USHGA Hang Gliding March 1985

. •'

USHGA MERCHANDISE ORDER FORM

QUANTITY B-1

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

B·B B-9

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

BOOKS

PRICE

MANBIROS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color, 150 81k & Wht photos, 40 pg appendix.

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

HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurling.

FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots.

90 illustrations.

HANG GLIDING AND FLYING SKILLS by Dennis Pagen. Beginners to experts instruction manual.

HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques tor cross-count<'/, competition & powered !light.

POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual.

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

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

MAN.POWERED AIRCRAFT by Don Dwiggins. 192 pg history ol 11ighf. Features !light of Gossamer Condor.

FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition.

Hang gliding pertinent Information.

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

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

An asset to instructors. 24 pgs.

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

$17.95

AMOUNT

$ 2.00

$ 7.50 $ 7.50 $ 7.50 $ 7.50 $ 8.50

$12.95

$ 4.50

$ 6.50 $ 4.50

$ 1.00 $ 1.50 $ 2.95

ITEMS 1-1

"NEW .. USHGA 'HANG GLIDING' T-SHIRT, 100% heavyweight cotton. WHITE or TAN. Men's si1es: SM L X-L (CIRCLE ONE).

USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's siies only. S M L X·L (CIRCLE SIZE & COLOR) USHOA EMBLEM CAP. One si1e lits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USHGA BELT BUCKLE, Solid bron,e, custom design, relief sculpture. 31/, x 2•1,.

USHGA SEW,ON EMBLEM. 3" dia., lull color (red wings, sunburst w/black print).

USHGA EMBLEM DECAL 3'h'' dia., full color.

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

WALLET. Nylon, velcro closure, mach. washable, waler resistant.

ROYAL BLUE color.

1-2 1-3 1-4 1,5

l

1-6 1·8 1-9

$ 8.00

------

$ 8.00

$ 5.00 $12.00 $ 1.00

$ .25 S 5.50 $ 8.95

HANG GLIDING/GROUND SKIMMER BACK ISSUES .. 'SPECIFY BY CIRCLING ISSUE NUMBER .. 'ISSUES NOT NUMBERED ARE SOLD OUT'" PRINTED COPIES:

PRINTED COPIES: PRINTED COPIES:

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

42, 43, 44, 45, 47, 56, 58, 59, 60, 61, 62, 63, 64. 65, 66. 67, 68, 69, 70, 71, 72 73, 76, 77, 78, 80, 82, 83, 86, 87. 88, 89, 90, 91. 92. 93, 96, 98, 99, 100, 101, 102. 103 105 - Current Issue "NO TAX ON MAGAZINES"

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

Enter quantity and price o1 each ,tern ordered. Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate. If you wish to receive your order faster. please include sufficient postage funds_ No C.0.0.'s Foreign Orders: USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds.

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ __

STATE _ _ _ ZIP _ _ __

$ 1.50 $ 2.00

MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

(Californians add 6% lax on merchandise only)

HO CHARGE ITEMS USHGA MEMBERSHIP APPLICATION FORM (#4)

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

$ 1.00

TOTAL USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MERCHANDISE ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENTHAL AWARD FORM

ACCIDENT REPORT FORM (#15)

Charge my D MasterCard

D VISA

Card No. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Ex. Date _ _ _ _ __ Signature

MAIL WITH CHECK OR MONEY ORDER TO:

USHGA, PO BOX 66306, LOS ANGELES, CA 90066

(USPS 017-970)

Features 20 Time SoaringThe Competition

Columns 3 USHGA President

by Steve Hawxhurst Here's The Plan.

by Walt Dodge Walt continues his fantastic musings on the far-distant future of hang gliding.

12 USHGA Reports

by Vic Powell Vic presents l984's USHGA awards recipients.

23 1985 USHGA

Competition Rulebook

14 The Right Stuff

In order to clear up confusion and encourage your participation in USHGA-sanctioned competition, we include the official rulebook in this issue. Please remove it to expose the centerspread.

by Erik Fair Erik talks downdrafts, air pockets and wing shears with the pear people. Rick Canham reveals the true Erik in a sidebar.

33 Pilot Profiles-

Departments

Eric DeReynier, 83 and Stm Flying article and photos by Jim Nye The title tells the story. Eric took up hang gliding in 1975 at the age of 74. He's still at it.

35 1984 Accident Review:

4 + 4 for '84

Page 33

53 Stolen Wings 53 HGMA Certified Gliders 53 Index to Advertisers

by Doug Hildreth Although the record is improving we're still making the same old mistakes.

38 The Position PolarA Simplified Speeds-ToFly Technique ©1985 by Dennis Pagen Rather than flying airspeed why not fly bar position?

42 Bird-Like FlightA Novice Hang Gliding Course

by Dr. Lawrence Mace An unusual and possibly controversial hang gliding instruction program by an educational psychologist.

Page 42

COVER: Another futuristic hang glider by Santa Rosa, CA pilot and artist Michael Ward.

CENTERSPREAD: Cliff Whitney over Henson's Gap in the Sequatchie Valley near Chattanooga, TN. 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.

MARCH

1985

4 Airmail 6 Update 6 Calendar 8 USHGA Contributors 10 Competition Corner 50 Classified Advertising

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

.USHGA PRESIDENT

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

Office Staff· Amy Gray, Munager Joyce Isles, Ratings Mary Marks, Membership

The Plan

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 dcRussy. REGION 4: Jim Zcisct, 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 II: Hardy Snyman. REGION 12: Ken Zachara, Paul Rikert. 1984 DIRECTORS-AT-LARGE: Dennis Pagen, Dick Heckman, Elizabeth Sharp, Vic Powell,

Mark Bennett. EX-OFFICIO DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without Vote) elected to 12131185: 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 U.S. representative of the Federation Acronautique fntcrna1ionalc (PAI}, the world governing body for sport avia-

tion. The NAA, which represents the U.S. at FAl Meeiings, has delegated to the USHGA supervision of FAI-rclatcd hang gliding activities such as record altempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions arc welcome. Anyone is invited to contribute articles, pholos, and flfustrations concerning hang gliding activities. lf 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 righl 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 Stales Hang Gliding Association, Inc. whose mailing address is P.O. 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, Calif. Color Separations are provided by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight night. Membership is open to anyone interested in this realm of flight. Dues for full membership arc $29.50 per year ($32.50 for foreign addresses): subscription rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes or address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue, POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

MARCH 1985

by Steve Hawxhurst

A

JOKE, SORT OF ..

Careful readers of this publication may recall that in Hardy Snyman's "Meet Your Board of Directors" series the segment that dealt with yours truly listed one of my priorities as being "the retirement of the Prez." More recently an article covering the activities of the director's meeting in September 1984 took note of the fact that the Prez had decided not to ·'retire" and had got himself reelected to serve for 1985: mysterious, very mysterious. Some of you might well have concluded that the Prez is more than a little schizophrenic or at the very least wishy-washy about his future as CEO of USHGA. So I've got to explain: It was a joke! I was just kidding! How come? Because I've got some goals, and because I've got a plan. Before I talk about that plan let me give you a little more background on how the rumors of my demise found their way onto the printed page:

"DEAR BOZO, I'M DOING A SURVEY" Or words to that effect. One of the consequences of being a director is that everyone is always doing a "survey" in your face. ''Check box A, B, or C, fold on dotted line, find stamp, return to soand-so immediately if not sooner because this survey is late getting done and I needed your answers yesterday." Hardy Snyman's survey to provide background and foreground information on the Board of Directors was not really as described above, but it sure as hell was thorough.

Along abm1t the eleventy-fifth question I came upon the "list your priorities etc." question and put down "the retirement of the Prez (so I don't have to fill out no more stinkin' surveys)" as my answer. So Hardy, with the impeccable logic of Mr.

Spock, figures I mean business and publishes my obituary! That's the background, here's some foreground.

I AIN'T QUITTIN'!

(AND YOU AIN'T EITHER!) After nearly a year of being subjected to articles about the demise of hang gliding and the pounding in of the Association our members might well believe that we are doomed forever to "transparent and devious fund-raising scams." We won't be. Not if I can help it.

In fact, it's possible that through our recognition of the problems we face and our determination to stick together and actively work to solve those problems we can make it out of the woods and continue to be among other things "the only organizational success story in Part 103 Aviation." We might do even better than that. I recently learned that the FAA has decided to undertake a complete review of their rulemaking to date concerning ultralights powered and unpowered. I ain't quittin' because that review is an opportunity I've been waiting for: the opportunity to get us out from under federal regulation almost completely and I hope permanently. The USHGA and only the USHGA might just be able to pull that off but we can't do it without determination and without help from our members.

SOME CURRENT PROBLEMS This past December we got some interesting surprises from whoever the Gods are that administer Murphy's law.

Just when it looked like we could comfortably get through this winter without the potential of going out of business such as we faced in the '83284 winter, I was notified that our insurance policy was being cancelled. Investigation reveal-

'

~

USHGA PRESIDENT ed that this was not due to any ineptitude

by John Robbins, our broker at Lightwing Insurance. Nor did it have anything to do with hang gliding being suddenly considered too high a risk. The problem was centered in what's called the "reinsurance market." Without going into greater detail about the causes we have been able to locate insurance with coverage similar to the past policies. The major hitch was this: The new carrier needed a substantial down payment and the only financing arrangement was paying the entire year's premium over a six month period. The first six please, not the middle six or the last six. With snow knee deep on much of the country during at least four of those first six months we don't get a lot of help from membership renewals. The positive aspect of the situation is that if we can get it paid we have six months of premium free existence to ensure that we won't need an "86 Fun Drive."

HERE COMES MURPHY AGAIN While I was mulling over the insurance problem the computer blew up. It was, as another writer in this publication described "a hopelessly outdated flathead six" and didn't even have a good Space Invaders program. It also didn't do the things which cause our current buried-inpaperwork situation at the office. It doesn't print your membership card. An actual person types it. It doesn't print your insurance certificate. Another actual person types that. Since it doesn't do these things it feels under no obligation to store or record these operations so we write it down and file it. The choice clearly is to get a new computer that will do these things or get more actual persons. The problem in this decision is that the computer stores want the money up front. An employee would settle for payments in the form of a payroll check every two weeks or so.

So here's the plan: If somehow, anyhow we can manage to both pay off our insurance and solve our hardwaresoftware-systems problems during the first six months of 1985 we can go into

4

the winter of '86 with a more efficient system that costs less to operate and has a cushion created by some time without insurance premiums. We won't need an '86 fund drive and you won't be subjected to any more money grubbing snivels from me or Erik. I ain't quittin' because that's my goal. If you dig in and help me do this now I can comfortably become "prez-emeritus" or something and our sport will be stronger.

Got your bumper sticker? When I got mine I figured I'd done good to set the thing up, that I'd worked hard as a director and spent lots of my own money and time to help out. I deserved getting such a fine sticker for my efforts. Then I went to bed. Then I tossed and turned. Then I got up in the morning and sent in TEN BUCKS!! I hope you'll do the same.

TOP NOTCH SHOTS Dear Editor, I'd like to congratulate Eric Raymond on the great cover shot on January's issue of Hang Gliding. What a super job.

Eric's work has always been top notch, from the days of the Fledge and Voyager through the suspended camera of the Comet and now this classic Raymond shot. It truly exhibits genius. Eric puts everything except the goose bumps into a shot: motion, excitement and a real feeling of "being there."

So just in case no one has said it lately, "Great job Eric."

Jerry P. Sorenson Sacramento, CA

ONE IN A MILLION Dear Editor, I would like to thank W.A. "Pork" Roecker for his perceptive and wellwritten article on the U.S. Nationals in the November issue. We are very for-

AIRMAIL tun ate to have such a talented, experienced and devoted writer in our ranks.

Since my introduction to hang gliding in the late seventies, I have always looked forward to articles by "Pork" because they always held treasures of humor, information and history. And if I could speak for my fellow pilots, I know they'd all agree: "Keep up the good work, buddy, you're one in a million!"

I remain puzzled as to the complaints of Lisa Tate in the January issue. "Pork" clearly owes no one an apology. A complete listing of Sporting Class finishers was given in the article. If an apology is due, it is from her for spreading negative energy.

And for what it's worth, some of us don't buy the rationalizations that created the Sporting Class in the first place.

There are great pilots, good pilots, average pilots and worse. That's all there is to it. Period. Contests sort them out.

Rick Masters Independence, CA

OOPS! Dear Editor, I know that people don't expect doctors to make sense all the time, or most of the time, or in some cases even any time. That's why, when in previous columns of Medicina Avibus, the typesetter has changed words or left out lines, I sort of figured what the heck, no one's gonna notice anyway. However, in the January column about booze, the typesetter left out a fairly important sentence.

After trying to tell everyone how much booze it would take to put them under the table, the next sentence read, "As a rough estimate you can figure about one drink per hour." The sentence that was supposed to be before that actually said, "How long does it take your body to get rid of the alcohol?"

So, for anyone out there who actually thinks I believe you'll get seriously incapacitated by drinking at a rate of one drink per hour, blame it on the typesetter

HANG GLIDING

AIRMAIL or editor. Come to think of it, if there was anything in any previous articles, or is anything in any future articles you don't like, you can blame that on the typesetter or editor too.

However, I am still willing to take full and complete responsibility for anything everyone likes.

· OVER THE TOP

fields that I have landed in across the country have been marginally safe for my Comet. I couldn't imagine landing something with a better glide.

What I want to know is, are any of the manufacturers working on any kind of glide path control, such as spoilers or under-the-wing dive breaks like the Centurion had? Not only will it make getting into tight landing areas easier, they would be a great asset in general flying.

It never fails, when I want to go up, I can never seem to find that elusive therma!, but when I want to come down (after three hours in the air or when it is starting to overdevelop) everything is going up! There have been numerous occasions when I wished I could deploy some spoilers and get the heck out of the sky!

I feel very strongly that if glider design continues in its present direction, glide path control is going to be a great asset, if not a necessity.

Dr. Fred Paranoia, Arizona

GLIDE PATH CONTROL Dear Editor, There are some real exciting things going on right now with hang glider design, with the Wills Wing HP, and whatever the other companies have on the way. These advances in glide and span also mean the need for longer approaches and larger landing areas. Unforlunately, in my travels I have noticed that landing fields are getting smaller, not larger (somebody keeps putting buildings in perfectly good landing fields). Many

Dear Editor, The dramatic photo on the cover of the January issue of Hang Gliding was beautiful. Any pilot familiar with past vertical maneuvers feels a thrill when a photo like Eric Raymond's cover shot graces a magazine.

However, upon a few minutes close inspection, it appears that Eric snapped the shutter a moment before a ve11ical climb turned into a tailsliding inverted-stall!

To wit: his smoke is not describing an arc, but is going straight up, he is at full arm extension at just over 100° of pitch, his facial expression betrays a high pucker factor and his suspension loops appear slack!

I'm curious. Did he make it over the top on this one? In any event, it's a great shot! Thanks!

Dick Gammon

Diane Dandeneau Albuquerque, NM

I'll ask.-Ed.

We feature GM cars like this O/dsmob1/e Cu/lass

As a U.S. Hang Gliding Association member, now you can get the National attention you deserve ... and save money too. Just call our easy-to-remember, toll-free reservation number the next time you need a car. As an association member, you'll receive a special discount off our already low, unlimited-free-mileage daily rates.

Plus we offer low weekend, vacation and other promotional rates that are not discountable, but could save you even more. Simply show your membership card when you rent from us and we'll make sure you get the lowest

available rate. You'll enjoy unlimited free mileage on local rentals, top-condition cars and the convenience of over 2,500 worldwide locations, including locations at most major airports. There is a difference between car rental companies. It's called National attention. Try it.

Call toll-free BOO-CAR-RENT for reservations.

You deserve National attention~

~ MARCH

1985

~ 5

UPDATE WRITTEN TEST STUDY MATERIAL NOW AVAILABLE The USHGA now has available a study package for pilots preparing to take the Intermediate or Advanced written test.

The package includes a complete copy of the Federal Aviation Regulations, a Sectional chart and reprints of all of the articles in past issues of Hang Gliding magazine listed in the written test study guide. This package when used in conjunction with the recommended texts

by Dennis Pagen will serve to provide pilots with a thorough understanding of the subjects addressed in the tests.

WILLS WING ANNOUNCES 1985 CROSS COUNTRY AND COMPETITION CONTINGENCY AWARD PROGRAM $3,000 - Winner 1985 U.S. Nationals Sporting Class (No pilot is eligible who is or has ever been nationally ranked in the top 15.) $2,000 - Winner 1985 U.S. Nationals World Class. $2,000 - Longest XC Flight in 1985 in the U.S. To be eligible for any of the above, a pilot must be flying a Wills Wing Glider which he has purchased. XC flight must be adequately documented.

FILM LIBRARY

MASON WING

Through the generosity of Hugh Morton of Grandfather Mountain and the sponsoring companies he has worked with, the USHGA has started a library of hang gliding films. According to Steve Hawxhurst, the library is "an effort by the association to give chapters and schools access to entertainment programs for their meetings and social gatherings."

The currently available films are 16mm and are available on a loan basis to any USHGA chapter or certified school. If any members know of or have other material which they can make available please contact the office. We would like to thank Piedmont Airlines and Wrangler Jeans for making the following films available: Masters of Hang Gliding Hang Gliding Around the World The Hawk and John McNeely

Flight testing has begun on the new Masonwing FDL-144 strutted flexwing, designed by Terry Mason. After three years of research, Flight Development Labs has published plans for the new wing, and will begin production of kits and complete gliders pending orders in the month of March, 1985.

The wing introduces new features such as the elimination of all cables and upper rigging, detached double surface with a concealed floating crossbar, and enclosed washout tubes and the use of turbulent surface airfoil to reduce drag and increase LID. ~:llider specifications are: 60 pounds, 144 square feet, 6 to 1 aspect ratio, 120 degree nose angle, 20 battens, ultralight adaptable, custom colors. Pilot range from 100 to 180 lbs., stall speed below 20 mph, 3.8 oz clacron, 6061/T6 aircraft aluminum tubing.

Plans may be purchased for $125.00.

Contact: FDL-144, 832 S. Knoxville, Tulsa, OK 74112 (918) 832-8825.

WILLS WING OFFERS FREE USHGA MEMBERSHIP TO NEW MEMBERS Wills Wing has announced a program in which they will provide a free one year USHGA membership to new pilots entering the sport of hang gliding who purchase a Wills Wing Skyhawk. For details, contact your nearest Wills Wing Dealer.

6

''ULTRALITES" UP USA announces the introduction of the ultimate sunglass for active people.

UP "Ultralite" sunglasses.

Contact: UP USA, 410 W. Pacific Coast Hwy., #202, Newport Beach, CA 92663.

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.

MAY 25-27. Connecticut HGA Challenge Open. Cash prizes, five sites, $15, preregistration $10. Contact: Tom Condren, 65 Academy St., Southington, CT 06489 (203) 628-9447.

MAY 25-27. First annual XC hang gliding tow meet. Team and individual competition.

Contact: XC Tow Pilots Assn., 8435 Spring St., Racine, WI 53406.

JUNE 14·16. Hang Glider Heaven opening.

East coast fly-in. Contact: Doug Lawton (404) 963-6696.

JUNE 22-23. 13th Annual Cochrane Meet.

XC and target landing. Entry $30. Contact: Willi Muller, Box 4063, Postal Stn. C, Calgary, Alberta T2T 5M9 Canada (403) 250-2343.

JUNE 27-JULY 3. 1985 Owens Valley XC World Championship. George Worthington Memorial Open: Advanced pilots, first come basis. $125 registration, current XCPA/USHGA membership. Two sites: Gunter & Mazourka. JULY 7·13. Don Partridge Memorial Classic: Top 20 from the Open. Contact: XC Pilots Assn., P.O. Box 458, Independence, CA 93526.

JULY 23-28. Eighth Grouse Mt. World Invitational. Separate contest for men and women. $5,000 prize money. Entry $200.

Contact: Grouse Mt. Flying Team, 5690-176A St., Surrey, BC Canada V3S 4H1.

KITTY HAWK EAST APRIL 13-14. Glider Showcase.

APRIL 20-21. Hang 3 Mt. Clinic.

MAY 10·12. Hang Gliding Spectacular.

MAY 6·12. USHGA Week fund raiser.

JUNE 15-16. Boat Towing Clinic.

JULY 20-21. H3 Rating Clinic.

AUG. 10-11. H3 Rating.

SEPT. 21-22. Winch Towing Clinic. Contact:

Steve Wendt (919) 441-4124.

HANG GLIDING

Cash Reserve

World Team 2'1, ooo(PFt..u,rli)~

Zf',000

. z,

:z[,,

2'1

',. zz

zz

20

20

,,_ I',

/j

/(,

/C:,

',.

/J.f1 000

14, 000 ( 8A 'jf()

"' 12

/2

10

to

6

...

USHGA

Cash Reserve

10.50 47 25 6 5 5 6 5 5.50 20 5 30 5.50 20 6

10 2 40 20 10 20 10 5 10.50 5 1 10 10.50 15 5

8

World Team Fund

USHGA

($)

($)

Name Brad Hall Eugene dePlomb Ted Hasenfus Scott Whittet Richard Sacher R. Paisley William Hernandez Matthew Axworthy Randy Allen Sergio Magistri George Hamilton David 0. DeArmond Curtis Trimble Brian Golden Alfred Worsfold Jeff Peaven Lisa Jensen John Burrowes Gaetane Ford David Beland, Jr. Steve Aden Jerry Martin Frank Borilla F.S. Kendrick David Curry Rick Jesuroga Stephen Lantz Robin Ritter Bruce Shaffer Lloyd Wicks Paul Howard Allen Woody Woodruff Neal Goss, Jr. Doug Paterson

Cash Reserve

23.50 5 4 .50 2

10 2

50 5 10 20 5 50 50 17.50

5 15 2.50

20 10 10

5 5 40 12 10.50 4 2.50 10 11

5

4.50 5.50

4 50 10 15

3 2

5

Reyman Branting Michael Moacanin Harry Martin John Perlman Phyllis Keely Brad Lewitzke Garry Carpenter Terry Edwards Kevin Young Margie Langlois Rev. William Prince NO. CALIF. SKY MASTERS Tim Morley Edison Panjaitan BUZZARD CLUB Clement Smolder II Allen Bancll Joseph Robinson Ben Wolfe Robert Carlton Eddie Hyder Ned Vines Fred Burger Robert Hladky Robert Earwood Val Dean Burch Daniel Oates TELLURIDE AIR FORCE Gary Baca Carlton Wiseman David Oare Kim Pedersen

I I

World Team Fund

USHGA

($)

($)

Name

2 12 27

5 2.50 2 2

10 15

30 3.50 2.50 2 2 2

5 10

7.50 10 10 10.50 2.50 10 6 2.95 9 5 10 10 10 5 15 2.50 50 25 10 50 5 20 40 20 10

2

50

5 7.50

World Team Fund

Cash Reserve

43 7

;2

I

ST AYIN ALIVE IN '85

-o

($)

~

10.50 16 35 30 2

Name Scott Richmond Hugh Martin Larry Schuermann Robert Simeone Brad Bircks Robert Brecka Fred Maki Carson Bryson Eric Beckman Larry Troost James Delcar Cpt. David Ahrens James Neff Dave Armano Charles Holt Jeff Mazer Curtis Knutson Rick Altig Thomas Coffey Stephen Reeves Michael Maxson Joles Gilpatrick Bruce Carr Dan Armstrong Ken Godwin Mark Macho Gerald Doyle Larry Tudor Gary Weber Don Boardman Paul Hendricks Donald Underwood Gerd Schaefer Arthur Perkins

($)

5.50 3 10 2

2.50 4 5.50

10 2 2

2 2

50 12 4

10 15 10 2

HANG GLIDING

USHGA Cash Reserve ($)

Name

33.33

Michael Norman Dan Adams Mark Williams Ricky Chastain John Greynald Rick Kannisto David McCammon John Saunders Perry Jones Don Piercy John Ostrowski Brian Christeson Chuck Boss Frederick Wirth, Jr. Richard Diamond Rob Christofoletti Hans Peterman Greg DeWolf Scott Strand Col. G. Olson SANDIA SOARING ASSN. Robert Fisher Ken Nead Theodore Kellogg Michael Cate Michael Tilton Eddie Baca Paul Startz Harold Fields

4 5.50 20 15 10 20.50 15 5 20.50 6.50 65.50 10 20.50 5

8.47 6 20

10.50 5

50

IO 5 10 5 IO IO 15 20.50

World Team Fund

USHGA Cash Reserve

($)

($)

Name

16.67 2 2

12 10 15 2

Raymond Lucas John Davis Dave Krattli Ralph McCullough Stephen Raymond Bettina Gray SOUTHERN TIER SKYSURFERS Philip Rethis Eddie Thure Jeff Goecke Wayne Gauvin Richard Boss Brian Robbins Steve Johnson Gerard Fogarty Richard Puchta Andrew Millat Buzz Lucas John Jay Davis David Wilson Milton Payne Terry Fagin Gary Pozzato Perry Malouf Ron Kenney Robert Coffman Kenneth Chambers Judity Foot Gerald Sobel

5 2

25 4

1.53 2 10

50

IO 10.50 5 6.67 IO 5.50 IO 10 5 6 12 10 l

6 4

5

5

IO

5.50 20.50 5 IO IO 2

World Team Fund

USHGA Cash Reserve

($)

($)

50

IO

3.33

7.11

I 4 2

MARCH

1985

5 3

2 7

5 9.50

4 15 15 10

Brad Fowler Ms. C.J. Sturtevant

10 2

If Airwreck Fear's eloquent (if somewhat hysterical) pleas, the gruesome financial reports, and justifiably smug letters from other members haven't loosened your talonlike grip on your bread, maybe this will: Why should I waste my money on the USHGA? What's in it for me? The magazine?

