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

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PROMOTING HANG GLIDING IN AMERICA FOR OVER 10 YEARS

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Features

Columns

14 The Next Decade

3 Viewpoint

by Vic Powell Vic takes a brief look at the past ten years in the sport, and offers some optimistic speculation on our near future.

by Bob Thompson Region IV Director Bob Thompson brings us up to date on his two USHGA departments - publications and records.

16 Wave Soaring

10 The Right Stuff

by Rich Pfeiffer with Maggie Rowe illustrations by Rod Stafford In this our penultimate installment of excerpts from Pfeiffer's new book: Hang Gliding According to Pfeiffer-Skills for The Advancing Pilot we explore the littlediscussed phenomenon of wave lift. It offers the most spectacular altitude gains, and the most spectacular dangers.

by Dennis Pagen Has he out-faired Erik? Dennis continues his guest columnist offerings with a discussion of cliff launches.

22 Safety Forum Doug Hildreth fills us in on 1984's accidents so far. Eric Raymond brings to light some perhaps unanticipated concerns about carabiners, harnesses and parachutes.

29 A First Experience Tandem

Departments

by Katherine Holden Ever wish you could share the experience of hang gliding with a friend who has not flown? Wonder how they would react if you could take them along? Katherine gives us a look at flying from the first-timer's point of view.

4 Airmail 6 Update 6 Milestones 7 Calendar 8 Competition Corner 26 USHGA Chapter News 32 Consumer Advisory 37 Ratings and Appointme11ts 43 Classified Advertising 46 USHGA Certified Schol 1s

34 Meet Your USHGA Board of Directors by Hardy Snyman, photos by Bettina Gray Picking up from where he left off in the June issue, Hardy introduces us to outgoing Region I Director Doug Hildreth, and Alaskan Director Michael Boyle.

COVER: Rob Kells pilots his Kodaksponsored Duck at the recent Grouse Mt. competition. CENTERSPREAD: John Heiney in his Delta Wing Dream over Yosemite. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HOMA standards. Copyright © United States Hang Gliding Association, Inc. 1984. All rights reserved to Hang Gliding Magazine and individual contributors.

SEPTEMBER 1984

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Gil Dodgen, Editor Janie Dodgen, Associate Editor, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray

VIEWPOINT

Staff Photographers

Erik Fair, Staff Writer Harry Martin, Rod Stafford, lllustrators Gretchen Niver, East Coast Correspondent

Director's Comer

Office Staff' Amy Gray, Manager Majda Kassaseya, Ratings Mary Marks, Membership

USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snyman, Secretary Gary Hodges, Treasurer

Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges

USHGA Negio11al Directors: REGION I: Doug Hildreth, T. Michael Boyle. REGION 2: Russ Locke. Gary Hodges. REGION ):

Srcvc Haw.xhur,;/. O:euina Grav. REGJON 4: Jim

Zcisl. Bob Thomp\on. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: Dean Batman. REGION 8: Charle, l.aVersa. REGION 9: William Richard~. \'ic Ayer-s. REGlON 10: Dan Johnson. Steve Coan. REGION I I: Hardy Snyman. REGION 12: Ken Zachara. Paul Rikert. 1984 DIREC:TORS-

AT-LARGE: Dcnnh Pal!cn, Okk Heckman, Elizabeth Sharp. EX-OfF!CIO DI-RECTOR: (With Vote} NATIONAL /\ERON/\UTIC ASSOCl,\TION Everett Langworthy. HONOR/\ RY [)J RECTORS (Without Vote) elected to 12/31184: Bill Ilenncll, Hugh tv1or-

LOn,Vic Powell, ?vfike Meier. The United Srnres Hang Gliding Associ,ttion Inc., is .i division of the N.11ional Aeronautic As<;odation (NAA) which is the otTkial U.S. rcprc~entativc of the Federation Acronautiquc lr11crnationale (FA[), the world'govcrning body for s;porl aviaiion. The NAA, which rcprcsen1, 1hc U.S.

at FAI Meeting<;, has delegated to the USHGA .supervision of FAl-relaied hang gliding activi1ics su,:h as re('ord attempts and 1..'.0mpclition sanclions. HANG GLIDING maga,.ine is published for hang gliding spon enthu~iasts to ,:rcatc further intcrcs1 in the sport, by a means of open comnmnicarion and w advance hang gliding methods and ,;afely. Contributions arc welcome. Anyone is invited to contribute articles, photo,;;, and illustrations concerning hang gliding activities. If the material is to be re1urncd, a stamped, se\f-ad~ressed return envelope must be enclosed. Notification mm! be made of submission to other hang gliding publications. HANG GLIDING magazine reserve<; the right to edit con· triburions where nccessarv. The Association and publicaLion do not as<;um-c rc-.ponsibility for the material or opinions of contributors.

HANG GLIUING magazine is publi'ihed monthly by

the United Staie-. Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306. Los Angeles, Calif. 90066 and whmc offices arc loc;Hed al 11423 Washington Blvd., Los Angeles. Calif. 90066: telephone (213) 390-3065. Second-class pos1agc is paid a1 Los Angele,;,, C,1!if. HANG GLIDING magazine is prinwd by Siudair Printing and Li1hographcr'i. The typescuing jc; provided by 1st Impression Typeselling Service, Ilucna Park, Calif. Color Separations arc provided by Scanner Home of Studio City, Calif. The USHGA is a member-controlled cdul'mional and scientific org~rnirntion dedirnted to exploring all facets of ultralight flight. Membership i<; open to anyone interested in this realm of night. Dues for full membership are $29.50 per year l.$32 . .SD for foreign addresses): subscription rates arc $22.50 for one year. $40.00 for two years, S57.50 for three years. Changes of addres~ should be sell! six week<; in advance, induding name, USHGA mcmhership number, previous and new address, and a mailing label from a rcccn1 issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

SEPTEMBER 1984

by Bob Thompson

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!lo out there in hang glider land! I hope this flying season has been a good one for everyone. Even though this is the flying and competition season, the usual business of running the USHGA and Hang Gliding magazine continues. Polls can be taken, questionnaires filled out, and opinions expressed of what the membership (YOU!) want to see and read in Hang Gliding magazine. However, you must remember that articles and photos do not walk into the USHGA office by themselves. They are provided by folks like yourself, at least some of you, anyway. The same things go for the site record list. Only a few have been sent, thus only a few can be printed in the magazine. C'mon you guys and gals - how about helping out and participating in your organization? Dig out a super slide or two and send them in to Gil. Take some time and brew up an article. If even 1OJo of you did, that would provide 60 or 70 new stories and who knows how many pictures to share with the rest of the membership. Our magazine has really undergone quite a change in the last year or so, with new format, paper, and quite a variety of articles. Eric Fair and Dennis Pagen continue to supply great reading, Mike The Answer Man Meier now helps out monthly, and we've seen lots of other great articles by other pilots - Rich Pfeiffer, Stew Smith, Bob Faris, Moises Salmun, Bill Liscomb, Bob Fisher ... on and on. As for what we see ... John Heiney's tandem+ dog cover shot really lit my fire, Eric Raymond continues with his outrageous high altitude centerfolds, and we have been blessed with the great artwork of Mike Ward and Santiago Corral. Your magazine is progressing nicely, and with your help and involvement it will continue to be an interesting, informative, and entertain-

ing publication. You never can tell what kind of reaction an article may generate. I aimed my supine article at new and upcoming pilots, but seem to have generated a substantial switch of prone pilots to supine. Now, if we can just get the manufacturers to cooperate a bit more we'll be in good shape. Articles are not always perfect, either. In that supine article I goofed; the C-Il 165 needs all six wires and the control bar changed for supine. Ooops ! Hmmm ... the world is full of people who aren't perfect (they are human), even directors and authors. The USHGA has requested several new categories for national and world records from the NAA and FAI. The NAA has complied and established the new categories of U.S. National records. The FAI proceeds a bit slower and it will be 1986 at the earliest for the new categories to be established as world records. The new categories are: Absolute altitude above sea level Time (speed) around a 25 km triangular course Time (speed) around a 50 km triangular course Time (speed) around a 75 km triangular course Time (speed) around a 100 km triangular course USHGA Regional and National competitions will provide courses for the speed runs, and you can also make up your own if you have the necessary observers available. As for the altitude records: polish up your barograph, get it calibrated, grab the oxygen bottle, get an area clearance from the local FAA official, and aim for the moon. The altitude record will be a bit more on the expensive side, as you will need to get the record tracing evaluated by an official testing station for exact altitude verification before sending the information to the USHGA. •

AIRMAIL RECOGNITION OF HANG GLIDER SAFETY PROGRAMS

The following letter was sent to USHGA President Steve Hawxhurst by the FAA.-Ed.

Dear Mr. Hawxhurst, On September 2, 1982, the Federal Aviation Administration (FAA) promulgated Federal Aviation Regulations Part 103, Ultralight Vehicle, Operating Requirements. An integral part of the regulatory philosophy embodied in that regulation was the expectation that operating standards and safety programs would be developed by the ultralight community to foster safety in an atmosphere of self-regulation. The FAA has reviewed the standards, procedures, and documents contained in the United States Hang Gliding Association (USHGA) safety programs, and acknowledges that they are consistent with the original intent of Part 103. Pilot Competency. The FAA recognizes USHGA's pilot competency program as the kind of national, community-developed program envisioned at the issuance of Part 103. The FAA will recognize, as proof of achievement of the USHGA standard of competency, documents issued under the USHGA's pilot competency program. Vehicle Registration. The FAA will recognize registration numbers issued under, and vehicle marking done in accordance with, the USHGA's vehicle registration program, as having been done under a national, communitydeveloped program of the kind envisioned at the issuance of Part I 03. Vehicle Airworthiness. The FAA recognizes the Hang Glider Manufacturers Association's (HOMA) vehicle airworthiness program as being the kind of national, community-developed program envisioned at the issuance of Part 103. HOMA labels and letters of compliance are recognized as evidence that a vehicle meets the standards of

the HOMA vehicle certification program. We commend the United States Hang Gliding Association for its role in coordinating the efforts of responsible ultralight community members in the design and execution of these programs. Sincerely, Walter S. Luffsey Associate Administrator for Aviation Standards

REGIONALISM

Dear Editor, What's all this talk about regionalism? Some pilots in the central and eastern U.S. seem to think of the USHGA as an organization for Southern Californians. These pilots should consider the fact that, in addition to all those nice things the USHGA does for our sport, the USHGA is recognized by the FAA as the governing body for hang gliding in this country. Therefore, everyone should support the USHGA if they fly anywhere in the United States. Craig Baker Tarzana, CA

SAFETY FIRST

Dear Editor, In regards to Dennis Pagen's Flying The Line article in the June 1984 issue, I just wanted to re-emphasize that a variable geometry system cannot simply and safely be added on to any present frame configuration, no matter which manufacturer's model you fly. As Dennis mentioned, crossbar strength and length must be increased, this in turn leads to altering rigging dimensions. Altering any frame or rigging dimension from manufacturer's specifications compromises the safety of your glider. Also, adding a variable geometry

system to a glider which was not originally designed for variable geometry will affect the pitch stability of the glider. This is especially true for models which rely partly on bridles for pitch stability. This is due to the fact that bridles are dependent on sail billow for their effectiveness. Having the crossbar swept rearward, as in the loose setting of a variable geometry system, allows for more sail billow. This increase in sail billow allows the trailing edge to "drop" further than normal, with a resultant loss of pitch stability. This is extremely undesirable! If you are interested in the variable geometry concept please leave the research and development to the manufacturer. For your health and happiness, please remember safety first. Jim Gibson Goleta, CA

FIRST AID PROGRAM

Dear Editor, I'm writing to reinforce the idea of pilots learning first aid and how to use it. On June 10th I was with two other pilots at a training site near Allentown, Pennsylvania, and crashed my old Cirrus III. I believe I have a few good suggestions to offer: 1) Many clubs have developed site lists that include altitude, drive time, etc. How about an emergency site list: nearest phone, ambulance/ dispatch number, nearest hospital for each site placed on a card that could fit in the pocket of a harness or a wallet. 2) Find out who has what training, that is current, and make a separate list or note qualifications on the club's membership list; list the five most qualified in #1. 3) Run crash practices. Pilots can be pre-assigned their job: actual first aider(s), a person to go to the phone after the situation is determined, act as guide to the squad if the pilot is in a hard-to-get to or hard-to-find place, a person(s) to get first aid supplies, etc.

