USHGA Hang Gliding May 1985

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Features 16 Glider EvaluationWills Wing HP

Columns 3 Viewpoint

by Gary Hodges Notes from Boise. Gary explains the whys of the recent USHGA dues increase.

by Paul Burns This month we kick off a glider review series

by Paul. First in the series is the keel pocketless HP.

22 Time Soaring-The Competition

10 The Right Stuff Page 16

by Walt Dodge

by Randy Mams Randy flies 108 miles in New England! They should have made it bigger.

27 The Third Annual Chelan Classic

by Steve Hollister As part of our special Northwest issue Steve reviews the 1984 Chelan competition held at the site of this year's Nationals. Sidebar by Joe Bulger.

33 Northwest Sites

Departments Page 27

A site guide by Brad Hill, Darren Fox, Mark Kenworthy, Mike Daily, Maureen Rhay and Al Gibson. Sidebars by Steve Hollister and the Cloudbase Country Club safety committee.

Page 33

COVER: Dave Lindsey and Dave Little soar Maloney Mountain deep in the Cascade Mountains near Stevens Pass in the state of Washington. Photo by Mike Daily.

CENTER.SPREAD: Footlaunch Airlines. Left to right: Barbara Kennedy, John Heiney, Valerie Kennedy. Photo by John Heiney.

Thanks to Delta Wing, 1985 U.S. World Team sponsor.

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.

MAY 1985

by Erik Fair Erik publishes a Southern California site guide produced by San Diego's Ultralight Flyers Organization.

13 Milestones

Walt continues the futuristic saga.

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4 Airmail 6 Update 8 Calendar 24 USHGA Contributors 38 Ratings and Appointments 40 Classified Advertising 44 Stolen Wings 44 HGMA Certified Gliders 44 Index to Advertisers

DAWN

flle Cance11t:

Law 1wist Witllaut 1railing Edge rensian l THE DAWN represents an important new

STRUTS. The most exciting of the Dawn's new

innovation in hang gliding technology.

features is lower side struts. This eliminates the need for top rigging and bridle lines .

RIGID WING. The Dawn can best be described in terms of a rigid wing . Like a rigid wing, flight loads are located around a central structural spar - in the Dawn's case the "cross-spar" (located farther aft than a conventional cross bar). With ribs supporting both the upper and lower surfaces, the trailing edge becomes fixed, eliminating mid-span twist and providing center section stability.

HGMA CERTIFIED. The Dawn 155 and 175 are certified to 1984 specifications.

DAWN SPECIFICATIONS Size

135

155

175

Area (ft. 2 ) Span (ft.)

128 31.3 7.65 55 110-170 Hang 3-5

148 33.3 7.49 62 150-220 Hang 3-5

168 35.3 7.42 73 170-250 Hang 3-5

AIR HANDLING. Since high trailing edge tension Weight (lbs.) is no longer necessary to prevent mid-span Pilot (lbs.) twist, the Dawn retains excellent handling and Rating landing characteristics. (See Dec-Jan '85 issue of Whole Air mag.a zine for pilot evaluation of the Dawn.) ~

4544 INDUSTRIAL STREET. SIMI VALLEY, CALIFORNIA 93063 Telephone (805) 583-1014

,....,,.....,.,. aircraft company

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

Erik Fair, S1aff Writer Harry Martin, Rod Stafford, I/lustrators Gretchen Niver, East Coast Correspondent Office Staff" Amy Gray, Manager Joyce Isles, Ratings Mary Marks, Membership

USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snyman, Secretary Gary Hodges, Treasurer Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges REGION l: Ken Godwin, T. Michael Boyle.

REGION 2: Russ Locke, Gary Hodges. REGION 3: Steve Hawxhur:.t, Ken deRussy. REGION 4: Jim Zciset, Bob Thompson. REGION 5: Mike King. REGION 6: Ted Gilmore. REGION 7: Dean Ba1man, John Woiv,.ode.

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

REGION 11: Hardy Snyman. REGION l2: Ken Zachara, Paul Riken. 1984 DIRECTORS-AT-LARGE: Dennis Pagcn, Dick Heckman, Elizabeth Sharp, Vic Powell, Mark Bennett. EX-OFFICIO DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy. HONORARY DIRECTORS (Without Vote) elected to 12/31/85: Bill Bennett, Mike Meier. Doug Hildreth, Bettina Gray, Erik Fair. The United Scates Hang Gliding Association Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Acronautique Internationale (FAI), the world governing body for sport aviation. The NAA, which represents the U.S. ac FAl Meetings, has delegated to the USHGA supervision of FAI-relared hang gliding activities such as record

attempts 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 are welcome. Anyone is invited to contribute articles, photos 1 and illustrations concerning hang gliding activities. If the material is to be returned. a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edil contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors.

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.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 al 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 flight. Membership is open to anyone interested in this realm of fiight. Dues for full membership are $29.50 per year ($32.50 for foreign addresses): subscription rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address 1 and a mailing label from a recent issue.

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

MAY

1985

VIEWPOINT

Notes Fron1 Boise

by Gary Hodges The USHGA directors decided at the Boise meeting that the membership dues needed to be increased to $39.00 per year, effective June 1, 1985. It has been almost five years since the dues were last raised, and inflation alone over that period would require a ten dolalr increase to maintain the same level of true income to the association. In addition, there has been a steady decline in membership over the last six years resulting in a significant loss of income to the association, which has exceeded the associated reduction in expenses.

This is because only a portion of the expenses are "per. member" expenses, while a significant portion are relatively fixed. The board has resisted raising dues for as long as possible. The office has been staffed with a minimum crew, and moved to smaller quarters to save money, and several changes to the magazine have been implemented to cut costs. The major areas of expense for the association are the insurance program and the magazine. The insurance program helps to secure the use of flying sites, and is probably therefore the most necessary single program in the association. The magazine is the means by which the association communicates with its members, and beyond that it represents our image of ourselves and the image we present to the outside world.

The board believes that most members would not want to see the magazine return to a less expensive format - one with fewer pages, without color and without quality typesetting and printing.

Last year the association lost $30,000 that it didn't have. It is living today off "unearned" dues, dues pre-paid by the members for memberships which will not expire for up to one year from now. It needs to replace that $30,000, and it needs to offset what would otherwise be another $30,000 loss this year. That's $60,000 more income required from 6,000 members, i.e. ten dollars per

member.

If you are a typical member, you probably buy a new glider every three years or so, and spend about $2,000 for it. If you manage to sell your old one, you probably don't get more than $1,000 for it. If you go flying once a week, you probably drive about 3,000 miles per year to fly. If you share auto expenses with a friend, it probably costs you $450 a year for auto operating and maintenance expenses for flying. Throw in a few dollars for vario batteries, local club dues, site use fees, beer for the driver, replacement downtubes, etc. and it's hard to imagine that many pilots spend less than $1,000 per year to fly hang gliders, exclusive of their USHGA dues. For many pilots, the figure is probably two or three times that amount. (Try amortizing the cost of that four-wheel drive you bought to get up to that hot XC site and see what you get.) At the conservative $1,000 figure, the annual dues increase works out to 1% of your annual flying budget. The entire USHGA membership fee is only 4% of your flying budget.

All things considered, it's probably a bargain any way you look at it. Of course there is always the danger that a dues increase will lead to further decline in membership. The board is hoping, however, that most of those piltos who are still members, who have stayed in hang gliding and the USHGA during the recent years as glider prices have gone from $1,200 to $2,500, will not suddenly throw in the towel over a ten dollar dues increase. Beyond that, the board is taking steps to prevent the necessity of another dues increase in the near future. Currently underway is a major management reorganization which will provide a more active and aggressive daily management of the financial affairs of the association, and should provide for greatly increased efficiency, improved service to the members, and lowered operating costs.•

AIRMAIL STICKERS Dear Editor, I just received my Hang Gliding, great cover photo!

I write because you take a great shot like that, then stick a gummy address label over it. Well, I like to take the label off to see the entire cover picture unspoiled. What happens? The label tears the picture. So for all of those faced with the same dilemma of taking the label off or not, try this. Carefully heat the label in front of a heater or hair dryer, then, gently peel it off. Gummy residue can be wiped away by using a small amount of cooking oil or vitamin E. Rub too much, the ink comes off.

Rick Owen So. Lake Tahoe, CA

TETHERED TRAINING Dear Editor, Being from England, I would like to further Dr. Larry Mace's excellent training article by passing on a little bit of my experience of British training methods. The tethered kiting technique he describes arc common in Britain and are very successful there as well.

Although not an instructor myself, I have been advocating the techniques here in Houston to the local instructors.

One addition which is common in Britain is for two other students to aid in the process by holding on to loose lines (about 15 feet long) attached to the outer encl of each crosstube, standing in line with the crosstube. If the glider starts to get out of control, the ropes allow easy remedy by allowing the appropriate wing to be pulled clown and the glider yawed back into wind. This can make the instructor's job on the front wires physically much easier.

A further extension of this concept is for the instructor to move forward from the pilot, a little later in the training, and monitor pitch by his own 10-foot rope from the nose. This three-rope technique now allows captive "real flying II very safely in 25 mph winds, and is a logical

4

extension of the techniques described in the article. The ropes also give an added safety factor at lower wind speeds when the wind is turbulent or switching direction and they enable safe training to be carried out in conditions which would otherwise not permit any training at all.

Finally, this technique keeps the nonflying students involved and helps generate class spirit. I hope that this will give instructors around the country aclclitional ideas and help promote fast safe teaching.

Bob Fisher Houston, TX

TANDEM RESTRICTION Dear Editor, Hang gliding participants should seek their lowest level of restriction. This has been clone with the USHGA and incliviclual participants petitioning the FAA to have FAR 103.l (a) (tandem restriction) waived. In the summer of 1983 the USHGA was granted an exemption to the single occupant restriciton, allowing twoplace hang glider operations but with conditional restrictions including that passengers must be USHGA-ratecl hang glider pilots.

Hang gliding participants have battled the FAA for over three years now to have the "single occupant II restriction lifted and not just conclitionalizecl. The FAA seems to have gotten the USHGA off its back by granting an exemption that would be favorable to the USHGA. (It increases USHGA membership since passengers must purchase student ratings to ride.)

Two years ago I had my 229 Raven hang glider certificated as an amateurbuilt experimental aircraft and thus became legal to carry passengers. This procedure did take a few months as I had expected, but did not cost much at all and my private pilot license is valid for life! It also gave me an incredible financial and psychological edge over other tandem pilots as I'm not operating under a waiver that needs to be renewed every two years nor do I have to ask

passengers to buy USHGA memberships on top of their other costs.

The edge my licensing has given me has created a conflict of interest similar to what the USHGA exemption conditions did to USHGA. In my conflict, the goal to have FAR 103.1 (a) lifted became clouded and nearly forgotten. I have, however, come to my senses. I am finished with playing the FAA's little game and now wish to make the FAA play by my (actually their own) rules. Mahatma Gandhi would have called it "passive resistance. 11 Our leverage with the FAA to have FAR 103.1 (a) lifted came from the FAA's reaction to what I did. When FAA headquarters in Washington found out that I did my flight test in a hang glider they clemanclecl that I surrender my license threatening to take me to court to have it revoked. I did not hand in my license and they (now 18 months later) still haven't taken me to court. (Probably because they know that they 'cl lose!)

Now a precedent has been set.

My plan is as follows. Convince several hang glider piltos to do what I did to make the FAA think it wasn't just a one time fluke but a trend. The FAA will become outraged and seek a solution to the problem. Since restricting how aircraft used in flight tests are controlled would bring the Experimental Aricraft Association clown on their backs (not to mention what the multitudes of homebuilders would think of such restrictions) the only alternative for the FAA would be to eliminate the incentive for hang glider pilots to go through the hassle of earning licenses. Since our incentive is to bypass the "single place" restriction the result would probably be the lifting of FAR 103.1 (a).

Please note that it has always been legal to earn pilot licenses in hang gliers, or even kayaks for that matter, since all that is required is to perform the required skills, i.e., stalls, spot landings, etc.

If you think that you might like to become a "real 11 (satire intended) pilot with a "real II license and maybe become instrumental in having tandem hang

HANG GLIDING

AIRMAIL gliding legalized please write and request how. I'll be happy to send to you an outline on how to go about it. Please enclose $1.00 to cover my printing and postage costs.

Robert McKenzie 4231 Sepulveda San Bernardino, CA 92404

CLOUD FLYING Dear Editor, Dennis Pagen's article "Flying Blind" in the February 1985 issue of Hang Gliding addresses an aspect of flying which few pilots must ever deal with. He does his usual excellent job of defining the specific problems involved with cloud flying and offers some solutions which he admits are inadequate.

As a pilot and instructor on Maui for seven years I have in the past done more than my share of cloud flying and reached (the hard way) the same conclusion the Mr. Pagen arrives at. It is not possible to regain control of a glider without visual reference. The key here is the word regain. If there were absolutely no turbulence inside a cloud there would be no problem, simply do not move the control bar after entering a cloud. In the real world however, upon entering a cloud, expect to have to continually make at least the same little corrections you always have to make. The problem is that in the cloud you are not aware of the true effects of your efforts to maintain straight and level flight. Mr. Pagen very effectively explains the inability of a sim-

ple magnetic compass to cope with the situation so unless you want to rig your glider with full instrumentation stay out of the clouds. Besides, it is illegal (and I don't mean a sick bird).

No one is ever forced to fly. The final decision to launch is always the pilot's.

No matter what anyone tells you, cloud flying is never safe. If there is even a slight chance you may have to enter the clouds just DON'T FLY. It is that simple.

Sam Nottage Paia, HI

Dear Editor, I can look back and laugh at the sight of my lunch falling down and behind me.

I can also remember the terror of trying to get down into a turbulent landing area with body rushes and cross-eyed echo vision. I've heard many remedies and had moderate success with a few, but nothing stops motion sickness.

I can fly all day in ridge lift and do three or four 360 's at a time. Then a good thermal comes along and I chase it as long as I can until I have to stop to regain my balance. It is torture to have to leave a thermal. It is the continuous 360 's that get me.

I've tried focusing on the horizon but it is not good in traffic to look away from other gliders. I've tried spinning on the whirly gig at the kids park until I get sick, hoping my head can get used to the

A precision inslrument for the serious pilot. Rugged, dependable and easy to read.

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AIR SICKNESS

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motion. Ginger tablets work to a degree but they don't cut it in time of crisis.

I've tried Dramamine and Marezine but they make me drowsy and really dry in the mouth. Recently, I talked to a stewardess who showed me these little pads to stick behind your ear. They last for three days at a time. From the name of the ingredients I suspect they too would make one drowsy.

Meanwhile I still try to find the answer and parking lot-sized thermals that don't require such tight 360 's. If any one has any remedies let me know.

Hall Brothers P.O. Box 771·H, Morgan, UT 84050 C.0.D. Phone Orders (801) 829-3232

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WORLD TEAM RAFFLE CORRECTION The final date for the World Team glider raffle, published in our last issue, was as April 31, 1985. Oops!

There arc only 30 days in April. ff you're still waiting for that 31st day it's too late.

NEW CERTUTED SCHOOL USHGA welcomes a new certified school: Aerial Adventures, 79 Main St., P.O. Box 58, Macedon, NY 14502 (315) 986,4434.

HANG GUDJNG ]iJNAUST IN THE "MAGGIES" Hang Gliding magazine has been nominated as a finalist in the Western Publishers Association's "Maggi cs 11, the Oscars of magazine publishing. This year there were more than 1,000 entries in the competition.

Hang Gliding will compete in its category of rnost improved consumer publication of under 50,000 circulation against Alaska Airlines, valley, Ranch and Coast and San Diego Home and Garden The winner will be selected at a banquet in Los Angeles this month.

flew off without him. Other Americans competing were Ed Goss, Al Bilker, Kevin Christophcrson and J.C. Brown.

TENNESSEE TREE TOPPERS GLIDER GIVE-AWAY The TTT is holding its own glider raf. flc. (In fact, it was probably their idea in the first place.) Want another chance at a state-of-the-art glider of your choice?

Hurry up because the drawing is at the encl of this month, There will be three drawings. The first ticket drawn will be for a vario of your choice. The second ticket drawn will be for a harness of your choice and the third ticket for a glider of your choice.

The funds will be used for a new TTT clubhouse at Hcnsons and $1 per ticket will be given to the USHGA and World Team. A maximum of 500 tickets will be sold. Send $20 per ticket along with name, address and phone number to: Tennessee Tree Toppers, P.O. Box 136, Lookout MountHin, TN 37350.

NOEL WHITTALL WINS GRAY PRIZE photo by Bettina Gray

A hang gliding film, titled "UP 11 recently received an Oscar for best live action short film. The Mike Hoover pro· <iuction was seven years in the making and featured Ed Ceasar as pilot.

RAYMOND WINS VENEZUELAN XC CONTEST

6

ULF-1

The ULF .. ! is a foot-launched sailplane that weighs lOO lbs., is thrce·axis con· trolled and claims a glide ratio of 16/l with a sink rate or 150 fpm. The glider is wood and fabric and can be built in under 800 hours with $1,000 worth of materials. Contact: Jim Maupin, 26338 Zephyr, Harbor CA 90710.

U.S. NATIONALS UPDATE

HANG GLIDING FILM WINS OSCAR

Eric Raymond of Lake Elsinore, CA recently took first place in an inlcrna· tional XC contest held this February in La Victoria, Venezuela. He was flying an UP Glidczilla.

Tudor, also flying a GZ, was disqualified on the first day when he forgot to hook in and his glider

dent to Whole Air magazine and is a long .. standing contributor to Wings!, the British hang gliding publication.

Other winners of the Gray in the past include Bill and Steve Moyes, Rick Masters and Stan Abbott, former Wings! editor. Send all entries 10: Gray Photo and Press, P.O. Box 32, Rancho Santa Fe, CA 92067.

Noel Whittall has been awarded the European prize for hang gliding journalism for his book "The Complete Guide To Hang Gliding." The book is aimed at a wide public audience.