Reaches my home in Belgium two months late. The insurance? Doesn't cover me outside North America, where I haven't flown in three years. Site protection? Saving Mission Peak, CA or Grandfather Mountain, NC doesn't protect my right to fly at Chateau d'Oex in Switzerland or at Devil's Dyke in England. So why am I renewing?

An organization like ours is worth supporting on principle, even if it is not protecting my immediate "special interest." So herewith my renewal form, plus a check for $100.

Now, lest you think that I think I'm a great guy, I'll point out that the check was written

Charles Covington Cookeville, TN

Franz Vettiger James Wilson John Lafayette Kenneth Castleton, Jr. Chris Bratsis Jeffrey Nicolay Dan Steaples Harold Howard Carlos Sanchez Michael Baldinelli Sidney Ordag Kevin McClure Greg Ballantine Kenneth Dennis Mary Rodigou Steven Arndt John Colvin WT. Hocking Scott Whittet Polly Ross Rob Kells Dennis Baker

... and a couple we goofed on:

Thanks for everything - and I mean everything. The good that USHGA has done for our sport couldn't be counted on all the fingers of every flier in the country!

Here is my $6.00 contribution for the Cash Reserve Fund. I urge everyone else to send in their share also. I cannot conceive of not having Hang Gliding magazine come to my door as it has for the past eight years.

The USHGA is the best thing hang gliding has going for it. I do not believe for one minute that we would still be self-regulating if it had not been for the USHGA. I hope this will keep us all flying and keeps the magazine coming.

6 15 5 20

($)

Name

2

Dear USHGA,

Dear USHGA,

5.50 6 IO 5

Dear USHGA,

Dan Adams Seattle, WA

12 15 6 12 5 10 20 IO IO 25 IO 5.31

World Team Fund

in April, and I'm only now getting around to sending it. I'm sure others of you plan to send a little something "when you get around to it" too. If!, the Lord High Procrastinator, can finally get off his butt, so can you. If you won't do it for yourself or your comrades-in-wings, do it because, like flying itself, it's worth doing for its own sake.

Thanks to the HG staff, who managed to take a budget cut and still improve a publication that was already the best of its kind. The Brits' magazine is on slick paper but has no color pix and reads like the National Enquirer; the Belgians' is a mimeographed mess roughly comparable to the junior high school newspaper my sons bring home.

Thanks to Erik Fair who has raised wheedling to a fine and humorous a11, to Dennis Pagen, whose writing has given me wings, to all the directors, officers, and staff who spend mucho time and energy, often at their own expense, to keep us free.

Brian Christeson

9

COMPE'FITION CORNER RULES CHANGE RESPONSE

by Mike Meier Dear Mr. Christopherson, Thank you for taking the time to contribute your ideas on the new USHGA Competition Points System. The issues you raise have been the subject of much discussion in committee meetings, and in letters back and forth between committee members and other pilots during the last few years. There is no hope of reviewing all of those issues in any detail here, but I would like to comment on a few of the opinions you expressed.

The idea of going to a system based on three meets over two years from one based on six meets over three years was conceived specifically to address the complaint that under the old system, only factory sponsored "professional" pilots could afford to travel to enough meets to participate in the system. Under a system which uses only three meets in two years, what will happen is that the pilot rankings at the top of the scale will be based only on those meets which have the highest point values. In each of the last three years, the single highest point meet has been the Nationals. Essentially what will happen is that any pilot aspiring to a top ranking will have to fly in and do well in the Nationals for two years in a row, and during that time will have to do well in one other major meet.

Since the Nationals draws the largest number of pilots from the widest geographical distribution, and since participation is based on an open regional qualifying system, a national ranking system based primarily on the result of the Nationals seems to be the fairest, most accessible, and most valid possible alternative. It is true that for the last three years the Nationals has been held in California, but only because in each of those years there was not a single bid from any other region. This year the Nationals will be held in Washington, at Chelan Butte, and again this year the choice was made on the basis of the fact that only a single bid was received by the committee.

Secondly, I have to take issue with the idea that the new points system is design10

ed to provide some special benefit to meets held in Southern California. In fact, if you compare the points earned under the old system to those earned under the new system, most meets will come out pretty much the same, with the exception of the Southern California Regionals, which would earn substantially fewer points under the new system.

The reason is simple; any measure of meet format validity that can be devised (number of rounds, amount of airtime, variety of tasks, etc.) will allow for higher scores in a region where flying and soaring conditions are more consistent. As a result, meets held in Southern California have been able to consistently maximize the validity factors in the points system, whatever those factors are.

By devaluing meet format validity in the points system, the system will tend to look more at the simple question, "How many pilots did you beat, and how good were they?"

This question is the basis for ranking systems in any sport, and it is even more important to use this basis for ranking in a sport like hang gliding, where it is impossible to measure the relative skills required of different pilots to perform two different tasks at two different sites under two different sets of conditions on two different days.

Finally on the question of how best to measure pilot skill, this is a complex question on which many pilots and members of the committee hold, with great passion, widely differing views.

You feel that a wide variety of different tasks over different courses measures pilot skill more effectively, while using a single course measures only the "speed of the glider and the pilot's knowledge of the course." I might argue in response that when a single course is used, knowledge of the course is quickly acquired by all competitors, and thus becomes less important than the relative levels of pure technical skill, the ability to climb and glide most effectively in the available conditions, whereas in a meet which uses many different courses and tasks, it is more difficult for a visiting pilot to compete with a knowledgeable

local. You ask whether a task which all pilots make can be a fair test of skill.

Can a race which all runners finish be a fair test of running skill? I think so, because we measure skill by who finishes first. Is a footrace run in a blinding fog where only a few runners finish because the rest fell into holes in the road that they couldn't see while running a course they had never run before a better test of skill than the race held in clear weather on a road every racer knew? Perhaps not.

The competition committee has chosen not to take a stand on these issues. The new points system says this, "Run whatever format you feel works best, we will recognize all proven, reasonable formats as equally valid, and base the value of the meet for national ranking purposes primarily on how many pilots flew in the meet and how good they had previously proven themselves to be."

Mike Meier USHGA Competition Committee Chairman

1984 WOR XC CONTEST The first annual Wings of Rogallo Cross Country Contest was a great suecess. With the aid of a great new site, Mt. Diablo, and the inspiration of $20 from each of some 30 pilots in the pot, long flights were made and local records broken.

In a period of excellent weather that couldn't have lasted more than a month we saw many flights longer than ever before in the Bay Area. Kevin Dutt flew 47 miles, Mt. Diablo to Tracy, just before he got his money in. Chris Arai followed with a 45-mile flight from Mt. Diablo to San Jose, an unbeatable performance in his 3 'h year old Comet 1 that brought him first place. If you put a good man on one of Brock's Comets he's hard to beat!

Jim Leech made 13 miles on his Magic, for second, in a tight race one day with a pilot he later learned wasn't even entered. Jerry Mcfaull made 10

HANG GLIDING

-

COMPETITION CORNER miles without breathing hard for a third, on his Comet. Pat Denevan squeaked a last chance thermal that kept him out of jail and nudged Dave Lukens out of fourth place by .2 miles.

Winners made out like bandits. First place was worth $330 from the entry pot, a $500 contingency prize from Ultralite Products and a harness from Pacific Windcraft.

SPONSORS: Special thanks to Pete Brock of Ul tralite Products, makers of the Comet 2, and Jean-Michel Bernasconi of Pacific Windcraft. makers of the Vision, and Skylines Towing Systems.

CASCADE GRAND PRIX Terry Tibbetts sends us this belated report on the Region I meet from 1984.

The competition was held at Chelan

Butte, in Washington state, tentatively the site of the 1985 U.S. Nationals. Chelan Butte is at 3,800' MSL and is launchable in almost any wind direction. Once over the flatlands altitudes of 8,000-10,000' MSL are common. A number of impressive XC flights have been made from the site. If and when the Chelan bid for the Nationals is finalized we'll fill you in on more details.

Anyway here are the results of the 1984 Cascade Grand Prix:

PLACE, NAME, GLIDER

REGION

1. Rob Kells, Attack Duck .......... 3 2. Ken Brown, Magic III ........... I 3. Jim Bamford, C2 Comet ....... B.C. 4. Randy Haney, Magic B.C. 5. Bruce Case, Duck 180 ........... 6 6. Lee Fisher, Magic III ............ 1

m .......

7. Howard Osterlund, Esprit 180 ..... 3 8. Rick Rawlings, Attack Duck ...... 3 9. Mark Kenworthy, Magic III ....... 1 10. Terry Tibbetts, C2 Comet ......... 1 II. Jeff Huey, Attack Duck ........... 3 12. Chris Bulger, Magic III .......... 1 13. Stu Cameron, C2 Comet ....... B.C. 14. Dan Uchytil, Pro Dawn .......... 1 15. Kevin Kernohan, Attack Duck ..... 3

REGION 6 XC CHALLENGE The Fort Smith Hang Gliding Association's "7th Annual Region VI Cross Country Challenge Contest" is now underway and will last from January 1st to December 31st, 1985. The winning flight will be the longest distance flown in a foot-launched hang glider from a (continued on page 41)

,, ,Vii~ m1. t?I :i:~. ±©; t@; tqJt 1985 F.A.I. WORLD CHAMPIONSHIPS May 19 • June 10, 1985

TOMORROW IS HERE

$595.00

The combined instrument for the demanding pilot. Chris Bulger wins 1984 Masters flying the Owens Valley 8000.

[.;t~f tr~~~i! -~ ,; ...• ~!.!?

-ll!IlEJ 11!1111 . allO cro» counlry 8000

Go with the U.S. World Team and see the next World Championship in Austria!

Fly in five different countries! $1,695.00 includes air round trip, three weeks accommodation, retrieval and transport, expert tour guide! Meet the best pilots in the world.

FOR INFO PAK SEND

$395.00

Santa Barbara Hang Gliding Center 486 Alan Rd., Santa Barbara, CA 93109

(805} 687-3119 MARCH

1985

$749.00

$3.00 TO:

SANTA BARBARA HANG GLIDING CENTER 486 Alan Rd., Santa Barbara, California 93109

(805) 687-3119 11

in

1975 !CJ76 1977 ICJ78 1979 1980 l9!ll 1982 19!ll

Richard Miller Licher Wills

Bill Bennetl not awarded John Lake not awarded Brock, Roy Dennis

at the national, vice to the current or local The award was commissioned in 1983

PAST RECIPIENTS Vic Powell 198l

number of activities 1hat outstanding support and development of a its members, and the sport of The award recognizes the Chapt,:.r considered to have conducted in the c1Irrent year the most outstanding progrnms in and novice activities, site pro·

Dmmell

and civic service. The award was commissioned in 19!l1

For a number of years Hewett has been in the forefront of and his try he has been an effective the safe

Associal ion

The Guardia cant contributions to the sport. The activities need not have occurred in the current year. Commissioned in 1972, it is the oldest and nonhonor. It is named for the individual who su ffcreel the first

J(J72 1973 1974

Volmer Jenson Francis M. Bennett, Dickerson,

Air 'flmcs is for its overall excellence in support of the sport and its sponsoring The 10n has shown consistent level effort on the part of its editor, Gretchen Niver, and the individuals who write articles and produce the

presented to I.he member who has pro

vided the most outstanding volunteer scr-

in the current yc.ar for service to sati.:ty , article members,

GUDIN(i

USHGA REPORTS

promotion, and pictures. The award was commissioned in 1983.

PAST RECIPIENTS 1983 -

Windwriler, Houston Hang Gliding Associarion

These awards are the Association's method of publicly saying "Thank You" to those individuals or organizations who have performed in an excellent fashion.

The Awards Committee received more nominations than ever before, reflecting an increased awareness of members about the importance of the major volunteer contributions made by individuals and organizations on behalf of the sport's continued development.

A number of individuals and Chapters were nominated who deserve national recognition for their efforts. As chairman, it was a heartening experience to be informed about the activities of members, Chapters, and editors who are making positive additions to our sport.

While there may be legitimate concern about the reduced number of new people

entering the sport, the quality of effort put forth by a large number of members across the country indicates that the spirit of our sport is very much alive and well.

The Awards Committee made some very difficult decisions, but enjoyable in the sense that there is so much being accomplished that is worthy of recognition.

Our sincere thanks to those who took the time and made the effort to submit nominations.

A call for award nominations will be made later this year. We urge members to submit nominations and thereby take advantage of the opportunity to bring national attention and applause to those who are performing outstanding volunteer service. USHGA enjoys saying "Thank You."•

THE LITEK VE-7 VARIOMETER TI-IE PRIMARY INSTRUMENT CARRIED BY PILOTS, WORLDWIDE

Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot Now available ... the most comprehensive guide around for pilots seeking to expand their knowledge and skills. With 244 pages, 125 illustrations and photographs, loads of TRUE stories, and a complete subject index. You'll learn ..

About soaring: Ridge, thermal, wave and other types of lift. Locating likely lift sources. "Reading" clouds. Soaring techniques for various kinds of lift.

Aboutcross-countryflyfng: XC potential of your area. Training and supplies for your ground crew. Advance planning. When THE day arrives. During the flight.

About competlllon flylng: Competition formats and scoring systems. Psych-out techniques. Evaluating opponents. Strategies. Specific flying techniques.

About equipment: Choosing, caring for, and making best use of a glider, harness, parachute, instruments, and other equipment. Sail cloth tips.

About speed-to-fly calculations: Dolphin vs. classic flight. Your glider's polar. Techniques for gliding furthest, fastest. Speed rings.

•

• •

Please rush me ---Copies of Heng Gilding According to Pfeltter: Skills For the Advancing Pilot at $9.95 each, plus shipping and handling: $1.00 first copy,$ .25 each additional (airmail $2.50 first copy, $1.00 each additional). Californians please add $.60 sales tax per copy. Total enclosed:$ _ _ _ _ _ _ __ Narne: Street: - - - - - - - - - - - - - City: - - - - - - - - - - - - - - State/Zip-------------

Make check payable to Publitec and mail with form to: Publitec Editions, P.O. Box 4342, Laguna Beach, CA 92652, USA.

... Dealer inquiries invited - 714/497-6100 •••

•

IT HAS THE SAME PROVEN CIRCUITRY AND PERFORJ\1ANCE AS ITS PREDECESSOR THE VE-10, BUT IS SMALLER AND LIGHTER. SENSITIVITY IS NOW SCREWDRIVER ADJUSTABLE.

BY CASE DESIGN, THE VISUAL READOUT IS PROTECTED FROM SIDE-SWIPING BLOWS, A CAUSE OF MANY VE-10 REPAIRS SENT BACK TOUS. AVAILABLE FROM YOUR LOCAL DEALER - $198.oo

l/TEK 4326 FISH HATCHERY RD • GRANTS PASS, OR • 97527

MARCH

1985

13

THE RIGHT STUFF

Talkin' Downdrafts With The Pear People

by Erik Fair Yeah, well, so here's the deal. We all know there aren't more than two or three bona fide guarantees runnin' around loose on this planet. Death and taxes, of course. Plus the fact that two out of twelve people on any given jury panel are complete idiots, seemingly programmed to misinterpret evidence and generally get everything wrong. I always thought that was about all a person could count on. So imagine my surprise when, just the other day, I ran - unsuspecting and headlong - smack dab into an eternal verity of modest but definite proportions.

There I was. The Brea Mall, Brea, California. It was Super Bowl Sunday. I was just standin' out in the middle there between The Video Depot and Art's Art Shop. To my rear, a pretty little hang glider all set up and shiny. Positioned neatly in front of me, a pile of Hang Flight Systems brochures and other apparati designed to compel passersby to pause for a moment, then ask thoughtful, intelligent questions about hang gliding in general and my own swell shop in particular. I was, as we say in the trade, "working an action agent oriented, aviation theme Mall Show " in hopes of drumming up some new business.

Ten grueling hours later I realized I had discovered a truth so pure and unwavering, a guarantee so crystalline, that it had to be ranked way ahead of taxes and just behind death on the master list of things a human can count on.

Here it is: Nine out of the ten people who stop at the hang gliding exhibit during a Mall show on Super Bowl Sunday (that's nine out of ten) will be shaped like a pear and will want to know all about downdrafts. Furthermore, the one out of ten will be whichever of your true blue friends was kind enough to agree to

14

ing of the hated Dolphins on that bleak and futile Sunday.

At a distant mall show, not so long ago.

bring you some lunch. It's true; I swear it.

Anyway, as I was standing there jelling on the inside and grinning eagerly on the outside, I had lots of time to refine my responses to the questions presented unto me by the pear people. Any hang gliding Jedi warrior who has spent any time at all attempting to proselytize the general public has his own set of gently reassuring and pleasantly informative dialogue tapes for each of the frequently presented questions. I'm going to share mine with you (yawn) just in case you ever have a chance to use them. May the force be with you.

The good news is that I'm gonna give equal time to The Dark Side and present for your reading pleasure the answers to wuffo questions that I would love to blurt out just once. Just once, to make up for missing Joe (Yoda) Montana's dismantl-

PEAR PEOPLE Pears generally travel in pairs and are easily identified by the shapes of their bodies. Kinda narra' at the shoulder and broad at the hip with varying layers of juicy jiggly tissue masses trowled on in between. Male units generally sport brightly colored wide plaid triple knit pants to accept the port and starboard bulges that would otherwise seem dwarfed by those issuing from the fore and aft mid span. Males are far more verbal than their female counterparts and generally ask all the questions. Female units done up in rollers and floating freely in their day glow moo moos are usually content to stand beside and slightly behind their mates. In this position they are free to indulge in free form facial contortions indicating varying degrees and blends of exasperation, martyrdom, and panic as they listen to their mates talk hand gliding with some young pup who is obviously bent on separating their male from his money and his life.

The incredible strength of the female pear unit is evidenced by her unfailing ability to 11 vibe" the male unit the heck out of the mall just after he senses he has 11 impressed" her with his astute grilling qf the young pup and just before he succumbs to his innate desire to 11 try it just once."

Pears ask questions regarding hang gliding in a fairly predictable sequence commencing with inquiries as to the cost of the inanimate and generally nonthreatening equipment on display and progressing to hushed and timorous wanderings about the evil, unpredictable air masses known to them as 11pockets 11

HANG GLIDING

THE RIGHT STUFF or "downdrafts."

What follows is a series of typical pear unit questions, more or less in the usual sequence, with "correct" answers followed immediately by those I would like to give - just once.

RIGS Like I said, the first questions are about equipment. After all, a hang glider on display poses even less threat to a curious pear person than does a lawnmower in action.

Q: How much does one of them rigs ; cost?

JW (Jedi Warrior): Brand new intermediate level hang gliders, which is what we recommend to our students, range in price from $1500 to $1900 depending on the model and the size.

You also need a harness, a helmet, and an emergency parachute. Harnesses cost $125 to $300 depending on the type.

Helmets range from $40 to $80. Parachutes go for $350 to $425. You can also get good, safe used equipment for one third to two thirds the cost of new equipment depending on availability and the level of performance you desire. If you

~-l._,..,_~_~ _ _(i:n _____________________________ ~ ______

MARCH

1985

Q: Can you still get kits and put 'em together yourself?

JW: Hang glider kits haven't been available for some time due to the fact that the design and fabrication of hang gliders has become a sophisticated and fairly complex process requiring knowledge, skill, and equipment that is unavailable to a vast majority of consumers.

DV Sure you can get kits. Just be sure to get the "snap together" kind rather than the "glue together" kind. 171e glue will fry yer brains - if you let it.

find equipment available for appreciably less than what I've just indicated, odds are it is outdated and unsafe by today's standards.

DV (Darth lildar alternative answer): Between $50 and $2500. (Pause, appear bored.)

PU (Pear Unit): What's the difference?

DV Gllts. (Inspect fingernails.)

PU: Come again?

DV 1#11, a glider is pretty much a glide,: They's all worth about $1500 give or take a hunnert. If you find one for $2500 it just means that the guy sellin' it has lots of gllls to ask that much for it.

And, if you find one for $50 the guy se/lin' it is probably a gutless, lillylivered puke who's afraid to keep jlyin' cuz his mommy thinks he might get killed or sometlzin' stoopid like that. How much you got, anyway?

Q: How much does that one there weigh?

JW: That one weighs 55 lbs. Modern gliders range from about 50 to nearly 80 pounds depending on the model and size.

DV Pick it up and see for yerse/f, fella.

If ya break it, it's yers.

GENERALLY SPEAKING Having exhausted their questions about whatever happens to be in their immediate field of vision, pears typically proceed to general, non-personal questions about the sport and the local terrain where the sport is practiced.

Q: Where do they jump from around here?

JW: (Gives brief description of local flying sites, taking care to use the phrase "fly from" as opposed to "jump off of."

Elicits description of what sorts of flying the person has seen, then explains it with ground school type material, i.e.: What you saw was a pilot flying in ridge lift which is caused by .. blah .. blah .. blah.

DV Man, we jump off anything we can set up 011 without gettin' shot at. Most of us can)' guns so we can shoot back.

Ain't no landowner gonna keep me from jlyin'. Say, you live near a hill? Can I land on yer house?

Q: How safe is hang gliding - really?

JW: (Shows pear unit Dennis Pagen's article "The Safest Way to Fly?" and John Heiney's article "Hang Gliding - A Natural High."

DV Look, Bud. You want safe you go bow/in: You want kicks and thrills you go hang glidin: It's that simple. Now either sign up or get outta here, yer makin' the rest of these Slickers jumpy.

Ji

HOW ABOUT YOU? Pears that stick around to emit the next round of questions have generally developed a feeling for the person who is fielding their questions. Pears come up with some very interesting blends of awe, suspicion, envy, pity, and parental con-

15

THE RIGHT STUFF

So, like - uhhh - what sign are yot1, man?

cern as their questions begin to reflect a primal and empathetic bonding with this being in front of them who flies like a bird and talks too. Pears want to understand you and help you realize that hang gliding actually is as dangerous as it appears to be to them. Of course, part of them wants to be just like you.

Q: Don't your arms get tired?

JW: No, not really. You see, I don't support my weight with my arms. I lie face down in a hammock kind of thing we call a harness. It's attached to the top of the glider at a carefully planned point called the center of gravity. So my body swings like a pendulum inside the control triangle which I grasp with my hands so that I can have leverage to shift my weight around.

DV· Tuah, but I just kind of tough it out.

