USHGA Hang Gliding January 1984 by US Hang Gliding & Paragliding Association

R • BOB TRAMPENAU e

Meadows, the world's footlaunched X site, is threatened with closure unless a responsible organization provides regulation during the summer of 1984. T

primary objective of the ross Pilots Association is to secure launches of the Owens Valley and them available to of every nationality.

$ .50 MEMBERSHIP: $25 .00 ick Masters Steve

ray

Your membership provides a flight pass good for all sites; quarterly newsletters packed with information on weather, launch sites, possible and proven flight routes, hazards, and costcutting tips; gas, food and lodging discounts from local businesses ;world record attempt assistance and much more. Your elected officials will promote public relations, encourage local support, seek sponsors for meets, assist in establishing competitions, arrange for trained retrieval drivers for hire, inexpensive rental cars, insurance, message phones and emergency assistance.

COUNTRY ASSOCIATION , Independence, CA 93526 RICH PFEIFFER e RICK MASTERS e SCOTT SMITH • STEVE GRAY • MIKE KING • WOODY WOODRUFF

Volume14

CONTENTS

IssueNo.1

(USPS O17-970)

Features

Columns

11 River City Revisited A Crisis Facing The USHGA

by Gil Dodgen

3 Viewpoint

by Erik Fair

Hang Gliding takes on a new look some new content.

A declining membership may force your association to drastically cut back its services.

14 The Right Stuff by Erik Fair

and

A discussion on getting from the takeoff mode to the Superman mode.

Page 11

The author discusses some interesting ideas submitted by three experimenters.

27 Medicina A vi bus by Fred Leonard, M.D. A Healthful Hang Gliding Helper

22 Point-Of-View Mounting A Camera (Safely) On Your Glider article and photos by John Heiney Experienced aerial photographer John Heiney gives some helpful advice on producing those dynamite shots seen in this publication.

Departments Page 22

30 The Sixth Annual 94 ROCK/Free Spirit Hang Gliding Festival by Rob Kells photos by Eileen Kolynich The most significant meet of the year may have been an informal fly-in held at Draht Hill near Elmira, NY. The festival attracted five thousand spectators!

34 Skyting Update ©by Donnell Hewett A recently-published series of articles on this towing technique depicted skyting as it was developed in late 1980. The author answers some questions about the technique as it is now being practiced.

Page 30 COVER: Above - Denny Schucker of the Free Spirit team launches from Draht Hill during the recent 94 ROCK/Free Spirit Hang Gliding Festival. Below - Sue Gale (top) won the best sportsman award while Harry Fitzsimmons (below) held the honor of Chief Judge. Photos by Eileen Kolynich. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HOMA standards. Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and individual contributors.

JANUARY 1984

4 Airmail 6 USHGA Chapter News 8 Update 8 News and New Products 9 Milestones 10 Competition Corner 18 Ratings and Appointments 40 Classified Advertising 40 Classifieds 42 Stolen Wings 43 Index to Advertisers

• FLIGHT LOG, 40 PAGES , • POCKET SIZE, 33AJ" x 7'' • SKILLS SIGN•OFFS · INTERMEDIATE , ·'.ADVANCED

r41titl'ol1:i~~~.

OFFICIAL

USHGA

NOW AVAILABLE

------------------------ORDER FORM

Please send: _ _ _ _ Official USHGA f I ight log(s) at $2.95 ea. NAME~~~~~~---~-~-~~---~ ADDRESS~-~-----~------~-CITY _ _ _ _ _ _ STATE _ _ _ _ _ ZIP _ _ __ Postpaid Californians add 6% sales tax Dealer inquiries invited

Send check or money order to: USHGA P.O. Box 66306 Los Angeles, CA 90066

_dlml ______________________ _

Gil Dodgen, Edi/or Janie Dodgen, Associate Editor, Production David Pounds, Design Cons11/1an1 Leroy Grannis, Bettina Gray Staff Photographers

Erik Fair, Staff Writer Harry Martin, Rod Stafford, Illustrators Gretchen Niver, East Coast Correspondenr . Office Staff: Carol Velderrain, Manager Amy Gray, Ratings Mary Marks, Membership Terrie Jo Nelson, Accounts Receivable USHGA Officers: Dick Heckman, President Sieve Hawxhurst, Vice President Elizabeth Sharp, Secretary Doug Hildreth, Treasurer

Executive Committee: Dick Heckman Steve Hawxhurst Elizabeth Sharp Doug Hildreth USHGA Regional Directors: Regional Directors elected to 12/31/83 indicated first, those elected to 12/3 t /84 indicaled second. REGION I: Doug Hildreth, T. Michael Iloylc. REGION 2: Pat Denevan. Gary Hodges. REGION 3: Steve Hawxhurst. Bellina Gray. REGION 4: Ken Koerwitz. Bob Thompson. REGION 5: Mike King (12131/83). REGION 6: Ted Gilmore (12131183). 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 (12131183). REG!ON 12: Steve Ostertag. Paul Rikert. 1983 DIRECTORS-AT-LARGE elec1ed to 12/31/83: Jan Case. Dean Tanji, Dennis Pagen, Dick Heckman, Eli,abe!h Sharp, EX-OFFICIO DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DlRECTORS (Without Vote) elected to 12/31 /83: Dill Bennett, John Harris, Hugh Morton,Vic Powell, Mike Meier.The United States Hang Gliding Association Inc., is a division of the National Aeronautic Association {NAA) which is the official U.S. representative of the Federation AeronatHiquc Internationale (FAI), the world governing body for sport aviation. The NAA, which represents lhe U.S. at FAI Meetings, has delegated to the USHGA supervision of FAl·related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang

gliding sport enthm.iasts to crcat 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 1 photos, and illustrations concerning hang gliding activities. [f the material is to be returned, a stamped, self-addressed rclllrn envelope must be enclosed. Notification must be made of submission to other hang gliding publications, HANG GLmING magazine reserves the right to edit contributions \Vhere necessary. The Association and publication do no! assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, fnc. whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices arc located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color Separations arc provided by Scanner House of Studio City, Calir. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all fncels of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues far full membership are $29.50 per year ($32,50 for foreign addresses): subscription rates arc $22.50 for one year, $40.00 for two years, $57.SO for lhree years, Changes of address should be sent stx 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.

JANUARY 1984

VIEWPOINT

A New Look by Gil Dodgen

You may have noticed by now that the January, 1984 issue of Hang Gliding has a new look. Well, we finally decided it was time for a change in both appearance and content. We feel the new format is not only much more attractive but that it will facilitate your access to the magazine's information. With this issue we are also beginning a new direction in the content of the publication. Perhaps the most significant change in the editorial policy will be something of a de-emphasis of competition reporting. This does not mean that we will not report important meet results; in fact you will find a special "Competition Comer" department for that purpose. In this column we will summarize meet results with box scores, a short description of the flying, and a photo. Feature stories will appear on the more significant meets when warranted. We are in a transition phase in our sport and Hang Gliding will help to lead the way. With the new crop of fun-to-fly gliders about to appear on the market we will begin a new series of glider showcase articles, beginning with the next issue. Also beginning next month we will feature a question and answer column by Mike Meier, hang glider designer and president of the Hang Glider Manufacturers Association. Staff writer Erik Fair will be evaluating some new accessories and will continue his interview series. In keeping with the philosophy of a previous editorial we will be emphasizing the informative and instructional

articles, with more emphasis on the entry-level pilot who is the real strength of the sport. Like most other special interest publications we are dependent on our readers and enthusiasts in the sport to fill our pages with articles that will be informative and entertaining to hang glider pilots. Unfortunately, the professional journalist types, although literary and eloquent, rarely have anything of interest to say about our sport. Since our readership is mainly composed of pilots, it is the pliot who is flying, experimenting and learning who has the most to offer. If you are engaged in some activity that you feel would be of interest to hang glider pilots in general, get in touch with us. This is your magazine. This viewpoint column will be open to qualified authors to help further the discussion of important issues relating to our sport. Please contact the editor for details. Please read Erik Fair's "River City" article in this issue. With the slowdown in the sport your association has already faced severe cutbacks, with more foreseen in the near future. This trend could mean a loss of important association services and the possible jeopardy of major flying sites across the nation. Get on board and bring a friend or two with you; we need your support. As a final note I would like to extend a special thanks to David Pounds for his talent, enthusiasm and imagination in the graphic re-design of Hang Gliding magazine.• 3

AIRMAIL Foreign Certification Dear Editor,

In your November issue, an advertisement appeared for the Magic III, manufactured by Airwave Gliders Limited of England, which read, in part: " ... And you can rest assured that the Magic III is fully certified and tested to British, German, Swiss and American standards." For the information of your readers, the Airwave Magic Ill has not been certified to U.S. HOMA standards, nor has Airwave applied for a reciprocal agreement between the HOMA and the German equivalent organization, the DHV. According to this agreement, the USHGA has allowed foreign made gliders which are DHV certified to compete in USHGA sanctioned competitions that require American certification. The DHV, in turn, recognizes American-made gliders which are HOMA certified as having an "equivalent certification" which allows them to be legally sold in European countries where DHV certification is required by law before a glider can be sold. If the Airwave Magic III is DHV certified, or if it is certified in England according to some set of official British certification standards, the USHGA policy is currently to allow it to compete in American contests which are USHGA sanctioned and require HOMA certified gliders. This situation should not be interpreted, however, as an implied statement, either on the part of the USHGA or the HOMA, that either organization has seen, has approved, or has on file any documentation which indicates that the Magic lII meets the HOMA Airworthiness Standards. Mike Meier HGMA President With A Little Help From My Friends Dear Editor This lady pilot with a brand-new Hang II rating would like to say "Thank You" to the many friends

who've supported me in my effort. As a rather small (5'3", 115 lb.) potential pilot I had some difficulty in jockeying my Harrier II 147 across the pasture, over the stiles, and finally up the hill to the 100' and 200' levels at Ed Levin Park near San Jose, CA in order to get the airtime I needed. Had it not been for my good friend (now my husband) Dave Squires' willingness to be my "pack horse" and carry the glider up the hill for me as I tired out, I never could have gotten the airtime and experience I needed. I would also like to thank the excellent instructors from Mission Soaring Center; Rob Engorn, who got me started, and Tom Armstrong and Fred Hutchinson who continued my training higher up the hill. Thanks, guys, for good instruction and for insisting on good technique. A big "Thank You" also goes to all the friends and fellow pilots who were supportive, helpful, and who sometimes even carried my glider for me when Dave wasn't around. We smaller lady pilots aren't necessarily constructed (who is?) to carry almost 50% of our body weight up a steep grade. But we can acquire the skills to fly with our male buddies, if they'll help us with the part of the job that requires big muscles.

there a compromise in certification of our gliders. And finally I resent being accused of flying on ''the edge of the safety performance envelope" by someone without any airtime in the gliders we were flying. After the Masters I delivered my 100% surfcoat Streak to Jeff Nikolai at Morningside and doubt he would describe its handling as "horrid." As a matter of fact he's enjoying the advantages of this new lowstretch cloth. Get the story right Dick.

Jane Lawrence-Squires

The story you printed in the October issue of Hang Gliding concerning the first man-made training hill really caught my attention. My husband, several friends, and myself have all had training flights from a man-made training hill that was built in April of 1980. This hill is still in existence as far as I know and is located about eight miles outside of Spring Lake, North Carolina, which is near Fayetteville. Thomas C. Pendergraft trained many people at this location before his interests reverted to ultralights. This hill was approximately 40-feet high when constructed, has four slopes (two shallow - two steep), and a nice flat top which would accommodate about three or four gliders, and many nervous students.

Trick Gliders Dear Editor, In response to Dick Casetta's letter concerning "Trick Gliders": First, the Streak 180's the Delta Wing team used in the Nationals differed in no way from production gliders other than the experimental Surfcoat cloth and airfoilshaped control bars. Second, these oplions are made available by Delta Wing for anyone, and will no doubt be used in the future on "off the shelf gliders." The Windsurfing industry has been aiding the development of lightweight low-stretch cloths to improve performance. Third, in no way was

Chris Bulger Mercer Island, WA Flight Designs Disclaimer Dear Editor, As the designer of both the Flight Designs Javelin and Demon hang gliders, I am no longer willing to accept responsibility for these two glider models as they are currently being marketed by Flight Designs. Jean-Michel Bernasconi President Pacific Windcraft Ltd. Another Man-Made Hill Dear Editor,

HANG GLIDING

AIRMAIL Quite a bit of land towing was done at this site and there have been at least two air shows in past years. The hill is located off N.C. Highway 27. It was built with the help of a bulldozer and has provided many enjoyable hours for so many people (pilots and woofos alike). Just wanted to let you know that we here in North Carolina had to have somewhere to train other than Nags Head or the mountains because we don't have any intermediate hills (about 300') available in this area. We do love to fly though, and I would like to thank Tom for providing us with the opportunity train without making a four-hour trip to another part of the state. Cindy Barnett North Carolina Correction Correction Dear Editor, It was with interest that I read Mr. Saffold 's letter of correction regarding Mr. LeMer's article on the 1973 Lilienthal meet. They are both right and they are both wrong! I was a beginning flyer then, not qualified to fly off Saddleback and my employment provided me a key to the locked gate. I was elected driver. I drove six flyers up the mountain. At launch, a flyer know to me only as "Sky King" discovered that his base tube was missing and had to ride clown. Five flyers made the flight, and we all evaded the rangers. Bob Wills, (Dr.) Chris Wills and Chris (the price is right) Price all made the landing area. Two flyers landed short in the wash at the bottom of the canyon. I believe one of them may have been Lloyd Short (who later died in a hang gliding accident). It should surprise nobody that Bob Wills came out highest over the LZ as he always did (with a few exceptions which modesty prevents me from mentioning).

Dennis L. Lusk Mesa, AZ

JANUARY 1984

Hang Gliding Racism

Dear Editor, I thank Eric Fair for so articulately expressing my feelings regarding the "dangerous bars controversy." I was pretty dismayed, however, by the accompanying "silly" illustration designed to capture my attention. I find the frito-bandito, Mexican badguy image to be racist and insulting. As an organization I would like to see us strive for freedom from racism and sexism. Though these causes need not be a focus of the USHGA I would prefer that Hang Gliding magazine steer clear of such obvious abuses of people who aren't white, male hang glider pilots. I've been a pilot and reader of HG for over seven years. I will say that this is not the first such oversight to appear in the pages of the magazine and I will say that the situation has improved over the years. Thank you for considering this point. As an organization with international affiliations I feel we must develop our respect for all members of the human race. Sue Firor Eugene OR More Landing Comments Dear Editor, Not that I believe that it will make any real difference, what I might think or say on the subject of landing, but I offer this observation. It appears to me that most "blown landings," or abrupt arrivals, are a matter of poor technique, poor technique that only becomes more routine as each landing reinforces the poor technique. Practice in this instance doesn't make perfect, rather it makes it permanent. Part of this near-universal problem is lack of concentration. As evidence of this, I cite a night flight several of us had a while back. Without a moon on a clear star-lit night not one of the numerous flights ended with an uncontrolled landing. When I asked

others about this, they mentioned that they'd really been concentrating on the final touchdown itself. Later a friend of mine, Steve, told me that paying more attention on final approach definitely helped. He felt that concentrating on his airspeed and those last few feet before the flare helped. Another factor that Steve mentioned is that he always tries to get the glider to settle behind him. This involves not only a decent flare, but also an effort to boldly stay in front of the glider even if it means running a few steps. I personally fly a Fledge III. Since it is somewhat tail-heavy it naturally settles behind me. That, and the upelevator effect of both rudders deployed simultaneously pitches the nose up even without a decent flare. On the rare occasion when I have the opportunity to fly a friend's "rag wing" - being paranoid about wiping out the down tubes - I don't even bother to flare, I simply stretch the glide out as far as the glider will g~ and touch down running. By runnmg out my landing I save my body and the glider some wear and tear. Recently while on vacation in Chattanooga, TN I was dismayed by all the crash and burn landings l witnessed. It was so bad people cheered a good stand-up landing , whenever those rare events occurred. Once upon a time weren't stand-up controlled landings required for your rating? Pete Osborne Mt. Joy, PA

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

Send For FREE Brochure '---~~~~~~~~~~ 5

USHGA :CHAPTER NEWS edited by Joel Howard "The High Flyer" Alaska Sky Sailors Assn. (#2) 4650 Reka St. #F-8 Anchorage, AK 99508 Katie Bennett, Vicki Griffeth & Becky Whisman, editors 10/83 - Chris Von Imhof is the manager of the Alyeska Resort and has OK'd a 50% price cut in the fee for the chairlift at the site. The $5 goes into effect in 1984. Good job in the negotiations success to Michael Boyle and Becky Whisman. "Cloud buster'' Wind Riders Hang Gliding Club (#17) 407 Old Philadelphia Pike Douglassville, PA 19518 Fred Mack, editor 11/83 - Some of the club members took a try at towing on the Sassafrass River in Maryland. John Williamson was the boat man and Gerry Doyle, Bob Miegs, Bill Ulmstead, Jeff Harper, Fred Mack and Steve Schaeffer took turns towing. ''Newsletter'' Western New York Hang Gliding Assn. (#32) 128 Richmond Ave. Lancaster, NY 14086 Jeff Ingersoll, editor 10/83 - On October 8th, Mick Byrne and two other pilots soared some rare frontal lift at Hammondsport. They gained up to 3600' above launch in abundant wonder wind type lift, actually getting above clouds at times. The following day Mick and newsletter editor Jeff Ingersoll got a few hours at the Mossy Banks site. "Newsletter" Rochester Area Flyers, Inc. (#41) 497 Elmgrove Rochester, NY 14606 Peter Fournia, editor 11/83 - The RAF held their second meet at Bristol on October 30. Twelve pilots flew over 21 flights in light thermals.

