USHGA Hang Gliding July 1985 by US Hang Gliding & Paragliding Association

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

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Features 14 Flying the Peak

Columns 5 Safety Forum

by Andy Mil/at photos by Greg Duran Flying Pikes Peak. A brief history and the story of flying a hang glider from a 14,000-foot MSL takeoff.

by Mark Sawyer Mark discusses a problem he had with a harness malfunction.

7 USHGA President

17 Making Life Easier In The Air

by Steve Hawxhurst Six thousand and counting.

article and photos by Robert Reiter Bob describes some techniques and easy-tomake accessories that make flying more fun.

8 Milestones by Gary Engelhardt Gary tells the story of how he flew 130 miles from Lookout Mt., TN while chasin' Curly.

27 Hang Gliding Wins A Maggie!

11 Competition Corner

by Gil Dodgen Your association's magazine wins a prestigious publications award.

Stew Smith reviews the recent Manufacturer's League Meet and Mark Bennett fills us in on competition rules changes.

28 Pilot Profiles Dan Buchanan

20 Towlines

by Jim Nye Wheelchairbound, yes. Earthbound, no.

Page 20

by Rick Jesuroga Rick brings weather to life as he guest authors Erik Fair's column.

by Paul Burns Paul reviews Progressive Aircraft's latest version of the Dawn.

Departments Page 28 COVER: Stew Smith sets up a landing at Parma Park near Santa Barbara, CA in his Sensor 510 B 160 V.G. Photo by Bob Trampenau. Special thanks to Seedwings, 1985 U.S. World Team sponsor. CENTERSPREAD: Eric Raymond flies inverted. Photo courtesy Eric Raymond. CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HGMA standards. Copyright © United States Hang Gliding Association, Inc. 1984. All rights reserved to Hang Gliding Magazine and individual contributors.

JULY

1985

From the USHGA Safety and Training Committee here are the new USHGA aerotow guidelines.

30 The Right Stuff

34 HG Glider Evaluation - Pro Air Dawn Comp

4 Airmail 6 Update 6 Calendar 24 Ratings and Appointments 37 USHGA Contributors 39 Classified Advertising 42 Stolen Wings 42 HOMA Certified Gliders 42 Index to Advertisers

Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Consulta/11 Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers

Erik Fair, Staff Writer Harry Martin, lllustrator Office Staff· Amy Gray, Manager Joyce Isles, Ratings Mary Marks, Membership USHGA Officers:

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

Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges REGION I: Ken Godwin, T. Michael Boyle. REGION 2: Russ Locke, Gary Hodges. REGION 3: Steve Haw:,;.hursl, Ken dc.Russy. REGION 4: Jim Zciset, Bob Thompson. REGION 5: Mike King. REGION 6:

Ted Gilmore. REGION 7: Dean Batman, John Woiwcxle. REGION 8: Robert Collins. REGION 9: Bill Cri~tc. Vic Ayers. REGION 10: Dan Johnson, Steve Coan. REGION II: Hardy Snyman. REGION 12: Ken Zachara, Paul Rikcrt. 1984 DIRECTORS-AT-LARGE: Dennis Pagen, Dick Heckman, Elizabeth Sharp, Vic Powell, Mark Benncn. 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 Pair. The United States Hang Gliding Association Inc., is a division of the National Acronau1ic Association (NAA) which is the official U.S. representative of the Federation Aeronau1iquc Internationale (FAI), the world governing body for span aviation. The NAA, which represents the U.S. al FAI Meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanc!ions.

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, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Dox 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by 1st impression Typesetting Service, Buena Park 1 Calif. Color Separations arc provided by Scanner House of Studio City 1 Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight night. Membership is open to anyone interested in this realm of flight. Dues for full membership 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 1 including name, USHGA membership number, previous and new address, and a mailing label from a recent \s!.UC,

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

JULY

1985

AIRMAIL AIR SICKNESS SOLUTIONS Dear Editor, This letter is in response to Chris Kendall's letter on air sickness published in your May issue. Since I am a newcomer to hang gliding, without high altitude experience, I cannot comment on the specifics of motion sickness as it relates to this particular sport. However, I expect that I may have a similar problem eventually, as I get seasick easily myself. Motion sickness is not completely understood. Discordance between visual input and vestibular (relating to balance and movement) information seems to trigger nausea and vomiting, this reaction being under the control of the autonomic nervous system (the system that manages all of our involuntary activities such as heart rate, digestion, etc., as well as much of our emotional life and responses). There is a large individual variability in this, some people becoming sick with very minimal stimulation, while others seem to be able to sail through a typhoon with no problem (to my constant amazement). Several medications are effective in preventing the effects of motion sickness. Dramamine, Marezine, and other similar drugs (Bonine) represent a variety of chemicals with antihistamine and anticholinergic properties (suppressing the vomiting reflex). They also seem to suppress the vestibular system to some extent. The "little pads" Mr. Kendall's stewardess friend showed him are called Transderm-V, formerly Transderm-Scop. They contain the drug scopalamine, long famous for its anticholinergic effects. Transderm-V is fairly effective, reducing motion sickness in 75 % of subjects in clinical tests, more than with other drugs, acccording to the Physician's Desk Reference. I use it myself when sailing, and have never become seasick while using it. I have not experienced drowsiness while using it myself, however drowsiness and disorientation do occur with its use as with the other medications listed. Therefore, its use by pilots cannot be recommended. Should anyone choose to ignore this advice (there are always some), be advised that Transderm-V is contraindicated in people with glaucoma. Also, it is a prescription medication. Barring the use of these medications, there appears to be no foolproof way of preventing air sickness in susceptible people. It is probably trne that continual exposure to provoking stimulation, as in the case of seamen on long voyages, may increase the threshold for some, but certainly not for everyone. I doubt

that practice on playground rides would have much success. I do have one idea that I myself would like to try. There is probably a psychological component to motion sickness. If you expect to get sick, you probably will. Under the guidance of a qualified hypnotist, one might learn to change the expectation. Along the same lines, biofeedback techniques have been used successfully to control such autonomic processes as blood pressure and pain perception. Perhaps such techniques could be applied to this problem also. I promise to look further into this problem to see if these or other advances are in the wind, so to speak.' In the meantime, Chris, thanks for sharing this problem with us, and I hope we can all find a safe solution. Paul Sirotta, M.D. Seattle, WA

HANG GLIDING SEXISM Dear Editor, As one of your Canadian readers, I have up to this point found little fault with your magazine and read it with pleasure from beginning to end. However, I was more than a little disappointed upon receiving your March and April issues and finding in them the article "Time Soaring" which depicts women in a very derogatory way. It is phrases like: 'the crazy broad,' 'wiggly tail,' references to the Adam and Eve syndrome (woman as temptress, March issue, pg. 20) or 'cute little brunette' (April issue, pg. 26) which prompted this negative response. Descriptive references such as these used only in regards to the "girls" are totally unnecessary to the plot and detrimental to the promotion of hang gliding as an egalitarian sport. Looking forward to your next issue. Helen Braun Winnipeg, Manitoba Canada

HG COMMENTS Dear Editor, Lo and behold, the May issue is finally full of things I have been requesting for several years on my renewal form. Best of all, no "happy talk" for a change. Seriously, folks, it would be nice to see more issues with emphasis on other regions in

the U.S. and Canada besides Southern California. It would also be nice to see more articles of the type Whole Air is putting out. While I firmly believe in USHGA and I'm proud to be a member, I think it would be nice if our official organ was less an expository vehicle for the literary and photographic efforts of a few Southern Californians (complete with prizes for their efforts from other Southern Californians) and more of a forum for national hang gliding activity. I personally would prefer to read about the ULF-1 in Hang Gliding and reserve my taste for fiction for the Saturday Review. I finally subscribed to Whole Air in March, mostly out of frustration with what I feel is a kind of Southern California parochialism and in-crowd "old-boyish" tone in Hang Gliding of late. Whole Air tells me what I want to know about hang gliding and saves the repartee for the "Letters" section and the entertainment for the comic books. We need more issues like May's. Recognilion by the USHGA in its official publication of the fact that there are a lot of good sites and good pilots outside of Southern California coupled with informational rather than entertainment content will do a lot more to help us stay alive in '85 and beyond than periodic appeals. The May issue is a giant stride in the right direction. Let's have more of it. Jules Gilpatrick

STANDARDIZED SIGNALS Dear Editor, I am surprised that there still remains confusion over how to successfully indicate wind direction from the ground to a pilot. The standardized and recognized international signal is as follows: 1) Stand with your back to the wind. 2) Extend your arms straight out horizontally in front of you, palms up. 3) Flex your arms at the elbows bringing your hands up to your head. Do this decisively. 4) Extend your arms straight out in front of you horizontally again and repeat. 5) Look the pilot directly in the eyes. You've all seen this at airports as traffic is directed by ground crews. Do the same at your landing fields. Fred Wilson, BCHGA Vernon, BC Canada

HANG GLIDING

n a recent flight from "A" Mountain in Tucson, a malfunction occurred with my Robertson Convcrt··a-Coon harness which ! felt should be communicated to other pilots. Conditions were smooth, but for and cross. A ftcr hooking in and hang ,,uvv''"''''· my harness on the takeoff ramp, I up and set down my several times while for just the right direction this SC·

JULY

[985

rope runs, to become hung up on the knurled nut of the carabincr, and nr,.,11,ntr>rl free travel of the rope, which slides the After launch, I was unable to go prone until I hooked first one foot, 1he11 the other in the rear wires and held my own in a "push-up" position so that the rope, released from pressure, could shift to prone. I could then fly normally, the shoulder straps were un· I made my landing wonk] not shift

into '7"-10 mph unable to flare and flew al just below minimum sink was minimal, one skinned knee but the situation launch or l'vc remedied the of a reoccur .. rcncc by my harness to the hot·· tom of the 'bincr with handlebar tape. While this situation may be possible with a few types of harnesses, all pilots should take a Jew seconds to inspect their support system to determine if some sort of restraint is in order. Ill

UPDATE UP GZ-155 IN FULL PRODUCTION

GZ-155 Specifications Area ...................... 154 sq. ft. Span .......................... 34 ft. Aspect Ratio ..................... 7.49 Nose Angle . . . . . . . . . . . . . . . ...... 126 ° Root Chord ................... 6.75 ft. Leading Edge Length ......... 19.25 ft. Pilot Weight Range ........ 140-230 lbs. Weight ....................... 75 lbs. Battens ...................... 31 total Breakdown size ................. 12 ft.

Ultralite Products, manufacturers of the Comet series, has added a new glider to its product line. The new UP Glidezilla, or GZ-155 for short, earned its HOMA certificate on May 8, 1985 and is now in full production at UP's Temecula factory. Work on the GZ-155 began in the fall of '84 when UP designers Roy Haggard and J.C. Brown joined forces to build a cross country and competition oriented glider that would out-perform the Comet. To this end, UP built and tested nine different prototypes during the six-month GZ development program. According to the manufacturer the result is a convenient, easy handling ship that outspeeds, outglides, and outsinks the Comet. 1 To date the GZ-155 has been flown in three contests and has won all three. In February, UP pilots Larry Tudor and Eric Raymond journeyed to sunny Venezuela to fly two of the GZ prototypes in an International XC competition. Eric won the open distance XC event and broke the existing Venezuelan distance record with a flight of 170 kms. Larry Tudor and Jim Lee, former world distance record holder, went to Beppu, Japan to compete in the Yamaha Sky Grand Prix (an open distance XC event). Jim Lee took first and Larry Tudor third. Larry flew his GZ-155 to a new Japanese open distance record of 77 kms during the meet. The GZ's most recent win was at the Region 4 Regional Qualifier at Mingus Mountain in Arizona where Jim Lee again dominated the field. Contact: UP (714) 676-5652.

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 4-7. XC Classic reunion and 4th of July fly-in. Pilots $25, friends $15. Contact: Owens Valley Hang Gliding Center, P.O. Box 1535, Bishop, CA 93514. 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 Gro1,Jse 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. JULY 26-28. St. Joe Baldy fly-in. St. maries, Idaho. Contact: Paul Clarke (208) 882-6070. JULY 27-28. Crested Butte Aerial Weekend. Hang gliding, sky diving, sailplanes, hot air balloons. Contact: Dusty Buckler (303) 349-6720.

ARIZONA XC Bob Thompson, Bruce Ruefer and Jim Whitelaw each flew more than 100 miles on June 2nd. Thompson's flight of 145 miles on a Wills Wing HP put him into first place in the ongoing Arizona XC Contest, and also put him in the lead in the race for the $2,000 1985 Wills Wing XC contingency prize. Ruefer's flight of 135 miles, and Whitelaw's of 110 miles, both of which were also on HP's, give them 2nd and 3rd currently in the Arizona XC meet.

JULY 27-28. Kooskia fly-out, Kooskia, Idaho. Contact: Skip Brandt, P.O. Box 176, Stites, ID 83552. AUG. 3-4. Whitefish fly-in, Teakettle Mtn, Montana. Contact: Ike Foster, 310 Lost Coon Lane, Whitefish, MT 59937 (406) 862-5244. AUG. 7-8. Sun Valley Spectacular. Sanctioned Region 5 series meet. USHGA membership, Intermediate level. Contact: Mike King, Box 746, Nampa, ID (208) 465-5593. 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. AUG. 17-25. 1985 Masters of Hang Gliding. Contact: Joe Foster, Grandfather Mt., Linville, NC 28646. AUG. 31-SEPT. 2. Eighth Annual 94 ROCK/Free Spirit hang gliding festival, held at Draht Hill (Jerusalem Hill) Elmira, NY. $1,000 plus trophies. Team and open competition. Beginner to Advanced. Ultralights, towing, aerobatics, camping. Pre-registration necessary. Contact: Free Spirit Flight HGCI, P.O. Box 13, Dept. HG, Elmira, NY 14902. OCT. 9-12. Aircraft Owners and Pilots Association convention and industry exhibit. Washington, D.C. at the Washington Hilton Hotel. Contact: Patricia Weil (301) 695-2156. UNTIL NOV. 30. 1985 Region 7 XC Challenge. Open distance XC for any flight originating in Region 7, foot-launch or tow. Sanctioned. $10 entry. Contact: John Sachmeister, Northern Sky Gliders Assn., P.O. Box 365, Minneapolis, MN 55440.

