USHGA Hang Gliding May 1984

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PROMOTING HAMCi GLIDING IN AMERICA FOR OVER 10 YEARS

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Volume 14

Issue No. s

CONTENTS (USPS 017-970)

Features

Columns

17 Flying The French Connection ©1984 by Dennis Fagen

by Hardy Snyman Our Texas Director addresses the recent financial crunch and introduces his upcoming "Meet Your Director" feature.

Dennis describes the hows and whys of this control-enhancing device.

10 The Right Stuff

3 Viewpoint

by Erik Fair

20 Hang Gliding Interviews -Wendy Kamm

At last, the exciting results of our reader survey, with commentary by Gil Dodgen, Mike Meier, Steve Hawxhurst and Elmer Fudd.

interview conducted by Roger G. Lockwood Wendy is not only an accomplished hang glider pilot, but a smoke jumper as well!

28 The Answer Man

24 A Simple Efficient CB Aerial

by Mike Meier Dennis Pagen writes in about the last installment. Mike talks about push ups with The Question Man and addresses the problem of sailcloth degradation.

by Bob Fisher Bob details the construction and use of this simple device. CBs are fast becoming standard equipment on hang gliders.

32 Vertigo

by Carl Downs Carl tells an exciting story of flying through clouds in Hawaii.

45 Medicina A vibus Pagef2

Departments

40 Wings Over Nepal

by Deborah Smith and Ian Jarman photos by Deborah Smith The story of the ultimate hang gliding safari in the Himalayas.

Copyright © United States Hang Gliding Association, Inc. 1984. All rights reserved to Hang Gliding Magazine and individual contributors.

Page4/J COVER: Soaring the Santa Ana wind at Elsinore are John Heiney, friend Nancy and her friend Blondie, on Mike Allen's vintage 260 Omega. Photo by John Heiney.

CENTERSPREAD: Eric Raymond flies his Comet II over the Aletsch glacier in the central Alps. These 14,000-ft. peaks are snow covered year round and overlook the town of Fiesch. Flights of 100 miles are being made in this area! Photo by Eric Raymond.

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.

MAY 1984

by Fred Leonard, M.D. This month Dr. Fred discusses getting started in that fitness program for the upcoming flying season.

4 Airmail 6 Update 7 Calendar 8 Book Review · 14 Competition Corner 36 Ratings and Appointments 38 USHGA Chapter News 47 Classified Advertising 49 Stolen Wings 50 USHGA Certified Schools 50 Index to Advertisers

14:1 !!??

1st '84 ARIZONA XC RACE 1st '84 HAMMOND CUP XC 2nd '84 HAMMOND CUP XC

• ATTACK DUCK • ATTACK DUCK • ATTACK DUCK

Gil Dodgen, Editor Janie Dodgen, Associate Editor, Prod11c1ia11 David Pounds, Design Ca11s11/ta11t Leroy Grannis, Bettina Gray Staff Photographers

Erik Fair, Staff Writer Harry Martin, Rod Stafford, ll/ustrarors Gretchen Niver, East Coast Correspondef/l

Office Staff:Carol Velderrain, Manager Amy Gray, Ratings Mary Marks, Membership USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snyman, Secretary Gary Hodges, Treasurer

Executfre Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges

USHGA Regional Directors: REGION I: Doug Hildreth, T. Michael lloylc.

REO!ON 2: Russ Locke. Gary Hodges. REGION 3: Sieve Hawxhurst. Beitina Gray. REGION 4: Jim Zcist. Bob Thompson. REGION 5: Mike King.

REGrON 6: Ted Gilmore. REGION 7: Dean Batman.

REO!ON 8: Charles La Versa. REGION 9: William Richards. Vic Ayers. REGION IO: Dan Johnson.

Steve Coan. REGION II: Hardy Snyman. REGION 12: Ken Zachara. Paul Rikcrt. 1984 DIRECTORSAT-LARGE: Dennis Pagcn, Dick Heckman, Elizabeth Sharp. EX-OFFICIO DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without Vote) elected ta 12/31/84: Bill Bennell, Hugh Morton, Vic Powell, Mike f',,1cicr. The Uni1ed States Hang Gliding Association lnc., is a division of the National

Acronau1ic Association (NAA) which is the official U.S. representative of the Federation Acrorrnurique Internationale (FAI), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities sui:h as

record attempts and competition sanctions.

HANG GLIJ)lNG magazine is published for hang gliding sport enthusiasts to create further interest in the spore, by a means of open communication and to

advance hang gliding methods and safety. Contributions are welcome. Anyone is inviccd to contribute aniclcs, photos, and illustrations concerning hang gliding activities. H the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of sub;11ission lO olhcr hang gliding publications. HANG GLIDING magazine reserves the right to edit contdbwions where necessary. The Association and publication do not a,;sumc responsibility.for the material or opinions of contriburors.

HANG GI.JDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P .0. Box 66306. Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. HANG GL!DING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by 1st Impression Typcseuing Servke, Buena Park, Calif. Color Separations are provided by Scanner House of Studio City, Calif. The USHGA is .i member-controlled educational and sciemific organization dedicated to exploring all facets of ul[ralight flight. Membership is open w anyone interested in this realm of flight. Dues for full mcmberw ship arc $29.50 per year ($32.50 for forcigit addresses): subscription rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent i,sue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. nox 66306, LOS ANGELES,

CA 90066.

MAY 1984

VIEWPOINT

USHGA Board of Directors (Surviving The Crunch)

by Hardy Snyman For the first time in its history, the USHGA Board of Directors had a biannual meeting cancelled/postponed, and that was the most recent one, tentatively scheduled for early March.

Cancellation of the meeting was one of many recent, judicious steps to hold expenses down during the financial crunch. When these meetings are held, USHGA funds pay travel and lodging expenses for the editor of Hang Gliding magazine, and for the headquarters office manager to attend the meeting. USHGA funds also subsidize each Board of Directors Officer, Director, Honorary Director, and Directorat-Large (25 persons in all) with about half of all their travel and lodging expenses. You can see it entails a sizable chuck of money.

Other cutback steps at headquarters were taken jointly by USHOA President Steve Hawxhurst and Carol Velderrain (USHGA Office Manager).

Office space was cut in half to reduce the monthly rental expense and there were a couple layoffs of office staff personnel. The new paper and format

by Oil Dodgen was a big cost cut for the monthly production of this magazine, yet as far as I'm concerned, it's a big improvement over the former publication. Other budgets that were forecasted at the last '83 BOD Meeting are on hold such as in my area of public relations.

USHOA lives on! By late February and early March headquarters reported a slight upturn. The "plunge" seemed to "float" to a gradual halt, and then stabilized before a slight increase in new and renewed memberships occurred. However, March has returned us to our previous poor level of membership activity. "We were definitely headed straight for disaster,''

said Hawxhurst, "and we've had to pull all stops to avoid the bankruptcy situation." Until such time that the Board of Directors can meet again, the four-member Executive Committee can act on important topics (approvals/ disapprovals of agenda items) on behalf of the entire Board, who would all normally vote on the issues.

Your Board of Directors has not been sitting still during these trying times. Even though we haven't been able to meet, we've been communicating by phone and letter on important issues.

Regarding aerotowing of hang gliders by powered ultralights: USHGA Director-at-Large, Dennis Pagen just recently finished writing a carefully prepared and worded Application for Exemption to the FAA, which, if granted, would make subject aerotowing legal in the U.S. For assistance and guidance, Dennis has been communicating closely with our FAA friends in Washington: Gary Perkins, who is in charge of the Hang Gliding Division, and Mike Sachery, who oversees the Ultralight Division.

The USHGA Executive Committee has approved the application as currently worded, and if all goes well, we should have our towing exemption within 120 days. It generally takes a new law a minimum of that length of time to process through FAA channels and be then written into the Register.

In late February, Vice President Dick Heckman gathered and compiled a massive collection of information pertaining to many of the USHGA's current programs such as ratings and safety and training. Along with that he included a draft of a proposal which basically strengthens our relationship with the FAA. This proposal is in

VIEWPOINT

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response to an Advisory Circular that The FAA issued last year, and it formally requested that in order for hang gliding in this country to remain selfregulated, that the governing body (USHGA) must submit a comprehensive, three-point program which will describe (1) a standard for individual Pilot Identification, (2) a standard for Aircraft (Hang Glider) Identification, and (3) a standard for determining hang glider Airworthiness.

So, information in the above draft and "data dump" together will give FAA officials a good idea as to how well indeed we are self-regulated. The final writing and formal cover letter for all the information is being done again by our faithful Dennis Pagen.

Newly-elected Region 10 Director, Dan Johnson, prepared and distributed an elaborate, detailed document back in January, which proposed that Hang Gliding Magazine merge with Whole Air, and be called Ultralight Soaring - The Official Publication Of The USHGA, with USHGA being permitted a certain percentage of the pages exclusively for itself. The proposal was, at best, an offer to avoid the loss of our magazine during the financial crisis. However, this item appears to be taking a back seat in consideration, since the organization is hopefully reviving and Hang Gliding continues in good form, under Gil Dodgen's skilled editorship.

Bob Thompson, Region IV Senior Director, has been writing lots of good stuff (refer to recent issues of Hang Gliding), and Liz Sharp, Competition Chairman, just initiated a letter of request to all the Board, so we could cast a mail vote on the site for this year's Nationals.

So what has the rest of the Board been up to lately? For that I ask you to please tune in to Hang Gliding next month, when my "Meet Your Board of Directors" column begins.

Until then, let me just sign off with a note of thanks to all of you who support our national/parent organization, the United States Hang Gliding Association, Inc. •

HANG GLIDING IMAGE

4

AIRMAIL

Dear Editor, First of all, I would like to compliment you on the new look of the magazine. It is very refreshing and the interview with Mike Meier was one of the most amusing articles ever published in Hang Gliding. Mr. Covington brought up some very good points about our image, but I don't feel that the article or pictures were in bad taste. Our image has suffered more from highly publicized breaches of FAA part 103 than any number of beers could ever cause. How many flights have been mentioned glorifying the virtues of violating airspace regulations (above 18,000' without prior approval of air traffic control), VFR flight rules (above 10,000' you must remain at least 1,000' below clouds, not at cloudbase), or rules pertaining to hazardous operations (getting hypoxic or sucked into a cloud).

If we really are self-regulated then why are we publicizing such blatant violations in our national magazine for everyone to see? The FAA is not going to sit idly by and watch for very Jong and soon we'll find out what it's like to be non-self-regulated if we aren't careful. Please be more selective in what you choose to write, print or say.

As a responsible pilot, you owe it to those that have worked long and hard to procure the site you're flying or about to fly to read the sectional chart pertaining to that area before you fly.

If you don't understand sectionals or FAR part 103 then it is your responsibility to find out. If you are caught violating part 103 or any other FAA regs, the fines are outrageous ($1,000 for the first offense) and the experience won't be pleasant.

Ken Swarm Cleveland, Ohio Dear Editor, This is in response to "Hang Gliding Image" written by Charles Covington in the March issue.

Several people, including myself, enjoyed the December issue interview with Mike Meier.

This is one of the best articles ever written in the five years I've belonged to the USHGA. Not only was it very useful and informative, it was also hilarious. It was fun to read. The comical aspect of this article itself could help someone to retain useful information a little longer, making a safer pilot!

With the ever-growing number of responsible and sincere people entering this great sport, our image is getting better and better. So, what's wrong with a little well-directed humor, Mr. · Covington, especially when the end result is favorable?

Gary S. Wood High Sieria Sports Carson City, NV HAVING FUN

Dear Editor, Gosh. I'm sorry. I sincerely apologize if we offended Charles Covington, the Federal Aviation Administration, or anyone else by printing those pictures of Erik and me "knocking back a few" during our interview.

Just for the record, I have never flown while under the influence of alcohol or any other drug, and I never meant to suggest that anyone should.

We were only talking about hang gliding; we weren't flying hang gliders.

I don't think the FAA has any rules about being sober when you talk about flying.

I don't really think the FAA will take any action on the basis of those pictures. I'm not even sure the FAA is the biggest danger to our sport. The biggest danger might be getting so God-awful serious about "being responsible" that we forget how to have any fun.

Mike Meier Santa Ana, CA

HANG GLIDING

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AIRMAIL TIME SOARING RUMORS

Dear Editor, In the last few months there have existed rumors involving the making of "Time Soaring" into a feature film by T-Productions in Honolulu, Hawaii.

"Time Soaring" is protected by the international copyright laws.

Although it is true that I have met with Tom Barrera, the owner of T-Productions, no agreement was made and no contract was signed. Tom and T-Productions do not now, has not, and will not ever have the rights to "Time Soaring." If anyone has questions regarding "Time Soaring" they should contact me directly.

Walt Dodge Big Bear Lake, CA

quickly, and there isn't always a lot of choice.

For those individuals who find the task "nearly impossible under the high pressure of a test," how will they perform under the pressure of an emergency situation? l too have seen pilots do some unsafe maneuvers just to hit the spot, but remember, using good sound judgement is also part of the rating requirement!

The tests are not intended to be overly difficult, but by the same token they are not meant to be easy. Ratings, like anything else worth having, have to be earned or they mean nothing at all.

HORSESHOE MEADOWS

Dear Editor,

Dear Editor, I would like to thank the USHGA for the service of printing the stolen wings section in the magazine. My

EAGLE P.O. Box 540 Lone Pine, CA 93545

David Brown Region 9 Observer CHEAPIE GLIDERS

Dear Editor, Dear Editor,

MAY 1984

Dave Freeman

We at the Lone Pine Hang Gliding Club have met with Charlie Robinson of the Forest Service and discussed the essence of a problem concerning Horseshoe Meadows. The solutions seem relatively simple. Despite its recent "revelation," Horseshoe and Walt's Point have been consistently flown for over nine years without any problems at all.

Now come the glory seeking "record" pilots. These yahoos seem to have hypoxia before launch. Their lack of common courtesy may have cost us all a beautiful free flying site. There were pilots setting up right on the roadway, parking in the way of traffic, and blocking the road with set-up gliders.

There is easily enough room for everybody, if a few things are done.

The Forest Service have made a couple of very valid suggestions. First, they would like us to off-load our gear and gliders and re-park at the large turnout about one-third of a mile farther up the road. Also, the road paving operations will be happening this spring and the road may be closed for a period of time.

The L.P.H.G.C. is here to help all the visiting pilots. If you would like more information about Horseshoe Meadows send a SASE to:

LANDING REQUIREMENT

I have no doubt that Chuck Rebert has the best interest of his fellow pilots in mind when he suggests that the requirements for the intermediate and advanced ratings be changed, however I feel that he is overlooking a major point.

There is a specific reason for testing one's accuracy in landing and that is for the situation when it is necessary to get into a tight landing area safely! I think he could not be farther from the truth when he writes, "There is probably no circumstance where such a tight landing would be imperative."

Here in Region 9 some of our landing areas are not that big to begin with, and when you add a thirty- to fortyfoot tree line this doubles the difficulty of making a safe landing. Additionally, no matter how carefully a pilot plans his flight he doesn't always land where he originally intended to. Take for example a pilot making a cross country flight (as intermediate and advanced pilots are so prone to do). There are lots of variables to deal with. An extended area of sink has a tendency to force a pilot to pick a landing area

Comet 165 was stolen from Lookout Mt. in NOvemer, 1982. A year later some pilots in the Chattanooga, TN area spotted a glider fitting my description. I was alerted and my glider was recovered. Without continual publication it might have been forgotten after a short time.

I have sold the glider to Rob Newcomer, a pilot in Boston, Massachusetts. Thanks again to Hang Gliding magazine.

I was glad to see your "Glider Showcase" article on the Wills Wing Skyhawk, and hope to see more writing from you in the future.

This may be far-fetched, but I would like to see the manufacturers venture into designing and producing some really cheap (less than $1,000) lines of hang gliders: simple, single-surface, airworthy, certified and aimed at the instructor and entry level pilot market.

Such ships should retain the docile, easy to fly characteristics of earlier models we often refer to, such as the Seahawk or Dove.

I'd like to know if Wills Wing or any of the other manufacturers have any speculation as to the sales potential of said basic, cheapie glider?

Hardy Snyman Houston, Texas STOLEN WINGS

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UPQATE

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SKYLINES OPENS AEROTOWING CENTERS

JIM SHAW WINS ARIZONA XC RACE

HANG GLIDING GETS NATIONAL TV EXPOSURE

Following the enthusiastically received series of aerotowing clinics held across the country during January and February when over I, 700 flights were achieved with an impressive safety record, Skylines announces the opening of two training and service centers for the Skylines aerotowing system and range of trike powered flex-wings.

Both centers will provide a comprehensive program including: training USHGA instructors in the operation of the aerotowing system; introducing Hang 3 hang glider pilots to aerotowing; regular aerotowing to 2,000' or more for XC hang glider pilots; training students of all levels to fly trikes.

Contact: Skylines Enterprises Ltd., P.O. Box 4384, Salinas, CA 93912 (408) 422-2781 or, RR4 Box 610A, Blairstown, NJ 07825 (201) 362-9141.

Wills Wing customer service representative Jim Shaw, flying a Wills Wing Attack Duck 180, won the Christian Care Cup Arizona XC Race, sponsored by the Arizona Hang Gliding Association, turning in a 54-minute time for the 25-mile course. Shaw turned back noted Arizona XC champion Bob Thompson and world team pilot Mark Bennett to win the event.