Officers for 1984 are: Peter Fournia, president; Don Jones, vice president; Tony Speiker, treasurer; Scott Rowe, secretary; Bob McGovern, student growth; Alban Liepert, newsletter production. "Newsletter" Water Gap Hang Gliding Club (#44) 43 North Seventh St. Stroudsburg, PA 18360 Bill Sayer, editor 11/4 - Bob Beck gained 3100' at Kirkridge in no wind thermal conditions. The flight was flown towards the end of October. Mark Frasca thermalled out over the backside of Santini's on October 15. He went about 5 miles to Jug Town Mountain Ridge and back with a 15 mph wind. The flight lasted 35 minutes. The annual Halloween party and flyin featured some of the most outrageous costumes this editor has seen in a hang gliding newsletter to date. Rich Ferretti and Bob Schumaker should make plans to bring their gliders and costumes to the 1984 USHGA Nationals. ''RidgeRunner'' Rogue Valley Hang Gliding Assn. (#45) 1423 Euclid Medford, OR 97501 Chuck Kanavle, editor 11/83 - Starthistle 1983 was run on August 13-14 with a very light pilot turnout. The results were Mark Schell, first; Terry Tibbetts, second; Joseph Bova, third; Guy Parker, fourth; and Scott Aaland, fifth. "Newsletter" Southern New York Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY 10546 Bob Havreluk, editor 10/83 - According to Flight Director, Paul Voight, XC has been the theme of the month. Mark Casey has gone over the back for an accumulation of

around 65 miles in 5-6 flights. 11/83 - The club is seeking a way to purchase the launch at Ellenville. Proposals and plans are being discussed at meetings. "Newsletter" Topa Flyers (#54) 8887 N. Ventura Ave. Ventura, CA 93001 ?????, editor 10/83 - In the past month one of the good days coincided with the monthly Rincon day. That was on the 16th of October and featured treetop soarability and additions to t'he "Land On Top In The Avacados" club. "The Soaring Times" Utah Hang Gliding Assn. (#58) P.O. Box 14 Draper, UT 84020 Winslow Collins, editor 10/83 - Sid White landed near the interstate after flying Tower Mtn. with three others just in time to be picked up as a suspected armed robber. Some days it just doesn't pay to get out of bed. "Flight Line" Wings of Rogallo (#66) 18880 Tilson Ave. Cupertino, CA 95014 Greg Shaw, editor 11/83 - Greg Shaw used considerable skill as a writer /graphic artist/lecturer when he penned his first in a series article on "Landing Habits." Much good info is contained therein. This editor is beginning to wonder if those Bay area folk are listening to those old Fireside Theater LP's? Help me! What in the is Siannis? "Sandia Soaring News" Sandia Soaring Society (#73) P.O. Box 194 Cedar Crest, NM 87108 Dave Woods, editor 11 /83 - Recently Steve Fogle talked to the Cochita Indian tribe concerning

HANG GLIDING

the future of the Tetilla site. The tribe is in the process of acquiring the Tetilla area in an attempt to regain some of their lost land. The deal might not be final til the summer of '84. All pilots hope that flying will continue regardless of landowners. 12/83 - The SSA is in the process of notifying area pilots concerning the rules and regulations for Sandia Crest and Sandia Peak. If making plans to fly the sites please check with the local pilots first. Be informed before you fly.

"News Desk" USHGA Region Five (Idaho/ Montana/Nebraska/NDakota/ SDakota/Wyoming) Box 957 Beach, ND 58621 Joel Howard, slave 9/83 - UP head, Peter Brock will award $1,200.00 to the Region 5 Competition Committee for financial assistance to pilots qualifying for the 1984 Nationals. First place will receive $500, second will receive $300, and third will receive $200. The remaining $200 will go to he! p organize the 1984 Region 5 Series. Make plans to come fly in the 1984 Region Five Series. Call or write: Mike King, P.O. Box 746, Nampa, ID 83651 (208) 465-5593. Special thanks to the following for their special correspondence: Asociacion Mexicana de Yuelo Libre, A.C. APDO Postal #5-96 Guadalajara, Jalisco 45040 Mexico (Gary Gower, Roberto Valvarde, Jorge Lopez, Chuck Blanchette)

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

(213) 390-3065

JANUARY 1984

~PDATE News And New Products Pacific Windcraft Europe Pacific Windcraft Ltd. has announced the recent signing of an agreement between Hiway Flight Service of Britain, Delta Sud of France, and Pacific Windcraft of California to undertake immediately the marketing, assembling and distribution of a European-built Vision and Espirit glider series. Sails will continue to be crafted by the Pacific Windcraft California sail loft. "We are quite pleased with the terms of this agreement," said Jean-Michel Bernasconi, President of Pacific Windcraft Ltd. "Hiway has considerable manufacturing experience and a widespread dealer network that will enable them to efficiently coordinate the distribution of our products all over Europe." He went on to explain that Delta Sud, as France's largest school, will be able to give widespread exposure to both wings throughout France and Spain. Pacific Windcraft's one-year guarantee will be honored by both companies. Contact: Pacific Windcraft, P.O. Box 4384, Salinas, CA 93912.

following information, in order, on a 3" x 5" card for each record: 1) Site Name, 2) Record Claimed, 3) Pilot Name, 4) USHGA number (only records for current USHGA members will be accepted), 5) Date Of Flight, 6) Glider Type, and, if possible, beginning and ending latitudes and longitudes. Act now if you would like to see your local site records listed. Records received by January 15 will be listed in the March 1984 issue. New Instrument Deck Sky Instruments Company is pleased to announce the first deliveries of its new multi-function instrument deck. Intended for use on hang gliders, the Sky S2B is an electronic variometer I altimeter I clock combination flight instrument deck. Extensive use of liquid crystal displays including a bar graph vario readout and the latest in electronic engineering allow for very low battery drain, as well as

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Site Records At the fall Board of Directors meeting, the records committee, in conjunction with the publications committee, decided to initiate a register of site records. The first site record register will be published in the February 1984 issue of Hang Gliding magazine. Straight-line cross country distance records will be accepted for current USHGA members and should be approved by local clubs at membership meetings and sent by the club's secretary to the USHGA Records Chairman, either through headquarters or directly to me at: Bob Thompson, 4319 West Larkspur, Glendale, AZ 85304. A complete list of all site records will be published annually in Hang Gliding magazine and updates will be published as they come in. Please send the

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exceptionally small size and light weight. At 6" x 4" x 1-7 /8" and 24 ounces including batteries and mount the S2B is the lightest and most compact instrument deck currently available to hang glider pilots. The highly accurate and easily readable variometer features audio on the up scale only with in-flight adjustable volume, while the LCD digital altimeter reads out in ten-foot steps to 19,990 feet. The entire package is housed in a rugged aluminum case and is delivered complete with its own mounting clamp and padded storage bag. The light weight plastic mounting

clamp is available separately. For further information, contact your local hang glider dealer or: Sky Instruments Co., P.O. Box 7366, Eugene, OR 97401 (503) 726-1512.

Skylines Air-To-Air Towing In order to promote and distribute in America a new air-to-air towing system for hang gliders, Gerard Thevenot, coowner of La Mouette, Inc., France, (world's largest hang glider manufacturer and 1982 world champion) and Jean-Michel Bernasconi, President of Pacific Windcraft Ltd., California, recently announced the launching of a new company, Skylines Enterprises Ltd. Under extensive development for the last year and a half and tested in Germany for structural integrity, this airto-air towing system uses a two-seat trike-powered tandem hang glider, the Azur 19, as a tow vehicle with a 440 cc reduction drive power plant developing over 330 pounds of thrust. The Skylines air-to-air towing system comes complete with dual release, weak link, instructor clinics, training program, and accessory and parts back up service . Currently being manufactured by La Mouette, this system is successfully being used by numerous schools and clubs in Europe. Attendance at training clinics is mandatory. Clinics will be held in: San Francisco, Jan. 14-15 (707) 584-7088 Los Angeles, Jan. 21-22 (213) 988-0111 -Texas, Jan. 28-29 (517) 451-2505 Tennessee, Feb. 11-12 (404) 398-3541 - N. Carolina, Feb. 11-12 (919) 441-4124 - New England, Feb. 18-19 (203) 938-9546 - New Hampshire, Feb. 25-26 (603) 542-4416. Contact: Skylines Enterprises, P .0. Box 4384, Salinas, CA 93912 (408) 422-2781. Cross Country Tow Launch Meet Update The XC tow-launched meet scheduled for July '84 is in need of reliable towing systems. Mechanical breakdowns are a problem we need to address now.

HANG GLIDING

UPDATE If you have a system and would like to become involved in the world's first cross country tow-launched hang gliding meet please write or call: Betty Moyer, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186. Winch owners will be compensated for the use of their equipment.

Comfort Pack Parachute Deployment Bag High Energy Sports is proud to intraduce the "Comfort Pack" parachute deployment container. The "Comfort Pack" is designed to pack your parachute longer and flatter than most conventional systems. In tht! event of a deployment, the protective line cover keeps parachute lines clear of snagging on your harness. A bungee locking stow safeguards against patential deployment problems caused by weak or broken rubber bands. For more information contact: High Energy Sports, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186. Region 5 Pilots Awarded $1,200 for 1984 USHGA Nationals U.P. President, Peter Brock, today announced an award of $1,200 to the USHGA Region 5 Competition Committee for financial assistance to pilots qualifying for participation in the 1984 USHGA Nationals. It has been Ultralite Products policy in the past several years to reward those pilots who have excelled flying i U .P. equipment in competition. Each year U .P. has awarded $250 to each USHGA regional winner to help defray expenses in participation in the Nationals hang glider competition. It has become evident, however, that the winners of some regions have had to fly more events, travel greater distances and fly against better pilots to qualify as a regional champion. This disparity in the level of competition became evident at the end of the 1983 season when Region S's top three contenders all wanted to participate at the Dunlap Nationals but could not afford to go without factory support. This award fund will be broken

JANUARY 1984

down on the following basis: 1st Place .................. $500.00 2nd Place ................. $300.00 3rd Place ................. $200.00 Congratulations to the organizers and pilots of USHGA Region 5 ! Pilots wishing to compete in next year's Region 5 competition should contact: Mike King, P.O. Box 746, Nampa, Idaho, (208) 465-5593. The contingency awards will be paid at the USHGA Nationals when the pilots register for competition. Hang Flight Systems Winter/Spring Schedule

1/24/84

Glider Care and Maintenance: How to take care of your wing. With Dan Skadal.

1/31/84

2/14/84

2/28/84

How Hang Gliders get Themselves Designed: With HOMA President, Mike Meier The Thrill Seekers: An Update on Who We Are. Scott Weiner, PhD

Towing Considerations: With Steve Pearson

3/27/84:

4/24/84

5/28/84

FAA Rules and Regulations: What do the Feds want you to know? How to read sectionals. Video Presentation: Bird Men of Kilamanjaro. The incredible story of Bill and Steve Moyes' flight from Mt. Kilamanjaro. A feature length video! Parachute Seminar: With Gary Douris

Rating days will be on Saturdays at 9:00 AM: 1/28, 2/25, 3/31, 4/28 and 5126. Call one week in advance. VJ24 Refinements Another first for Volmer Aircraft is the design of a new brake for stopping the propeller in the air with the engine idling, giving a much better gliding angle for soaring, or it can also be stopped with the engine off. This feature can be appreciated by comparing the drag of a 4!/i.-foot diameter

disc with a stopped propeller. For more information write to: Volmer Aircraft, Box 5222, Glendale, CA 91201.

Milestones Soaring Prize A warded Nags Head, NC - In honor of the soaring record Orville Wright set in October, 1911, Kitty Hawk Kites offered a $50 prize to the first hang glider pilot who could stay aloft for one hour on the dunes at Jockey's Ridge. That prize was awarded on October 5 to Paul Givney, a Hang III pilot from Hampton, Virginia. Flying a 177 Harrier I in 15-25 mph s/sw winds, Gibney was able to complete a one and one-half hour flight. This flight came after several short attempts. According to Steve Wendt, hang gliding manager at Kitty Hawk Kites, "Paul was probably 50-100' above the ridge most of the time. Conditions were pretty rowdy down below, but he managed to get high and have an excellent flight." Skyting Reaches 2,900 ft. Over Water by Don Boardman On Sunday, September 25, 1983 Dan Guido and I teamed up to reach 2,900 ft. AGL on our first attempt at a high altitude tow. Dan is a Hang 4 pilot from Mohawk, NY and I am a Hang 3 pilot from Rome, NY. The tow took place on Otsego Lake in Cooperstown, NY. Dan flew my 168 Javelin equipped with floats for deep water takeoffs and landings and a modified skyting bridle which employs a single Yarnell release at its apex. I played him out using a High Perspective winch mounted in my I 9-foot 260 horse power boat. Our only concern during the tow was a lack of communication above 2,000 ft. The leg signals we use could not be seen even by the spotter using binoculars because of the rough water. We hope with radio communications to better this altitude next summer.