HANG 0LID1NG

USHGA PRESIDENT

Six Thousand And Counting by Steve Hawxhurst

many of you know, the "Prez" reports that appear on these pages are written in San Diego. As you also may know or would prefer to forget if you are a "long suffering" Chicago Cubs fan, San Diego is the home of the National League Champion San Diego Padres. The temptation to extoll the virtues of the Padres and to denigrate the Cubs, Mets, et.al. for the next five or six pages is almost irresistable. Totally inappropriate in a magazine such as ours but almost irresistable nonetheless. I'll try not to succumb to the temptation and only comment that I'm a fan of the stickand-ball game. So I do what most fans do every now and then, I go down to the "old ballpark" and watch a game. More often than not I go with my friend Mark Bennett and whatever girls we can scare up. A pleasant evening drinking beer (I have to drink Mark's share if he's in "training" for the world meet or some such) and watching the World Series (not resisting the temptation very well am I?). When you go to a bseball game one of the devices the management uses to kill time between innings is the "guess the attendance" game. They flash up five or six likely numbers on the scoreboard and then wipe them out one at a time. Slowly enough to allow you to place a small bet with anyone in your section who's interested. The last game I went to was on a Wednesday night and the numbers presented were in the 30,000-35,000 range - a slow night with the stadium half empty. I got to thinking: (listen up if you've been dozing off wondering what all this baseball talk was leading up to). Our association currently numbers about six thousand members. Six thousand I could put in the field-level seats. The entire hang gliding population of the U.S. of A. could watch the ball game from

JULY

[985

the Bob Uecker seats - the front rooowww! I could talk to each and every pilot in the country if they were gathered together between first and third. I wouldn't need a microphone. If six thousand people showed up to watch a game at the stadium the number of cars in the parking lot wouldn't fill it enough for a passer-by to tell if there was a game going on or an informal workout. We're talking about all the hang glider pilots in the United States. Or are we? We have our own version of the between innings game. Guess the number of active pilots. Over the years I've heard a high variety of estimates. Some of those estimates even approach the 35,000 or so it takes to half fill San Diego Stadium. Much as I love optimism I have to admit that my own best guesstimate is around eight to ten thousand. Although that guess may draw some letters to the editor I'm afraid that all the eivdence bears it out. The number of gliders manufactured each year, although not a matter of public record, is not a large number. That's one of the reasons they cost so much. There is not a huge majority of pilots in the U.S. who are out flying but have declined to join the Association - some, to be sure, but not a majority. Our sites are known to us as are the people who fly them. At our recent Board of Directors meeting in Boise, Idaho I spent some time peering up into the sky and down the valley to see if I could spot a vast horde of outlaw pilots who distained membership in any local or national organization. I didn't see any. Wherever you happen to live and fly you probably won't see many either. A few perhaps, but in most cases not a majority. We is all of us there is and that's not many. But how can it be, we all wonder, that

anything as beautiful, as awe-inspiring, as just plain "the most fun you can have in public with your clothes on" is so short of participants in a land of two hundred and some odd million? There are answers we've long assumed to be true. The media has given us a "bad image." Probably. Hang gliding is too expensive. Doubtful. All you have to do is watch a $20,000 motor home pulling a trailer full of three wheelers and dirt bikes and heading out for a typical American weekend of recreation to get a feeling for the big bucks spent on fun in this country. Hang gliding is too difficult for people to learn. Maybe. If you think hang gliding is difficult you can try golf or tennis, both of which require more coordination than flying. Of course the price paid for mistakes is a bit less in those sports. Then there are some of the more esoteric theories. Hang gliding is not a good place to meet girls. Likely true. The "fitness craze" in America is probably just a current illustration of the fact there's really only one sport that we're all really interested in. Another theory, put forth by one of our major manufacturers, holds that the "freedom" to fly was founded in the attitudes of the sixties and developed throughout the seventies. The upscale youth of the Reaganesque eighties aren't interested in "fun," they're interested in the bottom line, the goal to be gotten, and the occasional elimination of "stress." There's some evidence to support this viewpoint. I have to grudgingly admit that getting thrown out of a thermal within spitting and hitting distance of a pile of granite occasionally gives me a bit of "stress." Then there are landings, which often tend to be stressful, noisy or both. (continued on page 33)

photos by

Voith

couple of years ago this hairy guy called started flying Lookout Mountain, Tennessee on a He was flying a Demon then, while he became proficient at thermalling and One day he jumped on a Flight prototype and flew about 85 miles to Powder a great flight for our eastern flying sites, blitzed everyone for the year as far as other XC flights went He was He gets up in the lightest lift while others sink out He scares me when he dives at the ramp, But honest work scares me too, Anyhow, he's good! 1985 arrived and Finally ly and I were real excited because it like cmnics at 9:30 AM and a bright with JO to 15 out of the northwest, "Oh man, it's gonna be good," I thought Jn past weeks the conditions had started the same but scared us too much to launch aJicr noon or one o'clock, We need to be up early to get into launch-· able aic Curly was ready and soaring as I finally reached the mountain, He radioed conditions to me while en route to pick up rny glider, I was psyched! After coercing Nancy to drive for me, we headed for launch and last heard at 4,000 1 AGL Pigeon Mountain, nearly 15 miles away. Arriving at. launch I found Chris buck and I told him he was gonna miss it, to look at those clouds, and then asked where everyone had gone, I set pre-flighted in 20 minutes and tried to get Curly on the radio, No contact He must have been out there at least 30 miles by now, Launching into 15 to 20 was looking to go up ASAP and get some miles in, I couldn't rind good lift for 30 minutes, lift that would get me

HANG CiL!ll!NC,

across the plateau of Lookout Mountain. Frustration was approaching as a blast came through and took me high enough to cross over with a couple of thousand feet. I tried Curly on the radio again as Nancy headed southeast toward LaFayette, Georgia. "Where the hell is he?" I thought. Cloudbase was at about 9,000' MSL and thermal lift was so powerful as to induce involuntary aerobatics. A little north of LaFayette I entered an 800 to 1,000 fpm thermal that popped my cars and snapped my Attack Duck up to 8,500' MSL. Turning downwind and stuffing the bar as the thermal died to 500 fpm I roared to the next cloud in zero sink to 500 up. Considering the high speed of the wind at altitude I guessed my ground speed to be 60+ mph. Cruising downwind and crossing John's Mountain I was abruptly pitched 60 degrees nose up and rising when I rolled right to complete a mild wingover. Wow, that was a good one! Upon completing the wang 360 and reentering the lift, my vario pegged over 1,500 fpm up. Once rolled into this sucker the vario read a steady 1,200' up. Yow! What lift! Meanwhile Nancy was heading from LaFayette toward Cartersville, Georgia on the backroads in northeast Georgia. Communications were garbled due to lots of 'skip' and dying batteries in my radio. I was hollering into my mike too loud, figuring she could hear me better. It didn't help much. Ahead was Pine Log Mountain and Lake Allatoona. Arriving high at the mountain I could see a couple of landable fields about eight miles away near Sutallee, Georgia and continued toward them with gobs of altitude. Some time earlier this day Curly had been scratching to stay up down there, below the ridge. Rick Whitlock landed just below Pine Log on Great Race Day '84. Curly was about 60 miles out and in first place in the Tennessee Tree Toppers XC Classic. Upon reaching the fields near Sutallee I saw they were just clear cut forests with trees lying everywhere. I was down to approximately 2,500' AGL and drifting in weak lift across Lake Allatoona. Pucker potential was a constant source of energy drain

JULY

1985

until I was back in good lift. Crossing the narrow lake wasn't much in the way of distance but the boat launch and parking lot landing zones weren't much in the way of LZ's either. I finally got back to 8,000' just in time to reach the suburbs of Atlanta near Roswell and yell to Nancy to head for Stone Mountain. I glided through all but 2,500' of my altitude and began grabbing for any bit of lift present. I didn't like looking down at housing areas with no football or baseball fields, but the tops of the large warehouses and construction sites offered pleasant memories of stand-up landings. Getting back to 6,000' MSL felt great as Stone Mountain's carving faced me and I-85 slipped below my wing. I tried raising Nancy again but my batteries were beat. I hoped she'd figure out to call back to Lookout; I should have discussed where to call but hadn't. Poor Nancy had a rough time in the Stone Mountain area. Seems that my license plates were two days overdue whe she got stopped without her license while blocking an intersection. In baseball you get three strikes but in hang gliding strikes do not apply. Apparently law officers in Stone Mountain bought her story about chasing a hang glider from Lookout Mountain that was last heard from near there, but was

lost now. Lucky one. She could have gone to the slammer or perhaps even a psychiatric unit with a story like that, eh? That being as it may I really wondered, "Where is Curly now?" Did I pass him or was he still 30 miles ahead of me going strong? I hoped not; we'd never hear the end of it! It was now about 5 PM and the sun was getting lower. How much longer would the lift hold out? Altitude was the best insurance late in the day. The lift was getting lighter and more sparse. My last gain was to about 5,000' AGL after working weaker 200-500 fpm lift. The cumies were gone with only small wisps of condensation left. I grabbed at anything going up while drifting with zero sink and an occasional 200 up thermal. Loganville drew below me as I again turned downwind on my final glide. Curly had been on the ground about an hour relishing the new Eastern U.S. XC record of 115.4 miles - a tremendous effort indeed. Excellent flight, Curly! Gliding about eight miles without turning I reached a chosen field with 200' and an easy approach. Well, the wind was still crankin' on the ground and the 50' drop through the gradient made me fear I'd make a crater on landing. I

Gary, back on the ground, 130 miles later.

MILESTONES flared early and buried the nose in some plowed earth for another uncontrolled XC landing. My average XC landing is pretty poor. I landed in Social Circle, Georgia l,)ehind the Morton family's home at 5:50 PM. They didn't quite know what to think as I fought the wind carrying the glider up to the house. After establishing rapport with the folks I got on their phone to make at least six calls back to Lookout with directions for Nancy. She must have been worried, I thought, since we lost radio contact two hours before. One call went to Chris Voith in Atlanta and he responded by arriving minutes later. While I waited, Dr. Howard Barton led me to his home for dinner and flying stories. It felt great to relax a little after four hours and 45 minutes of kickin' air and approximately 130 miles. Great circle calculation shows 130.097 miles according to the

coordinates. After an hour at. the doctor's home I was transported to the traffic light in Social Circle where Chris Voith had just arrived. While transferring the glider to Chris's car we questioned what to do to find Nancy. Seconds later a beat up old blue Mazda GLC (glider car) pulled up to the light in town. She made it! What a diver driver! Chris set up his tripod and camera and took an evening photo of this misplaced trio reunited in Social Circle, Georgia. But something was still buggin' me. Where the hell was Curly? We all headed back to Chris's house to stay for the night as the phone lines started smoking. At Chris's were messages of awesome proportion. One mentioned Matt Wagner in Columbus, Georgia some 170 miles from Lookout. My jaw dropped. How'd he do that with

a northwest wind? The scuttlebutt was disheartening. The next message from Dennis Van Dam was that Curly had gone about 110 and I was near 130. We all cheered and toasted the day! Nancy and I were too wound up to sleep and ended up watching MTV all night. No amount of alcohol could settle the excitement of our day. So finally I found out where Curly was, ran into my driver and my buddy in Social Circle, got a hot meal, a new record, and writer's cramp from all this scribbling. What's left is pushing those XC flights out past 150 miles. Thanks go to super friends Nancy McAnnally and Chris Voith, and to Dennis Van Dam for his perfection and quality sailwork on my Attacked Duck. And last but not least, thanks to Mark Dunn for urging me to go chasin' Curly.•

HANG GLIDING

COMPETITION COI{NER

The 1985 Manufacturers League Meet by Stew Smith

ot the fourth time in five years the Seedwings Team won the Manufacturers League Meet. As in the past the contest was a showcase for new equipment and a different format than most hang gliding competitions. The meet director was Chris Price and the sites were Mt. Wilson and Elsinore in Southern California. There were five teams of three pilots each and the task was to get as close to Needles, CA as possible (approximately 200 miles from Mt. Wilson and 180 miles from Elsinore). The launch format was open window with one round per day. The total number of miles flown was 1,866. Because the League Meet is always scheduled early in the year and attended by avid contest enthusiasts it has always been an innovative meet in terms of format. This year the designers of the contest (Rob Kells, Chris Price, Rich Grigsby and Rich Pfeiffer) wanted the flexibility to move the contest to the best site for the conditions on any given day. The other basic idea was to hold a contest that tested a pilot's free flying and cross country skills more than pylon racing tasks (affectionately called "fish bowl tasks" by many competitors) previously used in this meet and many others. This meet was essentially a race to an unobtainable goal with no course restrictions. Whoever got the closest to Needles over a four day period won.

TEAM FLYING The three-person teams tended to stick together when possible. They helped each other find thermals by spreading out during long glides at the same altitude. Often the pilot who topped out the highest in a thermal would leave first to help mark the way for lower team members. Radios proved extremely

JULY

[985

valuable for this purpose. Often the higher pilots in a thermal would help their lower team members center the bubble before it went past. On the last two days these techniques were critical and allowed pilots to fly distances of 65 and 85 miles toward the goal. Over the course of the contest it proved detrimental not to team fly with other competitors and to be without a radio.

CREWS One cannot mention team flying without mentioning the crew's role. A good crew can be the most important member of the team, particularly for long cross country flights. Pilots who have flown in the Owens Valley contests with a good crew know this. They also know that a good pilot does not necessarily make a good crew member. It is a unique skill requiring practice just like flying. These people, if experienced, can tell where convergences are by surface wind directions and velocities and can even locate thermals. The Seedwings team could not have won the contest had it not been for Betty Moyer, Judy Farnsworth and Jack Harvey. THE EQUIPMENT A contest such as this may put a glider through the most demanding paces in that it must have a good glide at slow, medium and fast speeds, but also must thermal well enough to make low saves when necessary. If I sound tentative about any evaluations here it is because they are, in fact, subjective and based on impressions, regardless of how realistic they seemed at the time. Once again the Sensor 510 exhibited the best climb in many conditions. It

also appeared to exhibit the best low and medium speed glide. The B model Sensor (keel pocketless) seemed to do quite well gliding at these speeds without giving up any climb. The use of new sail fabrics has helped. The Magic IV also showed extremely strong climb characteristics and a strong medium and high speed glide. Much of the hardware has been improved for less drag as well as the use of different sail materials. Wills Wing's HP demonstrated the best high speed glide as well as a competitive medium speed LID. Rick Rawlings was able to climb very effectively in his HP even in marginal conditions close to the hill. Joe Greblo climbed extremely well in the 160 Delta Wing Sprint. Although the glider is still being refined, Joe piloted the machine to fourth, exhibiting the glider's abilities at this point in time. Another glider exhibiting good climb and sink rate qualities was the Pro Air Comp. Its good handling qualities appeared to help Ted Boyse climb effectively in weak and strong lift. The French Profile, piloted by Howard Osterland, climbed well and had a respectable glide at lower speeds, but appeared to suffer a little on the high end. Bob England's own design showed good climb and had a good speed range. One pilot said Bob was changing the glider every day so it was hard to tell what was going on with it in terms of performance. In conclusion I do feel that the gliders, in general, are performing better than last year. It is hard for a year to go by in the industry without this happening because of the efforts of the manufacturers. As the sails become lower twist and the

COMPETITION CORNER airfoils are refined, drag becomes more and more an issue. Many pilots who like to fly cross country now want gliders that have both an excellent glide and the ability to stay up in very light, small thermals in order to make low saves. This makes the designer's job tough; he has to produce tight, high span gliders that handle and coordinate well. New harness designs have attempted to reduce drag. In this year's meet three harnesses were flown other than cocoons. One was a Keller-type first seen in this country with John Pendry. Two harnesses with less frontal area than this flown in the meet were the High Energy Sports Advantage and a similar harness made by Wills Wing. The Advantage was flown by the Seedwings team and the Wills harness by the Wills team. Although the performance advantages of these cleaner harnesses could not be seen, most of the pilots felt they must help during long glides.