Whittall has served as British correspon-

The 1985 U.S. National Hang Gliding Championships will be held July 13-21 at Chelan Butte, Chelan, Washington. Entry fee will be $100 to $250 depending on sponsorship. The prc-·rcgistration fee of $100 MUST be received by June 28, 1985 and will apply to the entry fee.

Pre-registered 11011·qualifying pilots will then be given remaining slots on a first come first served basis and notified by phone. Free tent camping will be supplied to all competitors. For information on alternate accommodations contact the Chelan Chamber of Commerce at (509) 682-2022. For more information on the competition itself contact: Mark Kcnwor-thy, 17630 162 Place SE, Renton, WA (206) 255 .. 0202.

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TWO MAJOR EASTERN RETAILERS TO COMBINE HANG GLIDER BUSINESSES CHATTANOOGA, TN Owners of two major American hang glider retailers located in this eastern capital of the aviation sport have announced the agreement to join forces.

Jn the fall of 1984, operators Dan Johnson and Tom Phillips of Crystal Air Sports initiated the merger with Matt Taber, director of Lookout Mountain Flight Park of Georgia. Johnson, also publisher or Whole Air magazine commented, "After lengthy discussions on the future of the retail business in hang gliding, Phillips and l agreed to go ahead with a plan to consolidate the two stores. having met with Lookout Mountain Flight Park owners and rinding them equally receptive." The hang gliding market had changed to a point where it was considered prudent to encl the competition and pool efforts.

"Lookout Mountain Flight Park has the superior advanced flying site, and Crystal Air Sports was far easier to move," ex-, plained Phillips. By relocating Crystal's inventory and joining it with Lookout's stock, the great number of pilots frc· qucnting the Chattanooga area will be assured of the finest state-of.the-art equipment and services on the cast coast.

Those additional information on this business agreement arc invited to call personnel from either company at (404) 398 3541.

WHOLE AIR MERGES WITH NORTHWEST FLYER INC. Au agreement has been negotiated for Whole Air magazine to merge with Northwest Inc., of Tilcoma, Washington, through the vehicle of a newly formed corporation.

Whole Air magazine is the largest independent hang gliding publication in the United States, with subscribers in over 40 countries. The magazine or hang gliding and ultralight soaring is soon ready to enter its eighth year of

OWENS VALLEY FLYING FOR 1985 After our initial publication of the United States Forest Service silent instrnmcntation mandate in the Spring 1984 XCPA XC PILC.Yl' annual and subsequently by XCPA founding member Dennis Baker in the February !985 Hanf?

Glidin[?, the Cross Country Pilots Association is now assuming enforcement of silent night requirements with no exceptions at all XCPA insured sites in the Owens Valley Horseshoe Meadows, Mazourka Peak, Cerro Gordo, and Gunter during all XCPA contests.

Noise from instruments and voices is rcfkctcd and amplified by our tight sails, making gliders and pilots seem much closer than they really arc to man or beast below. Over the Pcllisair Flats of the White Mountains, the bighorn ewes, publishing. ft was founded in Chattanooga, Tennessee, and has hccn based in this eastern capital of hang gliding since its premier issue in May of 1978.

Northwest Flyer, Inc. publishes Western a 26-ycar-old, bi-weekly newspaper for general aviation, and Sport Flyer, a monthly newspaper serving all aspects of sport aviation. with the March 1985 issue (no. 40), Whole Air will he produced in Tacoma. Whole Air publisher, Dan Johnson explained, "The name stays the same, as will the pure hang gliding content, What we've clone here is to join forces with a much publishing group that will allow us to make some impressive strides with Whole Air." Whole Air will double circulation to about 10,000 copies per issue soon after the rm:rgcr is completed. "We will reach pilots and other interested persons in many new locations, and will generally market the sport or hang gliding on a much wider scale than has ever been done before in the United States."

For further information contact: Whole Air, PH Box 98786, 'facoma, WA 98499, or the former address of Box 144.

Lookout Mountain, TN 37350, or by phoning (206) 588-1743.

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MAY

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UPDATE hearing these sounds carried on the crystal clear air, mistakenly believe the gliders to be a nearby threat and have sometimes been observed (by USFS wildlife biologists) fleeing down the mountainside, accompanied by their recently born young.

Flights immediately above the Pellisairs need to be avoided as well. It is our strong recommendation that pilots maintain 3,000 feet AGL above the Pellisair Flats and the slopes west to the treeline.

Low flights west of the treeline (where the best thermals are frequently found) are not considered a threat to the bighorn. Pilots finding themselves near the Pellisairs should maintain absolute silence.

These are absolute requirements: 1) The radio must be equipped with a hand or helmet microphone to eliminate yelling.

2) The helmet must be equipped with an earphone; no external speakers may be used. 3) The variometer and radio output via earphone must be demonstrated at the request of any XCPA official or member, or representative of the United States Forest Service. 4) In addition: a) Unlicensed FM transceiver operation is prohibited, b) Horseshoe Meadows is rated Hang IV only for 1985, with proof of current USHGA membership required of all pilots, and c) A $5 launch fee or current XCPA membership is required.

Contact: Rick Masters, XCPA, Box 458, 123 N. Main St., Independence, CA 93526 (619) 878-2255.

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MAY 18. Chute clinic. MAY 25-27.

Mtn./rating trip. JUNE 15-23. Owens XC tour. JULY 27-28. Mtn./rating trip. AUG. 10-18. Hawaii tour. AUG. 24. Chute clinic.

AUG. 31-SEPT. 8. Owens tour. Contact: Kitty Hawk West (408) 384-2622.

MAY 24-27. San Diego XC contest. Contact: John Ryan (619) 450-9000.

MAY 24-27. Region 4 Regionals. Contact: Steve Aycock, 2107 W. Cortez, Phoenix, AZ 85029.

MAY 25-27. Region 1 Regionals, Chelan, WA. Entry $35. Registration 9 AM 5/25.

Contact: Lee Fisher (206) 546-4094.

MAY 25-27. Fifth annual Dry Canyon Fly-In. $20 entry. Pilot's meeting 8 AM May 25 at Space Hall Of Fame, Alamogordo, NM. Contact: Riker Davis, Box 2599, Ruidoso, NM 88345 (505) 257-2873.

MAY 25-27. Flegion 11 championships at Packsaddle Min., Kingsland, Texas.

Following two weekends are rain dates.

Novice and Open. Entry $25. Contact: Steve Burns, 1712 Waterston, Austin, TX 78703 (512) 474-1669.

MAY 25-27. CHGA Challenge Open. Five sites. Open and closed corridor XC and duration. Contact: Jim Hugo (203) 272-4492 or Tom Condren (203) 628-9447.

MAY 25-27. Southern Nevada Hang Gliding Championships in Las Vegas. Trophies, prizes, bbq, competition, fun flying. Contact: (702) 363-1140.

MAY 25-27. Connecticut HGA Challenge Open. Casl1 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 Assr1., 8435 Spring St., Racine, WI 53406.

MAY 26. C.A.L.M. Silent Airshow. Southern San Joaquin Wings, Chapter 127. California Living Museum on Alfred Harrell Hwy. in Bakersfield. $10 donation. Contact: Steve Hockett (805) 821-1158 or Greg LaMadrid (805) 831-6059. Bomb drop, spot landing, camping.

JUNE 6-9. Tow Instructor Clinic and Instructor Certification Program. Hastings, Nebraska. Contact: Mike King (208) 465-5593 or Lou Heinonen (208) 376-7245.

JUNE 9. Parks College Open House and Airshow, Cahokia, Illinois. Contact: PR Office, Parks College of St. Louis University, Cahokia, IL 62206.

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 26-JULY 2. George Worthington Memorial Open. JULY 4-JULY 10. Don Partridge Memorial Classic. The two events comprise the 1985 Owens Valley XC Championship. Contact: Rick Masters, Box 458, Independence, CA 93526.

JULY 4. First annual 4th of July fly-in and invitational aerobatic demonstration from 5,000' aero tow. Ellenville Airport, NY. Contact: Mtn. Wings Glider Shop, (914) 626-5555.

JULY 4-9. 4th Annual Chelan Classic, Chelan, WA. Open distance XC. Entry $40 or $100 in donations. Pilot's meeting 9 AM July 4 city park. Contact: Gene Dawkins, 14580 6th Ave NE, Seattle, WA 98155 (206) 367-2434. Raised $1900 for Special Olympics last year, 344 CPS points last year for top pilot.

JULY 13-14. Aviation Expo '85 at Naval Air Station, Glenview, IL. Free.

JULY 13-21. 1985 U.S. National Championships, Chelan, Washington. Maximum 80 competitors.

JULY 13·21. U.S. Nationals, Chelan, Washington. Entry pre-registration of $100 MUST be received by June 28. Free tent camping. Contact: Mark Kenworthy, 17630 162 Place SE, Renton, WA 98058 (206) 255-0202.

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.

AUG. 10-18. Sun Valley Spectacular. Contact: Mike King, P.O. Box 746, Nampa, ID 83653 (208) 465-5593.

AUG. 17-18. Seventh Annual Can-Am hang gliding challenge at Black Min., Washington. Contact: Steve Best, 1633 C Stephen St., Vancouver, BC V6K 3V4 (206) 293-3282.

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

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

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Your USHGA now pays a quarter 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 magazine.

The Post Office returns undeliverable magazines to us and charges us 25¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation.

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

SYSTEMS TECHNOLOGY, INC. P.O. Box 22126 Knoxville, TN 37933 (615) 546-7272, Ext. 41 Chris Pyle

THE RIGHT STUFF

A Southern California Site Guide

by Erik Fair

he

following Southern California site information represents a sampling from the site catalog prepared for San Diego's Ultralight Flyers Organization (UFO) by Paul and Connie Gach and Bob and Pat Bockstahla I think they've done a magnificent job of compiling and presenting information pertaining to flying sites in Southern California and Mexico.

You can buy the complete catalog from UFO, P.O. Box 81665, San Diego, CA 92138 for $3.00 per copy.

SOARABLE: Upper launch only CAUTIONS: Penetration to LZ different in NW wind from upper launch PROTOCOL/RULES: Park at extreme South end of LZ TYPE VEHICLE REQ'D: Any TURN AROUND: 30 min (upper launch) CAMPING FACILITIES: No INFO CONTACT: U.F.O.

Erik Fair

P.S. If any other USHGA chapters are inclined to compile a similar catalog, 1 would be pleased to publish them as well.

SITE NAME: Penasquitos VERTICAL AGL: Up to 400' DIRECTION: W RATING: Beginner TYPE LAUNCH: Gentle grassy slope TYPE LANDING: Large, grassy field SOARABLE: No PROTOCOL/RULES: Current USHGA member. Can only be flown when Hang Gliding Center personnel are present.

TYPE VEHICLE REQ'D: Any TURN AROUND: None CAMPING FACILITIES: None INFO CONTACT: The Hang Gliding Center (450-9008)

SITE NAME: Del Mar VERTICAL AGL: 50' DIRECTION: SW RATING: Beginner 10

TYPE LAUNCH: Gentle dirt slope TYPE LANDING: Large field with obstructions SOARABLE: No TYPE VEHICLE REQ'D: Any TURN AROUND: None CAMPING FACILITIES: None INFO CONTACT: U.F.O. MISC: Winds are generally more North here than everywhere else. Best to fly here when winds are due South everywhere else.

SITE NAME: Little Black VERTICAL AGL: 50', 300', 800' DIRECTION: SW-NW RATING: Novice at upper launches TYPE LAUNCH: 300' - Steep slope, 800' Road-short run or Gentle slope TYPE LANDING: Dirt/grass field

SITE NAME: San Marcos ( "P" Mountain) VERTICAL AGL: 610' DIRECTION: West RATING: Novice TYPE LAUNCH: Steep dirt slope TYPE LANDING: Large grassy field, with bushes SOARABLE: Yes CAUTIONS: Long glide out to landing area PROTOCOL/RULES: None TYPE VEHICLE REQ'D: 4 WD TURN AROUND: 30 min CAMPING FACILITIES: None INFO CONTACT: U.F.O. MISC: Good site for 1st high altitude flight.

SITE NAME: Lake Elsinore VERTICAL AGL: 1500' DIRECTION: East RATING: Novice ("Edwards" Launch) Intermediate ( "E II Launch) TYPE LAUNCH: Steep slopes TYPE LANDING: Large grassy field SOARABLE: Very. Arrive there early.

CAUTIONS: Crowded on weekends PROTOCOL/RULES: Current USHGA member

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TYPE VEHICLE REQ'D: Any TURN AROUND: 15 min.

CAMPING FACILITIES: Car camping in landing area

PROTOCOL/RULES: Contact Windsports Int'! (see below)

CAMPING FACILITIES: None

INFO CONTACT: Paul Burns (714) 678-5418

INFO CONT ACT: Windsports Int'l (818) 988-0111

SITE NAME: Sy Imar/Kagel

VERTICAL AGL: Sylmar -

1500'; Kagel -

2000'

DIRECTION: S-W; SW Typical

RATING: Sylmar -

Advanced; Kagel -

SO ARABLE:

Novice

SITE NAME: Crestline VERTICAL AGL: 3300' DIRECTION: W-S RATING: Intermediate (Novice in calm conditions)

TYPE LAUNCH:

Steep dirt slope

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TYPE LANDING:

Large dirt field at Pine Crest Air Park. Large adjacent fields SOARABLE: Yes CAUTIONS: Elevator 20' in front of launch. Rowdy in mid-day flying, hazardous mid-day landing due to dust devils and thermals in LZ (field LZ typically OK) PROTOCOL/RULES: $3.00 fee at launch; $2.00 fee at Pine Crest Air Park. Check latest rules at Air Park.

USHGA Membership required.

TYPE VEHICLE REQ'D: Any TURN AROUND: 45-60 min.

CAMPING FACILITIES: Primitive INFO CONT ACT: Pine Crest Air Park (714) 887-9275

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THE RIGHT STUFF SITE NAME: Marshall VERTICAL AGL: 2000' DIRECTION: W-S RATING: Novice TYPE LAUNCH: Grassy Slope TYPE LANDING: Large dirt field at Pine Crest Air Park. Large adjacent fields.

SOARABLE: Yes CAUTIONS: (See Crestline) PROTOCOL/RULES: None at launch. $2.00 landing fee at Pine Crest Air Park.

TYPE VEHICLE REQ'D: Any TURN AROUND: 45 min.

CAMPING FACILITIES: Primitive check at Pine Crest Air Park INFO CONT ACT: Pine Crest Air Park (714) 887-9275

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SITE NAME: Pine Flats VERTICAL AGL: 3000' DIRECTION: W-SE (SW Typical) RA TING: Hang III (Hang II morning & evenings, non-soaring flights) TYPE LAUNCH: Gentle slope TYPE LANDING: Pine Crest Air Park SO ARABLE: Definitely, fly to Crestline & Marshall Launches PROTOCOL/RULES: Unmonitored launch, part of Crestline flying area.

Check with Pine Crest Air Park before flying.

TYPE VEHICLE REQ'D: 2WD, 4WD if rain damage to road.

TURN AROUND: 1.5 hours CAMPING FACILITIES: Primitive INFO CONT ACT: Pine Crest Air Park (714) 887-9275 MISC: $2.00 fee to land at Pine Crest, but large adjacent fields are available.

SITE NAME: Vista Point (Palm Springs VERTICAL AGL: 1200' DIRECTION: NE RATING: Intermediate TYPE LAUNCH: Steep paved TYPE LANDING: River Wash SOARABLE: Yes CAUTIONS: Talk to local pilots PROTOCOL/RULES: Talk to local pilots

TYPE VEHICLE REQ'D: Any TURN AROUND: 30 min.

CAMPING FACILITIES: None INFO CONT ACT: Pilots at site MISC: Takeoff is at pull-out side of road

SITE NAME: Big Black VERTICAL AGL: 1700' DIRECTION: WSW-WNW RATING: Intermediate TYPE LAUNCH: Gentle short slope TYPE LANDING: Small, surrounded by bushes and downward slopes SOARABLE: Yes CAUTIONS: Landing area is small, surrounded with lift and sink PROTOCOL/RULES: Current USHGA member. Do not land in Valley! Valley landings are subject to arrest.

TYPE VEHICLE REQ'D: Any TURN AROUND: 30-40 min.

CAMPING FACILITIES: None

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MILESTONES

They Should Have Made New England Bigger

by Randy Adams

September !st was the beginning of the Labor Day weekend; I had travelled to Morningside Flight Park in Claremont, New Hampshire the night before and camped there. Two Canadian pilots, Mark Chicoine and Maryse Perron of Quebec, and I got an early start Saturday and headed out to Mt. Ascutney, just across the border in Vermont. Ascutney is a beautiful 3,000' northwest-facing mountain, and one of the best for XC in New England. Being a holiday weekend, many pilots were expected, and a party was planned for that evening. We got to launch at 10:15 AM and set up. Dozens of pilots arrived behind us.

The wind was straight out of the west and cumes had already filled the sky at 11:00 when I launched. I spent a half hour on the mountain looking for a good one to leave in. There was nothing spectacular, but I went over the back with 4,800' MSL and took my chances. I scratched and clawed my way down the valley behind Claremont, most of the time in zero sink, getting lower all the time. I approached Newport, New Hampshire very low; I was about 500' over the trees, spotted a gravel pit (the closest thing we have to a desert out here) and angled in behind it. I caught a very strong but turbulent thermal and worked it up over Mt. Sunapee to 4,500 '.

As I crossed the long Sunapee ridge I could see a small pond on the shoulder of the mountain, where, 25 years earlier, I had fished for small plump brookies.

On the back side of Mt. Sunapee there is nothing but woods for quite a while.

Looking down on all those trees I hoped my 180 Duck and I could figure out a way to stay up. After another ten miles of scratching I was headed down again.

There were a few fields five miles in front of me, and it looked like one of

MAY

1985

them had my name on it. But I caught another one at 1,000' and headed up again. My ground track was incredible and I could see the wind had increased; whole patches of forest turning silver below me. The wind was slowly switching to the northwest; I must have been moving at 60 mph or so when turned downwind.

I yo-yo'd my way along, never getting above 4,000'. I saw Manchester, New Hampshire coming up and angled left to avoid the airport there. As I passed between Concord and Manchester I spotted another "New England desert," but

this one looked like the Sahara. I came in over it at 2,500' and caught a boomer (500!600' up) but very turbulent. The increasing wind was blowing the thermals apart but the turbulence decreased with altitude.