"Look To The Sky" the Recreation Network's aviation special, aired in April on 40 television stations across the country. Featured in the special was the Telluride Aerobatic Hang Gliding Championships, the Albuquerque Balloon Festival and Chuck Yeager test flying the Northrup F-20 Tigershark on the anniversary of his breaking of the sound barrier. Wills Wing, heavily involved in the production of the special, purchased a 30-second commercial slot to refer people interested in hang gliding to their local USHGA certified instructors.

Video cassette copies of the ''Look To The Sky" special are available through Wills Wing dealers. The cassette includes the "Double High" Telluride special from 1981 and retails for $49.95, VHS only.

AERODYNE HEAD FAIRING

TOP FIVE MEMBERS CONTRIBUTORS

The following hang gliding schools were the top USHGA membership contributors in the last three months: I) Tradewinds .................... 30 2) Arizona Windsports ............. 26 3) Flight Realities .................. 19 4) Chandelle SF ................... 11 5) Kitty Hawk Kites W .............. 8

SLIDE MT. XC CHAMPIONSHIPS

High Sierra sports announces the first annual Slide XC Championships.

Log one of the five longest flights from this site during the season and win! The contest is open to any USHGA member, starts now and runs through Sept. I, 1984. Awards will be presented at the annual High Sierra sports picnic at Washoe Lake State Park. Cash and trophies to the top five. Contact: Gary Wood, (702) 885-1891.

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MINI OWENS TOW RELEASE

The Aerodyne Head Fairing was developed by Jack Lambie, founder of human-powered speed competitions and hang gliding contests, to reduce head drag and thus improve performance. A round object has up to 10 , times the drag of a streamlined shape.

More speed is gained with the same energy output with a faired shape.

The Aerodyne Head Fairing has several features to smooth airflow around the head and onto the back. A tapering rear keeps the flow attached.

A boundary layer tripper raises the Reynolds number to help reduce drag below 30 mph. This is similar to the bumps on a golf ball or ridges around the edge of a Frisbee.

This light-weight beautifully shaped head gear can be used for fun flying or competition flying. It offers both real and psyhchological advantages so important for that split-second, winning margin. For more information contact: 2236 W. 2nd Street, Santa Ana, California 92703 (714) 972-8186.

Mini Owens Tow Co. is a new entrant in state-of-the-art towing equipment.

The Mini Owens tow release is designed specifically for use with the center of mass bridle systems. Safety, strength and light weight were the main design considerations.

The Mini Owens pneumatic tension gauge, designed for skyting systems, and the center of mass bridle, reads tension from O to 200 pounds. Because of its extreme light weight and small size, it can be used behind cars, boats, snowmobiles or whatever. Release will sell for $32. Gauge will sell for $150.

Contact: Mini Owens Tow Co., c/o Paul Lundquist, 2409 E. Golf Course Rel., Alexandria, Minnesota 56308, (612) 763-5712.

1983 USHGA AW ARD RECIPIENTS

The 1983 USHGA Ed Gardia Memorial Trophy has been awarded to Dennis Pagen for his numerous books on hang gliding. Dennis has been

HANG GLIDING

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UPDATE landings or other ground handling mishaps. The loads involved in these situations do not correspond to loads to be expected in flight, nor to loads tested for during certification. Wills reminds their customers that the Ducks have a perfect in flight structural safety record. The sleeve modification will, however, offer additional protection against glider damage in a hard landing or other ground related mishap.

CONSUMER ADVISORY WW SERVICE ADVISORY

Wills Wing is offering, through their dealers, sleeving for Duck 160 and Duck 180 kingposts. Wills reports that there have been several incidents of kingpost failures in the course of hard

Calendar

Dennis Pagen received the 1983 Ed Gardia Award.

writing on the topic of our sport since its early days in the early 1970s. His current books include: Hang Gliding Flying Skills, Flying Conditions and Hang Gliding Techniques. Dennis is also the author of scores of hang gliding articles for numerous publications and is a regular contributor to this magazine. Ed Gardia was the first modern-day hang gliding fatality.

In addition to the Gardia award the 1983 Presidential Award went to Wills Wing for their travelling instructor certification programs. The Exceptional

APRIL TO LABOR DAY. Tiger Mt. XC tournament. Entry fee $5. Contact: Cloudbasc Country Club, P.O. Box 55144, Seattle, WA 98155 (206) 481-5878.

MAY 26-28. Southern Nevada Hang Gliding Championships in Las Vegas, NV. Trophies, prizes, barbeque compctition run fly, camping. Contact: (702) 363-1140 or 871-8627.

First weekend of each month: Wings Of Rogallo rating weekend for Novice and Intermediate. Ed Levin County Park in Milpitas, CA. Contact: (415) 656-6656.

MAY 26-JUNE 3. Tyrolean Hang Gliding World Masters, Kossen, Austria. Contact: Austrian Kiting Club, A-6345 Kossen, Tyrol, AUSTRIA phone 05375/6559.

MAY 3-6. Fort Funston Air Races world invitational hang gliding championships. Contact Walt Nielsen at SF Windsports (415) 731-7766.

MAY WEEKENDS. Sixth Annual Hammondsport XC Classic. Trophies. Preregistration $3. Contact: Je[f Ingersoll, 128 Richmond Ave., Lancaster, NY 14086.

MAY 5-6, and every consecutive weekend until 8 rounds are held: REgion 12 Open Regionals. Ellen ville, NY. Contact Paul Voight (914) 744-3317.

MAY 12-13. New equipment showcase and aerobatic seminar with Rob kells, al Kitty Hawk Kites West. Reservation Road orf Highway 1, P.O. Box 828, Marina CA 93933 (408) 384-2622. No charge to pilots.

Vic Powell, former USHGA President, received the Exceptional Service Award.

Service Award went to Vic Powell for his long service and many accomplishments for the USHGA. Vic is a former USHGA President and has been one of our most active and enthusiastic supporters over the years.

MAY 1984

MAY 12-13. Benefit fly-in for Alberton Senior Citizens Center. Plateau Peak near Missoula, Montana. Contact: Roger Lockwood (408) 549-3229 or Ike Foster (408) 721-2248.

MAY 19-21. Vedder Mt. Hang Gliding Competition, Yarrow, BC. Hang IV. Prizes and trophies. Send SASE to: Vancouver Fraser Valley HG Club, 203-1065 Pacific St., Vancouver, BC Canada V6E-l S9 (604) 685-0890.

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JUNE 22-24. 12th Annual Cochrane Meet. Trophies, chute seminar, three days XC llying. Contact: Willi Muller, 5-1303-44th Ave. NE, Calgary, Alberta Canada T2E 6L5 (403) 250-2343.

JUNE 30-JUL Y 11. Owens Valley XC World Championships. Out-and-return racing and open distance. Contact: XC Pilot's Association, P.O. Box 458, Independence, CA 93526.

JULY 13-15. Region I Regionals. Chelan Butte, Washington. Contact: (206) 823-5913.

SEPT. 1-3. Seventh Annual 94 ROCK/Free Spirit Flight HG Festival. Draht Hill, Elmira, NY. $1,000 purse. Team and open classes, beginner to advanced, demos, camping. Contact: Free Spirit, P.O. Box 13, Elmira, NY 14902.

SEPT. 10-16. Telluride Hang Gliding Festival, 150 pilots.

Send SASE to: Telluride Air Force, Box 456, Telluride, CO 81435 (303) 728-4759.

SEPTEMBER 14-16: California Balloon Festival, Visalia, CA. Contact: Balloon Festival, PO Box 4516, Visalia, CA 93278 (209) 625-2784.

WESTERN CANADA JUNE 9-10. Points Meet, Mt.

Swansea, lnverrmere, B.C. Contact: Andrew BarberStarkey, Box 2167, lnvermere, B.C. (604) 342-3660.

JUNE 22-24. 12th Annual Cochrane Meet. Level II-IV. Friday night; parachute packing seminar.

JUNE 30-JUL Y 2. B.C. Championships - Bolean, Faulkland, B.C. Contact Brian Dodd, Sicamous (604) 836-4489.

JULY 18-22. Grouse Mountain Invitational, Grouse Mountain, B.C. JULY 23-28. Canadian Nationals, Fairmont, B.C. XC meet, camera required for turnpoint photos. Additional trophies for level I l and Ill pilots. Contact: Andrew Barber-Starkey.

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UPDATE ,

(Continued frum page 24)

CB AERIAL BOOK REVIEW Sierra Sierra a novel by John Joss, 200 pages, $8.95, the Soaring Press, PO Box 960, Los Altos, CA 94022.

Craig Baker

The events in this book are fictional, and so are the characters. Sierra Sierra is the registration and contest designation on flanks, fin, and right wing undersurface of a sailplane that does exist today, and is capable of flying the attempted double-word-record flight of almost I, 100 miles and 60,000 feet in altitude described in the book. Bob Lamson, of Mercer Island, Washington, designed and built the Alcor pressurized sailplane, named after the original Alan Lockheed Corporation (Alcor) and the star of the same name in the Big Dipper. The author, John Joss, has been writing about flying for publications worldwide for 25 years.

He lives in San Francisco and flies his own contest sailplane in the Sierra Nevada. This is his first novel.

The story is about ex-Marine fighter pilot Mark Lewis who watched his best friend and lead pilot John O'Halloran get killed in the last day of the Vietnam war. John was to have flown the Alcor, designed and built by John's father, Frank, in Seattle, Washington.

Frank's daughter Jennifer blames Mark for permitting her brother to be killed.

She is intelligent and beautiful, and Mark inevitably falls in love with her.

As the reader begins chapter one, it is during the predawn hours as Sierra Sierra is lifted into the air to begin the day long flight. Suddenly a break in the story and Mark is flying F-4 Phantom jets over Vietnam. Eventually, the reader finds there are four different related stories which the author put together like a jigsaw puzzle, scrambled at first, but all the pieces fall into place as we approach the dramatic conclusion. There is the story of Mark's war experiences including John's death; Mark's relationship with Jennifer; the plans for the record flight including a press conference, meteorology considerations, and the final construction of the Alcor, and the flight itself. The flight plans call for the 8

release of Sierra Sierra over Mount Olympus in northwest Washington, and the landing in Yuma, Arizona near the California-Mexico border. The altitude record attempt takes place in, where else, the Owens Valley over the White Mountains. There is even one instance where some lift is worked over the San Bernardino Mountains in the convergence of Mojave Desert air and L.A. smog. Here we find similarities between the sailplane pilot and hang glider pilots, especially in the detailed descriptions of soaring in ridge lift, waves, and thermals. There are many dramatic, heart-stopping developments to the story that I could not begin to describe for fear of ruining the element of surprise for readers. Anyone, pilot or not, would enjoy reading this book.

No hang glider pilot should miss the experience of reading Sierra Sierra. •

good idea to incorporate a weak link on each side, as shown in detail C, to protect the aerial itself and enable easy repair after a bad outlanding (when you need the radio most). Alternatively, it would be possible to string a support line twisted together with the aerial, but you must use a non-conducting line, not metal. This solution, however, carries the risk of tearing the eyelets from the sail.

PERFORMANCE AND USE The aerial on my 180 Streak has a measured Standing Wave Ratio (SWR) of 1.02 or less (at channel 14 frequency).

This is impossible to achieve with a whip aerial because of the impedance mismatch between the coaxial cable and the aerial system, which additionally makes the length of coaxial cable part of the tuning with a whip aerial, because of the power reflected from the aerial.

The aerial works well on the ground with the nose of the glider down but not with the tail down. It has provided ground-to-ground communication (with a car with a three foot vertical aerial) for five miles over completely flat ground.

In the air, the signal to the rear will be stronger than the forward signal, which fits in nicely with general XC requirements. Air-to-ground communication has not been tested to its limits.

The prototype has not been around long enough to evaluate strength or wear and tear problems, so if you build one and come up with any improvements, please write to the editor.

Because the aerial is horizontal, best communication is with other aerials which are at least partly horizontal. If you have CB in your car, you might consider angling the aerial back at 30 or 45 degrees so that is compatible with both vertical aerials and your glider.

For those who are performance-conscious, the drag calculates out at .15 pounds at 20 mph and .023 pounds at 25 mph. Assuming .25 pounds with 250 pounds all-up-weight at 10: I glide, this translates to a I% glide angle reduction.

The increase in minimum sink rate is rather less than this as it occurs at a lower speed. Good XCs. • HANG GLIDING

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1982 ...

European Championships ... 1st 1983 ...

Owens Valley ... 1st U.S. Nationals ... 2nd British Open ... 1st, 2nd, 3rd Italian Nationals ... 1st, 2nd, 5th, 6th Scandanavian Cup ... 1st, 4th

I

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THE Rl~f{T STUFF

_

Membership Survey Results

by Erik Fair

The

following tables summarize the results of the Membership survey which appeared in the February issue.

A total of 127 responses were received from all across the nation. A handful of our Canadian brothers (presumably members of the "Eh? Team") even sent in their responses which were welcome and appreciated. One hundred twenty-seven responses is not bad when one considers the open-ended nature of the questionnaire and the amount of trouble a person had to go through to reproduce, complete, and mail in the survey form. Well, it was somewhat disappointing to realize that not even 2% of the membership took the opportunity to register an opinion or two in these troubled times.

What was extremely encouraging however was the fact that, with only one or two exceptions, the survey respondents provided serious, thoughtful, helpful, and insightful comments. Some wrote pages and pages of ideas and suggestions. It was quite a lot of fun (as well as quite a lot of work) tabulating the results knowing that a bunch of five-page epistles were interspersed throughout the pile.

Speaking of tabulating the results, you might as well know there were some problems involved in that process. There are a couple of reasons why you can't expect the number of responses in each category to equal the number of respondents. First, space considerations make it necessary to include only the "top ten" vote getters in each "like most", "like least" category. Second, most respondents provided several responses in each category. Rather than list only the first response, or guess as to which one was "most" or "least" heartfelt, I just

10

damned the torpedoes and listed 'em all. As far as the "if you could have any wish come true" questions are concerned there were so many varied responses that rather than attempt to categorize and summarize them I simply asked Steve, Gil, and Mike to comment on them as they saw fit.

You may or may not notice that there are no results posted, or comments contained regarding the questions that had to do with ''local dealers." I realized very early on that there was no meaningful way to summarize and interpret such thoroughly localized data. I was surprised at how many respondents stated, "What local dealer?" My plan is to turn the data over to Ken deRussy, the President of the Hang Glider Dealers Association, a

recently reactivated association of several California dealerships. Perhaps we'll hear what he has to say about dealer concerns and issues later on in an interview format.

So how valid is the survey? Beats me. I suspect that with less than 2% of the membership responding it would be a mistake to draw any hard and fast specific conclusions from it. I also suspect that the proportion of "like most" to "like least" responses is somewhat higher among respondents than it is among the general membership owing to the fact that people who give when asked to give are likely to give more "positive" than "negative" comments. On the other hand, my personal (stinking) opinion is that the relative ranking of "like mosts" and "like leasts" expressed by respondents pretty accurately reflects that of the entire membership and is therefore pretty useful information for us all.

One last comment before I turn you loose to look over the survey result tables and consider the remarks of Steve (USHGA), Gil (the magazine), Mike (HOMA), and my own bad self (Right Stuff): Bones and Sharol Strickland of Bright Star Hang Gliders originally created this survey because they sensed a feeling of frustration and detachment within the hang gliding community in their area. They identified a need and, more importantly, devised a means to address it. The Bright Star Questionnaire gave Santa Rosa area pilots an opportunity to express their opinions and feelings regarding the sport, the national organization, the industry, and the magazine.

The survey was reprinted in this magazine in that same spirit because one of Bright Star's respondents gave

HANG GLIDING

THE RIGHT STUFF SURVEY RESULTS Top ten responses in each category are listed throughout

Table 1. Today's Gliders Like Most Performance Strong, Stable, Safe Quality (Materials, Finish) Certification Handling Easy set-up Price (No Response) Appearance Launch Char.

Landing Char.

(Total+)

42 32

29 21 10

8 3 13 3 I

150

Like Least Price Landing Char.

Weight Handling Emphasis on Performance Set up/Breakdown Stagnation in Design (No Response) No complaints Lack of "hi-tech" features Not enough performance Total (-)

24 22 20 13

9 7

4

(4) (3) 2 1

102

Table II. Manufacturers Like Most Professionalism *WW Integrity *UP *Delta Wing Willingness to reduce Performance *Pacific Windcraft Quick Delivery "Total Design Concepts" ''Participatory Attitude" Total(+)

14 11 2 2 2 2 2 I I 1 38

Like Least Competition focus Manufacturer Hype False Promises Lack of Long Term View (backyard dealers) Non-responsive Unprofessional Lack of service *WW *UP *Delta Total(-)

voice to his feeling of appreciation by saying "Thanks for asking. Why don't you ask everyone!?''

Many thanks to the 127 who took the time to participate in this survey.

Next time we'll make it easier to complete, more compilable, computable, reportable, and redoubtable. Lots more scientific! Lots more work for the survey-ors!

Bones?? - - - Sharai? - - GET BACK HERE!

9 5 3 2 2 2 2 2 2 2 31

Weespondents to the Bwight Staw Qwestionnaiwe seem to agwee that Ewik Faiw's style and sense of humow is the dominant aspect of his instwuctional cowum, ''The Wight Stuff.''

Forty-four weespondents consider the "style, humow" to be an asset.

Eweven appawently consider Faiw to be a cwashing boah. I tend to agwee with the minnoweety eweven who feel that Faiw's "style" is obweeouswee swapdash, possibwee iweesponsible, and that his "hjmow" is weedicuwous and adowescent. I find it awahming that hang gwiduh piwots actuawee appwove of his "cwap" at a fawwr to wun watio. Frawnkwee, I find it vewy, vewy hawd to take Faiw sewiously and would be weewee weeweeved if he would wisten to the iwustwious eweven and GWOW UP!!

