USHGA Hang Gliding February 1985

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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 CERTIFfCATIDH MANUAL. Complete requirements, syllabus, teaching methods.

HAHG GLIDING by Oan Poynter. 8th Edition. Basic Handbook for skysurting.

FLYING COHDITIOHS by Dennis Pagen. Micrometerology for pilots.

90 illustralions.

HAHG GLIDING AHO FL YING SKILLS by Oennis Pagen. Beginners to experts instruclion manual.

HAHG GLIDING TECHNIQUES by Dennis Pagen. Techniques tor cross-country, competition & powered 11igh\.

POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual.

POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual tor self-training & training schools. 11 lessons, tests and FAA Regulations.

MAHHED KITING by Dan Poynter. Handbook on tow launch flying.

MAH.POWEREO AIRCRAFT by Oon Dwiggins. 192 pg history ot flight. Features flight of Gossamer Condor.

FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edilion.

Hang gliding pertinent information.

FAI SPOATIHG CODE FOR HANG GLIDING. Requirements for records, achievements & World Championships.

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

An assel lo instructors. 24 pgs.

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

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

USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LKlHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size lits all. Baseball type/USHGA emblem. NAVY ORANGE GOLO (CIRCLE ONE) "HEW" USHGA BELT BUCKLE. Solid bronze, custom design, reliel sculplure. 31/, x 211<.

USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst w/black print).

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

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CONTIJNTI (USPS 017-970)

Features 10 Technical Flying Calculating Glider Performance

by Deane Williams Deane discusses the relationship between glide ratio and sink rate.

12 1984 USHGA Questionnaire Survey

w~~~ ,vr,.,v

--rl/RN AND BANK 1Nb/CA70/Z.._"

Page 20

by Russ Locke Your ideas and attitudes from the recent election questionnaire.

Page 24

by Mariann Maguire photos by Jim Whisman Multi-talented Becky is one of Alaska's special breed.

Page 32

by Dennis Baker Most of us don't think of our sport as having an environmental impact of any significance.

Wrong.

COVER: A frigid takeoff by Alaskan pilot Becky Whisman. See story page 24. Photo by Jeannie Hollinger.

32 High Time In The Alps

CENTERSPREAD: Extraterrestrial soaring.

Photo by Dean Tanji, optical effects by Bob Kunihiro. Courtesy Abracadabra Slide Production, Santa Ana, CA.

by Steve Espinoza The Marina, CA based club raises $1,000 for your organization, and has fun doing it.

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 HGMA standards.

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

FEBRUARY 1985

31 USHGA President

Departments

24 Pilot Profiles Becky Whisman

37 The Coastal Condors USHGA Benefit

by Mike Meier Everard Cunion writes in about the mysteries of billow shift and glider control.

by Erik Fair One last time.

©1985 by Dennis Pagen A discussion of cloud and compass flying.

article and photos by Michael Sandlin A travel guide to some of the most spectacular and picturesque flying in the world.

28 The Answer Man

38 The Right Stuff

by Hardy Snyman Director Snyman continues his series with Region 10 Directors Steve Coan and Dan Johnson.

26 The Environmental Impact of Hang Gliding

by Philip Pask The story of an accidental parachute deployment.

by Steve Hawxhurst Rascals and ratings.

14 Meet Your USHGA Board of Directors

20 Flying Blind

Columns 18 Safety Forum

4 Airmail 6 Update 9 Cartoon 13 Another Cartoon 17 Competition Corner 36 USHGA Contributors 41 Classified Advertising 44 Stolen Wings 44 USHGA Certified Schools 44 Index to Advertisers

i ,'

photo by Pork

Stew Smith

Rich Pfeiffer

We can say the proof is in the winning, but we believe the Sensors real success comes with its climb rate and glide in marginal conditions. The 160 VG Sensor flown by Rich Pfeiffer remained aloft at the US Nationals when other strong competitors who were tuned for speed went down . Pfeiffer's lead over the next place was 6%, the largest spacing in the top 13 places. A total asset, the VG allows instant adjustment of roll rate and handling to match changing conditions with the desired maneuverability. The Sensor's highly developed VG makes greater performance not only possible, but easier to handle.

"This glider performs the best and it 's easy to fly! Bar pressures and roll rate are no problem. The VG lets you fly it any way you want. It's perfect. " -Jon Lindburg, San Diego , CA "To win major competitions a pilot needs the best performance available, with the ability to execute in all conditions. The VG gives the 510 top LID performance while allowing the glider to thermal efficiently, even when good handling is mandatory. Other gliders may be able to perform equally at their specialty, but in world class competition and a variety of conditions the Sensor proves to be superior. " -Rich Pfeiffer, Santa Ana "I have flown with many excellent pilots on state of the art equipment. The certified Sensor 510 160 VG has the best climb rate especially in light conditions, and the best LID and sink rate in the 30 mph range. With the VG system, I can select the best wing tension to launch, fly and land easily, which gives me the safety and confidence I need to maximize the existing conditions. " -Stu Smith, Grandfather Mt., N.C. "It out sinks everything, has a wider speed range, and the sail stays clean going flat out. " -Bill Liscomb, Leucadia, CA "On my second flight with the 510 I pulled off 45 miles. I especially want to commend you on building a glider with an ingenious design and real integrity.

The quality of workmanship and the sail work is the finest I have ever seen. I feel very confident and safe flying the Sensor. " -Jerry Nielsen, Washington D.C. "The sink rate is absolutely amazing; it simply can 't be touched. As for glide, I swear it's at least what your figures indicate. The wing simply surpasses all of my wildest expectations. Heres to your insight, sweat and perserverance. " -Bob Hofer, Fort Smith, Ark.

Recently, at the time of its HGMA certification, the Sensor 160 VG underwent improvements to its leading edges and upper surface air foil. The new 510 incorporates extended half ribs to the double surface line, a wrap around nose fairing, improved shape on the mylar leading edge inserts, a better supported upper surface root section with a close rib spacing of 1.3 ft (.4 meters) and higher leading edge sail tension. The new wing shape of the Sensor combined with the new aluminum faired tubes adds up to a performance gain that's a pleasure to fly.

IMMEDIATE DELIVERY HGMA CERTIFIED* SPECIFICATIONS· SENSOR 510 - 160 V.G. Span Area Aspect ratio Empty Wt. Hook-in Wt. Ideal Hook-in Wt.

34.8 ft 161 ft squ 7.52 66 lbs 145-255 lbs 175 lbs

10.6 m 14.96 m squ 29.9 Kg 65-102 Kg 80 Kg

*Includes new aluminum fairings, extended half ribs, Kevlar trailing edge and Variable Geometry.

Recommended skill level: Advanced.

Our new certified aluminum faired tubing. Fits most all Sensors made.

Seedwings, 5760 Thornwood Drive #3 • Santa Barbara, CA 93117 • (805) 967-4848

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

Erik Fair, Staff Writer Harry Martin, Rod Stafford, Illustrators Gretchen Niver, East Coast Correspondent Office Staff: Amy Gray, Manager Joyce Isles, 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 REGION I: Ken Godwin, T. Michael Boyle.

REGION 2: Russ Locke, Gary Hodges, REGION 3: Steve Hawxhurst, Ken deRussy. REGION 4: Jim Zcist, Bob Thompson. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: Dean Batman, John Woiwode.

REGION 8: Robert Collins. REGION 9: Bill Criste, Vic Ayers. REGION 10: Dan Johnson, Steve Coan.

REGION ll: Hardy Snyman. REGION 12: Ken Zachara, Paul Rikert. 1984 DIRECTORS-AT-LARGE: Dennis Pagen, Dick Heckman, Elizabeth Sharp, Vic Powell, Mark Bennett. EX-OFF!C[O DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without Vote) elected to 12/31/85: Bill Bennett, Mike Meier, Doug Hildreth, Bettina Gray. Erik Fair. The United States Hang Gliding Association Inc., is a division of the National Aeronautic Association (NAA) which is the official US. representative of the Federation Acronautique Internationale (FAI), the world governing body for sport aviation. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities such as record

attempts and competition sanctions.

HANG GIJDING magazine is published for hang gliding sport enthusiasts to create rurthcr interest in the sport, by a means or open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos. and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors, HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P .0. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calir. Color Separations are provided by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $29.50 per year ($32.50 for foreign addresses): subscription rates are $22.50 for one year, $40.00 for two years, $51.50 for three years. Changes or address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a maiHng label from a recent issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

FEBRUARY 1985

3

I

AIRMAIL KEVLAR TIPS Dear Editor, With many of us using the new Kevlar cord for hang loops it is important to note the difference in finishing the ends for Kevlar vs. normal perlon cord. Kevlar is a trademarked name for aramid fibers that are chemically related to nylon. 5.5mm Kevlar rope has a tensile strength of 4,500 pounds compared to 4,400 pounds for 9mm perlon. This represents a 71 OJo reduction in weight and a 63 OJo reduction in bulk for those who are interested.

The sheath of Kevlar is a polyester with high abrasion resistance and good resistance to ultraviolet deterioration.

Unlike other cordage, Kevlar cord does not depend upon the sheath at all for its strength. You can use Kevlar until the sheath is worn through with confidence that they will have nearly all the strength they had when new.

(Careful now, let's not over do it.) As the temperature drops, Kevlar aramid fiber actually becomes tougher.

Kevlar's knotted strength (with a double strength fisherman's bend or grapevine knot) is 500Jo of its unknotted strength. That may seem low until you note that perlon's knotted strength is 600Jo of its unknotted strength.

Unlike perlon, Kevlar stretches very little.

Finishing the ends of the new Kevlar cord is slightly more involved than the method used for perlon. Since the Kevlar core has a very high melting point, only the polyester sheath will be melted. To accomplish this, cut the cord, as cleanly as possible, to a Vi" greater length than you need. NOTE HOW DIFFICULT IT IS TO CUT THE KEVLAR! "Milk" the sheath back to expose approximately v.i '' of the core, which you then cut off. Push the sheath back to its full length. Now, melt the sheath on a flame or on a hot knife or a stove. This is best done in two steps.

First, melt the end enough to fuse all the yarns together and while still soft, pinch them together so that only a small hole is left in the end. Then stick

4

_

Richard A. Cassetta Sacramento, CA

watch. Let these pilots do their thing! I don't think you would drive your stock car on the track the same day as the Daytona 500!

In 1985, we, the United States, will be represented by eight of the finest pilots in the world at the World Cup Toumament in Europe. I am very proud that my son, Rick, is one of them.

SNIVELING

A.J. Rawlings Canoga Park, CA

the end back into the flame and it will fuse into a solid, smooth, knob that is smaller than the diameter of the cord.

There should not be any empty sheath left. Don't get the sheath so hot that it burns.

Dear Editor, I would like to say two things in response to a letter from Colin Perry, Las Cruces, New Mexico printed in the November 1984 issue.

First, let me commend Eric Fair for the patience and control he displayed in answering this letter.

Second, the only sniveling and groveling that the rest of us "strongly resent being subjected to" is coming from the likes of Colin Perry.

Terry Tibbetts Selma, Oregon

WORLD CLASS CONTRIBUTION Dear Editor, I am writing this letter in response to the party who did not sign his name and chose to degrade competition and/or world class pilots.

This person does not realize that one of the benefits he is receiving today, in the glider he is flying, came from these pilots working with designers and manufacturers, which many of the pilots are themselves. These pilots are test pilots. They fly the new designs and help the manufacturers meet the safety requirements we all deem necessary. The majority of safety features and new ideas for safer gliders come from these pilots.

Instead of degrading them he should be cheering them.

Tournaments usually run about eight days. There is usually only one tournament at any given site per year. I believe that it's not too much to ask that on those few days the amateur flyer sit and

HIGH CALIBER FOLKS

Dear Editor, I am continually amazed at the caliber of people who participate in this wonderful sport of ours. One of the finest peapie I have met so far became a paraplegic in an unfortunate accident and is fighting his way back to fly again. His name is Tim Morley. This letter is not to Tim but to the fine people who are helping me to help him.

To help speed Tim's recovery, to keep him active in between therapy sessions, to help his work on the U2 during his recovery, to help him communicate with all of us, I bought him an Apple Maclntosh computer. The range of motion that has returned to Tim will allow the use of the interesting features this computer offers. Now, working in the industry doesn't exactly leave one with enough extra cash to be buying computers. The hang gliding population, those fine peopie I mentioned earlier came to the rescue to help me pay for the Mac. Erik "Ain't no cheapsteak" Fair and Maggie Rowe were the first with the checkbook, and since then Erik has raised more. The Bay area pilots are incredible. I walked into a WOR club meeting, mentioned the computer, and they had $310 more for Tim before I left. I wish I could list the names of all of you who have helped out, you all deserve the recognition.

Thanks for being the people you are.

Tim will thank you himself as soon as he gets warmed up on the machine.

So far, we are a little less than half way. If this is the first you have heard about the computer fund and feel like

HANG GLIDING

. AIRMAIL helping out, donations can be sent to: Jim Shaw, 49 20th Street, Hermosa Beach, CA 90254. Anything will be deeply appreciated.

By the way, Tim is going to walk out of the hospital which means that Rob Kells has to give up smoking for good and Dick Cassetta has to give up talking for a day. Thanks guys, for your encouraging bets and Dick, also for you donations.

Fly safe, Jim Shaw

REDEDICATION Dear Editor, A thank you to you and our association's leadership for the superb management skills and astute decision making

you have demonstrated in keeping Hang Gliding a first rate, highly absorbing magazine in the face of declining financial resources.

Second, I would like to commend Paul Rikert for his Regional Director resume, which should be a rallying cry for all hang glider pilots who wish to see our sport escape the spreading clutches of bureaucracy. Part of it deserves repeating: "We must all share in the responsibility of showing our determination through example that we are mature individuals. We do respect the rights of others, we do accept monitoring of our practices but by persons able to judge intelligently in the general interest.

We cannot allow ourselves to be

discriminated against by an uninformed public. We must take an aggressive united stand for our rights as tax paying citizens deserving of our freedom to pursue a sport of natural beauty, hang gliding."

In that spirit, let us rededicate ourselves to the goals of our association, and especially to promoting understanding among the general public. If we do this job well, maybe a future generation will have the chance to have at least half as much fun as we have had in this beautiful sport.

Andy Millat Colorado Springs, CO

EMPLOYMENT OPPORTUNITIES

If you'd like to build a career in in recreation, or just have a fun summer, here's the way to do it.

Kitty Hawk Kites is still growing! Highly motivated individuals looking for new challenges are sought for both East and West Coast opportunities.

*

DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS/ NAME USHGA# _ _ __

Hang Gliding Instructors - Individuals at all skill levels 1vith strong interest in hang gliding will be considered. We will train and certify qualified people.

This is an excellent starting position to advance to other company positions.