COMPET[TION CORNER Fort Funston Air Race The now prestigious Fort Funston Air Race is scheduled for May 3-6. Entries will be held for 100 pilots with 30% of the entries being reserved for foreign pilots. Entry is by invitation only, but those advanced pilots with competition experience may request an entry form from the Meet Director, Walt Nielsen. Early registration will be $75., late registration will be $100. The race was won in 1983 by Dan Racanelli and in 1983 by Ken Brown. For more information contact: Walt Nielsen, c/o Hang Glider Equipment Company, 3620 Wawona, San Francisco, CA 94116 (415) 992-6020. Camel Challenge Results by Hardy Snyman

The Camel Challenge concluded on Sunday, Oct. 16 with intense hang gliding competition tasks, to make up for the previous day during which the contest was cancelled due to bad weather conditions. To make up for lost time on Sunday, eight-man heats were flown in finishing rounds. The contest, sponsored by R.J. Reynolds Tobacco Co. of Brazil, took place on two consecutive weekends Oct. 8-9, and 15 & 16. It had been scheduled for four-man heats throughout. The tasks, duration flights and spot landings, were also changed for the final day to pylon races followed by spot landings. Meet Directors were Gene Senter and Priscilla Goslin. Saul Conrado Beach was the landing zone, with takeoff being from atop an adjacent 2,000-foot high granite pinnacle, a famous landmark of Rio de Janeiro. The U.S. team consisted of America's top two pilots: Chris Bulger from Mercer Island, Washington (' 83 National World Class Champion) and Rick Rawlings from San Fernando, California ('83 National Champion). Bulger finished with 16th place, and Rawlings was eliminated from the competition after he fell to an accident while flying a round on the second

day. His hang glider was extensively damaged and he escaped with a sprained neck and some lip lacerations that required stitches. Chris Bulger expressed regret that the U.S. team didn't place higher in this meet. He felt that he and Rawlings were at some disadvantage due to the flying site which was a strong contrast to any place they had flown before and due to the level of organization of the contest, plus the lack of communication. "We were not sufficiently familiarized with tasks," he commented. Other competing pilots were hang gliding champions from Brazil, Canada, France, Spain, Monaco, United Kingdom and Ecuador. The top ten winners of The Challenge arc as follows: Place and Pilot Country I) Dean Kupchanko (Comet 165) .............. Canada 2) Steve Moyes (Missile GT) ............ Australia 3) Pedro Paulo Lopes .......... Brazil 4) Paulo Nascimento .......... Brazil 5) John Pendry (Magic III) ....... United Kingdom 6) Luiz Niemeyer ............. Brazil 7) Beto Dourado .............. Brazil 8) Geraldo Nodre ............. Brazil 9) Gerard Thevenot ........... France 10) Boca ...................... Brazil Himalayan Hang Gliding Rally The Western Himalayan Hang Gliding Association takes great pleasure in announcing the First Annual "Himalayan World Hang Gliding Rally," to be held in the Kangra Valley of Himachal Pradesh in northwest India, May 26 to June 10, 1984. Pilots will launch from almost 8,000 feet above sea level in the foothill range of the spectacular Himalayan Mountains. The vertical descent will be 3,000 feet. The Himalayan Rally wjJJ be one of the premier money tournaments of the 1984 competition season with a total promised purse of $15,000. It will be sponsored jointly by the makers of

Four-Square Cigarettes, Air India, the government of Himachal Pradesh, and the Department of Tourism of India. Confirmations have been received from such world-class pilots as Steve Moyes, 1983 World Champion, Chris Bulger, 1983 U.S. Nationals Champion; Josef Guggenmos, 1979 World Champion; Gerard Thevenot, past French National Champion; and Larry Tudor, current world distance record holder. All other pilots from around the world of intermediate flying ability or better are invited to compete. The entry fee for early registered competitors will be waived. The rally will be directed by past Director of Competition for the U.S. Hang Gliding Association, Keith Nichols. Nichols, the 1976 U.S. National Champion, will be bringing his experience and expertise as both a competitor and an administrator to India to produce what promises to be the most spectacular hang gliding tournament held to date. The rally organizers have put together a package arrangement that will include all ground transportation, hotel accommodations, and all meals for the sixteen-day period. Air India will be carrying competitors' hang gliders at no extra charge. The Indian Government requires all competitors to fill out a form to help waive any entry restrictions that may come up. This form should be completed as soon as possible and returned with six passport-sized photos immediately. Interested pilots are urged to contact the following officials at their earliest convenience. In the U.S.A.: Keith Nichols, Rally Director, Apt. 12-N, 160 West End Ave., New York, NY 10023, U.S.A.; in India: P. C. Sarin, Convener & Sec'y Gen'!., W.H.H.G.A., S.C.O. 60, Sector 17-A, Chandigarh, lNDIA 160 017; in England: John Bowman, Rally Organizer, 16 Boundary Road, Normanby; Moddlesbrough, Cleveland TS5 7HA, ENGLAND; Deepak Mahajan, Rally Coordinator, c/o Bala Appaji & Son, 9-A Homi Mody Street, Bombay, INDIA 400 023

HANG GLIDING

River City Revisited A Crisis Facing the USHGA by Erik Fair

The

purpose of this article is to help kick off the 1984 USHGA membership drive. When I first agreed to - uhhh kick off as it were, I fully intended to try to recapture in this piece the rambunctious, assaultive, good-natured tone that successfully got your attention last year about this time when we all decided to pull together to support the '83 USHGA World Team. I even had a perfectly insulting title picked out, to wit: "Get Back Here You No Good Quitters!!" After much hand wringing and gnashing of teeth, however, I came to the startling conclusion that the seriousness of the membership crisis facing the USHGA called for the shelving of the brass band, 12-gauge shotgun approach and the dusting off of the oboe, derringer approach. You are fairly (note pun) warned. I'm going to first lull you with depressing music then put a nice clean little 22 calibre bullet of truth between your innocent and unsuspecting eyes. No, we are not having fun yet. Trouble In River City: 1/83 That's what Les King entitled his collection of foreboding and visionary thoughts that appeared exactly one year JANUARY 1984

ago in the January '83 issue of Hang Gliding under "USHGA Reports." Les starts out by reminding us of a fact that we too often take for granted, and I quote: "This is a great sport: the lowest cost, most rewarding form of aviation ever committed by human beings." He continues by outlining the sport's progress from the early ''crazies in pointy parachutes" days to the present situation which features a national organization to "do battle with the feds and manage a safety and training program," a "slick" magazine, and "an industry that supplies us with superb flying machines and equipment." He then rather dramatically tells us how all this progress is in jeopardy due to the fact that USHGA membership has not only stopped growing but has, in fact, started to decline. Les King concludes, in January of '83: "The point of this tirade is that I see problems in the future of our sport. It can get better or it can get worse. Right now it's getting worse. Not terrible worse. Not crashing to a thundering halt - just getting a little worse than it was last year. The direction right now is not good."

President's Corner: 11/83 Ten months later, Dick Heckman in his capacity as USHGA president, tells us the bad news, news which is already painfully obvious to a vast majority of American manufacturers and dealers. The trend noted by Les King has continued in spades. A quick check of USHGA statistics for the first eleven months of '83 compared to the same period for '82 revealed the following: Membership renewals slightly down, membership expirations slightly up, and the crusher - new memberships down by over 30%. Heckman, in his report, pinpoints the most depressing aspect of the financial crisis that has accompanied the drastic drop in new memberships. ''This drop in USHGA membership comes at a time when the USHGA has won permission from the FAA to resume tandem flying, has received recognition by _the- FAA (for) 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 11

actively working for all hang glider pilots. "If the USHGA membership continues to decline, we will have to cut services, cut back on the magazine, raise dues, or all three." Crisis Defined: 1/84 The nearly one-third reduction in new membership revenue has put the USHGA in what can politely be called a "highly leveraged" financial situation. Though the organization has no debts to speak of, and cash reserves consisting of dues paid but not earned, it also has significant monthly bills which must be paid. The two largest monthly expenses, and they are roughly equal at $7,000 each, are the printing of the magazine and the payment of the insurance premium. During the course of the big plummet in new membership, the USHGA has been obliged to dip into the cash reserve to pay these and other expenses. If things continue at the present rate, the USHGA will have exhausted its cash reserves by the end of February, maybe March of this year. At that point it will be broke and forced to take drastic measures to assure its survival.

Why Has It Come To This??? What Is Being Done? Fingers are pointing everywhere. The economy is bad. The media isn't interested in us. We're all a bunch of baboons when it comes to PR. The USHGA is inefficiently run and/or inco mp eten tly administered. The manufacturers, in their efforts to reinvent the sailplane, have given us equipment that is neither easy nor fun to fly. Schools don't know how to teach and dealers don't know how to run their businesses. Current pilots are elitist or apathetic. Nobody is looking after the social aspects of hang gliding; there is no sense of community. The magazine doesn't cater enough to beginners, or, it doesn't cater enough to the advanced. Too much risk. Not enough fun. And so on. As is usual in a crisis situation there is some merit and some unfairness in all the finger pointing. Fortunately there is also considerable recognition of and positive response to the crisis. The USHGA has taken 12

measures to increase its efficiency and reduce its expenses. One of five staff members has been laid off and the others have either taken a lOOJo cut or reduced hours by 12%. Office space has been reduced by half, thereby nearly halving the rent. The magazine has been re-formatted to save money and other hard measures are being considered by new president Steve Hawxhurst, editor Gil Dodgen, and office manager Carol Velderrain. Manufacturers are recognizing the need for easier to fly gliders and schools are starting to take a look at their teaching techniques and business practices. Dealers and clubs are successfully experimenting with fun fly-ins and evening programs to address the social needs of the flying community. In short, those whose livelihoods depend on the future of hang gliding are in the process of mobilizing to brighten that future.

So What? So what effect does all this have on you, a person whose livelihood has absolutely nothing to do with the future of hang gliding? Why should you, a recreational pilot, be motivated to actively participate in and feel a vested interest in a stinking USHGA membership drive? Let's put away the oboe, break out the derringer, and let Dead eye Dick Heckman fire the first shot from the midst of his 11/83 report: "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 forced to raise prices to cover the higher overhead share associated with lower volume." Les (Sureshot) King shoots even straighter when he sez: " ... if we get (too much) smaller, the USHGA will wind up being run from a kitchen table, there will be no more magazine, and a state of the art glider will cost $8,000. Now have I got your attention?" The Worst Of It If you think a kitchen table USHGA, no magazine, and extremely expensive gliders wouldn't be that hard to live with, let me tell you the worst of it. Let's say the situation stays the same or gets worse. The first thing that will happen after the magazine has been

drastically cut back or eliminated is that insurance premiums will not be paid. You can't cut back or economize on insurance premiums; you either pay them or you don't and the USHGA is committed to paying $7,000 per month to keep its site and individual member insurance policies in effect. Wanna hear some of the flying sites that would be in jeopardy if USHGA site insurance goes out of effect? Shaw Butte, AZ. Buffalo Mountain, OK. Crestline, CA. Sawnee Mtn., GA. Mt. Tamalpais, CA. Horse Canyon, CA. Woodrat Mtn., GA. Torrey Pines, CA. Mt. Ellenville, NY. Hyner View St. Park, PA. Makapuu, Waimanalo, HI. Hensen Gap, TN. Ed Levin Park, CA. Dunlap Park, CA. Sandia Peak, NM. Telluride, CO. Pine Mtn., OR. The Pulpit, MD. And that's just a handful. There's no telling how many more sites pilots would be unable to fly if USHGA personal insurance was no longer in force. Yosemite? Funston? High Rock? Horseshoe Meadows? Are you scared yet? Between the Eyes Listen: The USHGA will always be around in one form or another. After all, it started out life as the Southern California Hang Gliding Club and had "officers" whose main function was to staple together and mail out Ground Skimmer magazine. It could always go back to the kitchen table. What a shame it would be, though, to lose the full-time organization we currently enjoy. What a discouraging and devastating step backward! Please think about it in terms of your precious flying sites. If USHGA insurance lapses due to a financial crisis precipitated by rapid loss of membership, then we are in danger of LOSING MANY KEY FL YING SITES. That possibility alone should fire up each and every one of us to do what we can to actively support the 1984 USHGA Membership Drive. How many flying sites have you heard of that have been re-opened after a closure? What To Do About It If you are a pilot and not a USHGA member you might want to reflect on the final thought Les King expressed in his "River City" piece: (continued on page 17)

HANG GLIDING

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THE ~GHT STUFF

Going Prone by Erik Fair Growing Pone - er, uh - Going prone is the topic for this month's installment of The Right Stuff. Yes indeed, we are going to discuss at length that seemingly innocent to and fro transition between your basic "Neanderthal slouch" that we all take off and land in and the ultra cool "Superman en route to Lois Lane" prone position that most of us like to fly around in. The prone transition, much maligned and maladroitly misused by many, is a subject that bears some looking into not only from a technique viewpoint but from a larger, perhaps more philosophical, perspective. For instance, your average street thinker might observe: "I mean, like for sure man, everyone like knows it's a total heart attack to watch some stirrup/cocoon banzai cowboy punch into a hill in the downwind stall mode while thrashing around in search of some tubular foot rest he barely avoided tripping over in, like, the first freaking place." And so the question posed by members of The Church of the Wholly Redeeming Knee Hanger might be, to wit: "And lo, it seems to us that if we are capable of designing and using harnesses that make the transition from running upright to flying prone an automatic affair then are we not like unto imbeciles if we do not use these harnesses exclusively?" To which our ever-lovin' Sturrup Cowboy, a major "flosifer", responds: "Well sonny, yuh jes' maht have the makins of a point thar if'n it warn't fer the fact that them thar knee whangers of your'n kinda hog tie yer lags t' yer shoulder chucks an' kinda, sorta puts a hitch t' yer git along, if'n

yuh take mah mean in'.'' Never one to miss an intense philosophical debate, the mystic BaBa Spa Gheti Dangleer chimes in: "Yes Yes but I have seen the many children of Co Coon meditate too long on the positional fluctuations of their footshrines.'' "Yeah, but you knee banger doods look funny when you try to take off in dead air on a shallow slope or land a hi-performance glider in anything but a hurricane headwind," yells "spud" the USHGA observer. And on, and on, and on. Wanna know how it really is? Wanna hear the gospel according to my very own personal stinking opinion? You have no choice! Stop whining! Knee hanger, spaghetti-type

harnesses that connect your shoulders or upper body to your legs below the knees via a pully or ring system are inherently inferior to stirrup and conventional cocoon harnesses. The reason they are inferior is that they inhibit the freedom of motion of your legs and make it more difficult for you to run all the way through a takeoff (especially dead air, shallow slope), execute a complete flare, or run out a mistimed landing. If your legs are tied to your upper body all you have to do is lean forward on takeoff and your legs are yanked out from under you. On landing you have to force your legs down (against the weight of your upper body) by applying downward pressure on the control bar. It has taken the advent of fast, double surface fixed airfoil gliders to expose the glaring weaknesses of such harness systems in light to no wind situations. The only real advantage to knee hanger type harnesses seems to be that they avoid the hair raising issues posed by the infamous prone transition phase of flying with a stirrup/cocoon harness sytem. That brings us back to the purpose of this article, which is to outline a system which takes the YIKES! out of the prone position and thereby destroys the only quasi-legitimate argument in favor of knee harnesses. All of this represents my own opinion which, of course, is very true. The Rap Against Stirrup/Cocoon Harnesses I can almost hear my momma tellin' me after watchin' me pull off some routine kid-o-batic maneuver: "Son, I know a boy who got his eye put out that way." I grew up believin' that half the world's population knew my

HANG GLIDING

THE RIGHT STUFF

momma and had at least one glass eye. Now that I'm mostly grown up I get the same feelin' listenin' to knee banger guys say: A) I saw a guy stall his launch whilst lookin' for his stirrup. B) I saw a guy turn into the hill whilst lookin' for his cocoon boot. C) I saw a guy run into another guy whilst lookin' for his feet. D) I saw a guy who couldn't even find his stirrup for a whole flight. Haw haw. Whatta Geek! Wonder if he lived? Sigh - all too true. Too many people fall prey to the classic stirrup trap which is to figure that it's so important to get prone quick that it's OK to ignore airspeed, terrain, traffic, attitude of the glider and other life and death variables for a short time until one is "safely" (read cooly, quickly, or cleanly) proned out. The main problem is that people tend to become focused on locating, immobilizing, and pushing into a stirrup or boot and lose their concentration on maintainig straight, level flight at an airspeed appropriate to conditions. Another way to put it is as follows: Hang gider pilots have been known to inadvertently alter their glider's airspeed or attitude in the process of doing transitions between prone and basic takeoff positions. Of course any time one "inadvertently" alters one's airspeed or attitude just after takeoff or just before landing, one is essentially not unlike a person soaked in gasoline who is in the process of discovering matches. There are two solutions to this problem. First, weld this thought to your heart and mind: Next to forgetting to

JANUARY 1984

hook in on a cliff launch, losing control of your glider while trying to go prone is the most foolish and unnecessary thing you can do in a hang glider. There are virtually no penalties whatsoever for remaining in the basic takeoff, landing position until you 're damn good and ready to go prone smoothly, confidently, and without losing concentration on airspeed and attitude. You can ridge soar, thermal,

and drive around all day in the basic takeoff, landing position. There is no good reason to be in a frinking (freaking, stinking) hurry to get prone - so don't be. The second solution is to find and use a technique that allows you to locate, immobilize, and push into your stirrup/boot without ever losing track of or inadvertently changing your glider's airspeed and attitude.

THE RJ;GHT STUFF Whatever technique you select, practice it on the ground at least dozens of times before you try it in the air. What follows, for your consideration, is a discussion of the technique we use to teach prone transitions to our students. It is a technique that we've been using for years. I learned it from Don (Double Daddy) Burns who used to work for me before he decided he should get a job that would allow him to feed both of his babies on a regular basis.