Weespectfoowee Submitted Elmer Fudd

*Indicates responses in which specific mfg. was cited.

Table Ill. USHGA Like Most Magazine Info Exchange Unifying Influence Self Reg. Vehicle Insurance (member/site) Rating Program Integrity /Professionalism Concern for Safety Reasonable Dues Dedication & Enthusiasm of Involved People Assoc. with HGMA Total ( +)

MAY 1984

41 34 25 24 15

5 5 4 4

3 160

Like Least {No Response) (15) No complaints (12) Inherent limitations of Vol. org.

11 Lack of Devp. efforts & Growth Strategies 11 So Cal Regionalism 7 Rating Program Inefficiency 7 Dues 6 Comp. focus 6 Out of touch with members Poor public image Not enough members Total (-)

6 3

3 60

Elmer has a point. Despite the fact that a majority of respondents consider the "humor" aspects of my column a plus, I realize that there have been times when those aspects have been clumsily and/or impertinently handled, not to mention "unfunny." (See above.) Fortunately, even those who dislike the column from a style standpoint, seem to find value in its instuctional and "problem focused" content.

That feedback was very gratifying and has encouraged me to continue to try to provide reasonably good information on a variety of topics, most of which will be related to basic instructional issues, some of which will have

11

THE Riq:;HT STUFF Table IV. HG Magazine Like Most Color photos (cover, center) Right Stuff New Glider Evals.

Personal Experience Articles News & New Products Instructional Articles Variety of Articles Source of Good Info Comes regularly Pagen Articles Interviews

31 21 16 14 12 11 11 9 9 8

Like Least Competition Covg. (National) Health Topics (No Response) Comes late Self Design Series Too Short/Not weekly West Coast Regionalism Boring tech. articles Poor Local Covg (Clubs, comps) Poor Sci-fi

19 13 (9)

9 6 6

6 5 5 4

73

8

155 Table V. Rt. Stuff Like Most Style & humor 44 Informative, Practical, Educational 38 Focus on Basics (Instructional level) 22 Well written, organized (concise, to the point) 15 Easy to read & understand 11 Timely covg, of impt. topics & problem areas 11 Applicable to all levels 8 No articles for Int. Adv. Interesting, thought provoking 8 Everything 5 (No response) (5) Illustrations Total ( +)

4

Like Least (23) No negative aspects (No response) 12 Poor humor (childish impertinent) 11 Irregular /Theme wanders Ugly, Illiterate Author

9 4

Dec Interview (Meier) Too opinionated

4 3 3 3 3

Negative focus Possibility of Auth. burnout Some misinformation in some articles Total (-)

2

42

166 The Respondent

Age

Sex M

15-19 20-24 25-29 30-34 35-39 40-44 45-49 50-54 55-59 60-64 N/R

1 10 38 32 12 12 5 6 2 2 4

124

12

Year Began Hang Gliding

Marital Status

72- 4

Single: 51 Married: 55 Divorced: 7 Separated: 2 N/R: 12

F

2

3

73 - 6 74- 8 75 - 10 76- 9 77 - 2 78 - 16 79- 15 80- 8 81 - 6 82-20 83 - 15 Does Not Fly -- 1 N/R- 1

to do with problems facing the national hang gliding community.

I sincerely thank all of you who offered suggestions for future installments of the column. Though these suggestions are far too numerous to list here, rest assured that I will do my best to cover them in the future, either through my own writing or through solicitation of articles from other instructors who are better qualified than I to discuss certain topics. For example, I would gratefully accept guest articles from Eastern instructors on the subjects of "High Wind Cliff Launches" and "The Art and Lore of Tree Landing." I have been repeatedly asked to cover these subjects but have been reluctant to do so because, owing to the sites I generally fly, have little or no experience to draw from.

One other "like least" category warrants comment. Many of you noted that the column appears irregularly and tends to wander in theme. I'll do even better on both counts.

Finally, I'd like to come, full circle, back to the "humor/style" issue.

Maybe it is time to abandon the flippancy and foolishness that characterizes "The Right Stuff." Maybe I should, as one respondent suggested, straighten up and fly right. Maybe I would do well to take things more seriously, to strive to emulate the sedate, lugubrious demeanor of the bloodhound. Maybe - - just maybe - - NAAAAAHHHHH! ! What fun would that be? Sorry, Elmer. Later, baby!

HGMA PRESIDENT'S COMMENTARY

by Mike Meier Erik has asked me to comment on the survey responses regarding gliders and manufacturers. The four most liked features about today's gliders, in the order they were most often mentioned, are performance, strength and stability, quality of materials and finish, and the fact that they are HOMA certified.

The four most popular complaints, again in order, are the price, the land-

HANG GLIDING

THE RIGHT STUFF ing characteristics, the weight, and the handling characteristics.

The most often mentioned positive aspect, performance, was also the fifth most often mentioned negative aspect (too much emphasis on performance).

Three of the four most oft mentioned negative characteristics (only weight was left out) were also mentioned by some of those responding as what they liked most.

What's most interesting to me, as a designer, is the relationships between the most liked and most disliked aspects of the current crop of gliders.

The combination of performance, strength, stability, (certification is the "proof" of these last two features), and quality of finish which the market has chosen over the last few years is exactly responsible for the weight, cost, landing, and handling characteristics of today's gliders. It seems that from this we can conclude that performance, strength, stability, and quality of finish are more important to today's consumers than saving money, saving weight, easier handling and easier Iandings. Interestingly enough, the numbers on the survey bear this out; a total of 124 people "voted" for the four most oft mentioned positive aspects, while only 79 combined votes were tallied among the four top negative responses. More important than that of course is the voting that really counts, the votes the consumers have cast over the last four years with their purchasing dollars; these have gone for performance (or the perception of performance) above all, with airworthiness, and finish/quality running a close second in importance.

To those with complaints, I can offer perhaps some small consolations.

With regard to price; gliders are actually less expensive than ever. A glider that sold for $1,295 in 1979 dollars (a common price then, some were over $1,500) would have to cost over $1,800 in 1984 dollars just to cover the drop in value of the dollar since then. There are gliders available today with manufacturer's suggested retail prices of less than $1,800 that would "blow

MAY 1984

the doors off" of any flexwing you could buy in I979 at any price.

Today's highest performing gliders are substantially heavier than those of five years ago, but they are also stronger and perform better. In addition pilots have the option of some gliders which are roughly comparable in performance and weight to those of five years ago, but are stronger and more stable. All of this is true in spite of (actually in part because of) the fact that fewer manufacturers are building fewer gliders today than five years ago; a situation that would normally drive prices higher.

The most common "thing I like best" about manufacturers on the survey forms was "professionalism."

The most popular complaint was with too much focus on competition, with manufacturer hype running second. As was the case with gliders, more people listed positive aspects than negative ones.

I'm not quite sure why Erik asked me to comment on these survey responses, but since he has, I'll take the opportunity to throw one personal (although very valid) opinion in here.

For good or bad, you, the consumer, control the manufacturers and the marketplace. We can only afford to build what you are willing to pay for.

This consumer control has been largely responsible for the excellent airworthiness progam we have in hang gliding - a program that, although completely voluntary on the part of the manufacturers, has made design-related accidents in our sport almost unheard of. It has worked largly .because you have mostly refused to buy uncertified gliders. The same consumer control has been responsible for the sacrificing of handling and landing characteristics for performance in today's high performance gliders; a result of more questionable value. The same principle operates with respect to things like professionalism and service; those modes of dealer and manufacturer behavior which you support with your purchasing dollars will survive, those that aren't supported will suffer extinction.

USHGA PRESIDENT'S COMMENTS

by Steve Hawxhurst

I was pleased to note that survey responses to questions about USHGA indicated that the membership is quite aware of the strengths and weaknesses of our organization. Responses were in the vast majority positive with the magazine, rating programs and insurance leading the ''liked best'' categories. The "liked least" category centered around some of the weaknesses I discussed in my interview in the last issue.

Once again I think it important to note that we must all work together to ensure the continued growth and surviva! of the organization that best represents foot-launch soaring pilots in the United States.

COMMENTS FROM HANG GLIDING'S EDITOR

by Gil Dodgen

I find it interesting that by far the most popular feature of our magazine is the color photography. Unfortunately this is the one aspect of the publication over which I have the least control, since the only limiting factor in the quantity of color is, you guessed it, money. One trick I have employed in the past, and will continue to use, is to gang a number of shots in the centerspread. Other than that we'll just have to wait for people to send us more money.

It was gratifying to see that under the "like most" and "like least" categories our recent format changes seem to reflect the general desires of the readership. The least liked feature was competition coverage, and I have to admit that competition reporting can be dull. As the competition season gets under way we'll have to see how the readership reacts to our limited coverage in the feature article department. Hopefully, the condensed results in "Competition Corner" will keep everyone happy. Keep in mind, (Continued on page 37)

13

COMPEfflTION CORNER 1983 CPS STANDiNGS

SITE RECORDS

10 January 1984 Total Points 1. Pfeiffer, Rich 2. Smith, Stew 3. Bennett, Mark 4. Kernohan, Kevin 5. Blythe, Gene 6. Burnett, Jeff 7. Bulger, Chris 8. Rawlings, Rick 9. Huey, Jeff 10. Meier, Mike 11. De Wolf, Greg 12. Pearson, Steve 13. Ledford, Dave 14. Raymond, Eric 15. Zinke, Ted 16. Kells, Rob 17. Wagner, Matt 18. Tudor, Larry 19. Arrambide, Mike 20. England, Bob 21. Kidder, Russ 22. King, Mike 23. Robinson, Paul 24. Luna, Steve 25. Beardslee, Dave 26. Stoll, Sterling 27. Neuman, Mike 27. Price, Chris 29. Case, Bruce 30. Lee, Jim 31. Woiwooe, John 32. Trampenau, Bob 33. Brown, Kenny 34. Goss, Ed 35. Woodruff, Woody 36. Gibson, Dave 37. Greblo, Joe 38. Scott, Jeff 39. Young, Ron 40. Yeomans, Dennis 41. Murphy, Dan 42. Lawton, Doug 43. Chiarani, Luigi 44. Voight, Paul 45. Degtoff, Mike 46. Bright, Chuck 47. Knebel, Pete 48. Laversa, Mark 49. DeCleur, Joe 50. Gordon, Don

14

2229 2143 2038 1874 1813 1796 1782 1692 1643 1476 1474 1470 1405 1372 1327 1313 1299 1298 1255 1187 1124 1097 1094 1085 1042 978 902 902 842 834 827 800 791 782 775 765 747 744 736 721 684 662 656 654 653 638 630 620 553 552

Arizona Shaw Butte - Hans Heydrich 83 miles ................ Comet 165 Mingus Mtn. - Bob Thompson 139.8 miles ................ C-II 165 Mt. Elden - Bob Thompson 113.6 miles ................ C-II 165 Yarnell - Rob Murray 75 miles .................. Voyager

California Cerro Gordo - Steve Moyes 137 miles .................. Meteor Hat Creek - C.E. Schue, Jr. 24. 5 miles .............. Javelin 168 Horseshoe Meadows - Larry Tudor 221 miles .................. C-II 165 Piute - Jerry Bell 118 miles?????????????????????????

Connecticut Brace Mtn. - George Emmerthal 55.3 miles ............... Comet 165 Talcott Mtn. - Deane Williams 77.1 miles .............. ProAir 180 Meriden Mtn. - Deane Williams 25. 3 miles ............ ElectraFloater Idaho Mica Peak -- Alan Sandbo 121.5 miles ............. Demon 175 Washington Tekoa - Paul Clarke 56miles ................... C-II 165 The above listed records are the only ones submitted to the USHGA by March 25, 1984. For those of you who would like to see your site records listed, send them to the USHGA as soon as possible for the next listing.

See page 8 of the January, 1984 Hang Gliding magazine for details.

NEW RECORD ATTEMPTS During many USHGA sanctioned competitions this year (and in future years) pilots will be able to try for national records on 25, 50, 75 and 100 km courses. Contact the meet directors

about this item.

The F AI has a new category of hang gliding world records: "Distance over a triangular course (2.3.7.4.2)." We have not yet received information on this category; the FAI seems to be having some internal problems and the flow of information has been hampered somewhat. Hopefully, this category will be the same as our 25, SO, 75, 100 km courses. Our NAA representative will be in Paris to visit the FAI shortly, and we will update our information ASAP. The 1984 season is looking to be the busiest and most productive ever. A few notes of importance for those of you interested in record attempts: 1. FAI now requires a baragraph for all record flights.

2. Proof of barograph calibration must be included when you send your package of data for record certification.

3. For altitude gain record claims it is the responsibility of the pilot to have his/her barograph calibrated and the tracing from the record flight verified to show the exact gain by an authorized instrument testing station.

4. Altitude, to the nearest 20 feet, of both takeoff and landing sites needs to be included with your data.

5. lnclude a map or a xerox copy of a map (or maps) showing your exact launch and landing points or goal, and start/finish gates and turnpoints for out and return flights.

6. Make a xerox copy of all your papers, tracings, etc. and keep them in a safe place; the mail is not perfect.

7. Send your documentation via certified or registered mail.

8. Be sure to contact the proper authority within 24 hours if possible (48 maximum) after your record flight so the FAI can be alerted to the record flight within their prescribed time limit.

Try me first: Bob Thompson (602) 938-9550. As I am going to be doing a lot of flying myself, you may have to try USHGA at (213) 390-3065, or if no contact there, call Milt Brown, NAA Record Board Secretary at (202) 347-2808.

HANG GLIDING

COMPETITION CORNER ALLEGHENY XC CHALLENGE The Allegheny XC Challenge has evolved into a year-long event for western Pennsylvania pilots. Pete Lehmann of Pittsburgh is this year's winner with a 54-mile flight from Templeton, Pennsylvania. 1983 will be a memorable year for Pete. It was his first year of cross country hang gliding; he logged the longest flight in the state although he did not enter the "Pennsylvania Cross Country Contest.'' And flying in the Alps last summer was a real treat for him.

Pete reflects that surprisingly the 25-30 mph winds at launch on April 26, 1983 did not drift his initial breakaway thermal much. Turning downwind before reaching cloud base was almost a costly mistake. There was steady sink after leaving that first thermal. He altered course slightly to intercept thermal generators at times but the fields and farmyards yielded no lift. At 1,500' Pete's Demon glided over a strip mine, intercepted a flightsaving thermal, and was delivered to a mile and a half altitude. For the next two hours he would never have less than 4,000' ground clearance. At 54 miles Pete's final glide brought him to Cresson, PA which is just short of the long soarable ridges of the west front of the Alleghenies.

Marty Eiler of Glenshaw, PA would have a similar lofty flight this day. He launched a half hour after Pete. His Comet spiraled to 8,300' above the Templeton launch. Cloud base in this area is usually 3,000' to 5,000'.

Marty's landing at Nanty Glo, PA yielded 44 miles. Marty's flight gave him second place in the Allegheny XC Challenge. He entered this flight in the Pennsylvania XC meet and it's believed to be the winning distance.

1st Pete Lehmann 54 miles 2nd Marty Eiler 44 miles 3rd John Scott 21 miles Most cumulative - Pete Lehmann 107 miles (Previous Allegheny XC winners: Fred Booher - '81-'82, Larry Huffman -

MAY 1984

'82. Current leader in 1984 is Dave Deming.)

All pilots in the competition are members of the USHGA and the Daedalus Hang Gliding Club, Inc., a USHGA affiliate.

The distance of 54 miles by Pete Lehmann and the altitude gain of 8,300' by Marty Eiler are best records ever for western Pennsylvania.

COMPETITION ADMINISTRATION 1984 U.S. NATIONALS The 1984 U.S. Nationals are scheduled for September 1 through 9 at the Crestline/Pine Flats/Marshall Mountain complex and are sponsored by the Crestline Soaring Society. Meet Director Walt Dodge has indicated the task will be an out and return type from an open window launch. Rob McKenzie, President of Crestline Soaring Society, says a new launch site on the east end of Marshall Mountain is being prepared to accommodate the open window launch and will have a large, on-top landing area, at most 300 yards from the launch. Entry fees will again be based on the distance pilots must travel.

The total number of pilots to be invited will be limited to 75: 50 World Class pilots and 25 Sporting Class.

Pilots prequalified to compete in the World Class are: Rick Rawlings Chris Bulger John Pendry Lee Fisher* Rich Pfeiffer Stew Smith Mark Bennett Kevin Kernohan Gene Blythe Jeff Burnett Jeff Huey Mike Meier Greg DeWolf Steve Pearson

Pilots prequalified to compete in the Sporting Class are: Lee Fisher* Paul Robinson *Sporting Class Champion may choose to defend his title or compete in the World Class.

Regional allotments are based on the regional USHGA membership referenced to the total USHGA membership and the number of pilots who competed in the last Regional Championship referenced to the total number of pilots in all Regional Championships; Championship participation is favored, two to one.

Regional allotments are as follows: Region # I 2

3 4

5 6 7

8 9 10 11 12 Alaska Hawaii Virgin Is.

World Class

Sporting Class

Total Slots

3

2

5

4 4 0 4

3 3

7 7 I 7

3

1 I

2 2

1

3

1

4 3 3

4 3 3 3

2

6

2 2

1

5 5 4

0 0 0

I I I

I I I

Regional Championships are Sporting Class events but will qualify pilots for both the World and Sporting Classes at the Nationals.