OLD ADDRESS - - - - - - - - - - - - CITY STATE _ _ ZIP _ __ NEW ADDRESS _ _ _ _ _ _ _ _ _ _ __

* Ultralight Instructors - Must at least have private pilot's license. * Managers-Assistant Managers - Hang Gliding. Ultralighting. Sailing and

CITY

STATE _ _ ZIP _ __

LAST ISSUE RECEIVED _ _ _ _ _ _ _ __ (Please allow four weeks for Processing)

Notify USHGA Early!

Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.

USHGA, Box 66306, Los Angeles, CA 90066

FEBRUARY 1985

*

Windsurfing and Sailing Instructors - Highly qualified individuals who can teach and sell are needed. Experience is desirable.

Retail People 1vith management experience in action sports field. Potential to operate own store.

Fringe benefits include health insurance, bonus, vacation, and liberal equipment discounts.

Call Hang Gliding, Ultralight, or Windsurfing Department on East Coast (919) 441-4124 and Jim Johns on West Coast (408) 384-2622 Or Send Resume to: Dept.

P.O. F.ox 340, Nags Head, NC 27959

retail Contact: San Clemente,

MOUNTAIN NOW WA site. It is

Country Club rmmbcr issued may be Down on and on Pilots must be members and have an hHcnncdiatc

W.A. Roecker of Leucadia is the winner of the Prize for the best of 1984.

Roecker, who sometimes writes under the pseudonym of "Pork", authored the story and the cover shot and with the U.S. national in the November issue Jbr which he

Contact: Al Gibson Godwin

arc divided into advanced and intermediate skill well a ladies' is an aerial ballet Full

by Cook's Two·Holcr with to the world team fund. Contact: Mike 746, (208)

features a full integral harness which was tested to 30 a faired internal container with a system, double shoulder straps, box and side and a streamlined It is with continuous nylon cord treated to withstand ultra-violet """r'"'"' on the include a ballast container, radio holder, your own colors, pattern, and your choice of '4 ", :Yi" foam. A l?amlcss model is also available. All op· tmns arc of The Raptor with the

shipping and $175. Contact: Malena at 166 Adams #3, (208) 238-0086.

of awards for fiction and Prize was Roeckc:r's award for journal ism and for ten years, creative and at the universities and Arizona. In 1973 he was awarded an NEA grant of for poetry In addition to three of poetry, Roecker an antho· of short stories, and his articles on have nnr,N,,.,,,1 1976 in North American Review and and His have been in Wi?stern Saltwater Fisherman, South Coast and similar MtHW7in't'

Santa Fe, California, for "H""'"''"'" excellence in the sport of Previous winners include Stan Abbot ' editor of the British and Wallace White, Ybrker.

WINDCRAFT UPDATE Pacific Winclcrnft and

to Deane Williams for it in. Our is

lock straps in All metal parts are made from zinc .. steel. Contains installation hardand instructions. The sug""

'85. with turbulator wires located in its entry section, this

HANG GLIDING

UPDATE ing is engineered to offer optimal streamlining functions and a proven low drag factor.

The system is light, strong, and possesses an inner cavity for a beehivetype geometry. This circular cavity can also be used for sleeving purposes if desired.

According to Jean-Michel Bernasconi, "The Torpedo design has been adopted by several major european manufacturers as a standard feature for quite some time now. Torpedo '85 offers the best drag-toweight ratio available today and provides the serious pilot with the ultimate in drag reduction."

Contact: Pacific Windcraft/Skylines, P.O. Box 4384, Salinas, California 93912

(408) 422-2299.

THE STREAMLINER Eric Raymond's Ultralight Soaring Software company is pleased to announce the introduction of a totally new harness design. The "Streamliner" harness uses the same high quality materials and construction techniques used in the "Raymond Cocoon" harnesses in a new, warm, low-drag design.

The Streamliner harness fully encloses the pilot's body in a smooth, tapered sheath. The suspension lines are enclosed within a "dorsal fin" on the back of the harness such that there is only one main suspension point. Entry and exit from the Streamliner is accomplished through zippered landing gear doors on the front of the harness. For launch and landing the bulk of the harness is behind the pilot, thus eliminating the problem of the harness interferring with the pilot's launch or landing run.

The Streamliner incorporates an adjustable foot support bar, a faired parachute co'ntainer (with safety leaks), two faired glove boxes that are accessible in flight, and a large internal storage area that provides a convenient, drag-free storage spot for your glider bag.

Like all Ultralight Soaring Software designs, the Streamliner has been load tested to skydiving standards. The

FEBRUARY 1985

92330 (714) 678-3931.

harness attachment are made of two-inch nylon webbing. The bridle is made of JA-inch polypropylene. All eyelets are fitted with thimbles for less wear. Price $45 complete postpaid. Contact: Rolla Manning, P.O. Box 238, Logandale, Nevada 89021.

A DAY ON THE DUNE

SAMPSON I

It was November and a 15 to 25 mph Northeast wind was drawing the local pilots to Jockeys Ridge for one of the better soaring days of 1984.

A single pilot may have been able to strive for that record of 5 hrs. and 21 min. set by Dan Skadal in 1982 that still stands. On this day 10 gliders stood in line at launch, and being the courteous airhogs we all were that day, we soared until we felt guilty and let the next person launch. From 9 AM until 6 PM there was a glider in the skies above Jockeys Ridge nonstop.

We all wish these days would happen more often, but these kind of friendly soaring days always let us realize the simple, fun soaring that the Dune may give us.

On behalf of the Maryland and Capitol Hang Gliding Associations, I am pleased to announce the installation of a talking weather station at our McConnellsburg site. SAMSON 1 (for Synthetically Articulate Meterological Station) is currently in full operation. Pertinent wind conditions are reported over the phone line by a synthesized human voice. The voice is a bit nasal but should be entirely understandable. Although located at the McConnellsburg launch, SAMSON's reports are also applicable to conditions at High Rock, Bill's Hill, and Fisher Road. SAMSON reports wind directions and percents of wind at those directions, average, maximum, and minimum velocities. The wind readings are taken every 10 seconds with the most recent 100 such readings saved. This gives a reporting window of the most recent 17 minutes.

To activate SAMSON and get a conditions report call (717) 485-4684. The presentation of numeric information is by voicing of individual digits. This is to eliminate confusion between "fifty" and "fifteen", "eighteen" and "eighty" etc. It is a good idea to have pen and paper ready to jot down the direction and velocity information and go back and review what you wrote. SAMSON has proven to provide accurate and reliable information. Anyone interested in talking weather stations in general, may call Danny Brotto at (301) 882-2358.

Streamliner comes in five stock sizes to ensure every pilot a perfect fit. The introductory price is $260. All sales are being handled by the US factory directly.

Write Eric Raymond, 33274 Baldwin Blvd., Lake Elsinore, California, USA

SOUTHERN NEVADA SOARING SUPPLIES

Southern Nevada Soaring Supplies announces a dipole CB antenna for the Radio Shack five-watt, six or 40 channel CB. It is light weight, easy to install, folds up with the sail and has a built-in weak link. Price $20 complete postpaid.

In addition the company has designed a three-ring release and bridle for towing. It comes complete with harness and glider attachment. The release and

SOARING FOR THE WRD Nags Head, NC - In an effort to promote The Book, the Christian Broadcasting Network's (CBN) new version of the Bible, CBN contacted Kitty Hawk

7

UPDATE Kites for technical assistance in filming a television commercial with a hang gliding sequence.

Lawrence Battaile, hang IV pilot, twice champion of the Hang Gliding Spectacular, and hang gliding instructor at Kitty Hawk Kites, was chosen by CBN to fly for a film crew at Ravens Roost and Bear Den Mountain, two good flying sites in the Blue Ridge Mountains.

And so it goes that as two youths sit quietly reading The Book, what should appear in the sky but a hang glider with The Book painted on its wings.

Be on the look-out for Lawrence flying The Book if you can pick up a CBN station, broadcasting from Virginia, or any station that would carry commercials with this theme. Surely, someone will be watching.

A DAY TO REMEMBER

by Debbi Renshaw It was a typical day on Crestline launch. A few gliders were in the pro-

cess of being set up, the wind was blowing up, Rob McKenzie was walking around in his tuxedo. Light blue ribbons were decorating the trees.

Diane Clutter and I arrived with our driver, Reverand Dwight Winchell.

As I finished setting up my glider, more people started to arrive. Most people were wearing their Sunday best even though this was only Friday. Yes, just another day at Crestline launch when two people get married tandem.

Rumbling clouds and increasing cloudcover made it necessary to start the ceremony 15 minutes early. Diane appeared in her beautiful, white lace, traditional style wedding gown. With Rob in his top hat, the couple looked fit to top a cake. We gathered near the trees behind launch as Reverand Winchell spoke. Right before our very eyes he changed Rob and Diane into a married couple. He closed the ceremony with:

"May God bless the flights with safe launches, smooth sailing sustained and lifted with His spirit and presence, and by timely arrival at their destination with happy landings. Amen."

A few wind dummies jumped into the air as Diane jumped into her tuxedo. The happy couple flew off together in celebration of the marriage.

Within a half hour the sky was filled with streamered kites. Honking horns could be heard across the canyon as we gave spectators a chance to drive down. Pinecrest Air Park was host for the receptiqn, the bathtub was filled with ice cold beer.

Mr. and Mrs. McKenzie stayed only long enough to cut the cake and throw the bouquet and garter. A long white limosine pulled up to carry them away to a honeymoon vacation.

As they drove off into the sunset they were able to watch their own wedding on the 6:00 news.

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I 8

~ HANG GLIDING

'DUE. TO 1\lE!R UNUSUALLY LAll_(TE.