I figure you only go 'round once so I'm willing to hang on for dear life and hope that my arms don't get so tired that I'm forced to let go and plunge to my death.

So fm; so good if you catch my drift.

16

Q: Can you control those things?

JW: I sure wouldn't have much fun flying hang gliders if I couldn't control the glider by shifting my weight around.

Since my weight is suspended from the glider's CG, any motion I make will cause the glider to go in the direction of my body weight. If I want to go left, I shift my weight to the left. If I want to go faster, I shift my weight forward and so on. Actually, hang gliders are so controllable that a properly trained pilot flying in reasonable conditions can land on or within a few feet of a bullseye with regularity.

DV· ~'re not sure but we think so.

PU: You "think" so!?

DV· ~II, we mostly all land within a quarter mile of where we think we want to.

PU: Quarter mile!?

DV: (thinking out loud) I suppose the wind could be just blowin' us pretty close to where we'd kinda like to be.

PU: The wind!?

DV, Nahl I'm just kiddin'. The truth is it

all depends on your zaological sign.

There are three zaological signs that seem to have more control over their gliders than the rest of us.

PU: (slyly) You mean zodiacal.

DV· Whatever. (extremely long pause) PU: (exasperated) Well!?

DV, ~ll, what?

PU: (loudly) What three signs have control over their gliders?!! What sign are you!!??

DV· Don't worry about me hubba, what sign are you?

PU: (fumbles for ID, finds it, then shrieks) ARJES! ARJES! DV· You know, I'm pretty sure that's one of them.

PU: (whimpering) Pretty sure!!?? (passes out) Q: Is it scarey?

JW: Not if you learn properly and gradually in accordance with any proven USHGA certified instructional program.

The better schools structure your learning experience so that there is never a time that you feel ill-equipped to handle the task at hand. For example most schools have you run with the glider on flat ground for a while. This practice teaches you how to do a takeoff run without taking off and also enables you to learn how to stop the glider by doing a landing flare at the end of your simulated "takeoff" run.

As your skill level progresses you can avoid being unduly scared by using good judgement and never allowing yourself to get into situations that leave you insufficient margin for error.

DV· (grinning insanely) Jbu damn betcha, boy howdy!!!

HOW ABOUT ME? The more venturesome of the pear units, having gotten this far, will invariably take the next step and make a couple of brazen inquiries as to the particulars of the training program at hand.

It is at this point that a Jedi hang glider pilot can look into the eyes of the pear and actually "see" (a la Carlos Castenada) the pear's image of himself learning to fly a hang glider.

Q: What does it take to learn to fly one of these things? (or, the sometimes

HANG GLIDING

-

THE RIGHT STUFF corollary: Do you think I have what it takes to learn to fly one of these?)

JW: It takes motivation more than anything else. You don't have to be particularly brave if you're involved with a competent instructor. If you are in reasonably good health and can run in an average manner, you can learn to fly a hang glider - if you want to. We have some instructional programs for those who are sure they want to fly and others for those who just want to see what it's like. (Describe particulars of the training program in question including opportunities to observe more flying - driving, watching a class at the training hill, etc.)

DV Son, if you wanna fly these here divergibles you gotta have a whole lot of two things.

PU: Yeah, what's that?

DV· Money and guts.

PU: Money and "GUTS"!!??

DV· 17iat's right, chump. Give me some money and we'll go out right now to see how many guts you got.

PU: I haven't got the money right now.

DV Broke and gutless, huh? I guess you 're just not cut out to be a diver pilot, Mack.

mouth works like a big old ramjet scoop.

T7wt's why big mouth guys always seem to fly higher than little mouth guys. They got better air scoops.

T71e other thing is you gotta watch how long you fly around real slow in them thermals. T7ie slower you fly the less "ram" you get in your airscoop. Again, big mouth guys always seem to do better in thermals.

Most of the time we're all havin' too much Jim to pay much attention to how high or how slow we're flying so we fl)' to supplement our ramjet air intake by making loud sucking noises in hopes we'll suck in some stray chunks of oxygen.

Did I already mention the fact that the "organic oxygen starvation, brain death syndrome" that most of us experience after a half hour flight is mostly reversible!??

Q: What about downdrafts, air pockets, and wing shears?!

JW: We've all heard about jetliners and other aircraft having problems with such phenomena so there's no doubt that parcels of radically turbulent air do exist

· in nature. Radical turbulence, however is generally associated with very strong meteorological conditions that no sane hang glider pilot would even set up in.

Winds over 25 mph and overdeveloped cloud formations are very visible, easily identified warning signs to hang glider pilots. The point is that hang glider pilots who exercise a reasonable amount of caution, pay attention to the obvious signs around them, and refuse to fly in clearly questionable conditions will never have problems with turbulence of the kind you're asking about.

DV I# don't never wony about them downdrafts or air pockets becuz we know the two are related. lli see, when an air pocket falls out of the sky it causes a downdraft right under the place it fell out of It don't matter if we get caught up in the downdraft because once the air pocket hits the ground it becomes a landing cushion so we just land right there, get out from under our gliders, and thank our lucky stars that the wind blowed us over to a safe "air pocketdowndraft-landing cushion zane."

WHEN THE WIND STOPS Pears always save their wanderings about downdrafts, air pockets, and wind stoppages until the very end when they know that the panting Jedi is in a weakened condition. Invariably they beat feet after hearing, but not believing, the Jedi's responses to their questions about the air.

Q: How do you guys breathe up there?

JW: We breathe normally. Insofar as the sensation of wind is concerned, flying a hang glider is much like standing on the ground facing into a 25 mph headwind.

You feel it on your face and in your hair, but you breathe like you always do. The only exception is that hang glider pilots who fly at very high altitudes, sometimes carry oxygen in order to avoid hypoxia.

A vast majority of all hang glider flights occur at altitudes where normal breathing works just fine.

DV The trick is you gotta keep your mouth wide open at all times and fly real fast as much as possible so that your

MARCH

[985

EEEEEUUUUUUUHHHHRRR!!!

17

THE RIGHT STUFF ~ do fret some about wing shears, though cuz not one of us knows a thing about 'em.

Q: What do you do when the wind stops?

JW: The wind stopping doesn't cause us any problems. You see, hang gliders aren't dependent on the wind for power.

Gravity is what allows hang gliders to fly. The force of gravity causes the glider to move downward through whatever air mass the glider is in and it is this downward motion through the air that enables the glider to fly. You've probably seen hang gliders in the air that are

climbing away from the ground. All that means is that the air mass the glider is in is moving away from the ground faster than the glider is moving downward through the air mass. Consequently the glider is going upward in relation to the ground at the same time it is going downward in relation to the air mass.

Since wind flowing up and over a mountain is one of the things that means air mass is moving away from the ground, once the wind stops, the glider simply flies downward through the stationary air mass until it lands safely on the ground.

DV: There ain't but one thing you can do when the wind stops.

PU: Yeah, what's that?

DV: Plummet, man, plummet.

THAS' ALL, FOLKS That's all the drivel I got up my sleeve for this month. Hope you know this is all in good fun. Be nice to the pear units you meet. After all : Some of them Will be some of us One of these Days.

A Day With The Erroneous Farce

by Rick Canham / wasn't quite sure what to do when this dude named Canned Ham rang me up and bet me a $100 donation to the USHGA that 1 wasn't man enough to print the following vituperous diatribe in my column.

I read the fool thing, recognized the unmistakable and pungent stench of the truth about it, and decided to run it. So now Mill Valley has a new folk hero, USHGA has another "C-Note'; and I have a comforting image of Canned Ham eating baked beans for the next month as he claws his desperate way back to even.

Erik Fair

OK, OK leave me alone already! With some pretty memorable flights and no broken parts this year, I guess I can afford a little extra for the USHGA. Here's a C-note with my dues. You'd better take the money and nm before I sober up and change my mind. I'm sure we all realize that if we don't support our organization

18

now it might not be there in the future, when we need it in support of our flying and our sites. We can ill afford the loss of our governing body with its very creditable instructor certification, pilot proficiency ratings, and site procurement/ site insurance programs.

But let's talk Erik Fair for a moment (the erroneous farce). Us hang glitter pirates got crass! And some of us have our own well-developed sense of public conscience and we don't need no stinking, festering, fuzzy-chinned, chubbyrumped, goggle-eyed, L.A. smog creature, ranting and raving his desperate motivational philosophy toward the ultimate in redemption! Yes, folks a genuine USHGA hang-money pledge.

Whimper, snivel, guilt, guilt, guilt.

Those of you who haven't had the pleasure of meeting E.F. probably think of him as a self-righteous, no-talent, brow-beating bozo. And to a few others he probably represents just another wellintentioned but misguided semiprofessional beggar.

Well, I got curious, so I took some time off and visited the erroneous farce in his native habitat, greater smogapolis.

As my truck groaned to a stop, he slcazcd, slithered and drooled his way out of the shop with all the subtlety of a used car salesman in heat.

I was greeted with a, "Hi, got a great deal on velcro straps, factory seconds, cosmetic blemishes only, or maybe some sew on patches, U.P., Wills, Delta, I got cm all. Bumper stickers too!" 50% off for a dozen or more. Oh yeah, where you from."

Eyes burning, I ventured forth, "(wheeze) Howdy. Came down from Frisco; name is Rick (gasp). Sure ain't much Dxygen left in these fumes we're breathin'. So you're Erik Fair," I said with reverence.

And so began an interesting afternoon with the star of hang gliding magazine.

With some difficulty I tried not to react to his stink-city evolutionary quirks, four inch nasal hair, and multi-lidded lizard eyes. (Increased filtering and shielding, I

HANG GLIDING

presume.)

I suppose I was expecting someone about eight feet tall with a golden halo, and no need of thermals. But you know, after he quit crying cause I wouldn't buy anything, and after he quit chasing me around the shop with the USHGA pledge jar, we got along pretty well! I found him genuinely concerned and pure of heart when it came to the needs of our USHGA. It's not Erik's fault his mind has been scrambled by a raging Pepsi-Cola addiction. Highly carbonated insanity syndrome has become a well-documented phenomenon in pollution-ridden mudthroat county - an apparently necessary evil.

And further understand that the many nightmarish years spent driving the L.A. freeway system, with its continuous rush hour, helped create that disturbed, twisted personality.

And of course, the constant perversion layer surrounding him has had a strange and disgusting effect on his nasal awareness and taste bud function. As best I remember, his ordered lunch of the day was a nauseous blend of sharps, sours and moldies; putrid to the max and guaranteed to gag a goat.

Now I know you've all seen his picture in the magazine and what we thought was a well-trimmed beard isn't. Nope, it's velcro, glued right to his face. He keeps his fume-town smog-shield in place with it. And of course, his helmet Drings won't embarrass his fumbly fingers anymore. They're gone as he now velcros the straps right to his cheeks.

Did I mention hand to eye coordination? When last I saw Erik, he was sitting in the middle of the shop floor, eyes glazed, and muttering gibberish after 45 minutes spent on the same bowline knot, with three more to go! Is the harness still alive Erik?

Yep! An afternoon with Erik and a departure from normalcy is the same thing. It was weird, but I survived and this written portrait may help clear up the mystery behind the man. May the farce be with you Erik!•

MARCH

1985

19

BY

WALT

DODGE The Competition R b stood on top of the hill with Helen, Mark and Todd, as Grebs went through the time portal back to his own time. As he stood there looking down at the mechanism that operated the portal, a duplicate he had made while constructing the one for Grebs, he recalled how it all came about.

Grebs' being sucked into the thunderhead in the twentieth century, and passing through some kind of time warp, only to find himself here in the fortieth, where solar winds were soared in outer space.

He visualized the three of them, Todd, Grebs, and himself, taking the pleasure flight around Mars. The way Mark had alerted them to Helen's being held captive on the 'Wall' on Phoebus by the Parkier, the planet's ruler. How Grebs had drawn on the ancient technique of ridge soaring to accomplish the rescue, much to the pleasure of the jolly little ruler. As it turned out, he wasn't such a bad sort.

How upon returning to earth it was discovered that Grebs was in fact the father of modern gliding. He had taken the plans for constructing a solar wind sail back to the twentieth century, forwarded it to his greatgreat grandson, a thousand years removed, named Grigs who was thought of as the inventor. A side benefit was the construction of the time portal.

Helen, the great-great-etc. granddaughter of Grigs, stood off to one side trying to hold back the tears. She had really grown attach-

ed to her 'Grandpa'. The girl realized if he didn't go back and marry Kris, she would never exist, so she let him go. But no power in the universe could make her be happy about it.

"I sure hope he's careful," said Rob. "I'm not certain he knows how volatile that thing is in the wrong hands."

"Don't worry," responded Mark in an easy manner. "Like you said, history doesn't show that it fell into the wrong hands, so it must not have."

"Yeah, well, history doesn't show everything. I'm not even sure I trust myself."

"What do you mean?" broke in Todd.

"I was just standing here thinking," continued Rob. "How would it be if I popped into the future, saw how things were going, came back and made some improvements?"

"Take that thing away from him, Mark.

I don't think he's old enough to play with it," replied Todd with enough sarcasm in his voice to state his disapproval.

"Look, Rob," answered Mark "Man is still man. Although we are living in a time quite different from Grebs', we have our baddies who would love to get hold of that device.

So you be careful as well."

The threesome were then transported back to the flight park. Helen, having said not a word, just shook her head in disbelief and joined them.

The party that had been held to send Grebs off finally broke up, and everyone went home quite content that history was in good hands.

Well, the days came and went and time had its normal way of passing. Each person within that time, wishing wishes and drawing dreams. In other words, life went on as usual.

It had been decided; the time portal would only be used for important things. It might be dangerous to go flipping through time and it should be used with the respect and restraint due. But the temptation grew.

Helen, as you might figure, was the one to crumble first. I don't know why it is, but she saw it as a kind of challenge. And a woman, especially one like Helen, cannot

for any reason resist a challenge. Perhaps it's the Adam and Eve in the Garden syndrome.

The rule was, don't eat the apple. So what does Eve serve for lunch? A nice fruit salad.

The rule was, don't use the portal without approval. So what does our little Helen do?

Steals it in the middle of the night, The next morning when everyone awoke, they were shocked but not surprised to find the device, and Helen, missing. At least she was good enough to leave a message on the screen.

"Sorry guys," it read. "Couldn't stand it any longer. I'm going to take a look at what's ahead. I'll be back. Don't worry."

Well, they did worry. That space-happy kid could always find a way of getting herself into trouble. But now she had no one to get her out.

The day passed and no Helen. Another day, no Helen. Then the same, and again.

Before a blink it had been a week, then a month, then a year.

Rob wanted to build another portal and go looking, but realized how futile that was. Infinity is a very large number. Where do you start?

They had basically given her up. At least, they gave up the constant vigil. Some of the pilots at the park started referring to her in the past tense, which irritated Mark, Todd and Rob to no end. They would never admit she was lost.

"Oh," they would reply, "The crazy broad probably got herself a man and is living in some future space port."

Rob hoped this wasn't totally true. He always did have an eye for that wiggly tail.

One New Year's day in the second year after Helen's little disappearing act, the park was staging its annual fly-in and blow-out complete with spectra-visions of the history of the sport, with a special applause for the pictures of Grebs, Kris, Todd and Andy. This was followed immediately by a vision of the present group including Helen and Grebs for the benefit of all newcomers. It was really an event.

Suddenly in the middle of it all, a huge

explosion was heard followect by a time portal appearance in the center of the crowd.

Through it fell Helen, with her glider broken and torn. Helen looked in worse shape.

She had a dazed, spaced-out look in her eyes. Everyone around was frozen from shock.

"Am I winning?" she asked feebly, then fell to the ground unconscious. Medical help was instantaneous, but to not much avail.

Nothing appeared to be wrong physically, but she was comatose, and nothing seemed to work to bring her back, After transporting her to a nearby medical facility, Mark rejoined the others assembled outside.

"It's not here?" asked Mark, "The time portal control, answered Todd.

"It's not on her glider anywhere."

"It has to be," responded Mark with measured urgency in his voice. "She didn't have it on her."

"Well, it's not here. I'm certain of that," said Rob. "That's just great," broke in Todd.

"Helen's in a coma, she and her glider came back from somewhere in time broken to pieces and no portal control. Which means someone, somewhere has it. We don't even know if we should worry or not," "I'll save you the trouble of wondering," said Rob. "I'm worried!"

The response from the whole group showed they were all worried. And for those few newcomers that didn't know what was going on, it was quickly explained "What's the prognosis on Helen?" asked Todd.

"They don't know. Medical science has come a long way. We can cure the common cold. We can even transplant about every organ in the body from a clone of the person so there is no chance of rejection.

"But the mind," continued Mark, "the mind still eludes the doctors many times. She has been through some sort of trauma. What, we don't know. But it has caused her body and mind to turn off, temporarily, to everything outside."

"Is there brain damage?" asked Rob. "Her brain has been tampered with, but we cannot figure how or for what purpose.

We will just have to wait and see. It is simply out of our hands."

At that moment a series of explosions were heard overhead. As everyone looked up, they saw a dozen time portals appear five hundred feet up. Through each flew twelve of the sleekest, yet strangest flying machines ever beheld. They came to a dead stop direct-

ly over the crowd. For about ten minutes they just hovered there. The group was getting a bit nervous.

Curiosity was natural. No glider could just hover over the smooth ground in almost dead wind.

Then, just as suddenly as they appeared, twelve time portals glowed in the sky and the dozen were gone.

"What was that?" yelled Rob. "Beats me," answered Todd, "But I sure would like to get my hands on one of those gliders, or whatever they were. Did you see that one in the middle? Full spectrum color and pulsing."

"Were those pilots, hanging below" asked Mark to no one in particular.

"Good question," responded Rob still not able to take his eyes off the spot where they had been.

"The objects hanging below were all different sizes and shapes. I only saw one that looked humanoid."

Mark, Todd, and Rob went up to the top to see what was amiss. The answer was clear.

The same occurrence had happened there.

Further checking produced one undeniable fact. Every flying center on every known planet had been visited by these self-same twelve agents, and no one knew what or who they were.

Recording discs were compared. It was standard procedure to keep a visual record of all proceedings at the parks that pertained to flying. And around the galaxy, as the twelve appeared, the computers kicked on.

There was no mistake. In a period of a half hour every flight park was subject to the same occurrence by the exact same twelve.

"That's impossible," broke in Todd. "there are hundreds of thousands of flight parks in the galaxy, how could the same twelve visit each one for five to ten minutes, all within the same half hour? You can't be two places at the same time. It just doesn't add up."

"Time, that's the key, Todd," broke in Rob. "Using the time portal they could pick any time they chose. They seemed to have visited all the rest after us, however. Look at the comparison numbers."

They all turned to the screen Rob was indicating. "All other times are duplicated except ours. We stand alone."

Rob turned to the others. "This just has to have something to do with Helen. It's too much of a coincidence to happen right at this time."

"Yes, but what?" responded Mark.

"I don't know."

Once again an explosion was heard, and

overhead another occurrence was taking place. Only this time, only one portal appeared, and through it flew only one object; the one Todd had marveled at previously.

The three in the tower got back down as fast as they could transport. As they walked out, the object came straight down and settled to the ground softly. Just before touching down, the person, or whatever it was, lowered its legs and stood up so the landing was on its feet.

This time no one rushed up cheering and yelling as they had when Grebs first landed. The twentieth century pilot was obviously something they had recognized from pictures and museums, but no museum had one of these in it.

The pulsing of the colors was almost blinding, yet you couldn't look away. It had a very relaxing effect on the crowd. Almost hypnotic.

The pilot of the craft touched a part of the belt around its waist, and the fibers that held it to the glider disconnected from the ship and disappeared into the suit.

Another area of the belt was touched and the helmet retracted into the suit also, revealing a human head with a very human smile.

"Hi Rob, Todd, Mark. What's happening?

Gotcha, huh. Well I owed it to you."

There, standing before them with the biggest grin you ever saw and laughing at the gaping mouths, was Grebs.

"How do you like my new glider? Close your mouth Rob, you look like an Antares Codfish."

"I'll Antares Codfish you," replied Rob. "Do you know you scared the hell out of us?

What are you doing anyway, and where in the stars did you get that?" indicating the glider.

"From the far future. It seems you guys are being challenged to a competition."

"What competition?" asked Rob. "We haven't held a competition for centuries."

"So I've been told. That's why I'm here."

"Oh, by the way," continued Grebs interrupting himself. "I think this belongs to you." He flipped a portal control to Rob. "Don't you want it any more?" asked Mark.

"I still have mine. That was the one Helen took."

"You know about Helen?" inquired Todd.

"That's how they got me. I guess I'd better start from the beginning."

"Yes, I think you had better," stated Mark.

"OK, but let's do it over a nice cup of keeba. I haven't had any in a long time."

"Alright, let's go. Do you want your glider (continued on page 32)

UNITED STATES HANG GLIDING ASSOCIATION

OFFICIAL COMPETITION RULEBOOK

1985

FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII NAME (Please Prlnt)

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

PHONE (

D NEW MEMBER

D RENEW/USHGA # - - ~

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

INSURANCE PLANS AVAILABLE 0 Plan A: Single Foot-Launch Gliding Coverage {included in Full & Family Membership fee)

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

o NEW MEMBER o RENEW/USHGA # 2· NAME D NEW MEMBER

-IIIIIIIIIIIIIIIIIIIIIIIIIII-------·

D RENEW/USHGA # _ __

SUBSCRIPTION ONLY NAME

everywherewho resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang,Gliding magazine.

0

(Please Print)

ADDRESS----------~----

D

CITY - - - - - - ' - - - S T A T E - - - - - ZIP _ _ _ _ PHONE (

D

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

D $11.25 TRIAL SUBSCRIPTION ($12.75 foreign) for six months.

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. 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 SUBSCRf PTION, 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) _ _ __ TOTAL D I would like $1.00 of my membership dues to be used for WORLD TEAM expenses.

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

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

Revised 9/81

(213) 390-3065

FOREWORD

CHAPTER 2 - SANCTIONING

The governing body for all sport aviation world-wide is the Federation Aeronautique Internationale (FAI) which was founded in 1905 in Paris, and presently includes 70 member nations. The Commission Internationale du Vol Libre (CIVL), founded in 1975 is the officially authorized division of the FAI to represent hang gliding around the world. The National Aeronautic Association (NAA) is the American arm of the FAI. The United States Hang Gliding Association (USHGA) is the only authorized division of the NAA to represent the sport of hang gliding in the United States. The USHGA is authorized to formulate and establish official competition rules and to sanction hang gliding events in the United States.

This official USHGA Competition Rulebook has been developed and revised by the USHGA Competition Rules committee as authorized by the President and Board of Directors of the USHGA. The rules set forth herein shall govern all USHGA sanctioned hang gliding competitions.

A new Competition Manual is available. This manual contains information on many of the aspects and alternatives found in hang gliding competition. Basically the official Competitionn Rulebook lists the rules that must be followed in a sanctioned competition: whereas, the Competition Manual contains suggestions that may or may not be incorporated into a competition, sanctioned or not.

2.1 APPLICATION. Sanction application information and forms are available free of charge !rum USHGA Headquarters. Phone (213) 390-3065 and ask for "Sanction Request Package."

2.2 SANCTION CLASSES a. Class A Sanction includes the National Championships, all the Regional Qualifying Meets and any other competitions operated at this level of sanction. Class A Sanction requires the Meet Organizers to appoint a qualified Safety Director thoroughly familiar with the site. All gliders must be HGMA certified or be certified by an equivalent foreign organization. Full one year USHGA membership is required of all competitors. b. Class B Sanction is for competitions where meeting the stricter Class A requirements is not necessary (because of past performance and an established safety record) or not possible (because of meet design such as area-wide, season-long XC competitors.

2.3 DEADLINES. A late fee of 50% of the sanction fee will be added to the regular fee if the sanction application does not reach USHGA headquarters by the following deadlines: a. Sanction application with Landowners Insurance Application, six weeks prior to first day of scheduled competition; b. Sanction application for meet_held at a site which is already covered by liability insurance equal to or better than that provided by the USHGA, two weeks pfior to first day of scheduled competition.