HANG GLIDING

AIRMAIL This way you know who can handle what part of a situation, if at all. Not everyone is meant to handle things like this. 4) Know who carries first aid supplies or where they are at a site and how to get into them (add to #1). By doing some or all of the above we are realizing that our mortality is fragile, and taking responsibility for ourselves by doing what is reasonable to keep and preserve it. Monica L. Bareis

LANDING SKILLS

Dear Editor, My suggestion concerning a point system for spot landing evaluation (Hang Gliding, Feb., 1984) shouldn't be construed as an argument against the need for pilots to have good landing skills (e.g., Gammon, Hang Gliding, July, 1984). My intent was to promote adoption of an alternative method of evaluating such skills, because, for several reasons, l find the current procedure frustrating and counterproductive. It is apparent that the current system is not perfect. Advanced pilots are certainly not universally excellent at spot landings. My observations suggest that many, many pilots spend considerable time at attempting four-spots before they finally achieve three in a row, indicating that they must be hitting only two-thirds or fewer of their attempts. What happens when the task is completed? Is performance now suddenly excellent? A point system has many positive features: It recognizes that spot landing attempts are for many pilots an integral part of practice and learning and not just a test. It removes counterproductive frustration and stress. (I heartily disagree with David Brown, Hang Gliding, May '84, regarding the need to learn and practice under stress in order to be able to handle emergencies - the opposite is more true.) It formally incorporates the "moving" SEPTEMBER 1984

spot requirement that is not now consistently imposed. It formally incorporates subjective aspects of Observer variability, and should increase the consistency of evaluations. It inherently involves a systematic record of learning and should engender feelings of growth and achievement - much more positive characteristics than the current system. It has built-in flexibility, i.e., it recognizes the greater difficulty in landing new gliders and provides some leeway because of this, though requiring more landings for the Advanced ratings if they are not precise. It encourages spot landing attempts in the context of normal flying rather than relegating them to a special task to be accomplished independently. Finally, and most importantly, it provides an alternative for individuals who find the current system counterproductive, thus encouraging, rather than discouraging, their attempts to develop good landing skills. Chuck Rebert Portola Valley, CA

the top, land where you took off from, there is a quick turn-around, and the glider is only set up once. New competitions are possible, new rigid gliders are possible foot-launched or even wheel-assisted sailplanes with high LD's and faster speeds. I think it could fill the space between hang gliding and expensive sailplanes. How many times have you heard someone say that they would like to fly but would not jump off a mountain to do it? Let's go about aero towing in a positive and receptive manner. I understand we have people in Washington working with the FAA on aero towing and you should let them know your feelings. Get involved. Cliff Whitney

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A VOTE FOR AERO TOW

Dear Editor, Much has been going on lately with this aero towing movement, and I believe we should give it a fair shake. I was lucky enough to get involved in aero towing last July ('83) with a Quicksilver and had great success. Lately I have been towed by a new trike system and it seemed even more refined. I believe this could be a large boost for our sport. A lot of aero towing is already going on all over the country. We now have this ability to teach without having to jump off a mountain. Most students (on the east coast anyway) have less than ten minutes air time before that first high mountain flight; with aero towing and tandem, a student could be taught good judgement sooner in his flying career. The benefits are boundless: Now you can fly that remote site with no road to

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Jockey's Nat Wells, forrncr hang gliding instrnctor at Kitty Hawk Kites, lbe first to win $50 prize offered by Kitty Hawk Kites this year. The prize is of fcrcd to any pilot who can soar for at least one hour on the dunes at Jockey's purpose of the meet is to have lots fun and to encourage new young and old, to compete their without having to the who

hang glider, synchronized flying demo, ballet, parachute jump, tug/tow demo, kite sailboats, horn· demonstration, unnrl,rnr·hrrn demo, flight simulator. you can we intend to eclipse all previous hang can tell by my

aclim:tal:1le bar

""''""''r" througout the entire speed

Be.ginnir1g at 6:30 AM, Wells comthree flights thirty.five minutes, fifteen minutes, and one hour and fifteen minutes. the Wells commeulcd, only came down because had to go to work. conditions really perfect. Currently instructor Kitty Hawk Sports in Nags Head, NC, Wells learned to f1y while working as hang instructor at Kitty Hawk Kites School. Wells now to work toward tmeal,mg the five hour and twenty-one minute record for ing at Jockey's Hawk offers a $250 prize to the first to break the record or thermal out of the park. In addition to prizes offered by Killy Hawk Kites, Francis Rogallo has pledged a ,000 prize to the first pilot to fly from Jockey's to the Brothers four miles away, and back.

without complex mechanisms. It designed to light weight, aesthetically compact and flying site. The meet director will be the well·known star of screen and sky, Rich who will an· noun cc shortly the meet rules for. mat to used. Tile mcel will divided into two Virgin pilots who meet any kind; all pilots. Both class and divided into two divisions: (A) Single surface gliders; (B) gliders.

in or ec1·t1 ticrttcs

snccr1.1,:"11 has been load tested

2,000 lbs. without ec11.iiv:1lc1nt of JO for a 200 lb. snpport shackles stainall aluminum components black anodized 6061 for inSoce(.H<lail comes

install. $3 shipping and handling. Californians add sales Contact: I·

On Sunday 4/ l /84 I talked my father into a few lows. With him unfamiliar with explained the procedure and went pretty well. a Butch Prichett pneumatic sion system along with Hewett Bridle got After towed twice to 900' (AGI .) and finding no lift we decided to try one more before dinner time. Number three turned out to he the

Force, Box 456, Telluride, 81435 (:lOJ) 728-4759. 12-16. International Gliding Film Festival, du Touvct, Contact: 38720 Saint-Hilaire du Touvct, tcL (76) 08,:B,99.

29th Anmrnl Air-

craft Owners

Pilots

Association (AOPA) convention and exhibit, llashvillc, Contact: Bassett (30 I)

Seventh Annual of Lowell·· '"r,,.,,; n "'"''" l nl crcollegiatc Meet, Morn· Park, mont, Beginner to adformat. (714)

vanced and open alumni class. Contact: Bill Blood, !J111vr:1s11, of Lowell Hang Gliding Clu h, I Avenue, Lowell, MA

(617) 4525000, X 2477.

involved our friends. Neither of formal church

Fred and Raean rm t/w launch ramp at High /(or/, w/1cn• they were married.

(Cominued on page 36)

In addition, seminars belated report on the 1984 Steeple

etc. arc plamncd. Denis 16 Rawcliffe Street, NSW, Australia 2330, Phone 065 .. 724747.

REGIONALS

Lrft to right: Ken Brown-first, Chris Ji11/ger· tliird, Dan [focanel/i-srcond. A magic swee/1, Photo by fo/,n Busa.

Terry Cook received the Spor1 srrian The Award, and Dan Racanelli received the Rookie Tile Year Award. Jim Johns was meet director with Brian Porter taking the prc:sl ige<Jus slowest time of I :07: 58 in his Voyager.

TOWING

Between December 22nd, 1984 and January 6th, 1985 there will be tow, launched hang gliding contest in the flatlands of central New South Wales, Australia. The site is in an area of exeellent thermal aetivi1y. Two sailplane clubs operate near lhe site and achieve remarkable cross country ! .aunch will be by both car and hang (trike) and by any other method approved by 1he contest organizers. Two contest levels will he run, one for Advanced and one for In·

ing date at Crestline, was lo be held on three consecutive weekends. Out of six possible days, we flew six and all were soarabk. Of the four were on the World Team that went to Tegelberg; Kemohan, Bennett, Pfeiffer and The was going to be Guess what? All your fears and and suspicions about, "Oh, why bother? Those hotshots always wiu. Why take the time off work and put out the money to watch the guys that repeat themselves?'' was won by a pilot who had never before. Luck, you Not with the Total Time (TET) format we used and have

have up to a maximum of three starts but up until the gate If a hit clown cd he could hustle up to close launch and re ..start. if he didn't land, but got cycled clown and took too it to the first he could come hack and try keeping in mind how long it would take him to finish the course. Yon wercn 't

what your was going to do. You get up and go. Dave Beardslee says, "It's like one-on-one and always losing, because then., is always someone ahead of you. The personal sq1,ial,blcs, time· and emotion. co111s11mmg petty batlles are totally eliminated. An avcrnge of over miles a were flown and we every night.

Place, Pilot

(min) Glider

1. Kcrnohan

most laid .. !Jack, yet format they've flown. Everyone had fun. "Wait minute," you say. fun, you don '1 have fun at contest." This format is fun and The course was two pylons located at the same altitude MSL, four .. and-a-half miles apart. Launch was open window. You could set up anywhere you wished and launch An was used to bring all starters to an equal level. The average task was ten pylons and over 50 1!/o of the made the course. The was open between l :00 PM and 3 :(JO PM. This according to 1he conditions of the day. All had to start their run 3:00 PM or it wouldn't count. could

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GROUSE MOUNTAIN Hy Hob Kells Mike

World Invitational Championships returned this year to scenic Grouse Mountain in Vancouver, British Columbia. seventh edition of the Grouse Mountain competition was spon .. sored to the tune of $10,0{)0 by Kodak. Hosted by the Grouse Mountain

HANG GIJDING

typical in the past; both stronger lift and stronger turbulence which often turned the task into primarily a short race over the two-mile course. The strong lift and a low combined with moment's loss of con-centration resulted in a midair collision between John and Jan Huss. Both broken by the up with one another as each pilot his parm:hutc. The fell under the two ,,<>·nnni,,,. the tram cables IO feet, and in the top of a IOO--foot both pilots were unhurt. Have you your parachute Grouse this year attracted some of the best and best-known com-

In the separate women's contest, Debbie Renshaw put it all take first

times, Entertainment for the erowd was aerobatic demonstrations by Dan Racanelli, Kevin Kernohan and Jeff who flew as the Kodak Aerobatic Team. The aerobatic demonstrations were coordinated Franee, and the action was captured on film, both from the and from the the lens of

celebrated the end of the meet with Jolin Duffy and Jan Huss descend canopy after a 1niduir. Photo by Kulhavy.

,·n,rm1m•1· carved its turn around the beer lain eanie down on yet another well-· done and Grouse

and Grouse has acreputation as one of the most

cross country ace Bruce Case winin the stand-

Men: !st Dean 2nd Ken Brown. 3rd Bruce 4th Steve Moyt:s . . . . . . . . . . $ 5th Rob Kells . . . . .$

Women: 1st

Debbie Renshaw

manage 1o land with reasonable form within one oft he stamp field, small

marked stronger conditions than have been 1984

rudely interrupted by the fence at tlie edge of the postage-stamp field. Photo by

ing situian-looking characters ,,m,Pn,NI from and Then,

ma! up

small. climbed higher beautiful

THE RIGHT STUFF photo by Steve Krichten

I spiraled down but he harried me like a horsefly, clipping my wings repeatedly. My aluminum was no match for his stainless and I eventually lost control and crash landed - you guessed it - in a major eucalyptus tree on the side of the mountain. I left my glider as a decoy and hit the ground running. The last thing I heard was his pirate laugh as I made it to my car, drove to LAX and took the redeye express back east. A few days later a letter arrived. It was from the man called Fear and read:

Dere Gnat: Consider yorself lucky. Not many get away from me. If you want to live a wile longer, rite me a artical about cliff lanches. And make it funny - or else I'll be making you a visit that wilf end yor career. - Erik Well, fear has a way of motivating one, so I promptly sat down and whipped out this little piece. If anyone cares to save a fellow pilot's life, please write Mr. Fair and tell him how funny it is, for I have a hard time being jocular under duress.

CLIFF LAUNCHES As they say on the corner of Fifth and Elm in Punxsutawney, PA, we must first define our terms. Cliff launching refers to getting airborne from a piece of turf that turns into sky abruptly so that either your takeoff run or the smooth flow of wind is interrupted unceremoniously. That's the high sounding way of describing a launch where you are either jerked upward so fast that you have to swallow the taste of bile, or you dive so much that that bile goes the other way. In short, if you walk to the launch point, see a gaping abyss, hit the deck, wet your pants, recite three wimpering "Hail Mary's" and inch backwards, you are on a certified cliff launch site. A sloping dropoff or ramp that is too short or too flat to provide flying airspeed during the run qualifies as a cliff launch. SEPTEMBER 1984

We will discuss two distinct types of cliff launches. The first is a windy cliff launch that refers to a situation where the wind is strong enough to affect your glider's pitch - say 10 mph. The second is a calm cliff launch which refers to everything else (that's light or insignificant wind for those readers weak on set theory). The techniques for these two types of launches are quite distinct and must be discussed and learned on a separate basis. However, there is a gray area between the two (when the wind is moderate for instance) that must also be considered. Hence the following discussion. It seems that this ethereal milieu we inhabit induces one to grasp onto simple rules that we can apply to the many situations we encounter. Fine. It also seems that some pilots read and do not heed or become fixated on a technique that worked in the past but is not necessarily the best technique. This is not so fine. Consequently, we are going to provide a few simple Rules of Thumb for both calm and windy cliff launches. However, since some of these rules must be broken or altered during different situations, we will call these Rules of the Big Toe since they often get stepped on and suffer from defeat.

CLIFF LUNCHES No, cliff lunching does not refer to the annual Panoramic Picnic of the Presbyterian Primrose Society. It refers to blowing a cliff launch as in "Yeah, his nose was too high and he really lunched it back into the cliff." Believe it or not, despite all the convolutions, this article is about preventing cliff lunching as much as anything. On a windy cliff you can lunch it by running off and hitting a wall of vertical air that lifts your nose and flips you back like a yo-yo. Or you can have one wing lifting more than the other that results in the cutest about face performed by any civilian or soldier. You can even get the nose too low and end up plastered to the face of the cliff like a bug on the teeth of a grinning motorcyclist. I've seen each of these mistakes occur. On a calm cliff you can lunch it by letting the nose of your glider come up as you run so that a severe stall break occurs at the edge of the cliff, which ends up in a steep dive and much altitude loss. I'll leave it to your imagination to figure out what happens when the cliff isn't as high as the dive is deep.

THE RIGHT STUFF CLIFF LURCHES Cliff lurching is an apt description of what happens during a successful and well-controlled launch from a windy cliff. Here's the method: move toward the cliff edge and into the airstream until you can hold the pitch (nose up or down) neutral and most of the wing is flying. To do this you will need a nose wire man, most likely two side wire men and often a rear wire man. In order for your nose wire man to get as close to the cliff as necessary to get your glider in the airstream, he must be securely roped to preserve his life. Now read over the last three sentences and see if you can discern and memorize the three Rules of the Big Toe (RBT) contained therein. In figure I we have illustrated the basic technique (side and rear wire men have been eliminated for clarity). Note that the wind flow is interrupted at the cliff edge due to the sharp change in contour. A vortex rotor or swirl may lurk as shown, just to bedevil you by lifting the rear of your glider. Hence the need for a rear wire man. Random turbulence also occurs, especially on sharp cliff edges. This turbulence lifts one wing or the other requiring side wire men. Cliffs are more sensitive to crosswinds than slopes in general. About 30° cross (from perpendicular) is the most you can consistently handle safely on a windy cliff - and that's if you're experienced. To launch in a crosswind, tilt the upwind wing down slightly and angle it back slightly. Too much of the latter results in blanking of the rearward (upwind) wing and a rodeo launch. In all cases the pilot must be able to equalize roll forces (that is, hold the lifting side down by himself) or adjustments must be made. Again, neutral pitch and roll forces are the key to a safe, smooth catapult into the air. On occasion, as in strong winds on a narrow ramp, the entire glider is in lifting air so that the pilot cannot zero out the pressure of any of the wire men. The technique here is to equalize the

r/GUl<.E /. - POSIT/ON AIVD AND 1E:CHN!CfUE' rOI'<. A WINDY CLIJ=:1P:: J.....AVAICH.

pressure on the two side wire men and equalize the pressure on the front and rear men as much as possible. This may appear to require the expertise of a philharmonic conductor, but actually it's not too critical in such strong vertical air and glancing at the wire deflection gives the pilot an idea of how much pressure is applied to each wire. The real critical thing here is to make sure each wire man knows the command for release (CLEAR! is standard), hears the command (yell it), understands why it is important to release the instant the command is spoken (this is obvious to a pilot, not so to a recruited spectator) and does release. These items are all the responsibility of the pilot to prepare and control. Once you do yell for release, hang on tight for you'll reach the second

story fast as your wires snap tight. I know of one site where only side and rear wire men are required due to the strong rearward push. The pilots tie their shoes tightly, step one foot into their harness boot, call for release and zing into the air! And now, a review. I) Use a ropedin nose wire man (I cannot overemphasize the importanct of this point). 2) Move out as far as possible into the airstream and neutralize pitch. (This generally means the nose will be lower than for a normal running launch. It is proper for the pilot to hold nose down force, but the nose wire man should have zero or very little pitch force.) 3) Neutralize the side force (have the side men open their hands before you go if you aren't performing a slingshot launch described in the preceding paragraph). 4) Yell CLEAR! then run or step into the.air as soon as your nose man ducks. (At