CONCLUSION Your author ended up first overall with 180 miles, Rich Pfeiffer flew 168, Ken Brown 157, Joe Greblo 130 and Rich Grigsby 126. The contest worked. Almost everyone liked it. Pilots achieved things at Elsinore they didn't think they could achieve there. The tradition of the League Meet is carried on for another year. I, for one, really hope it continues. It is fun and there is always something to learn when good pilots get together on good equipment to try to outdo other teams and each other. Here's to all the participating pilots and I hope we can do it again next year.•

FINAL SCORES Place

Pilot/Glider

I. Stew Smith Sensor 510 VGB 2. Rich Pfeiffer Sensor 510 VG 3. Ken Brown Magic 166/177

Team/Miles Seed Wings 180.02 Seed Wings 168.62 Airwave 157.98

4. Joe Greblo Sprint 5. Rich Grigsby Wills Wing HP 6. Terry Wilkins 180 Duck 7. Chris Bulger Magic 166/177 8. Steve Luna Wills Wing HP 8. Rick Rawlings Wills Wing HP 10. Mark Bennett Sensor 510 VGB 11. Greg Dewolf Wills Wing HP 12. Paul Robinson Wills Wing HP 13. Kevin Kernohan Magic 166/177 14. Ted Boyse Proair Comp 15. Howard Osterland Profile 16. Rob Kells Wills Wing HP 17. Russ Kieler Magic 166 18. Bob England Own Design 19. Glen Volk Wills Wing HP 20. Pat Sheedy Sensor 510 VG 21. Steve Pearson Wills Wing HP

Wind Sports 130.71 Wind Sports 126.17 Individual 122.15 Airwave 113.28 Individual 104.28 Wills Wing 103.18 Seed Wings 97.83 Individual 93.16 Wills Wing 87.58 Airwave 75.63 Wind Sports 73.14 Individual 64.38 Wills Wing 61.11 Individual 51.48 Sylmar Mongrels 40.46 Sylmar Mongrels 12.70 Sylmar Mongrels 3.07 Individual 0.00

TEAM PLACING 1st Place - Seedwings (Stew Smith, Rich Pfeiffer and Mark Bennett). Total miles - 446.47. 2nd Place - Airwave (Ken Brown, Chris Bulger and Kevin Kernohan). Total miles - 346.89. 3rd Place -- Wind Sports (Joe Greblo, Rich Grigsby and Ted Boyse). Total miles - 330.02. 4th Place - Wills Wing (Rick Rawlings, Paul Robinson, Rob Kells). Total miles - 251.67. 5th Place -- Sylmar Mongrels (Bob England, Glen Volk and Pat Sheedy). Total miles - 53.16.

COMPETITION RULES CHANGES By Mark Bennett, Competition Rules Committee Chairman

You may recall a really nifty insert in the March issue of Hang Gliding, with the official rules under which the U.S. competition system was to be run. Due to some changes at the recent USHGA Board of Directors meeting in Boise, there have been some minor alterations to those printed rules. The specific changes are as follows: 1. Dennis Pagen's motion to eliminate foreign meets from those used to determine the National Champion starting in 1986 passed. It was felt that by allowing foreign meets to count toward the National Championship it would possibly dilute the emphasis on meets within this country. Also, very few pilots can afford to travel to major meets outside of this country, creating an unfair advantage. 2. Another Pagen motion, to change the penalty points in the CPS equation for "scheduled open window launches" from I to 0, also passed. Dennis convinced the committee that there should be no penalty for running a meet from a scheduled open launch window format, as he felt there was a practical and fair way to use such a system. More importantly, he felt it was necessary in many meets in his and other East Coast regions, as they do not have the luxury of wide open launches available in the West. 3. Howard Osterland's motion for an upper limit of 500 points on the meet winner's points for any one competition carried.

HANG GLIDING

COMPETITION CORNER It was recognized that it was possible to have a meet be worth well over 600 points. Most meets of major value are in the 400-500 range, and are a quite valid measurement of relative pilot skill. The factors allowing a 600+ point meet were not felt to be proportional to the 20 % gain in points. 4. Dick Cassetta's motion carried, which changed the selection of the U.S. World Team, beginning with 1987's team, to be directly from the CPS ranking. The consensus of the committee was that the U.S. Team selection should be totally objective, without being subject to the vote of a committee. The opposing view used the example of the 1983 World Team, in which Chris Bulger was voted onto the team by the other five team members ahead of other more wellknown pilots such as Eric Raymond and Larry Tudor. Bulger's record since that vote of confidence has been remarkable. However, the majority on the committee felt strong in their conviction of total objectivity being more important than the ability of the team to have the wisdom to round out the team with capable pilots. 5. Howard Osterland submitted some very detailed work with the CPS formula, and recommended changing the formula to a slightly modified set of constants. The

motion carried, and the new formula is as follows: (.llTA + .07TB+ .05TC+ .75+ 3.5 (1-1/P) 8)Xl00X (1.2-200/300+WT)=WP The changes in the computation of points with the new constants will be very minor, and should more fairly recognize meet values all the way from small local meets to the Nationals.

WHY CHANGE AFTER THE RULES WERE PRINTED? The consensus was that there was sufficient reason to make these changes, in spite of how this apparent indecision four weeks after the Official 1985 Competition Rules had been printed in the magazine might reflect on the board's credibility. To the contrary, this is an example of how the board responds to the members' input; fair and unbiased rules are only as good as the information the committee has presented to it with which to make those rules. Further to this thought, there stand to be a number of changes to the current system in preparation for the 1986 season. We need membership input, and encourage individual participation in the committee meeting by interested competition pilots. Please plan on attending the next meeting, to be announced in the magazine.

stood on a nationally ranked basis. The Nationals had never been a success. Since the CPS in 1981, all the Nationals have been a qualified success, and the pilot ranking has proven to be accurate time after time; the top ranked pilots usually finish in the top positions in competition. The system is not perfect, but it is infinitely better than what we had before Meier's work. Those that place the blame on whatever inequities may be within the present system should stop to recognize Meier's monumental effort, and further, should realize that he is responsible for the CPS reaching the level of excellence that it has, and it is our responsibility to "fine tune" the system to keep it as accurate as possible. I would like to thank Mike Meier for his untiring work; I hope that you will too. In closing, I would like to thank the non-directors for their personal time and commitment for showing up at their own expense to attend the meeting: Dick Cassetta, Walt Dodge, Howard Osterland, Jeff Gildehaus, Jean-Michel Bernasconi, and Rob Kells. Liz Sharp was also invaluable for her help in keeping things organized and as a source of reference. I look forward to seeing them, and other interested participants, at the next meeting.•

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A BIT OF CLARIFICATION Mike Meier, whose recent resignation resulted in my being talked into this demanding position, has spent countless hours developing the USHGA Competition Points System. Before the CPS, this country was going absolutely nowhere in terms of World Competition. But the last two World Championships since the CPS have produced two U.S. silver medalists, and a team bronze medal. Before the CPS, no one was quite sure of what constituted a valid contest, or where pilots

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Flying The Peak by Andy Millat

Rkes Peak is one of the most famous, if not the most famous mountain on the North American continent. It is not the highest peak in the Rockies, or even in Colorado, but its conspicuous location on the Front Range of the Rockies assured it of its place in history. In 1859. thousands of prospectors charged aross the plains with gold in their eyes and the slogan "Pikes Peak or Bust" painted on their wagons. Most of them went bust, though they all caught that first tantalizing glimpse of the Peak, "like a small, blue cloud" on the horizon, then gradually looming up larger than life above the prairie. Such an impressive and accessible monument was bound to attract a tourist trade, but the Peak did not just attract tourists; tourism as we know it today was practically invented in the shadow of the Peak. Beginning in the 1870s, visitors from every walk of life have come to the Pikes Peak region to climb the Peak, enjoy the scenic vistas and the dry, healthy climate, and drink the bubbling waters at Manitou Springs. One of the visitors, Katherine Lee Bates, returned to her hotel room after a ride up the Pikes Peak Stage Road, and, inspired by her memory of the view from the summit, wrote: 0 beautiful for spacious skies for amber waves of grain. For p111p/e moumains majesties, above the fruited plain ... 14

photos by Greg Duran

In the winter, the Peak rises like the crest of a giant, frozen wave above the plains. frozen in time as well as in the snow that swirls high overhead in the unchained westerlies. In the summer, the early morning sun imparts a warm, reddish glow to the naked granite. The rock in turn gives this warmth to the surrounding air in a cycle that we are all familiar with. The warm air breaks loose from the rocks and rises skyward in turbulent bubbles that lift the great soaring birds to a lofty vantage over their domain. And hang gliders. It was inevitable that hang gliding would come to the Peak. First, in 1972, with a flight that seemed typical of the beginnings of the sport, by a lone pilot flying a standard. Not much is known, except he landed somewhere in the tall pines of the Pikes Peak watershed, far short of a safe landing. Oblivious to the search launched on his behalf, he stripped the sail from the glider frame and hiked out, leaving the frame behind, where it probably remains to this day. Then, in 1981, two local pilots decided to make the Pikes Peak Hang Gliding club worthy of its name, this time with higher performing gliders. On September 19, 1981, Mark Klingensmith and Chuck Price dove their Comets off the edge of the Bottomless Pit, on the north side of the summit. Chuck landed in Manitou Springs, thi11y-five

minutes and seventy-six hundred ve11ical feet later. Mark stretched his flight to an hour with a thermal over Manitou and landed in Bear Creek Park, eight thousand ve11ical feet below takeoff. These flights were reported in Hang Gliding and pilots by the score began to line up for a flight from the scenic Peak. Right') Wrong. Flights from the Peak in 1981: 2. Flights in 1982: 0. Flights in 1983: 0. Flights in 1984: 15. Why the long hiatus, especially since Mark and Chuck had shown that the five-and-a-half to one glide to Manitou was a piece of cake with modern gliders? Perhaps the mountain is a little intimidating. Lord knows the takeoff is enough to make any sane pilot look twice. Six or seven running steps to the edge, then three thousand near-perpendicular feet of what gives these mountains their name. And precious little, at 14,000 feet, of what gives a wing its lifting capability. And all around, a sea of pine trees. Not oak, mind you. Not maple or elm or even hemlock. None of the kinds of treetops that Eastern hang glider pilots deign to use as a landing zone in a pinch. And Manitou looks soooo far away. Maybe it is panly due to the connservative nature of hang glider pilots. Most pilots would rather use their weekends to go fly one of the proven mountain sites like Telluride, Crested Butte, Princeton or HANG GLIDING

Williams, 1han pay $4.50 a head to battle to tourist traffic around hairpin turns, sec the as their vehicle wheezes into the parking lot al 14,IJO feet, Yes, it docs in Colorado in lhe summertime, Could ii be that Colorado the ones that should be arc, as other Colorado pilots sometimes in, who would rather slay home sinuate, and barbecue than go out and wrestle with

mo1mtain thermals'! Could it he'I All 1hcsc thoughts coursed through my turbulent mind as J steered my Land Cruiser :iround the curves of the Pikes Peak Highway last August 26, The old Cruiser labored under a full load of six passengers, four and gear, and I wondered if we would make it The oil pressure was low and the tc111pcraturc gauge was high, but our ex pee" lations were cvc:n higher with each hairpin turn, Even my wife, Terri, was cat-

ching the excitement, despite been from a cozy Sunday morning bed to be our driver, As we pulled into the parking lot at the summit, jumped out, and w;ilkcd over to survey the conditions on launch, my excite" ment turned to a of certainty that 1his 1va.1 !he day when I would at last the Peale The streamer on the Summit drifiing from House was showing I ight the north, The launch was free of snow and slopc:d gently to the dropofl over the Bot, 1omlcss PiL We quickly set up our only long to answer the cager questions or the wu ffos who gathered around with cameras at the Jeff Bennett was the first pilot ready, and the other three of us were glad to Jct him be the rirsL This young pilot from Illinois had done the most to pioneer gliding from the Peak, hav six flights so far that summer, As Jeff stood on launch with his Streak poised and his Robertson cocoon draped over the bar, the tension from the crowd of about a hundred spectators was palpabk. No one was hreathing 1 A drift through and the breeze rose in a crescendo to a bare six knots. First one step, then two, then a foot in the harness boot, causing a stumble and an aborted run. Rather than the tension, this minor foux pas seemed to release it Everyone took a deep breath, Jeff stepped back, clipped the harness boot up out of the way, and took up his pose A few minutes later, another came through and with six quick running steps he was over the to a chorus of fifty camera shut" tcrs clicking and the applause of the crowd, The other three or us watched his llight and were gratified to sec him maintain even with takeoff a couple of hundred yards Olli and then rise several hundred feet above as he worked it back towards takeoff Mark Kligensmith was the nex1 one off, and repeated his dive of three years before, this time with a friend's borrowed Comet to the OVR II, Mark chose to work a right of takeoff and almost immediately began a slow Jlush. As I stepped up to launch, he was a good J,500 feet below, and I thought he would surely have to head for Manitou soon. "Oh well," I thought, "better TOP: Authm Millat builds up for takeoff 14,JOO ~ the summit of Peak. LIWT: Pikes Peak (left Millat with