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

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Just what is this it fit for the moral would approve of this device if had the information about to deliver We'll get into the up aud mechanics of a Freuch connection soon, hut first, credit 1o the of this name is Jean-Luis Darlet, an frorn the environs of Henee, the name "French" cormcction (by now you should have out that this device

The virtue system, the French connection manages

in it is most inconvenient in a Enter the French connection. As I, the connection allows to move forward level manner. With a proset up you can eliminate bar pressure over a control range. device which serves the same purro!ler on a bar as shown in it should be clear that the level movement will eliminate control forces. The roller bar can be curved vary the forces at different control bar similar type of arrangement was used over years ago on the Chandclle Comp to aid roll control.

This indicates another use for the connection: roll control Tf connection is mounted

on roll forces reduced in a similar manner as that discussed above with and back side. arc some si(le,.to-side French connection. This is due to the fact that you need more room than most control bars at the apex 10 get full use or lhe connection. Also, in some tions you can increase the load on one control bar down tube. For these reasons, use of a side-to-side connection should be left to the discretion of manufacturers with their full doubk: French connection . Note that this arrangement tubes and a different control bar connee·tion to the keel. In double

hm:k a control forces you feel when due to the fact that you your body in an arc you go forward and hack or side 10··Side. Thus, yon some of yom own when hold control Now that when you want lo to your you stand up fast in your control bar and your forward. When you back down put the bar to your waist the force hold the bar in that the trim your return lo nomial you would have to stand up, hang hack, then return 1984

17

/-1001<. IN PO/Nt

/=/GURE 2roller device which I designed a couple of years ago for a new glider is shown.

Such roller systems are in use in England. Both types of connections are a boon to weak pilots on stiff gliders.

Note that the further back you are on the double connection, the more effect the roll connection has. This is perfect since slow speeds is where we need the most help in roll control.

WHAT A CONNECTION CAN DO FOR YOU First, what it won't do. A French connection will not allow, make or induce you to go faster. It is a common misconception that a connection used in the pitch axis will result in a higher top end airspeed. This is generally not the case, for at full arm extension you are in the same position in relation to the glider with or without the connection. However, at that position the control forces are much lighter with the connection.

HANG--

POINT-

F/GU!<.E 3 18

Lighter control forces are the main benefits of a French connection. This is significant when you consider that flying in higher winds may require pulling in on the control bar constantly and many cross-country flights require much flying faster than trim speed. Even light control bar pressure held for fifteen minutes is very fatiguing. My personal glider is quite light in pitch control forces, yet there have been plenty of times when I've wished I was flying with a French connection as my arms get leaden and my brain numbs ...

An added benefit of connections is that they enhance control authority in gusty conditions or under tow. For this reason, a double connection should be used when aerial towing to overcome the added forces of the towing situation.

The final reward a French connection may bring is enhanced performance at high speeds. According to Jean-Michel Bernasconi (Pacific Windcraft), various prone harnesses were tested in a French wind tunnel with no significant differences in drag appearing between the various types (knee hanger, stirrup, cocoon or Bulletman). What did produce a difference, however, was body position.

With a French connection there was up to a 20% reduction in drag at high speeds because the pilot could remain head down in a streamlined position rather than rocking up slightly as is the case without the connection. This rocking up is a result of the strong bar force pushing forward on your arms which are held below the body. Competition pilots take note: a 20% reduction in pilot drag at top speeds is worth pursuing, for the pilot is a sizeable chunk of a hang

glider's overall drag profile.

The one thing unpleasant about flying a French connection is how it makes pitch stability feel at higher speeds. In some configurations, the bar pressure actually gets lighter as you pull in more.

This feels suspiciously like those notorious divergent gliders of old. My first experience flying a French connection occurred off Sandia Peak near Albuquerque. I borrowed J.C. Brown's well-connected Comet II (thanks J.C.) and stepped of a 5,000 ft. drop. I had plenty of airspace to experiment. J.C. had warned me about the funny feeling at faster speeds, but try as I might I couldn't get comfortable with the "divergent" effect. Every time the bar got past my waist I wanted to slam it up to minimum sink and float carefully to the ground.

The fact is, a glider with a properly set up French connection will be actually more statically pitch stable than one without. This is because the virtual hang point of the pilot is moved forward at high speeds - a more stabilizing situation. So despite the divergent feel, a properly connected glider is quite safe.

There is a slight possibility that a French connection may excaberate a dynamically unstable situation (such as strong pitch oscillations in severe turbulence), but there has been no evidence of this reported.

THE PROPER HOOK-UP We have mentioned the importance of the right hook-up a couple of times. This is because an improperly connected French connection can be quite dangerous. The dangers are: 1) Mounting the

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BAR....

HANG POI~

~!GURE."4 HANO GLIDING

connection too far back on the keel so that you can get behind the normal hang point and thus render the glider unstable and uncontrollable; 2) Getting the front of the French connection too low so that the main arm wants to swing forward, requiring a constant strong push-out force to prevent a dive; 3) Improper attachment to the keel so that strength of the system is inadequate or the connection slips out of position.

With these dangers in mind, let's see how to attach a French connection (pitch axis only) to any glider. We need two simple rules to proceed. First, the rearward most swing position on the French connection should be directly under your normal hang point. This takes care of danger I) above. Secondly, the lower bar of the connection should be perfectly horizontal when the glider is in trim flying attitude. This takes care of danger 2).

With these rules in mind, attach the connection to your glider with the webbing and connectors provided. The longer vertical member goes in front.

This allows the lower bar to be level when the keel is angled upward. Now climb into your harness and hook into your usual hang strap. Have a friend lift the rear of your keel up or down until the control bar is in its trim position in

MAIN AR.11 op CONN'E cnoN

relation to your body while you are swinging free. This, then, is the attitude (nose up position) at which your glider normally flies. Have another friend check to see if the hook-in point of the French connection is directly in line with your hang strap when the main arm is in full back position. If not, stand up and move the French connection forward or back until the above requirement is met. This is shown in figure 5.

Now hook into the connection and have your friend lift the keel until the bar is in trim position and cross check to see that you are hanging right at the normal hang strap position.

Next, have a friend check to see if the lower bar is horizontal while you remain in this trim position (see figure 5). If not, lengthen or shorten the vertical arms until this condition is met. Note, some slight upward angling of this lower bar towards the front will add bar pressure at higher speeds and eliminate the "divergent" feel. Also, angling the vertical arms outward (wider at top) will simulate a longer radius of swing while angling them inward will simulate a shorter radius of swing (more bar pressure than with a purely neutral set-up or a straight roller bar). Obviously, there is some room for adjustment, but start with a by-the-book set-up then make ad-

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justments in small increments.

The final point to consider is how to insure that your connection stays put.

Some manufacturers rely on the friction of webbing against the keel to hold the connection in place, but I'd like something more secure. For the rear arm, a tie to the control bar will prevent it form slipping back, while a few rounds of duct tape behind the forward arm should keep it from slipping rearward.

Remember to always use a backup loop with a French connection. This may be your normal hang loop, but chances are it isn't long enough since it must reach all the way to the furthest forward position of the French connection. Note that French connections are not required to be load tested so you are relying on the manufacturer's good intentions. Remember, all your weight is on one connecting arm when you are at the stops and those pivot bolts start out at a fairly small diameter and may wear with extensive use. Never fly a French connection without a backup loop.

Also, you might ask your glider's manufacturer if they have any special recommendations for hooking up a connection to their product.

GETTING ONE Well, I hope I've piqued your interest with the above discussion. Quite a number of pilots are willing to put up with the hassle of taking a.French connection off, then putting it back on with every break-down and set-up (those sharp edges don't lend themselves convenient to pack away with the glider). If you'd like to try the magic of a French connection, here's a few ready made sources (from the Whole Air Magazine Buyer's Guide):

Delta Wing P.O. Box 483 Van Nuys, CA 91408 (213) 787-6600)

R.EH()V£DFQJ<_

Ci-AR/TY).

Pacific Windcraft P.O. Box 4384 Salinas, CA 93912 (408) 422-2299 Thin Air LM}.

524 221st S.W. Bothell, WA 98011 (206) 481-5878

FIG-U!ZE5.

MAY 1984

Lubon Ultralight Aircraft Rt. 8, Enoree Hill Circle #7 Greer, S.C. 29651 (803) 244-5996 • 19

Kamm is not your nm-of. piloL Being female unique in a sport males. But Wendy is also smoke in the 300 aetive

TOP: Wendy Kamm launches vision Plateau /><'ale near Alherton, Montana, Photo by Roger l.oclnoood. ABOVE: S111okejum11er preparing for tour:hdcnun. Photo by Jim Boyd.

and has over four years. The interview eonduetcd in

when it first got its start on the hcaches of Sonoma County, California. I'd seen at Dillon Beach. For years after that I'd never about it was had in the hack of my 1nind. Later I ran across pilot, who later became my husband, and l asked him if he would teach me how to One of my and desires as child was to was the answer to that What process did you go through to learn how to WK: I started out on the foothills near central California and later trained at the sand dunes on the coast. I started to learn once got to the dunes because there were several other so I had the to learn from other mistakes. The power of observation was very beneficial to me.

GLIDING

wanted to try. It's sort of the elite of the firefighters. Parachuting has always been something I've wanted to do and figured if I could combine it with a career that would be wonderful.

HG: Can you make comparisons between smoke jumping and hang gliding?

WK: Definitely. First, I feel the routine of pre-flight is very important with both activities. There are safety factors you must check every time you make a flight or a jump. l also feel hang gliding taught me how to set up an approach for spot landings with a parachute, even though

HG: What was the most difficult part about training?

WK: I think the most difficult part was learning how lo ground handle the glider. There always seemed to be a lot of wind, or at least more than I could handle, and it made it difficult to orient the glider so I could have control. I always had to take a good rest after carrying the glider up the hill. I feel it's important for all beginning pilots, especially women pilots since they are generally weak in the arms and shoulders, to carry their own gliders back up the hill so they develop those muscles for later on. Too many times I see the instructors doing this for them, which is not doing them a favor.

HG: What are some of the positive and negative aspects about learning from your husband?

WK: As far as positive aspects go, it's nice because of convenience. He will always be around to go flying with; timewise I learned faster on the whole. Also he can give me criticism and advice beyond the time we spend on the training hill. There are definitely a few drawbacks to being taught by someone close to you. He feels a lot more responsibility than the average instructor does.

Since there is a danger factor in hang gliding, you don't want to see anyone hurt, especially your spouse. I find criticism coming from a much more emotional place, and that is hard to deal with at times. Probably the hardest thing about being taught by my husband is when it comes to me he has a much more critical eye for my mistakes than he would for a friend, whether my mistakes are big or small I am always made aware of them, but with his friends they happen to be overlooked.

HG: What attracted you to becoming a smoke jumper?

WK: I'd been a firefighter for over five years and it was something I had always

Wend_v udiusts her 11i1rio prior to luunrh. Photo hy

Roger Lockwood.

there are differences in performance.

The parachutes we use have a forward speed of 15 mph. One of the main differences with a chute, in a wind over 15 mph, is that you must set up your approach flying backwards, which is something you would never do in hang gliding. I find it humorous that smoke jumpers think I'm crazy for flying hang gliders, while at the same time hang glider pilots see smoke jumping as suicidal. The key to both is to use common sense, and not let your ego get in the way of safety.

HG: Being a woman that has been involved in male-oriented sports and pro-

fessions, what have been some of the hurdles?

WK: No matter how hard you try to blend into the background you 're always going to stick out like a sore thumb.

You 're more noticeable, and consequently more open to criticism. It always seems you have to prov"e yourself in order to be accepted. To just be myself has been hard, but you learn to live with the judgements after a while.

HG: Do you feel women are as competitive as your male counterparts?

WK: I feel the women I have known are just as competitive but in a different sense. I call it the "Queen Bee" syndrome, which basically means the only one in the hive; or the only one on the hill. I fall into this occasionally and have to catch myself and realize how dumb it is to think this way_ Everyone should try to cooperate with each other, regardless of sex, and learn from each other.

HG: What advice can you offer new women pilots?

WK: I feel women should get into hang something they gliding because it is want to do, not something their boyfriend or husband wants them to do. feel it's very important that you get yourself in shape first, women generally tend to be too weak in the arms. I suggest to go out and do some push-ups and aerobic exercise. This will mainly help you in your training period, but will follow through in later stages of flying.

HG: What are your future goals as a hang glider pilot?

WK: My goals are to experience new sites, new kinds of gliders, to learn more about the technical aspects of flight, lo become more aware of safety factors, and to explore different flying techniques. I have no interest in competitive hang gliding; but I feel I can grow a lot with the sport without that competition. •

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MAY 1984

Hall Brothers P.0 Box 771-H. Morgan, UT 84000 C.O.D. Phone Orders (801) 829-3232

21

Please Note: You must notify your postage on your an issue. USHGA.

office that you will pay mail or you may miss

A Simple Efficient CB Aerial

by Bob Fisher

In

communication between two radios, the efficiencies of both the transmitting aerial and the receiving aerial are multiplied, so that if each aerial is twice as good as "normal," then the overall communication is four times as good. I therefore decided to put my knowledge as a physicist to work and build a very efficient aerial which could be made and fitted by anyone, even someone who didn't know the first thing about radio.

I believe that this aerial design is the most efficient one which can be mounted on a hang glider. It is also very easy to make. It should not need any tuning on a glider which does not have all-metal battens. If your glider does have all-metal battens, the aerial may need re-tuning with an SWR meter. (I haven't checked this, but the extra metal near the trailing edge of the sail may affect things.)

CONSTRUCTION The length of the coaxial cable from the radio to the aerial should not matter, but it is important that you use 75 ohm cable, as this is a perfect impedance match for the dipole and makes sure that no power is- reflected back from the aerial. The length of this cable on my glider is 12 feet.

The general location of the aerial off the trailing edge of the sail is shown in the diagram. For the aerial itself, use 18 gauge multistrand copper wire with a 24

strong coating. Buy twin speaker cable and after splitting the end, pull it in half to give a single wire. With the glider set up, the aerial can be strung tightly across the trailing edge between two convenient batten eyelets. Once fitted, the aerial can be rolled up with the sail.

The length of the aerial is quite critical if you want optimum performance.

Measure off 100-3/4 inches on each side

of the dipole (see detail A) then use the end 1-3/4 inches of this length to twist back on itself and form a loop for the tensioning cord. This end loop forms part of the resonant system and the number of turns varies the effective length. With 1-3/4 inches turned back, forming 2-1/2 turns (see detail B) the aerial will be tuned for around channel 14. However, the aerial will have reasonable performance over the full 40 channels. If you have the use of an SWR meter and want to check the tuning, the epoxy resin can be left off the ends until the adjustments have been made.

The (two part mix) epoxy resin is simply a convenient means of strengthening and protecting the joints. You may have your own ideas for doing this.

When applying the resin initially it looks very rough, but surface tension causes it to smooth out before it hardens.

Take care that there are no strands of the outer braiding of the coaxial cable which can short across to the inner conductor. This can happen especially easily at the plug, and one copper hair will destroy the performance. I took a piece of the outer shell of the coaxial cable, slit it along its length, then wrapped it around the inner insulation as shown.

When landing fully flared, the aerial is only a foot or so off the ground and bushes will tear it off. It is therefore a (Continued 011 page 8)

118" NYLON

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AERIAL

LEA.VE INSULATION ON!

DO NOT SOLDER! OETAIL B

WEAKWlK

\ DETAIL!.!

DETAIL OF PLUQ AT RADIO

EHD OF COAX ABLE

DETAIL A

HANG GLIDING

Wherever you fly, there are birds. Some birds are found In specific areas, and no where else. The knowledgeable pllot can learn to recognize these birds, and thus know where he Is at all times.

This can be lnvaluble In cross-country flying, so I have researched a number of them to aid your navigation skllls, A

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CERRO GORDO GAGGLE A DIVERSE ASSOR.TM!::NT OF FL'/1NG- FI\NTASIE:.S1 TJ--ll5

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F!-OCK l'5 ONl-'/ FOUND l\60VS 15,000 OSUAI--L'/ OVE:R THE. Owt::t--\S VAI--LE'{, A BAD SJGN \'.'OR ?1i-.OT,5 WITHOUT 0Y.'/6e.N S'iST~MSJ

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PELAGIC PHICAN As ITS NAME SU&&ESTS, THIS BIRO WANDE.f\5 FAR AND \JIDE. IF '{OU SPOT ONE,

You ARE AT LEAST

500 11111-ES AT Sf.A, THEY 5PicND THelR ENTIP--E LIVES ON THE: OcEAN /<ND NEVt:R C01"\t: IN TO SHOR/:,

ANTARCTIC PcNGUIN A

SPEC I e:s OF WING-LE 55 Due, K. M16RATE 5

ONLY IN HURRICANE:. 5/:ASON, THE5t: DUCKS, GOOD !..UCKI

IF '{OU SEC

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BIRDS, CHECK '/OUR A!..TIMETER. you liAVE CORE.D SINK AND SUNK, THE)' ONLY ''FL'{" UNDER,.w,q:~

GIANT BORNE.0 Ef\GLE LARGEST EA0U: IN THE 'vJORlD, 1-fO FT. SPAN, Ff.E.DS ON OAAGOIJTAN5, MA.~ N\ISTA\<,,E 'jDU F'oR DINN£.R.\

THE ANSWER MAN RESPONSE

Dear Editor, This letter is addressed to Mike Meier's "Answer Man" article in the March, 1984 issue. I disagree with some of Mike's arguments and feel he has misrepresented my analysis. The matter in question is what causes adverse yaw in a weight-shift hang glider.