I got to cloud base at 7,000' and pulling in the bar kept me from whiting-out.

That was the highest I got that day. I headed to the front of the cloud, Jost altitude, then headed back under. I stayed with that cloud for an hour, flying back and forth under it. After 30 miles I could see from its shadow it was dissipating, and knew it was time to

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MILESTONES move on. Looking ahead I could see the Maine coast, Boston, and, far out to sea, the sand dunes of Cape Cod. As I crossed the Massachusetts border, I realized I had a shot at flying 100 miles. I grew up north of Boston and knew exactly where I was. I felt like I was flying home. Ipswich, Massachusetts was ahead. I could see a big green rectangular field I had landed in four months before, and knew that was 96 miles. I was flying along the coast, mainly over water and salt marshes, not good thermal sources. At one point I was very low and it looked like I was going to have to land in that same field. I started yelling at myself, pounding the base bar: "You've got to stay up you jerk! Come on - 100 miles! I guess that worked, because I got back up.

When I finally passed Ipswich with 2,000', I realized I'd made it and started 11

laughing hysterically. You could say I was happy. Flying towards Gloucester was beautiful; sailboats dotted the coast, the ocean sparkled. I knew of a beach on the far eastern shore and headed for it. It was about as far as you can go from Mt. Ascutney in a northwest wind.

As I passed over Gloucester harbor I could see there were too many people on the beach to land, so I picked out a spot 150 yards from the water and came in for a squirrelly landing in gusty winds.

People started laughing in disbelief when I told them I'd flown from Vermont. The Goucester police arrived and they were laughing too. Several people asked if I was going to get back on board and return to Vermont. The country around Boston is fairly flat and no one had ever seen a hang glider before or knew that it was possible to go anywhere in one of the things.

I finally convinced the police I'd flown from where I said I had, and the Gloucester dispatcher called Morningside for me. Lovely ace pilot Barb Kramer, who lives nearby, let me borrow her truck, and three hours later I was back in Vermont. The Labor Day party was in full swing and my helmet size grew as fellow pilots and good friends congratulated me. I couldn't have celebrated with a better bunch.

I'd flown 107.86 miles calculated by the great circle method in 4 hours, 24 minutes, and landed at 3:30 PM leaving a sky full of nice cumes above. I'm not saying I woulda, but I coulda gone another 30 or 40 miles if I hadn't run out of land. New England is an incredibly beautiful place to fly, but they should have made it bigger. (Well, there was that little rocky island with the lighthouse on it. .. nah.) • --~--------·-__J

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AFRO ELECTRONICS USA, ADVANCED AIR TECHNOLOGY

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.

About cross-<:ounlry tlylng: XC potential of your area. Training and supplies for your ground crew. Advance planning. When THE day arrives. During the flight.

About competition flying: 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-flycalculatlons: Dolphin vs. classic flight. Your glider's polar. Techniques for gliding furthest, fastest. Speed rings.

Please rush me _ _ _ copies of Hang Gliding According to Pfelffer:Skllls 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 $.60 sales tax per copy. Total enclosed:$ _ _ _ _ _ _ __ Name:-------------Street: _ _ _ _ _ _ _ _ _ _ _ _ __ City: - - - - - - - - - - - - - - State/Zip _ _ _ _ _ _ _ _ _ _ _ __

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

,,. Dealer inquiries invited - 714/497-6100 ""

486 Alan Road, Santa Barbara, California 93105 (805) 687-3119

DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS! NAME USHGA# _ _ __ OLD ADDRESS _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __ NEW ADDRESS _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __ LAST ISSUE RECEIVED _ _ _ _ _ _ _ __ (Please allow four weeks for Processing)

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

USHGA, Box 66306, Los Angeles, CA 90066

HANG GLIDING HELMETS High Quality Hang Gliding Helmets. Reinforced fiberglass meets 0.0.T. standards. Lightvveight.

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DEALER INQUIRIES INVITED

Flight Realities do 1831 Clove Street San Diego, CA 92106 (619) 455-6036

the first opportunity to tly the new "HP" arose, I was enjoying a pleasant autumn afternoon of coastal soarat 'forrcy Pines, California. Aware of the 'Advanced or above "pilot men!, I approached this glider with both an· ticipation and caution -anticipation spurred by the reported excellent performance, and caution due to alleged handling "problems" of this high aspect ratio, low twist, competition-oriented Arter a thorough harness check, I moved toward launch. Moderate winds caused lit· tic problems in ground handling, and takeoff was uneventful, without need for assistance.

Once airborne, the HP transmiltcd a comfor1ablc of stability, while providing quick control response through light bar pressure in both pitch and roll. Although l was able to soar my tmfamiliarity with controlling the HP was evident on this :lO-minutc introductory !light. Although I was never scared, I was a hit confused at times, as ovcrcontrolling in roll was an e,w ly problem and to l'ly arc a bit different. Even though the HP seemed somewhat yaw unstable at altitude, landing proved to be straightforward, as the glider 16

feels stable once entering ground effect.

A few hours of were performed in the smooth sea breezes of 'forrey Pines prior to my first mountain Jlight at Edwards Bowl above Lake Elsinore, California. On this day, light winds provided sustainabk ridge lift, and a good rate gcncrntecl thermals to lOOO feet above takeoff altitude. Carrying the HP toward launch in a wind-shadowed area, it was easy to a slightly "tail heavy" static balance. With the additional head wind on launch, the HP balanced and takeoff in these light conditions was easily accomplished. Although the HP's excellent sink rate enabled me to my unfamiliarity with ther· soar easily, malling this kepi me relatively low at first. Turn coordination and maintenance of proper continued to be the major problems. The HP is mildly "spirally unstable" (tends to stay in turns) and as a result, over-banking was a problem. Once I settled down and established shallower bank angles and reduced airspeed accordingly, the HP to make me feel at home.

CJ1,ang111g weather generated by a passing

cold front prompted my return to 'forrey Pines to fly the HP in moderate post-frontal winds and the associated unstable conditions.

On this day, several informal performance comparisons were conducted, first in sink rate rnatching the HP piloted by myself against various Sensor 510 VG's flown by pilots of Advanced or above ratings, at a variety or wing loadings. Results seemed to indicate little dil'fcrcncc in height between these gliders in ridge lift. although the HP appl:arcd to climb al a slightly slower rate.

Glide performance comparisons were then conducted over a three-mile course, once again matching the Sensor 510 V.G. (equip· peel with streamlined kingpost and down tubes) against the HP (outfitted with round tubes) this time at nearly identical wing loadings. Results seemed to reveal no clear advantage by either design in this area of operation at airspeeds from 30-45 mph. At these higher speeds, the HP became very sensitive to pilot control inputs, especially in roll control. Pilot induced roll oscillation;; arc a distinct possibility at these speeds, and some discipline is required to prevent over-control.

HANG GIJDING

Subsequent to these flights. one particular of soaring at Edwards Bowl impressed on me 1hc total performance of the HP. Prior to this day. I had flown the only when good soaring conditions prevailed. On this day. the conditions were less than ideal. High clouds and a mild inversion grcclC:d our arrival ,it the set· up/launch area. Several pilots were already soaring with maximum gains or JOO 200 Jcct as I prepared for takeoff. The HP's quick control response allowed me lo work a small 1hermal shortly afler cn1cring the air. Light bar pressure allowecl a margin of comfort while righting the somewhat turbulent air.

Within a Jew turns, the HP was solidly cored and climbing at a steady 200 fr'.ct per minute.

The thermals this day were small in diameter and rather hard to work, but the HP's c:x ccllcnt handling characteristics enabled me to soar with case. !\!so apparent on this day was the ability to climb at somewhat steeper bank angles (to 45 °) while rct:m1mg an impressive level ol' sink rate performance.

This is a case where a great sink rate is enhanced by excellent handling qualities to provide the HP pilot with an impressive overall performance l'"'-~" 14 c:.

Landing lhc HP is basically straightfor ward, and should offor no major problems.

The "new" HP pilot may need to make a lcw adjustments when dealing with increased glide angle and speed range: performance.

Set up a long straight final approach direct·

The llP sports a total of 31 battens.

MAY

1985

ly into the wind with an airspeed of best LID faster. llsc pitch control to remain cffoct while bleeding off excess The HP will fly at a surprisingly low airspeed, so he patient. !\ good flare properly timed will result in t'.Cro ground landings, even in the lightest wind conditions.

This glider displays little tendency to tip stall ancl even crnsswind landings can be achieved without "dropping a tip." The HP will perform impressively steep descents on landing approach. Although this design will not match the parachuting capabilities of a Skvh,1wl,, it will remain directionally con· trollablc at very low airspeeds. For short field it is suggested to approach with only cnough airspeed required for sale control. The HP retains surprising glide performance even at mush speed. and excess airspeed quickly converts into addi-· tional points of glide angle. (Which can gobble up landing space in a hurry!) !\ kind of valve" docs exist for the HP pilot in the short field landing situation. ln a shallow turn, the glider can be cffcc"slippcd" on the inboard wing tip. This maneuver is initiated by intentionally stallthe inside lip, which docs not seem to affect the radius of the turn, but docs increase sink rate. Recovery from this "slip" is predictable, with the addition ol' proper airspcc,cl. It is recommend .. eel that this maneuver be practiced at a safe altitude until application of proper airspeed for recovery is fully understood.

Perhaps the most obvious clifkrcncc be· tween tbc LlP and other popular designs is the elimination of the keel pocket. Some may find this shocking, as the floating keel pocket has been a standard fr.:aturc for improving the handling of our defined airfoil flex wings gliders !i.)r many years, not only in this conn· try, hut around the world. Through the development of the HP designers Steve Pear· son and Mike Meier learned that the keel pocket effectively compromises the purpose for which it was in\cndcd. They iliund that elimination of the keel pocket o!krs several advantages in overall operation. The floating keel arrangement allows the pilot to hang at a point closer to the wing, without chang .. the suspension length. In flight, this relates to greater control authority in both pitch and roll. !\ shorter pendulum between and pilot also provides quick response I hrnugh less damping effect, while the (foaling keel establishes light control pressures.

Ground handling is also less awkward than

with a conventional l'loating keel pocket design. The: HP transmits a very solid fi.:cl through increased sail and frame rigidity. !\!so, the pilot closer lo the by the center allows added of mass closer 10 the pilot\ body.

Furthermore. by eliminating the keel pocket. the HP rcclucc:s drag in these ways: I) By removal of the pocket itself and its associated area. 2) By moving the pilnt closer to the wing in the slowed l'low field.

3) By fully enclosing the keel itself within the double surfocc.

Because of these changes, the HP displays handling characteristics which demand special techniques for roll control. 'fo init iatc roll the HP pilot should not pull in to generate extra airspeed prior 10 application of roll. Rather, the pilot should npply roll control with the control bar at a point in tcrsccting the pilot\ body at around the chin.

With the: bar in this position. a sharp lateral movement will prod11cc a rapid turn response.

When initiating a turn with the control bar at a position corresponding to higher airspeeds (from shoulders to waist) the ap· plication of control is a hit different. When roll is initiated at these higher speeds, the HP responds with increasing bar pressure and sluggishness. Correct pilot input in this instance is to move laterally, then as in· creased bar pressure is advance the bar out sharply several inches. This sharp

Streamlined downtubcs. Note minimal keel pocket. Photos courtesy Wills Wing.

17

011tward p11sh will c;1usc the glider to ml! quickly. Once roll is est;1hlishcd, control pressure c:111 be relaxed, as coordination or the turn can be accomplished with ;i slight the push. When control is applied HP coordinates turns very well, with a minimum or pilot input through li)!ht control pressures.

The HP produces an wide ran)!e. Although my hook-in is 175 pounds (1.4 lb. the I-IP achieved a sustained speed or 50 mph with a pull on the bar to the pilot's thighs. Certainly, higher speeds can be attained through body contortions. However, usable performance at these speeds may be compromised. Perl<mrnmce at from 20 to 45 mph seemed quite usable throughout the range.

For pilots familiar with any Wills Wing of the last few years, the HP scl--up procedure would oiler fl:w or dif~ ricultics. The hmdwarc is, for the most parl, identical to that appearing Dn the Skyhawk or Duck. Set,up procedure is very similar lo the [luck. Obvious di ITercnccs would be some additional ribs. The HP top surl)icc ribs, plus the nose rib, and 8 in the: bo1tom surli1ce, for a grand total of JI bal\cns.

This will slow your set-up time somewhat. hut it can be accomplished by one person in 20 minutes. The method of tensioning the crossbar is by triple looping a or pcrlon, producing a mechanical advantage, reminiscent of' the Comet. Tht: keyhole tangs for motmting the f'lying and landing wires are simple, but demand a cc1tain "technique" when inswlling. This procedure is not diF ricult to master, but docs require some practice.

Sail cut for the HP is in a spanwisc layout.

18

;\II HP trailing edge panels an: available in white only, and 4.4 ounce cloth is recommended. A wide r:rngc or colors, including spcctrnm and rainbow is available in J.8 sailcloth, which is recommended for and both top and botlom surface applications. All sails display ample reinforcement at high stress areas, and very good craftsmanship is apparent.

A newly revised owners manual is in the works at the time of this writing. Wills Wing president Rob Kells promises this manual to be th,: hes\, most comple\e ever oi"l\:n,d, with sections set-up and breakdown pro, ccdurcs and lots of photos depicting each sequence. Also inclmbl will be sections covering tips l<ir takeoff and landing as well as in-rlight handling techniques, tips 011 transport, storage and preventative maintenance and a service schedule. In addition, a technical section covers tuning tips and with frame component breakdowns in graphic detail to eliminate confusion for disassembly, repairs and reassembly. Finally, the manual covers all certification data. Included with each new glider is a rib chart with directions for use, a spare parts kit and a Wills Wing team cap.

The storage bag is rully zippered with a well thought out combination of pads, tics. and caps to protect the glider in transport.

In the past, I've heard that hang glider dcsigncrs arc frtccd with a trade-off bet ween handling and pl:rformancc a sort or "can't have om; without taking away from the other" situation. The Wills Wing HP not only displays speed range and performance ca11at1,1l1\1cs attractive to th,; competition and cross-country pilot, but has handling qualities sure to please the recreational pilot as well.B NEXT MONTH: THE SENSOR 510-VCi

HP BOX SCORE (I Poor. 2-hiir, 3-Good. 4Vcry Good. 5 Excellent)

General Clrnracleristics Set up time/case.

Ground handling Static balance Frame hardware/finish .

Sail quality/craftsmanship

' ' .4 '.'1 '.If

Flighl Characteristics Hamlling low air speeds Handling high air speeds Bar pressure- roll Bar pressure- pitch Roll control initiation Rol I reversal (45 ° to 45 °) Yaw stability .

Turn coordination Speed range Sink rate perrorrnance .

GI ide angle pcrllmnancc .

' ' ' ' '' ''' .4

.4

Flare authority Parachute ability.

Directional control at mush speed

HP 170 (66 lhs) 170 lb pilot IJ lhs./ft.' wingloading stall speed l6 mph indicated !Op speed 50 mph indicated Pilot prol"iciency rloquircd: Hang IV or above Suggested retail price: $2,500 HP FRAME COMPONENTS

All frame members 6061--T6 unless noted.

Keel is 11 '4" x 1/1" x .049 w/outer sleeves.

Leading edges arc 19 '6" x 2" x .049 w/4' inner sleeve.

Cross bar is 9 '9);;' x 'Ii " x .049 w/4" inner sleeved ends.

Control bar base tube is 59.78" x IY{ x .058.

Control bar leg is 69.5' x I Yi, x .095.

Control bar corner brackets arc stainless steel.

Kingpost is 54" x l~t x .058 w/a 36" x I" .(l35 inner sleeve.

Washout struts arc J]" x -li\ " x .049.

All battens arc :Vs" w/arrow shaft 115--//10.

Nose plates arc aluminum.

Crossbar brackets arc alu111inun1.

1

HAN{; (,l.!D!N(;

BY

WALT

DODGE The Competition (In our last episode, the team leaders were chosen and the meeting took place between the two factions to decide the rules to be followed and gliders to be flown. It was also realized that these newcomers were capable of'speed of thought'.flight, and their entire society was geared around the mind. The pilots from the far future took a bit of getting used to, due to their not all being human, but it was soon realized that they were as congenial as any. Realized by all that is, except Todd.)

The

meeting went comparatively well.

Since the intergalactic group was sponsoring and producing the meet, they established the rules. Grebs and company, as the challenged, were able to pick the glider to be used. This decision had to be tempered by some of the participants' inability to utilize a total weight-shift machine.

"Before you decide on the craft," began Kreet, whose thoughts were as plain as if he were speaking, "you really should know the format so your choices will be the optimum."

"In my day," Grebs responded, "the most highly regarded format was the one-on-one.

That is, two pilots racing around a course against each other. Winners flew winners, and losers flew losers, until a pilot showed himself to be the best by winning the most rounds."

Bornakornig spoke up, "We're versed in the one-on-one format, as well as the next stage your competition went through, called 20

T.E.T., as an example of ancient ·competition styles. We have found that it is pure compost."

"Compost?" questioned Todd.

"Yeah, crap!" answered Woody.

"Oh." Todd was starting to get the gist of the manner of speaking used by these alien forms.

"The one-on-one," continued Kreet, "was a total act of futility. It really didn't show who the best pilot was, or who deserved to win.

Over the centuries we have found that the winner is best designated as that individual who handles his craft the best, the one who becomes part of his flying machine.

"Hence we have established a format that is 'free-style' in nature. Consisting of three events, the competition uses not just a few, but all tasks necessary in flying. The pilot placing highest will have established the best record of accomplishing said tasks."

"Just what are these tasks?" asked Mark.

Ta broke in with a loud burp, "My, but that beer causes a rebellion in the gastric system."

"Yes it does," mentioned Woody. "But while you seem to have everyone's attention, go ahead and explain the events."