JULY

1985

a sled ride than nothing. At least I will have broken the ice." As I picked my place on launch, I rehearsed the important points in my mind: harness boot clipped up out of the way ... wings level ... strong, stable run ... ready to hold the nose down slightly at the edge ... fly the air. My time came in just a few minutes as another gentle cycle played with my telltale. With a rush I was over the edge, and instead of the expected dive, I planed away from launch and never dropped below takeoff. I had launched into a big, smooth thermal, and this baby was for real! I carved a couple of 180s with my Attack Duck and swung back over launch with a couple of hundred feet. I was soaring over the summit of Pikes Peak! The lift was funneling up the face of the Bottomless Pit and up a ravine on the east side of the summit, and on this late summer clay, the thermals were big and mellow. I had plenty of time to enjoy the view, pick out my yellow Cruiser in the parking lot, and spot the other pilots. I watched as Brent Jensen prepared to launch his Duck. His glider yawed a bit on takeoff, but he pulled it out nicely. I was amazed to sec Mark clawing his

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up an approach to the 8th Street training hill, where I could see a glider set up. So after an hour and a half flight, I landed at the training hill less than a mile from my home. This was the most satisfying flight of my flying career, and will always be a fond memory. I had conquered the almost mythical Peak. and done it in convincing fashion. After breaking down my glider, I helped the two students on the hill while I waited for retrieval. About an hour after I landed, the Cruiser rumbled into the LZ and I was greeted with a welcome hug and kiss by Terri and had just enough time to make it to my gig. I hope this article and the excellent photos by Greg Duran will encourage qualified pilots to come to Colorado Springs in '85 and help us in the Pikes Peak Hang Gliding Club discover the great potential of the Peak. The Peak could be a marvelous showcase for the sport, with a guaranteed audience for every flight. The conditions will not always be as idyllic as on that day last summer, but I believe the Peak has long cross-country potential. There is a possible west launch that could be used in the spring, when the

way back up the spine; he and I wound up thermalling together in mild cloud suck up to cloudbase. At 16,800 feet, wisps of cloud began forming around and below me, and I decided now was the time to leave the Peak. The drift had been to the south, and I felt a strong temptation to head for ~earby Mt. Baldy, or even Canon City, which at about forty miles seemed makeable on this day. But responsibility got the better of me. I am a musician with the Air Force Academy Band and I had a late afternoon gig in town. As I skated to the east away from the Peak. I was eager to sec what the Attack Duck would do, so I sucked in the bar and raced through the mild cloud suck towards Manitou. Once I left the mountain, the lift gradually dwindled, but I did not encounter any sink to speak of. I passed over Mt. Manitou still at about 14,000 feet and made the foothills near Bear Creek Park with 12,500 feet. Not bad! Down to about I0,000 over the scenic Broadmoor area, I worked a thermal directly over the Broaclmoor Hotel back up to 11,500. After a few lazy circles over my house on the south side of town, I began to burn off my excess altitude to set

~~f r--_

(continued on page 38)

Chris Bulger & Stew Smith

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don't claim any of the following ideas as wholly my own, but after modifying them to suit my particular needs, they were welcome solutions to specific problems. Any more refinements out there?

It promises to be a killer day at Frying Pan, Arizona. The thermals are booming through everywhere. There you are at 12,697 feet MSL, according to the new digital readout altimeter on your snazzy Pro Flight Deck, the temperature is 89 degrees and you've been up for an hour and a half. The conditions are hot, you've got a hot glider, the air is hot, and so are you. Gonna go for that big cross country flight today? Maybe a 100-miler? It's going to be a long trip and all that warm air you'll be exerting yourself through is just sucking the moisture right out of your already tired old bod', Kind of wish you had brought along something to drink right about now, don't you? Just maybe it would have been worth figuring out how to attach an accessible bottle of water to the down tubes, because the alternative to arriving at your goal in a mummified state might just be to land now and start soaking up all the liquid you can find. Now, anybody with much experience flying in the summer would long ago have found a solution to this problem, but if you're new to summer flying, or long flights at any time of the year, the simple solution described here can make the difference between an enjoyable couple of hours in the air or an early aborted flight for the medicinal purposes of grabbing a can of Bud. A wire bale of the type bicyclists use can be attached to a down tube with a pair of hose clamps, You can use one of the bicycletype water bottles, too, since they have a pull spout on the lid and you don't need to unscrew the top to drink, This does mean lifting the bottle out of the holder and tipping your head back, which isn't the easiest thing to do flying prone, A simple solution to this is to use one of the pint plastic bottles often found in camping goods stores, These have a flat top and actually hold about twenty ounces. Drill two quarter inch holes in the top and insert one end of a two-foot length of quarterinch vinyl tubing, available from most hardware stores, in one of the holes so it reaches to the bottom of the bottle. The free end can be temporarily stuck a little way into the second hole for launching, When you are thirsty, pull out the free end and drink, When JULY

1985

article and photos by Robert Reiter

An easy-to-make and easy-to-see instrument extension arm made from PVC pipe.

finished, blow the water back through the tubing until you hear it bubble, thus preventing the rest of the water from siphoning out You can now let the free end dangle and easily grab it whenever you're thirsty again, Now, thirst quenched and vigor renewed, you hook another 1,500 fpm boomer and spend the rest of the day breaking all your old flying records. The sun starts to drop and it's finally time to come down. Below you is the one lone road you've been following, but your chase car isn't in sight yet, nor is any other person down there to kick up a little dust. The wind is kind of switchy and flying a box pattern to determine drift and wind direction isn't going to be too accurate, And the desert holds few trees or bushes to give you any idea of which direction to land that glider. Sure would be nice to have a wind

sock down there, wouldn't it? Would you settle for a wind streamer? This handy little lifesaver has the nickname of "death from above," for which reason will be apparent when you hold one in your hand. Many camping goods stores carry aluminum tent poles, sometimes held together with elastic shock cord and individual pieces about two feet long each. I found a set of six such for fifteen dollars. Cleverly cutting and retying the cord, I made three "deaths from above" for less than six dollars each. For streamers, I used two strips of ripstop nylon, one international orange and the other royal purple. To make sure the sucker sticks when dropped, I bought four ounces of "pencil lead " from a bait shop. This is a long strand of eighth-inch diameter 17

sinkers. it into three them up into the bottom of the pole. Then I cut the nail, which slid head off a seven-inch up into the about three inches. it from falling out, coated it with it in and off the excess. epoxy, To store it within reach on the glider, I slide it in the open end of my control bar, clears the bolt holding where it just my down tube on. The streamers arc rolled of tape that also up and held with a holds the pole from out um,xpcctcc1Jy. When about 500 feet over a landing area, r can pull i1 out of the control bar and drop it. The end will cause it to fall like an arrow and the will stick in even the hardest of stant wind streamer. But remember that name, "death from above." This thing is lethal. Do not drop it if anybody, or anybody's valuable proper-· ty, is below you.

Do you get a crick in your neck on long from turning your head to catch a view of your instruments because they arc on lhc down tube and not in your normal line you also find of vision when flying?

that you don't use the instruments visually to, just on the of your vario. Sometimes a wcakvario, when placed on one down tube, is hard to hear when cranked into a tum to the other side. A way to overcome these problems is to the instrument deck more toward the middle of your line of vision. A convenient method to do this can be made for a few dollars worth of PVC available from any hardware store. The actual methods of your own instruments to this extension arm will vary because of the of varios and altimeters with which pilots J use a round-faced Litek, which is the same the standard aircraft altimcler I have. them is simple enough. On the control bar I have used two hose clamps to fasten a %-inch PVC 11T II junction by cutaway ha! f of the top part of the 11 T. 11 The other encl is threaded, and into il I screw a of %--inch PVC; on the end I have cut away the thread portion of the so it will slide into one end of a standard PVC "elbow." Out of the other end of the elbow is the of that is attached to my instruments. with the exact position of the

various with the set up on the ground. Have someone hold the keel up so you can hang in the at trim position and make the adjustments of the PVC Lubin the elbow. Once done, you can them to them from slipping. I suggest the outboard end of the !hat you only to elbow and use duct tape or a cotter keep the that attaches to the inboard encl of the elbow from turning. This way, the instruments and elbow can be removed separately and the unscrews for from the "T II on the control bar storage. A wire from the instruments to the down tube serves another purpose as well by limiting how far forward the whole unit rotates around the control bar. Even with the hose the available from pushing down on the instruments will move them. For launching and can he swung up toward the down tube and out of the way. As a further safeguard them pilching forward on a hard landing, a velcro tic strap can secure the against the down tube in the upright position.

l!AN(i C,Llfl!N(i

BETTER HANDLING - With a higher pilot suspension point, the roll pressure is reduced and the rate is faster. The landing flare is also easier and when you pull in your body stays flatter to the wind. LOWER DRAG - With a new control bar, king post, rigging and enclosed keel, the reduction in drag is significant. The result is a noticeably better sink rate and LID especially at higher speeds. HGMA certified May 23, 1985 and in production. THE NEW SENSOR 510 B 160 VG is the result of ten years of research and development by Robert Trampenau and Co. Seedwings original ideas in use today are fiberglass curved wing tips, computer developed pre-cambered aluminum ribs with fiberglass and trailing edge reflex wires, the enclosed cross tube and keel Sensor 210 and 411 of 1976 and 1978 and the in-flight adjustable geometry. To order a new Sensor 510 B 160 VG, call one of our dealers nearest you or call Seedwings direct. We will either refer you to one of our dealers or take your order direct to the factory. Recommended skill and judgement level: advanced. Dealer inquiries invited. 5760 Thornwood Drive #3 • Santa Barbara, CA 93117 (805) 967-4848

5108 160 Low profile tube high keel pocket

The proven Sensor 510 160 sail and planform.

• SEEDWINGS

, . , ., . , , ,

'111mm !IIIWIHIII

from the

Safety and Training Committee

FAA has granted the USHGA an exemption thal allows aerotowing of hang gliders according to these guidelines. Aerotowing is a new and different way of flying hang gliders and must be done ac· cording to these guidelines for safety and legality.

RATINGS AERm'OW GLIDER PILITT: This is the rating that allows a pilot to be aerotowed without observed by an aerotow instructor. I) Must possess at least a USHGA In·

termediate rating. 2) Demonstrate five aerotows under

supervision of USHGA Certified In· structor qualified to teach towing. Each flight must demonstrate proper procedures, including smooth, clean launches, proper position in straight flight and turns. 3) Pilot must pass the oral test. Until a pilot receives this all aerotows must be sponsored by an under the guidance of an aerotow instructor. AEROTOWING INSTRUCTOR: This is the rating that allows a pilot to teach other pilots to be aerotowcd and to teach other pilots to be tug pilots. 1) Must hold a USHGA Instructor card for at least six months. 2)

pass a towing instructor certification program, demonstrating capabilities in the form of acrotowed flights in different conditions and teaching pilots to be aerotowed.

Derek Turner in a Streak 160 is towed aloft by his father in a Star Flight ultralight. Photo by Bill Bennett.

TUG PILOT: This is the rating that allows a pilot to tow pilots with an aerotow or under the supervision of an acrotowing instructor. It is given by an aerotow instructor who has witnessed a pilot who has flown a minimum of ten acrotows, demonstrating proper pro·· ccdurcs, including smooth takeoffs, straight flight and turns, and passed the oral test. Until a pilot receives this rating, all aerotows must be sponsored by and under the guidance of an acrotow instructor. A tug pilot cannot tow a pilot who has fewer than five tows. U

AEROTOWING I) The tow line connection to the tow ing vehicle must be arranged so as not to hinder the control system of the towing vehicle.

2) A pilot-operational release must connect the tow line to the towing vehicle. This release must be operational with zero line force up to twice the rated breaking strength of the tow line. 3) A weak link must be placed bet· ween the tow line and the release at both ends of the tow line with the forward I ink ten percent stronger than the rearward weak link. The weak link must have a breaking strength less than 85 % the weight of the hang glider and pilot combination, not to exceed 200 pounds. 4) A release must be placed at the hang glider end of the tow line within easy reach of the pilot. This release shall be operational with zero tow

HANG GLIDING

TOW LINES line force up to twice the rated breaking strength of the tow line. 5) A drogue device must be placed midway to % back from the tow vehicle on the tow line to prevent the tow line from reaching the tow vehicle propeller. 6) The tow line must be at least 150 % as strong as the weak link in use.

THE AERO TUG: The ultralight used as a tug should have a wing loading so that its best climb speed is 25 to 38 mph (in thermal conditions, best climb speed must be over 30 mph). It must have enough power to tow a hang glider at a rate of climb of at least 300 feet per minute. The tug must have a concave rear view mirror so the tug pilot can see the glider at all times. The tug pilot should be able to operate the forward release without releasing the throttle or any of the flight controls. THE AEROTOW GLIDER: The towed vehicle must meet or exceed the Hang Glider Manufacturers Association airworthiness standards. A pilot's first aerotowed flights should be with a glider familiar to the pilot with control bar wheels installed. A pitch enhancement device may be installed for improved pitch control on tow. Pitch devices must be installed and tuned according to the manufacturer's specifications. Extreme caution must be exercised when towing gliders possessing forward components that can contact the tow line (such as bowsprit gliders). THE AEROTOW BRIDLE: The tow bridle should be tested to a tension of 300 pounds and should release easily at that tension. It should also operate properly with zero tension and be constructed so that it cannot release accidently. Aerotow bridles should be of a type approved by the manufacturer of the aero tug system or an aerotow instructor. III OPERATIONS Aerotowing is complex and must be properly organized to be safe and effi-

JULY

1985

cient. Each aerotow operation should have a flight director who may be the tug pilot or the aerotow pilot whose responsibility is to consult with the tug and glider pilots, decide how the operation is to be managed, make sure all the pilots know what they are to do and make sure they do it. The flight director should have at least an aerotow or tug pilot rating and should be familiar with the site. The flight director is responsible for deciding where the tug and glider will launch from, the flight plan they will follow and the landing patterns they will use. The flight plan and landing patterns should not be complicated, but it is important that the tug and glider pilots know what they are going to do. In practice, a particular site and weather pattern will have a standard routing and most pilots will know what to do. It is the launch director's responsibility to make sure everyone knows what to do. Considerations for establishing a routine include pilot skill, surface winds, winds aloft, runway direction, areas of turbulence, lift and sink, emergency landing zones to be used in case of line breaks or engine failures and separation between gliders, obstacles, tug and line. Training flights should be made in calm air. PREFLIGHT PROCEDURES: Check the tug for adequate fuel supply. Preflight and test fly the tug. Preflight the line by stretching it out on the ground and inspecting its entire length including weak links, all knots, splices and fittings. Worn lines should be replaced. Test the tug release. Hook in to the glider and do a full hang check and then hook on to the tow line. The proper order for hooking in is as follows: 1) Hook in to the glider. 2) Hang check. 3) Hook on to the tow line.