2.4 FEES a. Sanction fees are charged according to the stature of the meet as outlined in the Sanction Request Package. b. Sanction fees are not refundable.

2.5 RESTRICTIONS a. USHGA sanctions are not transferrable or reassignable. b. USHGA sanctions must be used on the dates or rain dates specified on the application. c. The USHGA can refuse, withdraw or revoke sanction at any time if the Meet Organizers fail to meet the requirements of USHGA sanction. Such refusal, withdrawal or revocation may be appealed in writing to the Competition Review Board of the USHGA Board of Directors (c/o Headquarters) within ten (10) days of receiving such notice. d. Once sanction has been granted, any change will require a sanction-change service charge.

2.6 ADVERTISING a. Any advertising for a USHGA sanctioned meet shall bear the logo of the USHGA and the words "sanctioned by the USHGA" or "USHGA sanctioned." b. Meet Organizers wishing to advertise prize money must put the advertised amount in escrow and include with their sanction application a letter or performance bond from the bank, credit union or financial institution holding the escrow account, stating the amount, and terms and conditions for withdrawal, or must state clearly in all advertising for the meet that prize money is not guaranteed. c. The USHGA reserves the right to set up a booth at any sanctioned event and may sell whatever items the Association sees fit, subject to local ordinances.

2.7 The Sanction Request Package is to be used to submit bids to organize and host the US National and Regionals. Such bids are to be submitted by January 1 of the year being requested for review and approval at the winter meeting of the Board of Directors (usually held in February).

1985 TENTH EDITION

UNITED STATES HANG GLIDING AssOCIATION, INC. Posr OFFICE Box 66306, Los ANGELES, CALIFORNIA 90066

(213) 390-3065

TABLE OF CONTENTS Chapter 1 General Chapter 2 Sanctioning Chapter 3 Competitor Qualification Chapter 4 Glider Classes and Equipment Chapter 5 Task Concepts Chapter 6 Competition Support Equipment Chapter 7 Competition Administration, Operations and Rules Chapter 8 Complaints, Protests and Appeals Chapter 9 Responsibilities and Obligations of Meet Organizers Chapter 10 Responsibilities and Obligations of Competition Pilots Chapter 11 Regional Championships and Nationals Qualification Chapter 12 National Championships Chapter 13 Competition Point Systems Chapter 14 US Teams, International Meets

CHAPTER 1 - GENERAL 1.1 APPLICATION. The rules set forth herein shall govern all USHGA sanctioned hang gliding competitions. Every club, association, promoter, pilot and all persons participating in , or in anyway connected with, any sanctioned meet shall be bound by these rules.

1.2 INTERPRETATION. When necessary, interpretation of these rules shall be made by the Meet Director after discussion with the Chief Judge and/or primary competition officials.

1.3 EXCEPTIONS. Exceptions to the rules are not allowed when the rules are definite and feasible. If compliance is not feasible, the Meet Director or, at his discretion, another officiat(s) appointed by him shall make the necessary exceptions, and shall also inform the competitors by issuing or posting a dated, written addendum to the written rules.

1.4 AMENDMENTS. Amendments to these rules shall derive from the duly appointed USHGA Competition Rules Committee responsible for the supervision of the competition program and the rules. Recommendations for amendments received from Meet Directors, USHGA Directors, and from other sources shall be reviewed by the Committee which will then make recommendations to the Board of Directors.

CHAPTER 3 - COMPETITOR QUALIFICATION 3.1 CLASS A SANCTION. a. Qualifications imposed by Class A Sanction: 1. Full one year USHGA Membership. .2. Minimum Pilot Proficiency Rating: Intermediate (or equivalent foreign rating).

3. Parental (or guardian's written consent (notarized) if competitor is under 16 years of age. b. Qualifications which may be imposed by Meet Organizers: 1. A higher (but not lower) pitot proficiency rating.

2. Any "special skills" relevant to competition site or competition design.

3. A higher (but not lower) minimum age.

4. Local hang gliding association membership.

5. State, regional or national residency if specified on sanction application, and all contest advertising and literature.

6. By invitation only.

3.2 CLASS B SANCTION a. Qualification imposed by Class B Sanction: 1. Full one year USHGA membership.

2. Parental (or guardian's) written consent (notarized) if competitor is under 16 years of age. b. Qualifications which may be imposed by Meet Organizers: 1. A higher or lower pilot proficiency rating.

2. Any "special skills" relevant to competition site or competition design.

3. A higher or lower minimum age.

4. Local hang gliding association membership.

5. State, regional or national residency.

6. By invitation only.

e.

CHAPTER 4 - GLIDER CLASSES & EQUIPMENT 4.1 DEFINITION OF A HANG GLIDER. For the purposes of these rules, a hang glider shall be defined as a single place unpowered aircraft which can be safely launched entirely by the use of the pilot's legs, and safely landed without the use of any landing gear other than the pilot's legs. During such launch and landing, the weight of the glider must be able to be supported entirely by the pilot and those aerodynamic forces resulting from the motion of the glider through the air.

4.2 GLIDER CLASSES a. Class I - Class I hang glider is any hang glider in which the pilot is supported in a harness as a pendulum from a suspension point on the glider, where all lines attached to the pilot's body must function as support or safety restraint lines and must proceed directly from their point of attachment to, and terminate at, a single point or fitting between the pilot and glider (i.e., the carabiner), and where control of the glider is effected only by the displacement of pilot body weight (whereby forward displacement results in a decrease in angle of attack, rearward displacement results in an increase in angle of attack, and lateral displacement results in a turn in that direction), and by those aerodynamic effects which result from such distortion of the wing as arises from such weight displacement. Devices may be incorporated which amplify the effects of said weight displacement, but not which transpose or redirect those effects, (i.e., the ability to "cross control" is prohibited). In-flight changes in glider geometry which are symmetrical and which result from pilot actions other than the weight shift control of the glider as defined above, are allowed in Class I gliders. b. Class II - Any hang glider which does not fit into Class I as defined above is considered a Class II qlider.

4.3 GLIDER CERTIFICATION REQUIREMENTS A. All gliders in Class A sanctioned meets must be certified by the HGMA or, if foreign made, by an equivalent organization in the country of origin. Compliance requires: 1. The name of the glider must appear on the official list of HGMA certified gliders as of the first day of competition. · 2. The glider must bear the operating limits/information placard which is required by the HGMA standards.

3. Pilots of foreign made gliders must show proof of certification in country of origin. b. Class B sanction does not require certified gliders. However, Meet Organizers must stipulate in the meet announcements, advertising and pilot information packages, the guidelines for glider eligibility.

4.4 OTHER EQUIPMENT a. Harness - no requirements or restrictions at this time. b. Helmets - protective headgear as defined by the Meet Director, is mandatory for all pilots at sanctioned competitions. c. Parachutes - no requirements or restrictions at this time but recommended if competition flights will exceed 500 feet AGL. d. Radios 1. Use of radios by pilots while flying in Class A sanctioned competition is prohibited unless specifically allowed in competition rules by Meet Organizers.

f. g. h.

k.

2. Use of radios by pilots while flying in Class B sanctioned competition is allowed unless specifically prohibited in competition rules by Meet Organizers.

Ballast 1. Ballast is any non-functional object attached to the pilot, used for the purpose of increasing mass and may be disposable or non-disposable.

2. The gross weight with disposable and non-disposable ballast must not exceed the HGMA specified maximum weight limit.

3. Similarly, the gross weight after releasing disposable ballast, must be greater than the HGMA specified minimum weight limit.

4. Disposable ballast must consist of water or dry sand (not both) without stones or rocks, and, when released in flight, pose no hazard to persons, animals or property.

5. Systems for retention and disposal of ballast must be acceptable to the Meet Director and Safety Director in that they must offer reasonable security against accidental disposal.

6. The use of either disposable or non-disposable ballast must not interfere with the safe operation of the glider, nor present any safety hazard in the event of sudden impact.

Flight Instruments - no requirements or restrictions at this time.

Supplementary Oxygen - no requirements or restrictions at this time, but recommended if competition flights will exceed 12,500 feet MSL. Personal Flotation Devices - no requirements or restrictions at this time, but recommended if there is the probability of landing in water.

Fairings - no requirements or restrictions at this time.

Any physical means to produce propulsive energy to increase performance is prohibited in both sanction classes.

Any item is permitted, if not prohibited by these rules or the Meet Organizers. However, the Meet Director or Safety Director has at all times the right to prohibit the use of any item that he feels may create a safety hazard.

CHAPTER 5 - TASK CONCEPTS 5.1 LIST OF TASKS. The following is a list of tasks used in previous hang gliding competitions; for complete descriptions, operational procedures and recommendations, please refer to the USHGA Competition Manual. a. Cross-country Open Distance - the longest distance 1) along a specified route (at one end of the spectrum), 2) in any direction from launch (at the other end), and/or 3) anything in between. b. Cross-country Elapsed Time to a Goal - shortest (most efficient) time to a specified goal is the winner. c. Goal/Duration - developed at the 1980 SoCal League to eliminate the influence of luck or weather, this format features one-vs.-one launch, a seeding of pilots and a closed course designed to measure pilot skill. d. Maximum duration (with or without a maximum time limit) longest time aloft is the winnner. e. Altitude Gain (vertical pylon course) - shortest time is the winner. f. Precision Maneuvers - this is a catch-all title for such flying tasks as precision 360's, bomb drops, figure 8s, specified duration, etc. g. Landing Accuracy - may be measured by concentric circles or measured distance from center point. Now more commonly used as a secondary scoring system for breaking ties. h. Landing Form - see Competition Manual; however categories may be determined by the Meet Director. Now more commonly used as a secondary scoring system for breaking ties.

5.2 OTHER TASK FORMATS. This list is by no means complete. If you are aware of other task formats, please notify the USHGA Competition Rules Committee, c/o Headquarters, P.O. Box 66306, Los Angeles, CA 90066.

CHAPTER 6 - COMPETITION SUPPORT EQUIPMENT 6.1 At present there is no certified or specified competition equipment.

Meet Organizers have free rein in choosing or designing and constructing the necessary equipment, consistent with the true purpose of the equipment item.

6.2 COURSE EQUIPMENT. For additional information, recommendations and use of the following course equipment, see the USHGA Competition Manual. a. Pylon - a point on the ground which the pilot must round or pass to be judged as having achieved that portion of the course.

Originating at the point is an imaginary line or plane, used for timing. The pylon should be designed and constructed for easy identification from the air and should contain a sighting line for the competition officials to use in accurately judging and timing. b. Gate - a visible or imaginary line segment on the ground over which the pilot must fly to be judged. The line has two ends, which must be visible to the pilot, between which he must pass.

Therefore, judging officials are required at both ends. c. Flags - large flags of various, contrasting colors may be waved or not waved to signify completion or non-completion (respectively) at a pylon or gate. d. Window - a designated plane with specific horizontal and/or vertical limits through which a glider and pilot must pass to receive a timing, requiting a sighting device positioned to define horizontal and vertical limits at the instant the plane is broken.

6.3 ADDITIONAL EQUIPMENT. In addition to the above equipment, Meet Organizers may have to plan for the following: a. Pilot and glider transport vehicles (with padded racks) b. Windsocks and other wind indicators c. Radios for competition officials d. Digital watches (synchronizable) e. Scoreboard and pilot bulletin board.

6.4 COMPLETE LIST. Please refer to the USHGA "Competition Checklist" in the USHGA Competition Manual for a more complete list of competition support equipment.

CHAPTER 7 COMPETITION ADMINISTRATION, OPERATION AND RULES 7.1 CONTEST OFFICIALS a. There shall be at least the following officials: 1. Meet Director: Has overall responsibility for all aspects of the competition and is the court of last resort on all issues of rules interpretation, protests, etc.

2. Safety Director: Responsible for safety of all participants, officials, spectators, etc. Has the authority to stop the meet at any time that safety is jeopardized (not required for Class B sanction).

7.2 CONTEST RULES a. A copy of these rules shall be provided to each official and competitor. b. A set of additional rules for the contest shall be written and shall contain rules for at least the following: 1. An explicit statement of any residency requirement for competitors, including the means used to determine residency.

(May be official USHGA address as shown on magazine mailing label, or address on driver's license, or area in which pilot does most of his flying, or any other reasonable determining means so long as it is specified.)

2. A specific schedule for the contest including times for registration, practice flying, competition, rain days, pilot's briefings; etc.

3. A number of minimum rounds of competition necessary before any cut can be made. (The number may be one, but it must be specified.)

4. A number of minimum rounds of competition necessary before the contest may end and a winner declared, as well as a statement of what will be done if this number of rounds is not reached by the scheduled end of the contest.

5. A maximum number of rounds needed to end the contest and a statement of what will happen if this is reached before the end of the scheduled time, and what will happen if there is a tie for first place at the end of this number of rounds.

6. A statement of which classes of glider as defined in these USHGA rules are allowed in the various competition classes or groups offered in the competition. If two or more separate classes of competition are offered, a statement as to whether a pilot may or may not compete in both. A rule stating any and all requirements for glider and other equipment eligibility.

7. A rule stating whether a pilot may switch gliders during the competition and if so under what circumstances. (i.e., "only if his glider is damaged and only to another glider of the same model and size," or "at any time for any reason atthe pilot's discretion" or whatever.)

8. A rule stating which officials shall have the power to throw a pilot out of the contest, and a general description of the class of behavior which might invoke such an action.

9. Rules similar to the above for other penalties (reduction of score, fines, etc.).

NOTE: In a meet format where the matching of opponents is based on pilot score, any penalties involving a pilot's score which are disciplinary in nature should be imposed at the end of the meet so as not to invalidate the matching process.

10. A complete description of the competitive aspects of the competition including: a) A designation and description for each task or part of a task including all scoring and judging principles and procedures. b) A descriptionn of the launch procedure including length of window, launch refusal procedures, etc. c) A complete description of all means by which meet officials shall communicate with the pilots, including pylon signalling devices, bulletin boards, etc. d) A set of basic flight and right of way rules which shall give due consideration to providing for pilot safety through establishing a standard of practice and which shall also give due consideration to FAR Part 103. e) A specific procedure for the generation review and judgement of pilot protests, complaints and requests for re-scoring.

Q A specific disposition of protest fees and fines received

by Meet Director or meet organizers to avoid a conflict of interest (a charitable organization is suggested for any fines or fees not returned).

7.3 GLIDER #'S. When necessary, gliders shall be numbered for the purposes of identification as follows: a. Numbers, when used, shall be placed on the bottom of the right wing, and the top of the left wing, midspan, with the bottom of the number near the trailing edge and the number aligned parallel to the keel. b. Numbers used shall be those above #31, with numbers 1 through 30 being reserved throughout the year for use by those pilots with those rankings as of the end of the previous year. (Check Chapter 13 for a list of ranked pilots.)

CHAPTER 8 - COMPLAINTS, PROTESTS AND APPEALS 8.1 COMPLAINTS. a. A complaint is a verbal request by a competitor to the designated official, usually the Meet Director or Chief Judge, to investigate operational matters with which the competitor is dissatisfied. b. If the competitor is still dissatisfied, he may file a protest.

8.2 PROTESTS. a. Any protest shall be made in writing within 24 hours of end of meet. b. A fee may be required ijnd may or may not be refunded iis determined by the meet rules.

8.3 APPEALS. a. In the event that a competitor suffers a significant injustice at the hands of a contest director and that the appeal and protest procedures of the meet do not adequately resolve the problem, the pilot may file a written protest, explaining in detail the nature of the injustice, and providing all available evidence to support his case, to Competition Rules Chairman clo USHGA Headquarters. b. Such a protest is to be filed with the USHGA not more than 30 days after the end of the meet in question. c. The USHGA Competition Chairman will rule on the protest within 60 days of the receipt of the protest by the USHGA. He may or may not choose to conduct his own research on the matter, and has the authority to alter the final results of the contest in response to such a protest in the event he finds compelling evidence to support the claims of the protesting pilot.

q-IAPTER 9 - RESPONSIBILITIES AND OBLIGATIONS OF MEET ORGANIZERS 9.1 SAFETY. Of prime importance is the safety of the pilots, their crews and relatives, spontaneous as well as invited spectators, Meet Officials and "gofers." Safety must be considered in all planning and arrangements including everything from task design to trash collection (see the "Competition Checklist" in the USHGA Competition Manual for a more complete list).

9.2 ADVERTISING. Meet Organizers are responsible for insuring that there is no false advertising about the meet. False advertising of any kind is grounds for revocation of USHGA sanction.

9.3 MEET ANNOUNCEMENT. Meet Organizers shall issue and/or publish a meet announcement/invitatiion containing the following information: a. Title of competition; b. Dates for: 1. Competition 2. Registration deadline 3. Practice days 4. Mandatory pilots' briefing(s) 5. Rain or weather contingency plans; c. Location of competition and any probable alternates; d. Competitor entry requirements (see Chapter 3) and if USHGA membership is a requirement, a request for presentation of USHGA membership wallet card at registration; e. Glider and equipment entry requirements (see Chapter 4); f. Entry fees and deadline(s); g. The minimum and maximum number of rounds and the procedure for splitting a purse or naming a winner if the minimum number of rounds becomes an impossibility; h. A brief discussion of meet objectives and types of tasks to expect; Awards, prizes, social events, information on local accommodations and special pilot discounts, etc.

9.4 COMPETITION RULES. Meet Organizers shall provide each competitor with a written set of competition rules including task descriptions and diagrams, schedule of events, and exceptions or modifications to these rules.

9.5 SITE IMPROVEMENTS. Meet Organizers shall provide such site improvements as required by land owners/managers, federal or state use permits and local ordinances, competition task design and common sense.

9.6 COMPETITIVE CONDITIONS. Meet Organizers shall provide competitors with a challenging task and an atmosphere conducive to orderly competition, regardless of pressures from meet sponsors, media and other distracting influences.

9.7 QUALIFIED OFFICIALS. Meet Organizers shall provide an adequate number of qualified officials to produce equitable judging and accurate, rapid scoring.

9.8 AWARDS AND PRIZES. Meet Organizers shall provide winning pilots with all promised awards, trophies, prizes, citations and honors.

9.9 OFFICIAL RESULTS. Meet Organizers must mail copies of the Official results (on the forms provided to the USHGA within ten (10) days of the end of the competition. Failure to comply with this section may, at the discretion of the Competition Administration Committee Chairman, be cause for forfeiture of competition points for that meet.

CHAPTER 10 - RESPONSIBILITIES AND OBLIGATIONS OF COMPETITION PILOTS 10.1 ENTRY FEES. Pilots will produce payment of specified entry fees by date and time specified.

10.2 FORMS. Pilots will complete fully and accurately all application, entry, request and release, liability, and glider configuration forms and produce proof of association membership and/or glider certification when requested.

10.3 BRIEFINGS. Pilots will attend all pilots' meetings, briefings, roll calls, etc. as requested.

10.4 COMPETITION RULES. Pilots will become thoroughly familiar with competition rules and address questions to proper officials prior to first round of competition.

10.5 PUNCTUALITY. Pilots will make themselves and their equipment ready for launch in a timely manner and will execute a safe launch in the time made available to them by the Launch Director, following the prescribed order of flight. Pilots have the right to decline launch if they think conditions are unsafe (see Competition Manual).

10.6 FLIGHT TECHNIQUE. It is the pilots' responsibility to fly safely and to turn pylons and cross gates in an unambiguous manner.

10.7 KEEPING INFORMED. It is the pilots' responsibility to keep up with all schedule changes, course modifications and rules amendments.

CHAPTER 11 - REGIONAL CHAMPIONSHIPS AND NATIONALS QUALIFICATIONS 11.1 PURPOSE - The purpose of USHGA sanctioned Regional Championship Meets is to: a. Give each USHGA member an opportunity to fly in USHGA sanctioned competition. b. Give each USHGA member an opportunity to qualify to fly in the USHGA Nationals Competition.

11.2 DATES, SANCTION AND RESIDENCY. a. Regional Championships must b13 sanctioned (Class A) by the USHGA (see sections 2.2 and 3.1) and shall be held between March 1st and the date one month prior to the first day of competition of the Nationals for that year. b. There are no residency restrictions imposed by the USHGA. Meet Directors may impose their own restrictions if so 'stated in their meet announcement and advertising. c. Foreign pilots are eligible unless Meet Organizers restrict entrance requirements in their competition announcement.

11.3 MULTIPLE OR COMBINED REGIONAL MEET. a. There shall be only one Regional Chammpionships recognized per region per year for the purpose of Nationals qualification, unless the region applies prior to March 1 for a waiver to this requirement. b. Two regions may agree to combine both their regionals into one meet.

11.4 MEET ANNOUNCEMENT. A timely and effective announcement of the schedule of a Regional Championship must be made such that each USHGA member within the region will be made aware of the competition. In addition, such announcement must be sent to anyone requesting information on the meet. (Section 9.3) 11.5 NATIONALS QUALIFICATION. A. World Class - Class I Gliders only - Pilots qualify in the following order: 1. The top three finishers from the World Class from the previous Nationals.

2. The National Points Champion the previous year.

3. The top 10 ranked CPS pilots as of the end of the previous year.

4. Any U.S. Team Pilot who placed in the top 10 in Class I at the last F.A.I. World Championships.

NOTE: The previous four steps are non-additive, i.e., it is possible that only 10 would qualify from all of the above.)

5. Two slots are given to each region (none to Hawaii, Alaska, or Virgin Islands). These go to the top two finishers in each regionals who fly Class I gliders and who have not qualified from one through four above. In a region without a regionals, these slots go to the two region residents (as determined by USHGA address) who have not qualified by one through four above who place highest in the CPS as of the end of the previous year.

6. The distribution of the remaining World Class slots is described in Sporting Class, #3, below.

7. Because most F.A.I. nations do allow U.S. pilots to enter their Nationals, a maximum of five (5) slots will be made available to foreign pilots on a first-come, first-served basis. However, Meet Organizers may issue (no more than) five (5) written invitations to specific foreign pilots; invitations may take precedence over uninvited appearance. b. Sporting Class - Class I and Class II - Pilots will qualify in the following order.

1. Top three (3) from last year's Nationals in the Sporting Class.

2. Anyone from the U.S. Team who finished in the top ten in Class II at the last F.A.I. World Championships.

3. ~emaining Sporting and World Class apportionment. a) After pulling one Sporting Class slot for each of Hawaii, Alaska, and the Virgin Islands, the total remaining slots for the World Class and Sporting Class are apportioned to the regions as follows:

TS = Total slots remaining AMP = Region's membership population UMP = Total USHGA membership population RC = Region's number of regionals competitors TAC = Total number regionals competitors RnS = Number slots apportioned to Region "N" RnS = (

AMP UMP

+

(_Bf_)\ x TAC I)

113

x TS

b) After this regional apportionment is made, based on the data from the year previous to the year in question, each region's "additional" slots, as produced by this computation, are apportioned, within each region, between World Class and Sporting Class according to the relative numbers of total world and Sporting Class slots allocated by this computation. (These allocations are made by the USHGA Competition Committee.) c) Slots thus apportioned to the World Class are awarded within each region to Class I pilots not previously qualified in their order of finish in their regionals. d) IF Class I and Class II pilots were scored separately in the regionals, then, in the administration of their own regionals, each region shall then divide their remaining Sporting Class spots among Class I and Class II pilots, in their order of finish within their respective classes, according to the relative proportions of participation. If they were scored together, then pilots qualify for the remaining Sporting Class slots regardless of their glider class. c. Pilot Options and Alternates.

1. At the Nationals before competition begins, any pilot who has qualified, paid and registered in the World Class may choose to move to the Sporting Class instead.

2. After all pilots wishing to move from World to Sporting Class as described above have done so, qualifiers for the Sporting Class (paid and registered) may opt for the open World Class positions in the order that they rank in the CPS system as of the end of the previous year.

3. After C and D, if there are openings remaining in either class, any pilot present, with entry fee in hand and who fits all other entry requirements, may enter in the order that they are ranked in the CPS until all slots are filled.

