USHGA Hang Gliding February 1986 by US Hang Gliding & Paragliding Association

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Features 16 Women in Hang Gliding by Lynda Nelson A report on the recent questionnaire published in The Right Stuff column.

Columns 3 Viewpoint

by Greg DeWolj Changing the image of the sport is Greg's goal with Fly America.

8 The Right Stuff

20 1986 Harness Report

by Erik Fair Erik presents his views on the standardized wind direction indicator controversy.

Page 16

14 USHGA President by Russ Locke

Russ reviews the USHGAs financial situation.

29 Tow Lines

26 Glider Evaluation Firebird Spirit

by Donnell Hewett The inventor of the skyting system outlines the 12 skyting criteria, and expresses his concern over the dangers of flying under tow.

by Paul Burns Paul ventures into new territory and reviews this European design.

Page 29

Page 20

COVER: Chris McCluer pilots his 160 Duck over Crestline, CA with a view of GianEnrico Esli of Switzerland below. Photo by the pilot. CENTERSPREAD: Nikki Rickles and her brother Ricky at 14,000' over the Owens Valley during their unofficial XC tandem record of 70 miles. Photo by the pilots. 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.

'-------------·---FEBRUARY

1986

4 Airmail 10 Update 12 Competition Corner 34 Ratings and Appointments 36 USHGA Chapter Clubs 41 Classified Advertising 44 Stolen Wings 44 HGMA Certified Gliders 44 Index To Advertisers

''Sport" vs. Performance: The Bullfeather 7.one

There used to be two kinds of gliders: those with plenty of performance but little handling ease; and those with good handling - maybe even a good sink rate, but without the speed and glide required for truly high performance. Pilots had to choose between "sport" flying or performance flying. The advent of variable geometry changed that unhappy situation. At last a pilot could degrade his performance for better handling during launches or landings or flying in tight, crowded thermals. But it still wasn't quite enough. ''You can never make a high-performance glider handle like an intermediate;' some people said. "Why bother? Let the rookies and the timid fly the sport gliders. Just let us have a real man's glider, one that will outclimb and outrace everything else." Seedwings disagreed. Designer Bob 'Irampenau felt it was possible to combine performance and handling to the point that nearly every pilot could be accommodated, so everyone could have screaming eagle, teeth-in-the-wind performance and light-pressure handling with confidence-building ease of control. Improving on existing concepts, 'Jrampenau developed the low-profile keel pocket and the kingpost hang system. Incorporating these innovations with his alreadysuccessfful Sensor 510, he achieved results never before seen a high-performance glider with pleasant and predictable handling. The 510-B outdates notions that a pilot has to own two gliders to have both performance and handling, or fly a glider that performs poorly but handles well. Outhandled by none, the 510-B outperforms them all! What's the catch? It's this - we sell the 510-B to hang 4 pilots only. No matter how easy the handling is, we feel it's

SEEDWINGS

•

Pilot: Jerry Sturmer Photo: Bob 'Jrampenau

improper to put so much speed and glide into the hands of inexperienced pilots. So if you're hang 2 or hang 3, you may have to settle for something less for the time being. But if you're hang 4 or hang 5, we've got what you've been waiting for - superb handling, blazing speed, and the best combined sink rate and glide ratio available anywhere. Experienced pilot, you owe it to yourself to test our claims! Tust fly a 510-B from your nearest Seedwings

dealer. Feel what stability's like when it's combined with agility, how sink rate can hold up all the way to maximum glide, what a solid landing flare can do for your confidence and ability. You'll see why we say the 510-B is the best glider you can buy anywhere at any price. But don't wait too long - spring is coming fast and orders are piling up. Get your B model early, so you can top the pack and watch your buddies gaggle below, down in the bullfeather zone. '85 Masters of Hang Gliding at Grandfather Mt.: 1st - Rich Pfeiffer, 2nd - Stew Smith, 3rd - Mike Degtoff '85 U.S. World Team: 1st Mark Bennett '85 Manufacturers Meet: 1st - Stew Smith, 2nd - Rich Pfeiffer The SENSOR 5108 160VG HGMA Certified May 23, 1985 Dealer Inquires Invited

5760 THORNWOOD DR. #3 SANTA BARBARA, CA 93117 (805) 967-4848

Gil Dodgen, Editor/Al'/ Director Janie Dodgen, Production David Pounds, Design Consultalll Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Writer Harry Martin, Illustrator Office Staff· Amy Gray, Manager Joyce Isles, Ratings Lars Jacobsen, Membership

USHGA Officers: Russ Loclfo, President Dick Heckman, Vice President Bob Collins, Secretary Dan Johnson, Treasurer fa:ecutive Committee: Russ Locke Dick Heckman Bob Collins Dan Johnson

REGION l: Ken Godwin, Jeff Bennett. REGION 2: Gary Hodges, Russ Locke. REGION 3: Ken de Russy, Steve Hawxhurst. REGION 4: Bob Thompson, Jim Zeiset. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: John Woiwode, Bruce Case. REGION 8: Robert Collins. REGION 9: William Criste, William Richards. REGION 10: Steve Coan, Rick Jacobs. REGION ll: Warren Richarson. REGION 12: Paul Rikert, Pete Fournia. DIRECTORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, Walt Dodge, Eric Fair, Bettina Gray, Doug Hildreth, Mike Meier. The United States Hang Gliding Association lnc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronaurique Internationale (FAD, the \mrld governing body for sport aviation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAT-related hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions arc 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. 1

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd .• Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. and at additional mailing offices. The typesening is provided by 1st Impression l)·peselting Service, Buena Park, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $77.00 for three years. Changes of address should be sent six. weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a re-cent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

FEBRUARY 1986

VIEWPOINT

Fly America by Greg DeWolf

Much has been written about hang gliding's declining popularity in this country and the associated problems created for us as participants. As I see it, the biggest obstacle to growth in our magnificent sport is public opinion toward the dangers of hang gliding. How did this predicament evolve? During the early years when hang gliding was new and news and everyone was flying first and second generation gliders without parachutes or, for the most part, any training, the mortality rate was high. There was plenty of opportunity for the media to document the foolish ways in which we were killing ourselves. In fact, so many opportunities arose, the normally morbid media soon tired of publicizing our death sport and withdrew coverage of hang gliding leaving the public with an awful taste in its mouth. Now you and I know that far-sighted people continued in the business, saw that the sport was dying (in more ways than one) and did something about it. The HGMA was born and turned the old death traps, known as first and second generation gliders, into superbly strong, stable and efficient flying machines, which are among the safest vehicles in the air today. Parachutes came into universal use to provide us with a backup system. Schools and instructors multiplied their knowledge many fold and developed methods of instruction to pass that information on effectively to the new pilots. You and I know that in 1983 the percentage of pilots suffering loss of life in our self-regulated sport was one fifth of that of general aviation, which is regulated by the U.S. government; 1984 was even better. But, Paul Pear Unit doesn't know! He's still stuck in the early 70's, just where the media left him hanging. What can we do to bring Paul up to date? I thought you'd never ask.

THE DREAM - FLY AMERICA The answer is to obtain more media coverage with a stunt spectacular enough to attract widespread media attention and showcase hang gliding's potential and safety. How about flying cross country coast-to-coast in a hang glider? Impossible you say? I hoped you'd say that. For if it didn't seem difficult no one would pay any attention. Let me explain how we are going to do it. We'll start within sight of the Pacific Ocean and fly cross country as far to the east as possible. At that point we'll launch again somewhere to the west of our point of landing and continue on our journey, linking our flights until we reach the Atlantic Ocean. Of course there are not mountains across the entire U.S. so we will use towing extensively. In fact, we would use every possible launching method. We could average 25 miles a day in this manner which would take us across the United States in three to five months, depending on the route. We also want to hit as many established flying sites as we can and do air shows where practical, bringing publicity to the local flying community. We envision aerobatics, precision flying, spot landing, tandem fligts, seminars, cross country rallies, towing instruction and more in these shows. We will be writing in to Hang Gliding magazine during the 18-20 months it will take us to prepare and execute "Fly America," documenting it and informing the hang gliding community of our progress. Besides completing the first transcontinental hang gliding flight we expect to break more than one world hang gliding record in the male, female and tandem categories including open distance, distance to a goal and altitude gain. I also believe that there are air routes through the U.S. that are more conducive to hang gliding cross country flights than others, and I will 3

Dear EdiJor, Herewith, an open letter to Ned Ncgap: I yllacr deyojnc ruoy elttil elat. Ew LAER dnaltalf stolip I

ccs uoy, wot etis! Ylcrecnis, Ggerg Kcivol Eniveparg, Saxet

Raoul Mazzoni (left) and author Greg DeWoH

THAN'l{S REGION

map these routes. This may lead to a later.

Dear Editor, Joe and I would like to thank all the people in Region I who gave so generously to have Chris' picture in the calendar issue. We'd also like to thank Al Gibson who, with lots of loving help, built a launch at Dog Mountain in Chris' memory. Our family has been surrounded in a soft fuzzy blanket of love by all those who loved Chris. It truly is the only thing that helps ease the pain of not having onr full-of-energy and loving son around. We have been so well loved by a community of hang glider pilots, wives and friends. All of God's blessings.

cross country .. v,,,,,.,., ...,wP. Oue of the first areas we need help with is

a route. We want to as over cross--country routes. co11tac:tir1g us with

Joe and Patty Bulger

LEAVE THE GARBAGE OUT

high gliding community have a successful at bringing the Unit up to date about state of art hang gliding. Then, the next time you tell that you are a hang look up to you ininsurance

Editor'.1· Note: Yim may contact (213) 596-3009. Contact America at 822A S. Mill Ave., Suite 115, AZ 85281.

Dear Editor, It now seems almost a certainty that within the next few years, or perhaps even sooner, the FAA will attempt to increase its regulatory rcstriclions on our sport. There can also be little doubt that part of its justification for doing so will be continued violations of current regulations by hang glider pilots, and the inability of the USHGA to police its member-ship. But the beauty of their argument will be that they can point to Hang Gliding, and say that they saw it there first! For example: (I) repeated centerfolds showing hang glider flights, acrobatic and other· wise, over congested areas (look at the centcr·fold of the September, 1985 issne, which, ironically enough, is followed within two pages hy a Pagen article explaining that snch flight is illegal); (2) a centerfold showing dual tandem flight (which, if not strictly illegal,

would undoubtedly violate the spirit of the regulation and the USHGA exemption, and thereby provide added fuel for the I~A); and, (3) last, but certainly not least, the recent article regarding a tandem cross country flight which the pilot writes of intentionally fly-the clouds to show his passenger what it was like. Like the rest of aviation, or, for that matter, most any activity, hang gliding will probably always have its share of irresponsible pilots who feel compelled to break the rules. Bnt as an organization, we simply cannot afford to promote nor even give the appearance of condoning their activities. And we sure as hell can't tolerate an editor who continues, month after month, to include photographs and articles about such exploits in the official publication of the USHGA. There's a lot of good in the magazine (e.g. Dennis Pagen, Eric Fair, Mike Meier, to mention jnst a few), but the parts that are bad can he politically and legally devastating to the do the job you were sport. So c'mon Gil hired to do; be an editor, and leave the garbage out. Eric H. Nelson Missoula, Montana

It appears that the E4A is moving further away fmm regulating our sport. (See Dick Heck11um'.1 Nmional Coordinating report in the las/ issue.) 1he problem you raise has been around for years. I remember the controversy in the early seventies over the publication of photos of pilots .flying without helmets, when probably 80% of the pilots at that time did not wear them. Do we portray the .1port as it is being practiced or as we would like it to be practiced? ff we were to carry this censorship to its logical conclusion we would eliminate about half the editorial content of the magazine. No more John Heiney, Eric Raymond or Leroy Grannis photos. Most r!{ these portray the flying rif gliders beyond their placarded limits. No more reports on aerobatic competitions. No more reports on Grouse Mountain, Telluride or a whole host of other meets that are carried out over their re;pective cities (congested areas). No more Safe(y Forum articles warning pilots of dangers experienced during accidentally or intentionally illegal activities. And we certainly must not report on record flights like Larry Tudor'.: 221-mile .flight. He was .flying at 18,000 feet without Ok ygen. I'm sure the SPCA would be upset by

HANG GLIDING

AIRMAIL photos of John Heiney flying tandem with a dog - a dog without a helmet no less! Oh, I almost forgot. That cover photo of Bob Thompson that the judges chose for display at the Maggie ceremonies would have to go. He was flying after sunset. Where do I draw the line? Write in and let me know.--Ed.