"OK," said Ta, moving his face-plate around to look at everyone. "The first event is a slalom race. As in your ancient sport of snow or water skiing, a series of gates are arranged that must be negotiated. The winner is that pilot who completes the course in the fastest time."

This time Betty posed the question, ''What happens if a gate is missed, and what are the gates made of? " Zoo, who had been sitting back listening to all this, couldn't contain his basic sarcastic nature any longer. "They're made of wood with a little latch and a doorbell. And if one is missed, an investigation team is organized to see if it can be found."

"You'll have to excuse Zoo," broke in Kreet. "He automatically expects people to use common sense.

"To answer your question, the gates are colored light beams, shining into the air, which must be rounded by the pilot's body.

The glider wing may cut the beam, but the pilot may not. If a gate is missed, the pilot gets a disqualification for that event and earns no points."

"I suppose if I had spent most of my life competing, that would have seemed a stupid question. Thank you anyway for clarifying it. 11 "Don't let Zoo bother you," mentioned Woody to Betty. "He has this typically sarcastic nature. Nothing personal is intended really. It's just that everything that comes out of his mouth sounds sarcastic."

'Anyway, to continue, the second event is the aerial freestyle ballet, where a pilot dances his glider to a piece of music of his or her own choosing, the point being, of course, precision glider control. Aerobatics are welcomed and encouraged; in fact, if you want to win you had better incorporate some into your routine.

"The results of these first two events will decide who will participate in the last. Only the top five pilots get a shot at the final task."

"Why?" asked Mark. "What is so special?"

"The final event," Kreet interjected, "involves a very rare third element. A life form that was discovered on one of the outer· planets on the opposite side of the galaxy from you must be chased and captured." ''What the hell does that have to do with flying?" burst Todd.

"Everything," continued Kreet calmly.

"This life form is a sort of mixed up cross between man and bird. In your very ancient mythology, a creature known as a Harpie existed. This is sort of a Harpie, but without the bad connotations.

"The Harots are very intelligent and agree to participate in our games. They find it quite humorous to see non-flying creatures try to outfly and capture a flying creature."

"That shouldn't be too hard," spoke up Todd. ''We out-fly and out-maneuver hawks and eagles now."

Kreet was silent for a moment. "That may be true. But do the eagles fight back?"

"Fight back?" yelled Mark. "Now wait just a minute. A competition is one thing, a war is another."

HANG GLIDING

"There is no war. It is just that in order capture the Harot, both offensive and defensive tactics are required. Only the best will be able to do it."

"How is it caught?" asked Grebs. '1 never witnessed this part of the contest."

"Using an energy beam," answered Ta. "One of very narrow focus, so precision is mandatory."

"This puts a bit of a different light on the competition." Mark continued. "Of course, we have read about many different kinds of contests in our history, but to do a battle of sorts with some kind of living being we find distasteful. You will have to give us a few moments to discuss it."

"By all means," responded Kreet, "just remember that the Harot fights to ward off capture, not to injure. The capturing of this nimble creature seems to verge on the impossible. Even the best pilots of our time fail so frequently that this event has become the ultimate in the game. Without it the winner cannot receive the freedom."

'J\bout that freedom," broke in Todd.

"Freedom from what?"

"Why, to be the winner and have the freedom of flight."

"I believe I understand," said Mark.

"Come on, we have to talk."

To Mark, Grebs whispered as they walked into the next room, "Ten-to-one they already know what our decision will be. Thought process, remember?"

"I've never forgotten. If my research is correct a contest is won by tactics as well as skill. We must out-think them as well as out-fly them."

"That won't be easy to do."

"No one said it was" agreed Betty listening in. "But we have to do it all the same."

Upon arriving in the anti-chamber, Mark adjusted some controls that caused the electrons in the atomic structure of the walls surrounding them to move erratically. They didn't want to be eavesdropped on and would utilize every device to prevent it, no matter how futile. He realized the process of the thought patterns had nothing to do with the surroundings. But he hoped the interference would throw them off a little.

Turning to the group Mark said, "Do we have to do this at all? That's the question we have to decide once and for all."

"I thought that was decided," interjected Grebs.

"I thought so too. Then they go pull this battle stunt. I just don't like it."

"How do you think I feel?" asked Grebs.

"I'm the one they had start the whole ball to

MAY

1985

rolling. This new angle is quite a surprise to me."

"Hey, what am I hearing?" demanded Todd. "I'm supposed to be the pessimist 1 Look, to quote Grebs; we have as· much 'go fot it' as those clowns do. I don't like the way they constantly imply that the game has already been decided, by themselves and by these Harpie things."

"Harots," broke in Rob. "Whatever. Anyway, these clowns have come here, and reading our thoughts, challenged us to a contest. Fine! Let's give them one. If these," to Rob, "Harots, are all that bad, they wouldn't go up against them.

Don't forget, they are competing too. If there is a danger, the exposure is to both sides.

"Didn't you notice the pause Kreet gave when I mentioned that we could outmaneuver a hawk? Maybe their mind reading didn't tell them everything. Maybe there is a way to block or mix up this thought process of theirs, or, better yet, reverse it so we know their thoughts."

"There is one thing we can do," spoke up Grebs again. "When I was witnessing their games, the one thing that stood out was the seeming sense of fair play. They have been flying against the Harots a long time. We could demand to be briefed on how to battle these things. Fair is fair."

"Good idea," said Mark. "OK, then it is obviously decided that the competition is still on, and that we accept this deal with the Harots, with the stipulation that we are taught how. Now, what kind of gliders do we stipulate? This is our ace-in-the-hole, as Grebs would say. Let's use it to the max."

"I wish you guys would quite quoting me.

It's unnerving."

Betty walked over to him and tweaked his cheek. "It's because you 're so cute. 11 "OK, cut it out you two, or I'll tell Kris," declared Mark, which caused a moment of release from the tension.

"Three events," said Rob. "One requiring speed and handling, the Slalom. One requiring aerobatics, the Ballet. And one requiring whatever it takes to catch a bird.

"I recommend we use the gliders of our period for the slalom. Whatever we do, we have to have an edge so let's handicap them by not using theirs at all."

"Good point," Todd continued the idea.

"For the aerobatics we should use the gliders of Grebs' period, only beefed up to present strength specifications, and go back to our present gliders for 'catch the birdie.' 11 Mark asked, ''What about Ta's not having hands to push? They're used to thinking their

gliders around the universe."

"In all fairness," interjected Rob, "this should be talked over with them. We don't know what their capabilities are to utilize our ships. As long as the final decision is in our favor, we can have them join in on the discussion."

"Before we go back in," began Mark. "is there anything further to discuss? " "Yeah," spoke up Todd. "What about this freedom thing?"

"I believe it is held as a great honor to win the game. I got the implied intent from Kreet that sometimes no one wins. The Harots defeat all the finalists. Therefore if there is a winner he has the freedom of flight. He has proven himself equal to the natural flighted creatures."

"Makes sense," commented Todd.

Everyone nodded in agreement. They they all got up and proceeded back into the main room.

The meeting continued and the discussion, though they started off under a bit of tension, eased. Mark, Grebs, Rob and Betty felt the sense of fair play Grebs had described.

Todd maintained his doubts. It was his nature.

Unlike most competitions of Grebs' period, everyone was in agreement on the rules and the use of gliders. Kreet and company could augment the glider designs to fit their bodily configuration without compromising the design characteristics of the craft. It seems they anticipated this decision and had already come up with the necessary equipment.

Actually it got quite friendly during the meeting. Once it was realized that the idea behind competing, in the fashion of Kreet's time, is to put skill against skill in a friendly manner, not to see who can stab whom in the back, the whole group had a good time and everyone was looking forward to the games.

Woody was more than happy to teach, through telepathy, the Harot challenge. Having been defeated five times, he was starting to know their tricks.

Zoo instructed everyone on the society of the far future. Rob liked learning by telepathy. An entire course of instruction could be taught in an hour, volumes of written works learned in a few minutes. They definitely did know how to use the mind.

After all was said and done, and the date of the meet set, farewells were given and the visitors departed to prepare. • CONTINUED NEXT MONTH 21

World Team

Cash Reserve 1-

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Name

World Team Fund

USHGA Cash Reserve

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Terry Miller Campbell Bowen Rochelle Champion SAN JOAQUIN WINGS Joseph Zagarella Scott Barrett Richard Newton 20 James Fall 5 Joanne Bliss 15 Richard Reynolds 3 Vincent Davis Edwin Smalley 4 John Langham Charles Maas 2 Doug Hertzog Bettina Gray 100 Steven Fry Lawrence Edwards Kurt Dilley Dick Pfeiff 12.50 Al Davidson 6 Sarah Kurtz 3 D.W. Schmarr Il Nathan Granger Terry Bolstridge 5.25 Jerry Dodgen Lauretta Klockars Gary Vandenberg Geoffrey Barker I Les King 10.50 Ted Paulson Dietrich Gage 10 Craig Johnson David Embertson Angelo Mantas

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Name Robert Atwood Jack Steelsmith Dick Heckman Daryl Maybee Doug Vandevere Kurt Aronow Ernest Hoffman Donald Clark Jim Stroup John Forness Dan Demaree Peter Kelley Alice Stapleton Mary Carreras Errist Schneider Robert Nelson Walter Sll)ith Adam Trahan Johnny Ray Walt Dodge Jim Farrens Luigi Chiaranl Brian & Pam Scharp Richard Cobb Paul Toce, M.D. Greg Ward Warren Case Louis Crowder Warren Richardson Cliff Primmer J.C. Brown Daniel D. Koch Michael Reedy NORTH TEXAS H.G. ASSN.

World Team Fund

World Team Fund

USHGA Cash Reserve

($)

($)

Name

20 10

50 IO.SO 10 5.SO

Kathleen Hi! Charles Rebert Philip McMeans Lawrence Small William Manning Dwight Donaghue Peter Murray Curt Graham Edward Andrews Stephen Smith Tim Carter Walter Niemi Tim Edwards David Gil, Jr. Frank Wagner John Johnson Jeffrey White Steven Niedziela Tad Eareckson Scott Love Mark Mincey Patricia Montreuil Mike Fitzgerald Martin Beckenbach Luke Alston Joe Brennan Henry Pulkowski James Wright Aaron Swepston Brian Cassetta Dan T. Meenaach Wally Bolstridge John Berger James David, Jr. Randy Cobb

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5.50 15 10 10 5 IO 5 .50 30 5 5.50 44.50 IO

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10 IO IO 15 7 50 IO

15 8 IO 100 30 10 10 10

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MAY

1985

Name William Murdock Richard Lundien Gordon Ivey Jim Meador Royce Anderson Rich Collins Glenn Wimbish Ken Happich George Whitehill Hardy Snyman David Gray Doug Swenson James Maxfield Richard Fuller Hanspeter Stossel Paul Petersonn Glen Volk Dan Porter Leo Buchanan Roy Caton, Jr. Bruce Knowles Matthew Wagner Terry Mackintosh Charles Malloch Pete Lang Juan Soner, Jr. David Young Robert Haverstraw Paul Gaston Patrick Brooks Jim Walsh Campbell Bowen Brian Wieneke Mark Stump James Goehl Bill Misiaszek Keith Murray George Emmerthal Joseph Todaro Edward Gore, Jr. David Ross Robert Brake David Catlett Arlen Cravens Albert Prisner Richard Ernst Joseph Basciano Bob Kreske ROCKY MTN. H.G.A. Michael Boerschig Dave Stawicki Warren Fore John Thoe Joseph Fiano Robert Boolukos David Engel Erick Mathers John Forester Rex Baldwin Scott Smith Tim Reilly Jean-Michael Bernasconi David Lockwood Larry Newby Greg LaMadrid

World Team Fund

USHGA Cash Reserve

($)

($)

IO 10

5 IO

IO 5

5.50 5

IO

1.50

5 10 25 10 10 IO 30 IO 12.55 25 70.50 20.50 IO.SO IO 15 15 IO 5 15 30 10 IO

5 10 5 5.50

IO 2

10

IO 16

4.50

IO IO.SO 5 5.50 30 IO 7 20 25

5 7 10 7 7 6 25 5.50 30 10.50 15 15 30 15 20 5 10

4

5 5

5 10 6 100 10 5 20.50 5 20

Name Donald Jones John Wright Greg Tettemer Cliff Taylor Gary McCahill Mike Trozera Chris Farbolin Tom Sapienza William Frazier Harold Fields Jim Painter Bob Woodward Richard Luddine Mike McAndrews Bill McKinney Paul Startz Gus Johnson Stephen Urbach John Osborne Mary Davidek Jess Moon Donn Baumgartner Jeffrey Wade Grigorious Katidiotis Charles Raiola Karen Truumaa David Ductor Don McGinnis Peter Simonis Carol Rauch Randy Enger Terry Wilkins James Minnis Ken Schreck Jeffery Bowman James Manning Allen Watson Dana Roosevelt Pat Cannon Ray Decker Michael Markgraf Roger Janson Wilbur Batman The Fortners Richard Donley Peter Wellhofer Mike King David O'Neal James Brannigan Donn Baumgartner C.T. Battle, Jr. Edward Gama Joe Greblo Seattle W.T. Ford Fly-In Robert Coleman Edwin Sward Brian Golden Gary Pax John Armstrong Frank Tucker III Randy Newberry David Witherspoon Nelson Kenyon Robert Miller J. Dee Theobald

World Team Fund

USHGA Cash Reserve

($)

($)

10 5

IO

5 5

5 10

5 10

Name

10 10 20 16.50 .50 .50 9 20.50 4.50 20 6 2 20 10 10 50 30 10 9.76 20.50

45.50 15 IO IO 51

15 IO 20 25 4.30 5 3 10 3 3 25 10 10

15 20 5 6 6 5.50 3.50 25 10 10 25 15 20 10 20 100

.so 10 10 10

.50 10

135.14

.50 20 15 5.50

10 1,000 5

World Team Fund ($)

Larry Schuermann William Boling Mike Smith 5 Frank Gillette 5 Charles Pickens 4 Barry Price Richard Klinger Ron Blake Henry Boessl David Deshler 3 Manuel DaRosa Kirk Erickson James Hall Richard & Rose Mullins Larry Bowman IO Robert Black Chris Frances 40.50 Bev & Karl Campbell 20 Gail Inman Pat Troy Arthur Kassell lII Maruice Gagnon Jon Dawkins IO Tom King 25 Eric Worrell 5.50 Daniel Wilde Del Harmon Robert Crowell THE CLOUD STREET GANG MAUI SCHOOL OF H.G. Linda Trueblood Scott Priegel Phillip Vance 2 Daniel McMannis Jim Taulman Del Belyea J. T. Boscole Russell Paige Steve Tubbs Dudley Mead 25 Katherine Yardley 10 Thomas Camire Dale Still Doug Alfolter Paul Meyerhoff Jim Trudo Ron Ober John Russell, Jr. Jack Coddington .50 Mary Paluska Vern Ostdiek Charlie Gillespie William Lowe John Lane III Jeff Reynolds David Wild 15 John Kehoe 20 Fred Mellon 15 Eddie Tadeo, Jr. 15 John Volk 13 Bill Bennett, 246.91 DELTA WING CALIFORNIA CONDORS, MARINA, CA

25

photo by Pork

Stew Smith

Rich Pfeiffer

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

"This glider performs the best and it's easy to fly! Bar pressures and roll rate are no problem. The VG lets you fly it any way you want. It's perfect. " -Jon Lindburg, San Diego, CA "To win major competitions a pilot needs the best performance available, with the ability to execute in all conditions. The VG gives the 510 top LID performance while allowing the glider to thermal efficiently, even when good handling is mandatory. Other gliders may be able to perform equally at their specialty, but in world class competition and a variety of conditions the Sensor proves to be superior.''

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.

-Rich Pfeiffer, Santa Ana "I have flown with many excellent pilots on state of the art equipment. The certified Sensor 510 160 VG has the best climb rate especially in light conditions, and the best L ID and sink rate in the 30 mph range. With the VG system, I can select the best wing tension to launch, fly and land easily, which gives me the safety and confidence I need to maximize the existing conditions. " -Stu Smith, Grandfather Mt. , N.C. "It out sinks everything, has a wider speed range, and the sail stays clean going flat out."

-Bill Liscomb, Leucadia, CA "On my second flight with the 510 I pulled off 45 miles. I especially want to commend you on building a glider with an ingenious design and real integrity.

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

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

Fisher, winner of the '84 Chelan Classic and the Snm+ino Sherry Kindle-McMinn, courtesy Chelan Valley Mirror.

by vl11shb11;1on has been chosen to be the sileji;r the 19R5 U.S. National Glidinf? Championships. 111e Nationals IVill runfiwn .July 13th throuf?h the 21st, the bes! time <!/' year .fi;r cross country 111 Chelan. 77w tasks are planned to all be aoss country racing to Chelan is flying site and lam loolcing.fr1rward lo sharing all the fun r!f'Jlying a/ Chelan with rhe people heading here .fiJr the Nationals. llw .fhl/owing two ar1icles describe both !he site and the two competitions held at Chelan in 1984. Both of'the meets were grem everyone successes and a bunch <Jf'.fim involved. '/he Cross Classic involved six days rJj'opcn distance 1·m11pe1i1ion and was !he eighth highesl point meer in the US. in 1984. The Casrnde Gmnd Prix Ji:atured three coumry mcing lo goal and tied.fiJr the sixth poilll meet in !he U.S . ./<>r l9R4. So, sit hack, en MAY

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illustrations hy thl'SI' arliclcs, and gel

to mme

lo Ch!'lan Ji!I· the Nationals in July.

Mark L Chairman, 1985 U.S. Na1ion11/s Planning Comm ii tee

ED/'IOR'S NOTE: '/J1is month 1vc arc very honored and pri1•ilegcd to have f?l/est editors Slew· !lo/lister 11nd Mark Ken· suhmit this magnifil'rnt special sec-

tion m1 North1vest j#,'re sure you 're going lo enjoy the .flving stories, site infi>r mmion and tips. !hanks to Steve and Marl<. vii-rt like to make .\'f!C'Cial.fi'aturcs like !his a 1hi11g here 111 Gliding. lf'you or your lorn/ duh would like to C//Tllllf?C sin1i!arj<;r your area, please con· /act 11.1· al USHGA.