11.6 TROPHIES AND AWARDS. a. Trophies and awards in each class are at the discretion of the Meet Organizers. b. Cash prizes are prohibited by custom of the USHGA, but awards of reasonable value, such as equipment, clothing, etc., may be offered. c. Contingency prizes and awards of any sort may be received by a competitor provided these awards do not come from the contest organizers.

using his phone number or address of record as provided by the regional Meet Director or the USHGA, not more than one week after such eligibility is established. A minimum of two weeks niust be allowed for reply.

12.6 CLASSES AT THE NATIONALS. a. As described in Chapter Eleven, the World Class will be run, restricted to Class I gliders, at each Nationals. b, The Sporting Class may, at the discretion of the Meet Director and based on available resources and other relevant factors, be run in two classes, Class I and Class II, if the task chosen involves matching and scoring pilots directly against one another.

If an open window, or other format is used which permits scoring only against the task objective, Class I and II wilt be combined although they may still be scored separately. c. At the end of the Nationals, the following titles will be awarded: 1. Overall National Champion - The pilot scoring the most USHGA Pooints in his three best meets in the period from the end of the last Nationals to the end of the present Nationals.

2. Nationals World Class Champion - The highest placing U.S. pilot in the World Class.

3. Nationals Sporting Class Champion - The highestp/acing U.S. pilot in the Sporting Class.

4. In addition, (3) above may be split into "National Sporting Class I" and" National Sporting Class II" Champions if participation in each class is significant. This shall be at the · discretion of the USHGA Competition Chairman after being advised by the Meet Director of the relative level of participation.

5. Best Foreign PIiot - The highest placing foreign pilot in the World Class.

12.7 AWARDS AND TROPHIES. (See Section 11.6.)

12.8 FINANCIAL DISCLOSURE. Within one month after the end of the Nationals, the Meet Director must submit a written statement showing income and expenses for the meet. Such statement shall be sent to the Competition Director in care of the USHGA office.

CHAPTER 13 - USHGA COMPETITION POINTS SYSTEM The purpose of the USHGA Competition Points System is to provide a national ranking of competition pilots for the purpose of selecting U.S. teams to compete in international competitions such as the F.A.I. World Championships.

Pilots are ranked by the system once a year, on January 1st, and retain that ranking throughout that year. A pilot's national ranking is based on the total competition points he has earned in his best three meets during the two years previous to the ranking year. At least one of the three meets must be from the year immediately previous, and no more than one meet can be used which was held outside of the United States.

CHAPTER 12 - THE NATIONAL CHAMPIONSHIPS

A pilot may, not more than once every three years, earn points equal to those earned by the meet winner by serving without compensation as Meet Director.

12.1 PURPOSE. The purpose of the Natlonals shall be to provide an advanced level of competition for qualifying competitors.

12.2 BIDS. Persons wishing to produce the Nationals shall submit a bid in writing to the USHGA Board of Directors by no later than January 1 of the year in question. The Board will award the Nationals to the bidder that they deem capable of putting on the most successful meet.

12.3 DATES. The Nationals must be scheduled such that the entire meet will take place between August 1st and September 30th. The schedule for the meet shall not involve a period of more than nine days during which pilots are required to be at the site of the contest.

12.4 SANCTION. The Nationals must be sanctioned (Class A) by the USHGA, and application for such sanction shall be included with the bid.

12.5 PILOT SELECTION. The Meet Director must provide for at least 80 pilots to be eligible to fly in the Nationals, and must apportion an equal number of the available slots to the World Class and the Sporting Class. There is no maximum on the number of pilots. The Meet Director must follow the selection procedures stated in Chapter 11, and must inform each pilot of his eligibility either by phone or by mail,

Points are awarded to the winner of a contest based primarily on three things: how many pilots flew in the meet, how many ranked pilots flew in the meet, and how much flying was involved. This last is measured by the total airtime of the meet winner. For any tasks which are scored by time, (race to a goal, XC pylon races. duration, etc.), the task time is used. For tasks which are scored by distance (open distance cross country tasks) the distance is converted to a time equivalent at the rate of three (3) minutes per mile. The following chart shows the meet winner's points for a selection of possible combinations of number of competitors and total meet winner's task time. # Pilots

28 Hrs.

10 Hrs.

4 Hrs.

2 Hrs,

1 Hr.

96 64 48 32 24 16 8

411 397 384 359 337 296 205

367 354 343 320 301 264 183

311 300 290 271 255 224 155

271 261 252 236 222 195 135

241 232 225 210 197 173 120

These point values for the meet winner assume that no pilots ranked in the top 30 flew in the meet, and that no format penalty points were assessed.

RANKED PILOTS. For each pilot ranked in the top ten who flew in the meet, add fifteen (15) points to the meet winner's point total listed on the chart.

For each pilot ranked 11th through 20th, add eight (8) points. For each pilot ranked 21st through 30th, add four (4) points.

PENALTY POINTS. Certain aspects of the meet format result in the assessment of validity penalty points: Four Man Heats ........ , .............................. 1 Eight Man Heats ..................................... 2 Time Limit on a timed task ............................. 2 Open distance without a route .......................... 1 Open window with scheduled launches ................... 1 Giving pilots a choice of different goals within the same round .................................... 5 Stopping a pilot's Ume on landing instead of with an aerial gate .................................. 2 Holding rounds of less than·15 minutes airtime (per such round) . . . . . . . . . . . . . . . . . . . . ... 1

In One on One: Launches over 1 minute apart . . . . . . . . . . . . . . . . . ... 1 Normalizing scores . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 2 Failing to match by win/loss group ....................... 4 Failing to provide option to follow. . . . . . . . . . .2 The total penalty points assessed will determine a penalty factor as follows: # Penalty Points Penalty Factor

1 2 3 4 5 6 7 8 9 10 .90 .86 .83 .80 .78 .76 .74 .72 .70 .68

The penalty factor is then multiplied by the meet winner's total point score to determine the actual meet winner's point score.

Penalty points are pro-rated by round; a ten round contest which is assessed with one penalty point on each of two rounds would be assessed with a total of 0.2 penalty points.

As an example: A meet is held with 32 pilots. The winner's total task time for the meet is ten hours. There are 3 top ten pilots, 2 11-2Dth pilots, and 3 21-30th pilots in the meet. The entire meet is run in a scheduled open window format. The meet winner's points are: [ 320 (from chart) + 3x 15 + 2 x 8 + 3 x 4 J x .90 (t penalty point) = 354 points The winner receives 354 points. The pilot one-quarter of the way down the standings receives 55% of the winner's points (195), half way down the standings receives 10% (35) and the last place pilot receives 1% (4) point. Points for pilots in between are awarded in even increments between these point values.

Below is a list of the top 30 ranked pilots for 1985.

1. Rick Rawlings 2. Stew Smith 3. Rich Pfeiffer 4. Rob Kells 5. Chris Bulger 6. Kevin Kernohan 7. Steve Pearson 8. Larry Tudor 9. Mark Bennett 10. Gene Blythe 11. Jeff Huey 12. Kenny Brown 13. Howard Osterlund 14. Paul Robinson 15. Eric Raymond

16. Russ Kidder 17. Mike King 18. Jeff Burnett 19. Lee Fisher 20. Bruce Case 21. Steve Luna 22. Greg Dewolf 23. Tom Phillips 24. Don Gordon 25. Matt Wagner 26. Bob Trampenau 27. Mike Meier 28. Dave Beardslee 29. Kevin Christopherson 30. Mark Dunn

CHAPTER 14 - U.S. TEAMS, INTERNATIONAL MEETS 14.1 GENERAL The selection of any U.S. Team for international competition, including the F.A.I. World Championships, will be based on

the proven ability to compete, as measured primarily by the USHGA Competition Points System. The procedures stated below will take effect with the selection of the 1987 F.A.I. World Team.

14.2 TEAM SELECTION. a. The number of pilots to be sent shall be the number of competitors invited by the meet organizers plus two alternates. The smallest number of pilots which is at least 62.5% of the total number of pilots to be sent, including alternates, shall be selected in order from the points system ranking as follows: b. Notice of the competition and an application form will be sent by the World Team Committee Chairman to the top 30 pilots in the points system at the earliest practical date, but not less than four months prior to the competition. Pilots wishing to become tell,m members must return said application with a deposit in the amount specified on the application by the deadline specified, which should be between three and four months prior to the start of competition. The highest ranking N pilots, where N is the number determined by the 62.5% rule above, who return their application and deposit prior to the deadline will be selected for the team. The pilot ranking shall be determined as follows: c. For meets which begin competition between April 1st and September 30th, the ranking used shall be the ranking as of January 1st of that year. For meets which begin between October 1st and March 31st, the ranking shall be established three months prior to the date of the start of competition, using each pilot's best three meets from that year to that date, and from the previous year. d. The remaining team members will be selected as follows: The World Team Committee Chairman shall, by telephone and at the earliest possible date, solicit written ballots of nomination from each of the pilots thus far selected to the team, and from each member of the USHGA Competition Committee, and from the World Team Committee Chairman, for the remaining slots on the team. Each person so solicited shall submit in writing within one week the name of one pilot for each of the remaining slots. The pilots named most often on those ballots returned in a timely ma·nner will fill the remaining slots on the team. In the event of a tie, the World Team Committee Chairman shall cast an additional and deciding vote. Pilots thus selected will be sent an application form and will have two weeks to return it with the specified deposit to hold their spot. Any deposit checks from pilots not selected to the team will be returned prior to the start of the competition.

14.3 U.S. TEAM DELEGATION. a. The U.S. Chief of Delegation at any Federation Aeronautique Internationale/Commission Internationale du Vol Libre event is the USHGA delegate to the CIVL. b. The leader of the U.S. team effort shall be selected by the Chairman of the World Team Committee with the approval of the USHGA Board of Directors (when time allows) or the Executive Committee (when time is short) within one month of the selection of the team based on recommendations of the team members. c. The Team Coach and/or Team Captain will be chosen by a vote of the team members and the Team Leader. d. Necessary support staff, as determined by the Team Leader, will be selected in consultation with the Team Coach/Captain and as many of the team members as practicable.

14.4 U.S. TEAM SUPPORT PLAN a. The World Team Committee of the USHGA will be responsible for the logistical and financial support plan for the team, as well as the organization of transportation to the competition site. b. The Team Leader or his designee will be responsible for briefing team members concerning passports, visas, F.A.I. Sporting Licenses, and nationality documents if required. The Team Leader will also see to the details concerning team uniforms, periodic newsletters, and an accounting for and/or return of any USHGA monies, as required. c. A $2 tax on each entry in each USHGA sanctioned competition has been established by the Board of Directors to aid in the financing of the U.S. team. In addition, an optional $1 can be donated by members from their membership fees.

(continued from page 21)

put away?"

"I'll take care of it," answered Grebs.

"What number should I use?"

"Number seven."

Grebs touched his belt again and the glider, by itself, rose off the ground about a foot and floated over and into the hanger.

"Pretty neat, huh?" said Grebs with a big grin.

"Come on;' demanded Mark, "You've got a lot of explaining to do."

The meeting room was packed to overflowing. As usual, the word immediately got out, and pilots were transporting in from all over the galaxy. The overflow was handled in adjacent rooms where the eager pilots could watch the conference on hologram.

As Grebs sat down Mark poured him a cup, then seated himself.

"OK Grebs. What the hell is going on?"

"Is that the way to greet an old friend? I thought the least I would get would be a 'hello'."

Rob stared at him a moment. "OK, hello.

Now explain."

Grebs started, "First off, this time you guys need me. The Inter-Galactic Soaring Society is issuing a competition challenge."

"I've never heard of them," broke in Todd.

"You wouldn't have. Or should I say, won't for about three thousand years."

"Three thousand years?"yelled Rob. "Hey, don't get so excited. How do you think I felt when I first landed here?"

"OK," interjected Todd. "So these characters are from our distant future. How does that explain this competition thing, and you?"

"It's actually very simple. Helen, when she swiped the portal control, -used it to transport herself to their time. Being the crazy kid she is, she found their competitive spirit entrancing and got caught up in it."

Grebs stopped a moment and looked around. "Say, where is the crazy nut?"

"I though you said you knew about Helen?" answered Mark.

"I did," responded Grebs. "Where is she, they informed me that she was sent back here."

"She was," replied Rob. "She's at the medical center. Comatose. And no one can figure out what's wrong."

"I didn't know."

"She's being well taken care of," broke in Mark. "Continue with your story. I'll fill you in on the details later."

"Later! Look if anything's happened to that kid, there'll be hell to pay by somebody."

"We all agree;' answered Rob. "But there's 32

nothing any of us can do right now. She's in the best medical facility in the known universe."

"You sure?"

"We're sure. Now, please contine."

"OK, anyway she entered one of their major competitions and damn near won it. The competition committee couldn't believe that kind of spirit could exist in so remote a part of their past, so they scanned her mind and found out that you guys don't compete.

"A further scanning divulged the experience with me and the time portal. So, they used the control to go back to my time and grab me.

"You guys talk about scared! I was enjoying a nice peaceful flight when out of nowhere pops these crazy machines like the one outside. At first I thought it might have been you guys, then I realized that you all have two legs and two arms, not to mention one head.

"Well, these clowns weren't quite so obliging. The guy that came closest to me had eight legs and was shaped more like a large spider. I later found out that Kreet, that's its name, also breathes methane, so he has to wear his suit at all times in the atmosphere compatible to us."

"Hold it," said Todd, getting up to pour another cup. "You mean these guys aren't human? They're big bugs?"

"That isn't exactly how I would put it, if I were you. Kreet's society has been around for a lot longer than humans have. Anyway, that is only one species. They are a combination of many races and types of living beings, all with the same desire you have: Flight."

"Well to make a scary story short they nabbed me and took me to their time where the situation was explained. I was convinced beyond any shadow of a doubt that I should come here and coach you guys."

"What was the idea of visiting all the flight parks in the galaxy?" asked Mark.

"They wanted to be sure they were getting the best pilots to fly against. I told them but they wanted to make sure. So, we came long enough to scan your thoughts. They have a strange way of knowing not only what you're thinking, but what you're going to think in the near future.

"How can they do that?" asked Rob. "It was explained to me," continued Grebs.

"They analyze your thought process, then use the basis of what you are presently thjnking to arrive at the same end you do."

"Is there any privacy around them?" asked Mark.

"Oh yes. They fully respect a person's privacy if you really want it.

"Well, they found that you guys were as good as any, so you won the toss."

"Wait just a minute," broke in Todd. "We didn't ask for this competition. What if we say no? What makes them think we want to compete?"

"The information I got was, the competition committee has found the competitive spirit alive within you, despite the fact that competition, itself, is dead. It seems back in my time, around the middle 1980's, competitive apathy reared its ugly head in hang gliding. People couldn't see past their own private lives. Because they themselves didn't participate, they failed to recognize the importance competition plays in any sport.

Research and development, public opinion, world-wide camaraderie! All these, and more, make for growth. Our sport almost died.

"The process was slow but sure. Hang gliding diminished to where it was in the early days - home-built gliders, high mortality rates. Once again, public opinion turned against us, and we became 'those fools with a death-wish'. ''As I said, they found the spirit in you to be alive and begging to be released. If it isn't nurtured, it may die out completely. So, they have vowed to hold this meet even if you are forced into it."

"That's a hell of a way of putting it," commented Rob. "I don't know any other way. If it matters, the pilots from my time are also involved.

It gives us a chance to redeem ourselves.

From what I understand the format includes on and off planet flying. Both wind and space, so I said my buddies would handle the on-planet soaring. You guys, of course, are more versed in off-planet conditions.

"What do you say?"

"I say," announced Todd rising to his feet.

"I say they have a lot of nerve thinking they can simply flit through time reading our thoughts and ordering people to compete.

"I say we kick their asses then send them back to their own time, a little wiser, and a little less cocky."

The cheer of agreement rose up obviously condoning the competitive spirit the future held. Grebs just sat there grinning. He had been told this would happen.• TO BE CONTINUED . ..

HANG GLIDING

by

the age of 83, Eric De of California is probably the oldest glider pilot today. Erik took his first hang gliding lessons in 1975 on a standard when be was already 74. Jan Case, the instructor he first talked to at the shop was because Eric arrived at the shop on a motorcycle. For the next four months Thornton beach near San Francisco was the training site for Eric who rapidly to in the same of time. Rules and regulations were not as stringent and there was no waiting then. Still, the training was hard for man in his mid-seventies and Eric remembers he had to devise a vehicle made of bicycle wheels to help him eany his glider to the set-up area on the beach before the clirnb back up the hill and the numerous short flights. Thornton beach, popular then as a beginner's hill, is now no so. Erosion and the newer trainers with their high-performance J JD have made the narrow beach even narrower, and ncrs flying straight can easily land in the water.

Fort Funston, next to Thornton has been Brie's favorite hang--out, literally, ever since. The site is not only hal r an hour's drive from his Albany condo hornc but also, in Eric's words, it's selt~snfficient nature no helper to drive the car up and down and only a minimum of

m

MARCH

]985

before launch as well as after landing.

Eric flies a Harrier J-147, a single-surface which he likes for its reasonable weight and good performance. After a couple of double-surface 130 (Eric's hook-in is 150) he found them to be too heavy on the ground and "not getting as high as the Harrier."

Has Eric ever piloted an aircraft or might he have been an aviator in World War H or even World War I? Surprisingly no. He neither likes the confinement of the cockpit nor the noise. His closest and scariest encounter with militaiy aviation went for back to the late 30's when Japanese bombers were attacking Shanghai where Eric was working in the entertainment business as a nighHlub pianist and He .till and piano, now especially after a good day.

Rene Angelou, the son of a Bay area French chef was Eric's helpful flying com· panion in the mid-seventies. Rene Jost his lifo in 1976 when his hang strap broke after launching from Mt. St. Helen. Both used to the San Bruno hills South of San Francisco and Eric recalls that Rene would fly under the power lines to the landing area, something Eric never tried. Another day in the same area, after spending half an hour his Sunbird Strnto to the top, a police chopper suddenly appeared overhead, its louclspcakcr ordering him to go back

down. A Nova, which is still in his garage, soon replaced the Sunbird.

Eric's most thrilling was his first high altitude flight at Sur. There were a lot of trees and Eric said to himself that he Imel better on " His first accident was on a launch at Sur. His wing tip caught on a friend who had not cleared in time and Eric suffered a broken arm. Another accident in "marginal conditions" at Funston when Eric stalled his standard Rogallo in a turn in a couple of broken ribs, Both accidents happened during his first year. However, he maintained his decision to stay with the sport.

On any clear day with a Eric's Harrier can be seen over Ft. Funston out graceful though conservative turns. Eric avoids drastic maneuvers and recalls his only one was a tum than usual at one time to avoid another glider corning at him.

On non-flyable days Eric can be seen riding his Honda llOO down the and on rainy days he tends to his collection of oriental art.

"When you feel conditions arc not don't launch, no matter what is doing!" Eric likes to say. About spot landings probably wouldn't be able to make it," Eric says with a hearty chuckle.

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. ft '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 "! 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, l can select the best wing tension to launch, fly and land easily, which gives me the safety and confidence l need to maximize the existing conditions. " -Stu Smith, Grandfather Mt., N.C . "ft 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 l pulled off 45 miles. l 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 l have ever seen. l 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, l 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 HOMA 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

1984 Accident Review 4 + 4 for '84

by Doug Hildreth

h e numbers are good for this year, only four foot-launch and four towing fatalities.

We are all very pleased about that. But do not be misled or become smug - it could have been worse. There were a number of pilots who were severely injured, were in critical condition for several days and then finally pulled through.

Although there is a tendency to focus on the number of fatalities and on the specific cause of those fatalities, I encourage you to look carefully at the causes of all accidents.

As before, our data is collected from formal accident reports submitted (104 reports in 1984) and from the USHGA questionnaire, pa1i of the annual election ballot (187 this year).

BACK TO BASICS Hang gliding is in a maturing phase as is pointed out by Dennnis Pagen in his "Safest Way To Fly" article in the January 1985 issue. Our initially high fatality rate has tapered off. Our questionnaire confirms that we are older (34) and have been in the sport longer (average 5.7 years). There are definitely fewer "crazies" involved in accidents than in the past, but the experienced, complacent pilot is still making the same mistakes as he did a few years back.

HOOK IN There were 12 - that's TWELVE - foot launch failures to hook in! Miraculously there were no fatalities in this category. Last year I wondered if the eight failures to hook in were just a result of better reporting, but now there is no doubt in my mind that the increase is real - real scary. Having practiced climbing into the control bar during parachute clinics saved a couple of pilots.

This is one thing we can really do something about: hook in/hang check, hook in/step through, hook in/lift glider. Don't allow distractions. Repeat the entire sequence if you unhook for any reason.

LAUNCHING AND LANDING The majority of accidents continue to occur at launch and landing. A few years back, MARCH

1985

launch problems were the most common. Instmctors and clubs put on a big push to prevent stalls/crashes on launch; and I'll be darned, they were successful. Crashes on launch decreased. Now they are back up where they were before. But don't despair, learn from it. We can figure out where our problems are. We can mount a nationwide campaign. to solve a problem. We can be/were successful! But we cannot rest on our laurels, or it will rise up again like the Phoenix of old. I frankly believe that the same thing occurred with hook in, but less dramatically because the original numbers were smaller.

MISCELLANEOUS We continue to fly into almost anything that is available: trees, bushes, fences, gliders, vehicles and power lines.

Strong weather remains a factor of approximately the same magnitude as previous years.

There were three incomplete assemblies.

Two involved pins securing the control bar to the keel bracket which were probably not inserted during assembly (rather than coming out in flight). In both, the control bars "disconnected" as the pilots went to the uprights on landing approach. In all three instances the pilots were seriously injured and recovered.

Two pilots missed their leg straps when putting on their harnesses.

There were several problems at launch involving poor communication between the pilot and the wireman. It is critical that this communication be clearly understood by both, especially if the wireman is not a pilot.

DIVES, TUMBLES, SLIPS AND INVERSIONS There were 17 instances when gliders assumed attitudes not planned for or approved of by their pilots. Most of these were tuck/tumbles with a few dives, rolls and slips.

Eight of these were aerobatic ally induced.

Three resulted from stalls at the top of a loop,

two from wingovers, two from "practicing full flares at altitudes," and one from a spin.

In six, structural failure of the airframe occurred. All eight pilots successfully deployed their chutes.

Whereas aerobatic and strong weather are the precipitating factors, no glider has been immune to tumbling or breaking. Relatively few of these incidents have been reported to me in the past, and this year I received only seven, until Mike Meier of Wills Wing made available his entire file. His generosity is greatly appreciated and I encourage other manufacturers to join the cooperative effort.

PARACHUTES Eighty-nine percent of the pilots wear parachutes (the majority who do not wear parachutes are those who are new to the sport). Sixty-three percent of them repacked their chutes in 1984. There were reports of 16 successful deployments. There was one unsuccessful deployment with survival of the pilot and there was one accidental deployment without injury.

Eric Raymond's ballistic chute on the cover of January 1985 issue of Hang Gliding magazine seems like an excellent idea.

Should we all have one? Even with a successful deployment the descent is quite rapid and a number of injuries have occurred upon landing. Should our parachutes be larger for a slower descent?

TOWING There were four towing fatalities. All of these were directly related to the towing process. Last year all three towing fatalities I considered "fringe activities" but this year the fatalities seemed "legitimate" - occurring during or after formal instrnction. the exception was the experienced pilot who hooked in to the tow line rather than the hang loop. All of these occurred during land towing. I received no reports of air-to-air towing incidents. I am certain that there has been a significant increase in towing activity in the last year, so whether the incidence of towing accidents is up or down, I cannot say, but the absolute number of fatalities speaks 35

for itself.

Towing is here to stay. We know it can be done safely and there is much information available on correct towing practices. The USHGA must continue to develop and disseminate these programs.

SUMMARY In summary, the sport is maturing and in 1984 there were fewer deaths - only four foot-launched/free-flying and four towing.

We are making the same old mistakes, par-

ticularly with launching and landing. The increase in failures to hook in is distressing.

It's back to basics for all of us.

RECOMMENDATIONS Things you can do towards a safer 1985: Check to see everyone you know has hooked in; don't forget yourself.

Review and actively practice correct launch technique (run hard).