HANG GLIDING

THE RIGHT STUFF least one pilot delayed too long which induced the nose man to stand back up to see what happened just as the pilot started running. They went on an unplanned, short-lived tandem flight together.) Be ready to make quick roll and pitch controls to thwart turbulence and adjust airspeed. Wait! Did you catch those four RBTs (numbered for your convenience)? Jump back and hang them on your memory rack for quick access. Also remember the gradual approach. Learn windy cliff launches in light conditions and progress slowly to the bully wind days.

tra drag slows you down. Begin the push with your shoulders and think of moving the glider at top speed, not necessarily your body. A firm and reliable control bar holding technique is required (see Hang Gliding Flying Skills for the recommended method). And now, a summary which should be internalized as RBT. I) Maximize running speed by holding the nose position (pitch attitude) that just lifts the glider and push with the shoulders or upper arms. 2) Push hard off the ramp or cliff edge and pull in slightly to dive the glider for airspeed. 3) As the glider swoops up, smoothly adjust to trim control bar position. Your first concern is airspeed, but you should push out, of course, to avoid any obstacle that may loom in your path due to a lunched lunging launch.

good smooth push off your last step, maintain a dive until flying airspeed is reached than adjust the control bar to fly away at best glide or so. Figure 2 shows the various steps during a typical calm cliff launch. This technique is fairly straightforward. The only thing we haven't covered is how to reach maximum airspeed at the cliff edge. Here's where all your good and bad launch habits will be exhibited in 3-D and thrilling Technicolor. If you have a habit of letting the nose rise or drop, or you have a Donald Duck run (after all, he's 50 and waddles), forget about launching unscathed or unscared from a steep cliff on a calm day. For all pilots inexperienced at such launches, I say practice running on the flat at least 10 times or until you can reach top speed in short order. I know you 're all too lazy to set your glider up in the park and run around, so do it the next time you land. No cheating, use full gear. Also, be sure to mark off the length of your allowed run on the practice field (ramp or cliff top length) for this is the realistic situation. OK, I've beat around the bush long enough. The secret to maximizing your run is holding the right pitch angle so that your glider lifts only its own weight as you run along. If it lifts more, your nose is too high and the ex-

CLIFF LUNGES By now you have probably figured that cliff lunging refers to those times when winds are calm and you have to literally dive off the edge. The techniques are quite simple to describe but require a bit of practice. The problem is that it is virtually impossible to achieve flying speed by running on the flat or even on a shallow slope. Also, most cliff launches are perversely short of running room (especially if a ramp is used since there never seems to be enough wood). It is a foregone conclusion that you will not be flying by the time you meet the cliff edge. So the technique is as follows: Achieve maximum groundspeed (which means maximum airspeed in a calm) at the cliff edge, leap into the sky with a

It all sounds exciting doesn't it? Well, it is and once you perfect your cliff launching skills there is not much to fear and plenty to enjoy. In truth, cliff launches are my favorite type due to the thrill of instant altitude. Perhaps there's some macho in me after all. Maybe I should bolster my courage and go face Mr. Fear like a man (with a proper equalizer, of course). Otherwise, I may be writing this didactic drivel indefinitely.•

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SEPTEMBER 1984

pasl determines the future. One of the wisemen of said that if you would know the study the past. course almost no one does that. It to lmman trait, when the subject gets larger than individual pe1·sonal experiences.

as ii ago, the past been all that bad. In those

!<,irk Girard ut Mt,

WA. Photo

l,y Jeff Hownrnn. ABOVE: Former

Director and President Vic Powel/,

pr<m1otion among our motorcycle bros, surfers, sailors, and individuals new kick out of life. Many of their own expertise and creative talents into the sport, 1mpr,ov1111g performance of the machine and the pilot. At that time almost everyone in general aviation knew that waste of time and effort, besides foolish and 11aiui,e,r011s hang gliding their off the

mancc in comparison to aviation aircraft, but the know anything about aviation they weren't flying general aviation airplames. was obviously doomed by

if we had depended upon general aviation to the job clone for us we would still be fa!]. into their government-induced trap on 1940's spam and trolled to the nth degree. took people who were outside the system and there-, fore not burdened and restricted conventional biases create, innovate, and operate the mendous outdoor recreational sport Some of the bros, surfers and sailors went on to other adventures, of the sport. We owe a round to their and determination to

materials that many others and they instituted system that reµ:ul:itecl itself. The federal government

wasn't needed. When John Harris made the first flight from Grandfather Mountain in 1974 the sport was regarded by many in the media as catering to thrill-seeking crazies. Things have changed in the intervening decade. The media largely perceives the sport as a thrilling but safe activity, as a sport in which not everyone would want to actively participate, but one in which almost everyone can appreciate its grace and beauty. The sport's enthusiasts cleaned up their act. Today there is a more mellow acceptance of hang gliding by the media. The sport has created and supports its own equipment manufacturers who are staffed by technicians experienced in producing quality products that the market demands. During the decade three things have not changed: Hang gliding is still fun; its beauty is still enjoyed by the public; and there is still no need for the federal government to involve itself in this outdoor recreational sport. THE FUTURE If the past is prologue, where is all this going to take us during the next ten years? Come closer Bunky and I'll tell you the truth ... I haven't the faintest idea. And if anyone ,says that they know what will happen, you may want to stand back and give them some operating distance. I can tell you, however, what a number of leaders in the sport have told me that they believe can happen in the next ten years. Their views are often based upon their individual expertise in the sport, therefore what I am presenting is an amalgum of those views and my own. The predicting business is hazardous at best, and I hereby disclaim any prediction that fails to come true while simultaneously claiming full and all encompassing wisdom and intuition in accurately foretelling the future for those that prove to be correct. The right predictions were obviously founded in a thorough appreciation of people and technologies, polished by wide-ranging personal experiences and an understanding of life and the human condition. I've established categories for the forecasts, all the easier for you to compare with your own thoughts on what is in the future for us. SEPTEMBER 1984

RECORDS A 400-mile straight-line distance. Out and return of 200 miles. The straight line distance record will be flown along the Appalachian Mountains.

DESIGN Evolutionary rather than revolutionary. Manufacturers will offer machines with no external cable bracing. The pilot will be totally enclosed within the wing after takeoff. The flying wing configuration will remain predominate. Increased use of graphite composites for structural members. New covering materials for wings will be lighter while offering increased resistance to abrasion and ultraviolet rays. This will result in a substantial growth in fixed wing designs. The flexwing rogallo will be lighter and continue its popularity. FL YING SITES State and local governments will be providing land for flying sites, both for takeoff and landing. Most flyers will voluntarily abide by site restrictions and controls, helping to keep friction to a minimum. Relations with private landowners will not be any worse than exist in 1984. Most sites on private land will be leased or owned by a flying club.

FAA The federal government will not significantly increase regulation of the sport, but a major battle will be fought to keep it that way. As in the first decade, there will not be a midair collision between a certificated aircraft and a hang glider. TRAINING There will be as much improvement in training in the second decade as in the first. Lighter weight training gliders with improved easy handling and landing capabilities, new equipment and techniques, and more highly trained instructors will change learning to fly from trudge and turmoil to a much more pleasant experience. This will result in an increased number of flyers who stay with the sport longer. Completing training without skinning a knee or elbow, or any mishap, will be the norm. The number of women flyers will greatly increase.

COMPETITION The number of flyers participating in official competitions will remain a minority, but competition will continue as the primary impetus for improving performance. Competition will continue its positive impact on the sport. A competition circuit will be created and operated similar to those that exist in other sports, and will be highly regarded. Unofficial competition such as club fun flys and performance achievements of club members will grow in popularity. LOCAL CLUBS Local organization of flyers will grow in popularity, responding to landowner concerns for site access control. Local clubs will be chapters of USHGA. They will continue to serve as the primary source of experienced leaders for election to national office. They will increasingly become involved with offering novice training, intermediate and mountain courses.

USHGA Membership will grow. The Association will continue to strike a balance between a concern for regulatory responsibilities and encouragement of enjoying the freedoms the sport offers. The self-regulator pendulum has swung back and forth between complete freedom in the past and attempts to over regulate. The sport has learned where the parameters at both ends exist and the problems associated with each. One can be so concerned and responsible that controls sap the fun from the sport. At the other extreme one can be so irresponsible that their actions damage the sport. Maintaining an effective balance will be a portion of the major work that continues into the next decade. The effort is greatly helped if every flyer makes an effort to inform their elected representatives or Hang Gliding magazine about matters of interest. Communication is not limited to negative feedback. Let the sport know when something goes well too. IN CONCLUSION The first decade of hang gliding involved the expenditure of youthful (Continued on page 33)

situations occur in month they develop most trequ.ently during the winter rnonths in summer) and when strong winds blow through stable air the tirnes when thermal develop·· offer an alternative fonn

the number

mountain

standing

waves) can develop. in the discussions of thermal this

from tl1e White Mountains in tlie Owens Valley. The generate one of tlic most incredible waves by tur/Julence in the wave rotor. He survived /Jy paruchuti11g lo safety. valley. One suilplane pilot was lorn from l1is wrel'lrnc•e was examined it determined tl1at the r1lane failed under a negative load. Photo by Pele Brock.

presents a general description of the forces involved then discusses each of the various factors at work. Causative Force After sinking on the lee side of the ridge, the air rebounds upward. In a meteorological phenomenon not fully understood, the rebounding air can go even higher than the original ridge lift. While ridge lift commonly reaches a few hundred feet above the crest, lift in the first wave behind the ridge may reach

altitudes JO times as high as the crest. The air sinks, then rebounds again somewhat less than before, then sinks (also to a lesser degree), and so on. The pattern of lift followed by sink is repeated on an increasingly smaller scale until all the energy of the initial upward force is either expended or disrupted. Waves can be compared to ripples in a stream produced by a rock or other obstruction. As the water (air) moves over the rock (ridge), it's forced upward, then forms leeside ripples (waves). While the ripples (waves) appear to be stationary with repsect to terrain, the water (air) that forms them is constantly moving. Wave Amplitude The height of the wave crests (called the "amplitude" of the wave) is determined by the stability of the air, the size and shape of the ridge, and the wind's velocity and orientation against the ridge. That is, wave crests are higher when the air is more stable, the ridge taller and its leeside slope steeper, and the wind stronger and more nearly perpendicular to the ridge. Wave Length The wave length - the distance from crest to crest or trough to trough - is determined by wind speed and stability of the air. Wave length is longer when the wind is stronger and the air LESS stable. Typical wave lengths are from 2 to 25 miles. More precisely, the wave length is one-fifth the average wind speed in knots (somewhat over onequarter the speed in miles per hour). When amplitude is greater, wave length is shorter.

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plete with an "upslope" band of lifting air and accompanying leeside sink and turbulence. Wave lift is characteristically smooth - some of the smoothest lift ever encountered. The lift tends to be mild, although climb rates of 300 to 1,200 fpm are not uncommon. Waves offering the strongest and most consistent lift are those with highest amplitude and shortest wave length. Leeside turbulence in a wave situation is proportionally strong. Turbulence occurs most frequently and is most violent in the form of rotors forming in the first trough behind the ridge. These rotors usually reach from the ground to the ridge crest and can extend several miles behind the ridge. Any pilot contemplating wave soaring should be aware that wave rotors are the most severe form of air turbulence known. They have destroyed numerous sailplanes and killed some of their pilots. FACTORS AFFECTING WAVE FORMATION A specific set of conditions must exist for waves to form. Fortunately, these conditions occur fairly frequently.

Meteorological Conditions

Ideal conditions for wave formation are a stable air mass between two less stable layers (allowing the wave to rebound) and laminar air movement with a constant velocity of at least 15 mph at ridge crest level and increasing with altitude. A moderate wind combined with a shallow layer of great stability produces greater wave amplitude than does a strong wind combined with a deep layer of moderate stability. Waves usually occur toward the end of the day when winds become strong enough to disrupt any developing thermals and at night when the cooling of the earth creates a stable layer. Terrain Features Ideally, the obstacle is a long ridge (to prevent the air from simply flowing around it), perpendicular to the wind, with a smooth surface and a steep lee side. The steepness of the ridge's leeside slope is the most important factor in determining wave amplitude (and, unfortunately, rotor strength). If a second ridge is located one wave length (or "period") or exact multiple of wave lengths leeward of the first with no major obstacles in between, the wave is

Lift Bands and Leeside Sink, Turbulence Each of the successive waves forms an individual "ridge lift" situation, comSEPTEMBER 1984

amplified, i.e., its amplitude reinforced and increased. Another ridge or other major obstacle occurring downwind but out of "sync" can disrupt wave flow. Waves, particularly those amplified by a second lift-generator, have been involved in many impressive altitude gains achieved in a hang glider. If the ridges involved are of sufficient length, an amplified wave can also produce memorable and noteworthy crosscountry flights. HOW TO IDENTIFY WAVES If there is sufficient moisture in the air, waves are accompanied by distinct cloud formations which make identification relatively easy. On cloudless days, you'll need to rely on your ability to feel wave lift.

Cloud Formations Given sufficient moisture for condensation, clouds provide a great deal of information about wave conditions. Clouds Upwind of or Above the Ridge. Clouds in front of the ridge or over the crest indicate the relative stability of the air and thus the likelihood of

1983, Owens Valley California: Larry Tudor combines the wave soaring potential of the Sierra Nevada and White Mountains, near-perfect conditions, and his own superlative crosscountry skills to fly over 221 miles, setting a new world distance record. wave formation. If stratiform clouds appear ahead of the ridge, the air is stable and suitable for waving soaring. "Wave Window." When waves develop, any clouds upwind of the ridge dissipate in the sinking air leeside, producing the characteristic "wave

Fl'fJNG ~ TO WAVE UF1

window.'' "Wave" Clouds. Lenticular clouds form above the crests, their spacing providing visual evidence of the wave length. Clouds which are clearly lenticular indicate a larger wave amplitude than those exhibiting less obvious lenticular form. These clouds appear stationary regardless of how much wind blows through them: rising warm air in front of the crest builds the upwind edges of the clouds, which dissipate along their downwind edges with the cooling of the descending air behind the crest. "Rotor" Clouds. Scraps of clouds like long bands of stratocumulus clouds often mark the locations of rotors in the troughs. Smooth, Constant Lift Aside from cloud formations, a wave is characterized by lift that lacks the turbulence usually associated with thermals. On cloudless days, this characteristically smooth lift may be the only evidence of a wave.