If it becomes necessary to unhook: 1) Release the tow line. 2) Unhook from the glider.

Test the tow bridle release. Pilots are warned to turn their heads to avoid being struck by the release. LAUNCH PROCEDURES: The tug pilot must take care to avoid causing problems for the glider pilot due to prop wash. Tug and glider pilot must have an established communication system for determining launch initiation. In all cases the glider pilot initiates launch. Slack line takeoffs should be avoided during training flights. Visual contact in the rear view mirror must be maintained at all times. The tug pilot should release the rope if there is any problem. The glider will lift off before the tug and the glider pilot will immediately transition to the base tube for optimal control and fly level about 12 feet above the ground until the tug lifts off and starts climbing.

AEROTOWING FLIGHT PROCEDURES: As soon as the tug lifts off and starts climbing, the glider will also climb and should remain in a position recommended by the tug pilot. If the glider is too high, the glider pilot should correct the relative position of the glider if necessary. Control inputs should be reduced under tow because energy exchange between tug and glider exaggerates response to control inputs. In turns, the glider will maintain a position slightly inside the tug, so that it can fly at a better, slower climb speed. Glider speed varies with position in turns, with inside slower and outside faster. The glider pilot will tend to point at the tug because of the tow tension and should fly the glider so that its keel always points directly at the tug. If arm signals are used, the following are suggested: A stationary arm signal means the glider pilot should move in the direction the tug pilot's arm is pointing. An arm pointed up means the glider should go up relative to the tug, down means the glider should go down, leftleft and right-right. A waving arm means the glider pilot should release immediately. While minor deviations from the pro-

(continued on page 33)

RATINGS AN.D APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

Shawn Bates Neville Berle Elson Boles Chester Chen Steve Daughterty Peter Dittler Gary A. Fish Greg Grether Vu Hoan Ho Roy Kornbluh Leonard Kustrin Hans Luethi Amy Marie Moyers Larry L. Roberts Frank A, Romero Eric J. Shrader Mike Skinner Richard VanDenberg Gary Curtis Ward Sandra Weeks

Salinas, CA Santa Cruz, CA San Joes, CA Brisbane, CA Livermore, CA Soquel, CA Campbell, CA Berkeley, CA San Jose, CA Redwood City, CA Henderson, NV San Jose, CA Oakland, CA Rohnert Park, CA Gilroy, CA Palo Alto, CA Alameda, CA Rancho Cordova, CA So. San Francisco, CA El Cerrito, CA

Dave Shelton Rob Engorn Ron Hess Wally Anderson Pat Denevan Rob Engorn Pat Denevan Ron Hess Ron Hess Pat Denevan Phil Sherrett Rob Engorn Charlie Whitehill Jeff Mott Dave Shelton Pat Denevan Ron Hess Stephen Perry Wally Anderson Jeff Mott

Sylvia Baar Taras A. Bazyluk Joe T. Kelley Steve Textoris

Hollywood, CA Honolulu, HI Barstow, CA Goleta, CA

Achim Hagemann Sam Nottage Erik Fair Achim Hagemann

Robert C. Morris

Traverse City, MI

Lawrence Battaile

Clinton D, Blackburn Jeff Clark Darren Mackenzie John McAward Scott T. Putnam

Ft. Devens, MA New London, CT Ft. Devens, MA Needham, MA New Britain, CT

Rob Bicknell Lawence Battaile Rob Bicknell Rob Bicknell Rob Bicknell

REGION 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2

Eric Jorgensen Roy Lautamo Gunter Lohrentz Jim Meador Daniel Sigg

Pleasanton, CA Placerville, CA San Francisco, CA San Francisco, CA Sunnyvale, CA

KenDeRussy Stephen Perry Charlie Whitehill Charlie Whitehill Pat Link

2 2 2 2 2

Mark Brazil Robert Compton Pat Conners Kevin M. Cwiok Franz Herbert Richard Hill John Kerr Jeffrey l Kratzer David Lincoln Greg Moon Jim Stimson Ronald Worley

Canoga Park, CA San Diego, CA Mammoth Lakes, CA Port Hueneme, CA Solana Beach, CA Tustin, CA Costa Mesa, CA San Diego, CA Coronado, CA Fullerton, CA Mammoth Lakes, CA Ventura, CA

Joe Greblo Steve Hawxhurst Joe Greblo Ken DeRussy Chris Kirchhofer Dan Skadal Dan Skadal Chris Kirchhofe1 Chris Kirchhofer Dan Skadal Joe Greblo Jim Woods

3 3

Chris Eatherton Robert Schuessler Clinton A. Scott, Jr. Scott Strand Greg A. Zoellick

Thornton, CO Clearfield, UT Denver, CO Craig, CO El Jebel, CO

George Greer Gary LaGrone Mark Windsheimer R, Alan Godman Rick Kemp

4 4 4 4 4

Larry A, Capps Bill Reynold

Stillwater, OK Glenda!, MO

Chuck Hall G. Engelhardt

6 6

Ross Anderson Ed Paul Darrell l Yatich

Three Oaks, Ml Milwaukee, Wl Roscommon, MI

Bob Kreske Bob Kreske Matt Taber

7 7

Philip E. Bolton

Millis, MA

Matt Taber

Robert l Barlow Vickie S, Cox Valentine B. Deale Diane McConnell Jonathan McElravy Curtis B. Pack

Arlington, VA Virginia Beach, VA Arlington, VA Virginia Beach, VA Pittsburgh, PA West Hamlin, WV

Lawrence Battaile Steve Wendt Lawrence Battaile Steve Wendt Pat Brooks Lawrence Battaile

9 9 9 9 9 9

Gregory A. Ball Charles K. Edwards Fred R. Klein David Lynch

Kill Devil Hills, NC Winter Springs, FL Chevy Chase, MD Westfield, NC

Lawren~e Battaile Matt Taber Steve Wendt Jake Alspaugh

10 10 10 10

Kenneth Manning Durham, NC Liz Wilkinson-Singley Knoxville, TN Paul T. Singley Knoxville, TN Ron F Skibo Shelby, NC

Lawrence Battaile Bruce Hawk Bruce Hawk Lawrence Battaile

IO 10 10 IO

Haroldo Beckman Estevam 0. Beer Rui Fernandes Paul Sussman

Houston, TX Houston, TX Houston, TX Austin, TX

Melvin B. Asher Melvin B. Asher Melvin B. Asher Steve Burns

11 11 11 ll

David W Stephenson Austin, TX

Wm B. Holmes

Douglas Skites

New York, NY

Barton Blau

Rainer Gessman

Tokyo, Japan

Sam Nottage

FOR

Paul H. Bonnier Freddie M, Celletti Thomas Curbishley Christopher Dulnik Jean Knehr Larry Robinson Larry D, Wood

Gary Elhart Gary Elhart Steve Schaeffer Jeff Ingersoll David Shelton Gary Elhart Gary Elhart

u u u

NOVICE RATINGS NAME

CITY, STATE

INSTRUCTOR

Larry Hall

Everett, WA

Mike Daily

Susan Castang Rick Hamilton

Dunlap, CA Sacramento, CA

Duane Tessmer Stephen Perry

REGION

APO NY New York, NY Groveville, NJ South Wales, NY Basking Ridge, NJ APO NY APO NY

u u u

HANG GLIDING

RATINGS AND APPOINTMENTS INTERMEDIATE RATINGS NAME

CITY, STATE

OBSERVER

Grayson Myers Pat Page Steve Walkup Jonathan Weiner

Richmond, CA Sunnyvale, CA San Bruno, CA Berkeley, CA

Walt Nielsen Pal Denevan Jeff Motl Kari Castle

Marcy Carreras Mark Hanretta Rohen Waldron

San Diego, CA Santa Barbara, CA Banning, CA

David Freund Ken DeRussy Ken DeRussy

Tym Costello

Tempe, AZ

Russ Gelfan

Skipper Brandt

Stites, ID

Roger Lockwood

Grady Cook

Little Rock, AR

David Dunning

Larry Ray Crouch

Bloomington, IN

Wilbur Batman

Dana Harris Sidney T. Ordog

Woburn, MA Worcester, MA

T.C. Searle Gordon "Bud" Brown

John F. Watson

Radnor, PA

John Harper, Jr.

Terry Presley

Shrevepon, LA

Scott Greenwall

Markus Heer Don Levin Thomas Stegmaier

Kappel, Switzerland Ron Hurst Sao Paulo, Brazil Walt Nielsen Strengelbach, Switzerland Ron Hurst

REGION

Stephen Tedstone

Greer, SC

John Lubon

John Fruhwinh Renzo Locati

Aurora, Canada Monza, Italy

Steve Hawxhurst Joe Greblo

FOR FOR

MASTER RATINGS NAME

CITY, STATE

Steve Roderick

Reno, NV

Russ Locke

Kevin S. Kernohan Jeffrey Mailes

Canoga Park, CA Santa Barbara, CA

Steve Hawxhurst Ken DeRussy

CITY, STATE

(B) Kenneth R. Boyd

Honolulu, HI

Steve Hawxhurst

(B) James David, Jr.

Westford, MA

Bob Collins

(B) Eric 0. Logan

Alexandria, VA

Bill Criste

FOR FOR FOR

ADVANCED RATINGS OBSERVER

OBSERVERS CITY, STATE

EXAMINER

REGION

REGION (SO) Rick Masters

Seattle, WA Tacoma, WA Tacoma, WA Ponland, OR Salem, OR Girdwood, AK

Chris Bailey Al Gibson Al Gibson Dick Gammon Brad Goosela Michael Boyle

George Bruder Kari Castle Frank W. Harris Steve Little Mike McDonald Bob Morken Larry Schuermann

San Carlos, CA Milpitas, CA Bakersfield, CA Forestville, CA Hayward, CA Olympic Valley, CA W. Truckee, CA

Dan Buchanan Thomas 0. Gill Steve Huckert Jon James Chauncey Douglas Steve Roderick Jack Sedlak

Jose Corral Juan Corral! Stanley Q. Karnes, Jr. Brad Sarten

Van Nuys, CA Van Nuys, CA Le Mesa, CA San Diego, CA

Bill Bennett Bill Bennett Andy Harper Steve Hawxhurst

3 3

Keith Lamb Eric Mathers

Prescott, AZ Tucson, AZ

Paul Burns George Bovine

1985

REGION

(SO) - Special Observers

Barrick Benson Julia Chandler Lance Chandler John Morse Paul Newberry Becky Whisman

JULY

DIRECTOR

(BJ - Basic

NAME

CITY, STATE

REGION

INSTRUCTORS

NAME

DIRECTOR

Independence, CA

(SO) Gary Ash Rosevill, MN (SO) Douglas Johnson Duluth, MN (SO) Neal Roland La Crosse, WI Greg Black

Kerhonkson, NY

Steve Hawxhurst John Woiwode John Woiwode John Woiwode

Paul Voight

EXAMINERS 2 2 2

NAME John Woiwode

CITY, STATE St. Paul, MN

DIRECTOR John Woiwode

REGION 7

BRONZE AWARD WITH A NOVICE RATING Kevin M. Cwiok Kevin Derheimer Eric Jorgensen Walter J. Kasper, Jr. George Sessions Terry R. Skok

Dear Wills Wing: In April I received my new HP 170. had three flights.

So far I ve 1

The first flight lasted just 20 minutes as was spent making the adjustment from my Harrier. The second was an hour and a half in light thermal and ridge lift with 15 gliders on a half mile ridge. The HP 1 s excellent sink rate left me above the pack for most of the flight, but just below Mark Bourbonnais, who was flying the only other HP. My third flight was a four hour cross country from Qansville,New York to Campton Flats, Pennsylvania. My maximum altitude was 7,250 feet above the launch and the distance flown was 96 miles. Thanks for a terrific glider. Yours truly,

Dave Ferguson

Hang Gliding Wins A Maggie! by Gil Dodgen Hollywood has the Oscar. The recording industry has the Grammy. In magazine publishing it's the Maggie. So there I was in the international ballroom of the Airport Hilton in Los Angeles. It was May 10, 1985, the evening of the Western Publications Association Maggie ceremony. We had been nominated as one of the five finalists in the category of most improved consumer publication under 50,000 circulation. After the banquet the ceremonies began with a computer-controlled slide presentation of the entries. The nine projectors in the back of the room flashed covers and contents of some of the nation's finest magazines on the fifteen by forty-foot screen, all choreographed to inspirational music. Dave Pounds, our design consultant, and I sat at our table observing the display. After the presentation a WPA representative gave a speech about the glories of magazine publishing and its contribution to our society. The awards presentation began. Each category had a prominent member of the publishing community as its presenter. As the nominees were announced the projectors in the back of the room would display the covers of each magazine. When the winner was announced the screen lit up with a fifteen-foot-high shot of a cover from the winning publication, along with a blow-up of the upper third of the cover featuring the masthead. When it came time for our category I sat there wondering which of the other four nominees would be chosen. After all, they had many times our resources. The nominees were: Alaska Airlines, San Diego Home and Garden, liilley, Hang Gliding, and Ranch and Coast magazines. Our presenter, Phil Trimbach, Vice President of Peterson Publishing Company, read the list of contenders. He continued, "And the winner is .. .Hang Gliding magazine." A fifteen-foothigh shot of Bob Thompson's "Sunset Supine" cover from the July, 1984 issue illuminated the screen. Dave and I looked at each other in a state of complete stupefaction. I still haven't quite recovered from the shock. I hadn't even thought about what I

JULY

1985

would say, in the event we won, to the 700 publishers, editors and art directors assembled in the hall. In fact. I had said to my wife just moments earlier that I was perfectly confident we didn't stand a chance. Dave's wife told me later that she had never seen such an expression of shock on anyone's face as she had seen on mine. We had just won the most prestigious magazine award in the western U.S. The award, of course. does not just belong to Dave or me. The credit goes to a!J our fantastic contributors: photographers Leroy Grannis, Bettina Gray, John Heiney and Eric