AD CORRECTION Dear Editor, The HGMA would like to call attention to two errors pertaining to HGMA certification in advertising for the Delta Wing Mystic which appeared in your magazine in the months August through November. The ads listed three sizes of the Mystic and carry the words, "Fully Certified to 1985 HGMA standards." While the 166 and 177 models of the Mystic are certified, no certificate has been issued for the 155 Mystic as of the date of this letter (11/27/85). In addition, the glider weights submitted for the 166 and 177 at the time of certification are nine and eight pounds respectively heavier than the weights advertised for these models in the August, September and November issues. Bill Bennett of Delta Wing has confirmed that the aforementioned advertising statements were in error. Mike Meier HGMA President

Dear Editor, Delta Wing would like to respond to Mike Meier's letter of Nov. 27. Mike, once again "11iank You" for being the industry policeman and you are right, we did err in allowing an old ad to run without checking its contents closely. However, apologies were extended to all our dealers for the error in the November Delta Wing news/el/er. The 155 Mystic package should cenainly have been presented long ago but I am sure Mark Ui?sts lei/er will explain the delay. The typo on the weights is simply a mistake. BY THE WAY MIKE, HAVE YOU WEIGHED AN HP LATELY? Mark Ui?st is the person responsible for certification of most gliders manufactured today. He is a respected consultant engineer for Delta Wing, Moyes, UP, SeedWings and Pacific Windcraft. He is a member of the review board of the HGMA and is building the only special purpose computer test rig in FEBRUARY 1986

America. Sorry its all your fault Mark, but I am sure the delay is going to be well wonh it. Bill Bennett President Delta Wing Kites and Gliders Dear Bill, I am writing this to thank you for the patience you have shown in regards to the testing schedule. As you are aware, I believe that the changes I am making in the test vehicle will give us a better understanding of the gliders properties. The modifications will add load cells and computer-aided data acquisition equipment, without altering the standard configuration for "hands-on" testing. In the end I hope to be able to offer testing services second to none, with data that is acceptable to all international agencies, as well as the HGMA. Thanks again. I guaramee that I'm working my tail off to get the job finished. Sincerely, Mark West

HANG CHECKS AT LAUNCH CAN BE DANGEROUS Dear Editor, I had the opportunity to observe a failure to clip in first hand from 100 feet over Kagel Mountain near Los Angeles. The pilot was flying a demo glider. It was necessary for him to clip in (normal procedure/out of order) at the set-up area to check harness adjustment by hanging (normal procedure/out of order). He wisely unclipped (not normal procedure) to move the glider to the launch ramp. He proceeded to launch without clipping in. In his mind he had clipped in and had done a hang check, both part of his normal routine (though out of order) and he had mentally checked off these two acts. The act of unclipping did not register or cancel out these two acts, yet he consciously unclipped because his regular procedure was to move the glider to launch, unclipped. Had his regular procedure included a "walk through the nose wires" type check of his hook-up he would not have launched unclipped. Luckily during his training he observed his instructor climb onto the base tube and fly the glider, so he did the same and was able to clip in while flying. This story illustrates the danger in "hanging" at launch. This pilot's regular routine was to pick up the glider and move from the set-up area to the launch with the glider. At launch a nose assistant held the glider while

he clipped in and then hanged in the flying position to check for clear lines, base tube clearance, and hook-up. This type of hang check often is a result of prodding by the nose assistant, and in fact is only possible if there is assistance. Here is where I see fault. It is imperative, from set-up to launch, that a pilot always follow the same routine. You cannot always hang at launch if you don't always have an assistant. Most people who do hang checks at launch don't do the "walk forward and look over your shoulder" type of check before or after their hang check, so "walking forward" is not part of their regular routine. I propose the following to eliminate accidents caused by failure to clip in, as well as delays at launch. Pilots should establish their own comfortable regular routine from set-up to launch. If they want to hang and check harness height, then do it in the set-up area and then unclip as a regular pan of their routine. All pilots should walk forward through the nose wires and check their lines and hookup just before picking up the glider to launch. This last step should be done regardless of whether or not the pilot did a hang check or has nose or wire assistance. Any interruption in your set-up/launch routine (Wuffo questions, toilet calls, pilot B.S.) should be considered hazardous. Though it would seem that the pilots with no routine are the highest risk, ironically the safe pilots who have a routine are more susceptible to this type of accident if that routine is broken. There, I did it. I came out against hang checks at launch. Next I'll attack mom and apple pie, but for now if you have any objections, or notice holes in my logic, send them to Hang Gliding. Dennis Baker Corona de! Mar, CA

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The Wills Wing dealers listed below have already ordered their demo SPORTs for delivery in early Spring. Call the listed dealer nearest you now to arrange for your demo flight. Hang Flight Systems - Erik Santa Ana, CA 714-542-7444 Hang Glider Emporium - Ken Santa Barbara, CA 805-965-3733

Lookout Mountain - Matt Rising Fawn, GA 404-398-3541

Mission Soaring - Pat Freemon!, CA 415-656-6656 Hang Glider Center - John San Diego, CA 619-450-9008

Elmira Air Sports - Marty Elmira, NY 607-732-1490 Pinecrest Air Park - Debbie San Bernardino, CA 714-887-9275 Muller Kites - Willi Alberta, Canada 403-932-6760

Chandelle Hang Gliding - Wally Pacifica, CA 415-359-6800

Kitty Hawk West - Jim Marina, CA 408-384-2622

Fly High Hang Gliders - Paul Pine Bush, NY 914-744-3317 Desert Hang Gliders - Bob Glendale, AZ 602-938-9550 Big Bird's Wings - Fitz Seattle, WA 206-523-2436

Kitty Hawk Kites East - John 800-334-4777 Nags Head, NC Hang Glider Central - Jerry Eugene, OR 503-344-5144

Hang Gliders West - Jeff Ignacio, CA 415-883-3494 UP Over New Mexico - Chuck Albuquerque, NM 505-292-0647 Morningside Gliders - Jeff Claremont, NH 603-542-4416

Bruce Case St. Paul, MN 612-227-6733 Flight Realities - Steve San Diego, CA 619-455-6036 Windsports - Joe Van Nuys, CA 818-988-0111 Windgypsy - Paul Elsinore, CA

714-678-5418

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SPECIFICATIONS AREA SPAN NOSE ANGLE ASPECT RATIO GLIDER WEIGHT PILOT WEIGHT PILOT SKILL PRICE

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167 SQ. FT.

33'6" 124 DEGREES 6.7 59 LBS. 140-210 LBS. HANG Ill $2600

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167 SPORT

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The Sport's ultra-light 35 pound airframe withstood an incredible 40 mph in the torturous negative 150 test without suffering any permanent deformation at all . No glider we've ever tested has exhibited this phenomenal level of strength .

'w"ILLS....,.,,Nti 1208H E. Walnut, Santa Ana, CA 92701 (714) 547-1344/6366

THE RIGHT STUFF

WIND?! by Erik Fair

Good old Bob Dylan once blurted: "Yuh doan need a weatherman to know which way the wind blows." McCartney and Lennon used to wail: "I'll get by with a little help from my friends." Your average citizen, of course, has absolutely no reason to perceive the connection between these seemingly random refrains. Your average hang glider pilot, on the other hand, has not only a primal awareness of the basic truths contained in each lyric, but also a range of experience that confirms their interrelatedness. Frinstance. How many intermediate or better pilots do you know who have never had occasion to approach an unfamiliar LZ (or a familiar LZ in unfamiliar conditions) that has few or none of the traditional features used by hang glider pilots to determine wind velocity and direction? How many intermediate or better pilots do you know who have never had to actually select a final approach tum direction based solely on information obtained from other pilots on the ground? In such situations "Weathermen," of the kind Dylan contemptuously refers to, are clearly useless and a pilot's only hope becomes "a little help from his friends." Now granted, such situations are not the norm. There's usually at least one windsock or some grass, trees, dust, smoke, or water to give us the necessary info about the wind. But sometimes just sometimes - pilots in the air must rely on pilots on the ground to provide a quick, reliable signal indicating wind direction. There has been much discussion of late as to just how pilots on the ground

should go about the business of signaling to their brothers and sisters in the air. Letters to Hang Gliding magazine and discussions among various groups of pilots have outlined a welter of options involving some combination of facing into or away from the wind and gesturing (in some fashion or another) with or against its flow. Throw in the various ways to read gliders parked tail down or up, set into, with or across the flow of the wind and you can see the possibil-

ities for confused, not to mention tragically flawed, communication. Noting such possibilities the USHGA Safety and Training committee convened in Kansas City with the goal of creating a standard, USHGA approved, wind direction signal. Through a process that can only be described as "responsibly concerned hysterical consideration of all possible weird body positions and gestural sequences" your directors achieved their goal. Ridiculously simple and impossible to misinterpret, the official USHGA "bend over and smile" wind direction indication technique involves the following: Face the wind, bend over 45 ~90 ° at the waist, and extend the arms out and back like wings. In other words, just pretend that you, dear groundling, are an approaching hang glider. Your sky brother, who really is in an approaching hang glider, can immediately relate and quickly respond to your signal.

J\ HANG GLIDING

THE RIGHT STUFF The more imaginative among us can even embellish the basic signal in creative ways. For instance, if wind in the LZ is switchy you can weathervane around the arc of the switchiness and make pecking motions with your head. (Do the funky chicken?) If gusty conditions prevail you can, in synch with the gusts, "Lean forward - bop, bop lean back," a la Fats Domino. If thermals are breaking loose and the approach is likely to be bumpy you can do like old time rock n'roller Jerry Lee Lewis and "Shake it around jis' a little bit." And, hey, if conditions in the LZ are clearly unlandable (hurricanes, raging bulls, insurance salesmen) simply grab with both hands onto the place where your legs meet and fall to the ground writhing like a punk rocker. Once on the ground, if you think it proper, make repeated chute throwing motions with one hand while you continue to thrash about. Finally, if you ever see Ned (High

(con1inued from page 19)

Tech in Texas) Negap on final approach anywhere, anytime - whether he whines for wind direction or not - just assume he needs help and then assume the position. And don't forget, dear reader, to pull down your pants just before you bend over. Ned likes it that way, he's used to it, and it's the only thing anyone knows of that'll make him land right side up, on his feet and ready to (how did the Marvelettes say it?) "de do run run." P.S. I suppose if we're going to have a standard procedure for indicating wind direction we should also have a standard procedure for requesting an indication. While a casually drawled "Whut in the hellzit doin down there" is a fine expression of ennui, the piercing, plaintive exclamation WIND!? will probably get quicker results.•

(Women In Hang Gliding) Simply to have fun. Once I wanted to be competitive, but now I just want to have a good time flying with friends. ... someday, maybe, fly the 0. V. [Owens Valley]. 17iat would be a real test. So with all the problems - the heat, the cold, the dirt, the pain, the time and expense- why do we fly? "For me it was love at first sight. Now it's the satisfaction of being in charge of my fears and having to depend on myself alone while I'm up. I always have more confidence and clarity after a good flight. It's a challenge and an ongoing learning process that I love." And that's the way it is. II

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(714)972-8186 USf-fGA FEBRUARY

1986

APP1<._0VE[) L<WJD bJREcnoN SJ6AJ/rl_ 9

UPDATE GIRLS JUST WANT TO HAVE FUN Ed Levin Park in Milpitas, CA has been chosen as the site for the first (maybe only, talk to me when it's over) "Girls Just Want To Have Fun" Fly-In for women pilots, to be held on May 17 and 18, 1986. Representatives from all the leading manufacturers will be on hand with their small to medium-sized gliders to demo. Our primary objective is for women (and others) to get together, have fun, and see all the state-of-the-art equipment that's available for smaller pilots. With launches from 40 to 1,700 feet, Ed Levin accommodates all rating levels. For photos and information on the site see the March, 1980 issue of Hang Gliding magazine. You must bring your current USHGA card. Contact Lynda Nelson at 2141 Sunshine Drive, Concord, CA 94520, or Jan Siskind at 3 Ivanhoe Rd., Worcester, MA 01602 for further information.

A COASTAL CONDORS BENEFIT DINNER TO KEEP MARINA FREE! Marina State Beach, the premier coastal soaring site on Monterey Bay, is one of the only places in Northern California which charges no site fees, sticker fees, daily use fees, or any other fees for use. It's been that way from the beginning, and the Coastal Condors, which administers the site, mean to keep it that way. Rather than install a cumbersome system of site fees to pay for site insurance, we're holding a benefit dinner to "Keep Marina Free." It's scheduled for Saturday, February 15, 1986, and it's going to be as entertaining as the party we threw in 1984 to benefit the USHGA. The cost is $15.00 per person, and you'll get a complete dinner, a chance to win valuable door prizes, live afterdinner entertainment and a one-year memberhsip in the Coastal Condors, which entitles you to at least eleven issues of the Coastal Condors Newsletter. 10

For more information, or to order tickets, write the Coastal Condors at P.O. Box 828, Marina, CA 93933 or call Jim Johns at (408) 384-2622.