HOW TO SOAR IN A WAVE Soaring in a wave is similar to soaring in ridge lift, but on a much larger scale and with a proportionally larger number of potential hazards.

Use Ridge Soaring Techniques To enter wave lift, a hang glider pilot must climb to its altitude in either ridge or thermal lift. When the lift suddenly becomes strong and smooth, you're in the wave. Explore the region for the area of best lift. From this point, use the same techniques you'd use in soaring a ridge. That is, make back and forth passes across the wind flying at minimum sink speed, and make flat turns away from the "hill." Remember that the lift band tends to lean upwind as you gain altitude and enter regions of stronger winds; take care to stay within the area of best lift. In wave conditions, the wind is normally too strong to allow a hang glider to penetrate upwind. Further, current hang glider performance means that flying downwind to the next period is usually out of the question. That leaves three useful directions you can take in HANG GLIDING

EMPLOYMENT OPPORTUNITY

CRYSTAL AIR SPORTS, ONE OF THE OLDEST

wave lift: you can use the lift to gain altitude or to extend your distance in either direction across the wind, as in ridge soaring. Beware of Potential Dangers There are a number of possible hazards associated with wave soaring. With proper precautions and constant attention, however, these potential dangers can be avoided. Severe Sink and Turbulence Between Lift Bands. If your route takes you across a series of waves, (or if you decide to try another wave either down or upwind), be prepared for strong sink and severe rotor turbulence between areas of lift: they can be amazingly strong and widespread. This hazard is particularly treacherous because it's often difficult to recognize that you 're in a wave, and it's essential that you do so before you leave. Hypoxia. Because waves can carry you to very high altitudes, you need to dress warmly and carry oxygen if you anticipate wave soaring. High Winds Aloft. You also need to be prepared for the higher winds that generally are found at higher altitudes. These winds can blow an unattentive pilot back out of the area of best lift or even into the wave cloud. Wave Clouds Closing Under You. Another potential hazard of wave soaring is that if the wind decreases, the wave cover can close beneath you. If you see the windows closing, you have three choices: • Wait for them to reopen. (Obviously, this option is viable only in the early parts of the day.) e Make a rapid descent (a spiral dive, if necessary) through one of the remaining open portions. SEPTEMBER 1984

• Fly downwind to flatter terrain where the clouds are less likely to descend all the way to the ground. This option is viable ONLY if you know the altitudes of all nearby mountains and the altitude of cloudebase. Extended Twilight. Wear a watch and keep track of time. Remember that twilight is longer at higher altitudes; be sure to leave yourself enough daylight for a safe landing.•

AND IJ\RGEST HANG GLIDING BUSINESSES, is looking for the right individual to join our organization. Primary responsibility will be in the area of instruction. Crystal has recently acquired the use of a new 140 foot southwest facing training hill and expects to expand its operation to include additional training hours and evening training. Training in the use of our unique "Crystal Simulator" will be provided as well as familiarization with our other customized TP.nnessee training methods. USHGA Basic Instructor Certification desirable, or at least experience in training and all other requirements for certification completed. Duties will include: Instruction from "Simulator" to mountain lessons using approved techniques; Maintenance and repair of training equipment (tho Crystal uses new state-of-the-art intermediate trainers, reducing the maintenance effort); Simulator preventative maintenance; and slope grooming. Sales of equipment will be an equally important responsibility. Crystal pays extremely liberal commissions in order to encourage sales activity. Therefore, only those applicants who are "into" sales will be considered. Friendly, out·going, assertive are the qualities we seek. Crystal has a large inventory of current gliders and accessories to support an energetic sales person. Experience in glider repairs as well as a desire to do this type of work is required as Crystal does offer this service to its customers. Compensation: Hourly rates will be paid on a contract basis for training, maintenance and repair work as available (averaging 35 hrs/wk in season April through October). Commissions will be paid on major equipment items and lesson packages. Limited use of" shop equipment" is permitted. Profit sharing and potential for ownership is negotiable. This position offers a high degree of responsibility and creative freedom. What you get out of Crystal will be entirely determined by what you put into it Crystal is a progressive, development· oriented company. We are the ones who created the world's only Real-Environment, Full-Flying Hang Glider Simulator. We are one of the leading authorities on aero towing of flex-wing hang gliders. Our sister company publishes the only independent magazine devoted to hang gliding and ultralight soaring !WHOLE AlR]. We represent only the finest equipment available. If you would like to be part of this team and consider yourself a high energy, positive person, please contact: TOM PHILLIPS 615/825-1995 Crystal Air Sports Rt 4, Cummings Hwy. Chattanooga, TN 37409

1985 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its ninth annual call for nominations to the National Board of Directors. Eleven positions are open for election in November, 1984 for a two-year term beginning January 1, 1985. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than September 15, 1984 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their term expires December 31, 1984. Ballots will· be distributed with the November issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than September 15 to: USHGA, P.O. Box 66306, Los Angeles, CA 90066.

REG.#

CURRENT DIRECTOR

STATES WITHIN REGION

Doug Hildreth Gary Hodges Bettina Gray Bob Thompson Dean Batman Bob Collins Vic Ayers

Oregon, Washington, Alsaska Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, Texas, New Mexico, Utah Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia

Steve Coan

Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands

Paul Rikert

New York, New Jersey

3 4 7

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM

I hereby n o m i n a t e - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - (Please print name, address and phone number)

as a candidate for Regional Director for Region # ___ . I understand that his/her name will be placed on the Official Ballot for the 1984 Regional Director Election, if three nominations are received by September 15, 1984.

I have notified the above person and he/she has accepted the nomination. N a m e - - - - - - - - - - - - - - - - - - - - - - - - USHGA # _ _ _ _ _ _ Region# _ _ _ _ __ Mail to: Elections, c/o USHGA, P.O. Box 66306, Los Angeles, CA 90066.

In an era when most 'gliders are so similar that it is often difficult to tell them apart, it's UP'sattention to detail that makes the difference between the best and the also rans. Top test pilots, like Paul Robinson, spend hours refining details that show up on the UP production gliders so you can be sure of the best when you order a new wing. The UP COMET series by Ultralite

Products reflect those careful considerations that the UP design team incorporates in every 'glider that we build. At UP we know that the demands of competition are as varied as the conditions that our gliders are designed to fly in. That is why the new UP COMET 2 in three sizes, otters more tuning capability and performance options than any other 'glider in the world. The C-2's tip tensioners,

for example, allow the perceptive pilot to adjust his wing to compensate for the days flying. Whether it be a ridge soaring speed run, an XC task in crankin' midday thermals or a smooth evening glass-oft, the COMET 2 beats them all. Need Speed? The C-2's optional fairings, trench connection, and insulated speedbar are the answer for the serious competition pilot

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ACCIDENT 1mvmw by Doug Hildreth This mid-year report is once again being writ ten to encourage you to send in those cards and Jeucrs. l can't do it without you. I have received reports or four deaths so far, two and two towing. I have received 50 reports in total. Lam1chi111?, There have been four reports of accidents involving wiremen at launch, inexperienced wire persons, over-aggressive pilots, and "failure to communicate." The 11snal stalls, stumbles and ground loops persist. Hook in. There have been four failures to hook in. Strong wealher. There have been several incidents of strong winds or incxpe1·ie11cc preventing penct ration to the landing area. One fellow had a successful tree landing, unhooked, was halfway down the tree when he fell out or the tree and broke his leg. Surf. There have been two landings in the surf. One fatality and one almost. Parachutes. There have been six reported parachute saves. Tumbles. Rumor has it that there have been a number of tumbles, apparently rnost (all?) were associated with strong thermals or rotors. I have received two reports on tumbles. A manufacturer asked me why I didn't know abo11t all the others. l told him it was because he had not sent in any reports. That may apply 10 you too. (See Consumer Advisory.) Pri~rngllt, hook-in wire1lerson: Keep the wings level, the nose down. Pay at-

tent.ion in the air. Plan your landing approach. Respect the surr. Repack that parachulc. Take that first aid course.

FLY SAFELY. Doug Hildreth Chairman, Accident Review

SUSPENSION SYSTEM SAFETY CONSIDERATIONS by Eric Raymond

one of the leading harness manufacturers I reel it is my duty to write this art iclc, to try to correct several dangerous problems I see with harness systems. Most pilots fly with locking aluminum carabincrs rated at about 5,000 lbs. They believe this to be adequate, however, when I did the load tests on my harnesses several years ago, the bincrs were breaking first, at only half their rated strength. Aflcr this I went to bincrs that came with a test sheet showing that they had been

individually tested to 5,500 lbs. This still didn't solve the problem. The reason? We arc using carabiners improperly! They arc designed for climbing rope, not stiff webbing. The standard load test uses steel bars which roll in1 o the extreme corners of the I).,ring. The gliders in production now arc supplied with two-foch wide hang loops that are double thick at the hook--in spot, to reduce wear. This makes it so stiff that it will never scrunch up into the corner of the even under load. The result is that the gate side of the bincrs is loaded up and the biners break, releasing the parachute bridle so the chute is losl when thrown. Two fatalities in Germany from this very event caused a law to be passed, requiring an interconnect·· ing link between chute and harness straps. I prefer not to fall out of my glider at all so 1 use a steel carnbincr rated at 11,()00 lbs. Here's another way you can break your aluminum biner. You go weightless for a moment, the harness straps float up over 1hc locking ring, and get caught on it when the load comes back. Hard to believe, but it has happened.

19114 FATAUrms State

Pilot

Cause

California

Ilcatly, Garth

New Mexico

Bell, James

rsanded in surf' and drowned. Flew into rotor.

Arizona

failure to hook in. llarrison, Mike Towing, no information.

Shook . .John

n-ri11g rnra/,/n('rs nre design('d for r<'/"'· Nole how W/"' ,wtomatirally slides i11to 1/1e rome/'

of the "[)"

Wid(' llwbhing rommon to ha11g glida lwr 11esscs may lour/ t/1e rnrabiner improperly Herl' the straps havl' hung up 011 the locking ring cm 1/11• gale.

HANG GLIDING

SAFETY FORUM PARA CHUTE CONTAINERS When I designed the first internal chute containers in 1979, I solved the problem of accidental deployments by using two-inch wide velcro, and shaping the lid of the container properly. Now, five years later, I have come to the conclusion that the harness shrinks, the container shrinks, and the velcro wears out. The chute will never shrink, if anything it gets bigger from sloppy repacks. These factors have resulted in several accidental deployments. The best way to prevent this is with curved pins locking the container shut. They must be curved to assure deployment when the chute handle is pulled in any direction. This feature is now standard on all my harnesses, and I believe it is a must. I also believe that all external chute containers should have this. It's an easy retrofit to any container. First, four small grommets are instal!ed, two in the front cover and two more through the velcro, directly underneath. Then small loops of bungee are pushed through these, and locked by the curved pins. These are attached to the chute handle with small pieces of parachute line. Bungee is used for the locking loops because it prevents the pins from coming out accidently. I am making a retrofit kit available for $10.

very sensitive to damage from the sun, much more so than sailcloth. Many harnesses on the market now are made with thin seat belt webbing. They may be strong enough when new, but the UV radiation goes through such thin webbing, damaging all the fibers, and causing strength losses of 500/o or more. The UV also goes right through your chute container, damaging the canopy, lines, and the bridle. Kevlar bridles are even more sensitive than nylon, and should have a protective sleeve over the exposed section. I don't fly with or recommend Kevlar bridles because they have almost no stretch, increasing opening shock stress on the pilot, harness, canopy and lines. A pilot was recently killed in Europe when his chute "just blew up" on high speed opening shock, with broken glider. We don't know for sure what happened but UV degradation is a good possibility.

Never use direct sunlight or heat to dry a wet parachute. The most dangerous chute for high speed openings would have both Kevlar bridle and lines. When looking to buy a new chute, strength should be a higher priority than small size and low weight. Look for features such as V-tabs attaching the lines to the canopy skirt. Also, I have been alarmed by the high sink rate of the smaller chutes when landing at high altitudes. I now fly with a 26-foot chute, and for aerobatics with a ballistically deployed chute.•

The purpose of this article was not to sell carabiners. However, the Jl,000-pound steel biners mentioned may be hard to find. If you can't find one locally they are available for $20 postage paid from Eric Raymond, 33274 Baldwin Blvd., Lake Elsinore, CA 92330 (714) 678-3931.

HARNESS DESIGN Recently, a pilot in France was killed when he fell out of his harness during parachute opening shock. He fell through the neck hole, without damaging the harness. The shoulder pads on this design are only held together by a piece of bungee, and the webbing does not cross behind the pilot's back. When the pilot slides forward in the harness, the shoulder pads spread apart so he can fit through. If it's too easy to get in and out of your harness it may not be safe. ULTRAVIOLET DAMAGE Never leave your harness in the sun! Nylon thread, webbing and cloth are

SEPTEMBER 1984

Crossing slioulder straps tend to pull together as the pilot slides forward. Non-crossing straps may slip off the pilot's shoulders. All photos by Eric Raymond.

USHGA CHAPTER NEWS edited by Joel Howard "Newsletter" Water Gap Hang Gliding Club (#44) 46 South Broad Street East Bangor, PA 18013 Terry Shoemaker, editor; Christy Callahan, assistant 6/84 - According to site director, Bruce Hummer, there are no guest privileges at the Kirkridge site. Pilots found flying illegally will be fined and future privileges revoked. "RidgeRunner'' Rogue Valley Hang Gliding Assn. (#45) P.O. Box 311 Medford, OR 97501 Guy Parker, editor 5/84 - On Saturday, May 5, Terry Tibbetts roared off the Walker North launch and landed three hours later at Walker School ±42 miles away. Walker School is southeast of Ashland. Until this year, the unexplored territory downwind between Walker and Bluie had only been entered once. According to Joseph Bova, this area is the missing link in the potentially long night from Walker-Sexton to Ashland (47 miles) and beyond. 6/84 - Eleven RVHGA pilots competed in the 1984 Eagle Tradition XC Contest. Dave Lapp was first with a 46-mile effort while Terry Tibbetts and Rod Newton tied for second at the 27-mile mark. "Newsletter" Southern New York Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY 10546 Bob Havreluk, editor 5/84 - In case you think that your chapter/club/society has intense internal infighting, you should read the last few issues of the SNYHGPA newsletter. These pilots are really going at it.