Raymond, authors Erik Fair and Dennis Pagen, illustrators Harry Martin and Rod Stafford and our advertisers whose colorful ads spice up the magazine. The judges took everything into account, both graphic and editorial. The credit goes as well to other authors and photographers too numerous to mention. I guess in the final analysis the credit really goes to our members and our sport. I can't help but think that the sheer beauty and thrill of the sport of hang gliding was a major factor in the judges' decision.•

an Buchanan, 29, of Castro California, knew he would be hack flying the same he broke his hack five years ago. His was blown back behind the Nevada hill he had been in strong conditions for more than an hour. Dan couldn't penetrate out, ly lost altitude and was "rotorcd in." He hi1d been the same hill the with friend in weather conditions." didn't know conditions could so that was my first mistake am! my second one ww, to come hack to alone," Dan says. his three .. month stay in a San .lose to return to the

part. Dan's HI exam which had been scheduled later the same week he had the accident was in limbo. The consecutive spot up

he got out of . Chris Starbuck, a

how fast to push on when to stop carried away by their own downhill after

of oversize best, Chris said," Dan recalls. up and down his turned out to he, then as now, the

and both went back to in Nevada when: most of Dan's post,, hospitalization flights were made. Nevada sites were less crowded and much less strict"" ly than the ones in the says Dan. Funny the

about in the bushes he had stumbled into, havbcen carried away by his own with wheels, however, is "breeze." "I can land with very little flare needed, don't have run out the feet and just have to wait for the wheels to stop " Dan says. This, however, brought up the problem of spot for his III Would he have to touch down and stop inside the cirelc or could he land outside and stop inside the The wheels Dan recalls, and uuw111~1<1uc;

Dan airborne. were most Dave was a constant

upon and Dan got his flAN(, G!IDING

than a year after the accident, and more he has received his IV. Puhlie reactiou to Dan's is oftentimes one of disbelief. One afternoon he landed near an interstate in Nevada and was in the process of unhooking when a motorist, he couldn't get up, thought she had witnessed a crash and hurried away to call for help. soon the deserted with highway patrol highway was cars, a firetruck, an ambulance and medics about. Dan spent a long time pereveryone concerned he was alright and was just waiting for his friend to pick him up. Calm air launches arc avoided since these would increase the falling fr)r the who would have to nm too fast to get Dan airborne. in areas with tall sage brush is also avoided since they arc "hard on the face." Crosswind takeoffs of course arc not possible, since wheels can't crab in"· to the wind, and rocky sites, good for foot launching, arc bad for the wheels. Windy cliff launches arc done with a helper behind the keel the front wireman and the other two at the positions. for the indispcnsible wheels and a modified cocoon harness, the tail part of which is kept propped up with additional overhung tubing, Dan's Harrier II in the air looks almost indistinguishable from the other gliders. the wheels, people would at first think of Dan as a beginner pilot. While setting his glider up one morning, a spectator asked Dan whether he can really fly. "I have to, l can't walk," says Dan Besides being active in the sport, Dan at· tends San Jose State University and will soon graduate majoring in industrial technology. Originally from Ellenville, New York, Dan, however, never flew there. "I only watched," he says. Scuba diving him out west five years ago, to South Lake 'fahoc, where he worked in a friend's scuba shop and started to hang glide in Nevada. ''A.nybody I know out here only knew me after the accident, so any friends I now have 1 consider real friends," says Dan. Has he ever his decision to take up hang gliding instead of staying with scuba Never has the thought crossed his mind. Dan's motto, "Be cautious, not confident," has been part of his preflight and has kept him flying safely ever since he got out of the hospital and into his wheelchair. "There arc too many good flying still ahead to fly on marginal ones," says Dan.

JULY

1985

air was cool and vc1y still as we sat casually in the Telluride landing field waiting for a riclc np. There were about four of us layin' back against a our thoughts still glowing from the outstanding flying the day before. Erik was up at the small, slow nmv·· clouds and I was pictures of in the dirt with a stick. Erik: "It sure is lookin' pret1y Rick: "Thanks ... It's supposed 10 be a Erik: 'Tm talkin' about the weather. .Ya think there'll be any boomers out there, Picasso'>" Rick: . Probably could he. . hut, ya never know!" Erik: "Thanks a lot. How's about writ in' a couple a meteorology arti · cles for my column'/" Rick: "What do I Erik: " .. Beers OJ(.'/ " .. How much beer?" Rick: Erik: " .. Pitcher, O.K.'J" Rick:

USHGA wasn't that great, he could probably garner up two pitchers of beer from somewhere. "Come off it Erik," I replied. "Would Dennis Pagen write this article for two pitchers of beer') Heck no! So you think Rick Jesuroga is gonna do it for two pitchers of beer·) Heck yes."

Now that's how it all got started, but the story doesn't end there. It that after some weeks go by, Erik writes me this meteorology stuff. a letter Ile says that I should "Remove the cloak of arcane mystery that surrounds thi: average hang pilot's conception of the weather to the weather and life." Whoooaaaaaa .. We're talkin' a pitcher or beer here! So I told Erik that he oughta get the Almighty to Weather God, or even Dennis write this article. No1 10 he outdone to however, the master or wi1 me that Dennis and God were paring for ano1hcr installment am! although the financial situation of the

HANG WAITING' You know standon launch, waiting for the wind to out. Or waiting for that blast to come "ripping up the face" (the one that never comes). /\nd don't forget about all those times kneeling inside the control bar, intently watching the tell-talc in front of you for a trickle of movement1 Next time on launch and to out just what the you're heck the wind is gonna do next, consider the following. There are four meteorological parameters that decide if we're gonna have: a soarable or horrible day. The four include temperature, moisture, pressure and stability. Ya gotta know a fow basics about those parameters before

THE CLOAK OF ARCANE MYSTERY

I can tell you what makes our dilions soarnhle or horrible! And no one starts hootin' and hollerin' I didn't put wind up there, I'll tell you about that first. PRESSURE The diffr'1w1ce in pressure from one location to another creates wind. Generally, surface winds or high pressure blow from a toward an area of low pressure. STABILITY A stable environment resists any movement of air upward or downward. An unstable environment on the other hand is conducive for the development of thermal have flyable conditions stability although soarable conditions generally the rcsull of a more unstable environment. TEMPERATURE The temperature is important because it tells you how and sweaty gonna get while huffin' your diver up to launch. It is equally important in determining how unstable the air will be at the surface. Since cooler air generally has higher pressure than warmer air, variations in temperature along surface may pressure which will aficet the surface wind llow. MOISTURE Moisture is as tant as any of the other three and probably one of the least When I say moisture, I'm talkin' about the moisture in the soil as well as the water vapor. in the air. There's a couple more things to stand about this weather stuff. It's tant to realize that all of the parameters arc continually changing throughout the day. Very seldom will one ever remain in temperature a steady state. and wind (surface pressure gradient) the most common examples or how quickly they fluctuate. Lastly,

IIAN(, GI.IDIN(,

remember that interact on more than one size scale. That means that the wind direction at your local site may he dif· fcrcnt than the wind flow the

Got all lha1'? Good 1 Now know when someone such as yours truly writes about weather, it sccn1s to make more sense on paper than on launch. That's 'cause when you rcadin' weather, you scein' But when you secin' weather, you scein' reality. If you sccin' rcadin', you scein' mcanin' you ain't sccin'

REAU TY This is it 1 This is where the wonder, the unrivaled awe, the pure essence or weather, and all the lousy, rot· ten, no meteorological jib·· bcrish to make sense. (In other words, this is where you get your two worth') At one time or another, while standing in a field, we've all seen the wind "switch" directions from one: moment to the next. This is due to very small scale in surface pressures Dur and sun creates considerable along the surface. If the surface docs not warm uniformly, small, weak pressure gradients will form the wind to blow from the cooler areas toward the relatively warmer areas. If surface con· tinucs to be erratic, the pressure deviates causing the wind to "switch" directions. We can observe this phenomenon when we sec two windsocks located close in·· diffon:nt wind directions and/or Now moisture. We all know that moisture in the air, often referred to as water vapor, rises up from the surface and makes clouds Well, those of us here in the Mountain and in the desert southwest don't worry too much about moisture in the air, 'cause there ain't any. On the hang divers back cast somewhere, you're probably an

expert on relative humidity, early mom wet lawns, around the collar and monsoons. There's something more to this moisture stuff though. The moisture in the soil has a signifi· flying con·· cant cffoct on our ditions. It influences the potential for thermal development ancl may even deter· on a local mine wind direction and scale. NOW PAY ATTENTION HERE' As mentioned earlier, during the day the sunshine heats the surface. If the sur· face is wcl, the sun's energy which is used to create heat is instead moisture, which the surface cool. you will find cool, moist stable air over a widespread unil<mnly wet area. If the surface is suJ: ficicnlly saturated, this cool stable air may remain for until the ground moisture dries out. On some occasions, showers that occur from localized thunderstorms may produce enough rain· cooled air to inhibit convection the ln order to determine the potential for thunderstorm development forecasters will often look to sec where it rained yesterday. For these reasons, it's wise lo avoid rain-soaked areas when /lying cross country.

thunderstorm about to become tornado. Cloud suck extends ,111 the way NOAA to the ground. Photo

Environmental Research Lal1J01·atc1rv. JULY

1985

in high mountainous terrain can be one of the most icnccs one can have in a Typically, the lift is more is more. . more, the turbulence is butt· kicking and the scenery is nicer. Let's look more at what takes place when a typical mountain site gets soarnblc. To let's consider how the elevated heat source of the mountains creates a small-scale vertical circulation. the night, cool stable air flows down the mountain "pools" in the valley below an inversion. I illustrates a cross section of the valley. Within a fow hours after sunrise, the valley floor and mountain sides begin to warm, a shallow convective boundary layer of upslope flown on both sides of the valley (sec 2). The hang glider and pilot illnstrated in is E.B. Baby) who is all set up and ready to launch. The cool air to sink in the center of the valley the warm air along the walls. Thus, the cool stable air slowly erodes away from below, the inversion. It's important to note that when this to occur, a lot of us phenomenon II "sky get fooled into thinking that the flying conditions are soarablc, when in fact they frequently arc not As the top of the inversion lowers and gets closer to launch, the wind at launch may get stronger. However, the wind below the top of the inversion has a strong horizontal component and in most cases will provide little if no lift. As long as the top of the inversion remains above launch, the conditions more often than not may be less than soarablc. This explains why many pilots who launch in fairly strong conditions in the 3, the get flushed. As shown in top of the inversion is still above takeoff, E.B. has the wind is blowing in lmmchcd and is yelling deplorable ob·· sccnitics as he skillfully plummets to the landing area. In 4, we sec R.B. (Rick Baby) who waited for the top of the inversion to sink below takeoff, launches into soarahlc air and quickly

THE RIGHT STUFF

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form of sink is your normal, hard-toavoid, everyday sleigh ride type air. Downdrafts of a more severe nature are generally (although not always) the result of some form of cloud dissipation. We all know that thunderstorms may produce severe weather and should be avoided when they are near - to say the least. Virga (a rain shaft which dries before reaching the ground) can produce devastating downdrafts. Virga may form from small cumulus clouds which appear innocuous or incapable of producing anything dangerous. We've heard many times that the strong updrafts within a cumulus cloud can cause catastrophic structural damage to large aircraft. This is due to the release of latent heat within the cloud which accelerates the velocity of the updraft. Be advised that the opposite occurs underneath virga. As the rain droplets fall, a downdraft ensues. When the droplets begin to dry, they cool the air - accelerating the velocity of the downdraft which can create strong gusts at the surface. Harry Giesler can tell you all about it. While getting ready to fly at Willow Creek, Harry tied his new double surface glider to a large bush as a line of virga

climbs out to begin a very long cross country flight.

SINK, DOWNDRAFTS AND GROUND SUCK Generally, most any hang diver pilot wearing a smiling face will tell you how neat it is to hook a big fat thermal and climb out. Talkin' about sink is another story, however. Most of us don't wanna own up to having much experience in such matters. Well I've got this theory about downdrafts. Downdrafts are like cops - they're everywhere until ya need one! (I've been just achin' to put that in print somewhere.) The downward moving air we routinely encounter while cruising along is generally due to relatively cooler air descending from above. No big secret there. However, there are many sources of downdrafts and knowing how to identify them is worth a coupla remarks here. As mentioned above, the most common form of sink we seem to harbor into is subsidence from aloft. Generally, this descending air has neutral or weak instability and sinks to its own level of equilibrium within the atmosphere. This

passed overhead. A few minutes later, that bush was making its first flight with Harry's glider attached. Whatta mess!

EVALUATING FLYING CONDITIONS The flying conditions at hand are far less puzzling when it's plainly soarable or totally horrible. It's those days when marginal soaring conditions seem to prevail which require our most serious consideration. To conclude, let's go over a few ideas to reflect upon when trying to evaluate flying conditions. Seasonal variations influence the degree to which we may foretell the expected flying weather. During the winter and spring seasons, large synoptic scale features have a significant influence upon smaller scale weather phenomena which affect our flying conditions. During the warmer months however, smaller scale weather phenomena generally result from small scale features such as topography, temperature, relative humidity and wind. If you have to drive any distance at all to get to the flying site, you have the opportunity to make numerous sample observations along the way. Watching the dust behind a moving vehicle can tell

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HANG GLIDING

RIGHT STUFF you more than just wind speed and direction. Rising dust, for example, may indicate an unstable layer at the surface whereas dust moving along close to the ground may delineate a stable laminar flow. No dust at all may be evidence of wet ground. Keeping an eye on cloud development, including the rate at which they build, will give you a general feel for the vertical motion of the air above the surface. Normally, I try to formulate a categorical prediction of what type of day to expect by the time I arrive at the site. Once on launch, there are some obvious as well as some not so obvious things to consider. Strategically located streamers placed high enough above the ground can give you an indication of the vertical component of the wind blowing into launch. On thermally active days, it

': .. as a line of virga passed overhead the bush made its first flight with Harry's glider attached." is often possible to watch varying wind propagate across grass, bushes or tree tops below launch. Secondly, the wind direction and/or speed tends to switch quickly on days when thermals are abundant. At many sites during the summer, a crosswind is typically present during the early morning hours which tends to straighten out as the day gets warmer. However, if the ground is sufficiently saturated, the crosswind may persist for a longer than normal period. Finally, there's simply no substitute for observing birds or other gliders in the air. To maximize your air time on any given day, be patient and observe a few flights before launching unless you are absolutely certain it is soarable. Well E.B., there you have it. Consider this deal HALF consummated. And you can bet yer tumblin' tumbleweeds that me and my frosty glass are waitin' for ya!•

JULY

1985

TOW LINES

PRESIDENT

!continued from page 21)

(continued from page 7)

per position are no problem, it is easier to maintain the proper position than to let the glider wander and have to make larger corrections. Major deviations from position can be cause for releasing. It is better to have the glider pilot release, but the tug pilot should also judge the situation and release if necessary. This is to be considered an emergency situation. If the tug pilot releases or the rope breaks, the glider pilot should release the rope or what is left of it before landing. In a situation where the glider is so far out of position as to be hazardous, release even at the cost of outlanding. The normal release procedure is for the glider pilot to pull in to reduce line tension, check traffic to the right, then release. After releasing the glider pilot should turn to the right. The tug should turn left and descend to achieve maximum separation as quickly as possible. Both tug and glider should fly the predetermined landing patterns. A site with lots of room and a nonabrasive surface may allow the rope to remain hooked to the tug, while other sites may require the tug to drop the rope on the first pass and then fly a short pattern and land.