Da System Quite simple to outline actually. It breaks the prone transition into three stages and asks the pilot to do a quick check to assure that the glider is straight, level, and at a proper airspeed (trim in most instances) before proceeding to the next step. And so: 1. Pilot launches and remains in the basic takeoff-landing position while checking the glider for straight, level, and trim. 2. Pilot, still looking straight ahead, locates and immobilizes stirrup or boot, then checks again for straight, level, and trim. 3. Pilot pushes into harness, simultaneously transitions hands (one at a time or both together depending on conditions), and again checks for straight, level and trim. We have found that by forcing our students to think about three checks for straight, level, and trim and by emphasizing the check part of the prone transition (as opposed to the locate, immobilize, and push parts) we can minimize their natural tendencies to go for the stirrup immediately, look back, push up, pull in, or push out during their first transitions. It's perfectly OK for the transition to take a fair amount of time, or not even occur at all because mechanical problems can always be addressed in practice. Naturally, we have the pilots practice the mechanics of location, immobilization, and pushing in on a simulator prior to having them try it in the air, and naturally we insist that they

simulate their three critical checks as well.

likely to pull your glider into a turn when it comes time to transition your hands to the basetube. Focusing on trim also encourages a pilot to maintain a smooth, consistent, appropriate airspeed during the transition. Flying way too fast can cause overcontrol problems and flying way too slow is obviously unspeakably dangerous. Flailing back and forth on the control bar during prone transition nicely combines the worst of both options. The trim reference, of course, is not absolute. Sometimes you'll have to carry a little more speed and sometimes you can get away with a little less. For most conditions, however, you should be right around trim as you go into or out of prone. Location/Immobilization of Stirrup or Cocoon: The trick is to find and make stationary the stirrup bar or cocoon boot. Your goal is to get into a position where you are ready to push

Da Elements

Straight and Level: Gets the pilot safely away from the hill as the transition is in progress. Many pilots violate this rule in an effort to stay near a ridge. They end up hurrying into prone or transitioning while turning to stay in the lift band. A better option is to stay in the basic takeoff position, do your initial few passes to get safely above (as opposed to out from) terrain, and then go prone. You do not have to be prone to climb in even marginal ridge lift. Trim: A series of checks for trim speed accomplishes the following: It forces the pilot to relax and minimizes his tendency to support weight on the downtubes while going prone. It is, of course, undesireable to support weight on the downtubes because you will be

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HANG GLIDING

THE RIGHT STUFF into the harness. There is only one way to do so with a cocoon harness and that is· to stick your knee to the side as illustrated and hook the boot with your foot. There are a variety of ways to get a foot on a stirrup bar and most involve your knee or shin. Much depends on your build, flexibility, and harness adjustment. If your harness is adjusted to your taste and you find it impossible to get a foot on your bar or in your boot, don't despair. Just tie a loop to the bottom and use it like you would a ladder. Pushing into the harness: This is easy and fun. All you have to do is develop the ability to do it without doing a violent push up (or out, or down, or in) on the control bar. You may need a little control bar leverage to push into the harness but you shouldn't need much. If you cannot push into prone without wrestling with the control bar, look into getting a different harness. Practice in a simulator or in your garage using a chair for a control bar. Dropping out of Prone: The same principles apply. Do it with sufficient (at least 50') ground clearance, do it without wrestling your control bar, and keep track of your airspeed and attitude. Don't worry about tripping on your boot or stirrup during landing. As illustrated, so long as the glider is flying and supplying tension to your harness mains, the boot or stirrup is well up and out of the way of your feet. More on Trippin' You need to have a method for keeping your boot or stirrup out of the way of your feet on launch. This is especially true for light wind or no wind launches in which you need to take two or more steps before the glider is supporting its own weight and supplying tension to the harness. (See illustration.) Of the three methods illustrated the l~ast desirable is the velcro method because it usually requires that the pilot grab and yank the velcro loose. One word of caution about the hold to the side method. If

JANUARY 1984

you take me at my word and decide not to go prone for an entire flight Uust for the hell of it) be sure you let your boot or stirrup drop from your hand before you have to flare. One student of mine forgot to do so, attempted a flare, and wound up landing on a wing because his stirrup, still firmly in hand, inhibited his pushout on one side. Far out, no? Summary

The prone transition is not such a big deal that it should be avoided altogether through the use of knee hanger type harnesses which tie a pilot's legs (below the knees) to his shoulders, thereby limiting the mobility of his legs. This is especially true in reference to modern, faster, higher performing hang gliders that require an ability to run through a takeoff, run out a landing, and flare precisely and completely. The prone transition for stirrup/ cocoon harnesses does not have to be difficult or dangerous especially since there is no good reason to hurry and no compelling reason to accomplish the act of "getting prone." Simply find and use a technique that forces you to pay primary attention to airspeed and attitude throughout your prone transitions and odds are you will never have to meet my momma or wear a glass eye. Bye now. Send questions, comments, or threats of reprisals to: THE RIGHT STUFF, c/o Hang Flight Systems, 1202 E. Walnut, Unit M, Santa Ana, CA 92701. P.S. If you avoid flying in the basic takeoff-landing position because you are either unfamiliar or uncomfortable with it, do yourself a favor and practice flying that way for at least a few minutes during each and every flight. That's a good way to reduce the pressure you feel to go prone quickly after takeoff or avoid dropping out of prone before landing. •

(River City from pg. 12)

"I hold that if you fly hang gliders and don't support your national and local organizations, you are unfairly benefitting from someone else's labor. Rugged individualist? How about self-sufficient human being? That means paying your own way." If you are a USHGA member there are still some things you can do to help out. I. Identify fellow pilots who are not USHGA members, tell them what's going on, and urge them to join or re-join. All you have to do is convince three people to join the USHGA (either new members or ex-members whose memberships have been expired for more than three months) and you will receive a free, special edition, membership drive T-shirt. See attached form. 2. Buy family memberships ($14.75 each) for members of your immediate family. 3. Buy a magazine subscription ($22.50 each) for your mom or dad. 4. Be patient and kind to wuffos and refer them to a school you trust so they can learn to fly and join the USHGA. If I have my way about it, all membership drive supporters will get their names listed in the magazine in a special gold plated V.I.P. section, and will be the envy of all who see them there. And consider this: Membership drive supporters will, in addition to getting to wear snappy special edition T-shirts, get to strut around smugly knowing that the late, great President John F. Kennedy would be extremely proud of them. After all, isn't he the one who said: "In the long history of the world, only a few generations have been granted the role of defending freedom in its hour of maximum danger. I do not shrink from this responsibility, I welcome it. I do not believe that any of us would exchange places with any other people or any other generation. The energy, the faith, the devotion which we bring to this endeavor will light our country and all who serve it and the glow from that fire can truly light the world. "And so, my fellow Americans: . .. " DON'T BE ASKIN' WHAT THE USHGA CAN DO FOR YOU!! BE ASKIN' WHAT YOU CAN DO FOR THE USHGA!! NOW we're having' fun!• 17

RATINGS AND APPOINTMENTS BEGINNER RA TINGS Name, City, State

Region

Dave Bakke, San Jose, CA ............... 2 Wayne Baron, Cupertino, CA ............ 2 Jennifer Gates, Palo Alto, CA ............ 2 Fay Gibson, Palo Alto, CA .............. 2 David Martin, Scotts Valley, CA .......... 2 Caine Arakaki, Pearl City, HI. ........... 3 Terry Hallmark, Ewa Beach, HI .......... 3 Erik Rusnak, Hailua, HI. ............... 3 Thurman Schisler, Schofield Bks., HI ..... 3 Nikki Whaley, Kailua, HI ............... 3 Steve Smith, Glendale, AZ ............... 4 Harry Carriles, Missoula, MT ............ 5 Ron Vest, LaVista, NE .................. 5 Carl Schwandt, Chesaning, MI ........... 7 Tom Westenberger, Burlington, WE ...... 7 Robert Allen, Broad Brook, CT .......... 8 David Hood, Fitchburg, MA ............. 8 Patricia Hood, Fitchburg, MA ........... 8 Ted Kingsley, Enfield, CT ............... 8 Eva Moyer, Welton, CT ................. 8 David Peltz, Woburn, MA ............... 8 Arthur Wessels, Milford, MA ............ 8 William Wieler, Bedford, MA ............ 8 Glenn Brewer, Fayetteville, PA ........... 9 Richard Tebeka, Washington, DC ........ 9 Valerie Yarashus, Cambrills, MD ......... 9 Kathy Gage, Orlando, FL. ............. 10 Jerry Harlow, Summerville, SC .......... IO Douglas Krause, Daytona Beach, FL. .... IO Greg Wojnowski, Knoxville, TN ......... IO Ricky Chastain, Lancaster, TX .......... 11 Debbie DeMarino, Houston, TX ........ 11 NOVICE RATINGS Name, City State

Region

Michael Gerdes, Federal Way, WA ........ I Nickolas Hein, Seattle, WA .............. I Kenneth Johnson, Seattle, WA ........... I Pete Lindahl, Seattle, WA ............... J Brian Slater, Chehalis, WA .............. I Michael Turner, Bothell, WA ............ I Mike Wozniak, Tacoma, WA ............ I Karen Bacon, Walnut Creek, CA ......... 2 Carl Ferreira, San Jose, CA .............. 2 John Forness, Sunnyvale, CA ............ 2 Daniel Kato, Albany, CA ................ 2 Michael Koppy, San Francisco, CA ....... 2 Terry Crippen, Vista, CA ................ 3 James Fall, Los Angeles, CA ............. 3 Roger Felton, La Mirada, CA ............ 3 Charles, Nuckols, Carpenteria, CA ....... 3 James Owings, Culver City, CA .......... 3 R. Christain Schmidt, Honolulu, HI ...... 3 Tom Watson, Downey, CA .............. 3 Jim Whaley, Kailua, HI ................. 3

Ken Whitall, La Mesa, CA ............... 3 David Womble, San Clemente, CA ........ 3 Paul Beliveau, Salt Lake City, UT ....... .4 Mike Dykman, Sandy, UT ............... 4 Karl Johnson, Provo, UT ............... .4 Jane Lawrence, Salt Lake City, UT ...... .4 John Bowles, Custer, WI. ............... 7 Mel Glantz, Minneapolis, MN ............ 7 Radney Stanley, Portage, IN ............. 7 Otto VonRosen, Dearborn, MI ........... 7 Leona Luczkow, Sherborn, MA .......... 8 Mike Linen, Newark, DE ................ 9 Gregory Roberts, Glen Burnie, MD ....... 9 Larry Slivon, Columbis, OH ............. 9 Jeff Vaughn, West Chester, PA .......... 9 Brian Lewis, Ft. Walton Bch., FL ........ JO Shay Ranta, Rising Fawn, GA ........... IO J. Hohnson Swanson, Lookout Mtn., TN. 10 James Verner, St. Croix, USVI .......... IO Greg Chastain, Lancaster, TX ........... 11 John Noe, Killeen, TX ................ . 11 Wade Walker, Houston, TX ............ 11 Jean Fluevog, APO, NY ................ 12 Stuart Gessleman, Middletown, NY ...... 12 Shawn Hart, APO, NY ................. 12 Michael Meeks, APO, NY .............. 12 Jake Zumbach, Locust Valley, NY ....... 12 David Maxwell, Ontario, Can ....... Foreign

INTERMEDIATE RATINGS Name, City, State

Region

Ronald Clark, Ft. Lewis, WA ............ l John Cook, Yakima, WA ............... l Gordon Gibbs, Colton, OR .............. l Mike Roberts, Seattle, WA .............. I Charles Boss, San Leandro, CA .......... 2 Jack Goodloe, Modesto, CA ............. 2 Robert Green, Alamo, CA ............... 2 Kyle Lindzuist, Mariposa, CA ............ 2 Max Peterson, Salinas, CA .............. 2 Robert Reiter, Berkeley, CA ............. 2 A. Eugene Roller, Salinas, CA ........... 2 Antoine Thomas, Berkeley, CA .......... 2 Bob Boreman, Santa Monica, CA Al Ebner, Coronado, CA ................ 3 Dave Evans, Santa Ana, CA ............. 3 Greg LaMadrid, Bakersfield, CA ......... 3 John Lambert, Van Nuys, CA ............ 3 Rich Lanes, San Diego, CA .............. 3 Kevin Manning, Kailua, HI .............. 3 William Plummer, W. Covina, CA ........ 3 George Stebbins, Hawthorne, CA ......... 3 Daniel Sutherlin, El Cajon, CA ........... 3 Dan Zearing, Redondo Bch., CA ......... 3 Mike Beck, Lakewood, CO .............. 4 James Bell, Albuquerque, NM ........... 4 Ray Olroyd, Phoenix, AZ ............... 4

Gary Pax, Aspen, CO ................... 4 Raymond Sulin, Salt Lake City, UT ....... 4 Rob Newcomer, St. Louis, MO ........... 6 Michael Barry, Plymouth, NH ........... 8 Mark Crowley, E. Hartford, CT .......... 8 James Morse, Southwick, MA ............ 8 Peter Shanelaris, E. Andover, NH ........ 8 Paul Farina, Cincinnati, OH ............. 9 Jerry Heins, Baltimore, MD ............. 9 Milton John, Owings Mill, MD ........... 9 David Jones, Pittsburgh, PA ............. 9 Mark Owens, Laurel, MD ............... 9 Keith Schopman, Ellicott City, MD ....... 9 William Scott, Ellicott City, MD .......... 9 Stephen Tedstone, Greenville, SC ........ 10 Lou Cunningham, El Paso, TX .......... 11

ADVANCED RATINGS Name, City, State

Region

Jeff Gossard, Seattle, WA ............... I Dale Bowyer, Berkeley, CA .............. 2 Bob Carter, Olympic Vly., CA ........... 2 H. Joel Craig, Truckee, CA .............. 2 Tom Denny, Petaluma, CA .............. 2 Mark Kroot, Berkeley, CA ............... 2 Brian Golden, Laguna Niguel, CA ........ 3 Timothy Hall, San Diego, CA ............ 3 George Wood, Santa Barbara, CA ........ 3 Randall Zimmer, Honolulu, HI. ......... 3 John Johnson, Mesa, AZ ................ 4 Darrel McKay, Gr. Junction, CO ......... 4 Chris Melle, Littleton, CO ............... 4 James David, Brattleboro, VT ............ 8 Mark Hermann, Colchester, CT .......... 8 Asher Kaiser, Blue Rdg. Smt., PA ........ 9 Tom Primavera, Powell, OH ............. 9 Mark Dunn, Lookout Mtn., TN ......... JO Philip Purvis, Oswego, NY ............. 12

Bronze Awards David Whitehall, San Diego, CA Erick Newhard, Coopersburg, PA Ken Whitall, La Mesa, CA David Mauldin, San Diego, CA Silver Awards Jack Barth, Lakewood, CA Frederick Mack Jr., Douglasville, PA James David Jr., Brattleboro, VT David Whitehall, San Diego, CA Eric Newhard, Coopersburg, PA Terry Tibbetts, Selma, CA

HANG GLIDING

prevention. describes systems Aust.ralia:n manufactur¢rs perimented with .inchidin~ bungee crossbar. tether that. allo;wsJhe crpssbar to move forward and thus loosen the sail, providing more ~ashoutJn lligb.et load conditions. A~C!the.r systen1. (:Oil• of neoprenese~nJnto/ tbe··tpwer: surface. at.t.he tips whichstr~teh~s µnder conditions of increased t(p I9a:ding· aHmying more wa:shoµt. He report.s the success of tlrese . experiment~ is only marginal· at. be.st, John's main: contention ~s thata: ferential washout system'f sho.t\14 automadcally loosen updurit1ghigh tfp loading condition.s asJn t1aring, To .that end, he designed areeisysterri th.a.tholds the washout do.wn µntit a cert\lin threshold is reached, the11 anowsthe tips to wash out readily. His reel or pulley idea is shown in figure L John als.o wonders if the connected· .tips Would cause overbanki11g in .a .turn, Tohis latter questiouI woµld 11uggest that any overbanking tendet)9y coµld.be handled. by adjusting the dihedral. OM of the beauties of such a washol.lt con, trol system is that saH timsion do~s nqt to be as andtherefore.ro!Un, to the turn is facilitated. T agree with John that sta!Jptopertjes are n.ic.e in an aircraft, but I arri wHI.ing to reJirt· quish some of this in the interest of improved performance. The Eledge ;wm spin and does not have the most ~etme stall due to its fixe!l washout. J believe limited washout is desirable, ana ani willing to live with a manualcontrol that wotdd release the Hmitll.tion dµringfand, ing (see the March article). l haye been flyrng a Sensor S1owith avariable billow devjce>open:ited manually in. flight· and find it quite easy to play with clurjng flight. These tensiollh1g contr()ls do i10t demand constant attention.