In print, no less. So if you want to feel good about your flying community, you should read the fallout from this fracas. 6/84 - With apologies to the hardest working editor in the entire USHGA (Bob Havreluk) I must report that the letter writing reported above continues. Yikes! Do these pilots need ground turbulence, too? Huh, Bob? "Thermal Flyer" Arizona Hang Gliding Assn. ((#4) 4319 West Larkspur Glendale, AZ 85304 5/84 - A recent accident has forced the local pilots to examine their preflights. According to president of the AHGA, Hans Heydrich, "the control bar keel-pin was not in place when the glider collapsed." The pilot lived but sustained serious injuries after the glider collapsed when the control bar came out of the keel bracket on final. The glider plunged in from about 30 feet. 6/84 - Northern Arizona hosted three long XC flights from the Sheiba site. Bob Thompson flew 161 miles, Bruce Ruefer got 139 and Hans Heydrich did 100. Thompson finished just short of Shiprock, NM, while Ruefer landed at the base of the Lukachukai Mountains. 7 /84 - 50-mile placques were awarded to John Johnson, Scott Schuff, and Bruce Ruefer. A 25-mile placque was received by Dave Evans at the June meeting. The Thunderbird site is now gone, don't fly it. "Newsletter" Marin County Hang Gliding Assn. (#26) 613 North Milpas St. Santa Barbara, CA 93103 Bonnie Nelson, editor 6-7/84 - Ken deRussy reports of four 50-mile flights from the

Eliminator launch. The pilots were John Lochner, Ron Ober, Jeff Huey and Jim Graham. Jeff Huey also was the top finisher in the George Hammond Perpetual. "The Flier" Ultralite Flyers Organization, Inc. (#31) P.O. Box 81655 San Diego, CA 92138 Steve Koji, editor 5/84 - On Sunday April 15, 1984 Dave Whithall flew Mt. Laguna to Palm Desert in 3: 50. The distance is approximately 58 miles and allows Dave to take the lead in San Diego's XC competition. 6/84 - Memorial Day 1984 will be a day for all San Diego pilots to remember. It was on this day that Steve Koji, Glen Volk, and Cindy Windsor broke San Diego's 100-mile barrier. All three launched from Horse at ± I :30 with Koji landing 3 Yi hours later at Landers, California for a 105.8 mile flight. Volk landed his 180 Streak near Twenty Nine Palms, 103.3 miles from launch while Windsor landed just short of Volk for a distance total of 101.5 miles. 7 /84 - Scott Smith reports from Palm Springs that Cal Trans will be officially recognizing Vista Point as a hang gliding site by lining out a hang glider set-up area. The area should be large enough to handle up to ten gliders. "The Soaring Times" Utah Hang Gliding Assn. (#58) 5/84 - The Draper, Utah Police Department has flattered hang glider pilots by immortalizing them on their official police patch. Police Chief, Randy Long said, " ... the only things that Draper is nationally recognized for is the Widowmaker (a local site) and hang gliding.''

HANG GLIDING

USHGA CHAPTER NEWS

3rd of a Series

"Flight Line" Wings of Rogallo (#66) 18880 Tilson Ave. Cupertino, CA 95014 Greg Shaw, editor

"The Oregon Hang Glider" Oregon Hang Gliding Assn. (#36) P.O. Box 897 Oregon City, OR 97045 Gordon & Natalie Gibbs, editors

6/84 - The First Ed Levin Silent Airshow is an attempt to show the South Bay area what hang gliding is all about. The Silent Airshow will feature hot air balloons, balloon drops, tandem demo, formation flying demo, skydiving demo, aerial ballet, and much more. The date is September 23, 1984 at the Ed Levin Flight Park. 7 /84 - Fifteen pilots entered the Hang III (Intermediate) Contest. Dave West took first, with Jim Herd second, and Bari Thoe third.

6/84 - The Pine Mountain '84 was a staggering success with 31 pilots from all over Oregon and some out-ofstaters. Mike Rabe of Portland flew 90 miles for first place trophy and a Wills Flylite harness. Mike Kelly from Bend got second place for his 77-mile flight. Joe Evans, also from Bend, was in third with 65 miles.

"The Yankee Flyer" Connecticut Hang Gliders Assn., Inc. (#34) 66 East View Road Terryville, CT 06786 George Morin, Jr., editor 4-5/84 - Deane Williams authors a very readable method for finding the exact distance of your last long XC flight. The Great Circle Method requires the exact latitude and longitude of launch and landing and a few punches on your calculator. Check this article out, mileage freaks. It c~rnld settle many arguments. 6/84 - On May 6, 1984, Randy Adams of Stockbridge, Massachusetts launched from Ascutney in Vermont and flew 98 miles to lpswitch, Massachusetts. Adams and his Duck were joined in the 90-mile club by Steve Arndt of New Hampshire who flew close to 95 miles from Ascutney on May 18. 7/84 - The CHGA celebrates its 10th Anniversary in July. Best wishes and good lift to all in your second decade!!

SEPTEMBER 1984

CRYSTAL AIR SPORTS

10th

"Newsletter" Rochester Area Flyers, Inc. (#41) 1744 Jackson Rd. Penfield, NY 14526 6/84 - The RAF has had lots of progress in their attempt to increase the number of local hang glider pilots. Their Student Development Program has seen eight local pilots receive instructor training. 7 /84 - Wal tons Hill was recently acquired as a primary training site. It is over 100' facing due west, and acres of landing area. Walton is a very promising soarable ridge.

-, / 1-

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N 0. 7 - Crystal is celebrating its 10th Anniversary in 1984. For all those years, Crystal has been a leading innovator in delivering flight and gear to pilots and student pilots. Don't you want to fly with a leader? Call TOM today! Phone 615/825-1995, or write Rt. 4, Cummings Hwy.,

Chattanooga, TN 37409

Ducks Sweep So. Cal. Regionals! 1st: Kevin Kernohan 2nd: Steve Pearson

5th: Rob Kells

4th: Gene Blythe

6th: Rick Rawlings

Each year, the Southern California Regional Championships is one of the most competitive meets on the circuit. It is the only meet other than the XC Classic to have earned more than 400 USHGA competition points in each of the last four years . This year was no exception; eight of the top 16 nationally ranked pilots flew in the So. Cal. Regionals . Seven of those eight chose to fly WILLS WING DUCKS in the meet. Six DUCKS finished in the top ten, and five DUCKS finished in the top six, including a sweep of first and second place by Kevin Kernohan and Steve Pearson . WILLS WING DUCKS have now finished at the top of every major meet held thus far in 1984.

Competition successes like these are a lot of fun for us, and they are a nice tribute to the unsurpassed total performance package of the WILLS WING DUCK, but they are not what we have in mind when we refer to Wills Wing pilots as " WINNERS ." Whether or not you ever end up with a first place trophy in your hands, you ' re a winner every day when you fly a Wills Wing glider. You ' re flying the highest quality footlaunched aircraft ever produced, and you ' re backed by a company of dedicated professionals who have made an unprecedented commitment to safety, customer service, and consistent support of the USHGA, the HGMA, and the professional , full service retail dealership. We' re doing everything we can to make this sport and this industry everything they can be. We want you on the team. Join us . Be a WINNER!

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Autl,or Katherine Holden and Krn deRussy launch tan1)cm from l,a Curnhrr Peak, near Santa Bar/,ara. CA. INSET: Kat/1erine gel.s the feel of tl1e l1Un1css. /llwto.,; by Hug/1

nr,1·~n1rn1 dreams and the timelessness

ing to~:etl1cr his own narm:ss,

myth. The ill-fated escape of Icarus, the son who disobeyed his father and flew too close to the sun ... I wasn't about to disobey Ken my teacher. had the know·leclge and the cxperienct:. held the power of flight. It was in September that I mustered the courage to approach Ken, who owns the Hang Glider Emporium in Santa Barbara. Over the past ten years he has instructed more than 1,0(){) students. He gave me confidence. I decided I didn'I just want to go along for the ride. I wanted "hands-on, It seems that far more men want to

Tip her up a bit. OK, OK, ... now run ... " I ran. And I flew. Just a few feet. It's hard to say, because I was unaware how far off the ground I was. I was filled with the sense of flying. Now I felt ready to fly tandem. It is possible to fly tandem without these preliminaries, but I wanted to feel something of the sport before my brief flight. I knew that unless we had excellent conditions, our flight would last only 20 minutes. To record it all, I mounted a Nikon camera with a motor drive on one wing of the glider, complete with a wide angle lens and a 10-foot cable release. We balanced the camera's weight on the other wing with a plastic bag filled with earth ... like an offering from the mountain for the coastal plain. The Chumash Indians considered La Cumbre Peak the highest point of the world, and came there for purification rites. Preparing for the tandem flight felt

like a rite, and as I looked out over Santa Barbara and the channel, life felt wonderful. My ten-year-old daughter was there to watch her mother fly. I want her to sense the possibilities of life. Finally we stood poised, hooked into our harnesses and ready to run. Ken was ready. I was ready. We ran. It seems we ran less than 25 feet before we flew. The bond with the earth broke so quickly it surprised me. So did my lack of fear. I think I spent the entire time grinning. The earth looked fresh and tangible, the chaparral washed by the recent rains. Smells of sage wafted up, spicing the air. At first I felt as if the glider were attached to the heavens by a cord, which moved us around like a floating puppet. Then I let go of that image and just felt the freedom of it all. After launch we wiggled into the stirrups at the bottom of each harness and went prone. From the beginning the harness felt large enough to fit a Clydesdale horse, big and ungainly.

The Hall Airspeed Indicator A precision instrument for the serious pilot. Rugged, dependable

However once in flight the hugeness of it became a perfect cradle. We rocked through the skies, hitting little thermals as we soared over ridges. I clicked the cable release as we banked and turned. I could see right away it would be over all too soon. There, down below, two people were raking leaves, with a dog alongside. They stopped, leaned on their rakes, and watched us. I wished they were flying too. The feeling was simply magnificent, and surprisingly comfortable - almost as if I'd been there before, and I mused on our beginnings. When it came time to land we let go of the stirrups and swung back into a vertical position. At this point, close to earth, I moved behind Ken and had my hands on his shoulders. We came to earth, running. All four feet moved in unison and the landing was perfectly smooth. We were here, once again.•

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SEPTEMBER 1984

CONSUMER ADVISORY WILLS WING ADVISORY Wills Wing has had three reports of in-flight structural failures on Duck l 60's, all of which occurred in a twomonth period in May and June of 1984. One incident occurred in Europe, one at Kagel Mountain in Southern California, and one in the Owens Valley. All three incidents involved failures under negative loading, and at least two were the result of the gliders inverting. We have gathered all the information we are able to on these incidents, and we have re-assembled and pitch tested the glider involved in the Kagel Mountain incident. We have found the following: I) All the incidents involved very strong turbulence, yet all occurred in conditions that a significant number of pilots had chosen to fly in. 2) All the incidents involved early model 160's. 3) At least two of the incidents involved in-flight sail failures, and in one incident, the sail was the only component which failed in flight. We have no evidence that any defect of design or construction, improper adjustment, or lack of maintenance contributed to the incidents which precipitated the structural failures. The re-assembled glider passed the HGMA pitching moment requirements by the same margin as the original 160 did when certified. We do have evidence that material degradation of the sail cloth due to ultraviolet radiation (sunlight) played a part in the in-flight failure of the sails in two of these incidents. The sail has never been the primary failure point in an HGMA load test, yet in the Owens incident the sail was the only thing to fail in flight. Based on the pilot's logged airtime, we estimate that the sail may have lost 30% of its strength to UV damage, not including any strength lost to general wear. We don't know that the glider would not have broken anyway in the Owens incident if the sail had not failed. There are aspects of the design of the early model 160 which make the

sail more likely to fail in such an incident than would be the sails on late model 160's and 180's. The 160 has only one bridle, which concentrates the load at the bridle attachment point, and the early 160's had a single reinforcing patch at the bridle which, by its shape, may further concentrate this load. Late model 160's have a semicircular patch at the bridle in addition to the triangular patch. We make the following recommenelations: l) All early model 160's should be reinforced in the region of the bridle along the trailing edge. We will do the modification, for no charge, on any sail sent to us. 2) Any sail which has had prolonged UV exposure should be examined carefully, and reinforced or replaced if either is indicated. We estimate that 200 hours of flight time, combined with the associated additional exposure during set-up and breakdown, is enough to significantly weaken a sail. 3) Pilots who wish to minimize their chances of in-flight structural failure should recognize that turbulence is a statistical thing; there is a piece of it out there that can and will turn you upside down and/or break your glider. You can best avoid this by not flying when the wind is very gusty, when the thermal strength is enough to compromise your control authority, in the presence of storms, storm fronts, or wind shear, or in the lee of significant terrain in the presence of significant wind. The more time you spend flying in these conditions, the greater your likelihood of ending up upside down. All of these incidents occurred in conditions that many pilots chose to fly in, yet involved individual pieces of turbulence more severe than any the pilots involved had ever encountered. 4) Pilots who wish to maximize their survival chances should carry a parachute and know how to use it. Not one of these incidents resulted in a serious injury. In each case the pilot successfully deployed a parachute. It is highly likely that one or more of these pilots would have died without a parachute. 5) Pilots

must maintain their gliders, especially proper adjustment of their bridles. Staying right side up is the best way to avoid structural failure, and your bridles are probably the most important thing on your glider in keeping you right side up. There is no evidence that any of these incidents were caused by or related to improperly maintained gliders, but there is evidence that improper bridle settings will greatly increase the statistical chance of an inversion.

SKYTING ADVISORY by Gary Evans Several negative characteristics of the threaded skyting bridle have been learned through actual use. While they may not be reason to discontinue use of the system, the potential problems should be understood by the user. On two occasions the rope has snapped the pilot hard enough to draw blood. A full harness will minimize this problem but one strike was on the arm through a jacket sleeve. The potential therefore exists to be hit in the face or eye. The second problem is having the rope tangle while stripping through the rings. Occasionally the rope can be felt to spin around the base tube and then instantly unwind. It happens almost too fast to be seen, but it can be felt. During two releases the rope (7mm perlon) tangled on the body ring about four inches from the end. One pulled itself free after several seconds but the other required about a minute to untie using both hands. From these experiences we can draw several conclusions: I. A standard skyting bridle with a single three-ring release at the apex with a release line to the pilot's wrist is probably still the most foolproof system to date. 2. If you use a threaded bridle be prepared for the possible tangled rope. A knife should be carried for this purpose.