So what do we do? We the six thousand? First, as I see it, we must put our own house in order. I've gone on record with my fellow directors as being resistent to a dues increase. At the time I felt it was premature but that feeling may well have been influenced by the inherent optimism involved in trying to make a living selling hang gliders. I have to agree that a national association that's gone out of business won't be of much use to any of us. We have embarked on a program to use that dues increase wisely and I think you 'II soon see the results in terms of more professional management of our national headquarters and a cleaning up of our existing programs with an eye toward making them more accessible and functional to you the user. The second thing that we, the six thousand, must do if we ever expect to grow is to bring hang gliding back into the public consciousness in a better way than we have done in the past. We have gained the respect of at least some of the aviation community by our proven ability to self-regulate our particular form of flight and we must build on that base of respect. We'll try to do it in an organized and professional way because to do so is, in my view, the real job of a national organization such as ours. We haven't done it well to this point. We must continue to try to do it better, or we'll all be going to baseball games instead of mountains on Sunday afternoons.•

AEROTOWING POSTFLIGHT PROCEDURE: The glider end of the rope should be checked for accidental knots and untied if necessary. Never tow with a knot in a line because they weaken the rope, cause premature wear and can be very difficult to untie. If the tug has released the rope, beware the prop when hooking it up and shut off the tug engine if safety requires it. Extreme caution should be exercised when operating with a rotating propeller. Prop clearing procedures should be followed at all times. Be especially vigilant to keep children, dogs and spectators well clear of operations at all times. Only the glider pilot and launch assistant should be within the vicinity of the glider during launch to avoid confusion.•

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HANG GLIDING

seems slightly spirally unstable (tends to stay in turns) in ridge lift conditions. In thennals the wing becomes more stable in roll and less pilot input is required to maintain a constant bank attitude. Many landings were performed at Torrey Pines through a wide range of wind conditions. In velocities varying from light to strong, no adverse tendencies were noticed. Even intentional crosswind landings were performed with confidence as the Comp displayed little or no tendency to drop a tip during lanqing flare. Once in ground effect, the Comp feels very directionally stable and · predictable. Timing for proper flare is only moderately critical (as high performance gliders go) as the slightly tail heavy static balance aids in producing an excellent degree of flare authority. The Comp is not as effective as the 155 Dawn in the area of "steep descent" landing approaches. Although the Comp remains directionally controllable at very slow (mush) airspeeds, it retains remarkable glide performance with only a slight increase in sink rate, even at these ultra-slow speeds. Several days of flying the Comp in the smooth ridge lift at Torrey Pines prepared me for my first mountain flight on this design. While setting up at the "E" overlooking Lake Elsinore, California, I wondered just how the glider would handle in thermals - would the wingspan prove to be overly difficult to handle in turbulence? Takeoff was uneventful in light winds of five mph with no yawing tendency noticed. Upon encountering the first thermal, a fairly strong control input was used to initiate a left-hand 360"turn. The Comp reacted with a surprisingly quick roll response and some high-siding was required to stabilize an overbanking situation. While maneuvering the Comp to the core of this thermal, I overcontrolled for a few turns. In spite of my miscontrol, the glider demonstrated a very good sink rate even at steeper bank attitudes to 45 °. With more refined control inputs the Comp displayed an ability to remain in the core with little additional control input. Even though this design likes to fly at a slightly faster speed through the turns, the sink rate remains impressive. In punchy thermals, roll reversals are predictable and quick without the need for lots of muscle. Although this flight represented my initial thermaling experience with this design, the Comp made me feel confident enough to gain 6,000 feet above takeoff and complete

JULY

1985

a 25-mile cross country flight. Circling over the field I had selected for my landing, I tried in vain to determine the wind direction. Ground speed on my final approach was obviously very fast, which led me to suspect that the Dawn Comp and I were on a downwind final. Patiently I kept the glider in ground effect while the airspeed slowed. As the time for the flare approached, I remember gritting my teeth in anticipation of a hard landing. To my surprise, the Comp delighted me with a two-step beauty in what proved to be basically calm air. Several more flights were performed in the thermals generated by the Ortega Mountain range above Lake Elsinore. Many of these flights were terminated in winds of less than five mph, a condition widely accepted as difficult for consistently "safe" landings. The Dawn comp invariably demonstrated its

ability to handle this situation, which promoted a high level of confidence in this pilot that the Dawn Comp can be landed safely under virtually any wind condition - an enormous advantage for the cross country pilot. The Comp seems to share handling characteristics similar to the HP and Sensor in application of roll control. Should the glider resist, or respond sluggishly, a sharp push on the control bar causes the wing to roll quickly. At very slow airspeeds, the Dawn Comp demonstrates a slight tendency to adverse yaw when roll control is applied. When airspeed is properly adjusted, this wing coordinates very well. Some adjustment period for the pilot is necessary, particularly in the area of airspeed maintenance. When the Dawn Comp is flown at minimum sink speed, the sound

PROGRESSIVE AIRCRAFT'S DAWN COMP

DAWN COMP SPECIFICATIONS MODEL

Box Scores (Scale of 1-5)

Set-up time/ease ........................ 5 Ground handling ........................ 4 Static balance ......................... .4 Frame hardware/finish ............. , .... .4 Sail quality/craftsmanship ................ 4 FLIGHT CHARACTERISTICS Handling-low airspeeds ................. 5 Handling-high airspeeds ................. 5 Bar pressure-roll ...................... .4 Bar pressure-pitch .................... .4 Roll control initiation ......... , .......... 5 Roll reversal (45° to 45°) ................ 5 Yaw stability ............................ 4 Turn coordination ....................... 5 Speed range .......................... , .4 Sink rate performance · · · , · · · · · · · · · · · · · · .4 · · · · ·5 Glide angle performance · · · · · · LANDING CHARACTERISTICS Flare authority ......................... 5 Parachuteability ......................... 3 Directional control at mush speed ........ .4 160 Dawn Comp@ 67 lbs. (70 lbs. in bag). Pilot 175 lbs. = 1.5 wing loading. Stall speed = 18 mph indicated. Top speed = 47 mph indicated. Pilot proficiency required: Hang IV and above. Suggested retail price = $2,595.00

Sail Area (sq.ft.) Wing Span (ft.) Aspect Ratio Ribs (upper) Battens (lower) Pilot weight range (lbs.)

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150

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160 DAWN COMP FRAME COMPONENTS Leading edge is 1-3/4" X .049 outersleeved. 11 Tip receptal is l-1/8 X .058. Keel is 1-5/8 11 x .049 w/innersleeve. Streamlined wing struts 2-1/4" X 7/8 11 w/4 ft. innersleeve. Streamlined down tubes 2-1/4 11 X 7/8" w/innersleeve. Control base tube 1-1/8 11 X .058 innersleeved. Washout strut 3/4 11 X .035. All bottom surface battens 3/8 " fiberglass rod. All top surface ribs 1/2 11 x .035 aluminum tube. Nose plate 6061-T6 anodized aluminum. Cross spar brackets, stainless steel. Control bar corner brackets, stainless steel. Front to rear flying wires 3/32" x 7 x 7 stainless coated cable. Machined delron end plugs on all frame members. Mylar and foam composite leading edge stiffeners.

produced by the glider is almost imperceptible. For this reason it is suggested that a "new" Dawn comp pilot employ an airspeed indicator through the adjustment period. In my case the airspeed indicator proved its value many times. While flying thermals, a check reading of the instrument would cause me to adjust my errant airspeed at times as much as 10 mph. Assembly of the Dawn Comp should present no major problems and can be accomplished by one person in 15 minutes, although the procedure is a bit different from its more conventional counterparts with external king posts. Unzip the cover bag and assemble the control bar using one bolt, wing nut and safety at the corner of the base tube junction. Stand glider on control bar and attach front flying wires at the nose with clevis pin and safety. Remove cover bag and all ties. Extend both wings to near full extension. Attach the main spar pull-back cable at rear of keel with clevis pin and safety.

Remove cover bag and all ties. Extend both wings to near full extension. Attach the main spar pull-back cable at rear of keel with clevis pin and safety. Attach the king post to the main spar with clevis and safety and zip the bottom surface closed. Now attach the struts with clevis and safety, secure at control bar, then attach at main spar location. Remove the wing tip covers and deploy tips by inserting the fiberglass rod into the receptical at the end of each wing tube, and secure by double purchase looping of the leech line over the slot on the plastic tip cap. Install the top surface ribs beginning at the root. You will need to raise the rear of the keel when inserting the two innermost ribs. Install the lower surface battens and deploy the defined tips. Insert the nose rib and close zipper - preflight. The sail for the Dawn Comp is in the spanwise layout and all colors are available including spectrum cloth. Trailing edge is available only in white. All Comp sails are

constructed with a length of nylon filament tape sewn into the trailing edge seam to avoid high speed flutter. The sail on the glider flown for this report remained "clean" throughout the speed range, The Dawn Comp flown for this evaluation was a prototype. According to designer, Dick Boone, only cosmetic changes will be made on the production models. HOMA certification is currently underway and should be completed by late June '85. The 160 model, said Boone, passed load and pitch testing with "flying colors," impressively exceeding criteria limits in both areas. The Dawn Comp represents an interesting blend of design technology and performance efficiency yet retains an uncommon ease of operation. This design is sure to become popular for the advanced recreational and cross country pilot. In addition, the Camp's enhanced performance characteristics make it a good choice for the competition pilot as well.•

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(Flying The Peak) westerlies stream endless cloud streets to the east over the plains. Sailplane pilots have long known of the mighty Pikes Peak Wave and have reached altitudes in excess of 40,000 feet in it. Milder wave condition and an aero tow might make possible an absolute altitude record in a hang glider. The Pikes Peak Highway Advisory Board and the U.S. Forest Service have adopted basically a hands-off policy towards hang gliding on the mountain, with some rules, but flying could be severely restricted or prohibited if we screw up. If you want to come fly the Peak, keep in mind that it requires of a pilot the utmost in competence and confidence, even under ideal conditions. The Pikes Peak Hang Gliding Club requires, of visiting pilots a current Hang IV with cliff launch, turbulence, and cross-country sign-offs preferred. Supplemental oxygen is recommended. Please let us know when you're coming and we'll try to supply information such as road conditions and current restrictions. Flying is prohibited on certain days in the summer.• Pikes Peak Hang Gliding Club 520 W. Boulder Colorado Springs, CO 80903 Andy Millat (303) 472-0346 Mark Klingensmith (303) 630-0462

HANG GLIDING

CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially 1he heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogal!os, sails badly torn or torn loose from 1heir anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them to inspect.

Rogallos DELTA WING'S NATIONWIDE NETWORK OF DEALERS can help you get into the air. Alternative financing plans available. For further information and the address of your nearest dealer, contact: DELTA WING, P.O. Box 483. Van Nuys, CA 91408 (818) 787-6600. BRAND NEW - Custom built l35-C2 with V, ribs and other extra's. This glider is hot! $1600. Call Dennis, (404) 820-1962, (404) 820-2559 C5 B - $320.00, Fledge II $350.00, Wills XC 215 $300.00, Spyder 168 $275.00, Sun 3B $200.00, Soarmaster $225.00, New Advanced Air cocoon medium size with ballast and chute container 130.00. Will consider offers on any. (503) 276-7462. C5B - Great Shape! Greg (505) 844-9608 (w), (505) 266-1774 (h). $550.

COMET II 165-Keller Cocoon, large chute. Tight orange spectrum sail. 40 hrs. Excellent buy. $1600. offer (714) 689-1849.

MAGIC l1I 166-5 hours, V.G. Surfcoat and breakdown L.E., ball lips, speed bar, faired D.T. $1550. (503) 254-2983.

COMET 135-Clean sail, flies great. $650. Call Lori (801) 572-5391.

RAVEN 209-0nly 10 flights, like new $800. (303) 841-2523.

COMET OVR II 185-$850. Very good condition. Great flyer (503) 726-8280 eves.

WANTED: Raven 229. Call Brad at (804) 329-5324 (Va.) or (312) 360-0700 (ll.)

COMET 165-Low hours, excellent condition $950. Wills Wing stirrup harness with 24 ft. chute $200. Alan (714) 675-0568.

RAVEN 209-Gold with brown L.E. Excellent condition $300. (213) 534-0573.

DREAM 161-Low airtime, good condition new cocoon harness. $650. (619) 456-1590. GEMINI 184-Good condition. Gold, orange, brown. Mylar, E.L. $900. (717) 762-1981 Roger. 177 Harrier. 180 Sensor 510 180 Attack Duck 165 Comet 11 Cirrus 5B .. 160 Duck (Have 2) . 180 DUCK (Also 2) .. 185 Comet 11 185 Comet I - Used ... 180 Streak - Good Cond.

. . $ 650.00 .$ 900.00 .. $1300.00 .. $1200.00 .. $ 200.00 900.00 .. $ 900.00 ..... $1050.00 ..... $ 700.00 .. OFFERS

.. s

Flight Realities, c/o 1831 Clove St., San Diego, CA 92106 (619) 455-6036. HARRIER 147 - Gold & white, flies greal, looks great. Low airtime, must sell $900. OBO. (818) 716-9610.

COMET 165 - Excellent performer and condition, flown in Na1ionals, $800. John (412) 981-7460.

WANTED-HARRIER 187- I or II. Jay (703) 821-3786.

PACKAGE DEAL-165 Comet, faired custom XCountry harness, helmet, vario, skyting harness, chute. Deliver LA or SF free $1500. (805) 239-1619.

HP 170 - Almost new, perfect sail, best offer, trade/car (801) 254-6141.

COMET C-2 165-Great condition. Ball Vario ineluded. $1300. (714) 980-2378.

CUSTOM HP - UV cloth. Pacific blue leading edge/undersu rface. Excellent condition $1995. or BIO (805) 965-2447. JAVELIN 208 - (Salinas) White, gold, orange, brown. Harness, parachute, helmet. Excellent condition, less than 2 hours $ll00. (213) 749-7782.