CLEAN FLYING

PACIFIC WINDCRAFf LTD. OPENS TENNESSEE PLANT AND OFFERS NEW GLIDER Pacific Windcraft, Ltd. , is proud to announce the release of the VisionEclipse 19, a larger version of the Vision-Eclipse 17. Says Jean-Michel Bernasconi, company president, "We wanted to offer a glider capable of good performance retention through a wide wing loading range. We've managed, with 185 square feet of sail, to produce a really fun high performance glider with excellent trike or tandem capabilities as well." Fully equipped, the VE-19 weighs 64 pounds, with a 32-foot span and is available with the same options offered on the VE-17. The glider was jointly designed by Jean-Michel Bernasconi and Bob England. March 1, 1986 will mark the official opening of Pacific Windcraft's new East Coast manufacturing site in Lookout Mountain, Tennessee. Pacific Windcraft East will build and service all Visions and Vision-Eclipses east of the Mississippi and will offer close technical support to East Coast pilots. The parent facility in Salinas, CA will continue to handle all R&D, sailmaking, West Coast and export production. "We've long been convinced of the tremendous growth potential of our sport in the East Coast. Our new facility in Tennessee, headed by Ed Miller and Matt Taber, will enable us to participate actively in this growth," explains JeanMichal Bernasconi, president of Pacific Windcraft. "Our customers will enjoy lower shipping rates, faster delivery times, and more immediate servicing." All inquiries and orders may be directed to either plant: PWC EAST: Route 1, Box 153 B-1, Lookout Mountain, Tennessee 37350 (404) 398-3433. PCW West: P.O. Box 4384, Salinas, California 93912 (408) 422-2299.

This photo recently appeared on the cover of Vol Libre, a French hang gliding publication. Is this the new wave (pun intended) in harness design?

IF YOU WANT YOUR PARACHUTE TO HAVE .• FLAT CIRCULAR SOLID GORE CONST. • High Drag Benefits • Low Volume • Faster Openings

VENT CAP COVERING APEX HOLE • Quicker Openings • Slower Descent Rates • Reduced Risk of Apex Line Entanglement

'h" TUBULAR NYLON REINFORCEMENT AT APEX • Adds strength to area of greatest stress during opening shock

ALL SEAMS REINFORCED WITH TYPE Ill WEBBING • Necessary for strength in the event of a high speed opening

V·TABS AT EACH LINE ATTACHMENT • Helps to distribute opening shock load • Important in the event of a high speed opening

400 LB. TUBULAR NYLON SUSPENSION LINES • Stretch characteristics help reduce opening shock load on canopy, harness, and pilot

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DROP TESTS TO FAA C23B TSO STANDARDS COMFORT PACK DEPLOYMENT BAG • Safety locks • Protective side line cover • UV resistant material

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HANG GLIDING

I Dear

Our

lots and fr

Effoctive March 1st 1 all VISIONS VISION-ECLIPSE ordered by school established east of the Missis·,. river will be assembled and test at our new under-license manufacturplant located on top of Look-Out Mounn, Tennessee. Our Salinas, California facility will remain our ment, and testing center, and will manufacture all sails for both plants and all gliders to be delivered in the remaining 24 western states and our n markets, All inquiries and orders may be directed to either center, The II Pacific Windcraft East II program, planned for over two years, will achieve several To our present and future east coast customers the same lower shipcosts and del times as the west coast. -To offer the same technical support and rvice to al I our dealers and customers hout the entire country, -To become a more attuned and flexible source for your soaring requirements, To bri the gap between your needs and our response doubling our service ities. Both plants will be usi identical assembly, on and test ..·flying tech A unique and extensive QUALi TY CONTROL program has been to allow constant crosscheck between thf1 two plants.

and and

two associates in thi new are Ed MILLER and Matt TABER. our production manager in Salinas for over a year, will continue to assume that responsibility at our Look-Out Mountain plant. Ed is well known to many of you through his position of many years in th<::i managing staff of Kitty Hawk Kites East. Matt, Director of Look Out Mountain Flight will be in charge of marketing and test-flying. No one in thi country is more familiar with PACIFIC WINDC the VISION and the new VISION-ECLIPSE series than Ed and Matt. Their devotion to offer a more accessible sport of hang gliding to the pilots of the East coast makes us confident the above will be met success fu I ly. Please write us, call us. This Pacific Windcraft's most important undertaking ever. We see the tremendous growth potential of our sport on the East coast and we're excited to be part of it. So please let us hear from you! We need to know your ideas, your feelings, your sug·· ons. We want to be

AT YOUR SERVICE!

EAST

WEST

Route 1, Box 153 B 1 Lookout Mountain, Tennessee 37350 {!W4) 398-3433

P.O. Box Ll384 Salinas, CA 93912 (408) 422··2299

COMPETITION CORNER HANG GLIDER HEAVEN'S FALL FESTIVAL FLY-IN by D. Whittington

Over the weekend of October 18-20 1985, 32 hang glider pilots, two hot ai~ balloons, and one ultralight descended upon Hang Glider Heaven in Clayton, Georgia. This was during the height of the leaf season when the colors were at their peak. Not much has been heard from HGH in recent years but all is changing with Grandma "Tut" Woodruff back in business with her hang gliding team (Masters, Telluride, Treetoppers Octoberfest, and Hang Glider Heaven this season) back in the air and her mountain awakening from several years of non-flying activities. This event was very different from years past as country singer "Conway Twitty" entertained on Saturday afternoon after the pilots flew from the mountain all day. HGH has not tried this concept before but all agreed this could b~ a good combination of hang gliding with a country music concert set in the beautiful foothills of the Blue Ridge Mountains. Pilots started gathering on Friday with Rick Jacobs being the first to arrive, and the day was spent free-flying with ten pilots in the air for several flights on this warmer than usual October day. Pilots were invited to camp out at the mountain or sleep at "Tut's" home on Lake Burton. Saturday morning came early as pilots arrived and were ready to start flying. The competition would consist of duration and accuracy with several awards for different things thought up by the staff. The weekend was hot but everyone put forth their best efforts. Doug Lawton put away his leisure class title and had his own private vehicle to get back to the top of the mountain. He had seven flights on Saturday and five flights on Sunday for a total of 12 flights and he took the Surprise award (most flights). ~ecognition should be given to Jenny Srruth, one of two female pilots flying, 12

who finished 8th out of 32 pilots after missing the first day of flying. Jenny should be congratulated for her efforts and excellent flying. A colorful show for the spectators was p~t on by Neal Harris who was flying his ever-present "Big Red" glider with the 30-foot long streamer. Meet Director and "Tut Flier" D. Whittington, flew with different color smoke cannisters on both days and added to the festival atmosphere. Two hot air balloons from Greenville S. Carolina inflated on Saturday and ga~e tethered rides to children and adults alike. Rod O'Keefe from Cumming, Georgia brought his ultralight (Rod's Rocker) and he flew several times over the weekend for the crowd. Rod is 64 and he says, "This is my rocking chair and I plan to grow old sitting here since ?1Y retirement." He seemed to enjoy flymg up over the takeoff while the rest of us were setting up to fly. Rick Jacobs won the duration contest with a flight of 30 minutes. Over the entire weekend there were over 250 flights off HGH. This was a record number of flights for this mountain in one weekend. Doug Lawton won the accuracy contest and had the only bullseye on Sunday afternoon. "Big John Dortch" provided refreshments, as always, his famous Bar-B-Q and Coca Cola. We hope to put on three or four events per year and feel this can make HGH a place where people can see beautiful gliders and the mountains from up close. We at Hang Glider Heaven would like to extend a "Thank you" for the attendance of the pilots and for their support. And we would like to extend a welcome for next season. The final awards were as follows: Funniest Landing: Greg Wojnowski $50.00; Only Bulls Eye: Doug Lawton $25.00; Surprise Award: Doug Lawton $100.00; Duration Flights: 1) Rick Jacobs - $100.00, 2) Mike Eberhart - $50.00, 3) John Lubon - $25.00; 4) D. Whittington, 5) Jim Trudo; Accuracy Flights: 1) Doug Lawton - $500.00, 2) Mark Dunn - $300.00, 3) Ben DeGaris $200.00, 4) John Saari - $100.00, 5) Rick Jacobs $50.00.

BIG BUCKS SPOT LANDING CONTEST by Tom Zurcher

was Saturday, Dec. 14, 1985 at the first Lookout Mtn. Flight Park Big Bucks Spot Landing Contest. More than twenty pilots competed in two categories: Hang Il's, and Hang Ill's and IV's. Prizes in both categories were $30 for first, $20 for second, and $10 for third. Although cash prizes were awarded, the primary purpose and emphasis of the contest was on controlled, safe landings. Hang II landings were invalid if the glider's nose contacted the ground. Hang III and Hang IV landings were invalid if any part of the glider, except the keel and wing-tips, touched the ground. Most pilots had respectable landings, but it was obvious that there was much room for improvement. That's why Matt Taber, manager of LMFP, will be sponsoring these spot landing contests on a monthly basis. There will also be semi-annual championships and an annual grand championship, both with double prize money and trophies. Dick Reynolds, winner of the Hang III-IV category, is a 51-year-old former jet fighter pilot and has been in hang gliding for over fifteen years. He and his sweetheart Joanne, who is also an accomplished hang glider pilot, have recently become close neighbors to LMFP. Dick expertly put his 185-Cl closer to the spot than anyone in his class. Second place went to yours truly - Tom Zurcher. I landed my new Magic IV second closest in my class. Third went to a surprised Chuck Bemus. Chuck was overheard saying "I never won anything before." For the Hang Ils AI Slaton, flying an Attack Duck, attacked the spot to assure first place. Second place in the Hang II category went to Greg Heckman in his Vision. In third place was Mark Winter also flying a Vision. In watching both ' Greg and Mark land, everyone present was thoroughly impressed with the parachutability of the Vision! This was a close contest. All Hang II finalists

HANG GLIDING

touched down within 15 feet of one another. All in all this was all learned that our had a great time and some of us took some money home to boot. Here are the dates for the new year Bucks Contest. 'fake cl1i:1m1)10111shm (June double January 11·12 15·16 March 15-16 12-13

17,18

October ll-12 November J5.J6 December 13-14 (Clharnpiom,hi10) In the event of poor weather, competition will be held the next weekend. Don't miss this fun to your skills. Mark yonr calendar. Demonstrate your landing prowess or just come for the super and a great thanks to Lookout Moun··

FEBIU/ARY

1986

! !!

USHGA PRESIDENT this figure alone amounted to over $11,000. The companies who failed to respond are listed below:

1985 Financial Picture

Bulldog News Progressive Aircraft Ultralight Products (UP) Cloudbase Hang Gliders (Australia) Sports OPA (Japan) Vol Libre (France)

by Russ Locke

many of you are aware, we went through a significant financial crisis during the early part of 1985. It's appropriate here to look at the causes of that crisis, how we have responded to it and what the future holds for us. At the end of 1984, we found ourselves in a position of being unable to pay our bills in a timely fashion. That is not a situation that happened overnight but developed slowly over a period of several years. The reasons are fairly simple. In an organization such as ours, members pay their dues before services are rendered instead of after the fact, as in most business organizations. There should al ways be a large sum of money in the bank that represents unearned dues or money that the organization is holding to pay for the printing of members' magazines, group liability insurance and other services owed. It is easy to get lulled into a false sense of confidence when you have money in the bank. In addition, our financial reporting system wasn't good enough to detect trends that would have warned us ahead of time. Keep in mind that this paragraph is an over simplification of everything that happened. However, it's more important that we focus on the future. Our initial effort to bail ourselves out consisted of asking our membership for more money through fund raisers and donations. This was successful in keeping the creditors at bay for a short time, until our second step could have an effect. That step started in June when the

Our organization recycles a little over $350,000 per year. The pie charts that follow show our revenue sources and what we spent that money on.

membership dues changed to $39.00. As of the writing of this article, that dues increase appears to have been a good solution but the next few months will tell us a lot more. Also in the past year, as we went about cleaning up our books, we made an attempt to collect a significant amount of money owed us. In November, we sent notices to twenty-one companies asking them to pay us at least the amount of their bill that was over 60 days old. Just

REVENUE Dues: Income received from members paying their $39.00 dues. Subscriptions: Non-members of the USHGA who pay $29.00 to subscribe to the magazine only. Magazine: Extra issues sold to members and issues sold by newsstands. Merchandise: The profit made on T-shirts, emblems, stickers, etc.

REVEl'JUES - - - - - - - - S u b s c r i p t i o n s 5.5% 19046.7 - - - - - D o n a t i o n s 4.5% 15443.7

Magazine 3.7% 12725.2 Insurance 3.0% 10247.3 Ratings 2. 9% 9893.42 Merchandise 2.9% 9877 .13

\ Miscel lenous 2.2% 7606.25

HANG GLIDING

USHGA PRESIDENT Advertising: The fees paid by advertisers for space in the magazine. Insurance: The fees paid by chapters to insure flying sites. Donations: Money donated by members and clubs to help the organization. Ratings: Fees paid by members to cover office costs for processing ratings. Miscellaneous: The catch-all bucket that includes everything from labels to reimbursed postage.

EXPENSES Operations: These are the total costs associated with running the office in Southern California. Included are salaries, rent, utilities, postage, office supplies, etc. Insurance: The money spent to secure member and site liability insurance. Magazine: The money spent to set up, print and distribute the association's magazine. Committee: Money spent by the Board of Directors to operate the committee system.