Plan and execute your landing approach with an extra margin for safety.

Learn defensive crash posturing.

Minimize your exposure to strong weather conditions.

Be conservative with new gliders and new sites.

Re-read Russ Locke's article on landing in the surf (Hang Gliding August 1984.)

Repack your parachute this spring.

Things you can do to help others: send me an incident report if your see one, hear of one or have one.•

HANG GLIDING FATALITIES FOOT YEAR

LAUNCH

1971 1972 1973 1974 1975

2 4 9 40 32

FOOT TOWING

YEAR

LAUNCH

1976 1977 1978 1979 1980

38 24 23 30 22

FOOT TOWING

YEAR

LAUNCH

TOWING

1981 1982 1983 1984

16 I1 11* 4

5 I 3 4

PARACHUTES Successful deployment .............. 16 Unsuccessful deployment ............ 1 Accidental deployment . . . . . . . . . . . . . . l

*Following publication of last year'.~ report, we received notification of the death of Donn Law, who flew into power lines and fell 200 feet. This brings the 1983 total to 11.

1984 FOOT-LAUNCH FATALITIES

36

Date

Name

Age

Experience

3/3/84

Garth Beatty

28

Intermediate

Marina, CA

Pro-Star

Drowned

Flying at beach with limiited landing area (second flight on new glider). Misjudged and landed in surf, landed in knee-deep water. Set glider down and unclipped. Surf flattened glider and despite spectators trying to pull glider out, surf took glider and tangled pilot out to sea.

3/21/84

James Bell

34

Intermediate

Santa Fe, NM

Delta Wing Streak

Head, neck, chest, abdomen, pelvis

During Tetilla Air Races, pilot flew fast and low through ridge rotor, tucked, tumbled and dove into ground.

8/14/84

Edward Rategan

20

? Novice

Livingston, MT

Wills Wing Raven

Head & neck

Pilot launched in ideal conditions, immediately turned to parallel ridge, flying very slowly, continued to turn and flew into the hill (had been warned to not fly so slowly).

10/23/84

Brad Harris

30

Advanced

Salt Lake City, UT

UP Comet II

Multiple

Pilot performed 90-degree wingovers at 700 feet when hang loop broke. Hardware store strap.

517/84

John Shook

43

Intermediate

Sesace, AZ

Wills Wing Duck

?

Pilot with 30-40 towing flights apparently hooked in only to the tow line and when he released at 300 feet, pilot fell to his death.

2/19/84

Mike Harrison

?

Novice

Richmond, VA

Unknown

10/21/84

David Gardner

26

Novice

Phoenix, AZ

Wills Wing Sky hawk

8/84

Jan Bond

?

Novice

Saber Nun. CO

Location

Glider

Injuries

Cause

Pilot making his sixth towing flight locked out and failed to correct.

Head injuries

Multiple Internal

Low-time tow pilot locked out shortly after launch. ? problems with mounting and function of release.

Plastic hockey helmet.

Lock out

HANG GLIDING

CAUSES Causes

Total

Crash on launch Crash on landing In-flight stall Bew into something Strong weather New glider New site Failure to hook in Mid-air Aerobatic Structural failure Flew into ground Landed in surf Incomplete assembly Flew into rotor Hang loop failure Lock-out

84 61 21 40 50 20 21

Fatal

21 16 6 8 14 6 4 7

13

I 8 11 2 2 3 6 2 5

Regular Reports

Student

USHGA Questionnaire

6

56 42

II 2

3

INJURIES

10

32 36 13 17 5

4 I* 2

Injury Head/face Neck Chest Abdomen Back Pelvis Shoulder Arm Forearm Leg Drowned

Total

Fatal

Regular Reports

18

4 2

8

II I

4 10

6 8 8

12 36 1

Student

USHGA Questionnaire 6

2 2 3 4 4

7 2 3

3

9

13

23

*Failed French connection during stmc111ral failure successful parachute deployment.

IMPROVE YOUR FLYING!

FINALLY AFFORDABLE!

Learn the secrets of the pros from hang g/iding's most widely read

Only $6.95

author.

~-.

HANG GLIDING TECHNIQUES by DENiiis PAGEN THE LATEST BOOK FROM SPORT AVIATION PUBLICATIONS For the novice to advanced pilot, this book continues the learning that began with Flying Skills.

• Learn about thermal soaring - A full 31 pages on thermal techni· ques will have you soaring like an ace.

• Learn about speeds to fly - the key to efficient flying whether in competition or cross-country.

• Learn about cross-country flying - How to fly further with safety.

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

Don't miss these other great books! ' HANG GLIDING FLYING SKILLS - THE BASIC TEXT FOR LEARN· ING TO FLY USED BY MOST SCHOOLS WORLDWIDE. $6.95 + 70¢ POSTAGE. ' FLYING CONDITIONS - THE ROAD MAP TO THE SKY, DETAILING ALL ASPECTS OF SPORT FLYING WEATHER. $6.95 + 70¢ POSTAGE. ' POWERED ULTRALIGHT FLYING - THIS NEW BOOK IS THE MOST UP TO DATE AND COMPREHENSIVE ON ULTRALIGHTS. $11.95 + 90¢ POSTAGE. POWERED ULTRALIGHT TRAINING COURSE - THIS MANUAL CONTAINS ELEVEN LESSONS AND GROUNDSCHOOLS FOR THE BEGINNER. $9.95 + 70¢ POSTAGE.

SAVE 10 % - ORDER TWO OR MORE BOOKS! SAVE - ALL FIVE BOOKS FOR ONLY $35.95 PLUS 1.10 POSTAGE

At a lot less than the $17.95 jacket price!

The authentic history of hang gliding . .. with over 100 photos and input from hang gfiding's greats.

An inside look at the heydey of the sport.

By Maralys Wills & Chris Wills, M.D. Send Order to:

Manblrds 1811 Beverly Glen Dr. Santa Ana, Calif. 92705

Price Schedule 1-5 copies @ $9.95 ea.

5-9 copies @$7.50 ea.

10 or more $5.00 ea.

No. Copies Ordered _ _

Amount Enclosed _ __ Add $1.00 per book postage & handling.

Name:~--~---------------Address: - - - - - - - - - - - - - - - - - City:-----------------State & Zip: _ _ _ _ _ _ _ _ _ _ _ _ _ __

SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA. 16801 DEALER INQUIRIES INVITED

MARCH

1985

37

The Position Polar A Simplified Speeds.:fo-Fly Technique ©1985 by Dennis Pagen

Ideas often seem to descend upon us in a sudden burst of clarity or insight. Certainly this was the case so many years ago when Archimedes exclaimed "eureka!" upon discovering a simple method for measuring the purity of gold. Curiously, some of our most creative thinking comes when our mind is not directly set on solving a particular problem. Such was my experience last spring when I was jogging along and an idle thought turned into a full-fledged intriguing idea that sent a surge of current to my mental light bulb.

Now mind you, I don't think my discovery has the great economic or scientific inpact of Archimedes' principle of bouyancy, but for our own little field of endeavor, foot launched soaring, I see tremendous value.

Without further delay, here is what I have developed.

points using vertical sighting pylons for accuracy while recording the amount of altitude lost using a sensitive altimeter. The altimeter I have found to be most suitable is the Thommen wrist model. It must be vibrated or tapped to make sure it doesn't stick. The distance between pylons I recommend is circa 1,000 feet. Longer or shorter distances present timing problems. Runs at a given airspeed or bar position must be made in both directions to average out headwind or tailwind components (a crosswind will introduce errors that cannot be factored out unless you know the exact velocity and direction of wind at flight level). Runs should be made below 1,000 feet to reduce sighting errors. The pilot must have a radio or

observe a flag system in order to know when to begin and end the altitude reading.

If all this sounds a little complicated, just imagine getting a couple of assistants out of bed at 6:00 AM to man the pylons while you go up to take a sled ride. Despite the fact I first set up a system such as this in May, 1980, I have not yet completed a reliable graph of hang glider performance (part of the problem is the changes that have occurred in these years). However, I do have some preliminary data and this is shown in figure I. The figure is a graph of vertical velocity versus horizontal velocity and is commonly known as a polar. The glider's sink rate (vertical velocity) can be found at any given

THE PROBLEM First, we must understand the limits imposed upon us by the very nature of our sinpie wings. As most pilots know, it is almost impossible to measure our glider's performance to a desirable degree of accuracy. This is due to the limitations of our instruments and the susceptibility of our light craft to the variations in the air. Airspeed indicators are just not sensitive enough and it is difficult to place them in airflow undisturbed by the glider (they may read as much as six mph too slow when located below a hang glider wing).

After years of t1ying to test glider performance, I am convinced that the best way (to date) is to mark off a certain distance on the ground, time the glider between these two 38

HANG GLIDING

horizontal velocity as can the glide ratio by dividing the horizontal velocity by the vertical velocity at your chosen point. The above assumes still air conditions. For wind, lift or sink, it is an easy matter to find your glide path over the ground at any given speed or your best speed to fly in different conditions.

To thoroughly understand these matters, I refer the reader to the article by Dr. Paul MacCready in the May 1976 issue of Ground Skimmer (former name for Hang Gliding), the series of articles I wrote entitled "Speeds to Fly" in the April, May and June, 1979 issues of Hang Gliding, or Chapter III of my book Hang Gliding Techniques (see ad in this magazine). It is important for the pilot who really wants to understand speeds-to-fly techniques to read this material, but the theme of this article is a method that allows you to fly most efficiently without referring to an airspeed indicator or taxing your mental capacity.

Before I explain my method, let me comment on the polar presented in figure 1.

Those readers who have seen manufacturers' performance claims of up to 15 to l maximum glide with over 10.5 to 45 mph displayed in advertising may be disappointed to see the dismal performance I present. I can assure you that most of these manufacturer's claims are tongue-in-cheek. I can also assure you that no current flex-wing glider gets much better than an 11 to l glide ratio.

I am convinced of this because of tests I have performed with state of the art gliders at various speeds at a measured 800-foot site as well as the tests outlined above.

Practically every hang gliding polar I have seen published exhibits a parabolic curve.

This indicates that the author used only one or two data points and guessed the rest, for a parabola is the theoretical shape of an aircraft's polar only with an untwisted wing.

Due to the great twist in our wings, the polar curve drops off at higher speeds as shown in the figure.

THE SOLUTIO\l Many advancing pilots have long been aware of the importance of speed-to-fly techniques for maximizing efficiency. These techniques were first developed by Dr. MacCready for sailplanes in the early 1950s.

Our current level of pilot and glider performance renders speeds-to-fly useful for us as well.

Speeds-to-fly technique essentially involves flying the correct airspeed for the

MARCH

1985

e

e

1000

(:Z.Q.) r/GV~E. ::z.- posrr10N-TO-Ft..')/ given condition of lift or sink, headwind or tailwind. To apply this method, a pilot must take readings from an airspeed indicator and a variometer simultaneously and plot them on a graph. (This will be a form of polar.)

Then, the pilot assumes various air movement conditions and gets new data points that are used to label the dial of his or her variometer (the so-called MacCready ring).

Finally, when flying, wherever the variometer points, the figure on the MacCready ring will indicate how fast the pilot should be flying for the given conditions. With a few adjustments the variometer needle can be made to line up with the airspeed on the MacCready ring that is identical with that on the airspeed indicator.

The actual practice of speeds-to-fly isn't as complicated as it sounds in written form, but it does require flying with a sensitive airspeed indicator. Thus we come to the essence of my idea: simply eliminate the airspeed indicator and label the variometer with control bar positions. Since every control bar position relates directly to a specific airspeed (for a given pilot at a uniform density altitude), we can use bar position as readily as airspeed when we decide how fast to fly.

To see how this works, take a look at figure 2. Here we sec a variometer dial labeled with parts of the body. The various anatomical positions are written out here, but would be abbreviated in actual practice.

Also, it may be desirable to use more body positions than indicated here, depending on

the size and sensitivity of your variometer.

We will explain how to label your variometer in the next section.

Now imagine that you have blundered into some sinking air and your vario is reading 300 FPM clown as shown in the figure. The dial points to your chest but the control bar is at your chin since you were flying minimum sink (see 2a). You follow the advice of your instrument and put the control bar at your chest. However, this increase in speed also increases your sink rate a little so the vario dial points somewhere between your chest and sternum. Consequently you pull the bar in a little more. The vario dial may drop a little again, but eventually your bar position will catch up with the change in the dial and they will "read" the same.

You have now found the proper position or speed-to-fly for the given air condition (as shown in 2b).

This technique is certainly much more precise than the vague ''speed up in sink, slow down in lift" technique most pilots use.

It is also quite simple in actual practice. After a few flights you will put the bar in the correct position in one try rather than make the small changes to catch the variometer needle.

Essentially what we have done is eliminate an intermediary step (airspeed reading and control) which can result in greater accuracy.

THE SET UP If you 're all fired up about the simplicity of this idea, it's time to cool off, for you must do a bit of work. This mainly consists of tak-

39

ing a few sled rides and noting your sink rate and bar position. Note that you can take these readings in head or tail winds, but not lift or sink. After you have some readings (the more at various bar positions the better) put them on paper in the form of a table and graph as shown in figure 3.

To draw the graph, label the vertical axis with sink rates (use the same units as your variometer - here we use feet per minute).

Now label the horizontal axis with your body positions. This is the only point where our rigorous method breaks down, for the body positions should be placed along the axis relative to one another according to the airspeeds they produce. In other words, if you go twice as fast with the bar at your navel as you do with it at your chin, then the navel position should be twice as far from the zero point (origin) as the chin position. If this is not the case, the curve may be erratic or a slight error may be introduced.

There are two ways to figure your horizontal axis positions. You do not need a calibrated airspeed indicator, for you only need the relative values of airspeed for each bar position. Plot your bar positions on the graph in the same relationship as they are to one another in terms of airspeed.

The second method is even simpler. Mark the axis off uniformly, then put your minimum sink bar position about two marks from the origin (for 20 mph). Now label your maximum speed position about five marks from the origin (for 50 mph). Label all the

other points in between at the position they are with respect to one another on your body.

For example, if your navel lies halfway between your chin (minimum sink) and knee (maximum speed), then it should be placed halfway between the chin and knee position on the axis.

Now plot each point of the graph from your table of data. Draw a smooth curve connecting all points and there you have it: your position polar.

Chances are your curve won't connect all the dots without an odd bump or two. This is due to gremlins in your data or the fact that your airspeed doesn't increase linearly with bar position. If you are reasonably sure that your data is correct (that is, you averaged several trials at each bar position), simply move the bar position label left or right until you get the point to fit on a smooth curve.

The curve in figure 3 was drawn using the above method and fits my glider, wing loading, body drag and shape. Your's will be somewhat different.

There's just one step left. That is to transfer the pertinent information back to your variometer so you can go flyng as efficiently as possible. To do this we have to find what positions give us the best glide over the ground in various conditions of vertical air.

First you must understand that in any air rising faster than your minimum sink rate you should fly with the bar in minimum sink position. Thus, we label the position next to zero on the variometer with the word "chin"

(see figure 2).

Now imagine that the air is still (no lift or sink). To find out what bar position to fly, draw a tangent from the origin (point 0) to the position polar curve (line OA). We see that point A represents a sink rate of about 200 FPM with a bar position at the clavicle. So, we label "clavicle" next to 200 FPM on our variometer (this represents best glide).

We could continue to assume a given sinking velocity of air, mark off that amount above the origin on our vertical axis. draw the tangent then find a total sink rate (glider sink rate plus air sink rate) and bar position with which to label the variometer. However, since the tangents to the curve will most likely not fall on a chosen body position, it is easier to work backwards. Let's do this now.

Choose the lower sternum position, find the related point on the curve (point B, figure 3), draw a tangent line to the axis (line BC) then measure the total sink rate (the vertical distance between point Band C). Now label your variometer with "lower sternum" next to the value of the total sink rate (see figure 2).

One more example should suffice. Choose the navel point in figure 3 (point D). Draw a tangent and measure the total sink rate (vertical distance between D and E). Label your vario with "navel" next to the total sink rate poisition on the dial. Repeat this for every body position you have chosen and voila' You have a "positions-to-fly" variometer.

,Al3L.E=. OF O~IGINAL. DArA SAR.

P~rnoN

M VI=/..CROtcH

3-'ltJJ:!'*1 ~PPM

M/t,..,rt.i IHI s4a ~Pf"' J<NE.e

~O~

I

I 1-::-c~~~t---~~~+,---==11""o-~"-c+l---t--+---+-+-~~--t~~~-1

TABJ..S oP T"7""A l.S'INI< R.Ai'"6S

-=--:=.i::f=-=--:...-- ~ -...=c--c:._::_ -~--l------+--.\-----1

~3-:=i-'OC>

00

1 I

I

--,

I I

40

HANG GLIDING

I suggest you use masking tape or adhesive tape on your variometer to write the appropriate control bar positions. Just a letter or two should be enough to identify the various body points. Incidentally, once you have collected the data with a few sled rides. setting up your polar and marking your vario takes less than an hour.

In closing let me say that the little effort you put into setting up your vario with my position polar will reap dividends in terms of more precise flying. This system takes the guesswork out of choosing the right speed in varying air. I first presented this information at Telluride last year and I prefaced my talk with the declaration that this method will provide such a boost in performance that pilots wouldn't have to buy new gliders for a while. Unfortunately a manufacturer's representative was in the audience and he failed to catch the humor in my voice. He heckled me so threateningly in an Italian accent that I no longer care to make such idle claims. However, if a pilot is careful to collect proper data, he or she will enhance their overall performance with the method I have outlined. a

(con ti nucd from pag~ ~6)

(continued from pnge IIJ

(Competition Corner)

(Bird-Like Flight)

takeoff originating in USHGA Region VI (includes Oklahoma, Arkansas, Louisiana, Kansas, and Missouri). The winner will receive 85 % of entry fees, plus the '·Perpetual Order of the Eagle" award, a beautiful plaque with each year's winner and distance engraved.

Winner may also receive $1 per mile ($2 per mile if over 100 miles) from Ultralite Products if the flight is made in an Ultralite Products glider.

To enter, contact the Fort Smith Hang Gliding Association, 1117 South 18th, Ft. Smith, Arkansas 72901 (501) 782-4081.

Troy Fant of Tulsa, OK, flying a Comet II 165, took the honors last year with an 83-mile flight from Buffalo Mt. near Talihina, OK to Wagoner, OK on Sept.

L 1984. Second place went to Warren Flatte of Ft. Smith, Arkansas, on a Comet with a 75-mile flight from Poteau Mt. near Heavener, OK, to Lincoln, Arkansas on Sept. l, 1984. •

purposes. Clearly, it advances the takeoff, pitch/yaw, and landing skills which are the central focus of the lesson. But also, it begins to prepare the student to deal with takeoffs in less than ideal conditions when the wind is slightly cross at takeoff, or the wind gusts or shifts unexpectedly during a takeoff run, and a wingtip starts to come up tending to turn the glider back into the hill.

Additionally, the crosswind takeoff exercise introduces a skill which the student will need for ridge soaring. To soar along a ridge, the pilot hovers and "crabs II the glider sideways in lift which exists due to wind coming up the slope of the ridge. The pilot learns to turn the glider toward the slope in order to stay in the lift, using the ridge lift to maintain altitude. But, at the same time, the student cannot allow the glider to turn back into the hill. The crosswind kiting takeoff begins to teach this ridge soaring skill. • To BE CONTINUED

BALL IIARIOME1ERS INC.

EMPLOYMENT OPPORTUNITIES

5735 ARAPAHOE AVE. BOULDER, COLORADO 80303 PHONE (303)449-2135

If you'd like to build a career in in recreation, or just have a fun summe~ 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.

llllllllr MODEL 670 AIRSPEED $125

*

Hang Gliding Instructors - Individuals at all skill levels with 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.

*

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

* Ultralight Instructors - Must at least have private pilot's license.

* Managers-Assistant Managers - Hang Gliding. Ultralighting. Sailing and Retail People with management experience in action sports field. Potential to operate own store.

MODEL 652 VARIO/AUDIO/ALTIMETER/AIRSPEED $590

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 MODEL 651 VARIO/AUDIO/ALTIMETER $495 (OTHER MODELS AVAILABLE)

(408) 384-2622

Or Send Resume to: Dept.

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

Available through dealers and manufacturers.

Dealer inquiries invited.

MARCH

1985

41

.l'nenol17f'.~ in r·o,,nnuu•r.. ,is.1·,.1·1,·,r1 tion prrwrams. He gliding in southern of his students have more than.five years, some have become top· ranked competition pilots, and several have become instructors. Dr: Mace wrote the following method for the Association as part among in· structors to share i11formation and know· and also to provide course i11form.a· his own students. The course will appear in two installments.

NOTE: This article stimulate discm,1,i<m 1md ideas 011 tlie .~111Jfostr11ctio11. l'uhlicu-

ti<m doc.,;; not c011stit11te of this im,tmction m,m,.rm,11 ...-J1•.n.

,,

woods and mirrored lakes, and so en· the landscape as fully as a bird can do . .. "

Otto Lilienthal, The first tmc hang in Manbirds,

by Wills.

circa l890.

Overview The

"BircHikc "Novice lessons.

Course ronsists of Each lesson teaches particular hang skills which build upon each other. lnstruc lion is individualized lo the student's own rate of The course meets the lJnitcd States Hang Association (USHGA) stu·· Novice The dent will have made at least ten flights from a three hundred foot hill, and three or more; foot hill, takcoffa, safo and in light to conditions. ln the instructor's the student will be capable to progress on his own toward the Intermediate Skill Level. the Novice course Most students in nine afternoons. few students have finished in afternoons. Others finish in ten to twelve afternoons, on student rates and weather conditions.

The The key to sound progress the Novice Course is the instructional

of taught in Lesson One. The student stands on a hilltop, his hang gliding suspension harness hooked into the The is in the wind, but the student's feet are on the ground. The instructor stands in front of the the student, holding the front wires, and providing moment-to-moment instruction. The student the downtubcs of the glider control bar his fingcrprin1s), and !cams to move it side-to-side and forward· but with both foct and-back, the on the ground. This is the control bar movements

instruction, the instructor stands in front of the control bar, the student and the rear of the The stu· dent's harness is hooked to the in the wind. The in· which is tmctor grasps the control bar downtubcs and moves the bar as necessary to the with level. At first, the student stands with his hands at his sides, the instructor make the small smooth side·· to-side and forwal'(l··ancl··back control bar

movements that arc needed to the the student flying under control. grasps the control bar downtubcs above the instructor's hands, and focls the necessary control bar movements himself. and lifts The wind moves over the first one a bil more than the other, and

com· pcnsates for the cffoct of the wind and makes to the the it first action the student learns is to move the

mastered, instructor encourages the studrnt to look ahead toward the horizon, the instructor. This allows the slndcnt to 11sec 11 both relative to the horizon from the "corners II of his The bar remains in the neutral middle to fiill until one of the dent learns to and lo foci the ment the control bar itself'. to compensate hy coutrol bar in the direction of the and then moves the bar to the middle neutral as his control IIANG GLJDIN<i

most students, depending upon their individual physical condition and the ease with which they learn the skills. Many complain that their "arms are ready to drop off" after five to seven minutes of continuous kiting during the early stages of instruction. Also, students appear to learn kiting in learning plateaus, that is, they make good progress for several minutes, then stop making progress and even regress. For these reasons, it is best to teach two or three students in one session, trading off in short three-minute turns. In this way, each studennt is able to rest frequently, and is able to profit by watching his fellow students deal with the same problems he himself is facing. The length of the session depends upon the number of students. Each student can profitably handle about one hour of kiting time during a session, so three students, trading off, would require a three hour session. Also, two or three hours of kiting instruction is usually about all one instructor can handle, so three hours maximum is a good place to end instruction for the day - at the end of the first half of Lesson One.

by Dr. Lawrence Mace

movement takes effect.

In order to expedite student learning of the side-to-side movements, the instructor removes his own hands from the downtubes and holds them up at eye level, palms toward the student. The instructor, facing the student, can see instantly as one of the wingtips begins to fall, and signals this to the student by pointing a forefinger toward the falling wingtip. The student uses this cue to move the control bar in the direction of the falling tip, and as soon as the instructor stops pointing, to move the control bar back to the neutral middle position. The instructor discontinues the hand signals as the student becomes increasingly sensitive to what the wings are doing.