NoSE.5, 1ttEY HAVE AN ACUTE $FNSE Of Sr,'IHL ,o DETECT THfRMAL'::>

~~~~

NOW 1-1eR1:'s THE REAL TEST WHICH Ti<.APITJON'A!.L't' iNDICATE.5 AN EARLY 5PR!N& JHLouDY I MARKED w11H

THERMALS, AND FANTASTIC ALTITUDE. GAINS .... ... 8UT IF HE SEES HIS SHAl>OW, THEN Tl/ERE WILL

BE G, MORE WEEKS

OF SLED R.IPES AND 1/t:.. WILL RETUR,N HoME TO HIBERNATI:.

1 /Ll.

SPRING ~

1-12-8'5

photo by Skip Brown

arc very aware of the two parameters; ratio and sink rate, However, most have not to examine the between these two numbers, It's very easy and in'firsl let's review the definitions, Glide ratio is the numcr of distance units will cover as that a down one distance unit (as measured in still air), Sink rate is the number of distance units a will of time, In our sport the units feet and minutes, Both m1rnbers the best that the is of, LID number and the lowest sink rate number, There is where the best number will occur and above or hclow that the number

a mountain in calm air and mes out to land JO miles away, If he claims his read 180 down all the way, how fast was he Tb find out all we need to calculate is his time in the and distance of the flown: I()

niile

Titm: in air Time in air

5,280 feet, so:

is found by time,

distance

the

20.5 mph

180 feet per min, 29,3 minutes,

29,3 min, which is a slow We can probably guess that the pilot's data was inaccurate somt!where, I have calculated the sink rates at various them glide ratios and ,.,,,,,nn,,vfo and in the table below, looking at the numbers

distance is computed from the the geometry of Path Distance square root of (Altitudc2 2 Disl.ance ) 53,063 foeL Now the

SINK RATE CHART per minute

174 153 136 122 112 102 82

276 23] 199 147

310 260 224

I

175 ]57 143 131 105

140 127 ll7 94

196

345 289 249 218 194 175 159 146 117

431

240 21 ]92 175 16] 129

272 243 219

434 373 327 291 263

HANG GLIDING

you can see that to obtain a better glide ratio at some given airspeed the sink rate at that airspeed must go down proportionately. Try using the table to check the performance claims of certain manufacturers. In the past some ads had given numbers which were physically not possible to achieve.

You may calculate sink rate and glide ratio using any speed you wish by using the formulas below:

Sink Rate (ft. per min.)

= x

Use these formulas with in-flight measurements performed in calm conditions to create a McCready Speed Ring for your

variometer. Or you could just use them to amaze your friends.•

Figure 1. Geometry of the flight path.

PATH=~

Airspeed (MPH) x 88 sine (arctangent [1/Ld])

Glide Ratio (Ld) .

Sink Rate FPM tangent (arcsme [ ' ]) Air Speed (mph) x 88

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11

1984 USHGA Questionnaire Survey

by Russ Locke

The returns are in on this year's questionnaire. First, a few comments on how I tabulated the responses. Each individual

percent of those members returned their questionnaires.

tant, to 5 = least important. The scores were as follows: Free Flying-1.3, Site Preservation-1.5, Government Regulations-2.3,

question was treated separately and only the

Region

Forms

% Total

Members

% Return

Group Flying-2.3, Crowded Flying Condi-

responses were averaged. There were 1,345 forms received or 22.2 % of the USHGA membership. This number is up slightly from last year's 18 % return rate. For reference purposes, I have listed the regions below.

1 2 3 4 5 6 7 8 9 10 11 12

93 233 277 130 24 20 88 97 152 113 27 72

6.9 17.3 20.6 9.7 l.8 1.5 6.5 7.2 11.3 8.4 2.0 5.4

351 1195 1034 608 147 147 367 377 675 472 197 498

26.5 19.5 26.8 21.4 16.3 13.6 24.0 25.7 22.5 23.9 13.7 14.5

tions-3.0, Competition-3.6, Towing-3.8.

On the subject of Regional Championships, the response as to how we found out about the meets was as follows: Received notice in mail-24.0 % , Read notice in magazine-20.4%, Read notice in local newsletter-16.8%, Found out by word of mouth-26.1 %, Didn't find out-12.8%.

Somewhat more than half of us (68.3 %) received adequate notice of our regionals and only 8. 9 % of us competed in those regionals. 18.8% of us know how many CPS points we have.

There were 183 (13.6%) previously unreported accidents and that information was forwarded to Doug Hildreth to be included in the overall accident report. 86.1 % ofus wear parachutes and 12 ofus reported deployments last year. 63. 1 % or almost twothirds of us, repacked our chutes last year.

Of the articles we read in other magazines and newspapers, 82.8 % were listed as favorable to the sport.

We were asked for our comments on what we would like to see in improvements next year. The number one concern revolved around improving our public image. The second largest request fell into a category I'll call "article suggestions for the magazine." In particular, most requests were for more comparisons of gliders and equipment by an independent party. Right behind in third place was cleaning up the USHGA finances. Fourth, but the most

I Alaska, Washington & Oregon 2 Northern California & Nevada 3 Southern California & Hawaii 4 Arizona, Colorado, Utah, New Mexico, El Paso, Texas 5 North & South Dakota, Idaho, Montana, Nebraska & Wyoming 6 Kansas, Missouri & Oklahoma 7 Illinois, Indiana, Wisconsin, Michigan, Minnesota & Iowa 8 Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island & Vermont 9 Washington, DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia & West Virginia 10 Alabama, Florida, Georgia, Tennessee, North & South Carolina, Mississippi, Puerto Rico & Virgin Islands 11 Louisiana & Texas 12 New York, New Jersey & Foreign Listed below are the number of questionnaires received from each region and what percent of the total they represented. (There were 28 foreign forms returned that I have left out of this report.) Also listed are the number of members in each region and what 12

Now for some statistics straight off the forms. Of the 1, 160 different gliders listed, 28 % were made by Wills Wing, 27 % by Ultralight Products, 8 % by Flight Designs, 6% by Delta Wing and all other manufacturers were less than 5 % . The average age of the glider that we are flying is 2.5 years.

Each pilot owns an average of 1. 8 gliders.

The average pilot is 34 years old, earns $33,600 per year, has been flying for 5. 7 years and got 26 hours of airtime last year.

Good news for the glider manufacturers 37.6% (better than one in three) say they're buying a new glider next year, 68% (two out of three) belong to a club.

We were asked to rate the magazine and our dealings with the USHGA. The magazine received a "very good" and our dealings with the USHGA were rated "above average." We were asked to rate the following types of flying and the following issues on a scale of 1 = most impor-

HANG GLIDING

specific thing asked for, was a site manual for flying sites across the country.

All of the regions had at least three of these four categories in their top five.

However, each region had its special issues.

Raising our public image was at the top of Region 1's list, followed by suggestions for more articles on equipment and glider comparisons. Region 2 was evenly concerned about USHGA finances and the lack of a site manual. Following behind that was the issue of delays in processing ratings by the USHGA office. Most of Region 3 's comments referenced upgrading our public image and protecting their existing sites. There were also many suggestions for magazine articles. Region 4's top concern was split between increased public image and magazine article suggestions. There were also a lot of comments about keeping the FAA out of the sport (mostly from the pilots in the Albuquerque area). Region 5 wanted to see less competition coverage and more articles about sites around the country.

Region 6 also wanted to see less competi-

tion coverage.

Region 7 was most interested in more information about towing. The other issues were evenly split between USHGA finances, better publicity and the publication of a national site manual. Region 8 wanted to see more articles on East Coast pilots and flying sites, along with general concern about our public image. Region 9 wanted a more positive image for the sport and wanted the USHGA financial picture cleaned up. There were also several suggestions for magazine articles. Region 10 wants to see our public image raised. Their secondary request was to see more articles on East Coast flying followed by concern for USHGA finances.

Region 11 's comments were for more information on towing and less competition coverage. Most requests from Region 12 centered around raising our public image.

There was also a list of suggestions for magazine articles (mostly more East Coast coverage).

Piecing together the statistics and comments, there is an overall negative attitude

towards competition in general. In every region, the requests for less coverage significantly outnumbered the requests for more or the same coverage. Many of the suggestions for different articles in the magazine were suggestions to replace the current competition coverage. Only 65 % of the people sending in forms bothered answering the question, ''Do you know how many CPS points you earned?", making it the least answered question on the form.

There were some other comments that should be mentioned since they were requested in almost every region. Those requests were for more information on towing, more articles about flying the central and eastern parts of the country, maintaining our current status with the FAA and more coverage of the ladies in our sport.

Thanks to all of you that took the time to fill out and mail back the questionnaires. It is an impossible task to respond individually to the hundreds of good comments that were made, but I hope you keep making them.•

0 -:Look AT THAT~ I've. fjg.VLR ~E£N

AN'('ONf: (',E',.1 THAT HIG-H ~ ''

FEBRUARY 1985

13

Meet your USHGA

Board of Directors Part;4••

by Hardy· Snyman

-=:- -=-- ·--- -=-- ~' ' .-_- -=- - -_, -=- -=- ~ - , . . . _ . ~ , _ . . . . . ~ , _ . . . . . . ..........

~

~~-~~

Greetings for 1985 everyone. I wish you all a great new hang gliding year! The USHGA is almost twelve years old now and I believe it will continue to live through this year and more to come. We must all have faith in ourselves, our organization, and our wonderful sport of hang gliding.

TIME OUT ... from the Directors Introductions, to discuss the REGIONAL DIRECTORS ELECTION (or: YES, there are still 12 regions, complete with directors).

After the Nov. issue of Hang Gliding came out with the Directors election ballot, many people from my region asked if Region 11 had been "absorbed into Region 4," or if it simply "ceased to exist," or if the region "no longer had a director." Many of you may have noticed only certain directors from Regions 1, 2, 3, 4, 7, 8, 9, 10 and 12 were up for election on the ballot.

Thus the confusion and mystery; Regions 5, 6 and 11 were missing. The realization came to me that perhaps this particular bit of USHGA election procedure has never been published in the magazine, so let this brief article serve to shed some light. Out of the twenty regional directors, most of them are elected during one year, but the remainder of them are elected the following year. In other words, from year to year, the election alternates from one group to the other. All of them serve two-year terms, but as you can see, one group serves a different two-year period than does the other (overlapping terms).

So next year when those directors from the current election are completing the first year of their terms, the rest of us will be completing our two-year terms and only our offices will be up for election/re-election at that time ... and so on, from year to year.

To make matters even more confusing, in those regions having two directors, one is elected one year, and the other the next year.

14

This is the first I have taken special note of our existing election process, so if another director or person could respond to this article, explaining some rhyme, reason, or method to the election madness, I would greatly appreciate it. Please write to me, Hardy Snyman, c/o USHGA, P.O. Box 66306, Los Angeles, CA 90066.

In the meantime, below is a chart that to the best of my knowledge shows current director standings.

Directors Whose Region Director Terms # Allotment Expire U-86 I 2

4

5 6

IO II

12

two two two two one one two one two two one two

Ken Godwin Gary Hodges Ken deRussy Bob Thompson none none John Woiwode Robert Collins Vic Ayers Steve Coan none Paul Rikert

Directors Currently Serving, whose Terms Will Expire at End of 1985 Michael Boyle Russ Locke Steve Hawxhurst Jim Zeise!

Mike King Ted Gilmore Dean Batman none Bill Criste Dan Johnson Hardy Snyman Ken Zachara

'85 USHGA OFFICERS, CITHER RECENT CHANGES TO THE BOARD, AND NEXT MEETING Please be informed that the slate of USHGA Officers is a repeat of those in '84: Steve Hawxhurst-President, Dick Heckman-Vice President, Gary HodgesTreasurer, and yours truly-Secretary. You recall Hawxhurst had announced his planned retirement before the last board meeting which was held in September 1984 at San

Francisco. However, when officer elections came up at the end of the meeting, he accepted a nomination and ended up being reelected unopposed, for a second term.

Mark Bennett has been added as an Honorary Director; and Vic Ayers has discontinued his office as Senior Director for Region 9 after relocating to another region.

It was voted that the next Board of Directors Meeting be held in Boise, Idaho on March 29-April I, 1985. The location will be The Red Lion Motor Inn, Riverside. At the time of this writing, this information is still tentative, so if you would like to travel and attend, be sure to confirm with either Mike King, P.O. Box 746, Nampa, Idaho 83653 (208) 465-5593, Steve Hawxhurst, 1831 Clove St., San Diego, CA 92106 (619) 455-6056, or the USHGA Office, Amy Gray, P.O. Box 66306, Los Angeles, CA 90066 (213) 390-3065.

AND NOW ... back to the Introductions.

In Part 3 (October '84 Hang Gliding),! left off with Region 3, and was to proceed in chronological order with four. However, things have changed since then. In the Public Relations Committee Meeting (at the abovementioned board meeting), it was decided to be in the best interest to break the order of introductions and to start next with east coast regions and directors.

At this time, I have received only two questionnaire responses from east coast directors, and they both happen to be from Region 10.

REGION 10 ALABAMA FLORIDA GEORGIA MISSISSIPPI NORTH CAROLINA SOUTH CAROLINA TENNESSEE VIRGIN ISLANDS HANG GLIDING

SENIOR DIRECTOR Farm

When the March board for Reno, Nevada was cancelled last year, the word somehow didn't get out to some directors.

One of those directors was Steve Coan. The had never been confirmed, but then, "It didn't need to he, must have hecause in the past when the dates and times had been set board came off, rain or shine, all present m not. lfo made his own travel arrangements, flew from North Carolina to far away Nevada and then came to realize fact that there was to be no Steve says, "I couldn't afford to take time out for the San Francisco BOD this last :seriternbc~r therefore I am a little behind in active involvement, on the Board. further elaborates his "T was that there was such a lack of communication between the USIIGA and its directors on the of the winter board I had scheduled air travel, put a on condo, and was informed of its cancellation when called the main office! I had hundreds of dollars tied up that was non .. refundable. I have never had USJIGA reimburse me on any of the penses I have incurred in the BOD ""'""""'''' and l lcel 'shafted' for my mental and financial loyalty to the USHGA. Thus, in view of his statement, we can see c01np<~ns,atltm (travel expense or from the USHGA. can do for the

FEBRUARY 1985

he says. It rather reminds me of J.F.K., who never accepted the as a gesture of goodwill and annual aid to the country's economy.

Steve's unfortunate, frustration "'"IJ"''"'''"'" the cancelled meeting is for we need more people of his caliber on the board. he will with us, and from him more in th,~ future.

In Steve's past two-year tenure with the board, he has been a person with a cheerful attitude and lot~ of good-natured enthusiasm and goodwill toward the sport and his fellow board members. He is quick to offer and moral support to others who have accomplished noteworthy For that keen capability of recognizing the good in others, it is no that he is an outstanding and well-suited member for the Awards Committee on which he serves.

Other committees Oil which he has COil· tributed much time and devotion are: ComRules, Public Relations, Safety and and Commercial Relations on which he served as Chairman. Steve says, 'Tel like to see continued refinement of the rrn,,,,.,.111,nn system ... and more dissemina·· tion of information on safety as it addresses the evolution of his angry comments above, Steve states, "I think the Board of Directors serves, represents, and relates to the membership well! The average USHGA member has no idea how much effrirt their directors make in voluntarily the the same token, he says, "The average member also doesn't begin to relaize how much work the USHGA headquarters does. The majority of the members would be amazed at the magnitude of work the organization going. It missed by all if anything back to an impressive hours achieved the Master and flown over 23 different models He hasn't done had as a either, maintaining a top .. ten in most all of the many circuit meets in which he has . He earned se .. com! in the '75 Nationals. He has the east coast altitude record via a hot air balloon in 1975. "Also I've held distance, altitude and duration gliding records at most the eastern mountain sites at one time or another," he adds. A flying award

to his credit number 003 of the Order of the Raven, from Grandfather Mountain, North Carolina.