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tliaL we criulq J1$CJ>~rhaps• a:Jittl~ J~s~ .W;ltSh.oµL away .from the. terrairr }Vher:e control prpblems .will .not. get us.· .into .trouble; .R.ich Pf¢iffef showed me some idea~ he Wlts playing with at;t recent New Yo,rk nwft-<He, jnstalled ••. a.. Hlle. f:0111 ~eJo~ the l~ading edge to the tiP batte.n oll hi:s ~tre11k t? hokl the tip 4?wn. He feels this impr?ves performar:rc~. at ·. · 8:li~ht c?st in haqdJing: I hope he eyentuaHy •incorporates .~ p.ulk,y and a.line from cine siqe tp the Other t() se,e "\;~tat happers. Rich also ha~ ·l:( short batten in the .rea:riof tl1e ro9t section.with a line ~o· pull the reflex oµt of thjs section jn: flight. By the tim.e you read )his, I have prqbablycomplete.d my experiments using a line fro!n the control bar to .the tip battens to chi'J,nge the wasf10.~tin night. After. exper.imenting with differen:t amounts of washout J will hook both I.ines together. and ler t)ne affect the other. Th.is is all prelim:i11a..ry to. putting the.system inside th.e.saU. One word CA~TH)l'I: AH the changes described in .. this section· can lead to dangerous instability . on a swept wing, (which all· c~myenHonal . hang gli<iersal'e); The. wa:shoutcontr.oJ·ctevice was originally con.ceived (or. non-sw~pt .Wings. Moving the pilot •h;:rng point back

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The beauty of washoµf control devjces is that theymaintainthe.propetWl;lshout pattern without sail tension (;:r structural and sailclC>th Hfe benem).Jn straight,ahead flight,. the midsp~n of Jhe not the .tips., stall first indJcating

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HAN.~G.LIPING

to compensate for the increased lift at the tips adds to the instability. A quick disconnect system should be used during experiments and any washout control device should be tested for its effects on the stability and strength of the glider. Rich also said he believed sail tension at the leading edge tips was more effective in improving performance than expanding the crossbar (with a pulley system a la Sensor). I started inventing and came up with a simple lever system that could be installed in a glider's tips to alter sail tension in flight. It consists of a bar hooked in the tip and pivoted on the leading edge with a line from the longer end to the pilot (see figure 2). The entire mechanism could be hidden inside the double surface. A system such as this could greatly improve our glider's capability. I would like to hear from anyone who has experimented with this idea. Twist Analysis Our second letter comes from Gregg Lovick of Grapevine, Texas. Gregg has been employed as an aeronautical engineer for eight years and has sent me an analysis of the twist on a Comet hang glider. Gregg says "This analysis is purely the product of a curious aeronautical engineer who uses his lunch hours for something other than increasing his takeoff gross weight." Gregg is a structural engineer and one item he mentioned is that the use of exotic materials (graphite, Kevlar, etc.) would require such thin walled tubing to reduce glider weight IO to 15 pounds that it is probably not feasible unless sail tension is reduced, resulting in less stress on the airframe. This is one argument for flying planks and washout control devices. Gregg's twist analysis indicates that we do not necessarily have the ideal planforms for maximizing lift distribution along the wing. However, given our current configurations, we may have maxed out the performance available since we must maintain washout control by keeping a given tip-to-root chord ratio and sweep. One conclusion Gregg drew (from purely performance considerations) is that the Comet's tip battens could use a bit more camber. The problem is that this can be destabilizing and readers are cautioned against any batten modifications. This points out the constant trade-off beJANUARY 1984

tween performance and stability in hang glider (or any aircraft) design. Presumably, the manufacturer provides the best performance possible while remaining within the limits of safety. A New Fixed Wing The last letter comes from Franko Jurij of Skofja Loka, Yugoslavia. It seems Franko has been working for some time on an idea that has become my pet design also over the past few years. Franko has built and flown a semi-cantilever wing consisting of a D-tube in front and a batten-supported sail in back. His glider appears as in figure 3. He was trying to solve the problem of reducing washout, reducing drag and increasing aspect ratio all at the same time. The glider he designed and built is a logical outcome of these design criteria. I tend to agree. Franko read all he could on the Fauvel flying wings, Al Backstrom's Flying Plank and Marske's Monarch (these designers have been my inspiration as well - I recommend their writings to any would-be designer), then added a twist of his own. He shaped the wings like a seagull's (see rear view) in order to better control washout. It is my belief that this shape is the only one that will provide weight shift control on a 180° nose glider if weight shift control is possible. The combination of differential drag and angle-of-attack at the tips may just overcome the effects of adverse yaw and produce a weight shift controlled turn. I'm not banking on this concept however and am devising a back-up control system for straight

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F/GUR.E 2.. wings. Note that this glider subscribes to Richard Miller's prescription for improved performance: diffused (angled downward) tips. Franko had flown the glider at the time he sent his letter, but had not been high enough to try turns. I await more information. Note that the glider folds up at the midspan points allowing the glider to be rolled into a neat little package. The general concept of a D-tube leading edge enclosed in a batten-supported sail allows fixed wing performance with the portability of a conventional glider. It is an idea whose time has come. I will present my own design of this nature in the next issue.•

VIEW

FIG-URE. 3.

Point-Of-View Mounting a Camera (Safely) On Your Glider article and photos by John Heiney E very hang glider pilot has been asked what it feels like to fly a hang glider. I find myself unable to adequately articulate the experience. Perhaps someday there will be a great poet who is also a hang glider pilot, but in the meantime point-of-view photography seems to be a wonderful means by which to express to others the pure joy of hang gliding. Here are some tips intended to help you mount the camera and counterweight safely. Safety is the most important consideration. Be sure to be cognizant of what effects the changes you are making might have on the balance and handling of your glider. If you are not sure your intended set-up is safe, do not use it. No photograph is worth risking your safety. 22

Mounting the camera out on one wing is the easiest way to get good results, and has been the most popular. Lightweight equipment is important since you are not just adding weight, you are adding weight in an undesirable position. Adding the mass of a camera, clamp, and extension (plus the equal mass of the counterweight on the other wing) can slow the glider's turn response by increasing the roll and yaw moments of inertia. The worst case is to mount the camera at the tip. Not only does this have the greatest potential for slowing turn response, but it also puts the camera (and counterweight if put in the same position on the other wing) considerably behind the hang point, because of the sweep in the wings, which could HANG GLIDING

slow trim speed to below stall. If you must mount the camera at the tip on a Rogallo type, use a proportionally heavier counterweight near the leading edge/ cross spar junction instead of at the tip, and determine if you need to move the hang point forward to counter balance the camera. Mounting Brackets In some cases a very simple bracket can be fabricated to attach the camera to a bolt on the airframe of the glider. A bracket such as this can be the only mounting hardware you will need if you fly the same glider all the time . I recommend that you do not use the bolts that fasten the side wires to the wing for mounting a camera. Side wires are a critical part of the strength of the glider and should be left as they are. In any case, if you plan to mount a camera by attaching a bracket to an existing bolt or by drilling a new hole, make a sketch of your intended design and ask the manufacturer of your glider if it is safe. I like my camera set-ups to look neat but since the photo equipment is not to be included in the picture, you can get by with hose clamps to fasten a bracket to a tube for a special camera position . However, for versatility the universal camera clamp is the proper way to attach a camera to the glider. Take it from me, the price of even the most expensive version is small compared to the work involved in making your own. I have been informed recently that there is one on the market now for around twenty dollars, a real deal. The clamp can be put on the leading edge right over the sailcloth and mylar. Remote Shutter Releases Most 35mm cameras have a provision for an electric or pneumatic shutter release. The electric is by far the best. An electric button is usually small enough to be inconspicuous, and is more convenient. If you cannot obtain one that is long enough for your neeeds, you can extend a short one. A TV or radio repairman should be able to make the splices in the event you do not have the means to solder the tiny wires. Be sure to make it plenty long since you might want to route it up on the top wire and down the king post to keep it out of the picture. It is worth the time and expense to be sure the splices are made well. Imagine how frustrating it is to be ready to JANUARY 1984

launch at prime thermal time, make your final camera test and find that your shutter release is discontinuous. Even worse is to be in the air after laboriously setting up a new camera position and be unable to try it. One of the most important points to remember in this type of photography is:

do not allow any part of your photo equipment to be visible in the picture. A shutter release wrapped around your down tube or side wire, or a camera support hose-clamped to the keel visible in the picture makes it less than a professional photograph . In my opinion there should be nothing in the photo to distract the viewer from his inspirational involvement with a spectacular point-ofview scene. Similarly, a control bar free of unnecessary equipment (altimeter, radio, vario) can maintain the purity of your photos . So mount the button where it cannot be "seen" by the camera and so that your hand is not noticeably out of its normal position when you push it. When I mount the camera in a position where my hands are clearly in view, I mount the shutter release in the boot of my harness so I can push it with my toe . I have made a bracket for the button that is held in the harness by velcro. Cameras Photographers can be very snobbish about camera brands. An expensive camera is nice but not necessary for good results. The lens is more important than the camera body; however, be sure your body will accept the lenses you will want to use in the future. There are some good quality 35mm bodies on the mar-

A simple counterweight clamp can be made <~f' 3/ 16" x l "steel flat stock. A l /4" hole is drilled 112" deep in the counterweight to accept the l /4-20 clamp screw.

ket with built-in autowinders. The integral autowinder means a savings in weight and cost. Lenses and Camera Position Good results can be obtained with a 17mm Jens mounted near the leading edge/cross spar junction. Narrower lenses up to 28mm can be used but need to be mounted further out in order to include enough background scenery. If you can afford a non-distorting 15mm lens, you will have the most freedom as to where you can mount the camera. When deciding where to mount the camera remember that perspective is determined by the distance between the camera and the subject and has nothing to do with the lens. The lens determines only how much of the subject will be included in the picture . .Here is a method I learned from Eric Raymond for determining how much of the glider will be in the frame for a given lens mounted at a given distance in front of the nose. Obtain the angle of acceptance from the spec sheet which comes with the lens. Make a simple scaled drawing of your glider's planform. Draw two lines radiating from the proposed camera position, separated by the angle of acceptance. Of course any lens could include the entire glider if it were mounted far enough out, but obviously safety dictates as short a distance as possible. The advantage of this method is that you do not have to buy the lens before you know if it will suit your needs.

The new design gliders with the lower surface unattached at the trailing edge, such as the Streak and the third design Hawk, work well for side mounting because you can walk into the wing and clamp things to the cross spar. The cross spar is another critical part of the glider's structure, so never put a clamp in the middle of these tubes close to the outside end is OK. I have made a simple connterweight clamp for this purpose, and I also put my camera clamp on the cross spar with a short bracket that extends through the side wire hole in the sail. Then I can add whatever extension

piece I need to put the camera in the desired position. If you wish to show mainly the scenery over which you fly and some of the glider, you need not extend the camera much below the wing. If you have a nice sail to spotlight you might want to mount the camera as low as possible to include more of the other wing. Remember to stay within obvious safety limits. It seems that every launch has a bush waiting to grab your camera as it goes by. Moreover, mounting a camera at the end of a long boom tends to make the glider feel squirrelly, even if the proper counterweight is used. Counterweights If you mount the camera more than a few feet out on the wing you must have a counterweight on the other wing. It can be slightly less than the weight of your camera, clamp, (and extension if used) but should be close. One and one-half inch diameter steel round stock weights \I;, pound per inch. If you weight your camera with clamp and all other mounting hardware used, and find they weigh three pounds, you can go to a metal supplier or machine shop and have them cut a six-inch Jong piece of I V2-inch steel round stock and you will have a neat three-pound counterweight. I have made a series of different length weights by this method that screw together so I can add or subtract weight as needed. When you mount the camera at the

For wing-mounted shots on the Streak, I put my clamp on the cross-spar with a hracket extending through the side wire hole. HANG GLIDING

rear of the keel you can get by without a counterweight, but if you want your trim speed to remain unchanged move your hang point forward according to this equation: D= fl

Wp where: Dt:,. = distance to move the hang point (in.) De = distance between camera and hang point (in.) W c = weight of the camera and clamp (lb.) Wp = pilot hook-in weight (lb.) Mounting the camera in front of the nose aiming back at the glider gives a pleasant point of view but is probably the easiest way to accidentally render your camera inoperative. If you mount the camera at or in front of the nose you should put a counterweight on the rear slightly heavier than calculations would indicate. The glider will then be slightly tail-heavy and less likely to nose in and break your camera on landing. But be alert for a stalling tendency on launch. You should not correct for a nosemounted camera by moving the hang point rearward, since this would make the glider statically nose heavy and more likely to nose in on landing. The value in pounds of the counterweight for a front or side-mounted

Shutter release button and bracket velcro-fastened in the boot of the harness. Bracket is 1;lue-fabricated of PVC pipe and sheet.

camera can be determined by multiplying the weight of the camera (plus mounting hardware) by the distance in inches from the hang point. This moment in inch-pounds should be matched by the moment of the counterweight. Measure the distance in inches to where the counterweight will be mounted. Set up an equation and solve for the unknown weight. While designing your counterweights, keep in mind that their purpose is to maintain the glider's balance in both roll and pitch. The final test is to lift your glider before launch and see if it feels in normal balance.

Quick-detachable extension boom for a nose-mounted camera. The glider is a Super Gryphon. JANUARY 1984

Getting The Horizon Level A skew horizon is another distraction to the viewer. Although some correction can be made when a photo is printed, it is best to get the horizon level in the original slide. Of course in aerobatic shots you can not always get the horizon level but it is something to strive for. For a wing-mounted camera trim speed is the only flying reference you have for getting the horizon level. The keel is a handy reference to use when setting up the camera. To obtain the angle between the keel of your glider and the horizon while flying at trim speed, mount the camera in your normal wing position and use an angle of about twenty degrees between top or bottom of the frame and the keel. Then fly the glider and burn off a roll of film. Take the pictures at trim speed. For the purpose of this determination the angle of the camera is unimportant; however, with the results of this test you will be able to set the camera at the proper angle for a level horizon every time hence. When you get the slides project them and measure the angle between the keel and the horizon. Provided you do not change your trim speed your glider will always fly at this angle at trim. Now that you have the angle, make a gauge of cardboard or plastic to hold in front of the camera while setting the angle. The point of this article is not to encourage anyone to try point-of-view photography; it is mainly to remind those who do it, or who are about to try it, of some safety precautions. m

••

MEDICINA AVIBUS

How To Stay Healthy Though Hang Gliding by Fred Leonard, M. D.

don't know about you, but I always look forward to the New Year. There's something optimistic and positive about getting a whole New year. It's like a clean slate, a new beginning, a new chance to get right all those things you screwed up last year, or in my case the last 35 years. Most of all, it's a chance to make some important New Year's resolutions. Now, there are a variety of ways of approaching New Year's resolutions. First of all, you can objectively assess your strengths and weaknesses, determine your desired course in life, and set some worthwhile but realistically attainable goals. I'm told that works out pretty well for some poeple, but somehow I've never really had the initiative to go to all that trouble (maybe trying this approach should be one of this year's resolutions). Another alternative is just not to make any resolutions at all since you know you've never kept any before. I suppose that's OK too, but it's kind of pessimistic and doesn't really seem like much fun (pessimists rarely seem to have much fun). Finally, you can make all the realistic and unrealistic resolutions you can possibly think of, knowing full well that you probably won't keep any of them, but hoping that you just might get lucky and accidentally attain one or two. I kind of like this last method, so to help out all you pessimists, or those of you who have't gotten around to making this year's resolutions because you've been too busy, too tired, or continuously hung over, I'm offering Dr. Fred's 1984 Healthful Hang Gliding Helper - a list of ready-made resolutions to start you on your way to healthier, happier, hang gliding. So raise your right hand and repeat after me:

JANUARY 1984

I (mumble your name) do hereby resolve, just like I do every New Year, that without the slightest doubt or reservation, I will absolutely, fer shur, and positively: I. Not crash, or at least try not to

hurt myself if I do.

2. Learn first aid and CPR in case

3. 4.

5. 6. 7.