Briefly, Mike believes that when a pilot initiates a turn the billow in the sail shifts to the inside, thereby reducing billow on the outside wing which in turn causes a mid-span stall on this wing and hence adverse yaw. Contrary to this, I believe that adverse yaw is caused by an imbalance of forces on the left and right wing due to shifting weight to one side. For example, shifting weight to the left loads up the left side and unloads the right side. The wing with the heavier wing loading (left side here) will go faster and thus you have adverse yaw (the left wing should retard for a proper left turn). A complete discussion of this mechanism and hang glider turns in general is found in the series of articles I wrote in the November 1978 to February 1979 Hang Gliding magazine.

To illustrate how weight shift causes adverse yaw, imagine sliding down a ski slope on a plank laid across the hill. If you are in the center of the plank and the slope is smooth, the plank will slide evenly down the hill.

Now, if you step to the left, this end of the plank will move ahead of the right end in a manner very similar to adverse yaw in a glider.

On a flex wing glider, the addition of wing twist to the inside wing of a turn due to billow shift angles the resultant force forward (this is discussed in Hang Gliding Techniques), further excaberating adverse yaw tendency.

On the other hand, what prevents adverse yaw is yaw stability. In a hang glider, yaw stability derives mostly from sweepback and inboard dihedral.

Billowy gliders from yesterday had Jots

28

NSWER MAN

of both and thus exhibited little adverse yaw tendencies. Different tunings on a glider can affect the anhedral/dihedral balance which I maintain is a major factor in regards to adverse yaw.

The observations I have made to support my beliefs are as follows: Gliders with lots of billow shift do not show a greater tendency to yawadversely, which would be the case if Mike's mechanism were in operation.

Indeed, the worse case of adverse yaw I ever witnessed was with the early Stratus gliders that had an insignificant keel pocket and thus negligible billow shift. In fact, today's gliders, many of which exhibit pronounced adverse yaw tendencies, utilize a floating cross bar which essentially shifts the pilot's hang point to the side, not the billow.

Next, we have the situation where a pilot is in a fast turn in one direction (coordinated or not) then shifts his weight to the opposite side. The glider will roll in the proper direction but yaw adversely into a slip until yaw stability corrects the situation. This readily experienced and observed phenomenon cannot be caused by Mike's outside wing stall as the angle of attack is low in such a turn.

In summation, I believe adverse yaw is best understood as being caused by a difference in wing loading on the inside and outside wing during a weight shift turn. This is most noticeable during slow speed flight where yaw stability is least (yaw stability increases with the square of the airspeed). At faster speeds yaw stability is greater while wing loading differences are the same, so adverse yaw is eliminated. In a turn, centrifugal force increases the apparent weight of the pilot so the imbalances causing adverse yaw are again significant in comparison to the yaw stability forces.

Of course, all these matters aren't much use to the average pilot, but the designer needs to ponder such questions in order to maximize performance. I agree with Mike that there are still a number of unknowns in our form of aviation -- but that's what

makes it interesting. Perhaps both the mechanisms we describe occur in some instances. His theory would be easy to test by attaching yarn tufts to the upper sail (visible through the sail on a sunny day) and making slow speed turns while looking for signs of a stall (nonaligned tufts) on the outboard wing.

Finally, I would like to comment on the statement Mike makes whereby he asserts that I present '' ... conclusions which are sometimes in conflict with the truth as represented by ovservations ... " This is, in fact, libel for the single reason that Mike doesn't know what I have or have not observed. The "truth" Mike mentions is presumably that based on his own observations. In the case of his wing stall/adverse yaw theory, these observations haven't been supported by corroborating evidence so he would do well to heed his own invective.

The point is that no one has all the answers. If Mike disagrees with me he should present his argument and leave the personal attacks to political demagogues. Such statements do nothing to enhance his personal stature or arguments and certainly do not help our sport. My own purpose for writing books and articles is to increase the enjoyment and safety of hang gliding through the spread of information. I have no desire to present false information. I hope Mike's ideals are similar.

Dennis Pagen

Dear Readers, As you have no doubt by now realized, the Answer Man is a veritable treasure chest of hang gliding wisdom.

However, sometimes even the Answer Man needs help with a tough question.

And, when he does, he rushes into a nearby phone booth, takes off his glasses and street clothes and emerges as . .. QUESTION MAN! This month, the Question Man asks himself, (as the Answer Man), the following question:

HANG GLIDING

THE ANSWER MAN Dear Answer Man, A recent letter and article in Hang Gliding magazine suggested that the proper execution of a landing flare invalves pushing out and up on the control bar. I fail to see how pushing up can do anything but apply force against one's harness straps. It seems that regardless of which direction you try to push, you can only really push OUT, and that pushing "up" can only be an illusion. And yet, a lot of pilots seem to think that pushing "up" has helped them with their landings. Can you explain this?

ble, the ability to push out farther and harder is critical. Now think about "pushing up" versus "pushing out."

If you are thinking "push up," you will be more likely to lean your upper body forward and trail your hips and legs behind, because in that body attitude, when you push out (the only direction you can push), it will feel like you are pushing up. If you are thinking, push "out," you will be more likely to assume a vertical body attitude, and when you push, push your upper body back while letting your hips and legs swing forward. For obvious reasons, this makes for a very poor flare.

If you can understand the need for, and master proper body attitude when flaring, you won't need to worry about whether you are pushing "out" or "up." If, however the idea of pushing up is a useful mental device for helping you achieve the right body position for a good flare, go ahead and push UP!

The Question Man

Dear Question Man: I think so. I used to hear the same kind of explanation. I even heard one pilot describe it as pushing the glider upwards and behind you. And I used to have the same confusion about how trying to execute a technique that was clearly impossible could be of any Dear Answer Man: help. My partner Steve Pearson finally I read with interest the article cleared it up for me by explaining it as "Sailcloth" in the February issue. As I follows: read, I just knew it was about to tell First, you are quite correct to point me what I wanted to know most. My out that there is only one direction you anticipation ended with the article and can really push with any effectiveness; no discussion of age and life span of a and that is out. More specifically you I sail. can push in a direction perpendicular I fly a Phoenix 6D manufactured in to the line of your suspension straps.

1979. I water-towed this glider for This is because you are, in essence, a three years and last year a trike was pendulum in the glider. Any part of added. Six or eight weekends per sumyour push that is directed upwards in mer was all the flying I managed to get the direction parallel to your harness in, so actual airtime is low. The glider straps can only serve, as you point out, was kept rolled up and stored in its to increase the tension in your straps. container when not in use.

There is a reason why trying to push My question is what is the expected out and "up" can help your landings, life span of a dacron sail? How can I however. All good explanations of tell if a sail needs to be replaced, not proper flare technique emphasize from rips or obvious physical damage, proper body position; your body but from an aging standpoint? should be upright, but inclined forward Thank you. with your hips and legs trailing behind.

This increases your ability to push out Martin Schy by moving the shoulders forward and thus effectively lengthening your arms.

Dear Martin: Since the purpose of the flare is to I hate to tell you this, but your quesmove as much of your body mass as tion is a very hard one to answer. far aft as possible as suddenly as possiDacron cloth is subject to material

I

MAY 1984

degradation from a number of sources.

Probably the most significant is damage from sunlight, or more specifically from the ultraviolet portion of the sunlight spectrum.

If the only exposure your sail gets to the sun is when you're flying, it will probably take many years for UV degradation to significantly affect the structural strength of your sail. If, however, you are in the habit of leaving your glider set up and sitting in the sun when you are not flying it, the UV degradation in one year could remove most of the inherent material strength in your sail. There was one ultralight that had been parked outdoors for an extended period of time and had the entire Dacron wing covering blown off it in a strong wind. Recently a sail came into our shop for repair which showed signs of severe UV damage.

There were a few tears in the sail caused by a recent accident, and the cloth offered virtually no resistance to further tearing in these areas.

Your question is how can you determine the level of UV damage to your sail without doing a destructive test of the cloth. Unfortunately I don't know of such a test. There are some things you can look for, such as fading of the color and a chalky appearance to the cloth. You can also take some comfort in the fact that in-flight structural failures of sails are pretty rare. Of course both towing and "triking" create the potential for higher in-flight sail loads than normal soaring flight.

You could do a load test on the whole glider, by mounting it atop a vehicle with the keel at 35 degrees angle of inclination to the horizon (airflow) and driving at 53 mph. This is the limit load speed (the ultimate load speed is 65 mph) used in HOMA testing. It would simulate the highest load you are likely to see in normal operation, and should not damage a sail in good condition. If the sail does come apart, it would indicate that maybe it was time to retire it anyway.•

by Mike Meier

29

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P· o B NG . . ox 483 (2an Nuy s, CA 91408

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has done the same

for

us.

The faniliar VE-10 (including its predecessor roodels A, B, and D) is five years old now. And over the years we ha'/e built about 9000 of then, ',le get n.odel A's in for repair (crash danage or ri.any seasons of rough 1Jear) and they go back out as quickly and cheaply as a ne1,1 one, A typical repair bill for crash dac:tagt'.! usually runs less then 30,00, \Jith a background such as this, it n.nkes a good invest~ent at 179,00 (stilt), You hardly ever see then on tlla used r:i.arketplace, Instead th('y are out at the flying site on 11 gliders all dented up and taped up. \./hy do you keep it?" "Because the thing still works like it did vhen I got it,"

Some of our dealers: Sunrise Country Inc,, Tokyo, Japan 03-!'33-0063 Tunnis Been Chandelle SF, Daly City, CA 415-756-0650 George Whitehill David Handel, Port Clisabeth, South Africa Otd-)35-364 Mission Soaring Center, Frer-,ont, CA 408-656-6656 Pat Denaven Winje: & Co 1 LilleharnMer, Non.iay 47-62-55875 Le-t.f t.linje Windsports, Van ffoys 1 CA 21)-789-03)6 Joe Greblo La Houette, Dijon, France 31-(80)-56 66 117 Leading Edge Air FoUs, Colorado Springs, CO JOJ-632-4959 Bill Raisner RAE Marketing Ag, St Gallen, Svitzerland 071-23-)9-52 Walter Roosli Skysoaring Industries, Th!rrou!, Australia 61-42-67179/i Steve Kennard Sky Sailors Supply, Applegate, OR SOJ-846-7385 Steve Bissett l,{a!nair Sports I.td, Lancashire, England 44-706-55l31 Jim Hudson Murdock Sales, Christchurch, Ne1,1 Zealand 529-285 Kevin Murdock

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Also: Perfecting turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and much more!

Don't miss these other great books! ' HANG GLIDING FLYING SKILLS -THE BASIC TEXT FOR LEARN· ING 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.

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

time to sit and sun and wait for a decent

After Dave's house and all of the necessary band the

GLIDING

A utJwr and r>ilot Carl Dovms.

away from the crater, my altitude wouldn't increase that much. I became more and more irrational I realized that with each new 360, was almost altitude, almost closer to the mountain.

I must mention I hat serious ,tion of heaven, death and like that were also in full at this point in tht: after all those turns, lost what little control I had left.

The stall was absolute silence. maneuvered to correct and somehow I must have moved to the side of the bar. Within seconds was

Thr author prepares to launch his Gemini

inside is reflected in every diree· tion which causes the color and hue of white to seen from helow well as above. In short, your eyes are no of any use to you, except in the that you had the sense to with compass.

Thirty or forty seconds after penetra· knew that I had made my final and fatal mistake. ,ike a total idiot I had failed to note the between tnrn of the and rotation of the compass wheel. I had assumed that we could either go the clouds would find crack between them.

Ir, on the other hand, forced to enter the them for seconds at most, time off course. The sustained white out was occurrence in rny mind. result, didn't familiarize with the cmnpass that had insisted we In addition to all this, my total lack of t>vt,PrU•fl pass what was.

How much time I spent in the clouds i 'm not really sure. I know that I kept the kite on course for about three my inincreased my natural reaction, so of course, the ncxl later told me. thermal encountered lifted my left

of turns which l estimate lasted five minutes or so.

All that time I was to that compass out. The proper of "N" would come around and I would try to stop the wheel from turning. I would achieve success for few seconds. Then the wheel wouW I turn at all.

was ""'"'"""' suck in a thunderstorm. It felt hand was me up the tops of the clouds. I reacted in. This increased the G's. "Oh, God, I'm dead!" Then I released the basetube. Had I rationalized that the would correct itself out of whatever it was No. I was up control. Just my mind

. und heads for the cloud bank.

GLIDING

turned to

flash Tht)

75-foot hands flew back onto the bar; onto the wonderful reference. were all

it didn't take for the alternative to a hike down to present itself. The of the meadow

ed

run. It was either walk or

about to make my umpmistake for I'm back on the while

teenth

become since it would parent that I headed for my first in mother pines no less.

"Oh shhh . . up. . flare at the feet above the

up the munehed out on foods and rested my poor

couldn't believe it. Thanks to the extra of the Gemini and the of the

was to start down with the idea of returning for the short walk around in and

MAY 1984

that I sure didn't want to hike it down.

I had made the decision to one left to do clear the bottom of eloudbase. It took me one and half hours to wres,. tic the Gemini 200 three hundred feet in order to clear the cumulus. Eaeh time I rested, would watch with fascination as the misclouds would up into the trees behind me with each up Fifteen to twenty seconds later would eome back down the hill to be carried back up with the next thermal.

80 crosswind made it necessary to find for launch. hook-

with Dave's for never hit home.

And then there all the assumptions that had made about weather conditions. That lesson can be summed up in one sentence: "Know what yourself into before you that I will return Maui, to Haleakala, to the clouds and the I 'II go back with my cheek and well··Used compass in my

"Mehalo" to gang on MauL Ed and your warmth and Hawaiian ill

RATINGS ANb APPOINTMENTS BEGINNER RA TINGS Name, City, State

Virginia Farnsworth, El Cerrito, CA ... 2 Alan Markert, Novato, CA ........... 2 Region

Michael Dunn, Chugiak, AK ......... I Larry Andresen, Campbell, CA ...... 2 Mathew Axworthy, Hayward, CA .... 2 Dave Doster, San Mateo, CA ........ 2 Jack Flower, Fremont, CA .......... 2 Kevin Fricke, Rancho Cordova, CA ... 2 Jeanette Harrison, Pacifica, CA ...... 2 Ernie Inn, Sunnyvale, CA ........... 2 Nelson Keuyon, Half Moon Bay, CA .. 2 Peter Schoeningh, Sacramento, CA ... 2 Steven Smith, Alviso, CA ........... 2 Ken Willson, Stockton, CA .......... 2 Kevin Young, San Pablo, CA ........ 2 Charles Schoenenberger, Lahaina, HI. 3 Bruce Bennett, Scottsdale, AZ ...... .4 Jared Coffin, Tempe, AZ ........... 4 David Haack, Flagstaff, AZ ......... 4 Cindy Lenke, Mesa, AZ ............. 4 Randy Lenke, Mesa, AZ ............ 4 Daena Long, Mesa, AZ ............. 4 Doug Perdue, Phoenix, AZ .......... 4 C.R. Phelps, Camp Verde, AZ ....... 4 Tony Rieman, Phoenix, AZ ......... .4 Douglas Stark, Tempe, AZ ......... .4 Thomas Tillman, Chandler, AZ ...... 4 Dale Webb, Mesa, AZ .............. 4 Paul Taylor, Darien, CT ............ 8 Rickey Richardson, Cameron, NC ... 10 Raymond Erickson, Sonora, Mexico ............ Foreign John McCamus, Komoka, Ont., Canada ..... Foreign

Howard Jackson, Saugus, CA ........ 3 Wendy Jackson, San Clemente, CA ... 3 Raymond Mullins, Ventura, CA ...... 3 Paul Peterson, Studio City, CA ....... 3 Robert Stevens, Hollywood, CA ...... 3 Warren Tobey III, San Diego, CA ..... 3 Curt Trimble, Corona Del Mar, CA ... 3 Scott Cubbage, Tempe, AZ .......... 4 Steven Holm, Salt Lake City, UT ...... 4 Tom Hund, Tijeras, NM ............. 4 Steve Smith, Glendale, AZ ........... 4 Paul Zampini, Phoenix, AZ .......... 4 Louis LeGrand, Edmond, OK ........ 6 John Crowder, Charlottesville, NA .... 9 Richard Ferretti, E. Bangor, PA ...... 9 David Hess, Baltimore, MD .......... 9 Peter I mire, Standardsville, VA ....... 9 Mitch Keebler, Ringgold, GA ........ 10 Paul Sakell, Miami, FL ............. 10 Keith Sinnett, Greenville, SC ........ 10 Allen Taylor, Goldsboro, NC ........ 10 Steve Webster, Signal Mtn., TN ...... 10 Jeff Wilson, Birmingham, AL ....... 10

Craig Gontarek, Tacoma, WA ........ I Bruce Hardbarger, Redmond, WA .... 1 Bill Morgan, Benton City, WA ........ 1 Gary Anderson, FPO San Francisco, CA ........... 2 36

G. Scott Johns, Phoenix, AZ ........ 4 Ken Lamb, Phoenix, AZ ............ 4 Andrew Millat, Colorado Spgs., CO .. 4 Richard Sebastian, Denver, CO ...... 4 Rod Williams, Steamboat Spgs., CO .. 4 Robert Brake, Springfield, MO ....... 6 Mike Kitterman, Enid, OK .......... 6 Brian Olis, South Bend, IN .......... 7 Collette Carson, Concord, MA ....... 8 Anne Grekula, Lowell, MA .......... 8 Barbara Kramer, Bradford, MA ...... 8