Steve enjoys most about gliding is "utilization of Mother Nature's intangible element-AIR." "I first became involved in the sport in 1973, when I built my first hang gilder, a Lark, explains Steve. "The center of gravity was three inches too far forward, but somehow l taught myself to because no one in the mountains had one then. first flight off Grandfather (in was with this scary craft!"

Recalling an unusual while a mountain site in western Haiti, Steve tells:"We landed at a primitive fishing village where a voodoo devil-deity was a halfman, halfbird! Gifts were brought out to us upon landing on the beach, and in the the birdman was Steve is in a unique occupation aside from his gliding, as is ,u1~~"'"""' in part of his address above. He is a partner in a successful Christmas tree business.

He also operates a shop called Freedom and has done so for the past 10 years.

"This he says, "I have included sailplane rides and instruetion as part of the services of Freedom T own a Grob twin aerobatic, with an LID of 37 to l. Through the shop, Steve also is a dealer for major brands of hang and related equipment. Steve's local club is the North Carolina Association.

Besides his flying, Steve serves as an observer, observer, and examiner for his 'Tve made myself available to all USHGA members on all levels. I've found a very laekadaisical istence in most the pilots of this ' and region. All want to 'do their own have less and less regulation and government I really don't blame them."

As far as talk about the USHGA, "Most want to know what the USHGA can do or really does for them.

0. K. Site insurance····is it Etc. We have a group of pilots who enjoy flying because of the and lack of the --· ,.-....... _. multitude."

In a final note it's good to see it nnwT''''' USHGA bolstering the see a Nationals via towing in Texas or another state where the '""''"'""·" nationals are held.

is a

of his area about the

flies the Wills series Duck, Attack Duck, and also his lo Streaks, Pro Aim, and other mode.ls from other rmmufacturers, result of his pilot report effort in Whole Air. Since 1974, he has 600 hours of mountain (fbot and 50 in thrill of says. "I do acrobatics and some fast but close cross··country, but mainly just like the view ... I foci 'above it all'... kind of free and able to move about over the terrain below."

Dan relates how he gave up lot to bceomc involved in the sport: "I was a instrucchartcr work, and for a who did aerial-based architcc· nh11trnirn1nhv in (We flew all around downtown, over, the world's tallest building, the Scars Tower.

Fun!) a friend read an ad that indicated of an hour' were not uneommon in and that you could build one for $300 $400. Sounded good. We went to the school that ran an ad from a suburb, and took lessons on their Chandelle standards, seated, at Warren Dunes, "After a fow trips to I sold my restaurant/bar owner, wellestablished I only worked three to four my flight instructor and to start Air Dan has flown at various sites in many states and several countries, with friend Barnette, he on the island nation of Barbados. "We're still the only two to have done that," he adds.

Dan is even a former manufaeturcr, and for a while he a line callHe is one of the few enthusiasts whose current occupation is related t.o the sport.

We've seen that he is Whole Air'.v uu1JH0,uco1 (full-time sale but he also docs seminars for the Air

management.''

and has been on its Board of Directors for the years.

a bit of aircraft flight instruetion, out his business parter, lbm runs their and simulator at BE CONTINUED

HANG GLIDING

COMPETITION CORNER RULES CHANGES Dear USHGA Competition Rules Committee, I agree that the old CPS formula is complicated, sometimes unfair, and needs changing. But, from what I have read, you are taking a giant step backward. In the past it has been difficult if not impossible for a pilot living out of California to break into the top 20, much less the top 10. Changing the system away from validity towards the number of ranked pilots just about seals this lockout on the top 20 that Southern California has. Dropping three meets from the point totals would finish it. A pilot who wants to seriously compete is going to have to move to California for the season to have any chance of working his way up the ladder, and this is very unfair. You have to remember that you are the USHGA Competition Rules Committee. That is the UNITED STATES, not Southern California. This may come as a surprise to you but there are some fantastic flying sites out here and also some top quality meets that we should get credit for.

In my opinion, validity of a meet should make more of an impact on the total pints received than the number of top 30 pilots flying in the meet. The number of top 30 pilots should definitely be a factor in that validity, but only one of many. Other factors that are important are: Difficulty of task. - If all the pilots make the task, then was it a fair test of pilot skill? Variety of task. - I believe that a pilot cannot be tested in all forms of flying skills by running the same fishbowl task day after day; as was done in the 1984 Nationals. Cross country, speed runs, pylon courses, out and backs, duration, and races to a goal should all be a part of a meet. This tests a pilot's all-around ability, not just the speed of a glider and the pilot's knowledge of the course. I know this is going to ruffle a few feathers, but I have to say that our Sun Valley meet was by far a better test of pilot skills than the Nationals. Points should be deducted for not using different types of tasks.

FEBRUARY 1985

Typically, there could be a list of valid tasks, and for a meet to get its total validity in this factor, it must use at least three different tasks. Other factors are time in the air, total number of pilots, and number of rounds flown, and I am sure I am leaving a few out. Now I know what you are thinking, this sounds just as complicated as the old system, if not more so. It may well be, but it would sure be a lot fairer than the simple version that Mr. Meier is proposing. Maybe complicated isn't all that bad. As it is, Southern California is simplifying the rest of the United States right out of the competition.

In short, I think there should be a change in the system, and that change should be in the format of the meets.

There should be more variety in the tasks, and there should not be a main factor in determining a meet's CPS points. The many factors that go into a meet should weigh evenly, as it would be very lopsided to put so much emphasis on one factor.

2. Mike King Nampa, ID 3. Joe Brakefield Boise, ID 4. Russ Kidder Casper, WY 5. Rick Altig Boise, ID 6. Ross Henson Boise, ID 7. Joe DeCleur Nampa, ID 8. Al Bitker Evanston, WY 9. Lou Heinonen Boise, ID

186 165 C-2 165 180 Attack Duck 143 165 C-2 128 165 C-2 IOI

l80 Streak

~@l~@[n)@@l[f JULY 23-28. Grouse Mountain Invitational. $5,000, women's meet. Contact: Box 1200, Postal Station A, Surrey, B.C. v3s 4p6.

APRIL 26-28. Marina Steeple Chase, 12 mile dune race. $1,500. Contact: Jim Johns, (408) 384-2622.

WEEKENDS IN MARCH & APRIL except Easter. Third annual Melba Time Trials. $5 entry, all entrants receive trophies. Expert, Advanced and Intermediate levels.

Contact: Treasure Valley Hang Gliders, Box 746, Nampa, ID 83653 (208) 465-5593.

Feb. 21-22

Basic ICP

April 26-29

Marina Steeple Chase

May 18

Chute Clinic

May 25-Tl

Rating/Mountain Clinic

June 15

Chute Clinic

June 22-30

Owens Valley XC Tour

July Tl-28

Rating/Mountain Clinic

382 177 Magic 3

August 10-18

Hawaii Flying Tour

289 185 C-2

August 24

Chute Clinic

259 165 Comet l.5

Aug. 31-Sept. 8

Owens Valley XC Tour

OFFICIAL USHGA COMPETITION POINTS SYSTEM (CPS) RESULTS Region 5 Series, 1984

l. Kevin Christopherson Casper, WY

202 I 55 Sensor VG

KITTY HAWK WEST

Kevin Christopherson 1739 S. Mitchell Casper, WY 82601

Pilot

10. Chuck Bright Casper, WY 11. Jeff Mazer Bozeman, MT 12. Frank Gillette Burley, ID 13. Dan Gravage Livingston, MT 14. Jeff Gildehaus Boise, ID 15. Jim Bowman Parkman, WY

CPS Score

Glider

714 185C-2 523 185 C-2 667 180 Attack Duck 747

165 C-2

222 165 C-2 216 185 Comet 1.5

Contact: KHK West, P.O. Box 828, Marina, CA 93933 (408) 384-2622

17

SAFETY FORUM

It Shouldn't Happen To An Er1glishman

by Philip Pask The following is penned for the benefit of other flyers and my further embarrassment. The incident occurred at Buffalo Mountain, Oklahoma this autumn.

Conditions were perfect: sunshine, bountiful lift, beautiful site, the kind of day that makes you glad you're alive and fly hang gliders. I stood on the ramp and clipped into the Magic, my new parachute nestling reassuringly in my stirrup harness.

A few powerful strides down the ramp and I was airborne and already climbing in smooth lift, the trees below me and the view of the valley in front of me were exhilarating. I began my first turn when something caught my eye below my glider. I had dropped something and it was falling away below me. For a second I couldn't understand what I had dropped - then I realized, oh shit! My parachute was deploying! I felt sick.

What a way to start a day's flying.

Within seconds the parachute deployed below and behind me and began dragging until I was suspended under it in a partially nose-down attitude. The glider was still flying but the parachute was supporting it now. I was still pointing away from the hill into the wind as I surveyed the forest of trees below - no clearings just trees. Slowly but surely the glider began turning to the right and despite my hardest efforts I couldn't stop it turning into the hill.

Now I was slowly drifting towards the hill downwind - it was smooth - no real problem except all the trees below me getting ever closer. I remembered reading about climbing into the control bar when coming down under parachute so I got into the A-frame and gripped the uprights. Quickly the trees came up and I ploughed in between two thirty-foot

18

trees, hitting the ground between them pretty hard. The result: a scratched leg and two bent uprights. I was a lucky man and it felt good to be down safe.

The canopy was stuck fast in the top of a

ill had dropped

something and it was falling away below me.

For a second I couldn't understand what I had dropped." thirty-foot tree so I climbed the tree and freed the 'chute which was totally undamaged.

The main lesson I learned was that when you spend a couple of hundred dollars on a new parachute spend a few

more to have your harness expertly modified if the new parachute doesn't fit the 'chute container pocket. Alternatively, if your old harness is getting on a bit, perhaps you should buy a new one.

My problem had been that my harness parachute pocket had been too small, not by much, but enough to pop the velcro in flight when my prone weight bore down on the velcro closure. Second lesson: Have a more experienced pilot check your parachute and harness before flying and advise you the parachute is a good fit in the harness and safe. I have replaced my own harness with an excellent Supp 84 from Sky Systems, and have no further problems.

My thanks to a good friend, William Kersley, who drove down the rough mountain road in my ponderous Pontiac at highly illegal speeds, and then sprinted a mile through dense woods to make sure I was okay. •

A quE'::ITION OF 5AFcT'l'.I (

~

\Cj 'iOVR CHUTE PACKED

PRoft: 'iU,Y ?

\

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"liji;;"..C:~

HANG GLIDING

Flying Blind ©1985 by Dennis Pagen

I

have concluded that I will probably not be a millionnaire in this lifetime. The reason is quite simple: my life insurance premiums are so expensive that I can't save any money.

The reason I have such expensive insurance is that every so often I fall out of my chair from shock and surprise while I am reading.

Such was the case when I read the piece entitled "Vertigo" in the May, 1984 issue of Hang Gliding magazine. In this article the author describes a flight and frightful experience when flying through the clouds from the Haleakala crater in Hawaii. The author magnanimously wrote the article to warn others of the dangers, but neither he, the editor or other readers wrote to explain the real nature of the problem.

To that end, I will pick myself up off the floor and present some facts that every pilot should know relating to cloud flying or compass flying in general. This knowledge is necessary if you want to keep your own life insurance payments low so as not to eliminate your chances of becoming filthy rich.

CLOUD FLYING The first point to note is that flying in clouds is illegal. It is illegal by virtue of Part 103, the section of rules covering hang gliding and ultralight flying instituted by the Federal Aviation Administration (FAA) a couple of years back. All an FAA administrator has to do is see or hear about you flying in clouds and he can slap you with a fine - usually a $1,000 debit to your new glider account. Of course, you can go to court and have your case argued, but lawyer's fees are even more expensive than insurance premiums.

I won't belabor the legal matters here, for in a future article I will discuss the things to watch for with regard to Part 103. However, although it is important to describe potentially dangerous experiences, we should perhaps use caution when describing an illegal activity in our national magazine.

There are other problems relating to cloud

20

flying other than the legal ones. There is the problem of disorientation (vertigo), midairs, loss of control, overstressing the glider, and hitting an obstruction. Vertigo is disorientation that occurs when signals from your eyes and your inner ear balance system as well as your body's pressure sensations all meet in the brain and have a gentleman's disagreement. You become befuddled and confused and lose all sense of position in severe cases. A common companion of vertigo is sudden nausea. Take on the whole package - vertigo, nausea and fear - and your discomfort is complete.

Midair collisions between hang gliders that entered clouds have occurred. Loss of control can occur when you no longer know which way is up under the influence of vertigo. Overstressing the glider and hitting obstructions (the side of the mountain perhaps) are a natural result of this loss of control, Entering a cloud in the air unexpectedly can be a thrill you don't need. My most prolonged fearful flying experience occurred in 1979 at the Guatemala invitational meet. We

were flying one-on-one from a high cliff over Lake Panajachel. Just as my opponent and I launched, a large cloud bank developed that engulfed us both. As I became totally whited out all I could think of was the cliff below, the glider that disappeared thirty feet to the left and the four others a little ways down the ridge to the right.

I started looking left and right rapidly to hopefully detect a glider before it hit me. I saw nothing but white; I heard nothing but the wind and my beating heart. It seemed that an eternity went by when all at once the clouds dissipated below me. The clouds moving one way and the ground the other caused instant vertigo. It was a few seconds after I cleared the lower wisps that I regained my equilibrium and found I was lost.

Looking around, I discovered that I was several hundred yards behind the face of the cliff, headed the wrong way. I cranked a 180 and aimed for the front of the cliff, just squeaking through a gap in the trees. By then the clouds had lifted and I continued the flight, a changed man when it comes to cloud flying.

s

-

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COMPASS ERRC')I(... DUETC> BANl<./NG-

HANG GLIDING

COMPASS FLYING Of course, there are those pilots who have flown in clouds successfully with the use of a compass (this was before Part 103). I venture to say their practice is limited to fairly smooth clouds and gentle maneuvers. This is because of some very severe limitations regarding a compass. If you ever contemplate flying with a compass, for any reason, you should understand these limitations.

Two minor problems are magnetic variation and deviation. Since the magnetic north pole is not located at the geometric north pole, a compass will not point true north.

This is called variation or declination. The magnetic pole wanders in a 960 year cycle, so the variation in any locale changes gradually. Currently, in the continental U.S., the variation is from about 15 °Westin Maine to 20 ° East in Washington state with zero variation falling on a line through ChicagoNashville-Montgomery, Alabama.

Magnetic deviation is caused by metal objects near a compass distorting the magnetic lines of force and thereby giving a false reading. Both variations and deviation can be readily compensated for when figuring headings.

The real problem with compass flying is the dynamic effects. There are three that relate to aviation. Due to the fact that the magnetic lines of force are not horizontal except at the equator, aviation compasses are constructed so that they minimize the dipping of the north end of the compass needle. At mid latitudes this dip is two or three degrees, but becomes more severe further north. As a result of this compass construction and the vertical component, the compass will exhibit some strange behavior. On a heading north of due east or west, the compass needle will deflect towards the inside of a turn. On a southerly heading the needle will deflect to the outside of a turn. The amount of deflection varies in with the latitude. For example, if you are heading north at 40 ° latitude you must stop your tum 40° before your desired heading is indicated.

Likewise, if you are headed south, you must stop your turn 40° after the desired heading is indicated. All this applies to the Northern hemisphere. The deflections are reversed in the Southern hemisphere.

The second error factor is due to acceleration and deceleration. With an antidip compass, acceleration will tilt the needle and cause it to register a turn to the north.