HANG GLIDING

CONSUMER ADVISORY 3. Always turn your head during release to avoid being hit in the face. 4. The possibility also exists for the unthreading rope to tangle elsewhere (e.g. sidewires, harness or base tube) with unknown results. Midwest Motorglider Supplies 2638 Roberts Waukegan, IL 60087 (312) 244-0529 AIRFRAME MAINTENANCE by Jeff Nicolay As owner and operator of Morningside Hang Gliders I'm concerned as a result of our performing from one to five annual airframe inspections per week. So far in 1984 fewer than three gliders needed no parts replaced or

spar straightening. What I would term as "danger" level dents are common, as well as bent leading edges. Mechanically shifting crossbar pivot bolts with obvious wear, some worn nearly halfway through, are turning up. Leading edges at the nose are nearly always in need of inner sleeving and replacement drilling and bushing, due to hole elongation from setting up, breaking down or accidental plow over or collapse before cable triangulation. Washout tubes and mount assemblies are often tweaked, and batten profile and sail tensioning usually need adjustment. Fraying cables near the kingpost apex are common as well, and some problems with seawater corrosion have been noticed. CHECK YOUR EQUIPMENT!

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SEPTEMBER 1984

(Continued from page 15)

(The Next Decade) energy that is often the byproduct of a new and vigorous activity. Not all of its energy was channeled into constructing a solid base upon which to build. Some of the energy was expended in generating internal heat and smoke. That too is a natural occurrence in the evolution of a sport and its organization. But we did progress. We have entered hang gliding's second decade with a more sure sense of ourselves. Equipment manufacturers listened to their customers, know where their customers are located, and are producing better equipment. That wasn't always the case in the first ten years. In Hang Gliding magazine an effective and reliable system of communication exists between the sport's participants, its suppliers and elected leaders. A reliable, effective national voice for the sport didn't always exist in the first decade. More flyers are realizing the necessity of overcoming differences and banding together on important issues. The flyer coming into the sport today has the benefit of an experienced national organization, and a cadre of local representatives who can offer help to safely learn skills that participation in the sport requires. That didn't always exist in the first decade. People participate in hang gliding for a variety of reasons, but the common element is that flying hang gliders is fun. We must accept the responsibilities that accompany the freedoms in our sport, but there is no need to cripple ourselves due to an excess of concern about either end of the Safe-Fun base line. USHGA offers the national structure for us to work together to assure that the pendulum remains centered between the issues of safety and fun, one concern not overriding the other. The first decade has shown us and the public that hang gliding can be safe and fun. To my mind that is the primary value that must be preserved in the next decade, assuring the balance. We can have both safety and fun without ignoring either. Hang gliding is a sport that offers Safe Fun. May it remain that way. With your help it will.•

'Meet your USHGA

Board of Directors by Hardj'~nyman

i~:--_:_~-'•~

Patt 2~-Continued from June 1984 HANG GLIDING

,. . . . - -=--=--=---=-- --=--=-- ,........ C--=-- ~--,......,.. -_,.__.

..-...--- - ~ - ~ ' .......

--....,:

Welcome back, dear readers! This column is reappearing here after a lapse period in publication, during which I was away, in India, attending the Himalayan Hang Gliding Rally. So now that I'm writing on schedule once again, we can proceed to meet the individual members of our board of directors, as was announced in the first article of this series. For those of you new or renewed members who are tuning in to this magazine as your first issue, I recommend you borrow or obtain the June 1984 issue, in which photos and names of all the directors were published (see centerspread of that issue), along with a graphic map of the U.S. showing the respective regions. It makes a handy reference for reading this column. The beginning article described the general workings and organization of the board of directors. And while referring to that article, please note on page 28, where committees are listed (column 2, paragraph 4). There are four more committees that were omitted, and those are: Commercial Relations, Competition Administration, Accident Review, and Site Procurement.

with a hang gliding club roster. Directors come and directors go ... and some merely transfer to other branches of "the body" (and undergo a change of title), as they are able, and as the need may arise. There have been two changes since this column began in June. Carol Velderrain, who resigned as USHGA office manager, has been replaced by Amy Gray. Charles La Versa recently resigned as director for Region 8, and has been replaced by Robert Collins. For a director change, other than at election time, the board must receive a recommendation and/or resume concerning any replacement candidate; and then each board member sends in a mail vote. Also note in July's Hang Gliding (page 6) that the terms of office for nine current regional directors will expire at the end of this year. I am aware of one change (a decline/resignation) that the election in November will bring, and .there will possibly be more. I will continue to keep you abreast of these changes, as they occur, for the duration of these writings.

THE CHANGING BOARD

REGIONAL DIRECTORS

The makeup of the board of directors reminds me somewhat of a multicellular organism - growing and taking on new cells and giving off other ones. That is, it (the board) is always changing, as is the case with any large, organized group. In most ways, keeping an updated record of board members is like keeping up

Now for the introductions, I'll begin with the members of the board's largest branch - the regional directors. Sources of information are from: (a) my past acquaintance, association and correspondence with the people, (b) responses to a mailed questionnaire

interview, and (c) some past Hang Gliding magazine articles. DESCRIPTIVE NOTE: Besides helping to govern the Association, the regional director fulfills a key role of representing his region at the board meetings. In doing this, he is the primary source of communication from the membership to the board, and vice versa. Other duties, within the director's region, include: appointments and/or renewals of USHGA examiners, observers, special observers, and instructor certification program administrators; waiving previous ratings; and investigation and possible mediation, regarding complaints against any instructor, observer or examiner.

REGION 1

DOUG HILDRETH SENIOR DIRECTOR (Outgoing} 1025 E, Main Street Medford, Oregon 97501 503-779-5240 Doug Hildreth has announced that he will not run for re-election when his current term expires in December. This comes after six years of service as regional director to the Northwest (three consecutive terms)! I would say that Doug has definitely served beyond the HANG GLIDING

USHCA Director and urddenf reuiew rnan /Juug rlildret/1.

recreation market. Then, we're still thought to 'hang on with our arms?' That one will survive us all." In other regional affairs, his involvement includes: serving as observer and examiner, membership in the second oldest hang gliding association in the U.S. (the Alaska Sky Sailors), authoring a monthly column and serving as coeditor for the club newsletter, and playing a supportive role in making instructors available to the Alaskan hang gliding community (recent and first ICP in Alaska - administered by Wills Wing). For overall promotion of hang gliding within Alaska, Michael was recently awarded the Floyd Griffith Memorial Trophy. It is an understatement that Alaska is a mountainous state, and from Michael's written comments, I gathered there is no towing currently done in the state. However, he does say the following: "The lack of roads to the tops· of many mountains opens possibilities for towing, and a cooperative and enthusiastic ultralight community here makes aero towing a distinct possibility in the near future. I'm very interested in the concept of towing as a 'boost' for hang gliding. It has the potential to offer hang gliding to people that otherwise would never have the opportunity or inclination to try it. I also believe it is a natural extension of the performanceimprovement direction we've been following since day one. We are truly approaching the area of performance which can rival the early sailplanes. Towing, I feel, is inevitable. If this be the case then the USHGA has a responsibility to see that towing operations be conducted by knowledgeable, safetyconscious individuals and schools. It's here, it's going to be done, let's see it's done safely.'' On the board of directors scene, Michael is chairman of the Site Procurement Committee and also contributes as a committee member to the Finance and Public Relations Committees. Being a director board member is a burden that he undertakes willingly, and feels rewarded with respect, recognition and gratitude regarding his dedicated service. The expense of travelling and attending the meeting constitutes a severe depletion of his funds, especially since travel to and from Alaska is so costly. He considers the benefits to the region 36

and the personal experience worth the outlay. I asked if he felt the USHGA should foot all the directors' travel bills, and he answered, "My budget disagrees, but I feel paying part of the travel expenses serves to insure a certain personal commitment to the board." About the Los Angeles headquarters office, Michael comments: "I'm confident in saying we have a lot of office for how much the staff is recompensed. Just as the Association receives a lot of energy and support from its BOD, the headquarters staff is performing a huge, mostly thankless service for the members. I congratulate Amy Gray on her appointment to office manager, and wish her a lot of luck and patience. Carol Velderrain's past service was monumental; I and the rest of the Association will sorely miss her skills, dedication, and humor." Following that, Michael adds that he rates Hang Gliding magazine a 9 (scale of I to 10), "for effective utilization of marginal resources." "It's amazing and fortunate," he continues, "that we have such a fine magazine in light of such a small national membership. I know of no other national publication that matches Hang Gliding, in terms of quality and representation, that has as small a membership as do we." For some final comments, Michael says, "Though not a hang gliding fanatic (I also enjoy bicycling, crosscountry skiing, and camping with my wife, Lara, and faithful canine, Icarus), I do love this sport. I'm extremely interested in seeing us through this 'plateau' period and moving on to a steady growth state. I'm convinced the members of the USHGA can make this happen ... hopefully soon. "Without a doubt I believe the board serves, represents and relates to the membership well. The commitment evidenced by each of the board members is inspiring. These people truly love the sport and are willing to sacrifice a lot of time, money, and effort to effectively represent their constituency. "And, Hardy, I'd like to thank you for these interviews. I'm looking forward to learning more about my fellow board members. "Everybody fly safely and promote hang gliding in your community." TO BE CONTINUED

(Continued from page 7)

(Marriage on The Rock)

her away. Although the wedding was not typical in setting, Tom Jones, a Hang III, sang "The Wedding Song" a capella. It brought a touch of solemnity and beauty to an otherwise bizarre environment. "It was real innovative," said Holly Obrecht, a Hang II. "They could not have had a better backdrop than Pennsylvania countryside.'' The day had dawned rainy and dreary, but by I :00 PM skies were clear and sunny, perfect for an outside wedding. Unfortunately, conditions were a bit too gusty for the couple to completely carry out their plans - to fly tandem at the conclusion of the ceremony. As winds were measured at 20 miles per hour, Fred, a Hang IV and an Observer, flew off alone. Raean, a Hang I, met her husband in the landing field. Immediately following Fred's launch were other pilots, many who enjoyed cross country flights of two-three hours at altitudes of 2,000-3 ,000 feet over launch. Danny Brotto, a Hang IV, flew 24 miles. Many pilots felt that some of the best conditions all year were experienced that day. Just prior to Fred's landing, 500 red, white and blue helium-filled balloons were released. Awaiting all the pilots in the landing field was a buffet-style reception, complete with music; a fourtiered, homemade wedding cake baked by the land owner's daughter, Caroline; several kegs of Budweiser beer and, of course, champagne. The land owners, Harry and Emma Jane Carbaugh, as well as their family, joined in the festivities, staying until the wee hours of the morning, personally making sure that no beer had gone wasted. Emma Jane had always hoped that someone would be married at High Rock. "A wedding at High Rock demonstrated the affection of the hang gliding community (for High Rock) in the Baltimore area," said Brad. "High Rock is 'ours.' It is a very dear site to a lot of pilots." Best wishes to Fred and Raean for a lifetime of happiness and highs together!• HANG GLIDING

RATINGS AND APPOINTMENTS BEGINNER RATING Name, City, State

NOVICE RATING Region

Name, City, State

Region

Jeff Breakey, Ashland, OR .......... I

Eric Troili, Snohomish, WA ......... 1

Tony Cerrato, Fremont, CA ......... 2 Rhoda Dray, Pacifica, CA ........... 2 Edward Gama, Oakland, CA ........ 2 Dean Gristlinger, Sunnyvale, CA ..... 2 Victor Mendez, Los Gatos, CA ....... 2 Scott Reeder, Aptos, CA ............ 2 Tayler Scott, Carmel, CA ........... 2 James Tigan, Grass Valley, CA ....... 2 Mark Williams, San Jose, CA ........ 2

Robert Allgeyer, San Jose, CA ....... 2 William Bannister, Santa Rosa, CA ... 2 Phil Chavez, Fresno, CA ............ 2 Chris Ballinger, Kensington, CA ...... 2 Jim Cox, Morro Bay, CA ............ 2 Rhoda Dray, Pacifica, CA ........... 2 Jan Faber, Oakhurst, CA ............ 2 Jim Flynn, Dinuba, CA ............. 2 Randy Forston, San Jose, CA ........ 2 Frank Gutierrez, Fremont, CA ....... 2 Robert Herlien, Pacific Grove, CA .... 2 Nelson Keuyon, Half Moon Bay, CA .. 2 Wanjae Kim, Union, CA ............ 2 Daniel Klein, Fremont, CA .......... 2 Michael McCarley, San Francisco, CA .. 2 Ed Rimmer, Scotts Valley, CA ....... 2 Casey Roche, Mt. View, CA ......... 2 Jeff Schuster, Berk, CA ............. 2 Geoffrey Tedlford, Iuveryess, CA .... 2 Kris Tucker, Mt. View, CA .......... 2 Jon Weiner, Berkeley, CA ........... 2 Gerald Wolff, Carmichael, CA ....... 2 Darryl Wong, Berkeley, CA ......... 2

Art Bashor, Tempe, AZ ............. 4 Johnny Clanahan, Tempe, AZ ....... 4 Fania Lee, Mesa, AZ ............... 4 Wayne Milyro, Albuquerque, NM .... 4 Cindy Payne, Phoenix, AZ .......... 4 Jack Payne, Phoenix, AZ ........... 4 Morgan Griffith, Lafayette, IN ....... 7 Robert Oren, Royal Oak, Ml ......... 7 Lynn Sarosik, Royal Oak, MI ........ 7 Bruce Church, Dunstable, MA ....... 8 Dan Clarke, Chagriw Fall, OH ....... 9 Bob Graff, Vienna, VA ............. 9 Warren Holtz, Euclid, OH ........... 9 Tom Janeczko, Spring Grove, PA .... 9 Robert Janson, Williamsport, PA .... 9 Matt Kollman, Crestline, OH ........ 9 Rose Mullins, Cincinnati, OH ........ 9 John Beavans, Raleigh, NC ......... 10 William LaRoque, Sparta, TN ...... 10 Bob Sloop, Nags Head, NC ......... 10 Linda Trueblood, Houston, TX ..... 11 Paul Gordon, Larchmont, NY ...... 12 Martha Halik, APO NY ............ 12 Charles Raiola, Sussex, NJ ......... 12 Dave Stookey, Pittsford, NY ........ 12 Frank Valenza, Carle Pl., NY ....... 12 Roger Williams, Mohegan Lake, NY .. 12