9. 10.

someone else forgot to make resolution # I. Eat a good diet at least some of the time. Get plenty of exercise. Stop smoking. Stop smoking (this one's worth repeating). Avoid flying while under the influence of any mind or body altering drugs, medications, or elixirs (getting high in more than one way at a time is generally not advisable). Reduce the stress in my life, and not fly when overly stressed or fatigued. Use supplemental oxygen on prolonged high altitude flights. Read Medicina Avibus and write lots of complimentary letters to the editor about Dr. Fred.

Though this is far from a complete list (we have to leave something for 1985), there are still some subjects in it

that we really haven't discussed much. In fact, a recent letter to the "Answering Service" (remember "Dr, Fred's Answering Service?") pointed out that in previous columns I've really said very little about proper diet, exercise, or stress reduction. Additionally, I also haven't said much about smoking, though some of you more devoted smokers may feel I've already said enough. So starting this month, we'll talk about these subjects and see how they can affect those of us who choose to fly on wings of dacron, aluminum and duct tape. Nutrition - Everything You Wanted To Know And Less We'll begin by attempting to say a few words about nutrition and diet. I've chosen to start with this, not because it's necessarily the most important subject in the list - it isn't - but because a lot of what I'm going to say about analyzing the claims made by the nutrition "experts" will apply to claims made by "experts" in other healthrelated fields. The problem in diet and nutrition in America is not getting an adequate diet, it's trying to figure out what an adequate diet is. We're barraged almost on a daily basis by the newspapers, magazines, radio, television, and even our neighbors with nutrition information, misinformation, fact, and fancy. Some of it is certainly well meaning, but some is doubtless with ulterior motives. So how do we sort it all out? The answer is it isn't easy, because nutrition sells. So what follows is some advice (admittedly opionated as all advice is) on how to separate the fact from the fallacy, and the wheat from the chaff in the ongoing controversy over what we should and should not eat.

. Healthy Diets and Healthier Profits Yes, nutrition does sell. Down at the local shopping mall, for example, among the department stores, shoe stores, clothing stores, record stores, and fast food stores, are two stores dedicated solely to our nutritional health. One sells all kinds of health foods and the other sells nothing but vitamins. Vitamins, by the way, seem to be right up there with the flag, motherhood, and apple pie among sacred American institutions. Everybody sells vitamins - the vitamin store, the health food store, the drug store, the grocery store, the convenience store, your neighbor (who may also be selling soaps and cosmetics), your barber or hair stylist, and . sometimes even the local gas station. Since it may be hard to figure out just what to buy in the aforementioned stores, let's go down to the book store for a little guidance. No shortage of advice to sell here, for here are 72 (count them) different books about nutrition or diet. In fact one diet book or another is usually on the store's best seller list. Still, unless we're both very rich and very good speed readers, we might just as well go home, relax in front of the TV, and forget the whole bewildering matter. We might, but they won't let us. There on the tube is J.P., the presenile corporation president who is about to enjoy his bowl of corn flakes aboard the corporate jet at 35,000 feet. Suddenly, out of nowhere, an authoritative voice instructs him (via his trusty yes-man-vice-president-aide) that he would need to eat four bowls of corn flakes to get the vitamin nutrition value he could get in one bowl of the voice's breakfast cereal. J.P., of course, takes the advice and switches cereal. We, one would infer, have just been given yet another lesson in "proper" nutrition. The trouble is that the voice fails to point out that there is more nutritional value in the one glass of milk that J.P. puts on his cereal than in all five bowls of both cereals put together; and if J.P. is really concerned that he won't get enough

' MEDIC NA AVIBUS I

vitamins from the rest of his diet that day he can always wash down an inexpensive multiple vitamin tablet with his milk, throw away all of the cereal, and still come out ahead. Yes, vitamins, nutrition, and diets do sell, and sell big, and the nutrition industry selling them is a multibillion dollar business. So, when these multibillion dollar businessmen give you some friendly advice that just happens to also sell their product, you might ask yourself who benefits, you and your nutritional health or they and their balance sheets. Dr. Fred's Mind Expanding, Waist Shrinking, Consciousness Raising, Cholesterol Lowering, Eat What You Want Diet Sounds like a reasonable title doesn't it? After all, it meets the main criterion for nutrition book titles - promise

''I'm offering Dr. Fred's 1984 Healthful Hang Gliding Helper a list of ready-made resolutions to start you on your way to healthier, happier hang gliding. " them anything but sell them the book - and herein lies our second dilemma. If we have to be skeptical about the folks trying to sell us a product, don't we also have to be skeptical about peopie trying to sell us a book? The answer is quite obviously yes. But don't people who write books and artides (like this one) have to at least attempt to tell the truth? Nope. According to the First Amendment, you or I can say or write just about anything we like so we don't do it with obvious malice. It's a darn good amendment, but it does make book selection a trifle more difficult. So how do we choose? First of all, beware of miracle cures and seemingly fantastic claims. We're all very vulnerable when it comes to matters concerning our health, appearance, or finances. We'd all like to be healthier,

more beautiful, or more successful, and it's in these areas that the quacks and con men thrive. Though we may wish it were true, there really is no such thing as a free lunch. So if the book promises to tell you how to lose ten pounds in ten days, grow hair, cure currently incurable diseases, or do something no one else in the world is able to do, put it back on the shelf, unless of course you're just interested in it for its entertainment value. If we can't choose a book by its titie, what about choosing a book by its author? This may work, but be careful. Degrees, titles, organizational memberships, and the alphabet soup people add on after their names are often spurious and meaningless. Further, even holding a valid degree only indicates the completion of a certain course of study sometime in the past. It says nothing about the author's current professional competence or knowledge of the field about which he is writing. So what should you do, and why should you trust my advice? Well, as always, I have a few suggestions. The first is that if you've really been reading this article and not just catching a sentence here or there as you line the bird cage, you shouldn't trust me. You should question what I say, just as you should question whatever you hear, see on the tube, or read in your paper or weekly news magazine. This is not to say that you should assume everything you hear or read is wrong, just be aware that some sources are obviously more credible than others, and even good sources of information make mistakes once in awhile. What do I think are good sources of information on health and nutrition? One is Consumer Reports magazine and the books it sells. They accept no advertising, they are a nonprofit organization, and they are uniquely uninfluenced by the pressures of special interest groups. Another source of reasonably reliable information in this area is the federal government. Now I realize that I may just have lost any credibility I had with some of you (continued on page 39) HANG GLIDING

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The Sixth

Annual 94 ROCK/

Free Spirit Hang Gliding Festival by Rob Kells photos by Eileen Kolynich

t is quite possible that the most significant hang gliding meet of 1983 was not held at Tegelberg, Germany, nor at Grandfather Mountain, North Carolina, nor at Crestline in Southern California, nor at Dunlap in Northern California, nor in the Owens Valley in Central California, but on a little 400-foot high grass-covered slope near Elmira, New York, called Draht Hill. Draht Hill was the site of the Sixth Annual 94 Rock Free Spirit Hang Gliding Festival, held over the Labor Day weekend. I had the good fortune to be there and participate, and I left with the conviction that the story of this extraordinary meet ought to be told. The idea behind the Free Spirit Festival is well-expressed in the local club newsletter's explanation of why the meet is held at Draht Hill instead of one of the area's higher sites. ''The single reason we keep it at Draht is to ensure a fun, low-key competition where any pilot, from beginner to expert can test their skills. It has a tremendously good effect, especially on our new pilots. To them it makes all the hard work that they encountered in learning to fly worth it. These pilots will never forget their first meet,

especially one pilot in particular this year, Jeff Vaughn, a Hang I pilot from Pennsylvania who tied Rob Kells' score of 530 points in the pylon task a beginner competing with a master." Prize money, which served to draw a large number of pilots from all over the Northeastern United States and Canada, was secured by the local club. Clubs from the surrounding area were invited to enter four-man teams in the competition, and the prize money was awarded to the club that the four winning teams represented. The organizers felt that this would be the best way to insure that the prize money would go to furthering the sport. Pilots who were not on a team were free to compete as "Open Class" pilots. The entry fee was a very reasonable $25 per four-man team, or less than $7 per pilot. By the close of registration on Saturday morning, 87 pilots and 14 teams had signed up to compete. Included in this group were "professional" pilots Chris Bulger, Rich Pfeiffer, and Bob Trampenau who were on their way home from the Masters. The four of us entered as a "Manufacturer's Team," after agreeing that we would not take any prize money or trophies if we finished among the top four. In return, the meet organizers were kind enough to waive our entry fees. Thanks in part to a tremendous promotional push from local radio station 94 ROCK, the event attracted crowds of up to five thousand spectators during the weekend. Yeah, you heard right, FIVE THOUSAND! To keep them entertained between competition flights I did several aero tows behind Stu Saikkonen in his modified Eipper MX. Stu has a lot of experience at both ends of the tow line, which was invaluable in making our tow flights safe and successful. Canadian Pilot Mark Bourbonnais also towed behind Stu. Stu towed up in his Fledge III behind Butch Aylesworth, and Stu and Harry Sudwischer towed up behind Rich Nena in his Pterodactyl. In addition, Jim Fedele, Greg Cassetta, and Ken Ressler did flybys for the crowd in their ultralights. The area was alive with concession stands selling anything and everything from eggs to T-snirts to beer. The competition tasks were structured around emphasizing basic skills and havHANG GLIDING

fun. The first task was a spot landing task. The wind was crossing somewhat at launch, which spread out the flights and gave the pilots a good chance to socialize and talk to the factory pilots about tuning tips. At the end of round 1, the standings in the Open Class were as follows: John Sillero ................. 312.5 Sudwischer ............ 250 Bud Brown .... Andy Blais .... 150 Markland Dunn ............. 125 The team standings were: Manufacturer's Team ........ 562.5 Gliding Assn .. 437 Free Flight A. . . . . . . . . .400 Hammondsport Assn. of Pilots375 Southern Tier ...... 250 The second round was a pylon task; it was a relatively easy glide around the pylons, but the score didn't count unless you landed within the designated landing circle, which was about 150 feet in diameter. Bob added a zero in the second round to Rich Pfeiffer's zero in the first round which sent the hot "Manufacturer's Team" plummeting out of first After round two, the standings looked like this: Class: John Sillero. . . . . . . . . . . ..... 846.5 Blais ................. 644 Gus Johnson ................ 582.5 Bud Brown ................. 578 John .............. 572 Team '"'"'""wt;0 Free Spirit Flight A .......... 2344 Southern Tier .... 2328 Western New York Glider Pilots Assn ............... 2294 Assn. of Pilots ................. 2161 Manufacturer's Team (!) ..... 2148.5 We were smoked! That about 100 people attended a beer and party in combination with a number of short seminars by the visiting factory pilots. Rich Pfeiffer talked about cross country and competition flying Chris Bulger presented a slide show on the '83 US World Team. Bob talked about glider and I conducted a seminar on aerobatics. Wills donated a Flylite Plus harness to be raffled off, which was won by Chief Judge Harry Fitzsimmons. The last task of the meet was a duraJANUARY 1984

From the Buffalo/Rochester, NY area the winning team of (left to right): Bill Merker, Don Jones, Henry Boessl and Rick Arndt.

Disabled(?) pilot Chris Starbuck gets some help from his friends with a rolling launch.

Stu tows Rob Kells aloft from Draht hill.

tion task. The manufacturer's team sniveled for launch times of our own on the pretext that we could thermal out of the site and the crowd. We prompty failed to do so, but succeeded in our duration times and a final team score. John Sillero took individual honors, and the Association of Pilots took the team and first money of

Mike Linen. . ................ 95 l 20 David Brown. . . . . . ........... 938 Patrick Holman. . . . . . . ....... 936 Fred Mack. . . . . . . . . . ... 930.5 Jeff Sims. . . . . . . . . . . . . . . . . . . 928 24 Bill Waters... . ............... 919

30 Denn~ Pagen .. .

I Paul Allen ............... 880.5

In summary, The Sixth Annual 94 Free pro-

serious, do or die, to be worth doing, and that maybe the most important measure of "contest is the number and size of the There will

to survive and grow, need to remember where we came from, and to celebrate the fun of to l invite me

................. 874 Kevin Cradduck ............... 872 Wendt ................. 872 34 Bill Merker. . . ............... 862 Bruce Miller. . . . . . . . . . . .... 854 36 Tom Morrison. . . . . . ........ 850 Frank Fruhwirth. . . . . . . . . . . ... 849 Bud Brown ................... 846 Steve Houser. . . . . . . . . . . . . . .. 846 Newhard. . . ............. 842 40 John Quarterly. . . . . . . . . . . . . 840 41 Ted Deboer .................. 830 Dennis Schucker. . ............ 822 .................... 822 .............. 818 44 Rick Montgomery ............. 809 Jeff ................. 798 46 Jeff ................ 786 Tom Forster. . . . . . . . . . . . . . . .. 786 47 Chester Baker. . . . . . . . . . . . . .. 764 48 Gerald . . . ............. 754

49 Robert 50SucGale .................... 714 51 Michael Maxson.. . . . . . . .... 710 Wilson ................ 676 Henry Bocssl .................. 667 54 Neil Cook .................. 658 Erik Eklund. . . . . . . . . . . . .... 623 56 Dawn Wolcoll ............... 590 57 David Hoke .................. 578 58 John Wilson .................. 548 59 Bob . . . 542.5 60 Bruce Shaffer . . . . . . . . . . . . .... 61 Markland Dunn........ . . . . . .489 62 Jim Conant. . . . . . . . . . . . . . . .480 63 Horcth ................ 456 64 David 65 Jeff Harper. . . . . . . . . ......... 368 66 Jamie Moffat. . . . . . . . . . ..... 356 67 Denis Scheele. . . . . . . . . . . . . . . . 348 68 West . . . . . . . . . . . . . ..... 340 69 Steve Schaeffer .............. . Bill Sayer. . . . . . . . . . . . . . . . . . . . Robert Beck ........ . 70 Frank Turmo. . . . . . . . . . . . . . 320 71 Jeff Johnson. . . . . . . . . . . . . . . . 308 72 Don Boardman . . . . . . . . . . 296 73 Dick Boss. . . . . . . . . . . . . . . . . . . 264 74 Dan Mackie ................... 264 Dean Mackie .................. 260 75 Sudwischer. . . . . . . . . . .. 250 76 Tedd ............... 216 77 Mark Griswold ................ I 78 Norm . . . . . . . . . . . . . .. 98 79 Roh dcVrics................ . 75

INDIVIDUAl,··POINTS FINAL STANDINGS John Sillero. . . . . . . . . . . . . I Chris ............... 1262 Rob Kells. . . . . . . . . . . . . . .. 1260 Paul Golas........ . ...... 1210.5 Don Jones... . .. . .. .. . .. .. 1134 6 Pete Fournia...... . .... 1129 7 Joe Horton. . . . . . . ........ 11 8 Fred Blackburn ............... 1118 9 Marty . . . . . . . ...... l 080 lO Rich Pfeiffer ................ 1004 I Mark Bourbonnais. . . . ........ 998 Rick Arndt. . . . . . . . . . ....... 990 l Herb Ruch. . . . . . . . . . ....... 984 Blais .................... 984 14 Bob . . . .............. 983 ............. 978 16 Brian Cassetta. . . . . . . . . . ...... 97 6 17 Matt Hasty. . . . . . . . . . . ....... 970 18 Gus Johnson ................ 954.5

The spectators. This Iii/le fly-in attracted 1ve thousand of them!