Deceleration will cause it to register a turn to the south. This is most significant on east

or west headings and nil on north or south headings. The effect is reversed in the southern hemisphere.

The final problem relates to the fluid inside the bowl of a well-made compass. When you perform a turn, the walls of the compass drag the fluid around which in turn drags the needle to give a false reading. This can cause you to turn past your desired heading, especially with turns of90° or less.

Curiously, you can avoid the last two problems by using a cheaper hiking type compass that is air filled and has the needle suspended on a simple point (this compass probably won't work well in Alaska). However, the lagging or leading on northerly or southerly headings will still occur.

FLYING WITH A COMPASS It is not a bad idea to have a compass on your instrument pack for that rare occurrence where you blunder into a cloud. However, you should practice using it long before it stands between you and sure terror.

To begin, you can experiment with your compass by swinging it around the room as if in flight (be sure to simulate bank). Next, fly with it and see if you can hold a heading.

Try this in turbulence for a reality exercise.

Another good experiment is to fly with your eyes closed while another pilot guides you through turns and level flight with a radio.

This is a great way to simulate the actual experience in a cloud. A general rule of thumb when relying on a compass is to keep bank angles below 15 degrees. Anything more begins to compound errors.

It should become clear that flying through clouds with only a compass is a dubious situation at best. If turbulence abounds there is probably no way to hold a given heading.

Once the compass starts swinging, your chances of regaining equilibrium will be mainly a matter of previous experience and luck. A north heading is the worst case with a south heading next followed by east and

west headings.

Airplane and sailplane pilots use a gyroscopic compass powered by vacuum to avoid the above problems. However, even with such an advantage they would not venture into a cloud without a turn and bank indicator. This may be a simple yaw string (a piece of yarn taped to the windshield) or a complex turn coordinator with an artificial horizon. These devices indicate whether you are flying straight and level or slipping in a turn. In combination with a compass they can be all that is needed to maintain a course through clouds.

A very simple turn and bank indicator for a hang glider could be constructed by using a curved tube and a ball in fluid (see illustration). A yaw string is difficult to place conveniently on a hang glider. In the absence of either devices, it is imperative to monitor airspeed and G forces when flying blind. If you suspect you are in a turn, move your body to one side and observe the airspeed.

If it increases, roll the other way until airspeed slows. You should be able to maintain minimum sink airspeed unless turbulence is present. Remember, the faster you go the harder it is to tell whether or not you are flying straight and level and the more radically your compass will swing.

The pilot who wrote the article mentioned preivously described how he lost all spatial orientation and control then augered down and just barely avoided crashing into the mountain foliage. I have met another pilot who repeated the exact same experience at the same site. The fact is, the dangers of cloud flying are very real and a simple compass is no way a cure to the problem. The best cure, of course, is to stay well clear of clouds as the FAA mandates. Until the time when pilots no longer write about such shocking experiences I guess I'll have to have seat belts installed on my favorite chair so I can be as safe in my own home as I (hopefully) am in the air.•

Lt.e;er -rut?..A.I

e,OOR.P1N=D

-rvRN AND BAtvl< /Nl:.:>JCA70/Z....__.

FEBRUARY 1985

21

by

was a humbling feeling that this 'king of the air' would share his territory with me;' said Becky Whisman, Alaska's only female hang glider pilot. "For several minutes the eagle flew along side my wing, only about 25 feet away. We exchanged looks several times, then with all his majestic glory, he flew above my manmade bird and was gone." gliding is a sport designed for the person seeking excitement in the great outdoors. Why then, in a state like Alaska which caters to the pioneer spirit and adventure seeker, is there only one female hang glider pilot? According to Becky, Alnska is a very difficult place for a beginner pilot to learn in. The mountains arc extremely rugged and for the most part are quite inaccessible.

Alaskan roads arc few. Therefore, many of the launch sites require plenty of hiking with 70 pounds of equipment. To top that off, cer·· tified instructors arc hard to find. Most who fly here have either learned in another state

ABOVE: Soarinx Alaska's rugged terrain.

U.TJ: Pilot and graphic artist Becky Whisman.

24

HANG GT,IJJING

or under a fellow pilot's direction.

According to Becky, hang gliding may not be the most practical sport in Alaska, but it sure makes flying worthwhile to have a bird's eye view of Alaska's wilderness, the rugged terrain and glaciers. "To see God's creation at its best gives me a feeling of inner strength and freedom that words fall short of describing," added Becky.

Becky has been a hang glider pilot for six years. Although she had always thought about flying, she began on a whim. She and her friend, Jim, happened by a garage sale where two hang gliders sat in the front yard.

The next thing they knew they owned the gliders. Soon after this Becky started lessons at Cape Kiwanda, located off the Oregon coast. Here, an entire summer was spent practicing takeoffs and landings. Her first launch was off a 30-foot hill but by the end of the summer she had mastered flights off the 500-foot Cape.

After that summer, Jim asked Becky to accompany him to a place where he had already spent the majority of his life Alaska. Being an adventurer Becky found it hard to say no. They were soon married and decided to settle in the land of glaciers.

Most of Becky's airborne time is spent above the Girdwood Valley flying her "Alyeska Resort" glider. The conveninece of being able to take the ski resort's chairlift to the top of Mt. Alyeska is one of the main reasons she likes flying here. "It eliminates the problem of excessive hiking plus I can fly during my lunch hours," said Becky, who is employed as a graphic artist for Alyeska Resort. She takes off from the 2,300 foot level and may climb as high as 7,000 ft.

Sometimes, if Mother Nature allows, she will remain aloft for two and a half hours.

Being the only female hang glider pilot in a group of all males does not seem to present a problem. "We are a close-knit group of flyers, and everyone gives me due respect," said Becky. She added, "the men have been very helpful, and I owe them alot for my progress and knowledge."

The unique challenge of being the only female pilot among aggressive men has pushed Becky to excel, but not to the point where competition means everything. "I enjoy competing to see how well I can do, but I don't have the driving hunger to be the number one pilot. I think competition can

sometimes take the fun out of flying. I chose this sport for recreation and enjoyment."

Even so, Becky took fourth place in the 1980 Alaska State Championships where she competed against 26 male flyers. • THE DUMP (A local site)

Tremendous was the flight, Ecstasy was my right.

Soaring in winds so fair At The Dump did I dare.

My friend the hawk I did see As he flared onto a tree.

Sunshine, clouds and the ocean were there, All gifts to me from the Father with care.

Colorful new ships being flown All together yet each on his own.

What an awesome thing flight really is, Becoming airborne on wings like this.

Do you suppose I could fly So far, so long, so high, As to see the Creator of my delight The one who has given me this flight?

B.W.

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FEBRUARY 1985

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(805) 687-3119 25

THE ENVIRONMENTAL IMPACT OF HANG GLIDING (Or, flying your glider into the side of a mountain may scare the sheep.)

by Dennis Baker Why is a rank novice, hang II pilot like myself, who has never even flown in the Sierra Nevada or Whites, writing about the Owens Valley? And, who am I to tell all you free-spirited, high-flying type XC pilots what to do? And, what's all this "don't disturb the sheep" and "watch out for the rodent" stuff got to do with you and hang gliding anyway?

I am new to hang gliding, but not new to the Sierra Nevada and White mountains. I've spent many years climbing their peaks and exploring their canyons on the ground. I hope to do the same, some day, from the air.

I have also been a long-time member of the club that is named after that awesome range

26

illustration inspired by Tim Aguilar of mountains (no, not the White Club!) and this, my friends, is the rub. I'm tired of hearing fellow hang glider pilots wail and gnash their teeth every time the Forest Service or some other agency of government puts a restriction on a flying area. I am constantly being put in the position of defending the actions of the Sierra Club to my friends. (Hang glider pilots are nothing in this vein compared to the people with whom I ride motorcycles.) Perhaps this is the way it should be.

We should all be willing to stand by our beliefs, and most of all do something about them.

Of all the activities I have been involved

in, I feel hang gliding has the least negative impact on the environment. When I walk in the wilderness, my size ll boot leaves a more obvious and longer lasting mark on the ground than my glider leaves in the air. (I have, however, occasionally left significant marks on the ground with my glider's noseplate.) Yet, our presence in the air can adversely affect the wilderness. From a conversation with a representative of the Forest Service, correspondence with Rick Masters, president of the Cross Country Pilots Association, an article by John Wehausen and my own experiences with the Sierra Club, I am only certain that we are uncerHANG GLIDING

tain about the effect our presence has on the wilderness.

Now we get to the important part. Why should you care? Some, if not most, of the best flying sites are in wilderness areas.

These areas are often administered by government agencies such as the Forest Service, and the Bureau of Land Management as in the Owens Valley. As pointed out by Steve Hawxhurst, our beloved Prez, in the April, '84 Hang Gliding, "We ... don't have a massive Washington lobby ..." but the Sierra Club does. The government agencies, and their policies, are affected greatly by the lobbying of groups such as the Sierra Club.

(Starting to get the picture?) Even on the local level, a good relationship with environmental groups could come in handy.

Erik Fair is working very hard to secure a perfect training site in the desert area of Southern California. Among many problems he's facing is the fact that there is an endangered species of rodent living there. The Sierra Club did not declare this area closed.

It is not within their capacity to do this. But, it is within their capacity to lobby agencies such as the State Department of Fish and Game or the Los Angeles Department of Water and Power to close such areas over which they have administration.

There are things we can do. Erik is fighting hard for use of the aforementioned training area. The Crestline Soaring Society has worked quite effectively with the Forest Service in the acquisition and maintenance of the Crestline site. Rick Masters and the Cross Country Pilots Association are doing a fine job in the Owens Valley. As a group, and as individuals, we should be working on improving our relationships with the agencies that manage the areas over which we fly and on which we launch and land.

Groups like the Sierra Club can be powerful enemies if they perceive us as adversaries. They are of no help if they don't know we exist. But, they could be good friends if thei perceive us as concerned over the intelligent use and enjoyment of the wilderness. It is in our self-interest to ally ourselves with these groups. These groups are made up of people like myself and perhaps many of you. It is not in our selfinterest to antagonize these people by divebombing hikers, throwing trash about the launch and landing sites, or bragging how you bought a vario with an extra loud audio just to scare the sheep.

It would be to the advantage of the environmentalists to be on our side. They are FEBRUARY 1985

often criticized for wanting to keep people out of areas, and restricting use of public land. Our sport provides for a low impact use of public lands that they can point to and say, "See we're not trying to keep everyone out."

So let's work together for the protection, and careful use of the beautiful areas over

which we fly. Use silent instrumentation and especially headphones with radios when flying in the Owens Valley area and other areas where applicable. Show consideration for those who share the outdoors with you, be they two-legged, four-legged, winged, or with cloven hoof. There's a place and space for all of us.•

Fbotlaunched Aircraft and Bighorn Sheep ©1984 by John Ui?hausen, Ph.D.

Most

of us easily comprehend the meaning of obvious environmental impacts. Nobody wants oil in their creek or poisons in their drinking water. Few, however, recognize the potential importance of less obvious impacts, especially those that may adversely influence the behavior of animals. I will deal here with one such situation about which I have considerable expertise - bighorn sheep in the White Mountains and footlaunched aircraft.

Fundamental attributes of bighorn sheep are their use of steep rocks to escape predators and keen eyesight to detect them. Their short-legged, stocky body that provides them such excellent agility on steep rocks makes them less than optimally fleet on more gentle terrain. Consequently, they cannot count on outrunning predators as deer do, but must stay within a "dash" of precipitous rocks.

Why venture farther from rocks? The answer is food. In the case of the Whtie Mountains, bighorn are attracted to the higher elevations in summer because these contain the most nutritious forage at that time. As it turns out, these elevations also contain the most nutritious forage that they encounter during the entire year. Hence this habitat is particularly important to the health of the herd.

The problem is that the lack of extensive glaciation in the White Mountains leaves much of this high terrain without many rocky slopes on which bighorn can feel safe, in contrast to the lower canyon slopes. Further compounding the problem is the need of bighorn ewes to worry about the safety of small lambs that are very vulnerable to predation the first half of the summer.

How do they balance these conflicting demands? Because of the excellent visibility in the alpine regions of the

White Mountains, bighorn do venture onto it to feed beginning in late June but they do so with much trepidation.

Their behavior is very flighty, and they readily abandon alpine feeding grounds for the safety of the lower canyons. They flee humans on the ground at all distances up to half a mile. Consequently, few ever see them. The potential for disturbance with significant impact on the population is obvious.

What about foot-launched aircraft?

Eagles are capable of preying on small lambs, and these gliders might easily be interpreted by ewes as "giant eagles." I have twice in early summer observed groups of ewes with small lambs abandon alpine feeding areas and flee to the safety of canyons when the first hang glider appeared overhead. In one case they dropped 4,000 feet or more on a run.

What the long term impact of hang gliders on the bighorn inn the White Mountains will be cannot be predicted.

One possible outcome is habituation, whereby the sheep come to ignore the gliders. However, to find this out puts the bighorn population at stake.

The U.S. Forest Service has chosen a more reasonable alternative - to attempt to mitigate the situation. Bighorn may become aware of foot-launched aircraft largely because of the considerable noise associated with their radios and instrumentation. I have often heard garbled radio voices from foot-launched aircraft a mile or more away from me in the White Mountains. Consequently, the Forest Service has initiated a requirement that radios and instrumentation must demonstrate silent operating capability by being equipped with earphones. Certainly this is a small cost toward lessening potential impact on the bighorn population.•

27

-

-

THE A*$WER MAN I

Some Questio11s On BillovV Shift

by Everard Cunion

Liking to pilots and reading the recent debate about the mechanics of weight shift induced turning shows up what appears to me to be a vagueness in many pilots' ideas about it, and possibly even grave mis-understanding.

It is universally accepted that lateral weight shift leads to sail billow shift, and that the combination of weight shift and billow shift results in the glider rolling.

While I do not dispute this in broad terms, I do dispute some of the ideas that usually accompany it.

It is very often inferred that in the case of a floating crossbar flexwing (actually 'floating keel' is more accurate) with a stand-up keel pocket, lateral pilot weight shift directly causes the sail to billowshift, the resulting loss of lift on one wing half compared to the other being largely responsible for the ensuing roll. I believe that this cannot be so, for the following reasons.