Lawrence Burrow, E. Hampton, NY .. 12 Kevin Cradduck, Henrietta, NY ...... 12 Mark Williams, APO NY ........... 12

Daryl Bordon, Temple Terrace, FL. . 10 Jim Fesperman, Asheville, NC ...... 10 Jim Mccampbell, Knoxville, TN .... 10

Chris Spark, New Castle, England ........ Foreign

Harold Airington, Midland, TX ..... 11

INTERMEDIATE RATINGS Name, City, State

Region

Terry Crippen, Vista, CA ............ 3 Nichols Deluca, Van Nuys, CA ...... 3 Terry Edwards, La Verne, CA ........ 3 Tom Glenn, Fallbrook, CA .......... 3 William Purdy, Los Angeles, CA ..... 3 Bob Varanai, Tehachapi, CA ........ 3 James Whaley, Kailua, HI ........... 3 Edward Woodall, Pt. Mugu, CA ..... 3

Paul Smith, Tyler, TX .............. 11 Nicholas VanBavel, Austin, TX ...... 11

Region

NOVICE RATINGS Name, City, State

Kenneth Castleton, Walnut Creek, CA2 John Forness, Sunnyvale, CA ........ 2 Michael Hodges, Berkeley, CA ....... 2 Matthew Jagelka, Hayward, CA ...... 2 Daniel Kato, Albany, CA ............ 2 Susan Senger, Berkeley, CA ......... 2 Sean Smith, Berkeley, CA ........... 2 Bob Vogel, Hayward, CA ........... 2 Grace Wyler, Pacifica, CA .......... 2

Barrick Benson, Seattle, WA ......... I Bryan Heavilin, Yakima, WA ........ I Keith Heavilin, Yakima, WA ........ I Robert Simeone, Colville, WA ....... I Jeff Williamson, Seattle, WA ........ 1 Jahn Blacet, Guerneville, CA ........ 2 Michael Boske, Berkeley, CA ........ 2 Mike Brewer, Fremont, CA .......... 2

ADVANCED RATINGS Name, City, State

Region

Robert Engorn, Santa Cruz, CA ...... 2 Patrick Link, Berkeley, CA .......... 2 Robert Norris, Redding, CA ......... 2 Chris Short, Orangevale, CA ......... 2 Jack Strehl, Sausalito, CA ........... 2 Wayne Denny, La Palma, CA ........ 3 Richard Johnson, Ojai, CA .......... 3 Bill Quinlan, Kalului, Maui, HI ...... 3 John Stevenson, Hermosa Beach, CA. 3 Richard Uptegrove, San Diego, CA ... 3

HANG GLIDING

1

RATINGS AND APrOINTMENTS Gary Ash, Roseville, MN ............ 7

Charlie Johnson, Sunset, UT ......... 4

William Frazier, Spout Spring, VA .... 9

Dave Higginbotham, Grimms Landing, WV ............ 9

Steve Wendt, Kill Devil Hills, NC .... 10 Randy McCleave, Houston, TX ..... 11 Carl Boddie, Houston, TX ......... 11 Joe Matulevich, Houston, TX ....... 11 Thomas Aguero, Cragsmoor, NY .... 12 Quentin Fleurat, Thorn wood, NY ... 12 Bruce Mankovich, Suffern, NY ..... 12 Tadashige Kawabe, Fukuoka, Japan ............ Foreign Mandel Navaro, Rio De Janeiro, Brazil. ...... Foreign Rodney Nicholson, Toronto, Ont., Canada ...... Foreign Hanspeter Stossel, Bruttisellen, Switzerland ..... Foreign Mariello Tarabini, Rio De Janeiro, Brazil ....... Foreign

MASTER RA TINGS Name, City, State

SPECIAL OBSERVERS Paul Michaud, Las Cruces, NM ...... 4 Dave Higginbotham, Grimms Landing, WV ............ 9

Robert Keeler, Santa Barbara, CA .... 3

BRONZE AW ARDS ISSUED WITH NOVICE RA TINGS Robert Hudson Beverly Mitchell John Noe, Jr. Michael Rusho Steve Webster

B-Basic, A-Advanced A-Dan Skadal, Santa Ana, CA ....... 3 B-Scott Smith, Palm Desert, CA ...... 3 A-Richard Hays, Cockeysville, MD ... 9 B-William Holmes, Georgetown, TX. 11

BRONZE Francis Turmo, Woodstock, NY Stuart Millsaps, Honolulu, HI Nathan Waingrow, Phoenix, AZ Jandet Murdock, Oakland, CA Jean Schy, Everett, WA Gerald Bond, Oracle, AZ Paul Voight, Pine Bush, NY

Richard Klinger, Saxonburg, PA Paul Voight, Pine Bush, NY David Deming, Pittsburgh, PA Chris Short, Orangevale, CA Dick Pfeiff, Little Ferry, NJ Michael Perotti, Anderson, CA Region

GOLD EXAMINERS Marty Dodge, Zion, IL. ............. 7

Paul Voight, Pine Bush, NY

OBSERVERS Mark Brady, Folsom, CA ........... 2 Pat Link, Berkeley, CA ............. 2 Roy High berg, Oxnard, CA .......... 3

MAY 1984

suggestions. I appreciate your input, and I do try to answer your questions in the topics I choose. However, there is a built-in time lag in this process (it's the beginning of March as I write this), so don't be discouraged if it seems like a long time between when you write and when you see something resembling an answer. Besides, not knowing when you'll see your answer just gives you another good reason to renew your USHGA membership, thereby ensuring prompt delivery of every great issue of

Hang Gliding.• (Continued from page 13}

SILVER

OFFICIALS

MEDICINA A VIRUS

INSTRUCTORS -

Lilienthal A wards Region

Peer Suhr, San Jose, CA ............ 2

Name, City, State

Tom Aguero, Cragsmoor, NY ....... 12

(Continued from page 46)

GOLD DIAMOND Scott Smith, Palm Desert, CA. Left & Right Wing

RIGHT STUFF however, that meets are often one of our best opportunities for public exposure and image building. We'll try to give publicity to those who are doing their best to promote the sport.

Next to color photos Erik Fair is our most popular feature. He'll continue to write for us and with any luck he won't get me fired. Actually I feel that Erik's style lends real personality to our magazine, and I hope he doesn't change.

Some of the respondents indicated that they would like to see more local coverage. I agree that this should be a part of our function as an association magazine. The purpose of the "Chapter News" department has been to give just this kind of coverage. In the future we'll cut down on the number of chapters covered in each issue and include more in-depth reporting of local activities. Perhaps this can also help to shift our balance more to the East.

I feel that our association and our membership have permitted us to produce an extraordinarily fine magazine considering the financial resources we have to work with. Most organizations our size have only a slightly glorified newsletter. I presonally appreciate the many fine contributions we re.:eive from our readers; they form the backbone of the magazine. I'll continue to try to be worthy of what is a demanding but very rewarding job. •

37

USHGA CJiIAPTER NEWS edited by Joel Howard "Air Times" Southern Arizona Hang Gliding Assn. (#1)

7362 South Westover Tuscon, AZ 85706 Randy Allen & Rick Sivilli, editors 3/84 - The Wills Wing Instructors Certification Program will come to Alaska for a four-day seminar. The dates are June 9-10 and 16-17.

"Cloud buster" Wind Riders Hang Gliding Club (#17)

33 School Road Pottstown, PA 19464 Fred Mack, editor 3/84 - On March 3, 1984 Fred Mack launched from the Sacramento site and flew to a landing at Elizabethville. This is the first time any pilot has completed the 13-mile task.

"The Flier" Ultralite Flyers Organization, Inc. (#31)

P.O. Box 81655 San Diego, CA 92138 Steve Koji, editor 3/84 - Work is progressing on the big Fourth Annual Fly-A-Thon. This is a benefit thing for the San Diego Youth and Community Services. It is set for March 10, with rain date as March 17.

There may be an Arizona vs. UFO XC competition at Horse in April.

"The Yankee Flyer" Connecticut HanGGiiders Assn., Inc. (#34)

66 East View Road Terryville, CT 96786 George Mori, Jr., editor 3/84 - According to a report in this issue of the Yankee Flyer, Bart Blau is initiating a Region 8 quarterly newsletter. The purpose is to have a better level of communication amongst Region B's USHGA Members. Blau has already mailed 350 copies. Possible subscription cost is $1. Call (203) 267-8980.

38

"The Oregon Hang Glider" Oregon Hang Gliding Assn. (#36)

P.O. Box 897 Oregon City, OR 97045 Gordon & Natalie Gibbs, editors 3/84 - Glen Linschield writes of his 28.8 mile flight from Solly to Neskowin last October.

"Newsletter" Southern New Yo1·k Hang Glider Pilots Assn., Inc. (#47)

P.O. Box 124 Millwood, NY 10456 Bob Havreluk, editor 3/84 - President Paul Voight is planning a big trip out west. Sites like Crestline, Dunlap, Yosemite, Point of the Mountain are on the itinerary. So far 14 pilots are going for sure.

"Newsletter" Topa Flyers (/154)

8887 N. Ventura Ave. Ventura, CA 93001 Kris Doe & Lynne Woods, editors 2/84 - According to an article by Kris Doe, the club was formed in 1977 by local flyers who wanted to approach the U.S. Forest Service to negotiate an agreement for legal access to a launch in the Topa Topa Mtns. As a result, the USFS agreed to cooperate, provided that the Topa Flyers meet certain stipulations. Please support your local club and save your local sites.

"The Soaring Times" Utah Hang Gliding Assn. (#58)

P.O. Box 455 Draper, Utah 84020 Karen Thorpe, editor 2/84 - Mike Circuit has proposed a project called Sports Mountain. The main idea is to build a large recreation area around hang gliding at the North Side on Point Of The Mountain. The main goal is to preserve hang gliding at the Point and have some activity for everyone in the family.

"Updraft" Massachusetts Hang Gliding Assn. (#119)

P.O. Box 549 Adams, MA 01220 "Harpo" Mark LaVersa, editor 1-2/84 - Skinner Park director, Mike Smyth, has asked that all pilots sign in during the winter. The Park will be staffed all winter, so please see them before flying. Have your permit stub and current valid USHGA card ready.

"Newsletter" Blue Ridge Hang Gliding Club, Inc.

706 West State Street Coopersburg, PA 18036 Eric Newhard, editor 3/84 - The 1984 Pennsylvania XC Contest will run from April 1 to October I. The entry fee is $5. You must launch from a Pennsylvania site, provide a simple verification and submit the flight. Contact Joe Horton, 109 W. Cherry Rd., Quakertown, PA 19851 (215) 536-4872.

Vic Ayers reports that the 1984 Region IX Championships will be run with a "totally new format." For info mail a SASE to Vic Ayers, P.O. Drawer J, Aberdeen, MD 21001.

"News Desk" USHGA Region Five (Idaho/ Montana/Nebraska/NDakota/ SDakota/Wyoming)

Box 957 Beach, ND 58621 Joel Howard, slave 3/84 - The second event in the Region Five Series is the "Treasure Valley Regionals." It is set for June 7-10 in the Boise area. The meet is the Southern Idaho version of what is billed as ''The Olympics of Hang Gliding.''

The 1984 Easter Fly-In at the "Ten Mile" site near Lewiston, Idaho will be in memory of fellow pilot Rick Ankney. Rick died of injuries sustained in an accident on October 30, 1983.

HANG GLIDING

"Hi Times" Sylmar Hang Gliding Assn.

11851 Addison St. North Hollywood, CA 91607 Wayne Yentis, editor 2/84 - Rich Grigsby offers an article titled "Guidelines for Cross Country Flying" in this issue. Good reading for any pilot.

The 1984 Windsports XC Open is on until Dec. 31, '84. You must be an Intermediate (III) and launch from a site in Los Angeles County. There is an entry fee. Contact Windsports, 16145 Victory Blvd., Van Nuys, CA 91406.

"Newsletter" North Texas Hang Gliding Assn.

Dallas/Ft. Worth, TX Warren Richardson (214) 522-9831, reporter 3/84 - The Dallas/Ft. Worth metroplex area members are active. They gather for car pools to Buffalo Mtn., Longhorns, Packsaddle and Skyting to 1,200' at their (secret mountain) 18 miles southeast of Dallas.

"Newsletter" Rio Grande Soaring Assn.

P.O. Box2599 Ruidoso, NM 88345 Riker Davis, reporter 2/84 - The 5th Annual Dry Canyon Memorial Day Weekend Fly-In will be held in Alamo Gordo, NM on May 26-28. Jack Davis of Tuscon flew 72 miles from the site two years ago. Contact the above address for preregistration.

Thanks to our friendly foreign fliers for their special correspondence: ''Airborne'' New Zealand Hang Gliding Assn.

P.O. Box 817 Wellington, New Zealand Bill Degen, editor "Newsletter'' Vancouver Fraser Valley Hang Gliding Club 203-1065 Pacific St. Vancouver, British Columbia Canada V6E 159 MAY 1984

39

takeoff at the village of Dhumpus (6,000' MSL). The group is eager and makes the climb in surprising time. By 11 AM we were setting up at the grassy takeoff looking down the terraced hillside into a rocky canyon with Machhapuchhare and the main range lording over us. Already eagles are climbing out as the thermal cycles build.

Unable to contain himself and eager to be first, the oldest expedition member, Bob Silver, launches into scrappy air to scratch away toward the campsite at Suikhet. The others wait for more soarable conditions as he disappears from view. At 11 :45, Paul Murdock and I launch with the remaining pilots all getting off by 12:30. As we circle with the eagles I think of one of the

TOI': First day takeoff site at 0/111mpus wit/, Amwpurnas in tin' background_ LEFT- Bruce W_vnn about to launch with Nepalese onlookers.

OI'l'OSITE: lu11 /urmu11 flying oc•cr l'ok/iura.

42

HANG GLIDING

youngest pilots, Mike Delay, lying ill at camp probably watching us in bitter disappointment as we speck out. !Eventually getting used to the air, we become more adventurous and Bruce Wynn heads off back along the trail to Pokhara, jumps across the valley and returns three hours later.

This had been a far more stable day than what I'd observed previously, with a heavy inversion and only light CU's on the range. We were eager to see what lay ahead.

On day two we walked, climbed up to the small village of Naudanda, then

MAY 1984

along the ridge, checking out a top landing site for a return flight later in the trek. Nearing Chandrakot and our camp on the steep side of the Modhi Khola Valley, we detoured slightly to get a look at the launch for the next flight. There were some dubious looks as we walked along the narrow promontory that ted out from the main ridge. A small shrine only ten feet from the end meant that after passing your kite over this obstacle you only had about two to three steps before dropping over the edge.

There were more uncertain glances as we peered down into the narrow, high-

walled Modhi Khola and the landing area could not be seen. This flight was going to prove very demanding. Not only was the takeoff the most daunting in terms of aspect, that is, short run with wings over either side of the promontory, it would be made with only the slightest hint of early morning convection. The Modhi Khola is a long canyonlike valley about five to six thousand feet deep leading straight up to the Annapurnas (26,000').

I didn't fancy the prospect of trying to land in such a tight valley under superadiabatic conditions so we set up early just as the first sun hit the sheer walls above our launch. The landing was still deep in shadow as the katabatic eased at launch.

Sweaty palmed and with a long deep breath we committed ourselves to the drop, that breath escaping in an exuberant yell as the glider plummetted, gained airspeed and then arced back toward the ridge. As I cleared the ridge end, I looked up in awe into the face of the Annapurna sanctuary. Trying to steady my hand I shot off half a dozen photos before returning to the reality of planning a landing approach for the tiny green patch beside the pounding Modhi Kho la.

It was ill-planned and ill-conceived, but the gods smiled and a dry boulder found its way beneath my feet. And mine was not the only close call as the boulders and raging river mixed the air, making the approach even more difficult than expected. There were some more heart-in-mouth landings with Mike Delay being saved from a dunking by a wing tip catching a boulder and spinning him back onto dry ground. Brother Dave, however, pulled off a copy book landing, confirming that at least some of us were in control.

The next few days were hard foot slogging up to the highest point on our trek at Poon Hill (11,000 MSL). We made the final climb in time to catch the sun rising across the high Himalayas, a sight none of the group will forget. The Dhaulagiri Massif, misted at its summit of over 26,000', provided a most spectacular sunlit backdrop as the group lined up for the traditional highest point photo - the pilots, a couple of nonflying friends, plus Lahkpa our sirdar (head sherpa) and his crew of enviably 43

Sarangkot, an hour's climb behind the town of Pokhora. We would cruise the ridges, or drift back towards the main range, climbing to a solid base above the snow line at 14,000', with the mountains of the gods obscured by towering piles of cumulus high above us. Cruising around the valleys and ridges, finally descending in the evening over glistening Phewa Lake and the King's Summer Palace, to land on its shores or beside the tents ... to watch the sun set behind a building evening storm, and reflect, alone or chatter in small groups.

With cold toes in a Sydney winter as I write this, I realize our dreams escape us almost as vividly as we imagine them. So I must return to retouch that masterpiece - the Himalayas.

Fuscinated onlookers with tJir tu/! Chris McMaugh

fit sherpas and porters.

We walked through Tolkienesque forests over foot-worn stone paths; travelled the ancient pony caravan routes side by side with Tibetan monks and tassled, bell-clonking pony caravans. We went through dark green and vivid red rhododendron trees into deep misty gorges and across swinging bridges above roaring cataracts. These days of quiet thinking and long, hard climbs left us physically exhausted, muscles aching and demanding rest. But the magic of the Himalayas had spun its spell and it was with blissful peace of mind that we wriggled into cocoon-like sleep at night in the tents, and drifted on mystical dreams.