7/4

minus Joe Evens, eastern deser1 pilot, arrives early to get a fow flights in al the But1c with Scolt Rutledge and other locals before the con1cst. Well, Joe has never flown Chelan Butte and wants a lit tic airtime lo get a look at the area. His firs! !light is 109 miles, setting a new site record and. perhaps, his name carved in stainless steel in the city park.

On this note, the Third Annual Chelan Apparently someClassic is about to one forgot lo tell Joe that a hunclrecl-milc night is impossible from the Bul!c. And of all things, Lee Fisher, the 1983 Classic win· ner, sinks out and finds himscl r spending the rest of the day retrieving Joe. Dr. Dave r,it .. tle whose 94.S.·milc Buuc record hacl fallen, hears the new of Joe's Fourth of July flight that same Dave hurriedly rearranges his schedule so that he can ar .. rive a day earlier than he planned.

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SC.ALE

7/S - minus 2 days The strong westerly winds that descend from the Cascade Mountain range every night persist through the day. The handful of pilots already on the scene choose not to fly even though the Butte is definitely ridge soarable. They feel the thermals are too torn up for "serious flying." Instead they settle on some "serious play" in the lakeside resort right at the foot of the Butte.

This year's Chelan Classic is again structured around two firm priorities: #1) You will have a good time, and #2) All proceeds raised by the contest go to charity. The recipient for the 1984 event is the Special Olympics. Steve Hollister and Maureen Rhay, owners of Aerosails Hang Gliding School, believe that to fully enjoy the freedom and magnificence of our sport, you have to keep a little charity in your heart. They admit that that might sound a little corny but by the end of the contest, both main priorities were well met.

7/6 - minus 1 day Dr. Dave arrives. A few more Oregon boys saunter into town. Bruce Case arrives from Lake Elmo, joining Doug Johnson, also from Minnesota. Ken Brown arrives. Stu Cameron arrives from B.C. Canada. Steve Hill from New Mexico arrives. The strong mouuntain night winds subside and a typical Chelan day arrives. Good flying topping out about 9,000' MSL, and good XC flights but nothing close to Joe Evens's Fourth of July flight. In the evening the throng of local pilots begin to arrive. The general atmosphere is subdued excitement reflected best by the usually energized Dr. Dave who calmly wants his record back.

Morning finally breaks and Chelan has 28

OF

CHELAN AREA

l!!JlA56EAATE.D

glider-topped rigs at every restaurant in town, a scene that becomes too familiar for the next week of back-to-back contests. Pilots begin to gather at the hang gliding monument in the city park for registration and pilot briefing. The city of Chelan has in their twenty-acre lakeside park the world's largest monument to foot-launched soaring, a sevenfoot carved wooden eagle mounted on a twenty foot pedestal. A stainless steel plaque commemorates each year's Chelan Classic winner and each year's longest XC flight.

Most pilots turn in sponsor sheets and a quick estimate based on the '83 Chelan Classic indicates that over a thousand dollars will be raised this year.

Steve Hollister nervously begins the briefing with the basic rules of the contest. In the six days of the contest, the distance of the best three flights will be totalled for each pilot's score. Open launch, open window.

Mid-flight landings are allowed. (A rule which had more to it than most pilots real-

ized - more on this later.) Pilots may fly any glider that they want or can get their hands on. (Ken Brown demos a lot of gliders during the contest, to the delight of many pilots.) Distances are measured straight line on a U.S.G.S. map as best as can be determined from the smaller map that each pilot must have signed by a witness upon landing.

Distance turned out to be quite accurate since the pilots could exactly pinpoint their point of impact on the big map. Lastly, and most importantly, everyone is reminded that they are to have a good time. The ensuing migration to launch is a sight to behold for the locals who have enjoyed this outstanding sight in relative secrecy for many years.

7/7 - First Day The contest begins on a glorious day: clear, unstable, a light breeze from the WNW, with only rare cirrus streakies to be seen. The day's strategy for most pilots is to pick who to keep their eyes on.

Many choose Joe Evens and Mike "Mad Dog" Rabe, the Oregon pilots who smoked everyone in our '83 Regionals.

Others key on a few savvy Seattle pilots.

Everyone is watching someone who is watching someone else. After a long unnecessary nervous delay, plots begin to launch into very, very good thermal conditions. As it turns out, Lee Fisher and Bruce Case both turn in over 100 milers with Joe at 96 miles.

By evening everyone is accounted for except Stu Cameron. the nightly midnight phone run to the Lakeside Grocery turns up a message, finally, that Stu has landed at 68 miles on some back water reser-

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HANG GLIDING

7/8

owners of AeroSails have sponsored the Chelan Classic for three years and have raised nearly $5,000 for Photo by Sherry Kindle-McMinn, courtesy Chelan Mirror.

voir access road and, after hiking out, is staying the night in a motel. Stu has no radio!

Chelan Butte is a unique flying site.

Located at a lakeside resort at the interface of the Cascade Mountain range and the hot, dry, and flat wheat lands of eastern Washington, the Butte is one of the more en-· joyable sites in the country. Well known by Washington state pilots for fifteen years, it has remained in relative obscurity. Four years ago an annual migration of pilots began from Michigan and Minnesota, where word had spread of the good flying. Then the first and second Chelan Classics began to draw a lcw new pilots from the surrounding regions.

Even today, though, the Butte remains relatively uncrowded clue to wi<lc--open launches. There are launches facing NE, SE, S, SW, W, and NW, all in such close proximity that you can carry a set-up glider from one to the next. If the constricted SE ramp is hacke<l-up, for instance, five guys at a time can launch below the ramp. Similar wide openness exists in all the other directions such that a skilled pilot can even land on top.

Best known as a thcrmalling site, the Butte is also ridge-soarable in the SW and NW mountain winds that are so common in the evenings.

In spite of all this womlcrfulncss, the Butte and surrounding area arc known to sailplane pilots as a big sinkhole to be avoided. Even

MAY

1985

The intimidating !'adio tower at the top of the Chelan Butte. Photo by Sherry Kindle-McMinn, courtesy Chelan Valley Mirror.

though a world renowned soaring center ex-· ists at Ephrata, 50 miles south ol' Chelan, which was hosting the 15-mctcr Nationals at the time of the Classic, sailplanes arc never seen near the Butte. Chelan Butte is adjacent to water on three sides (huge Lake Chelan to the north. and the mighly Columbia River to the east and south) making the area a cool one by comparison to the dry, hot Cascade foothills and wheat lands. Often launches arc delayed until mid-afternoon for lift to develop, the pilots all the while watching the dancing dust-devils out in the wheatficlds.

Second On the second morning of the meet, the conditions are again ideal. Today, though, there is no question of who to keep your eyes on. Tenacious Lee Fisher, flying a demo Magic, makes a risky move and launches early from the ramp, hopto get up, and cast to the flats, ahead of' everyone. He strngglcs for half an hour in front of launch, sticking to anything not going down. An hour later he's only a thousand over the top, still needing another two thousand to cross the huge river gorge.

Eventually the air begins to fill with gliders as everything starts to go up, and a steady exodus begins across the gorge.

Tiny specks can be seen on the other side of the gorge, some sinking out, some climbing out. Radios crackle with 1ersc messages from pilots to chase crews, and pilot to pilot, as the gaggle again heads ESE following the prevailing drift near Chelan. The drift is mysteriously NW past Banks Lake. Dozens of pilots tell stories later of flying with the 15-metcr competitors between Mansfield and Coulee In one incident, Steve Hollister climbs out from 200 feet after working lift kicked off by a sailplane forced to land in a plowed field!

In the end, Lee Fisher turns in another hundred miler as does Mad Dog Rabe. Bruce Case is hot on their heels wilh 98 miles. Five other pilots do eighty milers and Rob Roberts docs 68 miles, launching just before 4:00 PM and landing al 7:30 1 Stu Cameron spends the day hitching back to Chelan to get his car and driving out to retrieve his glider from yesterday's flight.

Chelan is a challenging site. In these northern climes, sun-up is at 5:00 AM and sunset at 10: 15 PM. Skying-out early can give a pilot many hours in the air. Hut then it's barrier after barrier.

The first barrier is the formidable Columbia River Gorge. The launch is 3,800' MSL, 2,800' above Lake Chelan, 3,500' above the river, but only 800' above the cast rim of the gorge. This 3,000-foot-deep abyss is seven miles across and will suck you in if you try to cross too low. Generally the locals don't head across with less than 3,000' over .launch. The cast rim and first few fields arc the source of the required survival lift.

Once up again, you can choose any route you want across the flats. Thirty miles far29

ther east is !he next barrier, Banks Lake and the Grand Coulee. This coulce, out during the glacial age, runs from the world's dam, the Grand Coulee Dam, sollth over fifiy miles to Ephrata. The northernmost 25 miks is filled by Banks Lake, four miles wide with 1,000 foot sheer cliffs on both sides. The remaining miles to the sollth contains rugged Dry Falls, the Sun Lakes Resort area, Lake Lenore, Soap Lake, and eventually Ephrata. This area con-· tains a couple of hang gliding sites.

Another 40 miles of wheat fields cast, the terrain away into lava flow and pondcrosa pine country as you approach the Spokane metropolitan area. Hereabouts is the distance record. Also in this it is said that balloonists will not launch hot air balloons due to the rumored existence or an area or constant s1ablc or inverted air.

Another barrier') 7/9

30

Third !hrec begins looking like chances one and two. Lee Fisher an early launch along with Stu Cameron, who is back in action today, With the car" ly birds is Mad Joe Evens, and John Elliott. J\ mad scramble then as it becomes apparrnt that the haze on the western horizon is a rapidly approaching thick cirrus cover Bruce Case is off quickly from his nest near the launch ramp, and it's a foot race ahead of the cir" rns gloom.

Sco1t Rutledge has an unfortunate launch accident in a brief downwind puff. and He badly damages his Comet hashes his pelvis on a boulder. After a medical exam, he drives home with a 20 pound of ice in his fixes !he Comet, and drives back very the next morning ready to lly. His wife says everything st ill works.

Stu tears off a 97,milcr with all the other birds turning in 70· and 80.milc flights. The later launchers don't go far, leaving an incredible total, so for, of 288 miles for both Lee Fisher and Rrucc Case' Joe Evens is close at And Stu phones in that he is lost in l'odunksville, no radio, no ride, no chase crew. The next morning when he still hasn't shown up by 6:00 J\M, Mark Kenworthy and John McClain, two locals mumbling something like, "Stu's too '' and, "He good 10 miss today's is a ya know?," race off into the dawn to retrieve him, put 280

Joe Evens of Oregnn hnlds the distance record from Chelan Butte a! 109 miles, Photo

by Sherry Kindle"McMinn, courtesy Chelan Mirror,

7/10

The resort of Chelan at the base of the

Butte, Th the northeast the town are the foothills along the Columbia to the Okanogan Valley.

River Photo

Buck McMinn,

miles on the odometer and all three of 1hcm arc set up on launch by 1l :00 AM 1 There arc, of course, routes other than the route. When the drift is to the NE the path of least resistance is NE directly over town, the west bank foothills along the Columbia River and then up the Okanogan River Valley, Or there's the more difficult route cross-wind easterly to Mansfield Lhcn northeast toward the Grand Coulee Dam. Both routes have given 40" and 50·milc nights with much greater potcntiaL The opposite direction to the SW is similar. which side of the river you and working your way along has resulted in 30 and 40 milers.

Fourth This morning looks the same as yesterday with the threatening cirrus haze moving in fast The scramble starts earlier to lry to launch when it gets soarable hut ahead of the overcast, The pilots arc noticeably tired, the conditions more stable. The drift has turned to the NE, Only a few manage to get away, Bruce Case sinks out on the cast canyon rim.

Mark Kenworthy turns in a 48·mile flight, and Ken Brown a 38 miler, both going NE. Lee Fisher, Jim Lang, and Joe Evens get out 20 miles with good altitude on their way to long flights bu! opt to fly hack to Mansfield so they can wait for an easy ride back rrom the town tavern, where Mo Rhay finds them comfortably settled in.

Two thirds of the pilots fly directly to the local landing field and arc found shortly at the water slides, various favorite swimming holes at the lake and on the river, several parks and local taverns.

7/11

I<if'th The cirrus haze rushes in faster than ever today, Lee Fisher /lies lo the Mansfield tavern again, hut just barely this time. Most pilots and their crews kick back and enjoy the resort for a pleasant., if hazy, desert day. And the tic between Lee and Bruce stands with one clay left

HANG (,LID!N(;

The mountain winds pick up in the evening and a fow pilots soar in the cool breeze watching the sunset. Steve and Maureen get in mi hour-long twilight tandem flight.

As we mentioned earlier, we'd come baek lo !he rnlcs again. Spceifically the rule allowmid-fl ighl landings. Since it is possible to land on lop, most pilols assumed that was what was mean!. A fow pilots knew thal you could launch from places on the cast side of' the river gorge and thought that was the intent The actual reason for the rule was to allow extended cross··country flights. As the rnlc was stated, as long as no other vehicle was used, mid-flight landings and rc-·launchcs were allowed. It is common at the Butte to watch dust devils all over the flats while you wait hours for lift to develop at launch. And there arc many launches within reach of the Butte that might serve as jump-off points for extended flights. In fact, John Elliott was the only pilot who appeared prepared for the possibility with his three waist packs filled with food, tent, water, and sundry survival gear. It was rumored that he even had a bicycle stashed out in the waste lands somewhere.

Well, next year perhaps a fow pilots will take advantage of this rule and prearrange rendezvous with chase crews at landing and launch sites in order to make spcetacular flights. Just as as no o1hcr vehicle is used, it will all count as one flight.

Sixth The night winds persist into the morning and then subside leaving a cooler, clearer day for the last day of the contest. A variety of notable pilots are for the Regionals which begins the next day, but the big problem with the tic between Lee and Bruce. Us·· det,1ilcd Metsker county maps, each flight is pinpointed by the pilots themselves and it appears that Bruce has flown about \/2 mile llirthcr than J,ec for the total of the best three flights, but it is agreed by all parties that it is really too close to call. It is then agreed that today's flight will be the tic breaker.

The weather -has definitely improved with the drift again to the NE along the Columbia River. Both Lee and Bruce cross the river to the east first, Bruce then turns NE into desolate terrain. Lee flies farther east to Mansfield where he sinks out contemplating another afternoon in

the tavern. On his final al 30 lc:ct, Lee a squeaker that he works for a 3,000' and then strikes out NE along the highway. Steve Hollister, Harold Locke and a number of others track NE from the Bulle along the river without crossing.

Lee finally wins it by turning in a 50-rnilc flight lo Bruce's 15 miles. Harold Locke makes ii 38 miles up the Okanogan Valley.

The final stamclim.ts were as follows:

TOTAI, HEST 3 PRIZE CPS MILES I<'LIGHTS MONEY POINTS 376 322 283 235 205 218 183 182 156 ]54

288 288 253 204 180 179 173 172 147 144

$173.25 92.40 57.75

THE LARGEST DONATIONS RAISED

4 6 7 8 9 10

PILOT

GLIDER

Lee Fisher Bruce Case Joe Evens Rabe Mad Dave Little Ken Brown Stu Cameron John Elliott Steve Ho! lister Mike Daily

Magic Duck Duck Magic Streak Magic Duck ESP Magic

Steve Hollister. ..... $363 357 Mark Kenworthy ..

344 318 294 270 247 224 208 181 153 133

PRIZE MONEY $138.60

The grand total miles flown in the meet, in which nearly everyone had a very good time, including families, was 3,675 rniles 1 That's an average of more than JOO miles for each of the 33 pilots who participated 1 The grandest to\al was the eventual $1,925.00 that was donated to the Olympics. Everyone was a winner in the cnd.m

7/12

MAY

1985

south and down on the Butte, the Columbia River field1;---.al 7,000 feet still well below doudbase. Photo

11

Cascade Grand Prix '84

by Joe Bulger A s we all know, Meet Directors suffer many criticisms, enjoy few thanks, and are quickly forgotten in the excitement of a meet and final winner being declared. As a Meet Director with a total of one meet under my belt, I can claim sufficient experience to offer a few comments on the Cascade Grand Prix '84. I was asked to do this in the hope of stimulating interest in this year's version of our Region l Qualifier for the '85 Nationals, Not wanting to break with tradition in the Pacific Northwest, we got off to a somewhat late start last year when in March, I was asked to run the meet. I agreed since I did have a filial interest and would have probably volunteered to help anyway. My initial desire was to run a tight meet, generate as many CPS points as possible, keep the costs down, and avoid accidents or injury. For all these reasons, we decided on a three-day event with races to designated goals using the Total Elapsed Time (TET) scoring system. With only three days to fly, we couldn't run a one-on- one format and achieve good point values so we opted for the TET format being run on a trial basis by the Soaring Society of America.

The site we selected was the most consistent good flying site in the Northwest. Lake Chelan lies on the eastern slopes of the Cascades and provides a good launch to cross the Columbia River and reach the high plateau to the east. Besides the excellent cross country potential during the mid summer months, the site provides many good launch areas which are easily accessible from the town below. It is also one of the most picturesque sites in the country. The flying in Eastern Washington has long been recognized by the big boys of the SSA and they were having their Nationals in the same area just the week before we scheduled the Grand Prix.

The date was also selected to make it easy to fly our meet the week following the Chelan Classic and before the Grouse Mountain Invitational. We hoped to get some recognized pilots and thus increase our potential for CPS points. A good friend of mine was a whiz banger of a computer programmer and he volunteered to mechanize the registration and task scoring. Herb Tubbs put together a masterpiece of software for the Commodore 64. On top of that, Herb also loaned us his computer, disk drive, and printer. It all worked to perfection and his program is available to anyone who wants it for future meets. By the time mid-July rolled around, we had completed all the plans, recruited all the support people required and were ready to go Friday morning which dawned brilliantly beautiful to promise good flying.