SENSOR 510-160 TRIPLY - Clean sail, flies great. $1000. trade/car. (801) 254-6141. SENSOR 510-180-Good shape, great handling $800. Jay (703) 821-3786. 160 STREAK - Excellent condition. Less than an hour airtime $1300. Robertson cocoon $120. Bennett ESS chute. $250. (303) 567-4624. SMALL PILOTS - 130 Streak, brand new condition, cocoon, parachute (619) 434-6824. X-180 - Dark red, gold and white, good all around glider, very good condition, must sell $800. (818) 716-9610. WANTED - Used hang gliding equipment, gliders, instruments, harnesses and parachutes. SAN FRANCISCO WIND SPORTS, 3620 Wawona, San Francisco, CA 94ll6 (415) 753-8828.

Rigid Wings NEW MITCHELL A-10 - AS!, vario, tach, egt, brakes, with new customer trailer. Save $3000. Need cash! $4950. (503) 276-7462.

Schools and Dealers ARIZONA DESERT HANG GLIDERS USHGA Certified School. Supine specialisls. 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. CALIFORNIA BRIGHT STAR HANG GLIDERS Sales - service restorations. All major brands reP{esented. Santa Rosa, CA (707) 584-7088

S~stefr Vario I Altimeter 0-15,000 FT Altimeter

UP-Audio

The Hall Airspeed Indicator

Dual Batteries

A precision instrument for the serious pilot. Rugged, dependable and easy to read. ....... $21.50 Airspeed Indicator. 6.00 Long Bracket .. Airspeed Indicator with Long Bracket

P.O. Box 22126 Knoxville, TN 37933 Control Bar Protectors

]985

Foreign & C.O.D. Orders add $2.00 Conlrot Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20 00/pair Foreign & C.0.0. orders add $2.00

SYSTEMS TECHNOLOGY, INC.

JULY

$1500. Will haggle and ship

COMET 165-Mint cond. Emerald gm. (303) 795-5264 SHOO.

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

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

MAGIC 3 - 166 (214) 487-3505.

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

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

PINECREST AIR PARK vice. (714) 887-9275.

Instruction, sales, ser-

NEVADA

MAU[ SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 396-8557.

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

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

HANG FLIGHT SYSTEMS - Certified instruction program. Feaniring Wills Wing and Ultralight Products gliders and accessories. Duck, Comet II, Skyhawk, Gemini demos available to qualified pilots. 1202 E. Walnut, Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts. L-Ocated minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

HAWAII

IDAHO

NEW MEXICO

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

NEW YORK

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. INDIANA

SAN FRANCISCO WINDSPORTS - Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94ll6. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER Ce11ified instruction, glider and equipment sale. 486 Alan Rd., Santa Barbara, CA 93109. WINDSPORTS INT. since !974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0lll. CONNECTICUT CONNECTICUT COSMIC AVIATION - 14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and UP. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN.

UP OVER NEW MEXICO INC. - Certified instruction, sales, service, Sandia guides. Albuquerque, NM (505) 292-0647.

ALPHA AIRCRAFf-USHGA, AOPA and FAA certified instruction. Dealers for all major nonpowered and powered brands. 145 E. 14th St., Indianapolis, IN 46202 (317) 291-6406 or (317) 636-4891. MICHIGAN SOUTHWESTERN MICH. SCHOOL OF HANG GLIDING - USHGA Instruction at Warren Dunes, Bridgman, Ml. Wills Wing dealergliders, accessories and parts. c/o Bob Kreske, R 112-700 North, New Carlisle, IN 46552 (219) 654-7666.

MOUNTAIN WINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. We are now the area's only Wills Wing dealer, also Delta Wing, Pacific Windcraft, Seedwings and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555. NORTH CAROLINA KITTY HAWK KITES, INC. - P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, In NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Ultralight training and sales available as well as windsurfing sales and instruction. OREGON

MINNESITTA 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.

EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. PO Box 362, Pendleton, OR 97801 (503) 276-7462. PENNSYLVANIA SKY SAILS LTD. Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

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

~ USHQA CLASSIFIED ADVERTISING ORDER FORM

I 35 cents per word, $3.00 minimum.

I (phone numbers -

Section (please circle) Rogallos

2 words, P.O. Box - 1 word)

Schools and Dealers

I Photos - 110.00 I Deadline, 20th of the month alx weeks before the cover date of the I Issue In which you want your ad (I.e. March 20, tor the May luu1). I Bold lice or caps 50c per word extra. (Does not Include first few I words which are aulomallcally caps). Speclal layouts or tabs S20per

Emergency Chutes

I column Inch. I Payment for first three months required In advance. I

Ultralight Powered Ftlght

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

Begin with _ _ _ _ 19 _ _ _ _ Issue and run for _ _ __ consecutive lssue(s). My check _ _ money order _ _ Is enclosed In the amount of $, _ _ _ _ _ _ __

Please enter my classified ad II follows:

I I I t I

I Number of words: I I

O .35 •

Phone Number:

P.O. BOX 8830t, LOS ANGELES, CA IOON I (213) 390·30t5

1----------~------------------------------------~--------40

HANG GLIDING

CLASSIFIED ADVERTISING UTAH ultralighting lessons and rides; survival games, rappelling, towing, parachute packing and much more. FF! Rt. 4, Cummings Hwy., Chattanooga, TN 37419 (615) 825-0444, Chris & Leon Riche.

FLY UTAH WITH

Publications & Organizations SOARJNG - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00 SSA, P.O. Box 66071, Los Angeles, CA 90066. Delta Wing Products, certified instruction, 9173 Falcon Cr., Sandy Utah 84092 (801) 943-1005.

Miscellaneous

WASATCH WINGS, INC. - USHGA certified hang gliding school. dealers for Wills Wing. P.O. Box 3'17, Cedar Valley, UT 84013. (801) 768-4500.

SAILMAKING SUPPLIES & hardware. All fabric types. Catalog and colorful samples. $1. Massachusetts Motorized, PO Box 542-G, Cotuit, MA 02635.

International Schools & Dealers JAPAN

~~~

QUICK RELEASE CARABINER - $24.95. Dealer inquiries invited. Thermal, 19431 Business Center Dr. #41, Northridge, CA 91324. TOWING REEL-Light weight aluminum spool & power rewind sits in back of any trnck or wagon. Complete with 3,000 ft. of tow rope & bridle system. $450. or best offer. Call Paul (208) 233-4208.

TOURS

Distributor major brands hang gliders (Airwave Magic), instrnments, parachutes and ultralights, Tokyo 03/433/0063, Yugawara 0456/63/0\73, Kurumayama Hang School 0266/68/m4 (April-November).

c,,, 1

SWITZERLAND

SOAR through "THE GRAND CANYON" right in your own Jiving room' 2-hour helicopter exploration. Breathtaking music. Critically acclaimed. VHS or BETA $51.44. Details FREE. Beerger Productions, 3217 Arville, Las Vegas, NV 89102 (702) 876-2328.

SWISS ALP HANG GLIDING SAFARI - For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Im Brnnnli IO CH-8152 Opifikon, Switzerland. Airmail.

Emergency Parachutes NEW RAPID DEPLOYMENT B.V.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the 9riginator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Yan Nuys, CA 91408 (213) 787-6600, telex no. 65-1425. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installed and replaced. S. F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94]16 (415) 753-8828.

Parts & Accessories

WILDERNESS GLIDING TOURS-Enjoy uncrowded sites with aerial view of Mt. Shasta, Mt. Lassen, Shasta Dam, and much more. $80, per day includes, transportation from Redding, driver, personal guide, lodging arrangements, breakfast and dinner. Your tour guide is a USHGA Observer, and has over 1100 logged flights in Shasta County. Call or write Phil Sergent. 2351 Victor Ave. #7. Redding, CA 96002. (916) 222-5439 for reservations and information.

Business Opportunities CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in·room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF! 4328 Cummings Hwy., Chattanooga, Tenn. 37409 (615) 821-2546. Checi & Shari Toth.

San Francisco Windsports (formerly H.G. Equipment Co.) For all your hang gliding needs. We are dealers for all major brands. Send $2 .00 for price list - 3620 Wawona, San Francisco, CA 941!6 (415) 753-8828

JULY

1985

RACCOON MOUNTAIN ADVENTURE PARK (formerly Crystal Flight Resort); TRAM NOW OPEN EVERY DAY. Simulator, Hang Gliding, tandem sky diving, hot-air ballooning,

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3'h" dia. Inside or outside application. 25C each. Include 15C 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 l 'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA 90066.

CLASSIFIED ADVERTISING Stolen Wings TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. l, 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: Red· dish brown LE, orange undersurface, re· mainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078. TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body. Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618. TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward. TYPE: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CON· TACT: 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. CON· TACT: 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: 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 112 battens) Pro Dawn 155 HP 170 Sensor 510-160 VG Moyes GTR 162 VG

Index To Advertisers Afro Electronics

.13, 16

Airworks ..

..13

Ball Varios ............. .

.. 36

Bennett Delta Wing Gliders .

. .. 2,BC

Hall Brothers

.. 39

HC Designs

.... 33

High Energy ..

.38

Litek ........... .

.44

Lookout ...

.. 3

Mission Soaring

... 44

Moyes ...

. ... 10

Para Publishing ..

.... 12'

Pro Air

....... 43

Publitek

.. 36

Seedwings ...

. .. 19

Systems Tech ...

. .. 39

USHGA ....

. ... IBC, IFC

Wills Wing ..

. ... 26

Windlord Hang Gliders ..

.44

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing 11/2 months preceding the cover date, i.e., Mar. 20 for the May issue.

The Alpine Experience. Hang Gliding Travel Service WORLDWIDE:

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

Send For FREE Brochure

All Safaris include airfare, accommodallons. lransporta11on, expert tour guide and a maximum of airtime. NEW ZEALAND 21 days - $1995.00 EUROPE - 5 countries 21 days - $1695.00

You can't get a better deal! Our experience saves

money and g 1ves. you more airtime

HAWAII - Makapuu Pl 8 days - $779.00 CALIFORNIA - Owens Valley 2 weeks - $979.00 XC-Seminar

H•A•W•A•l•I FOR INFO PAK SEND $3.00 TO:

SANTA BARBARA HANG GLIDING CENTER 29 State St., Santa Barbara, CA 93101 (805) 687-3119

HANG GLIDING

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

DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFYUSHGA OF YOUR CHANGE OF ADDRESS! NAME USHGA# _ _ _ OLD'ADDRESS - - - - - - - - - - CITY _ _ _ _ _ _ _ STATE _ _ ZIP _ __ NEW ADDRESS _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ ZIP ____ LAST ISSUE R E C E I V E D - - - - - - - - (Please allow four weeks for Processing)

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

• Quick to get in. Put your feet up and pull the zip cord. • Quick to get out. Just bend a knee and push. • Unrivalled warmth and comfort. • Integral faired 'chute pack, zipped pocket, and bag or ballast container. • Folds into itself for easy carrying (straps provided). • Choice of colors, including rainbow webbing. • The lowest drag flexible harness you can buy, • Made to the highest standards of workmanship. • Three sizes: fully adjustable, twistlock carabiner, etc. ONLY $299 including postage and insurance. Please send money orders for ($299) to: WINDLORD HANG GLIDING I Unit One Airfield Industrial Estate I Pocklington I York U.K.

USHGA, Box 66306, Los Angeles, CA 90066

WOULD YOU PAY 25¢ FOR A MAGAZINE YOU ooN·T RECEIVE?

l/TEK 'S VE-12

VARIOMETER

Our time proven instrunent is now in a wrist-nount package, The VE12 has the following features: - Price is only $169,00 - Available with the -0\1 option (earphone jack) at 179,00, - Adjustable sink alan:i. trip point, - Large easy to read meter face (we are known for that already) with the sarne dial face as before, ' - The zero setti.ng, sink alarm trip point, sensitivity calibration and volume of optional earphone jack are all adjustable from outside of the unit, Thet'e is never a need to disassemble it, - Body of unit is 3-1/2 11 x 2-1/2 11 x l-1/2 11 , - Can be upgraded to -OV option at later date, - Can be glider mounted - Long battery life as before, - Uses the sa!!le proven circuitry "~ have used for Clany years so it responds as quick and stable as previous r:1odels,

169,00 VE12-0\' variometer 179,00 VE7 variomater 169,00 VEJ5- varioz:ieter 198,00 -OV Earphone Jack retrofit kit 16, 75 The Earphone Jack can be installed by you (needs a soldering iron) or by U$ on ;my variorceter ve made, It consists of a postage starip siz.e PC board 'with parts and 2 "Wires on it.. We charge S,00 for 24 hour installation, VEl2 variometer

Please state height and two color preferences. Dealers required for pods, thermal flight suits, 'chutes, etc.

HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who rnuves and doesn't report his or her address to the USHGA m time to make the change on the mailing hst fur the next issue of HANG GLJDING magMine The Post Office returns undeliverable rnagazint:>s to U\ and chargl''> us 25¢ In the final analysi5 we are all paying for rnagdLines that never get read Please re nwrnher to let the USHGA know immediately when you move Thank you fu1 vour cooperation

Looking for compact, simple, stowable pitch control? Get q Speed Rail,'"1 Reduced pull-=in effort. Flat body attitude for lessdrag. Static load tested to IOG's,

~~~.[J-

$1800complete. Available from: -43$5) MISSION !il.VC>. fl!£MONT, CA.• 94539 15}656·Q(>56 •'ilckl$3 thipPin~fl 61>%ti1KiiiC,f.

USHGA MERCHANDISE ORDER FORM QUAHITTY B-1

B-2 9.3 B-5 B-6 B-7 B-10 B-11 B-12 B-13 B-15 B-16

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MAHIIIIOS by Maralys Wills. En1ertainingly lakes lhe reader from nang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERT1RCAT10H MANUAL, Complete requiremenls, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurting. FLYING COHDITIOHS by Dennis Pagan. Micrometerology for pilots. 90 illustrations. HANG GLIDING AHO FLYING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight. MAHHEO KmHG by Dan Poynter. Handbook on tow launch flying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent information. FAI SPORTING CODE FOR HANG GLIOIHO. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHOA OFRICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signolfs (all levels), glossary of terms, awards.

$17.95

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$ 7.50 $ 4.50

$ 6.50 $ 4.50 $ 1.00 $ 1.50

S 2.95

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

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$ 8.00 $ 5.00

$12.00

$ 1.00 .25 $ 5.50 $ 8.95

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