHTS - Certified instruction. New and used. Wills Wing specialists. 500 SW 11th, Pendleton, Oregon 9780 I. (503) 276-2329. PENNSYLV ANJA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

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

TEXAS AUSTIN AIR SPORTS - The central Texas outlet for those who like to fly. We sell & service hang gliders, ultralights, windsurfers & landsailors. We stock gliders & equipment from U.P., Wills Wing, U.S. Moyes, Bennett & Manta. USHGA certified instruction & demos available. Call us about our Mexico safari. 5508 Parkcrest, Austin, Texas 78731. (512) 451-2505. UTAH FLY UTAH WITH

Business Opportunities CRYSTAL AIR SPORTS MOTEL - Male/Female HELP WANTED: 15 hrs.lwk. Exchange for lodging in Original Flyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, TN 37409 (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. Waterbeds, Video Movies, Color TV, Pool.

Parts & Accessories

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. TRIKE Power pack, geared reduction, 15 HP Yamaha, 2 hours T.T., 48" prop. $750.IOBO. (405) 363-5189.

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

M iscel la neous Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White wlblue letters. $1.75 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066. HANG GLIDING BUCKLES - Photoengraved, solid brass, depicting soaring birds of prey. Exceptional quali• ty. Send for free brochure! Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. QUALITY KJCKABLES, 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.

Para ~ Publishing

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.

International Schools & Dealers

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

JAPAN

Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277

Send For FREE Brochure r----------------------------------------------------------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 2111/13. Shibakoan Minatoku Tokyo, 105 JAPAN. Tel. 03/433/0062.

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.

usHaA CLASSIFIED ADVERTISING ORDER FORM

Section (please circle)

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

Schools and Dealers

Rigid Wings

Emergency Chutes

Business & Employment Opportunities

Rogallos

1 word)

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

Ultralight Powered Flight

Parts & Accessories

Publications & Organizations Miscellaneous

Begin with 19 _ _ _ _ issue and run for ____ consecutive issue(s). My check _ _ money order _ _ is enclosed In the amount of $, _ _ _ _ _ _ __

Please enter my classified ad as follows:

Address:---------------------

Number of words:

@ .35 •

Phone Number:

P.O. BOX 88308, LOS ANGELES, CA 90088 / (213) 390,3085

L----------------------------------------------------------J DECEMBER 1983

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

TYPE: Bright red harness with matching chute. Chute has white lettering "go security," hand embroidered patch on left shoulder patch. Reward. CONTACT: Sue Gale, Box 13, Elmira, NY 14901 (607) 733-9738.

1980 Ellenville, New York Nationals T-SHIRTS. Special closeout sale. $2.50 each. Limited sizes in stock. USHGA, P.O. Box 66306, Los Angeles, CA 90066 (213) 390-3065.

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: lSimon Mitchell (604) 357·2400 collect. Reward.

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, M, X-L. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

HANG GLIDING CHARM - 14K gold $48.00, Sterling Silver $38.00. Golden Glider, 1129 Turnbull Cyn., Hacienda Heights, CA 91745 (213) 333-3300. 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 cance11ations must be received in writing l 1/, 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 ....................................................... 4 Ball ................................................................ 13 Bennett Delta Wing Gliders .......................... BC Fllght Tech .................................................... 39 Glider Rider ................................................... 42 Hall Brothers ................................................. 42 Kai ember ...................................................... 39 Llghtwlng ..................................................... 41 Lltek .............................................................. 3 Lookout Mt ................................................... 40 Pagen Books ................................................. 3 Para Publlshlng ............................................ 43 Santa Barbara Hang Gilding.......................... 3 Schwartz ....................................................... 39 seedwlngs .................................................... 6 south coast Air ............................................. 13 svstek ........................................................... 42 USHGA .................................................... IFC, IBC Whole Air Magazine ...................................... 24

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

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

TYPE: Comet 135 No. UPCMT135054. SAIL PAT· TERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. II, 1982 10 mi. east of Mt. Wilson in San Gabriel Cyn. (Azusa) CA Los Angeles area. Thief known to drive brown jeep-type vehicle. Glider has mountings for french connection on keel. CONTACT: Jerry Bard (213) 851-8869.

TYPE: '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. CONTACT: Chuck Woods, 1905 Driss Pl. NE, Albuquerque, NM 87112 (505) 298-2740.

TYPE: Bobcat IJI. SAIL PATTERN: Orange leading edges and tips. Center out: It. blue, gold, green. DISTINGUISHING CHARACTERISTICS: Gold anodized frame. Blue control bar, raked 21" forward. Faded orange and gray two-piece bag. WHERE & WHEN: San Diego, CA September 3, 1982. CONTACT: Torrey Pines, (714) 455-6036 (daytime). Paul Gach (714) 279-5403 (evenings). Reward.