Hang glider pilots can survive on aesthetics for only so long. And as the sky became more cumulus-filled with each passing day, we accelerated our program to arrive at our next flying site a day early.

It was another fairly sheer launch with the convection breeze appearing to miss the takeoff. Nearby bowls showed lots of activity but our streamers swung limply and we were left wondering what the lift would be like. It was a long, long, need-some-lift-to-get-there, glide to a suitable landing.

Bruce White and Steve Kennard scratched off along the ridge. Paul Murdoch and I circled up above as Mike

44

Delay came in for a top landing at the camp site. The turbulence and long, fast, high-altitude, ground effect had him grass skiing toward trees on the cliff edge. He stopped only feet short of disaster.

Paul and I decided to be prudent and wait for more stable evening air before giving it a go. Four hours later we came back on magic forest. Glass-off-smooth, unending lift was rising from the surrounding forest as we reluctantly pulled on speed to get down through this wonder wind to a warming cup of tea.

Bruce and Steve, however, spent the night in a village about five miles away, cold and alone and waiting for the first light. They planned to climb back up, find a launch and join up with us in the air the next day when we were to cross over to the next ridge and land beside our campsite at Naudanda.

Unfortunately, this top landing was beside a village, and although large, rounded and smooth, it was soon filled with a thousand dark faces. A new game evolved: race past the landing area looking as though you are preparing to land at the village end, then as the crowd stampedes in that direction, use your extra speed to throw a quick 360 and come in at the other end, trying to unclip before being swamped by the return rush of people.

Our last days were spent flying from

Ian Jarman will return to lead more hang gliding trips in Nepal in 1984. They will be organized by the Adventure Travel Centre in Sydney, Australia and

by Wilderness Travel in Berkeley, California. •

There are several ways to get your glider up to launch altitude. You can walk it up, drive it up, fly it up with an engine and tow it up with a car or boat. Flatland pilots have an even narrower choice: engines or tow.

Manned KITING by Dan Poynter is all about tow launched hang gliding. in fact, it is the only book on this special aspect of the sport.

You will learn how to get to altitude with a proven step by step program which takes you from taxi practice, to lift off, to climb, release and free flight. All the necessary equipment is described in detail with photos and sources.

You can expand your flying experience by sending for this fun, easy to read book now, just $4.95 (includes shipping in the U.S.; foreign add $1; Californians add 30¢ sales tax) to: P1ua Publishlngg Books By Dan Poynter P.O. Box 4232-G Santa Barbara, CA 93103 USA Tel: (805) 968-7277

Send for FREE brochure

HANG GLIDING

MEDICINA AVIBUS

How To Stay Healthy Though Hang Gliding

by Fred Leonard, M.D. Last month we looked at why exercise might be better for you than sex, drugs, and rock and roll - or at least better for you than drugs. Now we're going to look at how to get started in an exercise or fitness program.

THE ASSUMPTIONS The first' thing we need to know before starting an exercise program is who's going to do the exercise. So let's start by assuming it's you - the typical hang glider pilot. Now I know what you're thinking. You're thinking there is no typical hang glider pilot.

Well, I just happen to have some unpublished data from the last U.S. census, supplied to me by a highly reliable source (that's journalism talk for someone with so little credibility that revealing his name would make this column even less believable than it already is), which indicates that hang glider pilots may really be a homogeneous bunch. These data, in fact, show that the typical hang glider pilot is between the ages of 11 and 97; male, female, or without any sexual preference; of above average intelligence (phylogenetically speaking this implies definitely smarter than a sea slug, probably smarter than a giant salamander, but on shaky ground in a debating contest with Arnold the talking pig); of below average judgement (participating in hang gliding was felt to be ample proof of this); unlikely ever to be a guest of Louis Rukeyser on Wall Street Week; and the owner of a car with a dented or scratched roof.

So we'll assume you fit this description (or at least some part of it), and this then gives us more than enough information about you to start designing your fitness program. There is one additional assumption we'll make, however, and that is if you 're healthy MAY 1984

enough to hang glide, you 're healthy enough to exercise. Still, if you do have any ongoing medical problems you should check with your doctor before exercising, as some modifications to your fitness program might be required.

THE GOALS The next thing we need to know is what are your goals. Exercise and fitness training are highly activity specific. The training required to run marathons is quite different from the training required to be a competitive weight lifter, swimmer, or cyclist. Each activity puts its own unique demands on the body and results in its own unique form of fitness. So in order to design a fitness program we have to know what it is you want it to do, since just doing any kind of exercise is unlikely to result in reaching your goals.

It's probably that most hang glider pilots would like their fitness program to help them fly higher, stay up longer, and go farther. There's only one program that will consistently accomplish this, however, and that's frequent hang gliding. Just as marathoners must run, cyclists must ride, and weight lifters

must lift weights (and wear a truss), you have to fly frequently if you expect to improve your hang gliding fitness. However, no matter how much you may want to, if you're really a typical hang glider pilot, it's unlikely you have the free time or the cooperative weather conditions to fly the three or more times a week this would require. So what else can you do? Well, until someone invents an exercise that will allow you to develop your pectoral muscles to the point where you'll be able to flap your dacron wings, you'll have to consider some alternatives.

One alternative would be to try to develop adequate flexibility, muscular strength, and endurance to decrease inflight fatigue, increase ability to handle and carry the glider on the ground, and prevent injuries during strenuous takeoffs, landings, and walks up the hillside. Additionally, it would be nice to maintain an appropriate body weight and composition to avoid having to buy larger harnesses and gliders each year. Finally, it also would be desirable to maintain an adequate level of cardiorespiratory endurance to reduce the risks of having a heart attack which could prematurely terminate your flying career. These, then, are goals which should be easily attainable by most pilots, and which require the maintenance of only a moderate level of fitness across all our fitness categories (cardiorespiratory endurance, muscular strength and endurance, flexibility, and body composition). Should you decide to set more lofty goals (such as being able to carry your new 120 pound triple surface diver to the top of a 3,000-foot hill which has absolutely no roads), then you might need to modify your exercise program a little (in this case to put more emphasis on muscular strength and endurance).

45

MEDI INA-AVIBUS THE PRINCIPLES The first principle of fitness training is just what we've finished talking about; the exercise program must be specific for the intended activity and goals. The next principle involves the concept of progressive overload. Only by progressively demanding more of your body will you improve your level of fitness. Does this mean that every time you exercise you have to push yourself until you drop? Fortunately no. In fact, the greatest mistake most people make when they start a fitness program is that they try to do too much too soon. This only results in pain or injury, and may force stopping the program entirely to allow time for the injury to heal. Appropriate progressive overload implies starting with a workload at or slightly above your baseline level of fitness, and slowly and steadily increasing it until your desired goals are attained. This is done by gradually increasing the intensity, duration, or frequency of the workouts.

THE PROGRAM The particular fitness program you finally choose to follow can be quite flexible. It can vary with your likes and dislikes, your daily schedule, your finances, and where you live. The most important consideration is that you choose something you think you'll enjoy. If after an adequate trial (a month to six weeks), you find you don't like what you've chosen, try something else. For example, running and bicycling are both excellent activities to improve cardiorespiratory endurance, so if you hate to run but enjoy bicycling, by all means drag out the bike.

Next, choose activities that are convenient. If you really like to swim, but the nearest pool is 45 minutes away, you might want to consider alternative forms of exercise. Further, if the pool is only open when you have other commitments, it might as well not exist, which brings us to the next point. It helps to make your fitness program a part of your daily or weekly routine.

For those of you with regular schedules, the lunch hour is a par-

ticularly good time to set aside. Not only is it a time you can plan on, but exercising then is also likely to cut down on your chances of overstuffing your face.

Finally, consider the costs and social aspects of the fitness program. One of the nice things about physical fitness is that it need not cost any more than the price of a pair of running shoes and gym shorts. There is no need to join an expensive health club with fancy facilities to get in shape. If you have the money and enjoy that kind of setting, that's fine, but there are plenty of cheaper alternatives that will work just as well. Also, if you enjoy being with people, choose an activity that you can easily participate in with others. Conversely, if you're around crowds all day long and want some time to be alone with your thoughts, running by yourself or working out at home might be possible options.

What are the specific elements of a fitness program? The first is frequency.

A frequency of three times a week or every other day is appropriate to increase your level of fitness. Once you reach your goals, however, twice a week may be adequate to maintain that level.

The next element is duration. A thirty to sixty minute workout is usually sufficient. This should include five minutes of stretching exercises as a warm up and cool down period (this avoids sudden overstresses), and about twenty minutes of aerobic exercise.

Good examples of aerobic exercises are running, bicycling, swimming, hiking, rowing, walking, rope skipping, and cross country skiing. Activities with poor aerobic potential include eating, watching the soaps, beer drinking, and sitting around waiting for the winds to change.

The third element of a fitness program is intensity. Generally speaking, the activity should be of such an intensity that it increases your heart and respiratory rate. This should be felt as some shortness of breath, but not so much that you couldn't carry on a conversation.

0

What are other considerations for a hang gliding fitness program? As we already noted, you'll probably want to include some exercises to increase or maintain your muscular strength and endurance. This can be accomplished with weight training, exercise machines, or calisthenics (such as pushups, situps, and pullups). Also, just as it is necessary to set long and short range goals, it helps to record your activities so that you have some way of measuring and seeing your progress toward those goals. Variety in any fitness program can help to keep it interesting, and it's worth repeating that the commonest error made by people starting a fitness program is to try to do too much too soon. Proceed slowly and enjoy yourself; the gains will come with time.

Finally, physical fitness does not need to be limited just to your formal workout sessions. It doesn't make a lot of sense to run five miles three times a week and then take an elevator when you have to go up one or two flights of stairs. So use the stairs, don't drive when you can walk or ride a bike, and never under any circumstances use a drive up window if you have a choice, unless of course your zipper is stuck open.

Now that I'm almost finished, my wife says I could have avoided writing all this if I'd just told you to go out and join an aerobic dance class.

However, if you'd like still more advice on the subject of exercise and fitness, there are lots of books available down at the local book store (exercise books tend to be of a somewhat better quality than our previously discussed nutrition books). One that I can recommend is Physcia/ Fitness For Practically Everybody, available from Consumer Reports Books. Whatever book you choose, however, keep your specific goals in mind, as a book on body building will obviously be of little use if you want to get in shape for a marathon.

As a final but unrelated thought, I'd like to thank those of you who have taken the time to send in questions or (Continued on page 37)

46

HANG GLIDING

.

CLASSIFIED ADVERTISING

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue benl or tlenled tubes, ruint:d 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.

160 DUCK - Clean green machine (3 shadesbeautiful!) Low airtime $800. Dusty (303) 349-6720.

83 Gemini 134, under an hour airtime, excellent condition. Must sell (301) 926-5032.

UP GEMINI 135 - Excellent condition. Orange, yellow and white. $900. (619) 279-3264.

HARRIER 147 - Low airtime, like new, black LE., rainbow. $1300. (303) 431-6394.

HARRIER 177 - Mylar, good condition $800. or best. Will ship (607) 863-3631.

Rogallos

Pro-Star II 190 (303) 233-2976.

DELTA WING'S NATIONWIDE NETWORK OF DEALERS can help get you into the air.

Alternative financing plans available. For further information and the address of your nearest dealer, contact: DELTA WING, P.O. Box 483, Van Nuys, CA 91408 (818) 787-6600.

E!PPER ANTARES 185 - Excellent condition, cover, harness & helmet. Great transition glider.

Must sell. Complete $225.00 (619) 438-4005.

Comet II 185 - Orange LE., blue lower. Complete with fairings in excellent condition, $1550.

Pat (213) 332-3639.

Comet 185 OVR - (1982) - UP team colors, (blk, red, white); $1200. (303) 757-4657 (PM).

BEST OFFERS - 185 Comet OVR, 180 Duck, both excellent condition. Buffalo Skyridcrs. (505) 821-6842.

Pro-Star fl 160 - Brand new, 30 minutes airtime.

Blue LE. rainbow lower surface. $1600. (213) 514-3056.

I

RA VEN 209, clean, fine handling $500 or trade for 229 Raven. Rob (714) 983-2509.

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

SEAGULL 11 Meter - great condition, super performance, fun to 11y, $495. Eipper Supine, $35.

(602) 833-6017.

CALIFORNIA

Sensor 510 e !83 - Very good condition, low airtime. Excellent handling, must sell. (215) 676-2609.

Streak 160 - Low airtime, exceJlent. Trike ready, will ship, S1300. (516) 826-7138.

CHEAP C-2's! Two 165 in excellent condition!

One red, one blue. (303) 444-5455 or 652-3528.

185 COMET 541-1275.

In good shape. $1200.00. (805)

Demon - 35 hrs. Black LE, dbl. surface and KP; light blue and purple sail. Manufactured on West Coast. $850 or trade for large tandem glider. Will pay shipping. Doug. (503) 672-3662 days.

Duck 180 - Low air time, excellent condition.

White, dark blue, emerald green stripe. $1300.

Why wait and have to pay $900 more? Greg. (602) 944-9433.

160 DUCK 1983 - Black, yellow, white. Flys great. Must sell. $1200 (209) 632-0526.

DUCK 180 - Crash damage. $500 with spare parts. (805) 653-0587.

ATTACK DUCK 160 - With extra X-C cover.

Has logged three 100 + mile 11ights. Excellent! $1550. Advanced air medium cocoon with faired kevlar chute. $300. Scott (619) 324-6539.

MAY 1984

ARIZONA

209 RAVEN, very good condition. $475. 170 NOV A - $250. (801) 572-4526.

PRO-AIR 180 - Dark blue, good condition, $800. (602) 778-0276 evenings.

1982 Streak 160 - Must sell $1000. (703) 943-8453.

COMET 185 C2 - UP team glider with team colors. Placed 2nd at 1983 Nationals. Clean sail. A steal at $1450.00. Contact Paul Robinson (714) 391-2812.

Schools and Dealers ARIZONA WINDSPORTS - Certified instruction utilizing the world's only man-made trainer hill. Skyting instruction in the advanced class. Full service shop: gliders, accessories, parts, repairs.

Dealer for Progressive Aircraft and Delta Wing.

5245 S. Kyrene, Unit #4, Tempe, AZ 85283 (602) 897-7121.

STREAK 180 - Blue with rainbow Phoenix.

Superb condition, 10 hours, $1300. (303) 444-5455.

COMET 185 P $875 0.B.0. Gone Streaking.

Dino (818) 362-3797.

WANTED - Used Hang Gliding Equipment, Gliders, Instruments, Harnesses and Parachutes.

HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116, (415) 731-7766.

Four hours airtime/$1050. Call

COMET 185 - Excellent condition, white with rainbow keel pocket. $1095.00 (319) 236-1296.

COMET 185 OVR - (1983) - Excellent condition. Red LE., rainbow double surface, white body, $1195.00. W: (303) 339-9100, H: (303) 423-5353 (PM).

TRAINING GLIDERS - Due to the recent purchase of a competitor 1 s inventory we have available eight UP AS-90 gliders and two UP Firel1ys. $200 each with training harness, helmet and wheels included with each glider. Various sizes. Call Flight Realities (619) 455-6036. 1945 Adams Ave., San Diego, CA 92116.

MOYES MAXI Ill 200. Tow bar with floats. Excellent tow glider. $650. (318) 981-8372.

Attention: MONEY$$ or trade in value for old, obsolete hang gliding stuff including magazines.

Hang Glider Emporium (805) 965-3733.

.

STREAK 180 - Last batten pattern, 10 minutes flying time, must sell, Pacific blue with custom vectors of yellow, orange and red, white top.

Retail price w/tax over $2300. Will give up for $1800. minimum. Pablo (602) 978-1117 evenings.

STREAK 180 - Excellent condition rainbow undersurface. Beautiful sail & great handling ship.

Pilot weight range 150-300 lbs. A steal at $1,450.

(619) 286-5604.

SA VE BIGS - 83 C-2 185 - New condition; '83 180 Streak, 10 hrs; '82 165 Comet. All excellent -~lake offer - Steve (714) 586-3476.

LIQUIDATION SPECIALS Trike (excellent) Duck 180 (new) Gemini 184 (excellent) 1982 UP Gemini 134 (excellent) 1982 Mitchell B-10 50% built (New) 1981 LEAF Talon 185 (good) 1980 Manta Fledge JIB (fair) Lazor I 190 (good) 1979 Bennett Olympus 140 1979 Electra (good) Flyer 1973 LEAF 1982 Wills 1982 UP

No reasonable offer refused. LEAF (303) 632-4959.

$1395 995 925 895 1795 425 995 495 295

BRIGHT ST AR 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.

CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills Wing, UP, Progressive Aircraft, Pacific Windcraft, Delta Wing. Learn to fly with us! (415) 756-0650.

HANG FLIGHT SYSTEMS - Certified instruction program. Featuring Wills Wing and Ultralight Products gliders and accessories. Duck, Comet II, Skyhawk, Gemini demos 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 11ying 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.

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.

WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern

47

CLASSIFiIED ADVERTISING California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.

COLORADO FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since 1974. Major Brands, Sales, Service, Professional Instruction.

Box 38, Hesperus, CO 81326. (303) 533-7550.

CONNECTICUT CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and UP. Ultralight also available.