We have two challenges in the coming year. The first will be to manage the association in the face of raising insurance costs. The second will be to establish a system of financial management that moves us toward a positive balance sheet. While we are currently taking in more money than we spend, we still have a negative net worth since we haven't replaced the membership money spent over the last few years. By the time this article is printed all directors should have a report that shows the actual financial status of the organization as we ended 1985. If you would like more detail or a better explanation, contact your local director.•

Time to renew your USHGA Membership? A phone call and a credit card number is all it takes! Call our office at:

(213) 390-3065

EXPEj\JSES

Insurance 12.7% 4094.3. 1

Magazine 49 . .3% 158929

FEBRUARY

1986

(continued from page 24)

(Harness Report)

folding forward when they pull the zipper line. The solution to this is to stuff your glider cover in the end of the boot, or start with the zipper closed about six inches or so. With a little practice, the whole process becomes easy and automatic. My main criticism of all the bomb bay type harnesses is the need to fiddle around after takeoff. In scratching conditions, sometimes you don't have time to jerk the zipper closed. You can fly fine with the doors open, but my conscience worries about that drag. The manufacturer recommends that you practice at an easy site in gentle conditions your first time in the Airstream. Less experienced pilots are cautioned to make sure they have ample ground clearance before they let go of their glider to close their harness. My other problem with the harness is that my back access zipper has opened in flight so that I had two air scoops behind my helmet. I solved this problem by fastening the zipper closed - I don't need it to get in and out. Another modification I performed was to tie the shoulder straps together at the rear so that there is no chance of falling out in case of a head down parachute deployment. Another solution here would be to cross the lines at the rear. My final negative comment is that the short main support loops require some twisting of the body when hooking into the glider. They could be made longer. Despite these minor points, I recommend this harness highly to any pilot looking for performance and comfort. By the way, in case you 're worried about a jammed zipper at landing time, rest easy; the entire zipper system is attached with Velcro so you can "hatch" if necessary. The Airstream comes in a variety of colors and sizes and is pleasantly priced at $285.00. It weighs seven pounds stripped. Contact: Delta Wing Kites P.O. Box 483 Van Nuys, CA 91408 (818) 787-6600

by prised at how much aliki) we all are. I wish l could count the number of times I was the only woman in the landing and often wondered how other women folt. Now I thitik t know.

communities in this country don't have any women members :who and others have one or two women a few areas in the U.S. have a ,.,,1,,th,,,,11, most III here in the west. I feel it's lr111norl'lml

Years in years.

3 months to 1l

SOITI(l post·

cards and wrote to most of those who sent in a their Since I didn't hear from everyone, I had to i.nformation I did receive is 16

commented on unstructured of the questkmnaire~·· that it was too subjective, and "°'''"'·'..,"''" difficult to tab4latc. Yes, that's true. But I know the trials l).nd triumphs I've in and wondered how it has bc<m for 01her women. I wanted to women means to communicate, and they did. I was struck the similarities in many of the responses, that women at a BeJ?im1er· Novice fovel were comments very much like those of women who have been flying a number ~ost]y I was surNelson over

tre,t1uentl\ was mn"""''"' Below are some of the rensons by women for rating the instruction th,w received as excellent. made sure I was well prepared, were very

concentration on

and

.fun. Instructors were thorough, cautious, encouraging and able to speci;fic instruction and feedback in ground school. CA.

HANG (h.IDING

Videotaped landings (absolutely the best feedback). He is patient and is willing to go over and over a process until it is learned completely. He allows me to move at my own pace. Ok, now for a different view of the teaching process. Instructors are doing a good job teaching women to fly, but could it be better? Far fewer women than men take hang gliding lessons, and the attrition rate is high. Bear in mind that all 52 of these people represent a very special group of women-those who made it beyond those first few lessons. The instruction and equipment available now is better than ever before in our sport, yet our manufacturers and national organization are having financial problems. The majority of people, men and women, don't come back after the first lesson, and many others drop out before getting rated and buying a glider. So pay attention to what these pilots have to say, because if the hang gliding experience can be improved for women, it's got to be better for everyone. Here's come advise for instructors: Be sure to have a glider available for training that is the right size for the student . .. this doesn't apply only to women. Perhaps if there were more female instructors, it would encourage more females to learn. Remind them that the actual flying takes less muscle. Use confidence builders. I sometimes allow my female students to take half a lesson at a time. (From a female instructor.) I never was pushed in over my head. ... many of us are not strong to begin with, but the activity itself develops the necessary muscles. Be aware of the lack of muscular developmeJlt. Womens bodies are different . .. their strengths and weaknesses are different. We need more inte11nediate training. Encourage them not to compare themselves with others, but to fly for their own enjoyment and at their own pace. Below are some slightly different perspecFEBRUARY

1986

tives. Remember, these same women rated the instruction they received as good to excellent. 171e impol1ance of being aggressive in asking questions. . .. small risks taken one at a time develop skill and confidence. Just teach them and treat them as a person who wants to fly (not in a pampered manne,). Don't carry glider . .. she needs to build up usually. To make generalizations based on sex is to do a grave injustice. Problems with launches, landings, decreased physical stamina, . . . ground handling problems, emotional insecurities, ... should all be evaluated on an individual basis . .. Get them to develop a ve1y aggressive attitude. lli:>men seem to get hu11 leami11g because they're not aggressive when the time definitely calls for it. Is there a contradiction between the first set of quotes and the second? No, not really. The gist of it is that women want to be treated as individuals, to be allowed to progress at their own pace, be it faster or slower than others. They want to be safe pilots; they don't want to be advanced before they're ready, but they don't want to be held back because of a male instructor's invalid assumptions about their capabilities based on their sex. The word "aggressive" appeared repeatedly in the questionnaire. Well, what is aggression anyway? My dog is aggressive and sometimes bites. I consider myself aggressive, but I don't bite him, or anyone else for that matter. Let's see what Mr. Merriam and Mr. Webster have to say: "marked by driving energy or initiative." Sounds like a desirable trait. Can aggressiveness be learned? I believe it can. Aggressiveness is closely linked with self-confidence, and self-confidence is synonymous with self-esteem. There were a few comments regarding the benefits of exercise for hang gliding, specifically, developing upper-body strength. Suggest supplemental physical conditioning: tumbling to learn the body roll, juggling for concentration and coordination, weight nuining as needed by the individual. Weight training has vastly improved my ability to handle my glide1:

I personally found working out (Nautilus equipment) to be a great help, and recommend some kind of upper body exercise, even push-ups, to those who feel they need to do something. For me, one of the unexpected benefits of working out was a greater awareness of, and confidence in my own body.

EQUIPMENT PROBLEMS Remember our average woman pilot of 5'4" who hooks in at 136 pounds? Does she have trouble getting equipment? What about women who are shorter or taller? I need a larger glider but control bars are usually too long. It is difficult to get good gliders . .. within two years of the equivalent larger model . .. Some women mentioned having trouble with ground handling and launching because of control bar length. They didn't report any difficulty flying their gliders, but find it hard to get to and off a launch. For at least one person, control bar length was one factor in a serious accident. Some women reported having trouble getting the proper equipment for their size and weight. Not everyone had problems getting gliders and harnesses; many women with a flying weight of 150+ pounds, or as low as 130 pounds reported not having any difficulty. However, many women wanting to go into new gliders submitted statements like the following: I'm hoping to move into another glider and am finding that small gliders are ve1y hard to come by. There is not much choice of equipment for very short people. I don't see a new glider I like that comes in my size. More than half of the pilots, 32 women, are flying single surface gliders. Of the total of 52 pilots, 47 are flying designs that are three or more years old (however, three people are flying Visions which are still in production). What's out there for these people to buy? To the best of my knowledge, the manufacturers can't afford to design, certify, and produce a glider for such a small market (pardon the pun). There are short/light-weight men too, but not enough to make a significant difference to the business of making gliders. Unfortunately, the market has to be there before the glider is made. 17

At the time of this writing there are two small (under 155 squares) double surface gliders available in this country-the Vision 16 (148 squares) by Pacific Windcraft and the Profil 13 (130 squares) made by La Mouette in France. There should be at least one other domestically made small double surface glider available by the time this article appears in print. Some women felt it necessary to modify either their harnesses or gliders, as they had been test flown by pilots with significantly different flying weights. One women has 48" down tubes on her 134 Gemini, and two others have standard 134 Gemini control frames on their 135 Comets. A speed bar and thick foam pads on the down tubes helped another pilot to have a much easier time ground handling her glider. Several women had to shorten the leg straps on their harnesses, and one puts her glider bag in the boot of her harness because it isn't short enough .. So most women aren't modifying their equipment, but it seems like many would, if it were possible, based upon the number of pilots expressing difficulty getting the properly sized gliders. I'm not encouraging anyone to change their glider; once they do, it is no longer within its certification parameters. But I think we've already seen that some pilots are using equipment that doesn't quite fit, and that increases the risk factor.

ACCIDENTS Here's one of our most unpopular topics of conversation. But, I felt it had to be dealt with, and that feeling was based on some commonly held beliefs in the hang gliding community. You've probably heard (or said) something like the following: "Women break easier, their bones aren't as big as the guys so they're weaker, women get hurt easier than male pilots." Well, is it true? It was George Worthington's opinion in 1980 that over 70 % of experienced women pilots had broken bones, typically an arm. (He also felt that a significantly lower percentage of women were seriously injured or killed than male pilots. He attributed this to women being more cautious than men when evaluating flying conditions.) Do women pilots really break arms more frequently than men, or do we notice it more because there are so few women in the sport? Do we simply expect women to break their arms? Let's look at some numbers. Out of 52 18

pilots, all but three have had an accident of some sort in their flying career-from bending a down tube to breaking bones. In analyzing the types of bodily damage reported, I'm defining an injury as anything more serious than scratches and bruises. Fourteen pilots had glider damage but no personal injury from their accident. A few women had more than one injury in an accident. On the questionnaire I didn't break down the accident question into specifics, so it's possible that these numbers are not completely reliable. Some people have had more than one accident in their flying career but I wasn't able to interpret that information from all of the answers. However, I do feel I have hard data on the type of injuries incurred. Out of 48 pilots reporting accidents, there have been 32 upper body injuries (above waist) and 11 lower body injuries (below waist). What about all those arms? There was a total of 19 arm-related injuries reported, with 10 of those injuries described as a broken bone (five arm, five wrist, and possibly an elbow) and one broken jaw. Two of the lower-body injuries were described as broken bones. So out of 52 women, 19 % have broken their arms hang gliding. Three of the pilots who suffered broken arms and one who broke her wrist did so because they didn't let go of the control bar when they hit the ground.

Glider and I came downfromfour feet and I held on . .. Took tumbling after this one! ... not knowing how to fall-both times I held on to the bar. Not having brute force type of strength and lack of participation in active sports that improve coordination and increase confidence are factors that could contribute to a landing where the pilot is injured. One woman suggested that "crash techniques" be taught to female students. Does that mean that she wants to learn how to crash? NO! But it's a sad fact that many women have little or no experience with rough-andtumble sports. They don't know to tuck and roll when impact is imminent. Men are encouraged to participate in that type of activity all their lives. Fear and loathing of impacting the cold, hard ground is normal, but I strongly suggest that anyone who sincerely feels they can't deal with a rough landing read Erik's Right Stuff column in the June, 1983 issue of Hang Gliding. And maybe we can get Erik (or someone) to write an article on "con-

fidence builders." Perhaps instructors could write down their techniques for helping through their first few lessons and send them to this publication. Sometimes different techniques help different people, and I think its important to share information we may all benefit from. I think it's appropriate here to start a discussion on the advantages and disadvantages of being a woman in hang gliding. Is it an advantage or disadvantage? Neither? Both? I got every kind of answer imaginable on this one, with most people saying it is an advantage is some respects, yet a disadvantage in others. Here are some of the comments:

Disadvantage: "Only in the sense that many women lack a history of sports participation and so are physically weak at first and/or not intellectually prepared to be aggressive in making physical corrections and taking quick action based on new input and short evaluation time. Obviously these issues are the product of socialization rather than physiological deficiency." (Let's talk about the Boy Scouts and the Girl Scouts for a minute. Consider the beginning of each club's pledge: Boy Scouts: "On my honor I will do my duty to God and my count1y."

Girl Scouts: "On my honor I will fly to do my duty." So what's the message here? If you're a woman and don't make it, it's OK because you never said you would, and no one expected you to anyway.)

.. .disadvantage due to the fact that women are so much more conspicuous . .. Women aren't taken as seriously unless they are very assertive. I think instructors and the male pilots tend to baby us (out of fear) thereby holding us back. Disadvantage. Not having much experience in contact sports. Hang gliding is an aggressive sport . .. You alone have to take charge of eve,y situation. Hang gliding takes a lot of aggressiveness-a trait which is not encouraged and developed in most girls as they are growing up.

HANG GLIDING

Harder to get ratings signed off (have to do it better).

vice, some stand up for female pilots.

There was a lot of disbelief in a woman's ability to fly, yet once that was demonstrated the suppo11 was vel)' good.

Help from more experienced pilots can be very valuable, but can "help" go too far?.