In the case of a glider with a stand-up keel pocket the pilot's lateral movements are essentially dissociated from the lateral movement of the sail (i.e. billowshift). Even if the keel shifts sideways in line with the pilot's movement, the stand-up pocket effectively prevents this movement from affecting the sail. (The floating keel does however aid roll control by having the same kind of effect as a roll French connection.)

The only direct effect that sideways weight shift has, is that of setting up a force 'couple.' This couple arises from (and consists of) the two opposing forces of lift and weight being out of alignment, resulting in a roll moment. See figure I. The roll moment manifests itself in the form of a set of forces on the airframe; the pilot pushing sideways on the control

28

bar, which reduces the tension in the flying wire on one side while increasing it in that on the other. The flying wires transmit these differential forces to the airframe as a whole. The result is that the aiframe starts to roll in the direction of the roll moment, taking the sail with it. But the pilot's weight shift is not directly 'felt' by the sail.

Only when the roll has started, one wing half going up while the other goes down, thereby causing a difference in the angle of attack between each wing half (while the airspeed is the same initially), only then will the sail billowshift in response to the resulting difference in aerodynamic pressure (lift, or loading of the sail) between one side and the other.

Thus billowshift does not cause roll, it is caused by roll. See figure 2.

It is perhaps a difficult thing to visualize, and I feel that a 'thoughtful experiment' may help clarify it.

Imagine a wind tunnel in which a hang glider is set up. It is an older type without a stand-up keel pocket or a floating keel. A pilot hangs in the harness and the air flows past to simulate ,ls

FIGURE 1

LIFT

WEIGHT IY I

~x~

straight and level flight.

But the control bar is bolted to the floor of the wind tunnel so that roll is prevented. Clearly, any lateral weight shifting by the pilot will have no effect (except maybe a creaking of the airframe). Certainly there will be no billowshift. Adding a stand-up keel pocket won't make any difference, the sail will just stay unmoving with the air flowing past it while the pilot swings from side to side in the rigid frame.

Even if the keel floats as with most current designs, the stand-up pocket will effectively prevent this motion from being imparted to the sail. All the sail 'knows about' is the air flowing past it and nothing else.

Only if the floating keel is directly attached to the sail root will liiteral weight shift directly affect the sail. But more about that later.

Take away the wind tunnel and the bolting to the floor, and visualize it now in actual flight. The only thing that has changed as far as roll is concerned is the glider's freedom to roll. The sail still doesn't feel the pilot's lateral weight shift, it can only billowshift in response to changes in pressure resulting from changes in the airflow.

So out the window go all the explanations along lines of "Weight shift loads up one side of the sail, resulting in a profound loss of lift, and so causing the roll.''

But what about a glider with a floating keel but no stand-up keel pocket, such as the Southdown Sailwings Lightning (a British wing of 1980) and the new Wills Wing HP? This is a radical departure, for now there is a direct link between lateral pilot weight shift and sail

HANG GLIDING

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billowshift. The sail will be pulled into billowshift as soon as the pilot shifts, without the roll having started yet. Here the billowshift can (and no doubt does) help cause roll.

I haven't flown such a wing but it seems like a good idea in some ways. I would imagine that all other things being equal it would have a snappier roll, at least in starting (and maybe stopping) the roll. However I have a reservation about it: What happens when turbulence causes transitory differences in lift between the two wing halves? I would guess that the sail won't billowshift anywhere near as well as if it had a stand-up keel pocket, because the pilot's lateral position largely dictates the degree of billowshift at any given moment. In other words I would expect it to be thrown around more by turbulence. (I am of course aware of the riskiness of making these armchair predictions!) Lastly, the Wills Wing advertisement in the November issue mentions film taken in flight showing the shifting of keels and stand-up keel pockets. I, and I'm sure many others, would be very interested in seeing stills from those films printed in this magazine, annotated with commentary describing exactly what is happening in each frame. That might help clear up some of the questions and arguments about the many subtle and complex factors involved in this difficult subject.

How about it Wills Wing?

COMMENTS

by Mike Meier I find nothing to dispute in your observations that the sail does not directly 'Jeel" the pilot weight shift, and billow shift takes place only after roll has begun. I would, however, take issue with your conclusion that billow shift is only an effect and not a cause of roll. 17ze ability of the sail

FEBRUARY 1985

billow to shift dramatically increases the roll rate of a glide,: Restricting this billow shift dramatically reduces the roll rate. 171is is best demonstrated by the Novice Raven. When the restraining cables are attached between the crossbar end and the sail at the keel pocket, the roll rate is much slower than when the cables are disconnected. These cables only partially restrict the billow shift, yet they substantially retard the roll response.

17iis observation would seem to qualify billow shift as a causative factor in roll response. l# can look at the very beginning of the roll as arising solely from weight shift, and being the mechanism by which weight shift causes the asymmetric sail loading. Beyond that point, howeve1; I think we would have to consider the billow shift as an impo11ant cause of roll.

17ie films which you mention do provide some insight here. I am not able to provide stills as you requested, but I can offer the following infonnation. 17ie fastest roll rate that modern flex wings are capable of is about 45 degrees per second. 17iis is an average measured over 90 degrees of roll during 45 to 45 reversals performed for HGMA certification. When initiating such a roll, the onboard film shows that the keel pocket shifts to its maximum displacement within the first three to four frames, or within about one to two tenths of a second. During this time the glider has rolled less than five degrees. 17ie billow shift does, in fact, precede, and contribute substantially to the rolling of the glide,: I would also take issue with the idea that to attach the sail to the keel with a tight pocket (HP) is a "radical departure" from using a loose pocket.

17ie difference is more a MAITER OF DEGREE. Even with a "stand up"

keel pocket, a lateral weight shift which pulls the keel off center will pull the sail to one side to some degree. As the keel pocket is made shone,; the lateral pull is more effective. But even with no keel pocket, the lateral pull from the keel may not be that much of a factor. 17ie films (taken of a stand up pocket) indicate that the sail and the keel move laterally at the same time; the keel pocket itself remains "vertical" in the frame.

Finally, the expectation that a glider with a floating keel and no keel pocket will be thrown around more by turbulence is not supported by my experience in flying the HP. In fact, just the opposite seems to be the case; the HP feels more solid and controllable in turbulence than a conventional glide,:•

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Rascals And Ratings

by Steve Hawxhurst

They are called the "Rascals" according to my friend Pork who is known to his parents as W.A. Roecker. Pork wondered aloud for several weeks what it would take to get me organized enough to locate the paperwork for the conferring of a "Rascals Degree" upon him.

Erik Fair calls it the "Elks Club," the reasons for this descriptive being probably as obscure as Pork's. More common are the titles "Bang Five," "Hang Dive Five," and a few others unsuitable for publication in a family magazine. The kind ladies at our national headquarters will only accept the term "Master Rating" should you call to inquire.

Pork's concern over his elevation to Rascal status got me to thinking recently about our pilot rating system and the fact that it has evolved well over the years and in general works quite effectively. At least I think it does. In a country as large as ours and with a sport which presents so many variables in terms of flying sites and conditions, quality of instruction and performance differences from one glider to the next, I find it somewhat remarkable that the pilots who travel to visit our local sites are so accurately represented by those little cards they carry around in their pockets. With

few exceptions, those who show up to fly at Torrey Pines from the-outskirts-ofanywhere with advanced ratings are competent responsible pilots, more than capable of handling the demands of this or any other site. Those who arrive claiming intermediate skills seem remarkably mature in assessing their own limitations and fly, as they should, in a conservative fashion. The occasional beginner or novice who attends our classes with experience from other schools shows consistent progress as a result of their past instruction.

Remarkable! There are, of course, exceptions, the most frequent being those who have just "never bothered" to get a rating or join the association. Some become quite indignant when they discover they won't be flying Torrey Pines (or Yosemite and many other sites). The fact that, as I mentioned in a previous column, a USHGA rating is cheap and easy compared to getting a pilot's license doesn't seem to lessen their indignation any.

To be effective, however, the system must evolve continually to keep pace with new gliders and instructional techniques. Not long ago I had a rather lengthy series of correspondence with

Chuck Repert, a member from Region II. Chuck felt that the spot landing skills requirement for the advanced rating needed some re-thinking, and he not only re-thought it, he then wrote a letter to Hang Gliding magazine expressing his opinions. I was impressed enough to write him in reply, which began an enjoyable series of letters back and forth.

So why am I telling you about what's in my mail? Simply this: Any member can and should make an effort to change parts of the "system" which do not meet their needs. The system needs to change in response to changes in our sport.

Also, it's worth noting that the people in charge of the system welcome your input and ideas. In the case of ratings it's the Safety and Training Committee, Chairman Mike King, P.O. Box 746, Nampa, ID 83651. With the forewarning that the committee may not always agree with you and institute massive and instant changes, I irvite your participation. We are listening.

As far as becoming a "Rascal" is concerned, when the rating was first instituted there were relatively few pilots in the country who could meet the re-

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31

in Fiesch would

are very humid and winds from the warmer south the best lift conditions. The seen

"foelm" wind almost identical with our southern "Santa Ana" winds. This

Stratus V. Outside the found that the

in the

gear tied to his erossbar, up in the double surface of his sail, and land at remote mountain sites, from which he could launch the were about Eric, wonder·· where he was and if don't think the locals really """r'"""'

novation. Eric was also into distance, and was pretty well, to 100 kilometers per as recall. wanted to do the same, but was trouble over the passes. When asked Eric for a fow he and said to like they weren't there. had entertained me with some horror stories about in he took off. Later, met Ron Hurst, the American who nms the safaris out of Zurich, and asked him how to get over the passes.

"Talk to Eric. I never did get over the passes.

The launch at Flesch on the side of the not on so after launch I had to climb up and back over the mountain, often over snow and under up to about 9,000 to l 2,000 feet MSL. Behind the mountain the the

due to this

out from on my way to Lichtenstein or the tailwind me along the of the This part of the the Sierra Nevada side of the Owens with a view on my left of snowy mountains to the horizon, and good lift conditions allowme to take my choice of thermals.

The was that every time I came near pass I hit strong headwinds and sparse lift, me choice of down or hack. I wanted to land

which didn't work either.

On my first in the for maximum wind and valley next to the the next little on cow bells from the to rest and read my map. eouldu't but compare this to my last California where had to fly out rniles from the mountains ovt:r desert moonscape to reach the then off """··~·v

down from the mountains, but is not considered to land on due to its and crevasses. After I the my cross .. country to the East, up the Rhone 1oward the Furka and passes, be easy. Those passes were part, however. Near passes, the winds are strong and can come from directions patterns, which a considerable them. In tends to reverse in the late after··· noon, which can leave the erossu111exrJectect head to the suspect of out-ancJ .. retum

Miclwei Sandlin over the Piasa in Italy near the Brenner Pass, with Colomiles and 'lfrolicm in the

HANG GLIDING

that would last long enough to keep me from dehydrating. Flying in Switzerland definitely scores some points for comfort and convenience.

On my next Swiss flight, when headwind time came around again, I flew back along the valley to a little restaurant I had heard about. Here there was a plowed field out in front with a windsock next to a small parking lot.

The local beer was excellent, and the local specialty of melted cheese eaten with boiled potatoes and pickles was just great after a long, hard flight! Actually, none of my flights in Switzerland were long or hard, but they were lots of fun, and someday I may return and finally get over one of those damned passes.

Of course many of the interesting things I saw in Switzerland had nothing to do with flying. For instance, I found that American music and television shows are dominant in Europe. Once, while walking in the back streets of Fiesch, a companion and I were invited into the home of an elderly gentleman to see his mineral collection, which was impressive, but there we also saw the children glued to the TV set watching cops and robbers chasing around L.A. On the radio there were channels specializing in American music, but it was without the division we have here between rock and country, so it was a little strange to listen to. Also, the militarization of Switzerland was a surprise. There were sonic booms, armed men in uniform congregating in the village squares, and men with machine guns riding around on motorcycles. I'm sure this is all normal activity there, but if had been in a Central American country, I would have thought there was a revolution underway.

When the weather was bad we went south to Ascona in the canton of Ticino, where the architecture is Italian and you can sit on a lakeshore beach and watch palm trees sway in the warm breezes, but you're still in Switzerland! Here I flew Cimetta, where you carry your glider up four flights of stairs, tie it on top of a gondola, ride up, untie it, carry it a quarter mile to a sideways facing chairlift, hold it in your lap while you go up (keeping the front end up so it clears the fences) and then hike it up another hundred yards to the takeoff.

Remember what I said about the commitment of the European pilots?

FEBRUARY 1985

Anyway, from Cimetta you fly back to the next ridge where you can ridge soar as long as you want over the small, Italian-type village of Tegna, eventually landing for a swim in the river and more of that great European beer at the local grotto. It's not the Alps, but it sure beats not flying when it's socked-in up north.

Before leaving Ticino I noticed pictures of motorized ultralights on the front pages of some newspapers.

Ultralights had just been banned in Switzerland, but I was told that this would not affect hang gliding.

Whenever I am sitting in a nice restaurant looking out at fog and rain, I will probably think of Austria. This is where the weather really defeated me; I spent several days there but never had a chance to fly. In mid-July I stood on the launch site and watched the snow come down over the Zillertal Valley, from which the longest cross country flights in Europe have been made. What I saw of Austria looked very much like Switzerland, but it's cheaper to stay in Austria and the flying is supposed to be just as good if not better than in Switzerland (when the weather is good).

I made flights in Germany and Italy during this trip, but the Alps were the best, and that's where I'll want to fly again if I ever go back to Europe. Some friends that I made over there have written to me since my trip to say that last

summer's weather was terrible and that the average summer is much better, which I find encouraging.

Here are some useful notes for the benefit of pilots who may want to go to the Alps themselves: 1. Language: This really can be a problem, and you should be able to speak German or find someone you can fly with who speaks English. Out in the boonies, where the flying is, there are few English-speaking tourists, so no one can easily deal with them. 2. Customs: Have a passport and all will be well. None of my baggage or equipment was inspected until I returned to the U.S., where I was required to show that my glider was Americanmade. 3. Glider Transport: On the right airline you can fly with a full-length glider as excess baggage. My round-trip glider fare was $50. In Europe, rent a car. 4. Travel Arrangements: My trip was a flexible package tour arranged by the Santa Barbara Hang Gliding Center, which is Achim Hageman, a German native who has successfully adapted to the rigors of southern California beach life. This was a good way to go; I'm sure it saved me a lot of hassles and wasted time on the continent. I'm not sure I would even have found hang gliding in Europe if it were not for Achim and Stephan, the overseas guide he arranged for me to meet. Many thanks to them for a wonderful trip! •