Most students learn an initial level of kiting skill within the first hour of kiting time. Each student seems to "catch on" rather suddenly at some point during the hour. This allows the instructor to loosen his grip a bit on the front wires, to say less, and to allow the student to exercise increasing control. But the instructor is still right there in front of the glider, providing immediate feedback for the correctness of the student's actions, and ready to help by holding the front flying wires when the wind gusts and the glider begins to get out of control.

Kiting is exhausting, tough exercise for MARCH

1985

Lesson One: The Second Afternoon ' . .. l endeavor with every new trial to gain more control over the wind . .. I have been at times surprised by a sudden increase in the force of the wind which either carried me upward almost perpendicularly or supported me in a stationary position for a Jew seconds to the great delight of the spectators . .. " Lilienthal Hovering is the objective of the second session of Lesson One, although some students are able to do a bit of hovering near the end of the first session if the wind conditions have been favorable. While kiting requires a steady wind speed of seven to twelve miles per hour, hovering requires somewhat more wind. A useful plan is to arrive at a training site at a time during the day when the wind conditions are suitable. Often, wind begins to come up late in the morning, reaches a peak in the middle of the afternoon and then tapers off at sunset. Usually, wind conditions are most turbulent early in the afternoon, then become smoother later on.

Both varying wind speeds, and varying degrees of turbulence are useful for different stages of training. Smooth lower wind speeds are needed in the early training stages. More turbulent, higher speed wind conditions are useful in later training to approximate typical flight conditions.

Hovering requires smooth steady wind equal to, or slightly above the stall speed of the glider - 13 to 18 miles per hour. The student stands in the kiting mode, with the instructor facing the student, holding the

front flying wires of the glider. The glider is in full flight now, lifting some of the student's weight, causing his feet to "feel light."

The student eases the control bar forward, allowing the nose of the glider to rise slightly, and his feet lift off the ground an inch or so.

At any time the instructor can pull downward on the front flying wires, bringing the student down. Now, the student is hovering, just off the ground, with the glider reacting to his control movements exactly as it would if the student were ten feet, one hundred feet, or one thousand feet in the air.

Student control movements while kiting and hovering consist of moving the glider control bar to the right or left to keep the wings level, and forward (push out) and backward (pull in). The student is suspended in his harness, like a carpenter's plumbbob, from the balancing point or center of gravity of the glider. The triangular control bar (two downtubes and a basetube), is attached to the glider wings by the side flying wires which transfer control bar movements to the wings. Moving the bar to the left pulls the right wingtip down and allows the right wingtip to rise. In hovering, as in the kiting mode, the wind moves over the wings and lifts first one wing, and then the other. The student learns to feel what the wings are doing, keeping the wings level by moving the control bar right or left as necessary.

Moving the control bar right or left causes the glider to roll as one wing is pulled down and the other wing rises. The roll causes the glider to "yaw" or turn in the direction of the roll. Learning yaw control while kiting and hovering (learning to keep the wings level with the glider headed straight into the wind) is a bit like learning to ride a bicycle in a straight line; yaw control movements, at first, are gross, overdone, frantic, and sometimes even wrong as the new student moves the bar the wrong way. With practice, the control movements become smooth and precise, and just large enough to get the intended result.

As the speed of the wind varies from moment to moment, increasing and then decreasing, the student also begins to learn pitch control; he learns to ease in on the control bar (moving it toward the rear of the glider) as the wind increases in order to pull the nose of the glider down and make the glider fly faster, and to ease out on the control bar (moving it toward the front of the glider) as the wind decreases to let the nose come up and slow the glider relative to the windspeed. By flying the glider faster or slower relative to the wind speed, the glider does not move either forward or backward relative to the ground.

From the student's perspective, the objective of kiting and hovering is to keep the 43

glider wings level as wind currents first lift one wing and then the other, and to keep the glider in one place relative to the ground as the wind speed varies. However, from the instructor's point of view, the objectives of kiting and hovering instruction are far more extensive and basic. One of the instructor's most important concerns is the most potentially hazardous problem in hang gliding, a stall near the terrain: "There I was with no altitude, no airspeed and no ideas." When a glider loses airspeed and stalls near takeoff or landing, or near anything solid, the pilot has little control over the glider or his own destiny. Kiting and hovering begin to teach a student to cope with stalls from the first moment of instruction. As kiting instruction begins in light wind, the glider actually flies in a partial stall; in order for the glider barely to support its own weight, the student pushes forward on the bar, keeping the glider in a nose-high semi-stalled attitude. In this attitude, the student learns necessary side-toside yaw control movements to keep the wings level in spite of the partial stall.

But most important, the student learns to recognize and to feel the stall, and learns that the more severe the stall, the more difficult is the required yaw control. Next, as the wind speed increases slightly, the student finds that easing in on the control bar causes the glider to fly slightly faster, and to come out of the stall. Ah ha! here we have the first experience of pitch/yaw coordination. With slightly increased flying speed, the glider begins to lift more than its own weight and, most importantly, yaw control becomes, more and more easy. Standing in one place, in safety, the student learns to respond automatically to this critical relationship between pitch and yaw control: 11When in doubt, don't push out, pull in for better control."

A second important concern for the instructor is the importance of pitch/yaw coordination in teaching turning maneuvers. All phases of turning a glider are based upon the subtle relationship between pitch and yaw control first learned during kiting and hovering. First, to start a turn, it is necessary to roll the glider by moving the control bar away from the direction of the turn. Easing in on the control bar (pitch nose down) makes it easier to roll the glider smoothly into the turn. Next, to avoid a stall during a turn, it is necessary to fly the glider slightly faster (pitch nose down), than when flying straight ahead. However, easing in on the control bar too much causes the glider to dive in the turn, so just the right amount of nose-down pitch control is needed to coordinate a good turn. Finally, as a turn is completed, it is necessary to ease out slightly on the control bar (pitch nose-up) in order to keep the

glider from diving as it returns to straight flight. Thus, skill in pitch/yaw coordination, learned through kiting and hovering, will be centrally important later in every phase of any turning maneuver: beginning the turn, controlling the glider during the turn, and returning to straight flight.

Increasing student skill in pitch/yaw coordination leads to real fun near the end of the second afternoon, and also provides a learning bridge into Lesson Two. In moderate wind, the student backs up a few steps while kiting the glider, eases in on the control bar and begins to walk forward. Through the combination of the wind and the glider's forward motion relative to the ground, the glider lifts most of the student's weight approximating a takeoff. At the end of a few steps, the student pushes out on the control bar to stop all forward motion. The glider lifts, and the student hovers momentarily nose-high in a landing flair - the goal of all future successful landing attempts. At just the right airspeed, fairly close to a stall, the

"Standing in one place, in safety, the student learns to respond automatically to this critical relationship between pitch and yaw control: 'When in doubt, don't push ou( pull in for better control.'

11

student has translated all forward motion into lift, and hovers down for a tiptoe landing.

If only all future landings could be so gentle and satisfying!

The instructor begins to teach the walking/kiting/hovering takeoff/landing maneuver by holding the front flying wires and walking backward, helping the student as much as necessary with proper pitch/yaw control.

Soon the instructor is able to hold the wires loosely, giving full control to the student.

When the student consistently is able to make "flights" straight ahead, little turns are next. After starting to walk forward, easing out on the control bar for partial flight, the student purposely moves the bar either right or left to turn the glider slightly, then immediately moves the bar in the opposite direction to bring the glider back directly into the wind, then stops the glider by flairing. After several "flights" turning in one direction, the student learns the same maneuver turning in the opposite direction.

Walking turns reinforce and extend kiting and hovering skills taught in the first session of Lesson One and build toward in-flight turning maneuvers which will come in Lesson Two. But also, they prepare for a final exercise in Lesson One which is the "frosting

on the cake" if conditions are just right: hover-jumping. The wind must be fairly smooth and steady, and not quite strong enough actually to hover. the student kites the glider near the edge of the hill where there is most lift from the wind coming up the front of the hill. The instructor is in front of the glider holding the wires as usual. The student eases in slightly on the bar and bends his knees slightly, preparing to jump straight upward. As the student begins a little jump, he eases out on the bar increasing lift, and the glider hovers upward into the air a foot or so. The glider is in a stall at this point, and will hover back down if the student holds the bar out where it is. But, at the top of the hover-jump, the student eases in just slightly, and the glider wing flies more efficiently out of the stall, allowing the student to hover a foot from the ground for several seconds or longer. What fun!

A few words about training equipment for kiting and hovering. Students learn to kite and hover most effectively in a single-surface slow-flying yaw-sensitive glider which will not tend to drop a wingtip in a stall. The best glider for this purpose is the Ultralite Products Condor which now is only available used. Other single-surface gliders will kite and hover, but not as easily. One can only kite and hover an advanced double-surfaced semi-rigid-wing glider if kiting/hovering skills already have been mastered.

Also, a few words about training sites. Obviously predictable wind is necessary. Ideally, wind conditions will vary from smooth to turbulent, and from light to strong at various times during a typical day. A hilltop overlooking a beach or flat plain is desirable.

The slope in front of the hill should be fairly steep, rounding to a flat hilltop. The slope of the hill should be free of obstacles which would produce unwanted wind turbulence.

Kiting and walking turns can be taught to some extent on flat ground in suitable wind, but the effectiveness of instruction and student enjoyment are reduced substantially without the lift of the wind coming up the slope of a hill.

Lesson Two: The Third Afternoon ' . .. My own experiments in flying were begun with great caution. The first attempts were made from a grass plot in my own garden upon which, at a height of one meter from the ground, I had erected a springboard, from which the leap with my sailing apparatus gave me an oblique descent through the air. After several hundred of these leaps I gradually increased the height of my board to two and a half meters, and from that elevation I could safely and without danger cross the entire grass plot ... " Lilienthal

44 HANG GLIDING

The objective of Lesson Two is for the student to learn actual takeoffs and landings, and rudimentary turns, and gradually to build confidence at increasing altitudes from the terrain.

The lesson begins at a thirty-foot training hill in light steady wind conditions. Ideally, the hill faces directly into the wind, and there is plenty of unobstructed space in front of the hill, such as a wide beach or open field.

The hill slopes gradually at the bottom, then becomes fairly steep near a wide rounded top.

The student stands at the bottom of the hill with the top inverted "V "of the triangular control bar resting on his shoulders (near the attachment of his deltoid muscle to the biceps and triceps). His elbows are pushed out away from his body, making his shoulder muscles a platform for the control bar downtubes, and his hands grasp the downtubes of the control bar (about eighteen inches above the basetube, with the back of each hand between thumb and first finger touching the back of the downtube). Using his shoulders as a lever fulcrum, the student can lower or raise the nose of the glider by pulling in (backward) or by pushing out (forward) on the downtubes. Also, the student can raise or lower each wingtip by moving the control bar downtubes right or left.

This grip on the downtubes at first seems awkward and difficult for the new student, but soon it becomes familiar and comfortable. The overwhelming advantage of the grip is that it is not necessary for the student to release the control bar momentarily, and to change from one grip to another during takeoff; as the glider lifts upward from the student's shoulders during takeoff, the grip moves automatically into the familiar kiting/hovering grip without any loss of con-

tact with the control bar.

The student backs up the hill several steps.

The instructor faces the student, holding the front flying wires as in the kiting mode. In order to find the correct pitch attitude of the glider wing for takeoff, the student first lowers the nose of the glider until the wind just begins to collapse the glider wing "sail," and then brings the nose back up until the wing just begins to fill with wind.

Now, keeping the correct pitch attitude, the student pushes the entire glider forward down the hill with his shoulders and begins to run. The instructor runs backward several steps down the hill providing pitch/yaw assistance as needed. When the student runs forward, the glider begins to fly immediately and lifts up off his shoulders into the walking/kiting mode learned in Lesson One. Reaching the bottom of the hill in five or six steps, the student pushes out and flairs into a landing, with as much help from the instructor as necessary. The student does this rudimentary takeoff/landing several times with less and less help from the instructor, until finally the instructor stands to one side and gives only vocal support.

Now, the student begins to back up the hill one or two steps farther on each succeeding flight. During the takeoff run, the student eases out just enough on the control bar for the glider to fly efficiently. The goal is to fly the glider off the hill, which requires the student to find just the proper pitch attitude, not nose-high stalling the glider, and not nose-low diving the glider. On some attempt when the student both finds the proper pitch attitude, and also runs fast enough to gain flying speed, the glider lifts the student a foot or so from the slope just before the landing flair. Gradually, as the student backs higher

A student learns control of the glider by kiting/hovering with the aid of the instructor.

MARCH

1985

up the hill with each succeeding flight, actual flights become longer and higher above the slope.

If the student is having difficulty at any time, the instructor can see the problem ,and keep the student longer at a particular takeoff level, or even return to a lower level. Usually, within the first two hours of the lesson, the student is making acceptable takeoffs from the top of the thirty-foot hill, flying straight out at a maximum altitude of twenty feet or so above the terrain, making fairly good landings.

The procedure of backing up the hill builds upon the skills of kiting, hovering, walking turning, and pitch/yaw coordination taught in Lesson One. The running launch and landing flair integrate these basic control skills, and allow the instructor to monitor progress carefully during the transition from kiting/hovering to actual forward flight. Most students show delight with the thrill of their first flight of ten feet or so above the slope (Yahoooo!), and some are surprised that they are not afraid of the "altitude." This happens because the transition to flight is gradual and the student feels in good control of the situation.

Yaw control with altitude and the new forward flight motion is a problem for some students who seem to "forget to kite," that is, at first, the student does not make the small timely side-to-side control bar movements needed to keep the glider flying straight out away from the hill. It is important for the instructor to watch carefully for this problem when the student is still flying close to the slope near the bottom of the hill.

It may take several flights, with urging from the instructor that "Kiting control mmovements while flying are exactly the same as they are with both feet on the ground. Move the bar in the direction of the dropping wingtip!"

The potentially disastrous consequences of this problem are improtant enough to recommend a rule: The student lflies near the bottom of the beginning hill, no more than three feet or so above the slope, until he demonstrates effective consistent yaw control-no exceptions. The result of letting the glider turn without effective compensating yaw control is a ground-loop crash. The glider begins to drop a wingtip and turn and the student takes no action. In the worst case, with altitude of twenty feet or more, the glider can turn as much as 180 degrees back toward takeoff and directly downwind before a wingtip strikes the ground; in succession, the basetube of the control bar strikes the ground, the nose of the glider comes down hard, the student swings through the control bar, and his head strikes the keel of the glider. Any degree of 45

student injury and/or damage to the glider is possible; but, such a disaster is completely avoidable by following the recommended rule above.

One additional concern as the student learns takeoffs from successively higher locations on the thirty-foot beginning hill: the wind at the bottom of the hill in the landing area is light, usually zero to three miles per hour, at the top of the hill. It follows that, as the student takes off and flies down to land, the windspeed which the glider encounters is less and less. If the student takes off with proper pitch (nose down/nose up), and flies out to land maintaining constant pitch, the glider will begin to stall as it encounters less and less windspeed. The student has learned to cope with this problem through kiting and hovering in Lesson One, that is to ease in the control bar, get the nose down, fly faster, and maintain flying speed as the windspeed decreases. But, the student does not transfer this learning automatically to forward flight above the beginning hill.

Usually, it is enough for the instructor to watch for this problem as early as possible, and to be certain that the student consistently demonstrates proper pitch control while he sitll is flying less than ten feet above the slope of the beginniing hill.

Flights from the beginning hill are an excellent time for the instructor to emphasize the safety procedure of a verticla body position during takeoffs and landings. The student has learned to stand upright during kiting and hovering, but there is a tendency for the student to lean forward and begin to assume a semi-prone position as he learns takeoffs from the beginning hill. The safest body position during all takeoffs and all landings, under all circumstances, is vertical, with landing gear (legs and feet) down ready for use. It is best to maintain the vertical body position until every takeoff is complete and the glider is well away from the hill, and on every landing approach well ahead of touchdown. To "dive forward through the control bar like a Superman" during takeoff, or to maintain a prone body position while zooming along close to the terrain during landing, is asking for serious trouble.

To encourage the vertical body position during takeoffs and landings, the instrnctor tells the student, "Keep your shoulders back against the straps which attach your suspension harness to the glider. Keep your body upright and vertical. After takeoff, press your knees tightly together and bend your knees." This instruction not only encourages a vertical body position during takeoffs and landings, but also encourages the student to remain still while flying, not swinging about in the control bar, only moving the control bar itself to control the glider. The vertical

46

body position is maintained for all flying into Lesson Five. The transition to semi-prone, and later to prone flight when well away from the terrain, is an easy and natural procedure, and requires little formal instrnction.

The final two hours of Lesson Two are spent consolidating and improving takeoff and landing skills and gradually building the student's confidence in his control of the glider in forward flight above the terrain. But mere practices does not make perfect, rogress does. Just as soon as the student has a functional takeoff, fairly good yaw/pitch control in straight level flight, and a functional landing, the new challenge is flying turns. Now, the student takes off straight ahead, moves the control bar to make a slight tum to the right, then immediately, he makes a turn back to the left to fly straight into the wind for landing. After several flights with a slight right followed by a slight left turn, the student reverses the procedure and makes flights doing first a left then a right turn.

Gradually, as turning skill develops, the extent of the initial turn can be increased to twenty or thirty degrees before the student turns back straight into the wind to land.

Notice that the new turning skill is carefully added to the existing takeoff, yaw/pitch control, and landing skills. A part of the teaching strategy here is to move the student's conscious attention away from the existing skills by introducing the new turning skill. As a result, the existing skills for takeoff, pitch/yaw coordination, and landing become increasingly smooth, automatic, and "unconscious." As the student focuses his attention upon the new turning skill, the instructor watches for improvement and refinement of the more basic existing skills. The instructor is ready to ''back off II and return to previous exercises if he does not see fairly steady progress. · A few words at this point about student progress confirmation: students learn most rapidly and effectively when they find out immediately whether what they have just done shows progress. A shout or megaphone announcement from the instructor "Good Flight!" just as the student flairs into a landing after doing soemthing just a bit better than ever before is a powerful and effective teaching tool. At the same moment, the instructor can raise his hand with thumb and fore finger pressed together into a circle as a visual progress signal. Soon the student will look immediately toward the innstructor upon landing for the visual signal, or the lack of it.

Notice that the progress signal, or the Jack of it, has two different but complimentary functions. First, it is important that the instructor provides an immediate auditory and/or visual signal following each instance

of student progress so that the student more likely will repeat the improvement in future flights; but, equally important, the instructor must provide no signal if the student has made no progress, or has done something incorrectly; in this case, no shout, no gesture. The lack of a progress signal from the instructor soon indicates to the student that he must try to do something differently on his next flight. The student already may suspect that his flight has been less than satisfactory, but the instructor's "non-signal" provides valuable confirmation.

Also, notice the value of the visual-only progress signal. Here, the indication of progress, or the lack of it, is semi-private between the student and the instructor and is not broadcast to other students and spectators on the training hill. Now, in private conversation before the next flight, the instructor reviews the previous flight, finds some aspect of the flight to praise if possible, discusses the problems, and then makes recommendations for the coming flight.

A final exercise can be included in Lesson Two for those students who are doing well with the basic skills and twenty degree flying turns. The wind should be coming straight into the hill at 7-12 mph. The instructor draws a line in the dirt on the flat top of the hill, directly into the wind, beginning about fifteen feet back from an intended takeoff point. The student stands at the back end of the line, flying the glider in the kiting mode, and begins to walk forward along the line. Approaching the takeoff point at the edge of the hill, the student eases in slightly on the control bar to get flying speed and walks faster, then eases out slightly on the bar and does a kiting takeoff, then flies out away from the hill and lands.

After several good kiting takeoffs directly into the wind, the instructor redraws the line in the dirt at a ten degree angle from directly into the wind. The student now yaws the glider slightly and kites the glider along the line to a kiting takeoff which is at a slight crosswind angle. Since the takeoff is not directly into the wind, the glider at takeoff tends to lift a wingtip and to turn toward the hill. The student learns to compensate for this tendency through proper yaw control in order to keep the glider flying straight out along the intended ten degree crosswind path. Twenty feet or so out from takeoff the student turns the glider into the wind, flies out, and lands. As the student gains proficiency in slight crosswind takeoffs, the line into the wind can be redrawn on successive flights with the crosswind angle increasing up to 45 degrees.