It's not nice to be excluded from serious hang gliding discussions. ... a disadvantage . .. We were discouraged from doing anything risky, especially if it threatened bodily injury. It is difficult to unlearn those subconscious restrictions we were raised with . .. the physical limitations, at least for me, were easier to overcome than the psychological ones. Commonly in life women are not asked to be the ones in control . .. in impo11ant situations . .. it has to put her at a disadvantage when she has to depend on her own resources and strengths in a spol1 as dynamic and unforgiving as hang gliding. In an emergency only you will get yourself out alive and well. It's not that women will fail in such situations, but we must develop co1ifidence, knowledge, and aggression within ourselves. J# do already have these things, but I found they had to be much stronger than what I naturally had. (And I don't think of myself as any wimpy lady either!) While it isn't necessary [to have a lot of strength], it's really hard to advance without the strength to carry 50 pounds of glider around and make it do what you want without becoming completely exhausted. Here are some additional comments:

... receiving help and not feeling bad about asking for it is an advantage we women have. I had tremendous suppo11 and a lot of my male friends stated they would help get more ladies flying. I've received extra suppo11 and help as a woman which is an advantage. I found much more help with teaching . .. I never expected them to cany my weight, and they don't. Disadvantage in men who are chauvanistic . .. advantage in that a lot of pilots are willing to help, give adFEBRUARY 1986

... advantage . .. less macho attitude.

... many male pilots t1y to 'help' women flyers by being ove1protective and making the womans decisions for her . .. It deprives the woman of the experience of making her own decisions and thereby increasing her knowledge, skills, and confidence ... women do possess a significant advantage by vi11ue of their tendency to base decisions and actions on the availability of injo11nation rather than the state of their ego. Men are helpful and I don't have the macho ego to deal with. It is easier to not fly in dangerous or difficult conditions. Sometimes the 'extra attention' we receive is a real pain-evel)•thing tends to bet blown out of propo11ion.

"I had tremendous support and a lot of my male friends stated they would help get more ladies fiying." Well? Is it an advantage or disadvantage to be a women in hang gliding? A female instructor had this to say: There are no advantages or disadvantages to being a woman in hang gliding. There are disadvantages for light weight pilots, a categOI)' unfortunately many women fall into. Here's yet another viewpoint:

I think hang gliding is an advantage for all women! Whether we peifect each thing we attempt is not as impo11ant as opening eve1y door we possibly can, and strengthening our selfc01ifide11ce with each endeavo1: A woman pilot can find herself at an advantage or disadvantage in hang gliding, depending on: her rating, her size, the group she spends the most time with (if any), the particular flying community she happens to be in, perhaps most importantly, her own perception of herself. After a lengthy discussion on the diffi-

culties of being a woman in such a demanding sport, what do women feel has slowed their progress?

The serious injury of a friend while hang gliding definitely made me look at why I chose this spo11. Not having enough time to fly. Injuries really took a lot of my air time during first few years. The physical rehabilitation is nothing compared to the effort of rebuilding your confidence. My job. ... being extra conservative and also the mental blocks I had in my head about my abilities. Unfavorable winds. Lack of an advanced quality glider ... A ce11ain, almost never expressed feeling among the men that I fly with, that they may have to 'watch out for' or take care of me and, although that is never the case . .. I feel I am sometimes not included in more difficult flying projects because of it. Th0• do not take me seriously as a pilot. My glider was stolen . .. Fear of death . .. has been my biggest obstacle. A lot of doubt of ability (from others) which resulted in being held back. I've been very frustrated a couple of times when I felt I was being treated as a dumb weak female. I am neither and had to tell them so. Finding equipment. As you can see, some people felt that being female had impaired their progression in the sport, but others gave different reasons. Do women have goals in hang gliding? You bet!

... I want to SOAR! Be in the air- I just can't get enough. Fly some world records. Fly 100 mil es ... .. .fly Jbsemite. To have.fun, be safe, have some good XC flights and set a good example to new people in the spo11. (continued on page 9)

1986 Harness Report Part I

lot of air has slipped past our wings since we last reviewed harnesses in this magazine. Over a year ago we reported on several harnesses in two articles. At that time I thought the job was finished, for my criterion was to only include new concepts in harness design. Little did I realize that harness manufacturing is a closet cottage industry. There appears to be more independent experimental harness manufacturers than glider fabricators back in the standard days. Needless to say, I was inundated with calls from eager harness sewers asking me to review their products. Unfortunately, I could not try them all due to time constraints so I screened the potential test harnesses by requiring the harnesses to be totally new designs or at least a significant alteration of an existing design. Furthermore, I only tested harnesses that I considered to be safe. This latter consideration was based on the type of webbing and thread used as well as the strap layout and sewing technique. Four harnesses have passed my somewhat arbitrary standards. These are the Maybee harness and the Airstream harness featured in this article as well as the Advantage harness and the "Center of Gravity" harness to be reviewed next month. Some of these harnesses I've had for over a year and have flown far and wide in their cozy confines. Others are new enough on the market that the manufacturer is still making improvements based on information I have provided from limited flight time. In any case, I haven't accumulated scores of hours on most of these designs because of my

reluctance to try an unproven (by me at least) harness during competition or on a potential cross-country day. Furthermore, switching parachutes and hang strap lengths is a parasitic drag on my flying pleasure. At any rate, I've flown each harness enough to provide some useful information. In case you notice that I have mostly positive comments on these harnesses, let me explain that I only choose to review the equipment I like. My personal tastes may not be yours, so process my comments through the test of your own standards. I would like to point out that there are, of course, many good harnesses on the market. Each design type has its advantages and disadvantages. The purpose of this report is to allow you to compare harnesses - both old and new designs - in order to get the best one for your needs.

THE MAYBEE HARNESS This harness, as shown in photos 1 and 2, is a derivative of the "spaghetti" harness which is an offshoot of the knee hanger harness. In these harnesses each leg is supported separately so that a stirrup or "boot" does not have to be negotiated after lift off. The main advantage of this type of harness is ease of takeoff and comfort. Because of the need to do nothing but lie prone once you are in the air, I recommend this harness for towing (both land-to-air and air-to-air) and for those pilots having trouble climbing into their cocoon after launch. To emphasize the point on towing, a cocoon harness can be a real detriment on launch because of the need to hold the boot out of the way. If towHANG GLIDING

these pins and have witnessed two pilot~ suf.. for accidental deployment~. So how did I test this harness without the I refuse to answer that in print. The harness I have is made from Acrylon fabric. This material is water repellant. mildew resistant and more sun resistant that Cordura nylon or parapack (the material of most harnesses). This material is a bit heavier than nylon (about 8 % more) and is an option on the Maybee harness. Other options include any pattern or color scheme as well as custom work in size and The manufacturer, Maybee, expresses his willingness to cater to individual tastes. he does to work through dealers since they arc familiar with adjustment and trouble shooting of harnesses in general. The consider the

entire the photos, the are enclosed and a flap covers the toes to acid to cold weather comfort. The foot straps are for length so that you can get the center right. In my running with the bee harness is easier than with a padded co·· coon harness. However, you can't reach top because you are well, coveralls. The only real cl rawback to this type of harness is that duryou are held high when you stand up. This high CG landing re· more control and flare force. I flew for years in a harness with this trait and learned that prone until the last pos· sible moment is the hest technique in rowdy conditions. My only criticism of the harness is on an item that I am sure is corrected by now. However, let me mention it as a lesson. In photo you will see that there are no grommets in the parachute container to accept retainer pins. Without these pins, the chances of an accidental deployment is high. I have been saved from such a fate myself on two occasions thanks to ABOVE: The harness, Note fins. Model: Sheila Mikolkh. RIGHT: The harness is «!asy to walk in and launch.

F1mmJARY 1986

The Airstream harness. Model: Mark Dunn of the North.

(without and costs $320.00. Dealer discounts are available. Contact: Maybee Sail and Canvas Products

109 West First St. Laurel, Montana 59044 (406) 628-7767 THE AIRSTREAM HARNESS This harness represents a new wave of harness design originating in Europe in its present form, but owing perhaps a bit of in·· spiration to the earlier Bulletman harness. As photo 3 indicates, the pilot is totally enclosed in flight and is reduced by streamlining of the suspension system. Unlike the previous harness, this one does require some finagling after takeoff. Once you step in the boot, you must pull a line that closes the bomb bay doors that allow your to drop. In photo 3 the line to reopen these doors is seen in a loop on the pilot's left side. These lines open and close a that runs the length of the doors. The highlights of this harness are its ease of takeoff and landing, its low drag profile and its comfort. Freedom of leg action on takeoff and landing can only be matched by those training harnesses we all learned on. (The Advantage harness shares this nice quality.) The harness is somewhat bulky on the ground, but once you are moving straight ahead you can really move.

The streamlining speaks for itself. Isn't that what the aerodynamicists tell us we need? The beauty of it is that comfort isn't saetifieed. My experience with the airstream this fall when the weather started nipand I appreciated its warmth, especially on those long, high flights. I have yet to exr1f>riiem~e pressure point or posture fatigue in the airstream harness. In fact, I feel rather mannasupial, enclosed in its womblike inter·· ior. I once tried flying past launch totally

enclosed in the harness, but my glider bag in the boot prevented me from crawling back all the way. The point is, there is room to move if the size is right. I can already see the tandem possibilities. Other features on the Airstream include a ballast or luggage compartment below the parachute and a handy glove box above the parachute. I find these stash pockets invaluable for XC flying. My cover stuffs nice·· ly in the harness boot I don't even have to bother folding it. Another closure bag is fixed inside the harness above the waist to carry a glider cover or the harness cover that serves to pack up the harness. A~ can be seen in photo 4, the parachute bridle is enclosed in a Velcro flap for streamlining a good idea, long overdue. into the harness is quite simple. You unzip the opening at the top rear of the harness and step down into the head opening, through the leg straps and out the bomb bay doors. Put your arms through the shoulder straps, zip up the back opening and you're ready for feats aloft. Let's get back to that takeoff procedure. I was pleasantly amazed at how easy it was to stick my feet up in the boot once I was airborne. It seems to he a natural process although I have missed the stirrup occasionally with no problem (the stirrup positions you fore and aft in the harness and is adjustable). Some pilots have had trouble closing the zipper due to the rear of the boot (continued on page 15)

The Airstream harness exposing its bomb bay doors and closure lines.

HANG GLIDING

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Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot Now available. the most comprehensive guide around for pilots seeking to expand their knowledge and skills. With 244 pages, 125 illustrations and photographs, loads of TRUE stories, and a complete subject index. You'll learn About soaring: Ridge, thermal, wave and other types of lift. Locating likely lift sources. "Reading" clouds. Soaring techniques for various kinds of lift About cross-country flying: XC potential of your area. Training and supplies for your ground crew. Advance planning. When THE day arrives. During the flight. About competition flying: Competition formats and scoring systems. Psych-out techniques. Evaluating opponents. Strategies. Specific flying techniques. Ah out equipment: Choosing, caring for. and making best use of a glider. harness, parachute, instruments, and other equipment. Sail cloth tips. About speed-to-fly calculations: Dolphin vs. classic flight. Your glider's polar. Techniques for gliding furthest. fastest. Speed rings Please rush me _ _ _ copies of Hang GIid ing According to Pfeiffer: Skills For the Advancing PIiot at $9.95 each, plus shipping and handling: $1 .00 first copy, $.25 each additional (airmail $2.50 first copy, $1.00 each additional). Californians please add $ .60 sales tax per copy. Total enclosed: $ _ _ _ _ _ _ __ Name: Street: - - - - - - - - - - - - - - City: _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ State/Zip _ _ _ _ _ _ _ _ _ _ _ _ _ __ ••• Dealer inquiries invited -

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Our time proven lnstrumentis now In a miniature package, The VE12 haa the following teaturea: Price is only $169.00 Available wilh the -OV option (earphone jack) at $179.00 Adjustable sink alarm trip point. Large easy to read malar face (we are known for thal already) with the same dial face as before. The zero selling, sink alarm trip point, sensitivity calibration and volume of optional earphone jack are all adjustable from outside of the unit. There is never a need lo disassemble it. Body of unit is 3W' x 2W' x t'h''. Can ba upgraded to -OV option at later dale. Wrist mounting back plate lo ba announced. Long battery life as before Uses Iha same proven circuilry we have used for many years so ii responds as quick and stable as previous models. VE12 variomatar.. . .. 169.00 VE12-0V variomatar.. . .179.00 VE7 variomatar. . . 169.00 VE35 variomater. . . . 196.00 -OV Earphone Jack relrofil kit........ 16.75 The Earphone Jack can be installed by you (needs a scfdaring iron) or by us on any variometar we made. It consists of a poslage stamp size PC board with parts and 2 wires on it. We charge $5.00 for 24 hour installation.