HANG GLIDING

FINAL STANDINGS:

WHO'S WHO

TEAM CLASS:

Meet Director: Jim Kolynich Safety Director: Marty Dodge Head Judge: Harry Fitzsimmons Head Scorekeeper: Robin Kellogg Announcer: Tom Dodge Assn 't Judge: Dave Dutton Assn 't Scorekeepers: Jacky Felice Sue Cradduck Barb Maxfield Carole Rapp Competition Committee Chairman: Harry Fitzsimmons Beer Committee Chairman: Fred Rapp Grounds Committee Chairman' Sue Gale

I Manufacturer's ............. 4068.5 2 Hammondsport Assoc of Pilots. 3653 $500 & trophies 3 Western New York HGPA ..... 3642 $300 & trophies 4 Southern Tier Skysurfers ....... 3604 $165 & trophies

5 Etobicoke "A" ............... 3596 $35 & trophies 6 Free Spirit Flight "A" ......... 3592 7 Rochester Area Flyers ......... 3311 8Water Gap HOA ............ 3303.5 9Wind Riders "B" ............. 3232 10 Capital HOA ................. 3055

11 Eto bico ke "B" ............... 2971 12 Wind Riders "A" ........... 2535.5 13 Blue Ridge Kids .............. 2482 14 Free Spirit Flight "B" ......... 2387

Vendor Committee Chairman: Day Mayes First Aid Committee Chairman: Dr. Brian Cassetta Festival Directors & Sponsor: Robert Pfuntner /Bob O'Brien of 94 ROCK radio station Parking & Food Concession: East Hill Volunteer Fire Department

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Gliding Magazine has just completed a series of four articles about "Skyting," a relatively new method of towing hang gliders (April, 1981, August - October, 1983). These were the original articles on skyting and described the theoretical foundation and practical aspects of skyting as it existed back in December 1980. Since the information in these articles is now almost three years out of date, I am sure you are wondering how much of it is still valid today and how much is totally obsolete. Actually, very little of this material is totally obsolete even though significant advances have been made in skyting since these articles were written. The fundamental principles and theory of skyting are just as valid today as they were then, and most of the equipment and techniques described in these original articles are also being used today. But new applications and techni-

ques of skyting have been developed over the last three years, and some of the original skyting equipment has been modified considerably. This article attempts to bring you up to date on these developments so that you will have a better understanding of how skyting is performed today. CAUTION: SKYTING IS STILL UNDER RAPID DEVELOPMENT AND SHOULD STILL BE RECOGNIZED AS AN EXPERIMENTAL FORM OF HANG GLIDING.

Yes, some forms of skyting are probably as safe today as free flight hang gliding, but there are a lot of improperly designed systems out there - and without knowing which is which a person can easily get himself hurt. Professional skyting instruction is hard to find and professional quality equipment is

almost nonexistent. My advice to you is to wait until you can get professional instruction on a time-proven system. If this is impossible, then please, learn everything you can before trying to skyte. (See "Rope Tricks" in the May issue of Hang Gliding to see what can happen if you don't.) My greatest fear concerning skyting is that TOO MANY PEOPLE MAY GET THE MISTAKEN IMPRESSION THAT SKYTING IS SO SAFE AND SO EASY THAT JUST ANYBODY CAN SIMPLY GO OUT AND DO IT. If this happens, the hang gliding death rate is going to rise considerably. In fact, there have already been two hang glider pilots killed in the U.S. this year while "land towing." I do not know whether either pilot was towing on a skyting system or not, but I do know that neither pilot had ever contacted me for additional information on skyting. I have also learned recently that three other pilots have been killed in Germany since towing became legal there in May 1982. Again, none of those killed had contacted me for additional information (although the pilot who reported the fatalities does subscribe to the Skyting Newsletter). Considering the number of recent fatalities, perhaps towing development is already being pushed too hard and too fast.

Skyting Defined The definition of skyting has been refined since the original articles were written. Specifically, a skyting tow system is now defined to be any towing system which meets all eight of the following "skyting criteria": (1) The tow line must remain essentially constant in direction during any portion of the towed flight. (2) The tow line tension must remain essentially constant during the towed flight. (3) The tow forces must be distributed between the moving components of the tow system (i.e. pilot and glider) proportional to the weights of each. (4) The bridle must be attached to the center of mass of each of the moving components of the system. (5) The transition to and from tow must be gradual so the above conditions can be approximated even during transition. (6) The release mechanism must be reliable and easily activated by the pilot in emergency situations. (7) An infallible weak link must be included, which guarantees that HANG GLIDING

the tow line tension shall never exceed one ''G'' of force. (8) A safe procedure for learning to use the system must be included which utilizes a gradual advancement method of approach. Any towing system which meets these eight criteria is a "skyting" system, and any one which does not is not. In my opinion, meeting these criteria is the key to safe towing. You should insist that any towing system you use meets these eight criteria. Involvement One of the most significant changes in skyting since 1980 is the fact that skyting is no longer a three-man research project. Many pilots and other individuals have become interested in skyting and involved in its development. In fact, many of these persons are now more experienced and more knowledgeable than I on many aspects of skyting. My chief contribution lately has been to act as a center of communication between some of these individuals through our monthly Newsletter. As these individuals and groups began applying the principles of skyting to meet their respective towing needs, many different tyes of skyting systems were developed. There are now skyting systems for land towing, water towing, air towing, and even moored kiting (where you anchor one end of the tow line and let the wind carry you up into the air). Each of these forms of skyting has its advangtages and disadvantages. Land towing is more convenient, water towing is more forgiving, air towing requires the least amount of land area, and moored kiting requires no tow vehicle at ail. Just remember, some of these forms of skyting have been more thoroughly researched than others and all should be approached with considerable caution. Answers Many of the questions asked in the original skyting articles have now been answered. Some of these questions are listed below along with their answers: (1) How many flights should a pilot make at each altitude level? It is now fairly well established that an experienced hang glider pilot (Intermediate or above) should not go through every skyting level. He should (1) do a lot of ground handling and release practicing before flying, (2) make a couple of JANUARY 1984

three to six foot hops under ideal conditions to get the feeling of the skyting takeoff, and (3) tow on up to a few hundred feet and release. (Some pilots prefer to skip the short hops entirely and get some altitude of their first flight.) Experienced hang glider pilots should begin skyting with about 500 ft. of elastic tow line. Once they master the

500-ft. rope, they can advance at their own rate. The data is still sketchy for beginners, so the outline in April 1981 Hang Gliding still seems reasonable. (2) What should be the tow line tension setting? On your first few flights you should keep the tow line tension below 75 pounds. Your climb rate will not be

. ·-- - - -

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;:;,

.. 35

spectacular (probably less than 200 fpm) but everything will feel more like free flight. After gaining more experience, you can gradually increase the tow line tension to higher values. Some pilots fly with a tow line tension up to 150 pounds, but most prefer to keep it around 100 pounds. One hundred pounds will allow most gliders to climb at 400 to 500 fpm (which is enough for most situations) and provides more leeway before the weak link breaks. (By the way, if you have no other way to calibrate your tow line tension gauge, grab the tow line and pull on your gauge as hard as you can without slipping on the loose dirt. You will then be pulling at about 75 pounds and can note your gauge reading at that time. Tow at or below that gauge setting.) (3) At what tension value should the weak link break? It is now fairly well established that the weak link should be designed to break at about one "G" of force. In other words, it should almost support the weight of the pilot and glider. (Twenty pounds either way seems to make very little practical difference.) Most pilots use a single loop of No. 18 nylon twine tied in a barrel knot which breaks at about 200 pounds. By the way, you should test your weak link in the configuration you plan to use it. Note the gauge reading when it breaks so the driver can tell when the tow line tension is approaching the weak link break point. (4) Has the lockout problem really been solved? No one has ever reported a case of a classical lockout using a skyting bridle even though several pilots have deliberately tried to invoke a lockout situation. But a few pilots have reported what looked to them like a "lockout." Some pilots mistake a banked turn away from tow as a lockout, others confuse the adverse-yaw phenomenon with a lockout, and just recently I learned of a wing-tip stall situation which looks (and acts) much like a lockout. All of these maneuvers are potentially dangerous, but none are really the same phenomenon as the classical lockout. Again it should be pointed out that lockouts are theoretically possible on a skyting system (September HG) if the bridle line is allowed to touch the flying wires or the control bar, so please don't get careless.

(5) Should the keel ring be located 16 inches forward of the hang point? Theoretically the keel ring should be located at the hang point (September HG). The reason for moving the keel ring forward was to give the pilot head room - it was purely a matter of convenience - and it made very little difference as far as performance was concerned. With the larger control bars on the more modern gliders, this is not really necessary in order to get head room. And since some pilots have noticed that the adverse-yaw problem seems to be more pronounced when the keel ring is forward, it is now recommended that the keel ring be moved back to the hang point. (Unless you simply prefer it located forward.) (6) Is a tension gauge really necessary? Yes, if you plan to tow in thermal condi-

"My greatest fear is that too many people may get the mistaken impression that skyting is so safe that just anybody can simply go out and do it. " tions without breaking the weak link. In smooth air or on short tow lines you can get by without one, but for serious skyting you do need one. The best tension gauge is the hydraulic gauge, but it is relatively expensive ($150). A spring gauge is less accurate and less reliable, but it is usually adequate and considerably less expensive. You can make one by taking any spring which will stretch to about 250 pounds and place it where the driver can see it stretch (October HG) or attach it to an indicator placed where the driver can see it (Whitman, May (HG). (7) Is a safety release required at the bottom of the tow line? Experience has shown that the pilot should be the one to terminate his flight, not some observer on the back of the tow vehicle. Tripping a safety release is almost always more dangerous than stopping the vehicle, so the use of a safety release is discouraged. In the rare emergency where the tow line must be released from the vehicle (if the pilot tries but cannot release himself), we unhook the tow line or cut it with a sharp knife kept handy for that purpose.

(8) Is a spotter really necessary? If the tow line is more than 500 ft. long,

a spotter is not very effective in relaying signals from the pilot to the driver. Twoway radio communication between pilot and ground crew is almost essential in this case. However, radio communication is no substitute for a good spotter. There have been some frightening experiences that resulted from radio failure. (The driver thought everything was fine while the pilot was in a panic situation.) Although high altitude skyting does not need a spotter in the traditional towing sense (to trip the safety release and to relay messages from the pilot), it is still important to have someone inside the vehicle watching the glider and pilot at all times. (9) Is a tow line drag chute really necessary? No, it is not. Most pilots do not use one. However, it does reduce the tendency of the tow line to knot up when the weak link breaks and the elastic tow line flies back toward the ground. To reduce drag, some pilots wrap the drag chute with a rubber band which breaks when the weak link breaks. The chute then remains closed under normal towing situations but opens up when the weak link breaks. Questions You can see from the above discussion that many of the questions about skyting have been answered since the original articles were written, but there are still a lot of questions left unanswered and some new questions yet to be answered. A few of these questions are discussed below: (1) Is a leader really necessary? The purpose of the leader is to prevent the bridle from flying back in the pilot's face when the weak link breaks. Many pilots prefer to take their chances with a bridle fly-back rather than risk landing with a leader dragging below them. Such pilots usually construct their bridles out of prestretched, nonelastic material to reduce the fly-back tendency. However, other pilots·who thought they had solved the fly-back problem this way have received cuts and bruises on their face when they discovered they hadn't. They went back to using a leader. By the way, a 50-ft. leader of 3/8-inch polypropolene seems to work as well as the 100-ft. leader of 5/16-inch polypro menHANG GLIDING

tioned in the original article (October HG). (2) What is the best release mechanism? There are a number of different release devices currently in use in skyting tow systems. Each had advantages and disadvantages. (Remember, all that skyting requires is that the release system be reliable.) The original "horse bridle" release mechanism (October HG) is rarely used any more. The trend is toward the threering release, the two-ring release, and/or the conventional sailplane towing release (Whitman, May HG). When incorporated properly into the system, these releases have been shown to be very reliable. (But make sure your method of activating them is as reliable as they are!) (3) Should the bridle stay with the glider or fall away after releasing? The answer to this question seems to be a matter of personal choice. Again, each configuration has its advantages and disadvantages. When the bridle stays with the glider, only one release is required, the release point is below the point where the tow line could become tangled, and a conventional sailplane towing release can be used. But when the bridle falls away, it is out of the way during free flight, part of the releasing process is automatic, and there are usually several different ways the pilot can activate the release mechanism. (4) Where should the release activation point be? Again, personal choice seems to be the deciding factor. Some pilots want a cable release lever on their control bar (base tube or down tube), others prefer to pull the sleeve on their body latch, and still others want a pull release line attached to their wrist or hand. Personally, I prefer the last configuration (if it is designed properly) because it permits the pilot to release rapidly in an emergency regardless of where his hand happens to be located at the time. However, the system must be designed to make sure that the pull line does not become too slack (cannot release). (5) What should be done about the adverse yaw problem? One of the problems which developed after the original skyting articles were written is the adverse yaw problem. As other pilots began skyting their own JANUARY 1984

gliders, it was noticed that certain gliders (particularly some of the high performance gliders) had a strong tendency to yaw away from the direction of the tow line. As the pilot corrects for the yaw by shifting his weight, the glider seems not to respond, so the pilot makes further corrections. When the glider finally responds, it over-responds and yaws in the opposite direction. Sometimes the

yaw reversal is more pronounced than the original yaw, and if the pilot is not careful he can go into an over-controlled oscillation. This phenomenon has been responsible for more than one rather frightening first flight for some unsuspecting pilots. A theoretical solution to the problem has been proposed, but the theory has (continued on page 39)

()

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(Skyting from pg. 37)

not been adequately tested and it does require cutting holes in the bottom surface of double-surfaced gliders. Obviously most pilots are not enthusiastic about doing this to their gliders. Some pilots feel that the adverse yaw problem is over-emphasized and that to a large extent it is psychological. They say that the pilot should learn to relax more and let the glider have an opportunity to stabilize itself. Other pilots have found that they can stop the oscillations by making a hard yaw correction just as the glider passes through the neutral position. For beginners, I recommend that you simply slow down. This reduces the forces involved and makes the glider respond more like it does under free flight. Conclusion A lot has happened since the original skyting articles were written, but the basic concepts have not changed. Many of the questions asked at that time have now been answered, but certain questions still remain and new questions have arisen. Continued research and development of skyting is essential if it is ever going to realize its true potential for providing a safe and convenient method of hang gliding for the large number of pilots and potential pilots who live in the flat lands of the world. Fortunately, this research is now being carried out by some highly qualified individuals and organizations. It should not be long before you can obtain USHGA certified instruction on proven skyting systems using professional quality equipment. Anyone who has waited this long would probably be wise to wait a little while longer before trying to skyte. If you can-

JANUARY 1984

not wait, you should realize that you are acting as a test pilot. For your own safety, please learn all you can about skyting before you try it. And for the safety of others, please report your own learning experiences as you encounter them.• (Medicina from pg. 28)

by making this statement, but it should give you some idea of how bad I feel many of the popular sources of nutrition information are. Though the government publications are often kind of boring (after all they are written by the bureaucrats), they are not in the business of selling anything, and though politics does sometimes get involved, the government does have a vested interest in keeping the population healthy. Finally, if you live near a medical school or state university, you might try and contact their department of nutrition for specific advice or further recommendations on books or articles. Well, next month we'll continue on with the subject of diet and nutrition. We'll look at how scientists try and evaluate proposed nutritional therapies

(such as taking vitamin C for colds), and additionally we'll look at one of the most powerful remedies known to man - placebo. As for me, it's getting close to dinner, and I have to decide between a Big Mac, pizza or avocado and bean sprout sandwich. Somehow I have a feeling that I already know which two the choice is really between.•

FINGER FAIRINGS --,_....

• Always there when you need them

• Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 11~ -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

CLASSIFIED ADVERTISING 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 165, Great glider, rainbow. $1150 (215) 282-1596. Ready for immediate delivery "83" C-2 165 -$1850., "82" Comet 185 - $1350., "81" Duck 180 - $1200. Call (916) 221-0748 - (916) 222-5439. COMET 185 - Excellent condition, complete rigging for prone and supine $1100. Jack Jungerman (213) 249-9980. COMET II 185 - Orange L.E., blue lower. Complete with fairings in excellent condition. Pat (213) 332-3639. Duck 180 - Excellent condition, low airtime. UP standard harness with/free flight chute. (805) 543-5045.

HARRIER 177 - Low airtime. Helmet and harness $1100. Will ship. (607) 863-3631.

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

NEW MANTA hang glider for sale, plus new harness and helmet. $1200 or best offer. (213) 939-8730.

CALIFORNIA

MOYES MEGA II - Excellent condition, with harness, $900.00. David (816) 531-8799. PHOENIX Lazor lI 155 - Harness & helmet, $400. Excellent rack for VW Bug $100. Duane (415) 563-5773. PRO-STAR l, 7/82, good condition with French Connection, internal CB antenna & fairings. $1000. Ken (408) "/33-5749.

PRO-STAR 160 -- New, must sell, make offer, 166 Mosquito, Ball vario $175 (619) 743-2245. PRO-STAR 180 -- Blue/White/Black keel pocket. Clean, 35 hours. $800. (213) 494-1345 nights. PRO-STAR 160 -- Good condition, $900. (713) 771-9916. FOR SALE: RA VEN 229 - Xlnt. condition $800.00 or best offer. (714) 645-8232 eves. RA VEN 209 -

Like new - $500. (619) 479-8703.