From my standpoint, the meet went just as planned. Despite all the warnings about last

32

minute rule changes, etc., we successfully accomplished the three tasks we planned. I was staggered when no one even questioned our rules when they were first read before the first task goal was announced. Each morning before the pilot's meeting my Task Committee consisting of the three most experienced pilots in this area met to select the days task from six pre-selected potential goals. Our matching of tasks to weather worked well despite the second day when we called a task that was about five miles too far. The 60-mile task to Wilbur was taxing and could have been made by five or six pilots if they had found that last late afternoon thermal for the final boost. The other tasks on the first and last days were at 40 miles and were completed by about half of the field. We were fortunate in having a good representation of top U.S. pilots from all over the country in addition to some top Canadian pilots. The Wills Wing team also showed up in force to show us how it should be done.

Task l was a 31.2-mile race to Simms Corner. Ken Brown set a record in completing the launch to goal airborne gate in 78.217 minutes.

About five minutes later, Rick Rawlings streaked across followed closely by Dan Uchytil.

Rob Kells finished fourth, some 30 seconds behind Dan. The wills Wing team covered the hot local pilots like a blanket at launch. Kevin Kernohan and Chris Bulger got caught up in a duel and landed short, thus effectively removing them from the competition. TET is very unforgiving of a task incompletion, a lesson that may be better understood as TET competitors gain in popularity. The second day called for a goal at Wilbur, 60.3 miles across the Grand Coulee barrier, a deep canyon that is infamous for its sink. Those making the farthest distance were Randy Haney from Canada, Mark Kenworthy from Seattle, and Jim Bamford, another Canadian. Kells and Robbie Roberts finished fourth and fifth. At the completion of Task 2, the standings were Kenworthy, Kells, and Brown, thus setting up the dash for the gold on the third and final day.

Due to deteriorating lift from an air mass that stagnated into more and more stable conditions, the last task was selected to be a repeat of the Simms Corner race. Kenny Brown and Chris Bulger crossed in a blaze of speed as Kenny again showed everyone he was King of Simms Comer despite leaving a small souvenir in the fanner 's fence separating the landing field from the corral. Rob Kells landed some three minutess later to clinch his first place overall. Second overall was Kenny while Jim Bamford captured third as a place to the refrain of "Oh Canada".

Looking back on the events, the Cascade Grand Prix '84 seemed to me to be a resounding success. Despite the favorable comments

from people whom I respect, I'm sure that there were those who thought we could have done better. I'd venture a guess that there were some who found fault with the organization, the format, the rules or whatever. My only regret was the injury to Larry Martell who suffered a badly broken am1 on launch. I saw him the following week at Grouse and he was recovering nicely. l 'm sure we'll see him on the competition circuit in '85.

And now for some concluding remarks. The Chelan site is fantastic. The weather in midJuly is dependable, the townspeople like us, and the recreational opportunities abound. I'm convinced that the TET scoring methodology is valid. TET is still second to the one-on-one format but only when time, weather, and the number of contestants permits enough one-onone rounds to reach a clear winner. TET does present problems, however. It severely penalizes the pilot who fails to make the goal when others do complete the task. It can become almost impossible to recover from an incomplete task unless your opposition also fails to complete later on. I have one concluding comment in the form of a piece of advice to the '85 World Team facing a format in which failure to reach the goal can also, I suspect, be very bad news. It seems to me that competition hang gliding is much like other sports in that the consistent winner is not the one who does better more often than his opposition. The champion will be the one who makes the fewest mistakes. TET and other formats using time to measure performance over cross country courses requires what I prefer to think of as "aggressive patience." Fly hard (and fast) when you can but be patient when the risk of getting low arises. Kossen should be interesting. My guess is that the '85 World Champion will not be the fastest pilot over the course but he will have completed more rounds or tlown farther than his opposition.

Now I'll shut up like a good spectator and enjoy the show. Thanks for putting up with the meanderings of an old fighter pilot who is privileged and proud to be associated with the best pilots and the best men in the air. God bless you, every one. • FINAL STANDINGS PLACE, PILITT

GLIDER

CPS POINTS

l) Rob Kells 2) Ken Brown 3) Jim Bamford 4) Randy Haney 5) Bruce Case 6) Lee Fisher 7) Howard Osterlund 8) Rick Rawlings 9) Mark Kenworthy 10) Terry Tibbets

Duck Magic C-2 Magic Duck Magic Esprit Duck Magic C-2

359 341 322 304 286 269 251 234 217 200

HANG GLIDING

Dave Lindsey pilots his 165 Comet at Maloney. Photo by Mike Daily.

Miserable winter weather! At this writing the wet white winter blanket still covers many of our flying sites, so flying is restricted to low ridge sites or to log book flying in the comfort of the arm chair. By way of describing some of our sites, we asked anybody and everybody to write a short article about a past memorable experience.

The following are exerpts from some of the stories we received ...

Barr's Mountain Location: Monroe, WA Altitude: 1,000' AGL Launch: Cliff Faces: North Rating: Novice BARR HOPPING

by Brad Hill May 24, 1984, I had managed to get almost 20 minutes on my first flight, and now, later, here I was clipped-in and ready to go again.

The telltails on the cliff were fluttering strongly as were several others along the northwest slope. "Exactly like before," I thought to myself. "I should be able to squeak at least another 20 minutes out of this flight."

Launching into what I thought was a good gust, I instantly realized that there wasn't enough "up" to hang around, so I skirted off MAY

1985

to the left, hoping for something. Suddenly my port wing came alive so I quickly rolled my Harrier into a tight left turn and managed to center in the core of a small but strong thermal. I had lucked out at 700 feet AGL and whooped with joy as my vario chirped 250 to 500 fpm up.

Pretty soon I was back at launch level and eye-to-eye with Pat, Bob, and the lens of Deb's Super-8. Then they were below me and soon takeoff was almost indiscernable above the valley floor. I stopped thermalling directly below a huge cumulus cloud that I believe meant to swallow me whole. "This is it!" I told myself. "Cross country from Barr!"

I was able to fly seven miles due north and land across the street from my house. My neighbor was quite surprised when he looked up and saw me wanging my way down, but I was more surprised than he ...

(No one ever told Brad that Barr Mountain is not a soaring site. But, since he lives so close, he's been soaring it on a regular basis just the same. -Ed)

Skatchet Head Location: South tip of Whidby Island Altitude: 250' MSL Launch: Cliff Faces: South Rating: III - IV

FROM THE HEAD TO THE POINT as told by Darren Fox Yah, well I've been flying the Head a lot the last couple of years since I live near by.

It's only a quick ferry ride to get here and I can always tell before I pay for the ride whether it's good or not. Those Seattle pilots al ways pay first and then find out if it's any good. That's why they call it 'would be ... island'. Would be good if it wasn't raining, would be good if it was blowing, etc.

Ever since Rutledge and Hollister managed to cross Cultis Bay and Hollister almost got to Possession Point, I've had it in mind to soar the Point. I finally made it.

I was soaring the Head when I noticed that I was starting to get real high. Usually we get over a thousand on good days, but this day I was getting close to two thousand' It must have been a convergence but I couldn't see any wind change on the water, it still looked like a steady south wind. I started to eye the Point across the bay and began to penetrate south into the wind. Hollister crossed the bay first then tried to penetrate upwind to the Point and couldn't make it.

Well, after creeping up wind for a long time and conserving my altitude as best as I could, I was easily over a mile out over the water and real nervous. I still had nearly 2,000' but if I was in a convergence, the wind could switch or I could fall out the bottom and not get back to land. I finally turned east. My ground track was north-east 33

Monster Convergence

by Steve Hollister

The

State of Washington, quite plainly, has the best flying in the world. You name it, and we've got it! (Between the rain squalls, that is.)

During the stormy period, which runs from the first of June 'ti! the 31st of May, our typical storm rolls in from the southwest bringing with it strong winds. These winds create a frequent and well known convergence phenomenon that has been exploited by hang gliders occasionally over the years - well-known by air traffic controllers as dangerous wind sheers, by private pilots as severe turbulence, and by seagulls as a highway of lift.

Our understanding is that the southwesterly wind is split in two as it flows around the massive Olympic Mountains, located around the south end of the Olympics and blows from the south up the Puget Sound, while the other half slides around the north end of the Olympics and comes in from the west along the Straits of Juan de Fuca. The collision of these two air flows is known to create lift which varies from a mild blue-sky convergence in weaker weather, to massive cumulonimbuslike squall lines complete with lightning and hail. The actual place of convergence is difficult to predict and has been described throughout the area. It is sometimes stationary or slow moving, and sometimes changes position at over 40 miles per hour.

Before any of this was known, my first encounter with this convergence was inadvertent.

In May, l<J77, I was flying the ridge lift at Skatchet Head, a south facing bluff on a Puget Sound island 25 miles north of Seattle, when I was mysteriously pushed 1,000' above the usual 300-400' soaring altitude. I then bumbled out of the lift into severe turbulence and serious sink and was on the ground in less than a minute, only to notice that the wind had switched to downwind, survival-only conditions. This wind switch became well known from '77 to '79 with no further altitude gains occurring. Very strange!

Then in 1980, again at Skatchet Head, Chris Hansen and Steve Holte flying tandem gained nearly 4,000 feet and traveled 19 miles with it before accidentally exiting the lift directly into sink. To stay in the lift, they followed their intuition which took them miles out to sea over the 40 degree waters of the Sound. When they found themselves in the sink, they just barely made it to the nearest shore with only 200 feet 34

to spare!

And again in 1981, Scott Rutledge and Mark Frederickson found themselves being gently wafted thousands of feet higher while soaring Magnolia Bluff in downtown Seattle, the whole time thinking that they were large "water thermals" since it was an unstable day.

Over the years. there has been much discussion on how to predict and deliberately use this phenomenon. The big problem was to be at the right place at the right time, and then to recognize the situation when it occurs. Then one weekend while a number of us were flying Magnolia Bluff. we noticed a large squall line that was approaching from the northwest while we were soaring a 20 mph southerly wind! We shouted back and forth as we watched as the colliding whitecaps and windlines whipped the water into spray below the massive dark rolling cloud. It was too much, we dove on out and landed to watch from a more secure place. As the cloud passed over, the wind switched to northwest and hail fell for 45 minutes.

The next day, the conditions were the same but a little stronger with southwesterly wind at 30 mph under bright sunny skies. Only four pilots chose to launch in the heavy air: Rick Gerard, Dr. Dave Little, Scott Rutledge, and myself. After launching from the 30-foot-high launch, we soared carefully for a couple of homs 400 feet above the mansions along the Bluff. Again a massive black squall line formed and advanced from the northwest. The land and water under it were blotted out in darkness and then swallowed by sheets of hail as it drew near. It approached at about 20 mph in the face of the 30 mph wind in which we were soaring. Rick Gerard, having never flown the site before, decided to land.

The towering upper fringes of the squall cloud arrived ahead of the rest, obliterating the sunshine and bringing with it the feeling of being engulfed. The first traces of hail began and the line of convergence was plainly visible on the water. The still sunlit whitecaps from the south wind ended abruptly against the wind lines from the northwest where the water was ominously black. The battleline was frantic with whorls of foam and spray being sucked into the air as the two air masses fought each other for territory. Now less than a quarter of a mile away, Dave Little had second

thoughts and landed while Scott and I shouted to each other how scary it was getting. Wanting to cower but hold our ground, the cloud loomed directly overhead as we started to climb in the hail. Starting at about 400 feet, we climbed rapidly toward the 1,500-foot cloudbase. The hail was intense. Scott was climbing so fast, he said later, that he thought that I was sinking. But I was climbing at a thousand feet per minute.

The hail got even heavier as we approached cloudbase so that we could not look forward but only to the sides as we kept our heads down. With the roar of hail on the helmet it had gotten very dark by now. I lost track of Scott and started flying southeast to stay out of the cloud and ahead of the squall. As I climbed up the overhanging face of the squall cloud, the hail eased a bit. The lift was everywhere it seemed. The closer to the cloud face, the stronger the lift. When the hail got too heavy, I'd turn and fly southeast ahead of it.

I spotted Scott again as he set up his landing in Waterfront Park and realized that I was now committed to crossing downtown Seattle.

I tried to remember and then spot every possible landing place in the city even as I continued to climb. I passed over the Space Needle and all of the skyscrapers and was a ways east of the domed stadium when I was stunned by the flash-boom of lightning in the cloud below and behind me. With the bar to the knees, I pulled ahead of the cloud and saw a few lightning strikes down the line to the east. I continued to pull ahead and decided to land in a park on the near shore of Lake Washington rather than cross the lake and look for some landing out in the woods.

I had an uneventful landing in south wind five minutes before it switched to northwest.

A crew of roofers, cursing the hail, happened to be looking up and saw me escape the cloud and land. They gave me a ride nine miles back to the launch.

This was the scariest flight that I have ever had and one that I'll never repeat even if the opportunity arises. I feel that l got away with it this time. It leaves me with renewed respect for the awesome power of the air in which we fly. Neve1theless, others continue the quest for Puget Sound convergence, unpredictable as it is. Good luck!•

HANG GLIDING

toward the Point hut now l was loosaltitudc. I made it! And with a couple or hundred foct to spare. I soared for a couple of hours more all by watching the other guys flying the Head. How sweet it is 1

Mo1m!ain Location: Issaquah Altitude: 1,700' AGL Launches: Steep rnrnmtainsicle Faces: Northwest and South Rating: !JI IV THE URBAN FOREST

by Mark Kenworthy

Mountain, located approximately 20 rniles cast of Seattle, is one of the most popular sites in the state of Washington. The entire area was recently acquired by the state and has been declared to be an "urban fores\." The state will manage it as a recreational area which will include along with horseback riding, hiking, and OVR use. Like most of the other sites in the Pacific Northwest, hang gliding at is not rcgu latcd.

Perhaps the reason that Mountain is so popular is due. to the. variety of rlying to be found there. One day you might ridge soar on the north side. or the mountain ancl the next day you might be flying the south side, enjoying powerful thcrrnals and cloud suck or dodging winter squalls. And occasionally you'll encounter a convergence. Typical altitude gains at arc from two to five thousand foct, however of over eleven thousand feet have. be.en recorded. The area around makes the site even more enjoyable. On the north side of the mountain is the town of Issaquah and the Skvsr,nr1, grass airstrip featuring sailplanes and parachutists galore. The air strip is a com-mon liir the end of a day.

One of the most memorable flights that I have had was on September 20th, 1983. I was at work and noticed that the north winds kept stronger. Pinally, l called my girlfriend and after the proper arnount of and bribing, had convinced her to drive fbr me. So work was bagged somewhat early and out to Issaquah we went. We drove to the northwcsl launch and, bummer of hummers, it was blowing about 30° cross from the northeast. I was going to skip fly-but my girlfriend said, "I'm here to MAY

1985

drive, so if you think you can launch, you might as well take a flight even if' it's just going to he a sled ride." Well, hmmmm, it did seem to come in reasonably straight some of the time, so what the heck (sometimes you have to say 'what the heck').

Soon I hacl my new 165 set up. Fortunately some other people showed up because lhe wind had picked up requiring multiple wiremen. After a fow anxious moments on launch, I got off the mountain just to in to some of the rowdiest air that l had ever flown in. After trying to here and there along the north ridge line, I decided that even though I was staying up, that no1hing was worth taking this kind of l headed out into the valley to land.

About a quarter of a mile out l'rom the mountain, I encountered a really strong area of lift. I banked up the ol ' and proceeded to make one of the roughcs\ climbout~ that I 'vc ever made. Like three quarters of a turn in thousand fool per minute up and then SLAM' a quarter of a tnrn in eight hundred down and then SLAM!' a thousand up again, and so forth.

Then suddenly at 2,200 feet, all of the roughness stopped_ l mean, ALL of the rm1glmc:ss. r turned into a mile per hour, smooth, northeasterly wind and I climbed at a steady four hundred fpm to 4,800 feet. This is WAVE SOARING!!

I parked it and watched a beautiful sunset over the Olympic Mountains with all of the colors rct1cct111g in Puget Sound, and then

headed to the grass airstrip to land. Needless to say, when my girlfriend showed up, we headed out for a celebration dinner (it was part of the bribe, anyway),

ML Erie Location: Fidalgo Island Altitude: l,200 AGL Launch: Cliff above a shallow bench Faces: Southeast Rating: lll IV SOMETHING EERIE AT ERIE

by Mike Daily Standing 011 the launch ;it Mount Frie, l clipped into my trusty glider and considered the situation. Yesterday, Paul Clock, Dave Little and I soared for over two hours in abundant lift with occasional thermal bubbles. But today conditions were quite different: a gray sky and a light wind. At best, all I could hope for was an extended flydown with lots or scratching near the hill.

A kiss and a smile from my wife April, and all was ready.! lifted my into the smooth southerly breeze, felt the sail fill, and lert the hill with a clean, strong launch. A quick left turn sent me along the rock face, level with launch. But, as I suspected, the wind was just a hit light.

Back and forth l coaxed the glider in the smooth air, hugging the hill as I worked to

Moun! Eric, 1:'idalgo Island, Whidby Island and others in the ba,:k~;rouncl.

Daily pilots his Lazor 195. Photo April Daily.

35

maximize what Mother Nature had to offer.

Soon 600 feet of the hill was above me and upon checking my watch I realized that 20 minutes had passed. "Not bad under the conditions," I said to myself with a sense of accomplishment.

A final rock face above a stand of alder trees was all I had left and soon I would be resigned to glide to the landing field. Making a last pass, I felt an unexpected bump and my vario gave a friendly chirp. I turned quickly and flew through the elusive bubble again but found myself lower and further from the landing field. Turning back, I floated over the alder trees for my last desperate pass when my vario chirped to life and I banked the glider up into steady lift.

Ten 360 's later I cleared the top of the mountain and finally topped out at 1,700' AGL. I used up 100 feet of altitude looking for more lift and was rewarded with buoyant air once more and began to climb, circling like a hawk. But something was different. This was no ellusive bubble trying to spit me out.

I widened my turns and rose at a smooth 200 fpm.

Up and up I rose as the mountain began to flatten and the air grew colder. My hands were numbing as I entered the misty white at the base of the cloud. My altimeter read 4,200' AGL as I decided that I must be in the convergence that occurs commonly in this area.