This crosswind takeoff exercise has several (continued on page 41)

HANG GLIDING

RATINGS AND APPOINTMENTS BEGINNER RATINGS Name, City State

Region

Howard Cantin, Scotts Valley, CA ..... 2 Mark. S. Denzel, Santa Clara, CA .... 2 Keith Hevers, Incline Village, NV ..... 2 R.A. House, Berkeley, CA ........... 2 Robert Keech, Tracy, CA ............ 2 Donald Kimber, Palo Alto, CA ....... 2 James O'Donnell, Newark, CA ....... 2 Roy Wilhite, Mountain View, CA ...... 2 Neil Dickinson, Haiku, HI ........... 3 Eric Jorgensen, Santa Barbara, CA .... 3 Dennis Martin, Goleta, CA .......... 3 Dallas L. Knoll, III, Tempe, AZ ...... 4 Richard Martien, Flagstaff, AZ ....... 4 Seth L. Bard, Grotton, CT ........... 8 Kenneth D. Davis, Ft. Devens, MA .... 8 Paul Jacques, Jr., Wethersfield, CT .... 8 Russell L. James, Lowell, MA ........ 8 Larry Troost, Grotton, CT ........... 8 Kathleen Hill, Ambler, PA ........... 9 Tim Scansi, Charlottesville, VA ....... 9

Vachik Sarkissian, San Francisco, CA ................ 2 Chris Satterlee, Palo Alto, CA ........ 2 Ron Thomas, Mountain View, CA ..... 2 Peter Vierhus, San Jose, CA .......... 2 Wesley Witte, Los Altos Hills, CA .... 2 Ward Brown, Bonita, CA ............ 3 Connie Gach, San Diego, CA ........ 3 Frank Haman, Cypress, CA .......... 3 David Lynch, Van Nuys, CA ......... 3 Lauren McWilliams, Kiehi, HI ........ 3 Paul Morgan, Kailua, HI ............ 3 Randall Wellnite, Palm Desert, CA .... 3 Gary Ziebarth, El Toro, CA .......... 3 Marth Goss, Loveland, CO .......... 4 Frank Hungerford, Salt Lake City, UT ............... 4 Kevin McClure, Phoenix, AZ ........ 4 Dan Morgan, Larkspur, CO .......... 4 Robert Fulgenzi, Stillwater, OK ....... 6 Robert Colwell, Burton, MI .......... 7 David Dowsett, Lansing, MI ......... 7 Robert Laughlin, West Lafayette, IN ................ 7 Ronald McVety, Indianapolis, IN ...... 7 Edward Ulrich, Troy, MI ............ 7

Jim Hanson, Houston, TX ........... 11 Adam Hunger, Princeton, NJ ........ 12 Mary Loughlin, Clinton, NY ........ 12

Brenton Blake, Amherst, MA ......... 8 Harland Dunbar, Bucksport, ME ...... 8 Kendal Dunbar, Bucksport, ME ....... 8 Peter Stark, Amherst, MA ........... 8

NOVICE RATINGS Name, City, State

Region

Michael Greenwiell, Vancouver, WA ... I Robert Allgeyer, San Jose, CA ........ 2 Mike Baer, Palo Alto, CA ............ 2 Greg DeLong, Tiburon, CA .......... 2 Darrell Hill, Stanford, CA ........... 2 Mike Hobbs, FPO San Francisco, CA ........... 2 Gary Honan, Biggs, CA ............. 2 Bodhi Kroll, Berkeley, CA ........... 2 Sarah Kurtz, Oakland, CA ........... 2 Wayne Ostiguy, Salinas, CA .......... 2 Gerald Pesavento, Berkeley, Ca ....... 2 Michael Pesavento, Berkeley, CA ...... 2 Randy Rousseau, Oakland, CA ....... 2

MARCH

1985

Michael Chevalier, Takoma Park, MD ................ 9 Charles Drake, Charlottesville, VA ................ 9 Roger Levesque, Falls Church, VA .... 9 Paul Massiello, Richmond Heights, OH 9 Dennis Monteiro, Philadelphia, PA .... 9 Kurt Myers, Philadelphia, PA ......... 9 Teri Neyman, Malvern, PA ........... 9 William Pattison, IV, Cumberland, MD ................. 9 James Sargent, Montoursville, PA ..... 9 Don Williams, Breckville, OH ........ 9 Dave Witherspoon, Arlington, VA ..... 9 Alan Armstrong, Chattanooga, TN .... 10 Dennis Holland, Chattanooga, TN .... 10 Tim Neeland, Atlanta, GA .......... 10 Thomas Sklenka, Murfresboro, Tn .... 10

Robert Coleman, Houston, TX ....... 11 Craig Girndt, Temple, TX ........... 11 Mitchell Todd James, Odessa, TX .... 11 George Waller, Dallas, TX .......... 11 Robert Carlise, APO, NY ........... 12 Phyllip Hickman, APO, NY ......... 12 Grigorio Katidiotis, NY, NY ......... 12 Craig Lifer, Port Murray, NJ ........ 12 Dan O'Hara, Rochester, NY ......... 12 John Peter Spanos, Yonkers, NY ..... 12 Alan Spence, APO, NY ............. 12 Marshall Swartz, Endicott, NY ...... 12

INTERMEDIATE RATINGS Name, City, State

Region

Chuck McGill, Mercer Island, WA .... I Chris Ballinger, Kinsington, CA ....... 2 Beverly Billings, Kerman, CA ........ 2 Dee Billings, Kerman, CA ........... 2 Floyd Wayne Blue, Bakersfield, CA .... 2 Ronald Brantigan, Sunnyvale, CA ..... 2 John Davis, Oakland, CA ............ 2 Rhoda Gray, Pacifica, CA ............ 2 Jim Goehl, Oroville, CA ............. 2 Eric Mogensen, San Jose, CA ........ 2 Kim Pederson, Union City, CA ....... 2 Mike Powell, Modesto, CA ........... 2 Pat Reimer, Seaside, CAa ............ 2 Karen Schenk, Berkeley, CA ......... 2 Brian Smith, Berkeley, CA ........... 2 Gus Vezaldenos, Stockton, CA ........ 2 Carl Andre Voelker, Modesto, CA ..... 2 Mark Wirth, Los Osos, CA .......... 2 Dick Beman, Kula, HI .............. 3 Bill Boling, San Diego, CA .......... 3 Michael King, San Jacinto, CA ....... 3 Stan Koszelak, Riverside, CA ......... 3 Larry Latto, Encino, CA ............. 3 Warren Latto, Encino, CA ........... 3 Averill Strasser, Los Angeles, CA ..... 3 Warren Tobey, III, San Diego, CA ..... 3 Jeff White, Signal Hill, CA .......... 3 John Wright, Ontario, CA ............ 3

Bryan Hill, Flagstaff, AZ . . . . . . . . . . 4 Daniel Maslanik, Louisville, CO ...... 4 Craig Thompson, Phoenix, AZ ....... 4 Nathan Waingrow, Phoenix, AZ ....... 4 Sid White, West Jordan, UT .......... 4

47

I

RATINGS J\.ND APPOINTMENTS Ken Maxfield, Moyie Springs, ID ..... 5

Kent Kentdall, Tipton, IN ............ 7

Rodney Hauser, Cashton, WI ......... 7 Bryan Herne, Bloomingdale, IL ....... 7 Paul Neff, Richmond, IN ............ 7 Frank Scribner, Bataria, IL ........... 7 Tony Velte, Woodland, MI ........... 7 Tom Westenberger, Burlington, WI .... 7

Lester Billings, Prince Frederick, MD . 9 Thomas Crump, Chester, VA ......... 9 Roland Hilger, Allentown, PA ........ 9 Kevin O'Brien, Stroudsburg, PA ....... 9 James Wilson, Leon, WV ............ 9 Andrew Zsinko, Brunswick, OH ...... 9

Eva Mayer, Wilton, CT .............. 8 William Morre, New Brittain, Ct ...... 8 Robert Sagherion, Avon, CT .......... 8 Roger Sharf, Hartford, CT ........... 8

John Stokes, Memphis, TN .......... 10 Tom Parsons, Winston-Salem, NC .... 10

Rick Downs, Elizabethtown, PA ....... 9 Pete Osborne, Mt. Joy, PA ........... 9 William Roberts, Glenburnie, MD ..... 9

Christopher McGuiness, Carmel, NY. 12

Lance Zills, Houston, TX ........... 11

Charles Covington, Cookeville, TN ... 10 George Eastman, Nags Head, NC .... IO Tim Massey, Goldsboro, NC ......... 10 Allen Taylor, Goldsboro, NC ........ 10 Tony Teague, Winston-Salem, NC .... IO Thomas Zurcher, Dunwoody, GA ..... 10

Charlie Fournier, Canada ....... Foreign

James Donovan, N. Tarrytown, NY ... 12 John Farnan, Candanaigua, NY ...... 12

Philip Pask, Garland, TX ........... 11 ADVANCED RATINGS

Name, City, State

Region

Rick McIntyre, Eagle River, AK ...... 1 Erling Olson, Sumner, WA ........... 1 Robert Simeone, Colville, WA ........ 1 Rudy Birnell, Los Altos, CA ......... 2 Dennis Bowman, Chico, CA .......... 2 Jay Busby, San Francisco, CA ........ 2 Daniel Hegglin, San Jose, CA ........ 2 Eric Hunter, Oakland, CA ........... 2 Robert Jendrey, Jr., Santa Clara, CA ... 2 Kyle Lindquist, Mariposa, CA ........ 2 patrick Lowry, Lafayette, CA ......... 2 Patrick Lowry, Lafayette, CA ......... 2 Bob Vogel, Hayward, CA ............ 2 Jack Barth, Lakewood, CA ........... 3 Marc Deschenes, Venice, CA ......... 3 Tom Glenn, Fallbrook, CA ........... 3 Dana Higgins, Corona, CA ........... 3 Stuart Millsaps, Honolulu, HI ........ 3 David Stambaugh, La Crescenta, CA .. 3 Debbie Wong, San Diego, CA ........ 3 Jon Tulien, Phoenix, AZ ............ 4 David Howarth, Hazelwood, MO ...... 6

48

Lynda Nelson, Concord, CA ......... 2 Ken Ward, Sunnyvale, CA ........... 2 Ronald Wilkinson, Marina, CA ....... 2 Roland Sprague, St. Charles, MO ..... 6 Rob Bicknell, Claremont, NH ........ 8

MASTER RATINGS

Name, City, State

Region

Richard Cassetta, Sacramento, CA ..... 2 Dan Murphy, San Jose, CA .......... 2 Mark Bennett, Escondido, CA ........ 3 Mike Benson, Honolulu, HI .......... 3 Brad Hall, Leucadia, CA ............ 3 Larry McGee, Poway, CA ............ 3 W.A. Roecker, Leucadia, CA ......... 3 John Woiwode, White Bear Lake, MN . 7 OFFICIALS

Name, City, State

Region

EXAMINERS Michael Boyle, Anchorage, AK ....... 1 Bruce Renfer, Flagstaff, AZ .......... 4 Hugh Martin, Hastings, NE .......... 5 Gary Scheer, Arlington, TX ......... 11 Ronald Hurst, Zurich, Switzerland ................. Foreign OBSERVERS Chris Bailey, Seattle, WA ............ 1 Joseph Bova, Ashland, OR ........... 1 Terry Tibbetts, Selma, OR ........... .

Jay Busby, Pacifica, CA ............. 2 John Cochrane, Kensington, CA ....... 2 Kevin Dutt, Walnut Crrek, CA ........ 2 A.J. Martinez, Fremont, CA ......... 2

Ron Hurst, Zurich, Switzerland ................. Foreign SPECIAL OBSERVERS Dan Bauer, Billings, MT ............ 5 Gerhard Spieler, Weilheim, W. Germany ................ Foreign

Name, City, State

Region

INSTRUCTORS A-Advanced B-Basic *Recertification Roger Hanson, Seattle, WA ........ 1 *A Wally Anderson, Daly City, CA .... 2 B Richard Canham, Mill Valley, CA .. 2 A Pat Denevan, Fremont, CA ....... 2 A Rob Engorn, Santa Cruz, CA ...... 2 *A Ron Hess, Los Gatos, CA ......... 2 A Weggie McAdams, Daly City, CA .. 2 A George Whitehill, Daly City, CA .. 23 *B Charlie Whitehill, Daly City, CA ... 2 B Ronald Wilkinson, Marina, CA .... 2 A Ken Baier, Del Mar, CA ......... 3 B Rolf Barnick, Cardiff, CA ........ 3 B Mark Bennett, Escondido, CA ..... 3 *B Mike Benson, Honolulu, HI ....... 3 B Bill Coursey, San Diego, CA ...... 3 B James Gilbert, Carlsbad, CA ...... 3 B Laura Gilbert, Carlsbad, CA ...... 3 A Chris Kirchhofer, Cardiff, CA ..... 3 A Fred Lawley, Escondido, CA ...... 3 B Phil Lee, Crestline, CA ........... 3 B Stuart Millsaps, Honolulu, HI ..... 3 B Mike Sandlin, Thousand Oaks, CA . 3 A Dave Wiese, San Diego, CA ...... 3

HANG GLIDING

RATINGS *B Dana Byerley, Sandy, UT ......... 4 "''AR.A. Godman, Lafayette, CO ...... 4 B Thomas Howard, Clearfield, UT ... 4 *A Gary LaGrone, Sandy, UT ........ 4 B Joan Skahill, Sandy, UT .......... 4 *A Bill Sloatman, Dillon, CO ........ 4 B Larry Tudor, Draper, UT ......... 4 B Michael Wade, Rod vale, UT ....... 4 *A Mark Windsheimer, Evergreen CO . 4 B Anthony Brown, Missoula, MT .... 5 A Robert Kreske, New Carlise, IN ... 7 B Rob Bicknell, Claremont, NH ..... 8 *A Bill Blood, Nashua, NH .......... 8 A George Hugo, Cheshire, CT ....... 8 A Jeff Nicolay, Claremont, NH ...... 8 *B Bart Blau, East Hampton, CT ..... 8 A Dennis Pagen, State College, PA ... 9 B Steve Schaeffer, Wilmington, DE ... 9 B Chris Thompson, Nags Head, NC .10 B Steve Wendt, Nags Head, NC ..... 10 *B Mark DeMarino, Houston, TX .... 11 *B Gary Scheer, Arlington, TX ...... 11 *B Hardy Snyman, Houston, TX ..... 11 B Don Boardman III, Rome, NY .... 12 B Robert Clark, Cooperstown, NY .. 12 A John Farnan, Canandaigua, NY ... 12 B Dan Guido, Mohawk, NY ........ 12 B Dennis Pronovost, Frankfort, NY .. 12

LILIENTHAL AWARDS BRONZE Brian Christeson Kevin Cridge Dan Clarke Timothy Kelly Michael Clark Glenn Coon Tony Cerranto Mel Young Rhoda Dray John Leslie Ron McKinney J. Steve Vercoe Robert Janson Robert Tuttle Horst Locher Eric Worrell Stephen Wilde Colon King

GOLD

GOLD DIAMOND

Terry Tibbetts Clement Smolder

Terry Tibbetts David Whitehall

We Build Our Harnesses & Parachutes to the toughest standards we can find ... our own! /Heavily Padded Shoulders , High Energy Sports Parachute

Continuous Webbing sewn with Five Cord Thread

/Safety Back Strap -Adjustable Padded Leg Straps -

Hidden Glider Bag Storage

SILVER John Leslie Fred Wang Stuart Millsaps Pat Brooks Chuck Hall Ray Tucker Dan Armstrong John Cook Lisa Jensen Bob Cartier Jeff Frelin Eric Worrell Stephen Wilde Colon King Frank Scribner

Folds into full size Gear Bag with Adjustable Back Straps

-

CORDOURA® Reinforced Boot

Two Week Delivery

* * * *

*

OPTIONS: Ya", Y,", or 1" Foam Racing Boot No Foam Steel Carabiner THERMNR~ Insulation Radio Holder Ballast Boo! Stash Pouch Extra Pockets Higgins Hinge Fly Flap Chevron Stripes You Name It! Two Week Delivery

* *

*

*

*

FLY WITH THE BEST SYSTEM AVAILABLE ... FLY WITH

z~s~~ 2236 W. 2nd Street • Santa Ana, CA 92703

(71 4) 972-8186

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? Looking for compact, simple,

stowable pitch control?

Get a Speed Rail;M Reduced pull-in effort. Flat body attitude for Jess drag.

Static load tested to IOG's.

$ 7aoocomplete. Available from:

H'll5Sl0Jl~ SOARlnG CEnTER ~ 43551 MISSION BLVD. FREMONT, CA 9453 9 (415) 6.56•6656 'add$3$hlpping&6\l%\a><inCal.

MARCH

1985

HELP US EI.IMINATE COSTLY POST OFFICE RETURNS Your.USHGA now pays a qu,u1er for every member who.moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magMine The Post Office returns undeliverable magazint>s to us and charges us 25~ In the final analysis we are all paying for magazines that never get read Please re member to let ·'the USHGA know immediately when you move Thank you for vour cooperdtion.

49

CLASSIFIED ADVERTISING I

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, mined 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 to them to inspect.

TWO GLIDERS and equipment must go. Spectrum UP Comet 165, blue and white Moyes Mega 172.

Stirrup harness, cocoon harness with chute, vario and bags. Best offer. Must see to appredate. Tustin, CA (714) 832-9433.

COMET II-185. Brand new. Special sailcloth, fairings, $1550. (80!) 571-8622.

COMET 135. Clean sail, flies great. $800. Call Lori (801) 571-8622.

Rogallos

COMET ll-165. Good condition. Used for promotion at "Snowbird" ski area. Surprise yourself. Call (801) 571-8622.

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

Hang Glider Emporium (805) 965-3733.

COMET II-165. Cocoon, chute, vario, altimeter, helmet, flight suit. Sell separate or pkg. price.

(714) 391-5194.

DELTA WING'S NATIO~DE NETWORK OF DEALERS can help you get 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 N uys, CA 91408 (818) 787-6600.

COMET 165. Excellent performer and condition, flown in Nationals, $800. John (412) 981-7460.

C5B - $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 Cirrus 5-8. ······· .... ....... . ..... .$200.00 Lazor ll 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 . . . . . . . . . . .......... $250.00 CGS Falcon 5 .

Duck 160 ....... $900.00 ' ' .... ··········· Duck 180 ... .... ... . . ' . . . . . ... . SI 100.00 . .. .. . . . . . . . . . . . . . $300.00 Moyes Mega 170 .

Flight Realities, Inc., c/o 1831 Clove St., San Diego, CA 92106 (619) 455-6036.

FLIGHT CONTROL has two Sensor 210s $500, one Moyes Special $400, for sale. Clean intennediate gliders, will ship. (805) 962-7516, Richard.

COMET 185 - Excellent condition, rarely flown.

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

COMET II 165 - W/fairings. Excellent cond. Never crashed or dinged. Aqua, green & white. $1150.

OBO. Will ship. (805) 682-3483.

COMET 135 - Will negotiate, lfJ777 Chillicothe, Chesterland, OH 44026 (216) 256-3635.

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

Offers welcome. (303) 499-8236.

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

50

1980 ATTACK UUCK - 5 mo. old. 50 hrs. Red leading edge spectrum double surface. Excellent cond. Will ship $1450. 147 HARRIER J - Only 20 hours. Excellent cond. Blk, and Spectrum.

Will ship, $900 or best offer. MOYES MEGA II 1979 'h all white. Good to excellent cond. Will ship $600. Call Jerry (801) 572-2291.

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.

WANTED - Raven 229 in excellent condition. Call Bob (7fJ7) 526-1566.

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

RAVEN 209 - In good condition, $400. (714) 629-8746.

SENSOR 510-180 (619) 789-3103.

SENSOR 510-180 - late 1982 model. Kevlar, stored one year, clean, low airtime, $1350. (919) 760-1390.

SENSOR 510-180 - In good condition. Wellmaintained. Must sell. Only $850 (714) 629-8746.

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.

200 SUPER LANCER - Excellent condition, $500.

149 Firefly II $350. Evenings (213) 515-8984.

'83 VISION 16-148 - Less than 20 hours, never abused, perfect for lighter pilots, will ship, $750 Larry Strom (509) 489-3692.

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 new customer trailer. Save $3000.

Need cash! $4950. (503) 276-7462 .

180 DUCK - Reinforced trailing edge, double surface zipper, plug-in tip battens, nose cone. Will ship, $950. (805) 965-3733.

180 DUCK - '83. Team colors top and bottom, zipper, excellent condition, 17 hrs. TT. Brad (715) 359-7121 days, 359-9264 evenings.

DUCK 180 - Good condition, white, green, yellow, blue. Need cash, must sell. $1,000 firm. Dana (602) 231-0153.

DUCK 160 - Good condition, white, green, yellow, blue. Need cash, must sell, $1,000 firm. Dana (602) 231-0153.

ESPIRIT 160 - Outrageous colors, late '84, excellent cond., advanced performance $1195.

Chris, Colorado (303) 879-4603.

HARRIER 147-II -

Excellent $800. (3fJ7) 733-9175.

179 LAZOR II -- Absolutely clean, includes bag, harness, helmet. Possible trade for surfing equipment. $700 (7fJ7) 677-0564.

MAGIC Ills. Fly one today. "Magic" Johnson (218) 724-2387.

MOYES MISSILE 182. Excellent condition, $700 OBO. (602) 323-7003.

PRO STAR 160. Price harness, chute, Chad deck with clock, altimeter and vario, great condition.

Must sell $1,400 or trade? (209) 432-4800.

PRO STAR II-195 - Excellent flyer. Black LE, rainbow dbl. surface, $900. Doug (218) 724-2387.

Good condition, $900 or offer.

Schools and Dealers ARIZONA DESERT HANG GLIDERS USHGA Certified School. Providing the finest instrnction (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 (7ITT) 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 ll, Skyhawk, Gemini demos available to qualified pilots. 1202 E. Walnut, Unit M, Santa Ana, CA 92701. (714) 542-7444.

HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

HANG GLIDING

CLASSIFIED ADVERTISING 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)

PINECREST AIR PARK - Instruction, sales, service. (714) 887-9275.

SAN FRANCISCO WJNDSPORTS - Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors.

Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415)

753-8828.

"WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0lll.

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 TRADEWINDS HANG GLIDING - USHGA Certified School. Rentals, tandems. Box 543, Kailua,

HI 96734 (808) 396-8557.

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

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

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

UTAH FLY UTAH WITH

738-8866.

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

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

NEW YORK 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., Kerhonkson, NY 12446

(914) 626-5555.

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 and Advanced packages; complete inventory of new gliders, accessories and parts. Ultralight training and sales available as well as windsurfing sales and instruction.

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

(503) 276-7462.

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

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

International Schools & Dealers JAPAN

5/e SUN RISE COUNTRY INC

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

Tokyo 03/433/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/m4 (April-November).

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

322-8866.

----------~-------~-------------------------------------USHQA CLASSIFIED ADVERTISING ORDER FORM

Section (please circle}

35 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box - 1 word)

Rogallos

Photos - $10.00 Deadline, 20th of the month six weeks before the cover date of the Issue In which you want your ad (I.e. March 20, for the May Issue).

Emergency Chutes

Bold face or caps 50c per word extra. (Does not Include first few words which are automatically caps). Special layouts or tabs $20' per column inch.

Payment for first three months required In advance.

Schools and Dealers

Ultralight Powered Flight

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

Begin with 19 Issue and run for _ _ __ consecutive issue(s).

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

Please enter my classified ad as follows:

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

Number of words:------- @ .35 • - - - - - - -

Phone Number: P.O. BOX 88306, LOS ANQELES, CA 90088 I (213) 390,3085

--------------------------------------------------------·' MARCH

1985

51

CLASSIFiijD ADVERTISING Emergency Parachutes

Ultralight Powered Flight

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.

PTERODACTYL FLEDGLING ULTRALIGHT 30 HP Sachs engine, only 5 hours flight time; rough terrain landing gear, parachute/helmet, $3,475 negotiable. Don (714) 730-4127 evenings. dealers for all major brands. Send $2.00 for price list - 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

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 941!6 (415) 753-8828.

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.

Business Opportunities

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.

CRYSTAL AIR SPORTS MafEL - 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.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3!11" dia. Inside or outside application. 25c each. Include I SC for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066.

Parts & Accessories San Francisco Windsports (formerly H.G. Equipment Co.) For all your hang gliding needs. We are QUICK RELEASE CARABINER - $24.95. Dealer inquiries invited. Thermal, 19341 Business Center Dr. #41, Northridge, CA 91324.

LEA

FINGER FAIRINGS

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

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

across control bar

• Instant bare hand dexterity for launch, CB, chute, camera • Quality consrruction, %-in. neoprene,

UP "ULTRALITES". $25.00. Dealer inquiries invited. UP U.S.A. 410 W. Pacific Coast Hwy., #202, Newport Beach, CA 92663.

Send For FREE Brochure UP-Audio

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505) 884,6851

The Hall Airspeed Indicator

S~ste1i Vario I Altimeter 0-15,000 FT Altimeter

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

Dual Batteries

A precision

instrument

for

the

serious pilot. Rugged, dependable and easy to read.

Airspeed Indicator.... .. ....... $21.50 Long Bracket ....

6.00 Airspeed Indicator with Long Bracket

Foreign & C.0.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels.

Specify 1" or 1-118" control bar.

Wheels - $20.00/pair Foreign & C.O.D. orders add $2.00

Systems Technology Inc

PO Box 22126

Knoxville

Control Bar Protectors

Hall Brothers P.O. Box 771-H, Morgan, UT 84050 C.0.0. Phone Orders (801) 829-3232

CLASSIFIED ADVERTISING 1983: 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.

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 STICKEDRS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego, CA 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.

SAIL REPAIRS. Grommets replaced, reinforcing, rips, batten pockets, specialty work, all types.

Call or write for estimates (315) 687-3724. Jay Gianforte, Rr. 173, Chittenango, NY 13037.

LOVE-TACTICS: Strategic Psychology To Win The One You Want. 39 Principles. $ JO.OD. Wisdom Press, Dept. 3, P.O. Box 28031. Las Vegas.

NV 89126.

The rate for classified advertising is 35c per word (or group of characters). Minimum charge, $3.00. A fee of SI0.00 is charged for each photograph or logo. Bold face or caps 50C per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing I 'h 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, P.O. Box 66306, Los Angeles, CA 90066.

Stolen Wings 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.

TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body.

Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618.

MARCH 1985

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

GLIDERS CERTIFIED

BY THE HANG GLIDER MANUFACTURERS ASSOCIATION

Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160

1984: Skyhawk 168, 188 Light Dream 161, 185 Comet II 135 (and 135, 165, 185 with 112 battens) Pro Dawn 155 HP 170 Sensor 510-160 VG Moyes GTR 162 VG

Index To Advertisers Airworks .

... 52

Ball Varios

. . .41

Bennett Delta Wing Gliders .

.. BC

Hall Brothers

... 52

High Energy ...

.. 49

Kitty Hawk

. .. 41

Litek

.. 13

Lookout Mt. .

. .. 19

Manbirds ..

.37

Mission Soaring ..

.. 49

Pagen Books .

.37

Para Publishing.

.52

Publitek ..

.. 13

Santa Barbara HG

.. 11

1981:

Seed wings

.34

Gemini 164, 184, 134 Sensor 510-180

Skylines ...

7

Systems Tech

1982: Duck 180, 160, 200 (and DHV) Prostar 160, 130 Streak 160 Moyes Missile 170 Breez 180 Sensor 510-165 Vision V-18

USHGA.

.52 .IFC, 24

Wills Wing

2

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

'I,

53