TYPE: 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 55302 (612) 274-8064. TYPE: UP Gemini 164, light blue w/dk blue LE. Flight Designs Super Lancer 200, yellow w/purple LE, tips and center. US Lancer 190, multi-striped from center out: purple, yellow, orange, red, purple tips. WHERE AND WHEN: From garage at 1342 Henderson Ln., Hayward·, CA May 4, 1983. 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. CONT ACT: 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 can· cellatlons must be received In writing 1 v, months preceding the cover date, I.e. Mar. 20 for the May Issue.

TYPE: Comet 165 #1651222. WHERE AND WHEN: Lookout Mt., TN Nov. 7, 1982. SAIL PATTERN: Custom: burgundy LE, black and yellow TE, black tips. Undersurface: burgundy LE, spectrum, yellow TE, left corner has black "UP." Keel pocket black with white "UP." Bag blue with yellow tips. CONTACT: Dave Freeman at Lookout Mt. Flight Park (404) 398-3541. Reward. No questions.

TYPE: Dk blue and red gear bag w/black Flight Designs cocoon harness with Advanced Air chute in red container, orange Bell helmet, Ball vario w/bracket. WHERE AND WHEN: San Francisco, May 7, 1983. CONTACT: Joel Greger (415) 824-4826. Reward.

TYPE: Gemini #UPGl3400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jordon Utah, taken from car. CONTACT: Claudia Holbrook (801) 561-1974 or 571-4044. TYPE: Eipper Flexi Ill. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Reward. CONT ACT: 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 #111000. LE, yellow, TE, white. Center, brown. Tips, brown. Rudder, white with brown & black stripes. Canard, brown, yellow and white. CONTACT: LEAF, 331 South 14th St., Colorado Springs, CO 80904 (303) 632-4959. TYPE: 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 I, 1982 Denver, CO. Glider is incomplete. SAIL: White with dk blue LE, tips and keel panel. CONTACT: Richard Siberell, 711 55th Des Moines, Iowa 50312 (515) 255-1456.

HANG GLIDING

USHGA MERCHANDISE ORDER FORM

BOOKS

PRICE

MANBIRDS by Maralys Wills. Entertainingly takes lhe reader from hang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIRCA TION MANUAL. Complete require· ments. syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting. FL YING CONDITIONS by Dennis Pagen. Micrometerology lor pilots. 90 illustrations. HANG GLIDING AND FL YING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complele instruction manual. POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual for self-training & training schools. 11 lessons, tests and FAA Regulations. MANNED KITING by Dan Poynter. Handbook on tow launch llying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history ol flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent information. FAI SPORTING CODE FDR 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 FUGHT LOG. 40 pgs. Pocket size, skills signoffs (all levels), glossary of terms, awards.

$17.95

QUANTITY 8-1

8-2 9.3 B-5 8-6 8-7 8-8 8-9

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

AMOUNT

$ 2.00 $ 7.50

$ 7.50 $ 7.50

$ 7.50 $ 8.50

$12.95

$ 4.50 $ 6.50

$ 4.50 $ 1.00

$ 1.50 $ 2.95

ITEMS 1-1

"HEW" USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: S M L X-L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X·L (CIRCLE SIZE & COLOR) USHBA 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. 31;, x 2'1<. USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunbursl w/black print). USHGA EMBLEM DECAL. 31/,'' dia., lull color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.

1-2 1-3 1-4 1-5 1-6 1-8 1·9

$ 8.00

------

$ 8.00

$ 5.00 $12.00 $ 1.00 .25 $ 5.50 $ 8.95

HANG GLIDING/GROUND SKIMMER BACK ISSUES ... SPECIFY BY CIRCLING ISSUE NUMBER'''ISSUES NOT NUMBERED ARE SOLO 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. 61, 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

S 1.00

105 - Current Issue

S 2.00

"HO TAX OH MAGAZINES"

S 1 50

----------

MAGAZINE SUB TOTAL

Ordering Information: All prices include postage and handling. (Prices subject to change w1lhout notice.) Enter quantity and price of each item ordered. Allow 3-4 weeks delivery (8 weeks

MERCHANDISE SUB TOTAL

for Foreign) All orders are mailed by !he cheapesl available rale. If you wrsh lo re-

(Californians add 6%, tax on merchandise only)

ceive your order faster. please include sutficrent postage funds. No C O.D.'s Foreign Orders: USHGA will ONLY accepl foreign checks payable on a u_s_ bank

NO CHARGE ITEMS

in U.S. funds

TOTAL

USHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART !00)

USHGA MERCHAHDISE·OROER FORM (#14)

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MAIL WITH CHECK OR MONEY ORDER TO:

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\1:,\. U.S. NATIONALS

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

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REGIONALS Rick Rawlings