Two pilots in typical European gear on the launch at Fiesch, Switzerland, in the high Alps.

35

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Greg Black Hank Roberts Steve Ditter Dale Lanan Richard Jacob Bill Harlow Ron White Peter Peckham Dan Wertman Reuben DeVries Gary Weesner MOUNTAIN WINGS, INC. Bill Lowe Louis Haggerty Steve Walkup Roger Thompson Andrew Millat Cal Tax Lester Billings Donald Hatten Samuel Netherly Roger Lockwood Richard Nowack Charles Covington Chris Fragman William Roberts Alan Fay David Engel David Womble Grad Fowler Lee Minardi Pete Lehmann Dan McManus Mike Lane

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WINGS OF ROGALLO Bruce Manks Dan Adams SANT A BARBARA HG ASSOCIATION Daniel Hegglin Mark Langenfeld James Wise Mark Dodge WESTERN NY HG ASSOCIATION James Wise Mark Langenfeld Steve Arndt W.T. Hocking John Colvin CALJFORNIA CONDORS, MARINA, CA David Michael Anthony John Flatte Bruce Mankowich Allen Taylor John Green Eddie Hanley Reed Gleason Eduardo deMentzinger Edward Ulrich Collette Carson Dave Witherspoon Scott Wise Michael Mullins

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(conlinued on page 40)

36

HANG GLIDING

The Coastal Condors USHGA Benefit

by Steve Espinoza

Wow, the Coastal Condors did a fine job, raising close to $1,000 for the USHGA and having fun doing it! Who are the Coastal Condor's you say? They are a small club out of Marina, California (near Monterey) and have two flying sites, San Luis Reservoir and Marina Beach which is operated in partnership with the Monterey Bay Hang Gliding Association. The phrase "smooth coastal air II was created to describe flying at Marina, which treated pilots to some strong, postfrontal soaring the day of the party.

The benefit party came about when the club was considering spicing up the annual beer and movies Christmas party. Optimistic Jim Johns figured he could get 100 person attendance with food and entertainment; Jim Shumaker thought 100 people was dreaming so a $50 bet was on. Well, Johns, not wanting to lose face or bucks, enthusiastically told everyone he could about the benefit party. When asked about entertainment he said, "Ummmmmerrrr well, there's Rosie the dancing elephant." This was all fine and good except when he came to realize he'd have to come up with a dancing elephant.

So he called the party specialists; there were gorillas, clowns, girls and chauffeur-driven limousines but, gosh no dancing elephants.

Well Johns finally conned two people for the part (it's still a mystery who they are) and the search went out for an elephant suit. Well all that could be found was a grey horse suit; close enough! So after food, entertainment and manpower were arranged, the party was on!

When I arrived I was met by the cooks, busy pouring beer on the chicken while hyperventilating on the alcohol vapors. After the general B.S. session, dinner was started.

The food was great, featuring BBQ chicken, with several other delicious dishes. The club supplied beer, wine and juice for drinks.

After dinner the evening started with a talk explaining the inner-workings of the USHGA

by Regional Director Gary Hodges. The other Regional Director Russ Locke also showed up. Then, none other than Rosie the FEBRUARY 1985

dancing elephant hit the stage, doing her routine. Next was the magic show by Dr. Bumbles (Carl Ferreria). Most everyone didn't expect much, but Dr. Bumbles astounded the crowd with his mastery of illusion, style and wit. Assistant from the crowd, Keith Hall was a fabulous straight man.

Following Dr. Bumbles was Judy Carrico doing her "wind dance,° a flight-influenced dance complete with harness-clad Judy using a control bar base tube. It was well done and original.

The finale was the auction with master of ceremonies Jim Shumaker, doing a top notch job as an auctioneer. For the auction, Pacific Windcraft donated a harness and Kitty Hawk Kites donated a vario, T-shirt, lesson, etc.

Region II Director Gary Hodges discusses the inner workings of the USHGA. There were also glider mobiles, hang diver ratings and fake site deeds. Pat Denevan (Mission Soaring) and Jim Johns (Kitty Hawk Kites) fought viciously over Marina Beach and $99.50 was paid for a fake Hang 4 by a frustrated intermediate pilot. Well that's the show; Jim Johns lost the bet, being about 40 people short, but the UHSGA wins in the long run.

So what was the Coasstal Condor's motivation for putting on this madness? They didn't do this because they're a bunch of sweet guys willing to give their life's blood to charity, no, they did it because we need the USHGA! Without USHGA insurance and support there would be vi11ually NO flying

sites in Central Califomia! We would lose Big Sur, Marina, Manresa, San Luis, Waddell, Ed Levin, Mission Ridge, Mt. Diablo, Ft. Funston, McClure, Mt. Tam and the list keeps going on. Without these, the few private sites around would soon be overrun and we would lose them too! If you weren't a member of the "in" crowd at a local private site you would have to drive at least to Reno/Tahoe, Chico or Fresno just to fly! The extra traffic at these sites would close down some of them! (Remember Lexington, Spring Ridge, Pleasanton, Tollhouse, Anderson Reservoir?) So, get off your rears and fly to open more sites for Central Califomia!

Anyway, the USHGA really does work for us and the USHGA needs a helping hand right now, the flying site you save may be your own!

The people who came to the Coastal Condors benefit party: Judy Carrico-Wind Dance; Gary Hodges-Speech; Max Peterson, Karen Peterson, Jim Lynn, Bond Shumaker-all cooks; Jim Shumaker-Master of Ceremonies; Rich Newman and Darlene Harris-Decorations, Ghost Buster/Support USHGA T-shirt; John LaTorre-Music, PA System; Jim Johns-Chairman; Cara Rosas and Wayne Ostiguy-Set-up and Clean-up, Bob Cartier-Photos, Firewood; Dawa Cartier-Tickets; Phillipe Tardivet-Dessert Cake; Pat and Becky Denevan; Steve Marx; Martin, Sharon and Beverly Oriegon; Bond and Zora Shumaker; Gary Glendenning; Paul Clayton; Arnold and Inga Jorgensun; Al Kramarz; Gary and Cindy Hodges; Will Rusin; Kurt Luft; Lea Sapp; John and Judy Reilly; Larry Nicholson; Loreen Ozaki; Jim O'Donnell; Eric Mogensensen; John Mitchell and Natalie Bernasconi; Tom Walker; Keith Hall; Ben and Tom Johns; Norm and Joyce Castagneto; Grant Loban; Cathey Shumaker; Temple and Elizabeth Newmann; Al Garnder; Scott Reeder; Jamie Perhan; Ben The; Paulene Harris; Cindy Cook; Russ Locke; Dave Shelton; Steve Espinosa; Cassy Becker; Carl Ferreira; Gene Roller; Michelle and Nelson Kenyon. •

37

.

THE R ,GHT STUFF '

Sticking Together

by Erik Fair First things first. Unless you've already given up some bread for the "'85 Fun Drive" you can get yer stinkin' hands off the super fine TEAM USHGA bumper sticker that is neatly attached to your magazine. Don't get testy now, you can have it back after we discuss the C.O.D. aspects of what amounts to a transparent and devious fund raising scam.

Hatched in the festering brains of USHGA President Steve Knackwurst and his sticker makin' pal, Ron (Hot Dog) Murray, the scam is simply this: The USHGA sends to you a snappy hang gliding community-oriented bumper sticker along with an invoice for $10.00 and you, dear member, send to the USHGA a measly ten bucks. Your ten bucks will be used to help get your organization the rest of the way over the much discussed hump and/or to help send the '85 USHGA world team to Kossen, Austria in May. lbu get to decide how much of your money goes to which cause.

Of course now, if you are a worm or a weasel-or perhaps simply an unmentionably dispicable piker-the joke is on the prez and his pal and you get a nice free bumper sticker to slap upside your car, glider, or friend's forehead.

But, hey, we shouldn't waste time on negative speculation. Let's talk instead about why each and every one us us shouldn't waste time on negative speculation. Let's talk instead about why each and every one of us should gladly pay for and proudly display our "TEAM USHGA....!85 Fun Drive" bumper sticker.

THE ONE!THE ONLY! YOOSHGA!!

First there's the matter of the reputation we have to uphold within the world of sport aviation. Here's what the

38

of pilots affected by FAR part 103, we are the only ones to actually do the job of looking after ourselves and our sport.

editorial staff of the world's best ultralight aviation magazine, Glider Rider, had to say about our organization in the "Overview" section of their January, 1985 issue: "The USHGA is the only organizational success story in part 103 aviation. The USHGA functions through the dedication of its directors and members to whom money is only a means to get the job done-not the reason for doing the job in the first place. When times are hard, the USHGA gets meaner and leaner, and when they appeal to their membership for support they get it. The USHGA services its members."

Since it's a well known fact that the USHGA is its members, Glider Rider is simply pointing out that of all the groups

UNITED WE STAND No!? OK, dig this. Despite what good folks we are in the eyes of the FAA and Glider Rider, and despite our own crystal clear understanding of the magical wholesomeness of hang gliding, we are still faced with a persistent, almost numbing, public misperception of our sport and a concomitant gradual erosion of our numbers. The public's conception of "you and me as a flock of kamikaze cornballs" (as lamented by Dennis Pagen in his January article) represents a significant arc in the nasty cycle of decline that none of us fully understands. On the grass roots level, the primary way to combat the cycle of misperception and decline is to aggressively nurture our sense of community on both local and national levels.

President Hawxhurst along with many other officers and members of USHGA have been actively encouraging the kinds of rollicking get-togethers and community-minded goings on that have characterized national and local fund raising efforts across the nation. What's more, USHGA chapters, dealerships, manufacturers, and individuals who have organized and/or participated in fund raisers or "pasture clearin' parties" all seem to agree that the best aspect of it all, no matter how great the need that spawned the gathering, or how close the gathering came to meeting the need, is the sense of brotherhood that emerges from the good times that were had by all. Good times lead to stronger communities of hang glider pilots which naturally attract more new people than do weak communities. Stronger groups

HANG GLIDING

THE RIGHT STUFF of hang glider pilots also seem to have more success projecting a positive image to John Q. Public and better luck dealing with Lothar Landowner.

You may notice that your bumper sticker correctly designates you as a member of the national hang gliding community known as TEAM USHGA. If you've been reading the magazine over the past year you are quite familiar with TEAM USHGA's need for a little extra support at this time. The current administration of TEAM USHGA, being somewhat Reaganesque by nature, is loathe to generate needed revenue via the traditional method of dues increase.

What FUN would that be? What sense of

involvement does anyone get out of a stinking dues increase? If you haven't done so already NOW is the time to become part of the '"85 Fun Drive."

Send in your ten bucks, brother; you'll feel great and look good runnin' around with your TEAM USHGA bumper sticker.

NUTS AND BOLTS OK, OK, enough 'tlosify. The last time we discussed the matter of the USHGA vis a vis financial disaster, things were looking pretty good. Contributions to the fund drive were keeping us afloat and optimistic. Hawxhurst was sighted with a smile on his face. This

caused the USHGA computer, a hopelessly outdated flathead six, to throw a rod, suck a valve, and bend a crank.

Repairs were apparently conducted with an undersized hammer because they didn't do any good. End result? The USHGA office staff, already suffocating under extra workload caused by last year's cutbacks, has been saddled for the last few months with a computer that doesn't work. No fun at all.

The USHGA's man in the know about computers is Region 2 director Russ Locke. He's pretty sure, as is the prez, that the thing ain't worth fixing and that a new one is in order. New hardware and software have to be gotten soon in

~-----------------------------------------------------------------INVOICE

UNITED STATES HANG GLIDING ASSN. INC. P.O. BOX 66306 • LOS ANGELES, CALIFORNIA 90066 • (213) 390-3065 SOLD TO (Please fill in your name)

DATE

DATE SHIPPED

SHIPPED VIA

2/1/85

2/1/85

HG Mag.

QUANTITY

1

SHIPPED TO (Please fill in your address)

YOUR ORDER#

F.O.B.

TERMS

INVOICE NO.

Due Now DESCRIPTION

PRICE

TEAM USHGA: 85 Fun Drive Bumper Sticker

AMOUNT

$10.00

USHGA General Fund 85 World Team Fund TOTAL

FEBRUARY 1985

39

THE RIGHT STUJFf order to avoid a total freeze-up of the heavy clerical workload. Russ estimates the cost to USHGA at $3,000-$6,000 and would like to hear from anyone in the hang gliding community who has access to hot deals on computers, or useful ideas to discuss. Write to Russ Locke, 1127 Kentwood Ave., Cupertino, CA 95014 or call (415) 857-2150.

In the meantime, everyone else send in your ten bucks so we can pay for the computer and keep everything else gain' too.

AN OPPORTUNITY Returning for the moment to the issue of the American public's misperceptions about hang gliding and the need for positive media exposure to correct their misperceptions, please consider this: 1985 offers a potential high visibility event which could attract a fair amount of the right kind of media exposure if it is won by an American individual or team. I am referring, of course, to the 1985 FAI World Hang Gliding Championships which will be held in Kossen, Austria in late May, early June. Once again, the American team will be duking it out with the Australians, British, Germans, French, et al for individual and team championships. Once again, the team is without confirmed financial support.

Whether you consider them to be World Class or World Crass, the fact remains that the '85 USHGA World Team pilots have proven themselves to be among the best competition pilots in the world.

If we can throw even a little support their way, we can greatly increase their chances of winning individual and team gold medals at the World Meet.

And if they win, the odds are good they'll get their time on the tube and their mugs in some magazines. And that sort of exposure could generate some much needed growth for our sport.

ONE LAST TIME Although the USHGA is on it's way out of the woods, it could use one last

40

blast of voluntary grass roots support.

The pressure on the overworked office staff has been enormous over the past year and has been compounded by the collapse of the USHGA computer. Funds are needed to replace the current computer with up-to-date hardware and software. The new equipment will allow us to re-organize and simplify office procedures so as to minimize the chances of losing our devoted and conscientious office staff to burnout's disease.

The 1985 World Team has the capacity to win the World Meet and attract enough media exposure to generate some new interest in our sport. They are worth supporting on that account alone. Next month, team coach Brian Milton will tell you why else they are worthy of our supp01t.

Finally, I gotta tell you this. I'm tired of writing these money-grubbin' articles.

In fact, I'm at least as tired of writing them as you are of slapping your forehead with one hand and grabbing the wallet portion of your backside with the other every time you run across one of my articles in the magazine. I was put in touch with this feeling by a friend of mine who's always looking for a handout.

One day I saw him coming just in time to lob myself into the nearest bush. As I was waiting for him to pass, thinking what a pain in the neck he had become, I thought to myself: "Hey, I bet there are a few thousand hang glider pilots who hit the bushes on my account." So I immediately leaped out of the bushes and gave this guy TEN BUCKS in exchange for his promise that he'd never ask me for nothin' ever again.

I'm offering you the same deal, only better. Send in your TEN BUCKS RIGHT NOW and I'll never pollute your magazine with money grubbin' articles ever again.

Plus you can keep the bumper sticker.• P.S. The bumper stickers were stolen from San Diego pilot Ron Murray with the full knowledge and consent of Growth Media, P.Q Box 16064, San Diego, CA 92116. Thanks, Ron!

(continued from page 31)

(USHGA President) quirements: Three years possession of an advanced rating, lots of airtime in a period when we were just getting out of the "sled ride" era, and successful completion of a certified instructor seminar. I recall that I managed to squeak through thanks to fifty points gained by doing a balloon drop and some time consuming analysis of my logbooks. Since those early days of the rating the instructor seminar requirement has been dropped and quite a few of you out there might be surprised to discover that you could qualify. In an informal survey at Torrey Pines I was able to identify a dozen pilots who would need to do little more than present their logbooks and get the forms filled out. Those forms by the way should be available through your local dealer - if they don't have them ask them to get some or you can write directly to the USHGA office.