SEPTEMBER 1984

William Ayres, Tustin, CA .......... 3 Grant Bussard, Hemet, CA .......... 3 Aimee Cardozo, San Diego, CA ...... 3 Jesse Cox, Rosamond, CA ........... 3 Steve Dowdy, Long Beach, CA ....... 3 Juan Edwards, Norwalk, CA ........ 3 Jon Flugum, Simi Valley, CA ........ 3 Wiley Gilreath, Simi Valley, CA ...... 3 Richard Horvath, Santa Ana, CA ..... 3 John Mahony, Pasadena, CA ........ 3 Duane Hunn, San Diego, CA ........ 3 David Navarro, Santa Ana, CA ...... 3 John Pirie, Hermosa Beach, CA ...... 3 Ed Pollitt, Tustin, CA .............. 3 Randal Reynolds, Woodland Hills, CA . 3 Dan Shotthafer, Wrightwood, CA .... 3 Duane Wock, Granada Hills, CA ..... 3 Mark Brinkman, Salt Lake City, UT .. 4 Rick Brown, Salt Lake City, UT ...... 4 Hugh Sawyer, Telluride, CO ......... 4 Michele Reynolds, Evergreen, CO .... 4

Craig Thompson, Mesa, AZ ........ .4 Mike Woodward, Tucson, AZ ....... 4 Ruby Wright, Ogden, UT ........... 4 Wynn Wright, Ogden, UT ........... 4 David Metzgar, Missoula, MT ....... 5 Grady Cook, Little Rock, AR ........ 6 John Enrietti, Tinley Park, IL ........ 7 John Liepold, Heron Lake, MN ...... 7 Kamal Weda, Madison Hts., MI ...... 7 David Cherry, Indian Head, MD ..... 9 William Fontz, Pasadena, MD ....... 9 Andrew Cooper, Virginia Bch., VA ... 9 Kevin Cridge, Pittsburgh, PA ........ 9 Timethy Kelly, Saltsburg, PA ........ 9 Kevin Sinnott, Rockville, MD ........ 9 David Weibel, Scranton, PA ......... 9 Karla Werninghaus, Philadelphia, PA .. 9 Buzz Cardozo, Sarasota, FL ........ 10 William Carnall, Orlando, FL ....... 10 George Eastman, Nags Head, NC .... 10 Cathryn Harris, Miami, FL ......... 10 Ron McKinney, Grayson, GA ....... 10 Abbey Alfred, APO NY ............ 12 Henry Ammons, APO NY .......... 12 Allan Benglen, Rancocas, NY ....... 12 James Bowman, APO NY .......... 12 Robert Burdette, APO NY ......... 12 Joe Cinturati, Astoria, NY ......... 12 Jack Eckert, Stewartsville, NJ ....... 12 Richard Friend, APO NY .......... 12 Greg Hermann, APO NY ........... 12 Anthony Maddox, Ramstein Air Base, NY ............................ 12 Sal Mezzapella, Forest Hills, NY .... 12 Andrew Owens, Fayetteville, NY .... 12 Joseph Pierquet, APO NY .......... 12 Wilhad Reuter, Wapprigers Falls, NY .. 12 William Summers, APO NY ........ 12 INTERMEDIATE RA TINGS Name, City, State

Region

Ron Almeter, San Francisco, CA ..... 2 Jamie Buxton, Palo Alto, CA ........ 2 Karen Castle, Fremont, CA .......... 2 Dana Flener, Sacramento, CA ....... 2

RATINGS AND APPOINTMENTS Thomas Gill, Cupertino, CA ......... 2 Tom Johns, Saratoga, CA ........... 2 Steve Mills, Fremont, CA ........... 2 Bob Morken, Olympic Valley, CA .... 2 Bruce Roberts, San Jose, CA ......... 2 Larry Schuermann, W. Truckee, CA ... 2 Robin Taha, San Francisco, CA ...... 2 Dennis Baker, Corona Del Mar, CA .. 3 Pat Bockstahler, Encinitas, CA ....... 3 Paul Castillo, Thousand Oaks, CA .... 3 Bruce Knowles, Downey, CA ........ 3 Jesus Natividad, Fullerton, CA ....... 3 Michael Patterson, San Diego, CA .... 3 David Doig, Denver, CO ............ 4 Warren Fore, Denver, CO .......... .4 Terry Goss, Boulder, CO ............ 4 Elizabeth Jackson, Cripple Creek, CO ............... 4 Shawn Osen, Casper, WY ........... 5 Dennis Scripp, Wichita, KS .......... 6 Robert Bunner, Byron, IL ........... 7 Stephen Dillon, Chesterton, IN ....... 7

Daniel Ellert, San Francisco, CA ..... 2 Stan Hill, Willows, CA .............. 2 Gregg Pojol, Sunnyvale, CA ......... 2 Kirk Russell, Oakland, CA .......... 2 Ken Schreck, San Francisco, CA ..... 2 Cliff Wade, Willows, CA ............ 2 Tim Washick, Walnut Creek, CA ..... 2 Eric Worrell, Pleasant Hill, CA ...... 2 Kenneth Dennis, Santa Barbara, CA .. 3 L.E. Kaiser, San Diego, CA .......... 3 Joe Kutschka, Alta Loma, CA ....... 3 Terry Mann, Anaheim, CA .......... 3 William Plummer, W. Covina, CA .... 3 Brad Vircks, Banning, CA ........... 3 Daniel Zearing, Redondo Beach, CA .............. 3 Cindy Edvalson, Draper, UT ......... 4 William Henderson, Denver, CO ..... 4 Lisa Keller, El Jebel, CO ............ 4 Gary Pax, Aspen, CO ............... 4 Stephen Reeves, Lakewood, CO ...... 4 Jeffery Roberson, Salt Lake City, UT ................... 4 Mike Schuler, Albuquerque, NM .... .4

MASTER RA TING Name, City, State

Region

Aaron Swepston, Seattle, WA ........ I Scott Smith, Palm Desert, CA ........ 3 David Wiese, Cardiff, CA ........... 3 Bronze Awards Issued With Novice Rating Name, City State John Watson, Radnor, PA Mike Woodward, Tucson, AZ David Weibel, Scranton, PA Daniel Ellert, San Francisco, CA William Garrison, Waxhaw, NC Greg Wojnowski, Knoxville, TN Daniel Shaw, Flagstaff, AZ Randy Baker, Concord, NC Troy Hawker, Mankato, MN Donn Baumgartner, Austin, TX Norbert Kornyei, Lexington, MA Howard Gillis, San Francisco, CA

Wayne Gavrin, Madison, WI ........ 7 Thomas Jones, Timonium, MD ...... 9 Michael Melugin, Richmond, VA ..... 9 Rick Simpson, Euclid, OH ........... 9 W. Umstattd, ViIJanova, PA ......... 9 Randy Baker, Concord, NC ........ 10 Duke Daulton, Hickory, NC ........ 10 Merle Jones, Rising Fawn, GA ...... 10 Robert Lesser, Boone, NC .......... 10 Tim Snow, Charlotte, NC .......... 10 Richard Diamond, Houston, TX .... 11 Michael Reedy, Arlington, TX ...... 11 Henry Wise, Houston, TX .......... 11 Mark Frasca, Lambertville, NJ ...... 12 Harry Halfhill, Oswego, NY ........ 12 Gavin Warner, Altamont, NY ....... 12

OFFIClALS Robert Corbo, Dover, MA .......... 8 Name, City, State Brad Hays, Cockeysville, MD ........ 9 Kevin O'Brien, Stroudsburg, PA ..... 9 Lawrence Battaile, Nags Head, NC .. 10 Joe Brennon, St. Thomas, V.I ....... 10 Ben Burri!, Charlotte, NC .......... 10 Michael Clark, Charlotte, NC ....... 10 Bob Estes, Cary, NC ............... 10 Stephen Goldman, Gary, NC ....... 10 James Green, Winston-Salem, NC ... 10 Douglas Hileman, King, NC ........ 10 Robert Hustin, Boone, NC ......... 10 Jack Walter, St. Thomas, V.I ....... 10 Charlie Porter, Austin, TX ......... 11 Nathan Granger, Oakland, NJ ...... 12

ADVANCED RATINGS Name, City, State

Region

Dennis Bowman, Chico, CA ......... 2 Ron Edmunson, Aptos, CA ......... 2

Chris Boyce, Stanwell Park, Australia .................. Foreign David Davies, Capetown, South Africa ............... Foreign Rob Schutte, Titirangi Auckland, New Zealand .............. Foreign

Region

OBSERVERS: Kevin Dutt, Bakersfield, CA ......... 2 Steve Huckert, Tehachapi, CA ....... 2 Charles Price, San Jose, CA ......... 2 Jerry Sorenson, Sacramento, CA ..... 2

"L!b.

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

Send For FREE Brochu re

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HANG GLIDING

Steve Michalik, Okla. City, OK ....... 6 Lester Billings, Prince Fredrick, MD .................... 9 Bill Chambers, Fulton, MD .......... 9 Rick Downs, Elizabethtown, PA ..... 9 Robert Fitch, Tunkhannock, PA ..... 9 Bill Roberts, Glen Bornie, MD ....... 9 Stephen Krichten, Hanover, PA ...... 9 David Yanashot, Scranton, PA ....... 9 SPECIAL OBSERVERS: Martin Bunner, Zion, IL ............ 7 Gary Evans, Waukegan, IL .......... 7 Allan Bawell, Chester, VA ........... 9 Dave Stevens, Charlottesville, VA .... 9 Frank Stroman, Florence, SC ....... 10 INSTRUCTORS:

B - Basic A - Advanced * - Recertification B-Harold Locke, Issaquah, WA ...... 1 B-Larry Smith, Miranda, CA ........ 2 B-Debbi Renshaw, San Bernardino, CA .................. 3 B-Michael Sandlin, Thousand Oaks, CA ....................... 3 B-Alegra Davidson, Winsted, CT ..... 8 B-Richard Arndt, Rochester, NY .... 12 B-Henry Boessel, Pittsford, NY ..... 12 B-Peter Fournia, Rochester, NY ..... 12 B-George Horeth, Rochester, NY .... 12 B-Eric Miluk, Amherst, NY ......... 12 B-Robert McGovern, Canandaigua, NY ............... 12 B-Kenneth Zachara, Buffalo, NY .... 12 B-John Quarterly, Toronto, Ontario, Canada ........... Foreign A-Martin Beckenbach, Macedon, NY .................. 12 A-Steven Ostertag, Rochester, NY ... 12

SEPTEMBER 1984

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Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot

Getting you

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The faniliar VE .. 10 (including its predecessor models A, B, and D) is five years old now, And over the years ve have built about 9000 of them, ,,..e get nodel A's in for repair (crash danage or many seasons of rough wC!ar) and they go back out as quickly artd cheaply as a neY one, A typical repair bill for crash danage usually runs less then 30,00, With a background such as this, it makes a good investment at 179,00 (still), You hardly ever see then on the used r.,.arketplace, Instead they are out at the flying site on gliders all dented up and taped up, 11 \.lhy do you keep it?" 11 Because the thing still '.,'Orks like i t did when I got it,"

Sor.e of our dealers: Sunrise Country Inc, 1 Tokyo, Japan 03-433-0063 Tunnis Been Chandelle SF. Daly City 1 CA 4l5-756-0650 George \fuitehlll David Handel, Port Elisabeth, South Africa 041-335-364 Mission Soaring Center, Fref!lont, CA <108-656-6656 Pat Oenaven Winje & Co, Lillehan.ner, Nor1Jay 47-62-55875 Leif Winje \Hndsports, \Jan Nuys, CA 213-789-0836 Joe Greb lo La Houette, Dijon, France 33-(80)-56 66 47 Leading Edge Air Foils, Colorado Springs, CO 303-632-4959 Bill Raisner RAE ~larketing Ag, St Gallen, S\..'itzedand 071-23-39-62 Walter Roosli Skysoaring Industries, Thirroul, Australia 61-42-671794 Steve Kennard Sky Sailors Supply, Applegate, OR 503-846-7385 Steve Bissett Hainair Sports Ltd, Lancashire, England 44-706-55131 Jin lludson Murdock Sales, Christchurch, New Zealand 529-285 Kevin Hurdock

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

Rogallos Attention: MONEY$$ or trade in value for old, obsolete hang gliding stuff including magazines. Hang Glider Emporium (805) 965-3733. 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. COMET 165 - gold, black leading edge, red tips; excel. cond., tuned perfectly, flies sweet; low airtime; free shipping $995. (202) 726-6616 Jerry (301) 589-4474. COMET 185 - mint cond.; very low airtime; practically new. Free shipping $995. Paul (301) 862-2332, (301) 645-5213. DEMON 175 - Like new, rainbow sail, $775.00 Carson City, NV (702) 882-6968 ATTACK DUCK 160 - great deal; 6 mo. old, red leading edge, rainbow under surface; flies sweet; 6 hrs. airtime. Must sell. Free shipping $1,595. (202) 726-6616 (301) 589-4434 Jerry. GEMINI 164 - Excellent condition. Orange, gold, yellow, white. Best offer. Evenings (619) 291-1996. GEMINI 184 - wt. range 150-230, blue and white, orange tips. Like new; used only briefly in filming. $1075. Many others, from $200. - Call! UP/UTAH (801) 572-1537. NEW GEMINI 164 hang glider w/harness, 1982 - flown once, mylar insert, black leading edge w/gold spectrum sail. Hang glider still in original shipping container - will ship with cont. U.S. $1200. (314) 432-5595 or (314) 432-4017. GEMINI 134 - Beautiful blue, purple, black, tlown twice. $700 . (206) 748-0335.