Then I heard a sound that will strike dread into the heart of any hang glider pilot. An unmistakable roar. A jet plane was very near and approaching fast, but I couldn't see from where! Without time to react, a Navy A-6 Intruder dropped suddenly out of the cloud not 300' away. Fortunately his flight path was 90 degrees to mine. His landing gear was down so I assume he was landing at the Naval Air Station 12 miles to the south and I just happened to be in his flight path. Not the usual pattern!

Without hesitation, I turned north and sped toward Anacortes away from my "close encounter." Glancing back, I could see lightning and heavy rain pounding Mt. Erie. My altimeter read 3,000' so I pressed on across the Guemes Channel toward the island of the same name. The channel is about a mile wide and crossable only by boat, ferry, and today by air! I arrived with about 2,000' as the ferry was about to leave, so I used up my altitude performing wingovers and tight spiraling dives. I had a perfect landing in the field next to the ferry dock and, as a bonus, the ferry ride back to Anacortes was free!

36

From the Cloudbase Country Club Safety Committee: NORTHWOODS FLYING TIPS

The great Northwest offers some of the most scenic flying in the world. But the very things which make this area so spectacular (majestic mountains covered with coniferous forest for as far as the eye can see) can also be hazardous for the uninformed pilot. The follo,~ing two safety tips should be read with care for those of you planning to fly up this way.

The Logging Road Launch Most of the mountains in this region are quite steep and the roads were carved through the woods by logging companies. There are a myriad of roads in these mountains making for innumerable launches and potential launches. In fact, almost all of the mountain launches were logging related at one time or another, and all have one characteristic in common: a flat road or platfonn with a precipitous edge surrounded by 200-foot trees.

I have seen launch techniques discussed over the years and have somehow missed the one dealing with our common launch. There are basically two methods of becoming airborne: one not-so-good, and the other better.

The not-so-good technique is one that I still see pilots doing who are inexperienced around real trees. After their preflight and hang check, they back up as far as they can (presumably to get as far away from the trees below and around launch as possible) and then they run across the flat road and hurl themseles as far out into the air as they can, whereupon they reef the bar in to recover from the stall and dive for air speed. Some instructors even teach this technique!

The problems with this launch style are obvious. They really can't run that fast on level ground while carrying a glider so they leave the ground at minimal speed, and the angle of anack across level ground is not particularly conducive to initiating flight. And most importantly, during those extended moments between leaving the ground and finally achieving flying speed, they are not much in control of the situation while surrounded by towering trees and steep terrain.

The better launch style just eliminates the falderall (the flat run, the reef-in, and the plummet to air speed) by launching down the precipitous edge. After preflight and hang check, we simply approach the edge, and run down the face of the mountain. The time between "GO!" and flying speed is greatly diminished, and the altitude lost in launching

is less than the not-so-good technique.

The hardest part about the better technique is steeling yourself for the run down what looks like a much too steep face. I say this is the hardest part until you have tried it a few times.

You will quickly discover that the steep run will be one or two, but rarely three, steps to solid flight. Your launch will be quick and clean and in control. And you too will find that you have added an adage to your safety rules: NEVER LAUNCH FROM LEVEL GROUND. The Tree Landing Everyone knows what a tree looks like. The Easterners (anyone east of the Rockies) have their trees, and I hear that there are even trees left in California. But the trees here in the Northwest are formidable, to say the least.

They can be three foot babies to 200' mature trees. And they're just about everywhere.

So, you find yourself in the unlikely position of sinking out a shave too far from the landing field. What do you do? You've got to DO something!

The rules are simple: Pick the biggest, tallest tree you can see, level your wings, and fly directly into it and grab on. If you pick a short one, or make a turn too close to the tree tops, your wing tip will probably snag. This will roll you up into a "ground loop" which will allow you to slice between the trees and discover that on a 200' cedar or pine, the branches stop 150' from the ground!

Now that you've grabbed on to the biggest, meanest tree in the forest, and you and your glider are dangling there, what do you do?

Well ... whatever you can. The wisest thing to do first is secure yourself to the tree with your belt and parachute lanyard. Usually the glider gets hung up in the branches, so you can unhook yourself and start to think about how to get you and the glider down from here.

This is when "first stage helplessness" sets in and you realize that you 're still a long way from the ground. If you'd planned ahead, you'd have 200' of emergency cord to let yourself down with. (I know of only two pilots who have ever flown with emergency cord.) So, now the only alternative is that emergency reserve you carry around. You may cry as you cut and tie together the shroud lines, but no one said that it had to be used as a parachute!

And with two carabiners, you can rappel down the tree.

Now that you're finally on the ground and you look up at your glider still in the tree, "second stage helplessne.ss" sets in. But, where there's a will, there's a way. And from reading this, you should realize that there are two indispensible items to always carry: a POCKET KNIFE, and a SECOND CARABINER. •

HANG GLIDING

Mt Location: North Bend Altu1ide: 3,800' AGL Launch: L Logged bowl behind the main f)iec of the mountain face Paces: I. Northwest Southeast A DRIVE IN THE COUNTRY

by Maurecn Rhay and It's a beautiful summer with the nice weather comes the sporatic migration to ML Si. It is a majestic mountain that provides launches to the southeast for early and to the north· west for lhe summer season. When the conditions arc optimum, off we go, I with my back pack, and my husband, Steve, with his Mt. Si is very picturesque and is a very popular hiking area as well as a flying site.

About a half-mile from the mountain road turn off is the trail head and the pilots. cager to please anyone who volunteers to drive the truck down, stop for a fow precious moments to drop me off.

The trail its way up the mountain only with towering pines all around occasional glimpses of the stunning view that awaits me at the top. I think of the few tandem flights that I've shared here and how spcctac1llar it was for us to fly next to tlic 4,000' sheer rock walls that rival any in Yllscmitc Valley. We saw mountain goats in inaccessible crags and ospreys soaring nearby.

the top, there arc numerous other hikers enjoying the view and the gliders ovcrhc.ad. Mt. Si is a 4,000' sentinel standat the western edge of the Cascade Range. The view is breath-taking as it is totally unohstrnctcd from Mt. Rainier to the southeast, to Seattle, the Puget sound, and the entire Olympic mountain range to the northwest. 1 sec John Dawkins, Robby Robcns, and Lionel Space flying above and, as I make my way over to the launch, I hear some shouts between a rock climber and 1hc pilots. I make it over to launch in time to sec the guys who dropped me off at the bottom gc1ting ready to take off. Steve Holte is off followed by Chuck McCaslin, and my husband, Steve, as they launch nearly at cloudbasc.

As the last one away, reality hits me.

There, hunched on the mountain, is the truck that I said l 'd drive clown: Steve Holtc's 1950 's vintage, onc··ton panel truck. Gather-· ing my strength, I decide that the sooner I start, the better. Not being a tall person, I first have to find something to prop me fur·· thcr forward in the scat (since it won't budge). Next, how do I start this thing? A key or a crank? Solving that and figuring out the shift, I'm off (in granny gear). J creep on down the road strnggling (no power anything in this truck) through deep ruts, over loose rocks on slanting roads, and around uncountable hairpin curves.

Then, on loose gravel as I round a blind cmve, here comes Scott Rutledge barreling up the road at me. Now if you value your life, you don't get in the way of Scott when he's going !lying. ] just knew I was a gem· ner, but he roared on past and I caught a of his face.

I finally made it to the bottom and was I

exhausted! Now l understand why everyone

says that the weather at Si has got to he awtiJlly bad to make them want to DRIVE down that mountain'

Dog Mountain Location: miles east of Morton Altitude: 1,480' ALG Launch: Steep slope Rating: Ill-IV

MOUNTAIN MAGJC AT DOG

by Al Gibson Dog Mountain is located about five miles cast of Morton, Washington at the end of Riff Lake off highway 12. This site has been flown since 1974 after being discovered by commercial pilot Jeff Johnson from 15,000 foct. A little over a year later Dog was the site of the 1976 U.S. Nationals. In those days an XC Jlight meant you couldn't sec the landing area from where you came down. But Dog Mountain was particularly popular because of a magic· convergence that oc· curs frequently. As one California pilot put it, "It seems like the whole damn valley Ii fts off."

The 30- to 50-rnilc flights that have been made here may not seem like much, hut it's quite an accomplishment when you consider that those 30 miles have nothing but mountains and trees below, with no landing areas to be found.

Dog is regulated by Cloubasc Country Club chapter 92. The site may be flown on weekends, holidays and on weekdays after 5 PM. Pilots must be USHGA members and have an Intermediate rating. Contact Al Gibson at (206) 897-8436 or Ken Godwin at 842-4970. 1111

above Interstate 90 looking west toward 4,000-foot Mount Si, the last Photo by Ken Seligman.

MAY

1985

37

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Andrew Christensen James A. Hantske Harvey L. James Michael A. McCrnm Craig Smith Dave Thomason Louise Ward

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Pat Denevan Pat Denevan Charlie Whitehill Rob Engorn Pat Denevan Jeff Mott Pat Dcnevan

Bryan K. Davis Rosanne Foradori

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Richard Hays Jeff Mott

Brad Batchelor

Boone, NC

Aer Stephen

lO

Richard Gilbert Bill LaPlante

Gilbertsville, NY Altamont, NY

Robert Clark Daniel Guido

12

Lou PaqueHe

Lethbridge, Canada

Lani Akiona

FOR

2 2

CITY, STATE

INSTRUCTOR

Duncan Mclane

Olympia, WA

Albert Gibson

Matthew Axworthy Roland Bowen Mark S. Denzel Eric B. Elmquist Robert D. Freeman Al Gardner John M. Germia Paul Gordon Gary Hahn Mark Hessinger Jim Allen Higley Eric Klementis Dan Oates Mark Tracey Dave Waner

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Charlie Whitehill Rob Engorn Pal Denevan Rob Engorn Dale Bowyer David Shelton Gary Elhart Charlie Whitehill Erik Johnson Rob Engorn Charlie Whitehill Patrick Link Charlie Whitehill Phil Sherrell Charlie Whitehill

Ross Acheson Charles Goldwasser Brent L. Goucher Robert C. Murphy Ron Murray

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David Dunning

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Rob Bicknell James McKee Paul Voight Matt Taber

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NOVICE RATINGS NAME

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REGION

12 12

INTERMEDIATE RATINGS NAME

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NOVICE RATINGS NAME

Jim Rugh Steve Wallace Allen Watson

REGION

2 2

CITY, STATE

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REGION

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Seattle, WA

Dave Little

Roy Michael Axford Allan Barr Robert Blazer Kenneth Job Bodhi Kroll John Jerome Lipopolo Michael Sakurai David S. Young

Concord, CA San Rafael, CA Mountain View, CA Truckee, CA Berkeley, CA San Francisco, CA El Cerrito, CA Oakland, CA

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San Diego, CA Camarillo, CA San Diego, CA Studio City, CA Santa Barbara, CA San Diego, CA

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Bob Rodgers

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John Leslie

Jeff Bennett

Rantoul, IL

William Raisner

Matthew P. Brisse

Cheshire, CT

Ben Davidson

B.G. Wilson

St. Petersburg, FL

Mau Taber

10

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Ransomville, NY

Jeff Ingersoll

12

2

4

ADVANCED RATINGS

38

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9

CITY, STATE

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Ft. Lewis, WA

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2 2 2

Ken Ostrander Terence W. Secory

Aspen, CO Tucson, AZ

Jim Zieset George Bovine

4

Frank Rogers Theodore G. Smith Mel Young, III

Knoxville, TN Atlanta, GA Parrish, AL

Michael Scheibe!

Gary Englehardt Earl Chambers

IO IO

4 10

HANG GLIDING

·

RATINGS AND APPOINTMENTS Don A. Boardman. lil Stephen DesRoches

Rome, NY Smithtown, NY

Arthur Helbling Thea Mauchle

Schmerikon, SWITZ Ron Hurst Schmerikon, SWITZ Ron Hurts

Dan Guido Michael B. Whelan

12 12

FOR FOR

Steve Wendt*

:lags Head. NC

John Harris

10

Jim Donovan Charles 0. Murray, Jr.

\Jo. Tarrytown. NY Truxton. NY

Paul Voight 12

12

*Recertification

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San Diego. CA

Steve Hawxhurst

OBSERVERS NAME

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West Linn. OR Sumner. WA Springfield, OR Anchorage, AK Bend, OR

Doug Hildreth Ken Godwin Dick Gammon Michael Boyle Dick Gammon

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Castro Valley, CA Los Gatos, CA Milpitas, CA San Jose. CA Cupertino, CA San Jose. CA Milpitas. CA Daly City. CA San Jose. CA San Leandro. CA Modesto. CA Palo Alto. CA Aptos, CA Redding, CA Los Gatos, CA Daly City, CA Pleasant Hill, CA

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Hesperia, CA San Diego. CA El Cajon, CA San Diego, CA San Diego. CA

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Rick Kemp

Aspen. CO

Jim Zieset

4

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Winston-Salem, NC FPO Miami. FL

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IO

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Truxton. NY

Paul E. Rikert

12

IO

INSTRUCTORS

NAME Judy Canham* Roland Sprague

CITY, STATE Mill Valley, CA St. Charles, MO

ADMINISTRATOR/ REGION/ DIRECTOR TYPE James Shaw/ Steve Coan James Shaw/ Steve Coan

2 B 11 B

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IO

39

CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected cnrcfully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles. frayed or rusted cables. tangs with non~circular holes, and on Rogallos. sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them 10 inspect.

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

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

Alpha WW. 179 - Great condition. Very forgiving glider for beg.-intenned. Yellow, orange, brown. $350. Will ship. (914) 831-3942.

C2 185 - Late 1984. Rainbow sail and all the goodies. Not a scratch. $1800. OVR 185-1982.

Good condition. $500. or best offer. Ian. (303) 443-2031, (303) 440-3579.

CSB - $320.00, Fledge II $350.00. Wills XC 215 $300.00, Spyder 168 S275.00, Sun 38 $200.00, Soarmastcr S225.00, New Advanced Air cocoon medium size with ballast and chute container 130.00. Will consider offers on any. (503) 276-7462.

C5B - Great Shape' Greg (505) 844-9608 (w).

(505) 266-1774 (h).

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

COMET II 165 - Cocoon, chute, vario, altimeter, helmet. flight suit. Sell separate or pkg. price.

(714) 391-5194.

COMET 165 - Excellent performer and condition, flown in Nationals, $800. John (412) 981-7460.

1982 COMET 185 - Excellent condition, blue & white (805) 541-1275.

165 COMET #736 - C-2 control bar, C-2 tip tensioners, swivel king post, double mylar factory up-dated sail in '84. Very nice glider S1200. or best (208) 467-3277.

PACKAGE DEAL-165 Comet. faired custom XCountry harness, helmet, vario, skyting harness, chute. Deliver LA or SF free $1500.

(805) 239-1619.

185 COMET-Blue, red, white. $1000. 194 Condor-harness, helmet. $800. (312) 359-6270 (Chicagoland).

COMET 165-Good condition. Yellow L.E., red undersail, orange trailing edge. $800. Jeff (907) 272-4647.

1984 COMET II 185-$1300. 190 Antares-$350.

(303) 499-8236.

165 COMET 2 1/2-Cut flat & fast, Tempercoat leading edge, strung trailing edge, 35 ribs, fairings, white w/black bottom, pretty rainbow inlays & lots of custom tricks. Spare downtubes & arrow shafts. No dings or flutters: CLEAN! 90% performance of a new glider at 507, price, 07, delivery wait. $1300. includes shipping tube.

Dave Gibson (714) 547-1344 (leave message).

40

FINE CONDITION-Comet 185, S900. Spaghetti harness SIOO. (Large). Roberts vario SlOO. (505) 345-4916.

COMET 11 165-W/specd bar, 1/, ribs. & KP fairing, clean, grade A, proven performance. New 9-84 S1300. /805) 653-0587.

COMET 165-Custom span-cut multi-colored sail (Black, red, orange, gold, yellow, white). Sharp' Well cared for. $850./negotiable. Gary (805) 682-0904.

COMET 135-Red/yellow. Good condition. $500.

John. Memphis. (901) 452-8459. After 5 PM CDT COMET C-2 165-Great condition. Ball Vario ineluded. $1300. (714) 980-2378.

Dream 165 - Low hours, . ............ $ 800.00 Lazor II 170 - Good Cond .

350,00 Lazor I 195 - Good Cond. . ........... S 450,00 Cirrus 58 ......... S 200.00 224 Condor - Excellent Cond . .. .. .. .. .. $ 400.00 160 Duck (Have 2) ..... S 900.00 180 Duck (Also 2) . . - ... - - ..... S 900.00 185 Comet II ...... S 1050.00 185 Comet I - Used .. S 700.00 180 Streak - Good Cond. . ..... OFFERS

. . . . . . . . . . . .s

Flight Realities, c/o I 831 Clove St., San Diego, CA 92106 (619) 455-6036.

GEMINI 184 - Wt. range 150-230, blue and white. orange tips. Like new: used only briefly in filming. S1ITT5. Many others, from S200. - Call!

UP/UTAH (801) 572-1537.

COMET 165-Clean blue & spectrum sail. 5700.

Mike (513) 281-5549 Cincinnati.

WANTED: GEMINI 134 - Excellent condition.

Low airtime. Pattie (503) 592-2616, PO Box 397.

Cave Junction, OR 97523 ..

WEST COAST DEMON 175 - Brown LE, orange. gold. Red tips, keel. Very good condition. $750. /501) 224-2186.

187 HARRIER II - 22 hours. Red, orange, yellow, harness & parachute. $1000. (619) 941-1354.

175 DEMON - 82 model, 40 hrs. Tight black leading edge with spectrum sail, very good cond. $550. (209) 298-0160.

LIGHT DREAM 165 and 185 - Nice condition. rainbow sails. S1200. ca. Harness & chute $325.

(818) 988-0112/353-5580.

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.

1984 ATTACK DUCK-Red, white, gold. I hr. airtime. New. $1800. (615) 828-4343.

160 ATTACK DUCK-Less than one year old.

4"half ribs" per side. Cross country bag ineluded. Gold, red, rainbow. white. Good condition, handles great' $1400. Call evenings (303) 440-3579.