In closing, I'm happy to note that the system did work for my buddy Pork.

He's a certified "Rascal"!• (continued from page 36)

USHGA

World Team Fund

Cash Reserve {$)

Name

20.50 30 10 10 5 3 500

Thomas Janeczko Ken Shrum David Hood Mike Warden Thomas Lundie Arthur Barrick ROCHESTER, NY AREA FLYERS AND INSTRUCTORS Thomas Crump Richard Canham John Austin Dave Williams John Kehoe Lionel Space VALLEYV!LLE HG ASSOCIATION Richard Cobb David Darling, Maui Soaring Supplies Mark Thomas David Petri Fred Lewis Jeffrey Black Kevin Regan

10 70.50 6 10 5.50 20

so 8 12

5.50 10.50 10 10 10

($)

10 2

2

4

HANG GLIDING

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.

C 5 B - 320.00, Fledge II 350.00, Wills XC 215 300.00, Spyder 168 275.00, Sun 3B 200.00, Soarmaster 225.00, New Advanced Air cocoon medium size with ballast and chute container 130.00. Will consider offers on any. (503) 276-7462.

ASG-218. . . . . $300.00 , ..... . .. $200.00 Cirrus 5-B ... ...

Lazor II 170. .... ······ ... .... . . $350.00 Lazor I 195 .. .. , . ..... ... . ... ...... . .. $450.00 164 Gemini (m) New . . . $1300.00 .... ...

AS-90 (UP Trainer) .... $200.00 .... ...

Eipper Cumulous 10 .. .. .... ... $200.00 CGS Falcom 5 . .... .... ... ... ... . . . . S250.00 .... . ..

Duck 160 .. . ... $900.00 ····· .... .. .$1100.00 Duck 180 . . . . . . . . .

Moyes Mega 170 . .. ..... .... ······ ... $300.00 Flight Realities Inc., c/o 1831 Clove St., San Diego, CA 92106 (619) 455-6036.

185 Comet OVR II - Good condition, clean. Performs great (7th place 1984 Owens Valley XCWC) $1000. Matthias Krantz (801) 581-7919, eves.

278-5608.

COMET 165 - Custom sail (black, red, orange, gold, white design with red lightning bolt). Great condition, well cared for. $975. OBO. Gary (805) 682-0904.

COMET 185 - Excellent condition, rarely flown.

Lt. green top, dk. blue leading edge, It. blue second surface, orange tips. $950/negotiable. Perry Malouf (301) 229-1422 nights.

COMET II 165 - W /fairings. Excellent cond.

Never crashed or dinged. Aqua, green & white. $1400. OBO. Will ship. (805) 682-3483.

COMET 135 - Will negotiate, 10777 Chillicothe, Chesterland, OH 44026 (216) 256-3635.

1983 COMET II 185-$1,100. 1984 COMET II 185-$1300. Gemini 134-$650. 190 Antares-$350. Litek $75. All very good condition.

Offers welcome (303) 499-8236.

COMET 1I 165 - Less than 50 hours. Beautiful condition. Sail not even dirty. Outstanding performer. $1,500 or make offer. Neal (608) 782-3163.

185 COMET C2 - Nice $1200. 189 Duck mint $1000. 160 Attack Duck $1600. 178 Mega good $600. 178 Meteor nice, low hrs. $600 or best offer.

FEBRUARY 1985

Matt (608) 362-9920 days, (608) 362-8174 evenings.

Wisconsin.

WANTED - Raven 229 in excellent condition.

Call Bob (707) 526-1566.

COMET 135 - Good condition. $650/offer.

John. Memphis (901) 452-8459 after 5 PM CST.

RAVEN 209 - Red, yellow, purple, white. Very good cond. $450. (805) 982-5108 days, (805) 644-0636 eve.

MUST SELL - 135 Comet excellent shape, nies great $650, will ship. UP Mosquito. Excellent cond. cheap. (208) 234-1644.

SENSOR 510 - 180. $900. Good condition. Bill (501) 646-2901 days, (501) 783-4202 nights.

COMET II 165 - Great shape, flies well. Black, dark blue, light blue $1300 or B.O. (916) 221-0748.

SENSOR 510 - 180 sq. Rainbow sail with blue L.E. Excellent shape with kevlar T.E. $1500. (914) 623-2401.

COMET II 185 - Excellent condition $1300. Sensor 510 165 great condition $1100. (801) 254-6141.

STREAK 180 - EXCELLENT CONDITION. ONE YEAR OLD! LOW AIRTIME. RAINBOW LOWER SURFACE. $995. (619) 286-5604.

1980 ATTACK DUCK - 5 mo. old, 50 hrs. Red leading edge spectrum double surface. Excellent cond. Will ship $1450. 147 HARRIER I - Only 20 hours. Excellent cond. Blk, and Spectrum. Will ship. $900 or best offer. MOYES MEGA II 1979Vi all white. Good to excellent cond. Will ship. $600. Call Jerry (801) 572-2291.

SUPER PRICE - Duck 160. Blue leading edge, rainbow center. Like new $1000. (702) 885-8166.

83 DUCK - All yellow with Litek vario, Wasatch Wing harness & chute, Bell helmet, Wheels if you want. Vermont (802) 897-8081.

DUCK 180 - 1984, mint condition, only 4 hrs. airtime, standard "Yellow tail." $1200. El Toro, CA (714) 951-3596 .

130 DUCK - Excellent condition. Black, red, white, $1200. (619) 942-0621.

DUCK 180 - Red double surface, all else white .

Temper coated leading edges. Exceptional hand!ing glider. Built for Rob Kells for the manufacturers meet. 19 months old-$1100 .

ATTACK DUCK 180 - Blue double surface, all else white. Special UV sailcloth, (used on Wills HP gliders). Faired down tubes and kingpost. Nationals sporting class winner. 5 months old. List price with tax $2645. Will sell for $1850. (714) 987-8291 (714) 986-4632 Terry.

ESPIRIT 160 - Outrageous colors, late '84, excellent cond., advanced performance $1195. Chris, Colorado (303) 879-4603.

160 STREAK -Triply· sail, good condition $700 OBO or will trade for 229 Raven and cash, Glen (619) 284-5206 or 457-2900.

180 STREAK - Brand new condition $1395. 12 flights, emerald green, white, (619) 247-3055. Near Crestline, Mike.

180 SUPER LANCER - Very good cond. 35 hours. $600. Will ship. (501) 782-4081 .

PACIFIC WINDCRAFT VISION - Blue and white, $1300.; Robertson prone harness (blue) w /parachute $400.; Call Clarence (303) 492-4365.

W.W. Alpha 179 - Great condition. Very nice forgiving glider for beg.-intermed. Yellow, orange, brown. $550 w/shipping, less w/o (914) 831-3942 PM. 185 WILLS WING XC - Mint condition, used only 60 hrs., $350. Dan (714) 545-7506 (So. Cal.) WANTED Used Hang Gliding Equipment, Gliders, Instruments, Harnesses and Parachutes.

SAN FRANCISCO WIND SPORTS, 3620 Wawona, San Francisco, CA 94116, (415) 753-8828.

Rigid Wings NEW MITCHELL A-10 - AS!, Vario, tach, egt, brakes, with ne\\ custom trailer. Save $3000. Need cash! $4950. (503, 278-7462.

Schools and Dealers

JAVELIN 208 - Less than 2 hours. Harness, chute and helmet. $1300. takes all. (213) 749-7782.

179 LAZOR II - Absolutely clean, includes bag, harness, helmet. Possible trade for surfing equipment. $700 (707) 677-0564.

LAZOR 170 - clean machine, flown little $450.

Super Lancer 200 - Good condition, easy hand!ing, $350. Riverside, CA (714) 685-2104.

FOR SALE - Sunbird Nova 190. $600. After 6 pm (818) 355-1809.

160 OLY 1979 - Rainbow, 12' breakdown, very nice $450. (502) 781-4786.

PROAIR 180 - Excellent condition. $850. OBO. Will ship, Ward (505) 893-7212, (505) 296-0934.

PRO AIR 180 BREEZE - Like new. Red, black, Id. edge, with mylar $700. (218) 722-3137.

PRO STAR 1I 160 - Gorgeous custom sail, under 3 hrs. airtime, career forces sale. $1600, will ship.

(703) 323-7985.

PROSTAR 195 - Red L.E. & lower surface. Rest white. Clean, smooth, tight. Weight range 175-240. $950. (714) 962-2892.

ARIZONA DESERT HANG GLIDERS - USHGA Certified School. Providing the finest instruction (Beginner thru thermal and X-C) and equipment (UP and Wills Wing). Since 1974. 4319 W. Lakespur, Glendale, AZ 85304 (602) 938-9550.

CALIFORNIA BRIGHT STAR HANG GLIDERS - Sales - service - restorations. All major brands represented.

Santa Rosa, CA (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.

41

CLASSIFIED ADVERTISING 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 1'o1 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

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 vice (714) 887-9275.

Instruction, sales ser-

IDAHO

PENNSYLVANIA

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

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

ILLINOIS

UTAH

MIDWEST GLIDER SUPPLIES - Dealer for Ultralite Products, flight accessories, and a complete line of skyting components, 2638 Roberts, Waukegan, Illinois 60087 (312) 244-0529.

FLY UT AH WITH

MINNESOTA

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.

SANTA BARBARA HANG GLIDING CENTER - Certified instruction, glider and equipment sale, 687 Alan Rd., Santa Barbara, CA 93109 (805) 687-3119.

WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new an.d used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.

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

NORTHERN SUN, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift.

When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866.

JAPAN

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

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

SUN RISE' COUNTRY WC

~~!IE 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).

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;

Section (please circle) Rogallos Schools and Dealers Emergency Chutes

I Bold face o'r caps 50e 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.

II Please enter my classified ad as follows:

Begin with consecutive issue(s).

I I I I I

Name:

I

International Schools & Dealers

NEW YORK

Ultralight Powered Flight

I Number of words:

WASATCH WINGS, INC. - USHGA certified hang gliding school, dealers for Wills Wing. P.O. Box 397, Cedar Valley, UT 84013. (801) 768-4500.

HIGH SIERRA SPORTS, INC. - 286 E. Winnie, Carson City, NV 89701. (702) 885-1891. Northern Nevada's complete hang gliding, windsurfing & ultralight shop. All major brands available.

USHGA Certified Instructor, Observer & Region II Examiner. Sales, service, rentals and lessons.

Deadline, 20th of the month six weeks before the cover date of the.

Issue in which you want your ad (I.e. March 20, for the May Issue).

1

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

NEVADA

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

I (phone numbers - 2 words, P.O. Box - 1 word) I Photos _ $10.00 1

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, .HJ 96734 (808) 396-8557.

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

19

issue and run for

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

s- - - - - - - Address:

@ .35 •

Phone Number: P.O. BOX 86306, LOS ANGELES, CA 90088 I (213) 390.3095

II III :

I I I I I I I I I

1 :

L--------------------------------------------------------J I I

42

HANG GLIDING

CLASSIFIED ADVERTISING list - 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

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

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

65-1425.

ALL BRANDS - Bought, sold, and repacked.

Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installed and replaced. S. F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

QUICK RELEASE CARABINER - $24.95.

Dealer inquiries invited. Thermal, 19341 Business Center Dr. #41, Northridge, CA 91324.

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.

HELP WANTED - Instructors wanted for Kitty Hawk Kites. Send resume to: Kitty Hawk Kites West, Jim Johns, P.O. Box 828, Marina, CA 93933 (408) 384-2622, or Kitty Hawk Kites East, Steve Wendt, P.O. Box 340, Nags Head, NC 27959 (919) 441-4124.

Parts & Accessories

Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

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.

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

FINGER FAIRINGS

,.r

across control bar

• Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 1/4 -in. neoprene,

nylon inside and out • Available in red or black S, M, or L only $32.50

dealer inquiries invited

THE AIRWORKS 3900 Van Buren NE NM 87110 (505)

FEBRUARY 1985

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

A fee of $10. is charged for each photograph or logo. Bold face or caps 50¢ per word extra.

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

Para Publishing

• Always there when you need them • Warm, comfortable, durable, slide easily

Albuquerque,

AIR BRAKES - Mylar upright and kingpost fairings. Trailing edge opens for takeoffs. Turn crosswind and decrease L/D for tight landings. Three fairings only $48. Delivered U.S.A. Air Dynamics, 234 Monte Alto N.E., Albuquerque, NM 87123 (505) 296-6146.

884-6851

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

BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego 92106 (619) 455-6036.

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

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

Send For FREE Brochure 43

I

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 earl CONT ACT: 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. 11, 1984. PATTERN: Red LE, spectrum dbl. surface, white main body, white keel pocket. CONTACT: Bill Snyder, 3751 S. 19th, Bozeman, Montana 59715 (406) 586-1840.

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

CONTACT: Rob Brohaugh, 1703 10th Ave. S., Great Falls, MT 59405 (406) 761-0795 TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078.

44

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 KITTY HAWK KITES (East) P.O. Box 340 Nags Head, NC 27959 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20,A Pamaron Ignacio, CA 94947 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 2410 Lincoln Blvd.

Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424 MISSION SOARING CENTER 43551 Mission Blvd.

Fremont, CA 94538 CHANDELLE SAN FRANCISCO 198 Los Banos Daly City, CA 94014 W.W. HANG GLIDING SALES 3083 Woodway Road SE Roanoke, YA 24014 ULTIMATE HI SCHOOL OF HANG GLIDING 13951 Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO WINDSPORTS 3620 Wawona San Francisco, CA 94116 (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 City, CA 93433 FREE FLIGHT HANG GLIDING SCHOOL 684 Hao St. Honolulu, HI 96821 AERO-SPORT ULTRALIGHT GLIDERS INC. 898 S. 900 E. Sall Lake City, UT 84!02 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790 EASTERN ULTRALIGHTS 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951 HOLE IN THE SKY, INC. 5835 Main St., Box 368 Fogelsville, PA 18051 (215) 395-8492

FRONT RANGE HANG GLIDERS 824 Maple Ft. Collins, CO 80521 (303) 482-5754 THE HANG GLIDING CENTER 4206-K Sorrento Valley Blvd.

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

Van Nuys, CA 91406 BRIGH1 STAR HANG GLIDERS/ FRESH AIR FLIGHT SCHOOL 3715 Santa Rosa Ave. Santa Rosa, CA 95407 (707) 584-7088 HANG FLIGHT SYSTEMS I 202-M E. Walnut Santa Ana, CA 92701 (714) 542-7444

Index To Advertisers Airworks ............................. 43 Ball Varios ........................... 11 Bennett Delta Wing Gliders ............. BC Hall Brothers ......................... 31 High Energy .......................... 29 Kitty Hawk . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Litek ................................ 30 Lookout Mt. . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Man birds ............................. 30 Merkel ............................... 34 Mission Soaring ....................... 30 Pagen Books .......................... 11 Para Publishing ........................ 43 Publitek .............................. 30 Santa Barbara HG ..................... 25 Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Systems Tech ......................... 30 USHGA ........................ IFC, IBC Wills Wing ........................... 19

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

HANO GLIDING

FULLMEMBER . .IIIIIIIIIIIIIIIIIIIIIIII. . . .IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII NAME (Please Print)

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

PHONE (

D NEW MEMBER

D RENEW/USHGA # _ __

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

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) FAMILYMEMBERlllllll. . . .11111111. . . .lllllll. . . .1111............. .

1. NAME - - - - - - - - - - - - - - A N N U A L DUES: $14.75 for each family Member, o NEW MEMBER o RENEW/USHGA # everywherewho resides in my household. Each will receive all Full Member privileges EXCEPT a sub2· NAME scription to Hang Gliding magazine.

D NEW MEMBER D RENEW/USHGA # _ __

e

SUBSCRIPTION ONLY - - - - - - - - · NAME

$22.50 SUBSCRIPTION ($25.50 foreign) for one year.

D $40.00 SUBSCRIPTION ($46.00 foreign) for two years.

D $57.50 SUBSCRIPTION ($66 50 foreign) for three years.

D $11.25 TRIAL SUBSCRIPT ION ($1275 foreign) for six months.

D

(Please Print)

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

PHONE (

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

I received this application form from:

0 FULL MEMBER ($29.50, $32 50 foreign) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses.

Charge my CJ MasterCard

[J VISA

Card N o . - - - - - - - - - - - Ex. Date _ _ __ Signature

P.0.Box 66306, Los Angeles, California 90066 USHGA Item #4

Revised 9/81

(213) 390-3065

z 0

5

ia.

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I I

I:E e

16S - New airfoil 1'5 - tighter still 205 - New exciting size

Qie LlgJt.t DreaDf. AS LONG AS MAN HAS WALKED THE FACE OF THIS EARTH, HE HAS DREAMED OF FLYING . WE LIVE IN A TIME WHEN IT HAS BECOME POSSIBLE, AND IT IS, WITHOUT QUESTION,ONE OF THE MOST OUTSTANDING ACCOMPLISHMENTS OF MAN. TRUE, WE HAVE GONE TO THE MOON AND BEYOND, BUT SOARING FLIGHT IS STILL THE UNIVERSAL SYMBOL OF FREEDOM OF MIND AND SPIRIT. IT'S NO WONDER, THAT THE SPORT OF HANG GLIDING HAS CAPTURED THE INTEREST OF SO MANY. WE AT DELTA WING HAVE FASHIONED A NEW SET OF WINGS TO MEET THE CHALLENGE, AND BRING MANS OLDEST DREAM WITHIN THE GRASP OF ANYONE WILLING TO TRY. WE HAVE NAMED THIS AMAZING COMBINATION OF DACRON AND ALUMINUM, THE DREAM, AND RIGHTLY SO. THIS REMARKABLY CLEAN HANG GLIDER HAS THE LIGHT WEIGHT, BALANCE, RESPONSE , COORDINATION OF PITCH AND ROLL, LAUNCH, SOARING AND LANDING GRACE NECESSARY, TO BRING THE BEGINNING AND INTERMEDIATE PILOT WELL INTO THE REALM OF ADVANCED FLIGHT. THIS IS NO FADING HIGH PERFORMANCE GLIDER THAT HAS BEEN CUT DOWN FOR THE SAKE OF CHEAPER MANUFACTURE AND DESIGN ECONOMY, RATHER, IT IS TOTALLY NEW TO THE HANG GLIDING WORLD, AND BUILT TO WITHSTAND THE WINDS OF CHANGE. SEE IT AT YOUR DELTA WING DEALER. HE'LL BE PROUD TO SHOW YOU THIS OUTSTANDING FLYING MACHINE, OR CALL "UNCLE BILL" AND FIND OUT FOR YOURSELF WHAT DREAMS ARE MADE OF.

DELTA WING

(818) 787-6600

TELEX65-1425 PILOT : JOHN RYAN

P.O. BOX483

PHOTO/ AO: J. ZURLINOEN

VAN NUYS. CA 91408