USHGA Certified Instructor. Been flying since 1975. Call me where to in CONN. HAWAII FREE FLIGHT HANG GLIDING SCHOOL Certified instruction, sales, service and rentals. 684 Hao St., Hon., Hi 96821. (808) 373-2549.

Designs, Delta Wing and Soarmastcr. 24851 Murray, Mt. Clemens, Ml 48045 (313) 791-0614 Since 1975.

UTAH FLY UTAH WITH

MINNESOTA 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.

NEW YORK MONTAINWINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. We are now the area's only Wills Wing dealer, also Delta Wing, Pacific Windcraft, Seedwings and Manta.

Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555.

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

International Schools & Dealers CHILE CONDOR ANDINO - Certified Instruction. UP, WW, Bennett dealerships. Fontananrosa 6649, Las Condes, Santiago. Tel. 2296463.

NORTH CAROLINA

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

KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, in NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning & Advanced packages; complete inventory of new gliders, accessories & parts. Ultralight training & sales available as well as windsurfing sales & instruction.

MAUI SOARING SUPPLIES - Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.

TRADEWINDS HANG GLIDING - USHGA Certified School. Rentals, tandems, Wills Wing.

Box 543, Kailua, HI 96734 (808) 396-8557.

IDAHO TREASURE VALLEY HANG GLIDERS - Service - USHGA Instruction - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593.

ILLINOIS MIDWEST MOTORGLIDER SUPPLIES - New and used gliders, flight accessories, and land towing hardware. 2638 Roberts, Waukegan, IL 60087 (312) 244-0529.

MICHIGAN

FINGER FAIRINGS

t.)'

OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists, PO Box 362, Pendleton, OR 97801 (503) 276-2329.

• 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 • Aval\able in red or black S, M, or L only $32.50

PENNSYLVANIA SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

dealer inquiries invited

SOUTHEAST MICHIGAN HANG GLIDERS Sales and instruction in Ultralights, Free Flight and towing. Dealers for Eagle, UP, Flight

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

I I USHGA CLASSIFIED ADVERTISING ORDER FORM I 35 cenls per word, $3.00 minimum.

I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $10.00 I Deadline, 20th of the month six weeks tefore the cover date of th11 I issue in which you want your ad {I.e. March 20, for the May issuo).

I Bold face or caps 50c per word extra. (Does not include first few r words which are autcmatlcally caps). Special layouts or tabs $20' per

I column inch.

r Payment for first three months required In advance.

I

884-6851

Section {please circle) Rogallos Schools and Dealers Emergency Chutes Ultralight Powered Flight

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

Miscellaneous

Begin with _ _ __ consecutive issue(s).

19 _ _ _ _ issue and run for _ _ __

My check _ _ money order _ _ is enclosed In the amount of $ _ _ _ _ _ __

r Please enter my classified ad as follows:

I

Name:------------------------

J

Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

I

!

i N,mbo, ol wo,doc

@

3S •

~ - - - - - - - - - - - - - - - - - - - --------- -

48

Phoo, N,mbecc ---- -p~-~~BOX 66308, LOS ANGELES, CA 9001111 /(213) 390-3085 ___ I

HANG GLIDING

CLASSIFIED ADVERTISING JAPAN

~

~~~ Distributor major brands hang gliders (Airwave Magic), instruments, parachutes and ultralights.

Tokyo 03/433/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April -November).

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

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

65-1425.

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 llunkhaus.

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.

WINDSPORTS INT. - Help wanted - Hang gliding instructors - Full or part time. Contact Joe Greblo (818) 988-0111 or send resume to: 16145 Victory lllvd., Van Nuys, CA 91406.

Parts & Accessories

Brand new - never been used! WW Fly lite Harness w/chute container (fits 5'8" to 6'1 "), $135. - 20 gore "Advanced Air" parachute, $295. Bulletman Harness (fits 5'8" to 6'1 "), $225 or less - one hour airtime. John llautsch (715) 842-4103.

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 $3.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

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

60 minutes. $64.95. THE SKY BLUE MOVIE Epic quest for true flight. I 00 minutes. $74. 95 postpaid. PAL or foreign add $5. Free poster.

COD call (619) 878-2255.Rick Masters, P.O. Box 478, Independence, CA 93526.

Rigid Wings FLEDGE II B - 80 Model duel controls, mini ribs, beautiful glider, excellent condition $850.

(208) 467-3277 Idaho.

FLEDGE Ill - Custom sailwork and rudders.

Excellent condition and looks great. Was centerfold in June 1983 HANG GLIDING. (The towed glider.) Can set up for hang gliding, towing, or ultralight flying. Must sell. Will consider any reasonable offer. (916) 345-2115 or (916) 756-6554.

Miscellaneous HANG GLIDING BUCKLES - Photoengraved, solid brass, depicting soaring birds of prey. Exceptional quality. Send for free brochure!

Massachusetts Motorized, P.O. !lox 542-G, Cotuit, MA 02635.

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

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6"/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.

DESIGN PROBLEMS? Are you and/or your company having problems with your hang glider or ultralight design? Or maybe you just want a general review of a new design. Well, now help is just a letter away. My company is ready to help with any problems, whether it be aerodynamics, structures, stability and control or testing. You will be dealing with a fellow pilot who is a trained, professional, aircraft designer who wants to help you "get it right." To receive more information and cost quotes send a summary of your requirements to: Aeronalysis, Inc. 127 Kittoe Dr., Mtn. View, CA 94043. Please enclose $5 for information package.

The rate for classified advertising is 35¢ per word (or group of characters). Minimum charge, $3.00.

A fee of $ I 0. is charged for each photograph or logo. Bold face or caps 50¢ per word extra.

Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing I 1/2 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.

WORLDWIDE: All Safaris include airfare. accom-

modations. lransportation, expert tour guide and a maximum of airtime Europe 5 countries Hawaii Makapuu Pl. California. 0. Val New Zealand

Nepal/Kashmir

(9

21 days $1695 8 days $779 14 days. $898 18 days $1995 21 days $3495 20 days $2795

You can't get a better deal! Our experience saves money and gives you more a1rt1me.

H•A•W•A•l•I FOR INFO PAK SEND S3.00 TO:

SANTA BARBARA HANG GLIDING CENTER 486 Alan Road. Santa Barbara. California 93105 (805) 687-3119

Stolen Wings TYPE: UP Gemini 164, '81, #164053.

Orange leading edge and keel pockets, white sail, no mylar. FROM: hangar at Morningside Recreation Area, Claremont, NH. WHEN: Sometimg in November, 1983.

CONT ACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539.

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) 731-7766.

MAY 1984

HANG GLIDING CHARM - 14K gold $48.00, Sterling Silver $38.00, plus $2.50 shipping and handling. Golden Glider, 1129 Turnbull Cyn., Hacienda Heights, CA 91745 (818) 333-3300.

TYPE: Fledge IIB, 11790. SAIL: Yellow with brown L.E., brown and yellow tips, green bag. WHERE: Aeolus Flight Center, Groten, MA. WHEN: March 1, 1984, CONTACT: Jim David, 528 Lexington St., Waltham, MA 02154 (617) 899-5496.

49

CLASSIFlEP ADVERTISING TYPE: Comet II 165 #1650 and Robert cocoon harness (red) with blue parachute container, and Litek vario (red) in blue bag.

WHERE AND WHEN: Livingston, MT along highway, Feb. 11, 1984. PATTERN: Red LE, spectrum dbl. surface, white main body, white keel pocket. CONTACT: Bill Snyder, 3751 S. 19th, Bozeman, Montana 59715 (406) 586-1840.

TYPE: Comet 165. SAIL: Brown LE, red dlb. surface, gold main body w/small brown star left of center. $200 reward.

CONTACT: Rob Brohaugh, 1703 10th Ave. S., Great Falls, MT 59405 (406) 761-0795 LOST at Elsinore landing area. UP harness, 3-stage ballast container, recessed chute w/Advanced Air 24' chute. D. brown with "UP" harness. Ball 631 Vario. Bennett helmet, sparkle green. Contact: Willi Muller, Box 4063, Postal Station C, Calgary, Alberta, Canada T2T 5M9.

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: Garage in Orange, CA Nov. II, 1983. CONTACT: Rich Pfeiffer, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186.

TYPE: Gemini 164 #UPGI64260M. SAIL: Rainbow-red, orange, yellow, green, with blue LE and light blue TE. 3TYPE: Super Lancer 180 #81550. SAIL: Black LE. Center out: royal blue, red, yellow, purple, black. Red Flight Designs bag. WHERE AND WHEN: Knoxville, TN, may 5, 1983.

CONTACT: Jim Westcott, Springfield, VA (703) 569-6059. $200 reward, no questions.

TYPE: UP cocoon harness, Advanced Air chute, Theotek vario, altimeter, Radio Shack 6-channel, helmet, Hall wind meter, all in blue UP harness bag w/"Owens Valley Pilot" patch sewn to lower packet.

WHERE AND WHEN: From camper parked at Perkins Restaurant in St. Paul, MN April 24, 1983. CONTACT: John Woiwode, RR #3, Box 255, Annandale, MN 55302 (612) 274-8064.

TYPE: UP Gemini 164, light blue w/dk blue LE. Flight Designs Super Lancer 200, yellow w/purple LE, tips and center. US Lancer I 90, 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.

50

USHGA CERTIFIED SCHOOLS GOLDEN SCHOOL OF HANG GLIDING 15912 w. 5th Golden, CO 80401 FREEDOM WINGS, INC. 9235 s. 225th W. Sandy, UT 84070 FREE FLIGHT, INC. 7848 Convoy Ct. San Diego, CA 92111 KITTY HA WK KITES (East) P .0. Box 3•IO Nags Head, NC 27959 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20-A Pamaron Ignacio, CA 94947 WASATCH WINGS, INC. 700E. 12300S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 2410 Lincoln Blvd.

Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd.

HOLE IN THE SKY, INC. 5835 Main St., Box 368 Fogelsville, PA 18051 (215) 395-8492 FRONT RANGE HANG GLIDERS 824 Maple Ft. Collins, CO 80521 (303) 482-5754 THE HANG GLIDING CENTER 4206-K Sorrento Valley Illvd.

San Diego, CA 92121 (619) 450-9008 NORTHWIND HANG GLIDING SCHOOL 8 Strong Ave. Rockville, CT 06066 (203) 875-1964 DESERT HANG GLIDERS 4319 W. Larkspur Glendale, AZ 85304 (602) 938-9550 SKY SAILORS SUPPLY 8266 Hwy. 238 Jacksonville, OR 97530 (503) 899-8064 WINDSPORTS INTERNATIONAL 16145 Victory Blvd.

Van Nuys, CA 91406 BRIGHT STAR HANG GLIDERS/ FRESH AIR FLIGHT SCHOOL 3715 Santa Rosa Ave. Santa Rosa, CA 95407 (707) 584-7088

Canandaigua, NY 14424

JERRY NOLAND AND CREW 1415 Pacific Mall (P.O. Box 2118-95063) Santa Cruz, CA 95060 MISSION SOARING CENTER 43551 Mission Blvd.

Fremont, CA 94538 CHANDELLE SAN FRANCISCO L98 Los Banos Daly City, CA 94014 W.W. HANG GLIDING SALES 3083 Woodl'.ay Road SE Roanoke, VA 24014 ULTIMATE HI SCHOOL OF HANG GLIDING 13951 Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO WINDSPORTS 3620 Wawona San Francisco, CA 94116 TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HAWK KITES WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 4l0 Leoni #1 Grover City, CA 93433 FREE FLIGHT HANG GLIDING SCHOOL 684 Hao St. Honolulu, HI 96821

Index To Advertisers Airwave Gliders . . . . . . . . . . . . . . . . . . . . . . . 9 Airworks ............................ 48 Ball ................................. 22 Bennett Delta Wing Gliders ......... 30, BC Flight Designs ..................... 22, 3 I Glider Rider .......................... I 6 Hall Brothers ......................... 21 Litek ................................ 31 Lookout Mt. ......................... 39 Pagen Books ......................... 31 Para Publishing .................... 15, 44 Santa Barbara HG ................. 16, 49 Seed wings ............................ 5 I South Coast Air. . . . . . . . . . . . . . . . . . . . . . . 8 Systek ............................... 21 UP .................................. 23 USHGA .................... 52, IFC, IBC Wilderness Travel ..................... 35 Wills Wing ......................... 2, 16

AERO-SPORT ULTRALIGHT GLIDERS INC. 898 S. 900 E. Salt Lake Cit)•, UT 84l02 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790 EASTERN ULTRALIGHTS 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing I V, months preceding the cover date, i.e. Mar. 20 for the May issue.

HANG GLIDING

••

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ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __ CITY - - - - - - - STATE------ZIP

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

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee)

FAMILYMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII. 1. NAME - - - - - - - - - - - - - - A N N U A L DUES: $14.75 for each family Member,

o NEW MEMBER o RENEW/USHGA # _ _ _ _ everywherewho resides in my household. Each will 2· NAME D NEW MEMBER

receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.

D RENEW/USHGA # _ _ __

SUBSCRIPTION ONLY NAME

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$22.50 SUBSCRIPTION ($25.50 foreign)

ADDRESS------------

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$40.00 SUBSCRIPTION ($46.00 foreign)

CITY _ _ _ _ _ _ _ STATE-------

D

(Please Print)

ZIP _ _ _ _ PHONE (

for one year. for two years.

$57.50 SUBSCRIPTION

($66 50 foreign)

for three years.

D $11.25 TR JAL SUBSCRIPTION ($1275 foreign) for six months.

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 USHGA will ONLY accept foreign checks payable on a U S. bank in US. funds. (U.S. dollars or International Money Order) Allow 4 to 6 weeks for processing.

I received this application form from:

D FULL MEMBER ($29.50, $32.50 foreign)

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

Charge my D MasterCard

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

Revised 9/81

(213) 390-3065

e

USHGA MERCHANDISE ORDER FORM

BOOKS

PRICE

MANBlffOS by Maralys Wills. Entertainingly takes the reader from hang gilding's past to ils soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix.

USHGA INSTRUCTORS CERTIFICATION MANUAL, Complele requirements, syllabus, teaching methods.

HANG GLIDING by Dan Poynter. 81h Edilion. Basic Handbook for skysurling.

FL YING CONDmONS by Dennis Pagen. Micrometerology for pilofs.

90 illustrations.

HAHG GUDINO AND FL YING SKILLS by Dennis Pagen. Beginners to experts instruction manual.

HANG GLfDINO 1ECHHIQUES by Dennis Pagen. Techniques for cross-country, compe\ilion & powered flight.

POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instrnction manual.

POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual for self-training & 1raining schools. 11 lessons, tesfs and FAA Regulations.

MANNED KITIHG by Oan Poynter. Handbook on low launch flying.

MAN.POWEREO AIRCRAFT by Don Dwiggins. 192 pg history ot llighf. Features !light ol Gossamer Condor.

FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition.

Hang gliding pertinent information.

FAI SPORTING CODE FOR HANG GLIDING, Requirements for records, achievemenfs & World Championships.

HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners.

An asset to insfructors. 24 pgs.

USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signoffs (all levels), glossary of terms. awards.

$17.95

QUANTITY 8-1

8-2 B-3 B-5 8-6 B-7 8-8 8-9

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

AMOUNT

$ 2.00 $ 7.50 $ 7.50 $ 7.50

S 7.50 $ 8.50

$12.95

S 4.50 S 6.50 $ 4.50 $ 1.00

S 1.50 $ 2.95

ITEMS

1-1

"HEW" USHGA 'HANG SLIDING' T-SHIRT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: S M L X-L (CIRCLE ONE).

USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP, One size tils all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USHGA BELT BUCKLE. Solid bronze, cuslom design, relief sculpture. 311, x 2'1<.

USHSA SEW-OH EMBLEM. 3" dia., full color (red wings, sunbursl wlblack print).

USHGA EMBLEM DECAL. 3W' dia., lull color.

LICENSE PLATE FRAME, "I'd rather be hang gliding." While on Blue.

WALLET. Hylon, velcro closure, mach. washable, water resisfant.

ROYAL BLUE color.

1-2 1-3 1-4 1-5 1-6 1-8 1-9

$ 8.00

------

$ 8.00

$ 5.00 $12.00 1.00 .25 $ 5.50 $ 8.95

HANG GLIDING/GROUND SKIMMER BACK ISSUES ·"SPECIFY BY CIRCLING ISSUE HUMBER"·ISSUES HOT NUMBERED ARE SOLD OUT' ..

PRINTED COPIES:

PRINTED COPIES: PRINTED COPIES:

20. 21, 22, 23. 24. 25. 28, 29, 30. 32. 33. 34. 36, 37, 38. 41.

42, 43, 44, 45. 47, 56, 58. 59. 60. 61. 62, 63, 64. 65, 66. 67, 68, 69, 70, 71, 72 73, 76, 77, 78, 80, 82, 83, 86, 87. 88. 89. 90, 91. 92. 93. 96.

98, 99, 100, 101. 102,103 105 - Current Issue .. HO TAX OH MAGAZINES ..

Ordering lnformallon: All prices include postage and handling (Prices subject lo change without notice.)

Enter quantity and price of each 11em ordered. Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate_ It you wish to receive your order faster. please include sufficient postage funds. No C O.D ·s.

CITY

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MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

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USHGA MEM8ERSHJP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MERCHANDISE-ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENiHAL AWARD FORM

ACCIDENT REPORT FOAM (#15)

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(Californians add 6% lax on merchandise only)

Foreign Orders· USHGA will ONLY accept foreign chec!\S payable on a US bank in U.S. funds.

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MAIL WITH CHECK OR MONEY ORDER TO:

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