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~- _____ _ _

(503) 4 79-6633

~MYMW!llvWNN-NmHNHINNNl!#!Nv~

a few months ago while the day's messages on my machine, one message in particular caught my interest. With an unmistakable drawl the caller introduced from Dallas, Texas. extended compliments the evaluation series (I decided immediately that I like this guy!), and inquired if I would be interested in doa report on the that he is currently importing from "It's a Fircbird Mark continued. "It competes with the Sensor and has real light handling this, my initial menqualities." Upon tal comment was a sarcastic "Oh sure!" Admittedly though, this description did stir my imagination, and prompted me to return Mr. call. Through a subsequent conversation with a tentative arrangement was made for Mark to ship a to me via commercial It was quite a surprise when Mark arrived in my driveway one morning a few weeks later to deliver the in person. The next promising weatheras Mark and I began our drive from the landing zone to the launch above Lake Elsinore, California. With some coaching from Mark I embarked on my initial set-up 26

of the glider. During this process I was impressed with both the construction and the finish displayed on the Spirit. Assembling the control bar, for instance, one will notice beautifully finished components which fit together perfectly due to close tolerances. All detachable parts are connected by pip pins and arc quickly mounted and clean. Since pip pins arc also a bit on the expensive side, a cable lanyard connects each pin to the glider, preventing loss. This attention to detail was obvious throughout tl1c remainder of the assembly process. Upon completion of a prclfight inspection, my own impression of the Spirit was mirrored in the comment of a fellow pilot: "I don't know how it will t1y, but it looks very impressive." After mounting my instruments and taking a harness cheek, J moved tl1e Spirit from the set-up area to the takeoff of Edwards Bowl. This exercise exposed an obvious tail heavy static balance. This demanded some effort to maintain a constant angle of attack while accelerating during the takeoff run. However, an aggressive run with attention to glider attitude will produce confident launches even in light wind conditions. After launch I quickly turned the spirit on a course which carried me close to the terrain as I paralleled the ridge in search of

some wind-generated lift. Unable to sustain altitude, I elected to glide to an area which offers a reasonably reliable thermal. Upon encountering lift I initiated a 360 ° tum to the right, using what I considered to be an average amount of muscle in my control in·· put. This resulted in a bank attitude of about 60 ° as I ovcrcontrolled the Spirit badly. After climbing a few hundred feet I had reduced the wing's bank angle to an acceptable attitude and reduced my control inputs to a point where the Spirit remained cored and was climbing steadily with little or no con·trol input. Although I continued to ovcrcontrol the Spirit sporadically throughout this introductory flight, I felt comfortable with the control authority provided by the French connection. The resulting control pressures in both roll and pitch arc unusually light as double surface designs go, yet there is enough "feed-back" to allow a "connected" feeling of control. Landing conditions for this introductory flight consisted of light wind speed and variable direction. Turning on final approach, I accelerated the Spirit to a moderate speed (about 30 mph) which was maintained while descending to about 30 feet above the ground. Allowing the airspeed to decrease in ground effect, I was impressed with HANG GLIDING

the directional stability of this glider. An ag-· flare rcsu lted in a two-step landing. Landings remained consistent through the entirety of the research flying performed with the Spirit. Some attention may be required on a pilot's first few Spirit landings, as its fairly high stall speed of about 19 mph demands a hard flare. Also, at times of light wind speeds, a few running steps may be in order. However, flare timing does not seem to be a critical factor. Several flights originating from Edwards Bowl were performed under marginal thermal conditions. In fact, light thermals to 300 fjim were the most common available for the research flying done with the Spirit. It was in these conditions that this glider was most Time and again, the spirit demonstrated an ability to climb in small, light thermals while combining a level of control and stability uncommon to the "high performance" glider class. Effective soaring in marginal thermals put~ special demands on both pilot and machine. Because altitude gains in these conditions arc confined, a pilot will be faced with operating in close proximity to the terrain. In these alternating lift and sink conditions, the resulting turbulence can, at times, be responsible for creating a difficult situation. This may cause many pilots to retreat to smoother air some distance away from the hill. Unfortunately, more times than not, this decision will result in a ticket to the landing zone. The Spirit's extraordinary yaw stability and remarkable level of control authority combine to reduce the disruptive effects of turbulence. Impressive turn coordination and quick control response further enhance the Spirit's capability in this area of operation. This allows the Spirit pilot to effectively work these demanding conditions with confidence. Operation of the variable gcometty "trimmer" is smooth and the mechanism is simple. When mounting the V.G. adjustment lever, a wide range of adjustment settings arc provided by a five-hole bracket. All research flying was performed with the adjnstmcnt lever in the loose to middle settings. All takeoffs were pe1formcd with the V.G. string pulled about halfway. This produces a more stable wing directionally, and enhances ground handling through tighter side flying wire tension. The majority of flying was done with the string in the half to full-tight range; little flying was done with the string in the full-loose position. Handling is al~ fected somewhat depending on the V.G. adFEBRUARY 1986

Lateral French connection and elevated suspension point.

Variable geometry tensioning device on the control bar.

Block and tackle V.G. tensioner on the keel.

justment. Roll rate is generally decreased as the string is drawn tight, and a slight increase in pilot effort for roll control may be noticed. Landings were performed with the V.G. in a variety of settings, from full-loose to full-tight, without incident. But a halfway setting seemed to be optimum. V.G. setting proved to have little effect on stall speed and stall characteristics remained mellow throughout the range of adjustment. A noticeable relationship between V.G. adjustment and spiral stability was apparent, as roll-out requires a bit more pilot effort with a tight setting. Although no comprehensive performance comparisons were done on this design, the Spirit demonstrated an impressive capability to perform in thermals. The glider appeared to be less dominant in smooth ridge lift. Prior to the Spirit, I had flown gliders with only a pitch connection. So the French connection (which is standard equipment) was a new experience for this pilot. The unit actually represents a double connection as the elevated mounting point provides an advantage over control bar pressure in pitch, and the French connection is responsible for reducing pilot effort needed in roll control. The Spirit pilot must still contend with some lag in roll control response as is common to double surface designs. However, through the mechanical advantage provided by the French connection, the Spirit pilot can overcome this lag with little effort, resulting in fast response when needed. The connection mechanism itself is clean and simple. The range of travel is adequate, and operation is smooth. Installation is simple and time required for this step is minimal. In flight the spirit pilot may hear the French connection creak or groan a bit, even under normal operation. Due to the finite range of travel designed into the roll connection, a sort of "clank" will be heard when the connection is pushed to the limit of its travel. All of this noise may be a bit disconcerting at first, but is easy to accept when you consider the level of control provided by this unit. The result is a high performance double surface wing which handles through control pressures comparable to many single surface models. The Spirit demands a longer set-up time than some other currently popular high performance designs. With eight top surface ribs, two half ribs, six bottom surface battens and a fiberglass wing tip on each side to install, plus the nose rib, nose cone and French connection, the Spirit pilot is faced with installing thirty-nine separate components. The Spirit can be set up on the con28

trol bar or on the ground, spreading the wings out flat as detailed in the owner's manual. Here in Southern California our set-up areas are usually rough and mostly dirt. By their composition they demand that for a glider to have any reasonable life expectancy at all, the wing should be assembled with as little touching the ground as possible. The following is the set-up procedure for assembling the glider standing on the control bar. Unzip the cover bag, remove the bag of ribs and set them aside. Extend the streamlined down tubes and attach the speed bar with V.G. snubber on the pilot's left. Stand glider on control bar, attach front flying wires and remove cover bag. Remove king post cover bag, rotate king post 90° and attach front landing wire and install nose rib. Spread wings to about 3/4 extension and deploy the defined tips. Make sure you close the sail by reconnecting the velcro between upper and lower surface. Install seven top surface ribs and two half-ribs per side. Install one fiberglass wing tip, secure, and follow with installation of the #8 rib. Do the same on the other side. Pull the lever of the variable geometry system back and lock into place with pip pin. Hook up the V.G. pulley system in the upper hole of the lever and lock with pip pin. Install six bottom surface battens per side. Open both the zipper and velcro closure on the bottom surface at the center section of the sail. Install the French connection and stabilizer bars as detailed in the owner's manual. Then connect the crossbar restraint cable. Reclose zipper and velcro access on bottom surface, apply nose cone and perform a thorough preflight inspection. This procedure can be accomplished by one person in about 25 minutes. Firebird seems to have incorporated every trick in the Spirit design: variable geometry, 95 % unattached double surface, no keel pocket, flexible fiberglass wing tips, French connection, streamlined kingpost and downtubes, speed bar, surfcoat leading edge pockets and half ribs - all standard equipment. This blend of innovation and engineering combines with quality craftsmanship to produce a machine which is strong, easy to fly, and aesthetically pleasing. This, with the Spirit's handling qualities and level of performance, should enable the design to compete in the air, and in the market place as well.•

FIREBIRD SPIRIT (Scale of 1 to 10) GENERAL CHARACTERISTICS Set-up time/ease ........ , , .... , .. , . , 4 Ground handling .... , .............. 6 Static balance ...................... 6 Frame/hardware ..... , ............. 8.5 Sail quality/craftsmanship ............ 8 FLIGHT CHARACTERISTICS Handling-low airspeeds ............. 9 Handling-high airspeeds ........... 7.5 Bar pressure-roll .................. 9 Bar pressure-pitch ................. 8 Roll control initiation ............... 8 Roll reversal (45 ° to 45 °) ............ 8 Yaw stability ....................... 9 Turn coordination .......... , .... , , . 9 Speed range . . , ... , ... , , ... , . , . , . , . 8 Sink rate performance .. , ... , ...... , . 8 Glide angle performance ..... , , . , . , .. 8 LANDING CHARACTERISTICS Flare authority , . , .... , . , . , ......... 8 Parachuteability ... , . , ..... , .. , ..... 6 Directional control at mush speed . , ... 6 Wing area .. , .... , . , ... , . , . 172 sq. ft. Wing span . , ... , .. , . , .. , .. , .... 35'8" Nose angle , ... , .... 130-133 °, adjustable Double surface, .. ,,, .......... , .95% Pilot weight range .... , . , . , 132-280 lbs. Glider weight .. , . 70 lbs. (72 lbs. in bag) Pilot weight of 180 lbs, =1.45 wingloading Stall speed with V.G. "off' .. , . l8V2 mph (indicated) Stall speed with V.G. "on" ... , .. 19 mph (indicated) Top speed with V.G. "off' .... , .50 mph (indicated) Top speed with V.G. "on" , ... , .53 mph (indicated)

STANDARD FEATURES INCLUDE: French connection Variable geometry overdrive Mylar (surfcoat) leading edge Streamlined down tubes Streamlined kingpost Speed bar Multi-color sail of purchaser's choice Padded cover bag, rib bag and kingpost bag Owner's manual and rib chart Suggested Retail Price: about $2,700 NITTE:

lliu may contact Firebird America at: 32 Falcon Way, Midlothian, TX 76065 (214) 775-37)7.

The Firebird Spirit is D.H.V. (German) certified only. It is not HGMA (U.S.A.) certified. HANG GLIDING

Donnell

be as safe as """-''"""'

Yes! In order tbr a pilot to be able to tow he must know a free··· flight pilot must know plus how to properly operate the towing system. This additional skill, and ment necessitates that be more than gliding. The statistics bear this out. However, if certain conditions are met, then at least theoretically towing can be 1cc-u1>!m hang there are cer·· tain situations, such as cross-wind cliff launches, etc., where the tow-launch in the flat-lands can actually be safer than the freelaunch from the mountain What are these conditions which theoretmillv render a towing system to be as safe as are called the Criteria and are listed in the acc:on102mving box.

Grcsens.

who are violating the Skytlng Criteria. As an example, consider the most recent

THEORY VERSUS PRACTICE Now wait just a minute! Who cares about What about nr,,~.,~~·, Aren't there today with records which flagrantly violate one or more of these criteria? Yes! Isn't it possible to fulfill every one of these criteria and still operate the towing manner? Yes! system in a very Then what's the point of up valuable space in just to espouse some theoretical ideology? The point is that kill· ed in

FEBRUARY 1986

towing fatality, the one in which Chris was killed while piloting the ultralight to tow John Pendry. From that I have been able to learn so far, it would appear that Skyting Criteria Nos. 1, 2, 3, 4, 5, 6, and 7 were all violated during this fatal flight. of this and other historical accidents (both fatal and non-fatal) strongly suggests that the theory of is close enough to reality to be taken very seriously. Personally, I have never heard of a towing-induced accident which did not violate one or more of the Criteria. (By "towing-induced

accident" I mean one that was caused by the towing system, one that would not have happened under the same ocnditions if the pilot had been free-flying instead of towing.) Theory is not just abstract reasoning, it is common sense applied to practical situations. See if you don't agree.

SIMULATING GRAVITY In its purest form, the sky ting concept FREE FLIGHT UNDER is very ARTIFICIAL GRAVITY The idea is to develop a towing system which simulates as closely as possible flying the situation of a hang freely in an artificial gravitational field.

TOW LINES Obviously if this can be done, then towing will be just as safe as free-flight hang gliding. The goal, therefore, is to make towing as safe as free-flight hang gliding by making it become a perfect simulation of free-flight hang gliding. The Skyting Criteria are simply those identified characteristics that a practical towing system must have in order to be able to accomplish this goal. The twelve Skyting Criteria may naturally be divided into three groups of four criteria each: The first four criteria insure an accurate simulation of the earth's natural gravitational field; the next four provide for a safe entry to and exit from the artificial gravity experience; and the last four provide for a safe and practical method of implementing the artificial gravity concept.