RA VEN 209 - Prone harness, chute, vario. All excellent condition. $800. (313) 264-0085. RAVEN 209 - Multicolor, low airtime, good condition. $850. Nego. (503) 258-3862 evenings. FOR SALE: RAVEN 179 - Good condition, $450/obo (714) 840-8191 after 5:00 PM. Ask for John. SEAGULL SEAHA WK 180 - Good condition, beginner-intermediate, Flight Designs harness. $475. (614) 685-2523. Ohio.

DUCK 160 - 1983 Only 3 Hrs. airtime $1350. Cloudbase Harness w/26' chute. $250. Having baby, gotta sell. (615) 367-2441.

SENSOR 510, 165 - Excellent condition, Orange L.E., Brown - Gold lower surface. $1400. Pat (213) 332-3639.

DUCK 180 - Low airtime, excellent. Yellow L.E., orange dbl. dark blue T.E. $1250. Ted (805) 687-3988.

STREAK 160 - Excellent condition, 6 months old, only $1550. Sensor 180 with variable billow and tri-play sail $1800. (704) 733-0248.

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

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

GEMINI 164 - 1983 factory fresh, never flown, perfect, $900; Seahawk 170 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.

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.

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

Schools and Dealers

HARRIER lI 177 - never used - mylar - $800. (619) 479-8703. HARRIER 177 (308) 762-5621.

Excellent condition. Will ship.

HARRIER 147 - Excellent condition, black L.E.; rainbow then white, $1400. Phoenix 6D 155 $300. (303) 431-6394. 1981 HARRIER 177 - $850. All white, double blue surface. Good condition. (209) 632-0526.

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.

NEW 160 PRO-STAR II - Must sell $1400/Best offer, Call collect, (602) 779-0670.

DUCK 160 - 1983. $1,200. Black, red and white. (619) 328-7287.

FLEDGE II B - Blk & green. Excellent condition. Low airtime. $1000 (714) 968-2260.

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.

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. 1883 W. Thunderbird, Phoenix, AZ 85029 (602) 866-2912.

BEST FLITE HANG GLIDING CENTER, Phone (714) 781-9222. Located at Flabob Airport, Riverside, CA 92509. HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. 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 & rentals to qualified pilots. Tandem instruction available. Contact Paul Burns, P.O. Box 861, Lake Elsinore, CA 92330 (714) 678-5418.

WINDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and

HANG GLIDING

CLASSIFIED ADVERTISING POWERED ULTR A LITE 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 9141 l (213) 789-0836. COLORADO FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since 1974. Major Brands, Sales, Service, Professional Instruction. Box 38, Hesperus, CO 81326. (303) 533-7550. CONNECTICUT AIRWISE 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. HAWAII

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.

INDIANA ALPHA AIRCRAFT, INC. - Dealer for UP Hang Gliders, Flightstar and Shadow Ultralights. Accessories, sales, service and training. 145 E. 14th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891.

OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. 500 SW I I th, Pendleton, Oregon 97801. (503) 276-2329.

MICHIGAN ECO-FLIGHT HANG GLIDERS & WINDSURFING. Certified instruction, sales, service, rentals, repairs. 493 Lake St., Benzonia MI 49616 (616) 882-4039.

PENNSYL V ANJA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA I 7701. (717) 326-6686 or 322-8866.

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 I 975.

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.

MINNESOTA

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

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

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) 369-8557.

UTAH

NEW YORK

I DA HO 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 8365 I (208) 465-5593. ILLINOIS MIDWEST MOTORGLJDER SUPPLIES - New and used gliders, flight accessories, and land towing hardware. 2638 Roberts, Waukegan, IL 60087 (3 I 2) 244-0529.

FLY UT AH WITH

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. R/C equipment. Main St. Kerhonkson, NY 12446 (914) 626-5555.

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.

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 27959 I-800-334-4777, in NC, 919-441-4124. Learn to fly over soft sand dunes

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CLASSIFIED ADVERTISING 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, !OS JAPAN. Tel. 03/433/0062.

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.

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

Parts & Accessories

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 .0. Box 478, Independence, CA 93526.

Rigid Wings TRADE - STREAK 160 very low airtime, for similar Fledge Ill, help rigid wing fanatic find some rudders! (619) 873-4434, Tom Kreyche, PO Box 1314, Bishop, CA 93514.

Miscellaneous Bumper Stickers -- "HA VE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.'/ 5 each {includes postage). P .0. Box 66306, Los Angeles, CA 90066. HANG GLIDING BUCKLES - Photoengraved, solid brass, depicting soaring birds of prey. Exceptional quality. Send for free brochure! Massachusetts Motorized, P .0. Box 542-G, Cotuit, MA 02635. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - Sl. Decals, 3 1/ , " dia. Inside or outside application. 25¢ each. Include I SC for postage and handling with each order. Box 66306, Los Angeles, CA 90066. 1980 Ellenville, New York Nationals T-SHIRTS. Special closeout sale. $2.50 each. Limited sizes in stocck. USHGA, P.O. Box 66306, Los Angeles, CA 90066 (213) 390-3065. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 60/o 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.

Stolen Wings TYPE: High Energy Travelite harnesses. Silver cocoon, black and chrome chevron, experimental 15-foot chutes. UP helmet, vario, radios, altimeter. Also, aqua blue harness with racing boot, white bird with rainbow from wings. Chutes not safe. WHERE AND WHEN: Garge in Orange, CA Nov. 11, 1983. CONTACT: Rich Pfeiffer, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186. 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: Knoxvllle, TN, may 5, 1983. CONTACT: Jim Westcott, Springfield, VA (703) 569-6059. $200 reward, no questions. 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: 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: 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.

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. Zia Dynamics - Composite harnesses for serious X-C pilots. Box 723 Taos Ski Valley, NM 87571.

Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy S3.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

Movies AOL!, COMET CLONES & POD PEOPLE Award winning film of Owens Valley hang gliding.

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 35C 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 IV, 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.

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 I 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,

HANG GLIDING

CLAS~n'.IPIED ADVERTISING Alaska, June 15, 1983. CONTACT: Bob Adams (907) 694-2763.

don Utah, taken from car. CONTACT: Claudia Holbrook (801) 561-1974 or 571-4044.

TYPE: All black Northstar harness for Casper wing (supine). Windhaven chute. CONTACT: John Fetter (619) 420-1706.

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: 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: 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. CONT ACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079

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.

TYPE: 1982 177 Harrier II #6744. WHERE AND WHEN: Fountain Hills area, NE of Phoenix, AZ, April 15, 1982. SAIL PATTERN: All white upper sail, blue lower sail, rainbow center panel. CONT ACT: Sky Bound Hang Gliders.

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

TYPE: UP Gemini 184 #UPGI84032. 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: Duck 180 #10486. WHERE AND WHEN: Feb. 1983, Buffalo Skyriders. SAIL PATTERN: Black LE, spectrum, white TE. CONTACT: Buffalo Skyriders, P.O. Box 4512, Albuquerque, NM 87196 (505) 821-6842. TYPE: Quicksilver MX and Doublequick #10696 and 10875. WHERE AND WHEN: Dayton, OH, Dec. 14, 1981. Probably sold in Chicago area. CONT ACT: Gary Meddock, 1334 N. Lutheran Church Rd., Dayton, OH 45427 (513) 854-4973. Reward. TYPE: Comet 165 #1651222. WHERE AND WHEN: Lookout Mt., TN Nov. 7, 1982. SAIL PATTERN: Custom: burgundy LE, black and yellow TE, black tips. Undersurface: burgundy LE, spectrum, yellow TE, left corner has black "UP." Keel pocket black with white "UP." Bag blue with yellow tips. CONTACT: Dave Freeman at Lookout Mt. Flight Park (404) 398-3541. Reward. No questions. TYPE: Comet 135 No. UPCMT135054. SAIL PATTERN: White body; gold dbl. surface. LE & keel pocket no insignias. WHERE & WHEN: Oct. 11, 1982 10 mi. east of Mt. Wilson in San Gabriel Cyn. (Azusa) CA Los Angeles area. Thief known to drive brown jeep-type vehicle. Glider has mountings for french connection on keel. CONT ACT: Jerry Bard (213) 851-8869.

------------------

Hang Gliding publishes (free of charge) stolen gliders and equipment. New listings appear at the head of the column in bold. Type up your submission in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.

Index To Advertisers Airworks ............................ 39 Ball ................................. 29 Bennett Delta Wing Gliders ............ BC Flight Designs ........................ 44 Flight Tech ........................... 29 Freistaat ............................. 39 Glider Rider .......................... 33 Hall Brothers ......................... 33

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

Whole Air's highly successful Glider Owners Survey brought a remarkable 400 (plus!) Surveys back. Each survey had 149 questions. So, thanks to those responsible owners who took the time, Whole Air has got 60,000 answers about our sport's top gliders. No hype. No mud slinging. Just plain old statistical information from those who know and use ... the Owners. Articles on ead'i of America's best selling glidern start in late 1983. You won't want to miss an issue. Subscribe today! (Special we!' 50'11', off deal for new subscribern!)

Litek ................................ 44

NEW SUBSCRIBER OFFER!

Lookout Mt. ......................... 7

One year long for only $7.49 (First time subscribers only, please.) Renewing subscribers please enclose $t 2.00.

Pagen Books ......................... 44 Para Publishing ....................... 5

South Coast Air ....................... 39 Systek ............................... 33

tear.

UP .................................. 2

TYPE: Gemini #UPGl3400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jor-

Kalember ............................ 29

TYPE: Moyes Maxi Mk. Ill. SAIL PATTERN: Black leading edges, center panels and tips. Assymetrical rainbow pattern (white, gold, orange, red, purple, blue, It. blue, green, yellow). DISTINGUISHING CHARACTERISTICS: Negative deflexor posts missing. Blue bag with 6" TYPE: Bobcat !II. 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.

60,000

Santa Barbara Hang Gliding ............ 29 Seedwings ............................ 26

USHGA ..................... 13, 38, !BC

WHOLE AIR T h e ~ cl Hq Qldlng llll'ld Wtmlight Somlng D YES, Sign me up! for the New Subscriber Rate of Only $7.49 ($12.00 to renewing subscribers)

Whole Air Magazine ................... 43 Wills Wing ........................... 19 XC Pilots ........................... IFC

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing I 'lz months preceding the cover date, i.e. Mar. 20 for the May issue. Mall to: Box 144 L.ookoot f'lltn., 11'1 37350

JANUARY 1984

, ..

I-

;·

Getting you on top

has

done

the same

for

us.

The faniliar VE-10 (including its predecessor r:-,odels A, B, and D) is five years old nm,. And over the years we have built about 9000 of them. We get nodel A s in for repair (crash danage Qt n.any seasons of rough \li?ar) and they go back out as quickly and cheaply as a new one, ,\ t1pical repair bill for crash danage usually runs less then J0,00, With a background such as this, it ro.akes a good invest!'lent at 179,00 (still), You hardly ever see then on the used r.iarketplace, Instead they are out at the flying site on gliders all dented up and taped up, "l,,'hy do you keep it?" "Because the 1 thing still works like it did when I got it,' 1

Sane of our dealers: Sunrise Country '!:nc,, Tokyo, Japan 03-433-0063 Tunnis Been Ch,mdelle SF, Daly City, CA 415-756-0650 George ',.fhitehil 1 David Handel, Port Elisabeth, South Africa 041-335-364 ~fission Soaring Center, Premont, CA /iOS-656-6656 Pat Denaven Winje & Co, Lilleharmer, N"onrny 47-62-55875 Leif Winje l..'indsports, Van Nuys, CA 213-789-0836 Joe Greblo La llouette, 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 Skysoarins Industries, Thirroul, Australia 61-42-671794 Steve Kennard Sky Sailors Supply, Applegate, OR 503-846-7385 Steve Bissett Mainair Sports Ltd 1 L.:incashire, F:nnland H-706-55131 Jin Hudson Murdock Sal~s, Christchurch, New ZeaL1nd 529-285 Kevin }!urdock

l / 1£K

4326 Fish Hatchery Road, Grants Pass, OR 97526

IMPROVE YOUR FLYING! Learn the secrets of the pros from hang gliding's most widely read author. HANG GLIDING TECHNIQUES by DENNIS PAGEN THE LATEST BOOK FROM SPORT AVIATION PUBLICATIONS For the novice to advanced pilot, this book continues the learning that began with Flying Skills. • Learn about thermal soaring - A ful I 31 pages on thermal techniques will have you soaring like an ace. • Learn about speeds to fly - the key to efficient flying whether in competition or cross-country. • Learn about cross-country flying - How to fly further with safety. Also: Perfecting turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and much morel Don't miss these other great books' HANG GLIDING FLYING SKILLS - THE BASIC TEXT FOR LEARNING TO FLY USED BY MOST SCHOOLS WORLDWIDE. $6.95 + 70¢ POSTAGE. FLYING CONDITIONS - THE ROAD MAP TO THE SKY, DETAILING ALL ASPECTS OF SPORT FLYING WEATHER. $6.95 + 70¢ POSTAGE. POWERED ULTRALIGHT FLYING -THIS NEW BOOK IS THE MOST UP TO DATE AND COMPREHENSIVE ON ULTRALIGHTS. $11.95 + 90¢ POSTAGE. POWERED ULTRALIGHT TRAINING COURSE - THIS MANUAL CONTAINS ELEVEN LESSONS AND GROUNDSCHOOLS FOR THE BEGINNER. $9.95 + 70¢ POSTAGE. SAVE 10 % - ORDER TWO OR MORE BOOKS! SAVE - ALL FIVE BOOKS FOR ONLY $35.95 PLUS 1.10 POSTAGE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA. 16801 DEALER INQUIRIES INVITED

·2T . , . . , ~ -

'-~

,,,,,,1,~

FLIGHT DESIGNS, INC. P. 0. Box 631 Manchester, CT 06040 203/644-1581

USHGA MERCHANDISE ORDER FORM

BOOKS

PRICE

MAHBIRDS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color, f 50 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook lor skysurting. FLYING CONDITIONS by Dennis Pagen. Micromelerology lor pilots.

$17.95

QUANTITY 8f

8-2 8-3 8-5

AMOUNT

$ 2.00 $ 7.50

$ 7.50

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, compelilion & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete

8-6 8-7 B-8

$ 7.50 $ 7.50 $ 8.50

instruction manual

B-9

POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual for sell-training & training schools. 11 lessons, tests and FAA Regulations. MAHHEO KITING by Dan Poynter. Handbook on tow launch flying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg hisfory of !light. Features llight of Gossamer Condor. FEDERAL AVIA TIOH REGULATIONS FOR PILOTS. 1983 Edilion. Hang gliding pertinent informalion. FA/ SPORTING CODE FOR HANG GLIDING. Requirements for records, achievemenls & 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 signolls (all levels), glossary of terms, awards.

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

$12.95

$ 4.50 $ 6.50

$ 4.50 $ f .00 $ 1.50 $ 2.95

ITEMS 1-1

•

"HEW" 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 lits all. Baseball typelUSHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USHGA BELT BUCKLE. Solid bronze, custom design, relief.sculpture. 311, x 2114. USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst wlblack print). USHGA EMBLEM DECAL. 31/,'' dia., full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." While on Blue. WALLET. Nylon, velcro closure, mach. washable, water rnsistant. ROY AL BLUE color.

1-2 1-3 f -4 f -5

1-6 1-8 1-9

$ 8.00

------

S 8.00 $ 5.00

$12.00

$ 1.00 .25 $ 5.50 $ 8.95

HANG GLIDING/GROUHO SKIMMER BACK ISSUES ·"SPECIFY BY CIRCLING ISSUE HUMBER· "ISSUES HOT NUMBERED ARE SOLD our··· 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 "HO TAX OH MAGAZINES••

S 1.00

- - ----

s 150 S 2 00

MAGAZINE SUB TOTAL

Ordering Information: All prices include postage and handling. (Pricessubiecl lo change without notice) Enter quantity and pnce of each rtem ordered. Al/ow 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 suff1c1ent postage funds No C Q_D ·s

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

Foreign Orders: USHGA will ONLY accept foreign checks payable on a US bank ,n US. funds

HD CHARGE ITEMS

TOTAL

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\1:,\. U.S. NATIONALS

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REGIONALS Rick Rawlings