MOYES METEOR - Rainbow red plus black w/w cocoon harness - large - both like new condition (312) 485-8883. PHOENIX 60 - with harness, good condition $500. (415) 873-3550 ext. 105 Keishi. RA VEN 209 - Low hours. Excellent condition $700. (602) 526-3620. WANTED RA VEN 209 - new to excel. cond. Also harness, chute, instruments (213) 379-2134. RA VEN 229 - wt. range 170-230, rainbow sail. Excellent for tandem or the larger pilot. $800. Many others, from $200 - call UP/UTAH (801) 572-1537. WANTED - Raven 229 good condition, driving distance for L.A., for good price. (213) 436-4891. RA VEN 209 - Immaculate, rainbow colors, 20 hours, $600. (206) 748-0335. SEAGULL 11 Meter - great condition, super performance, fun to fly, $495. Eipper Supine, $35. (602) 833-6017. SEAGULL METER - Yellow, red trim 194 squares. Very clean (419) 471-1621 $450. 160 STREAK - Emerald green, silver, white; with lightning bolt inlay, half ribs, sandwich cloth, N.C. X-C record holder (1983) $1295. - 160 Streak - Pacific blue, dark blue and white; low airtime, perfect condition, sandwich cloth $1395. 130 STREAK - Ilrand new condition $1600. 6 flights (619) 434-6824. 160 STREAK -

VIPER 175 - 81-82 Bennett. Double surface harness $875./offer Tahoe (702) 831-6415. X-200 - Red and white, good condition with trike bracket $650. (213) 355-9449. WANTED - Used Hang Gliding Equipment, Gliders, Instruments, Harnesses and Parachutes. SAN FRANCISCO WJNDSPORTS, 3620 Wawona, San Francisco, CA 94116, (415) 753-8828.

Rigid Wings FLEDGE II - Orange, red, good shape $375.00. Red Ilaron Dragon fly $250.00, Sun 3B $200.00, 168 Spyder $325.00, Soarmaster $275.00 (503) 276-2329.

Schools and Dealers

GEMINI 184 - New with custom sail $900; Electra Floater 185, S600. Chuck (503) 296-9588. 147 HARRIER I - Extra clean, extra parts. Yellow, gold and white. $1050. (213) 436-4891. HARRIER I 177 - $500. Raven 209 - $400. Price harness and chute $200. Litek S135. Wills knee hanger - $40. Call (213) 435-8010 days, 434-4644 eves. SUPER LANCER 200 - Ex. Cond. Picture Avail. Hour airtime will ship. Best offer (215) 362-3559 day. SMALL PILOTS - Colorful Super Lancer 155, excellent condition $700. In Masssachusetts. Call collect (303) 925-5510 (Colorado).

SEPTEMBER 1984

Tri-Ply sail Excellent condition,

$ I000.00 Glen (619) 457-2900.

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

CALIFORNIA BRIGHT STAR HANG GLIDERS - Certified Personal instruction for all levels. Proudly representing Wills Wing, UP, Pacific Windcraft and most major manufacturers. Quality restorations, parts and accessories for Northern California. 3715 Santa Rosa Ave., Santa Rosa, CA 95407. (707) 584-7088. 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 flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733. HANG GLIDERS OF CALIFORNIA, INC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315. HANG GLIDERS WEST - ULTRALIGHT FLIGHT CENTER - New and used gliders. SINCE 1973, CERTIFIED, FREE BROCHURE! 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! PINECREST AIR PARK service (814) 887-9275.

Instruction, sales,

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) 753-8828. WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern 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 ULTRALIGHTS - since 1974. Sales, service, instruction. Box 2997, Durango, CO 81301 - (303) 259-1033. 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 go in CONN.

CLASSIFIED ADVERTISING HAWAII

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.

FREE FLIGHT HANG GLIDING SCHOOL Certified instruction, sales, service and rentals. 684 Hao St., Hon., Hi 96821. (808) 373-2549. MAUI SOARING SUPPLIES - Certified Instructors, Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.

JAPAN

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.

TRADEWINDS HANG GLIDING - USHGA Certified School. Rentals, tandems, Wills Wing. Box 543, Kailua, HI 96734 (808) 396-8557. IDAHO TREASURE Y ALLEY HANG GLIDERS - Service - USHGA Instruction - dealers for all majar brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593.

SUN RISE COUNTR'f IHC

~~mtg 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).

OKLAHOMA THE HANG GLIDER AND ULTRALIGHT SHOP - Lessons, sales, service both hang gliders and ultralights. 612 Hunter HIii, OKC 73127 (405) 787-3125.

INDIANA ALPHA AIRCRAFT, INC. - Dealers for Airwave, Moyes and UP Hang Gliders, Challenger, Falcon, Flight Star and Shadow Ultralights. Accessories, sales, service and training. 145 E 14th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891.

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.

OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists, PO Box 362, Pendleton, OR 97801 (503) 276-7462.

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.

MINI OWENS TOW SYSTEMS

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

•

FLY UT AH WITH

HIGH SIERRA SPORTS, INC. - 286 E. Winnie, Carson City, NV 89701. (702) 885-1891. Northem Nevada's complete hang gliding, windsurfing & ultralight shop. All major brands available. USHGA Certified Instructor, Observer & Region II Examiner. Sales, service, rentals and lessons.

-I=~

NEW YORK MONTAIN WINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites,

UTAH

NEY ADA

International Schools & Dealers

,91 i'.

)

Mini Owens Tow Release Lightweight, small, strong Internal pulley for smooth rope movement. Nickle plated $35. With 5/16 bridle and rings $42.

• Mini Owens Tension Gauge

Hydraulic, compact, lightweight.

0-200 lbs - ready to use $150.00

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

PAUL LUNDQUIST: 2409 E. Golf Course Rd .. Alexandria, Mn. 56308 - 612- 763-511;,

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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 issue}. I Bold face or caps 5~ per word extra. (Does not Include first few I words which are automatically caps). Special layouts or tabs $20' per I column inch. I Payment tor first three months required In advance. I I Please enter my classified ad as follows: I I I I I I Number of words: @ .35 • I I

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HANG GLIDING

II~ CLASSIFIED ADVERTISING 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. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installed and replaced. S.F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

Ultralight Powered Flight BENNETT TRIKE - New, low time, Fuji-Robin 32 hp., $1150. ~ayes 190 beefed up, great with trike, $950. (619) 435-4868.

Business Opportunities CRYSTAL AIR SPORTS MOTEL Male/Female HELP WANTED: 15 hrs./wk. Exchange for lodging in Original Flyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, TN 37409 (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. Waterbeds, Video Movies, Color TV, Pool. TREMENDOUS INCOME OPPORTUNITY: Repair Dacron fabrics. New tape product. Requires no special tools. Box 1218 RD-I Tamaqua, PA 18252 (717) 668-2706. REPAIRS MANAGER - for Kitty Hawk Kites/Sports. Responsibilities include sail repair, sail making (hang gliders, windsurfers, ultralights, catamarans), airframe repair, rigging. Opportunity to develop a sail loft. Contact John Harris P.O. Box 340, Nags Head, NC 27959 (919) 441-4124.

Parts & Accessories

San Francisco Windsports (formerly H.G. Equipment Co.). For all your hang gliding needs. We are dealers for all major brands. Send $2.00 for price list - 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. Brand new - never been used! WW Flylite Harness w/chute container (fits 5'8" to 6'1 "), $135. - 20 gore "Advanced Air" parachute, $295. Bulletman Harness (fits 5'8" to 6'! "), $225 or less - one hour airtime. John Bautsch (715) 842-4103.

SEPTEMBER 1984

!JENNETT MOUNTAIN - Hydraulic pressure adjustable winch with 2000 feet line. Cost $2000. Will take $850. (818) 988-0111.

Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring night. 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. JOO 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.

Miscellaneous HANG GLIDING BUCKLES - Photoengraved, solid brass, depicting soaring birds of prey. Exceptional quality. Send for free brochure! Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 V," dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $8.00 including pos1age and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, M, X-L. USHGA, P.O. Box 66306, Los Angeles, CA 90066. INTRODUCING A NEW ENGINEERING SERVICE - Do you or your company need help with a new hang glider or ultralight design? Now there is a professional engineering consulting service ready to assist you. We can deal with many problems from performance to structures. Send $1 today for our new introductory information package. Aeronalysis, Inc., 127 Kittoe Dr., Mountain View, CA 94043.

The rate for classified advertising is 35¢ per word (or group of characters). Minimum charge, $3.00. A fee of $JO. 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 1 1/, months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

WARNING: THIS SPECIAL OFFER EXPIRES •.. EXPIRES WITH 500th ORDER Now, today, you can sign up for two years ( 12 info packed issues) of WHOLE AIR for ONLY $14.971 Yes ... you can save OVER 50% OFF the newsstand price for two full years of WHOLE AlR, widely acclaimed to be the most innovative American hang gliding magazine. WHOLE AlR also serves 41 foreign countries and carries more international articles than any englishspeaking magazine. But the best evidence is from our current readers. When 93% keep their back issues ... when each reader passes his or her copy on to an average of 3 other pilots ... when over 64% of one·year subscribers renew for 2 or 3 years ... or when readers just write to applaud WHOLE AJR's approach ... you'll see why this OVER 50% OFF SPECIAL is a chance you should quickly accept. Don't wait till another issue passes you by . . .

TODAYl

WHOLE AIR The Magazine of Hang Gliding and Ultralight Soaring D YES, I know a good deal when I see it ... Sign me up for 2 years (12 issues) of WHOLE AIR for just $]4.97 ... OVER 50% OFF newsstand cost

D I am a present subscriber; add these 2 years to my current subscription(# _ _ _ - see mailing label).

Name - - - - - - - - - - - - - - - - Address - - - - - - - - - - - - - - -

Zipcode _ __ Mall to: Box 144, Lookout Mtn,, TN 37350

,11~ 45

CLASSIFIED ADVERTISING USHGA CERTIFIED SCHOOLS

Stolen Wings TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body. Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618. TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward. TYPE: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CONTACT: Robert Fullam, 551 Jean St. #302, Oakland, CA 94610. TYPE: 165 Demon. SAIL: Brown LE, orange TE. Disconnected nose batten, slightly ripped velcro on underside. CONTACT: Scott Nichols, Box 3035, Aspen, co, 920-1295. 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: Sometime in November, 1983. CONTACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539. 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. II, 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 <lib. surface, gold main body w/small brown star left of center. CONTACT: Rob Brohaugh, 1703 10th Ave. S., Great Falls, MT 59405 (406) 761-0795 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.

GOLDEN SCHOOL OF HANG GLIDING 15912 w. 5th Golden, CO 8040 I FREEDOM WINGS, INC. 9235 s. 225th w. Sandy, UT 84070 FREE FLIGHT, INC. 7848 Convoy Ct. San Diego, CA 92111 KITTV HA WK KITES (East) P.O. Box 340 Nags Head, NC 27959 SPORT fLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20-A Pamaron Ignacio, CA 94947 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 2410 Lincoln Dlvd. Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424 MISSION SOARING CENTER 43551 Mission Blvd. Fremont, CA 94538 CHANDELLE SAN FRANCISCO 198 Los Banos Daly Cit)', CA 94014 W.W. HANG GLIDING SALES 3083 Woodway Road SE Roanoke, YA 24014 ULTIMATE HI SCHOOL OF HANG GLIDING I 3951 Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO W!NDSPORTS 3620 Wawona San Francisco, CA 94116 (415) 753-8828 TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HAWK KITES WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 410 Leoni #I Grover Cit)', CA 93433 FREE fLIGHT HANG GLIDING SCHOOL 684 Hao St. Honolulu, HI 96821 AERO-SPORT ULTRALIGHT GLIDERS INC. 898 S. 900 E. Salt Lake City, UT 84102 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790 EASTERN ULTRALIGHTS 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951 HOLE IN THE SKY, INC. 5835 Main St., Box 368 Fogelsville, PA 18051 (215) 395-8492

FRONT RANGE HANG GLIDERS 824 Maple ft. Collins, CO 80521 (303) 482-5754 THE HANG GLIDING CENTER 4206-K Sorrento Valley Blvd. San Diego, CA 92121 (619) 450-9008 NORTHIVIND HANG GLIDING SCHOOL 8 S1rong 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 (50]) 899-8064 WINDSPORTS INTERNATIONAL 16145 Victory nlvd. Van Nuys, CA 91406 BRIGHT STAR HANG GLIDERS/ FRESH AIR fLIGHT SCHOOL 3715 Santa Rosa Ave. Santa Rosa, CA 95407 (707) 584-7088 HANG FLIGHT SYSTEMS 1202-M E. Walnut Santa Ana, CA 92701 (714) 542-7444 SANTA BARBARA HANG GLIDING CENTER 486 Alan Road Santa Barbara, CA 93105 (805) 687-3119

Index To Advertisers Airworks ............................ 27 Bennett Delta Wing Gliders ...... 40, 41, BC CB-Vox ............................ 2 Crystal. .......................... 19, 22 Hall Brothers ......................... 31 High Energy. . . . . . . . . . . . . . . . . . . . . . . . . . 5 Kitty Hawk Kites ...................... 13 Li~k ................................ ~ Lookout Mt. ......................... 39 Lundquist ............................ 44 Manbirds ............................ 42 Pagen Books ......................... 42 Para Publishing ....................... 38 Publitek ............................. 42 Santa Barbara HG ..................... 2 Seedwings ........................... .47 Skyline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 South Coast Air ....................... 19 Speed Rail ........................... 31 Systems Tech ......................... 31 UP .................................. 21 USHGA .................... 48, IFC, IBC Whole Air ............................ 45 Wills Wing ........................... 28

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FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII NAME (Please Print)

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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 bea rated pilot to bea member.

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MAHBIRDS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting. FL YING CONDITIONS by Dennis Pagen. Micrometerology for pilots 90 illustrations. HANG GLIDING AND FLYING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLl!)ING TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual. POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual for self-training & training schools. 11 lessons, tests and FAA Regulations. MANNED KITING by Dan Poynter. Handbook on low launch flying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent information. FA! SPORTING CODE FDR HANG GLIDING. Requirements lor records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signolls (all levels), glossary ol terms, awards.

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AMOUNT

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$ 7.50 $ 8.50 $12.95

$ 4.50 $ 6.50 $ 4.50 $ 1.00

$ 1.50 $ 2.95

_ _---:~

.USK~A ·_ t i,\

FUGKT~t] ITEMS 1-1

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

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

$ 8.00

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$ 8.00

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HANG GLIDING/GROUND SKIMMER BACK ISSUES '"SPECIFY BY CIRCLING ISSUE NUMBER"'ISSUES HOT NUMBERED ARE SOLD OUT'" PRINTED COPIES:

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s 100

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1.50

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2.00

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MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

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

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USHGA MEMBERSHIP APPLICATION FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MERCHANDISE ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

NAME _ _ _ _ _ _ _ _ _ _ USHGA # _ _ __ (Please Print)

USHGA LILIENTHAL AWARD FORM

ACCIDENT REPORT FORM (#15)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __

D VISA Charge my D MasterCard Card No. __________________ Ex. Date _ _ _ _ _ __

CITY

STATE _ _ _ ZIP _ __

Signature

MAIL WITH CHECK OR MONEY ORDER TO:

USHGA, PO BOX 66306, LOS ANGELES, CA 90066