GROUP I.ACCURATE SIMULATION In order for an artificial gravity to accurately simulate natural gravity, it must have the same characteristics as natural gravity, namely the artificial gravitational force must be (1) constant in direction, (2) constant in magnitude, (3) distributed the same as gravity, and (4) acting only through the center-ofmass of each component. The first four skyting criteria are a direct iteration of these properties. Sct/1. The first skyting criterion requires that the tow line tension remain constant in direction. This, in turn, requires that the length of the tow line be long compared to the transverse motion of the glider. In other words, the faster the glider climbs and maneuvers, the longer must be the tow line. Generally speaking, a tow line needs to be about 500 feet or longer in order to meet this criterion. Most practical skyting systems use tow lines from 500 feet to about 2,000 feet. SC#2. The second skyting criterion requires that the line tension remain constant in magnitude. This means that some tension regulation device must be used. Most pilots use a tension gauge at the bottom of the tow line to help regulate the vehicle's speed to keep the tension reasonably constant. Some use a payout reel or a power winch to automatically

regulate the tension by allowing a spool (about which the tow line is wrapped) to slip at a given tension setting. Regardless of the method used to regulate the tension, it needs to remain constant to within about +/- 15 pounds during every phase of the towing operation. The value of the tension during climb-out is usually about 1h g (say 100 lbs. or so), although beginners may prefer to tow at about 'A g while some experts like to push the 1 g limit. The general rule is to tow at a tension setting that produces a "comfortable" flight and "reasonable" climb rate. SC#3. The third skyting criterion requires a center-of-mass distribution of the towing forces. If a hang glider were a single unit the line could be attached to a

"The goat therefore, is to make towing as safe as free-flight hang gliding by making it a perfect simulation." single point, but because the pilot and glider move relative to one another, the tow force needs to be distributed between them, proportionally to their respective masses. It is the bridle's responsibility to properly distribute the tow line force between the components of the flying system. In practice a 2:1 skyting bridle (Hewett bridle) has been found to be quite effective in meeting the third skyting criterion. (Note: Many modern towing systems tow from the pilot's shoulders. You should realize that shoulder towing may be a better approximation to the skyting ideal than some of the other towing bridles in use today, but it still violates the third skyting criterion because it does not properly distribute the towing force between the moving components of the flying system.) SC#4. The fourth skyting criterion requires that the tow force act only through the center-of-mass of the respecttive components. Violation of this

criterion is responsible for lockouts, adverse yaw, and other loss-of-control problems. Most towing accidents are a result of the violation of this criterion because it is this loss or reduction of control which prevents the pilot from being able to make the proper flight corrections to adjust for an increasingly dangerous situation. Ideally a skyting bridle should be attached to the pilot's belly and the floating crossbar of the glider, but most crossbars are not designed to withstand the resulting stress and many hidden crossbars are not even accessible. Therefore most pilots attach the bridle to the keel. Again, the best place is at the hang point, but French connections and pilot head room usually necessitate moving it a foot or so forward. Any resulting reduction in control is more than compensated for by the increased freedom of motion afforded the pilot. The greatest danger of loss of control occurs when the bridle line is allowed to touch some part of the control bar or the flying wires (such as on takeoff, when topping out, or upon getting turned crossways to the tow line). If the pilot cannot correct such a situation within a matter of seconds, he had better release from tow before the situation gets completely out of hand.

GROUP 2. SAFE TRANSITION Adherence to the above four criteria is all that is needed to accurate! y simulate free-flight in a gravitational field. These criteria are the heart of the skyting concept and apply as long as the ideal towing phase of operation is in effect. Unfortunately, non-ideal situations will occur in any practical towing operation and in practice it is always necessary to enter and exit the towing phase of flight. Therefore, in addition to the pure simulation of gravity, any practical skyting system also must be able to handle (5) deviations from the ideal case, (6) pilot release, (7) excessive tow force buildup, and (8) learning to use the system. The second set of four skyting criteria directly reflect these requirements.

HANG GLIDING

TOW LINES SC#5. The fifth criterion is designed to see that the first four criteria are approximated at all times, even during transitions to and from towing and during fluctuations from the ideal conditions. The easiest way to meet this criterion is to use a long tow line with adequate stretch. Theoretically the more stretch the better, but in practice too much stretch can make it difficult for the driver to regulate his speed properly. Most pilots use a line made of polypropylene, polyethylene, or nylon no more than \4-inch in diameter and at least 1,000 feet long. Generally speaking such a tow line will supply all the stretch that is needed to meet this criterion without having to insert a special elastic section into the tow line assembly. SC#6. The sixth skyting criterion is designed to make sure that the pilot will be able to release from tow whenever he wishes to do so. This is obviously important from the safety point of view. There are many types of releases that may be suitable for skyting, but whatever is used, it must be reliable. Furthermore, the release activation point must be readily accessible to the pilot regardless of where his hands are positioned or where his body is shifted. And finally, double-point release systems have been responsible for several very serious skyting accidents, so only single-point release systems should be used. SC#7. The seventh skyting criterion requires an infallible weak link. In my opinion this is absolutely essential for safe towing. Regardless of how carefully one tries to tow, there is always the possibility that the unexpected can happen, causing the towing forces to build up beyond the limits for safe towing. Furthermore, the limits for a "safe release" occur well before the limits for "safe towing." So if one is going to release from a potentially dangerous situation, he had better do so before the release, itself, becomes dangerous. To guarantee that this is possible, a weak link must be included. To properly serve its function it must be completely infallible, which means that it cannot be mechanical. It should be either a single loop or a single strand of consistent

FEBRUARY

1986

strength line tied with a consistent knot and experimentally tested to break at the desired tension limit. The break point should be appropriate for the weight and the experience of the pilot. It should never exceed one g of force (i.e., the combined weight of pilot and glider) although lower settings are suitable for learning situations and for more leisurely climb-outs. SC#8. The eighth skyting criterion requires a gradual advancement method of learning to use it. Obviously professional instruction under a qualified instructor at a certified school is the best way to learn. But whatever method is used, the pilot should gradually advance from one level of experience to the next after mastering each level in succession.

The guidelines here are essentially the same as for learning safely and efficiently any other new skill. For example: (1) NEVER try two new things at once. (2) NEVER allow yourself to be pushed beyond your own personal level of comfort, (3) NEVER exceed the limits of your equipment or skills, and 4) NEVER go more than twice as high, fast, far, etc. as you have already mastered.

GROUP 3. PRACTICAL Th1PLEMENTATION The first two groups of Skyting Criteria constituted the original eight criteria and have been used as guidelines for safe towing for over three years. The third group of four criteria has been

The Skyting Criteria SC#l. CONSTANT D1RECI10N

SC#7, INFALLIBLE WEAK LINK

The direction of the towing force must remain essentially constant throughout every phase of the towed flight.

The system must include a weak link which will infallibly and automatically release the glider from tow whenever the tow line tension exceeds the limit for safe operations.

SC#2. CONSTANT TENSION The tension in the tow line must remain essentially constant throughout every phase of the towed flight.

SC#3. C-M DISTRIBUTION The towing force must be distributed between th~ components of the flying system proportionally to the masses of the respective components.

SC/14, C-M AITACHMENTS The tow line/bridle must be attached as closely as possible to the effective centerof-mass of each of the components and must not be allowed to touch any other part of the flying system.

SCIIS. GRADUAL TRANSITIONS The transition to and from tow as well as any variations while on tow must be gradual in nature.

SC#8. SAFE LEARNING METHOD The system must include a method for safely learning to use it by gradually advancing the student from one level of experience to the next.

SC#9, ADEQUATE POWER The system must contain a source of power adequate to maintain a safe mode of flight while under tow.

SC#lO. CAPABLE CREW The system must be operated by a crew which is adequate in number and competent in ability to see that it functions properly.

SC#ll. RELIABLE COMMUNICATION The system must provide a means whereby the pilot can reliably communicate his instructions to the rest of the crew.

SC#6. RELIABLE RELEASES The release devices and their activation methods must be sturdy, rapid, and reliable.

SC#12. SUITABLE ENVIRONMENT The system must be operated only within the environment and under the con· ditions for which it was designed.

TOW LINES added only recently. In fact, these last four Skyting Criteria are so obviously a requirement of any safe and practical towing system that they were originally taken for granted. But safety should never be taken for granted, so now that they have finally been identified, they have been added to the list of Skyting Criteria. They are: (9) adequate power, (10) capable crew, (11) reliable communication, and (12) suitable environment. SC#9. The ninth skyting criterion, requiring adequate power, is obviously essential to any towing operation. Without adequate power the glider will never be able to climb properly and there is a high probability that a dangerous stall could result. Skyting doesn't care what kind of power source is used as long as it is capable of supplying the necessary power. Generally speaking, any power source that can supply a climb rate of about 400 fpm or more at an airpseed of about 25 mph is adequate for skyting. Although any power source can be used, the particular choice of the power source has a dramatic effect upon the other aspects of the skyting operation. So much so that the power source should always be the first item considered when designing or selecting a skyting system. Car towing, winch towing, boat towing, ultralight towing, and even people towing each have their own peculiar skills, equipment, and procedures which must be employed if they are to be conducted safely. SC#lO. The tenth skyting criterion recognizes the fact that a capable crew is essential to any safe towing operation. An absolute minimum crew consists of a single person operating the power source. This person (let us call him the "driver" of the "vehicle") must be in direct communication with the pilot at all times. Almost as essential as the driver is a "spotter" who maintains direct visual contact with the glider at all times. And almost as essential as the spotter is the "launch assistant" who helps the pilot prepare for a tow launch. SC#ll. The eleventh skyting criterion deals with pilot-crew communication. 32

Direct communication (preferably twoway, but at least one-way from pilot to driver) is essential for safe towing operations. Reliable radio communication is required for tow lines longer than about 500 feet (i.e. for almost all practical skyting operations) although visual signals can be used for shorter tow lines. If no spotter: is used, constant-on and constant-chatter radio communication is essential. (Constant-chatter means that the pilot must continuously talk clearly into the microphone and that the driver should imediately stop the vehicle if he cannot hear the pilot talking or if he cannot understand what the pilot is saying.) Both pilot and crew should totally

"Unfortunately, there are too many towing systems in use today which fail to meet the criteria for any safe towing system." agree upon what signals are to be used (whether vocal or visual) before the flight, and rigorously adhere to them through the flight. If either deviates from the agreed upon signals and/or responses, the other should immediately abort the flight. SC#12. The twelfth and final skyting criterion deals with the environment. Surface towing operations require a runway of at least four times the length of the tow line in no wind conditions. This means that a mile or more of runway is normally required for most skyting operations. Obviously the sides of the runway should be clear of obstructions that could possibly entangle the tow line. The weather conditions (particularly cross-wind, turbulence, and wind gradient) should be within the control limits of both the pilot and the crew. Leaming sessions should only be conducted in near ideal conditions with a smooth 5-10 mph wind blowing straight down the runway. CONCLUSIONS These twelve Skyting Criteria DEFINE

what is meant by a SKYTING system of towing. If a towing system meets all twelve of these criteria, by definition it is a "skyting" system. If it doesn't, it isn't! Now please don't get me wrong. I do not mean to imply that any towing system that violates one of the Skyting Criteria is automatically unsafe. What I am saying is that if you break even one of the Skyting Criteria, you certainly better know what you are doing! Yes, there are safe towing systems in operation today which clearly violate one or more of the Skyting Criteria, but they have their own set of "criteria" which must be met. And if you deviate from their criteria, you also better know what you are doing. Unfortunately, there are too many towing systems in use today which fail to meet the criteria for any safe towing system. And unfortunately, too many of these potentially lethal systems are being used by pilots who honestly believe that their system is a legitimate and safe version of the "skyting" concept. Are you one of these pilots? Find out! Put your system to the test! See whether or not it is able to fulfill every one of the twelve Skyting Criteria! If it isn't, then either modify it or don't use it. And if it is, then don't become complacent. Please remember that you can violate the Skyting Criteria on any towing system if you ever allow yourself to become careless. The Skyting Criteria are important, let's never forget about them!•

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THE AIRWORKS 3900 Van Buren NE

Albuquerque,

87110

(505)

884-6851

HANG GLIDING

DONT DUIT

ino• /Jl/@l'fiiiBr1t

by Don Hewett NEVER MINO! I DON'T NEcD IT /

BRAIN SURGERY

RATINGS ANJD APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Phil Brennan Greg Cross Michele Cross Diane Dupree Mike McGinn Monte S. Meyers Karl S. Myrenne Joseph Richter Paul Watkins

Mountain View, CA Concord, CA Concord, CA San Jose, CA San Jose, CA Berkeley, CA Fremont, CA San Jose, CA Reno, NV

Dan Murphy Charlie Whitehill Charlie Whitehill Paul Eikens Rob Engorn Charlie Whitehill Rob Engorn Paul Eikens Gary Wood

2 2 2 2

Gin Carver

Port Hueneme, CA

J. Wagean

Dan Turner

Manitou Springs, CO

Ron Wilkinson

2 2 2 2

Alan M. Bridgham Robert Kirkwood Joseph Nardone Karl Strayer

Londonderry, NH Tiverton, RI Billerica, MA N. Palm Beach, FL

T.C. Searle T.C. Searle Bill BLood Rob Bicknell

Dane Jasinski

Ft. Bragg, NC

Steve Wendt

Mark Loggie

Austin, TX

Steve Burns

Vassiliou Constantinos

Greece

Michael Theocharis

FOR

David Cameron Curtis A. Ruby Dan Gregory Thomson

APO, NY Hopewell Jct., NY APO, NY

Gary Elhart Jon Wehham Gary Elhart

12 12 12

INTERMEDIATE RATINGS NAME

CITY, STATE

OBSERVER

REGION

Dennis Allen Richard Christen Lonnie Linderman

Mill Creek, WA Portland, Or Spokane, WA

Dave Little Richard Bailey Larry Strom

Rick Hawkins Robert Lee Honan Jim Meador K.L. Miller, Jr. Steve Schultz Mark Tracy Robert Trumbly