180 DUCK - Reinforced trailing edge, double surface zipper, plug-in tip battens, nose cone. Will ship, $950. (805) 965-3733.

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.

160 DUCK - Good condition. Blk., yellow, white.

Too small. A steal for $550. (209) 632-0526.

DUCK 180 - Excellent condition. July 1983, team blue spectrum. nose cone, flies great. $1000.

Best (619) 729-0650.

180 DUCK - Blue, spectrum and white, 1984, low airtime, must sell $1200. Great condition. Call Teel (818) 988-0112 evenings.

160 DUCK-All white, red wedge and keel pocket.

Good condition, must sell $700. Call Tiki (818) 988-0112 evenings.

HARRIER-Like new, with fairings. Flies great.

S600. (503) 942-8914.

HARRIER 147-Mylar. blue and white, foircd X-bar and K-post. 5795. Sensor 510-165-5795. or trade for tandem glider (918) 836-4588.

JAVELIN 168 - Rainbow sail. practically new. $890. (206) 488-3820.

WANTED-JAVELIN 108-Good condition, reasonable price. MT (406) 388-0100.

MAGIC Ills. Fly one today. "Magic" Johnson (218) 724-2387.

MAGIC 111s. 166's. 177's, new and demos, call (303) 444-5455.

NEW AND USED MAGICS-from $1675. (503) 942-8914.

1980 MOYES MEGA 172 - Excellent cond. $675.

1978 Bennett Phoenix 6-C. Very good cond. $300. (313) 439-8522 after 4 p.m.

MOYES MISSILE 182. Excellent condition, S700 OBO. (602) 323-7003.

PRO AIR 140 - Perfect for small pilots to 150 lbs.

Super flying machine; sweet handling; excellent sink rate. Low airtime. $800. (805) 581-0825.

PROAIR DAWN 155-Bought June '84. Custom sail, faired down tubes. $1400. PA (717) 637-6943.

PRO DAWN-Custom sail. half battens. 4.5 oz.

White trailing edge, faired downtubcs, low airtime, must sell $1500. Call Ted (818) 988-0112 eve.

PRO STAR II-195 -~ Excellent flyer. Black LE. rainbow dbl. surface, $900. Doug (218) 724-2387.

PRO STAR II 160. Price harness, chute, Chad deck with clock, altimeter and vario, great condition.

Must sell $1,400 or trade0 (209) 432-4800.

RAVEN 209 - Excellent condition $600. w/shipping. Flagstaff, AZ. (602) 526-3620.

RAVEN 229 - wt. range 170-230, rainbow sail. Excellent for tandem or the larger pilot. S800.

Many others, for $200. - call! UP/UTAH (801) 572-1537.

RAVEN 209-0nly JO flights, like new $800. (303) 841-2523.

I HANG GLIDING

CLASSIFIED ADVERTISING RAVEN 149-Great beginner-intermediate glider.

Good condition S600. Roberts ,·ario SIOO. (505) 3-15--1916.

RAVEN 209-Exccl. cond. with rainbow saiL Bell helmet. Price harness with new security chu1c and carrying bag. 5850. Mike (805) 962-7514.

RAVEN 179-Good condition $300. Write: Bob Pobocik. 26502 Bay Tree, San Juan Capistrano.

CA 92675.

SENSOR 165 - Rainbow, facmr\' tuned. Sl250.

(805) 687-3119.

SANTA BARBARA HANG GLIDING CENTER Certified instruction, glider and equipment sale.

486 Alan Rd., Santa Barbara, CA 93109.

(805) 687-3119.

Rigid Wings NEW MITCHELL A-JO - ASI. vario, tach. egt. brakes. with new customer trailer. Save $3000.

Need cash' S4950. (503; 276-7462.

WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of ncv.1 and used gliders. ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd .. Yan Nuys. CA 91406 (818) 988-0111.

FLEDGE llB-Good condition. S550. Call (612) 545-7680 after 9 PM.

Schools and Dealers ARIZONA

SENSOR 5!0-180 - 1982 good cond. S995. Paul (-\15) 689-5809.

160 SENSOR 510 TRIPLY - Clean tight sail. tlics great. Sl 150. or trade/car. (801) 25-1-61-11.

SENSOR 510-Yariable geometry: certified: lm1 hours. Very dean. top performing glider. Red. white. blue. White fairings. halt'ribs. extras. Going traveling. must sell. $1600./offer. (619) 456-0633 160 STREAK - Triply sail. good condition $700 OBO or will trade for 229 RaH,n and cash. Glen (619) 28-1-5206 or 457-2900.

160 STREAK-Good condition. Black. sih·cr, white. $700. OBO 1315) 986-4438.

STREAK 160- Tri-ply TE: Gold LE, spectrum LS. Excellent S950. Will ship. Tom (505) 281-1732.

180 STREAK-Fast, good flyer S800. Seagull Seahawk flown twice S450. (406) 734-5472 e,·cs.

200 SUPER LANCER - Excellent condition, SSOO. 149 Firefly 11 S350. Evenings (213) 515-8984.

220 SUPER LANCER - Excellent cond. Only 2 hrs. llt. Red - yellow - purple. Well cared -tor.

S350. (209) 298-0!60.

SUPER LANCER 200-Good condition. glider S400. harne, SSO. chute S200. helmet S25. All for S600. Call Mike (818) 8-17-4294 day. 1818) 988-16.18 night.

WA'>TEI) - Used hang gliding equipment. gliders. instruments. harnesses and parachutes. SAN FRANCISCO WIND SPORTS, 3620 Wawona.

San Francisco, CA 94116 (415) 753-8828.

DESERT HA1\G GLWERS USHGA Certified School. Supine specialists. 4319 W. Larkspur.

Glendale. AZ 85304 (602; 938-9550.

CONNECTICUT CONNECTICUT COSMIC AVIATION - 14 Terp.

Rel., E. Hampton. CT 06424, clo Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and UP. Ultralight also available.

USHGA Certi ficd Instructor. Been t1ying since 1975. Call me where to go in CONN.

CALIFOR"IA BRIGHT STAR HANG GLIDERS Sales - service restorations. All major brands represented. Santa Rosa. CA (7[J/J 584-7088 CHANDELLE SA'-i FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills Wing. UP, Progressive Aircraft. Pacific Windcraft. Delta Wing. Learn to t1y with us' (415) 756-0650.

HAWAII

HANG FLIGHT SYSTEMS - Certified instruction program. Featuring Wills Wing and Ultralight Products gliders and accessories. Duck, Comet II. Skyha;•k. Gemini demos arnilable tu qualified pilots. 1202 E. Walnut. Unit M, Santa Ana. CA 92701. (71,l 1 542-7444.

TRADEWINDS HANG GLIDING - USHGA Certified Schoo\. Rentals, tandems. Box 543, Kailua, HI 96734 (808) 396-8557.

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

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.

HANG GLIDER EMPORIUM - Quality instruction. service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses. hcl111cts. instruments, accessories and spare parts. Located minutes from US JOI and flying sites. 613 N. Milpas. Santa Barbara. California 93103 (805) 965-3733.

ILLINOIS MIDWEST GLIDER SUPPLIES - Dealer for Sensor 510, flight accessories, and a complete line of skyting components, 2638 Roberts, Waukegan, Illinois 60087. (312) 244-0529.

PINECREST AIR PARK - Instruction. sales. service. (714) 887-9275.

INDIANA

SAN FRANCISCO WINDSPORTS - Gliders and equipment, sales and rentals. Private and group instruction by CSHGA certified instructors.

Local site information and glider rental. 3620 Wawona. San Francisco. C,\ 94116. (415) 753-8828.

ALPHA AIRCRAFT-USHGA, AOPA and FAA certified in~tnlction. Dea\ers for a\\ nmjor nonpowered and powered brands. 145 E. !4th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891.

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

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

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

1 word)

Section (please circle) Rogallos Schools and Dealers Emergency Chutes

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

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

Ultralight Powered Flight

I Bold face or caps 50e per word extra. (Does not include first few I words which are automatically caps). Special layouts or tabs $20' per I column inch.

Begin with consecutive issue(s).

f

Payment for first three months required In advance.

II Please enter my classified ad as follows: I I I I I I Number of words: @ .35 •

Parts & Accessories Rigid Wings

I I I

Business & Employment Opportunities Publications & Organizations Miscellaneous

19

II

issue and run tor

I I

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

S' - - - - - - - -

I I I I I I 1

Name: Address:

Phone Number:

P.O. BOX 88308, LOS ANGELES, CA 90088 I (213) 390,3085

:

I 1 1 I

:

L---------------------------------------------------------1 MAY

1985

41

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

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

International Schools & Dealers JAPAN

NEVADA HIGH SIERRA SPORTS, !NC. - 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. Obse"cr and

Region II Examiner. Sales, service. rentals and lessons.

Distributor major brands hang gliders (Airwave

lvlagic), instruments, parachutes and ultralights.

NEW MEXICO UP OVER NEW MEXICO INC. -

Certified in-

struction. sales. service. Sandia guides Albuquerque, NM (505) 292-0647.

Tokyo 03!43310063. Yugawara 0456/63/0173.

Kurumayama Hang School 0266168/2724 (April-No\"ember).

SWITZERLAND

NEW YORK '.IIOt:NTAIN \\'!!';GS, INC. -

6 mile, from Ellen-

ville. Five training hills, five mountain sites, USHGA certified instruction and towing. \\t: arc now the area's only Wills Wing dealer. also

Delta \Ving. Pacific \Vindcrnft. Secdi.vings 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 lly mer soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Adnmccd

packages: complete im·cntory of new gliders. accessories and parts. Ultralight training and sales available as \'.'Cll as windsurfing sales and instruction.

OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. \Vills \Ving specialists. PO Bm 362. Pendleton. OR 97801 (503) 276-7462.

SWISS ALP HANG GLIDING SAfARI - For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: R01' HLRST. Kurfirstenstr, 61, 8002

Zurich. Switzerland, Airmail.

E111ergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest. fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delia Wing Kites & Gliders. Inc .. P.O. Box 483. Van Nuys. CA 91408 (213) 787-6600. telex no. 65-1425.

ALL BRANDS - Bought. sold. and repacked. Inspection and repack S20.00 - Kevlar. nylon, s's. bridles installed and replaced. S. F. Wind sports (formerly H.G. Equipment Co.) 3620 Wawona.

San Francisco. CA 94116 (415) 753-8828.

QUICK RELEASE CARABINER - $24.95. Dealer inquiries invited. Thermal, 1943I Business Center Dr. 1141. Northridge. CA 91324.

CB-VOX UNIT Voice activate your Radio Shack 5-watt. $115. Sec ad HG S~pt. 84. Order before June I. Go'in flying June 22-Sept. I. Susquehanna R&D, Don Boardman, 6433 Karlen Rd .. Rome. NY 13440.

ROBERTSON COCOON-Fits 5'10" to 6'2" with 24' chute and storage, $250. Litek Vario $90.

Torn (505) 281-1732.

WANTED-Cocoon harness GC under SJOO. 5 'II" Ven/Um, CA (805) 643-9771.

Ultralight Powered Flight JETWING TRIKE - With reduction drive, parachute, harness, 2 Demon hang gliders, lots of spare parts. 2 scat adapter kit. All for $!995.

Call Kim (205) 252-7626 or 951-2742. Trailer SJOO.

TOURS

7

Parts & Accessories

;-ai_j_-.-

"I:1

,

I

PENNSYLVANIA SKY SAILS LTD. Hang Gliding School. USHGA cenificJ instructors. 1630 Lincoln A\"c ..

Williamspon. PA 17701. (717) 326-6686 or 322-8866.

TEXAS AUSTIN AIR SPORTS -

USHGA certilicd instruc-

San Francisco Windsports (formerly H.G. Equipment Co.) For all your hang gliding needs. We arc dealers for all major brands. Send S2 .00 for price list - 3620 Wawona. San Francisco. CA 94116 (415) 753-8828.

tion. sales. rentals. demos and complete frame and sail repair. Air-to-air towing facilities and ultralight imtruction at the new Austin Airport.

WILDERNESS GLIDING TOURS -

Enjoy un-

crowded sites with aerial view of Mt. Shasta, Mt. Lassen, Shasta Darn, and much more. $80. per da} includes, transportation from Redding, driver, personal guide, lodging arrangements,

1712 Waterson. Austin. TX 78703 (512) 474-1669.

breakfast and dinner. Your tour guide is a

UTAH

USHGA Ob.server. and has over 1100 logged flights in Shasta County. Call or write Phil Sergent 2351 Victor Ave. II. Redding, CA 96002.

(916) 222-5439 for reservations and information.

FLY UTAH \\'ITH

Publications & Organizations SOARING -

Monthly magazine of The Soaring

Society of America Inc. Cm'ers all aspects of Delta \Ving Producr.'l. certified instruction. 9173

Falcon Cr.. Sanely Utah 84092 (801) 943-1005.

42

UP "ULTRALITES". $25.00. Dealer inquiries in1·itecl. UP U.S.A. 410 W. Pacific Coast Hwy .. #202. Newport Beach. CA 92663.

soaring flight. Full membership $28. Info kit with sample copy S3.00 SSA, P.O. Box 66071.

Los Angeles, CA 90066.

HANG GLIDING

Miscellaneous SA!Li\!AKING SUPPLIES & hardware. All fabric types. Catalog and colorful samples. $1.

Massachusetts Motorized, PO Box 542-G, Cotuil. MA 02635.

RHAMPHORHYNCHUS DINOSAURS! T-shirts, books. more. Free informative catalog. SAUR US. Depl. HI.. 530 South -lOO East. Centerville. UT 84014.

SOAR through "fHE GRAND CANYON" nght 111 your own li\'ing room! 2-hour hc-licoptcr explora-

tion. Breathtaking music. Critically acclaimed.

VHS or BETA $52.44. Details FREE. Becrger Productions. 3217 Arvillc. Las Vegas. NY 89102 (702) 876-2328.

1985 U.S. NATIONAL T-SHIRTS, NOW AVAILABLE! Hand screened with six brilliant colors. SIO. total. Specify navy blue or white/front or back print/M,L.X-L. Jeff Flatt.

802 W. Skyline Drive, Duluth. MN 55806.

M,w 1985

43

CLASSIFIED ADVERTISING TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body.

Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618.

TYPE: Orange Wills Wing Harness with blue bag, Advanced Alr 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.

AIR BRAKES-Mylar upright and kingpost fairings.

Trailing edge opens for takeoffs. Turn crosswind and decrease LID for tight landings. Three fairings only $48. Delivered USA Air Dynamics, 234 Monte Alto NE. Albuquerque, NM 87123 (505) 296-6146.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3'1,'' dia. Inside or outside application. 25C each. Include !SC for postage and handling with each order.

P.O. Box 66306, Los Angeles, CA 90066.

BUMPER STICKERS - "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.

The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 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'/2 months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA 90066.

Stolen Wings

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. CONT,.ACT: Bill Snyder, 3751 S. 19th, Bozeman, Montana 59715 (406) 586-1840.

GLIDERS CERTIFIED

BY THE HANG GLIDER MANUFACTURERS ASSOCIATION

1981: TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. 1, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345 TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078.

44

Gemini 164, 184, 134 Sensor 510-180

1982: Duck 180, 160, 200 (and DHV) Prostar 160, 130 Streak 160 Moyes Missile 170 Breez 180 Sensor 510-165 Vision V-18

1983: 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 1/2 battens) Pro Dawn 155 HP 170 Sensor 510-160 VG Moyes GTR 162 VG

Index To Advertisers Airworks ............................. 8 Ball Varios ........................... 14 Bennett Delta Wing Gliders . . . . . . .

. . BC

Hall Brothers ......... .

7

High Energy .......... .

Litek ................................ 9 Lookout Mt. .......................... 43 Manbirds ........................ .

9 .10

Midwest Motor ........... .

Mission Soaring . . . . . . . . . . . . . . . . . . . . . . . 5 Pagen Books . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Para Publishing. . . . . . . . . . . . . . . . . . . . . . . . 5 Pro Air ........................ .

.. 2

Publitek ........................ . . . . . 15 Santa Barbara HG ..................... 15 Seedwings ...... .

................ 26

Systems Tech . . . . . . . . . . . . . . . . . . . . . . . . . 9 USHGA ..

................ IBC, IFC

Wills Wing ........................... 19

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing l 1/2 months preceding the cover date, i.e., Mar. 20 for the May issue.

HANG GLIDING

FULLMEMBERlllllllllllllllllllllllllllllllllllllllllllllllllll. .1111111111111111111. .

NAME (Please Print)

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

PHONE {

0 NEW MEMBER

D RENEW/USHGA # _ __

ANNUAL DUES: $39.00 ($42.00 foreign). This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($12.00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilot to be a member.

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

FAMILYMEMBERlllllllllll. .11111111. .IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII. .IIIIIIII• 1. N A M E - - - - - - - - - - - - - -

ANNUAL DUES: $19.50 for each family Member, D NEW MEMBER D RENEW/USHGA # - - - everywhere, who resides in my household. Each will 2. NAME - - - - - - - - - - - - - - receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.

D NEW MEMBER D RENEW/USHGA # _ __

SUBSCRIPTION ONLY 1111111111111111111111111111111111NAME

(Please Print)

ADDRESS----------~---CITY _ _ _ _ _ _ S T A T E - - - - - ZIP

PHONE (

D $29.00 SUBSCRIPTION ($32.00 foreign) for one year.

D $53.00 SUBSCRIPTION ($59.00 foreign) for two years.

D $77.00 SUBSCRIPTION ($86.00 foreign) for three years.

D $14.50 TRIAL SUBSCRIPTION ($17.50 foreign) for six months.

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 D FULL MEMBER ($39.00, $42.00 foreign) D FAMILY MEMBER(S) ($19.50 each) D SUBSCRIPTION, one year ($29.00, $32.00 foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign) D SUBSCRIPTION, three years ($77.00, $86.00 foreign) D TRIAL SUBSCRIPTION, six months ($14.50, $17.50 foreign) D Enclosed is an extra dollar for TOTAL for the World Team fund. I understand that USHGA will Charge my C MasterCard D VISA match my contribution.

USHCA 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.

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

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

Revised 4/85

(213) 390-3065

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