Sunnyvale, CA Oroville, CA San Francisco, CA Pleasanton, CA San Francisco, CA Las Vegas, NV Santa Clara, CA

Jim Johns James Crosley Rick Canham Norm Simms Charlie Whitehill Phil Sherrell Keith Melot

Ben Easton Charlie Goldwasser Glenn Higgins Robert Lintz

Venice, CA Van Nuys, CA Westminster, CA San Diego, CA

Greg DeWolf Joe Greblo Dan Skadal John Ryan

Greg Marks, MD Ronald Worley

Ventura, CA Ventura, CA

Tom Truax Tom Truax

Chris Eatherton

Arvada, CO

Mark Windsheimer

Jeffrey Bernard Edward Whitcomb

Beverly, MA Essex Jct. , VT

Jeff Nicolay Jeff Nicolay

Robert Coffman

Baltimore, MD

William Roberts

Michael Grube

Midland, TX

Warren Puckett

Phil Hartman Karla Werninghaus

Syracuse, NY Brooklyn, NY

Thomas Phillips Tom Aguero

12 12

2 2 2 2

2 2 2

NOVICE RATINGS NAME

CITY, STATE

INSTRUCTOR

Randy Latta

Anchorage, AK

Jim Egger

Roger Butler Britt Irvine Robert 0. Johnson James Joiner Don Ogden Harold A. Smith

Lakeport, CA San Jose, CA Fremont, CA Willows, CA Turlock, CA Pebble Beach, CA

Eric Beckman Paul Eikens Dan Murphy David Freeman Ken Muscio Paul Eikens

Sharon Gekko Bill Porada Darci Tuoti

Torrance, CA Redondo Beach, CA Seal Beach, CA

Dan Skadal Joe Greblo Erik Fair

Paul F. Kaptchen Sammy Porter

Boulder, CO Albuquerque, NM

Bill Sloatman Chuck Woods

REGION

2 2 2 2

NAME

CITY, STATE

OBSERVER

Paul Jaramillo Russell Tworoger

Anchorage, AK Portland, OR

Jim Eager Richard Bailey

Mike Pesavento Jim Woodward

Berkeley, CA Morgan Hills, CA

Patrick Link Robert Cartier

Kevin C. Blaty

Huntington Beach, CA La Jolla, CA San Diego, CA Northridge, CA San Diego, CA San Fernando, CA San Diego, CA San Diego, CA

Erik Fair Gregg Lawless John Ryan Joe Greblo Steve Hawxhurst Joe Greblo Richard Lanes Gregg Lawless

REGION

Robert Hastings

Newport, NH

Rob Bicknell

Gale D. Boocks James Messina Robert O'Connell

Knox, PA Willow Grove, PA Sagamore Hills, OH

Leo Higley Thomas Aguero Mike DelSignore

Chris Carpenter James L. Seaborn

Charlotte, NC Pensacola, FL

Jake Alspaugh Matt Taber

10 JO

ADVANCED RATINGS

Xavier Chabot George Horeth Greg Jones Cherie Joseph James MacQueen Evan Schelter David S. Smith

2 2

HANG GLIDING

RATINGS AND APPOINTMENTS Carolyn Jensen John Maffeo

Riverton, UT Phoenix, AZ

Greg Rossell Russell Gelfan

Robert Petty

Port Washington, NY

Paul Voight

(B) Martin Eiler

Tarentum, PA

(B) Larry Huffman

Saxonburg, PA

(A) Michael Neuman

Valencia, PA

(B) Wes Carlson

Bronxville, NY

MASTER RATINGS CITY, STATE

NAME David L. Whitehall

Lakeside, CA

DIRECTOR

REGION

CITY, STATE

Dennis Pagenl Dennis Pagen

Steve Hawxhurst B - Basic A - Advanced R - Recertification

OBSERVERS NAME

Dennis Pagen/ Dennis Pagen Dennis Pagenl Dennis Pagen Dennis Pagenl Dennis Pagen

EXAMINER

REGION EXAMINERS

Brian Scharp Larry M. Smith

Sebastopol, CA Miranda, CA

Eric Beckman Eric Beckman

Name

Edward Woodall

?t. Mugu, CA

Ken DeRussy

Andy Millat

Colorado Springs, CO

Mark Klingensmith

Norman Lesnow

Hazel Park, Ml

John Woiwode

Ted Hasenfus

Needham, MA

Jeff Nicolay

Arthur Newman Weston Vogel, Jr.

Gaithersburg, MD Allentown, PA

Eric Logan Robert Mohr

9 9

*Joe Foster

Linville, NC

Steve Coan

Mike Ready Warren Richardson

Arlington, TX Dallas, TX

Hardy Snyman Hardy Snyman

11 ll

*James Reynolds

APO, NY

Paul Rikert

Director

Norman Lesnow

Hazel Park, MI

John Woiwode

Bill Holmes Warren Richardson

Austin, TX Dallas, TX

Hardy Snyman Hardy Snyman

Region

BRONZE AWARD

*Special Observer INSTRUCTORS

Name

City, State

Administrator/ Director

Steve Anderson Gale D. Boocks James Digh Mike Floyd Edward J. Gerety Michael Holiman Kevin L. Ingram Thomas A. Linder Jeffrey S. Locke Stephen Moeller Charles Rabaut James Stevens George Waller Gregory Wilson Paul Yelk

R~ion SILVER AWARDS

(B) Joseph Bova

Ashland, OR

Jim Shawl Russ Locke

(A) Norman Lesnow

Hazel Park, Ml

Greg DeWolf/ John Woiwode

(Al Rob Bicknell

Claremont, NH

(A-R) Jeff Nicolay

Claremont, NH

(A) Pat Brooks

Natrona, PA

(B) David Deming

Pittsburg, PA

FEBRUARY

1986

Earl Chambers

GOLD Bruce Mahoney Stephen Michalik

Dennis Pagen/ Dennis l'agen Dennis l'agen/ Dennis Pagen Dennis Pagenl Dennis l'agen Dennis l'agenl Dennis Pagen

USHGA Chapters UNITED STATES HANG GLIDING ASSOCIATION, INC. LIST OF CHAPTERS

Wings of Rogallo 1084 Wentworth St. #4 Mtn. View, CA 94043

Mission Soaring Ctr.

(415) 656-f,656

125

Fellow Feathers 236 Lauren Dr. Pacifica, CA 94044

Walt Nielson

(415) 731-7766

Sonoma Wings 1169 Lombardi Ave. Petaluma, CA 94952

Duane Taylor

(707) 526-2295

Marin County Hang Gliding Assn. 20-A Pameron Way Ignacio, CA 94947

umretta Klockars

(415) 388-0268

Monterey Bay Hang Gliding Assn. P.O. Box 385 Santa Cruz, CA 95061

Steve Espinosa

(408) 688-7157

Northern Calif. Skymasters clo Bob Norris 3591 Polaris Way Redding, CA 96002

Region No. and State

Chapter Name and Adcire;s

Contact Name

Phone No.

ALABAMA 76

Alabama Hang Gliding Assn. 5168 Terry Hgts. Rd. Pinson, AL 35126

F.arl Chambers

Alaska Sky Sailors 350 l Perenosa Bay Dr. Anchorage, AK 99515

Becky Whisman

(205) 836-1969

ALASKA (9J7) 783-2957

ARIZONA Arizona Hang Gliding Assn. 4319 Larkspur Glendale, Al, 85304

J. Paul Hittel

Southern Arizona Hang Gliding Assn. P.O. Box 43722 Tucson, Al, 85733

Jason Otto

(602) 955-7CB4 COLORADO (602) 327-1555

CALIFORNIA 120

Rocky Mountain Hang Gliding Assn. c/o 80 Clear Creek Ln. /18 Golden, CO 80401

Steve Sweat

(303) 279-7817

Summin Soaring Society Box 942 Breckenridge, CO 80424

Bill Sloatman

(303) 4-08-1380

Stonn Peak Hang Gliding Club Box 881844 Steamboat Plaza, CO 80488

Chris McKeage

(303) 8794603

Crested Butte Soaring Society P.O. Box 895 Crested Butte, CO 81224

Dusty Buckler

(303) 349-6720

Telluride Air Force P.O. Box 456 Telluride, CO 81435

High Sawyer

(303) 7284772

Connecticut Hang Gliding Assn. 6 Harvest Ln. Fannington, CT 06032

Bob Gut

(203) 8284836

126

Tradewinds Hang Gliding Club P.O. Box 543 Kailua, HI 96734

Lani Akiona

(808) 3%-8557

Hawaiian Hang Gliding Assn. P.O. Box 26265 Honolulu, HI 96822

Richard McHattie

(808) 595-7119

McHeruy Hang Gliding Club 5218 w. Pulaski Rd. McHenry, IL 60150

Henry Pulkowski

(815) 3854512

Sylmar Hang Gliding 10653 Russett St. Sunland, CA 91040

William Bennett

Ultralite Flyers Organization P.O. Box 81665 san Diego, CA 92138

Ralph Chaney

Torrey Pines Hang Gliding Assn. 1831 Clove St. san Diego, CA 92106

Steve Hawxhurst

Crestline Soaring Society P.O. Box 2454 Crestline, CA 92325

Kay Lee

santa Barbara Hang Gliding Assn 613 N. Nipas santa Barbara, CA 93103

Ken deRus.sy

(805) 965-3733

127

Southern San Joaquin Wings clo SR 113 Box 4625-8 Tehachipi, CA 93561

Steve Huckert

(805) 821-1158

HAWAII

san Luis Obispo Soaring P.O. Box 35 Pismo Beach, CA 93449

Randy Cobb

Cross Country Pilots Assn. P.O. Box 458 Independence, CA 93526

Rick Masters

Coastal Condors 744 Echo Valley Rd. Salinas, CA 93907

Jim Johns

4-0

121

(213) 484-0235

(619) 456--0633

(619) 455-6036

(714) 338-5321

CONNECTICUI'

(805) 937-4152

(619) 878-2255

ILLINOIS (408) 384-2622

HANG GLIDING

USHGA Chapters KANSAS

Kansas City Hang Gliding Assn. c!o 1743 N. 85th St. Kansas City, KS 66112

Rudy Foshee

Southern Tier Skysurfers 318 Doyleson Ave. Endwell, NY 13760

Western New York Hang Gliding Assn. 49 Brandel Ave. Lancaster, NY 14068

(913) 299--0800

MARYLAND 33

108

Capitol Hang Gliding Assn. P.O. Box 8808 Rockville, MD 20856

Lester Billings

Maryland Hang Gliding Assn. P.O. Box 1031 Hunt Valley, MD 21030

Robert Stilwell

Jeff Ingersoll

(716) 681-4951

(301) 535-2067 41

Rochester Area Flyers 1744 Jackson Rd. Penfield, NY 14526

George Horeth

(716) 247-7007

Free Spirit Flight HOC! P.O. Box 13 Elmira, NY 14902

Robin Kellogg

(607) 734-2536

(301) 730-0355

MAS.5ACHUSETIS

!19

NORTII CAROLINA Massachusetts Hang Gliding Assn. P.O. Box 594 Adams, MA 01220

Brooks Ellison

Univ. of Lowell Hang Gliding Club One University Ave. Lowell, MA 01854

Bill Blood

(413) 458-3020

(617) 452-S<XXJ Ext. 2477

104

North Carolina Hang Gliding Assn. 701 Northampton Cary, NC 27511

Gretchen Niver

(919) 467-5262

Frustrated Flatlanders 5400 Topping Pl. Charlotte, NC 28209

Neal Tharpe

(704) 374-4516

Ohio Flyers Hang Gliding Assn. 1940 Egypt Dr. Chillicothe, OH 45601

Mario Manzo

(513) 293-©15

Oklahoma Hang Gliding Assn. 4501 N. Villa Oklahoma City, OK 73112

Steve Michalik

(405) 525-5481

The Oregon Hang Gliding Assn. P.O. Box 897 Oregon City, OR 97045

Dave Proffitt

(503) 656-5686

Rogue Valley Hang Gliding Assn. P.O. Box 311 Medford, OR 97501

Joe Bova

(503) 488-2317

130

Desert Soaring Club

Byron Jones

(503) 276-7462

MINNF,SO'fA 35

Northern Sky Gliders P.O. Box 364 Minneapolis, MN 55440

John Woiwode

Gateway Hang Gliding Club c/o 6410 San Bonita St. Louis, MO 63105

Daniel Narcus

Billings Cloud Street Drifters c/o J. Stephens 1041 Miles Billings, MT 59102

Doug Swenson

omo (612) 464-2062 74

MISSOURI

OKLAHOMA 90

(314) 721-7709 10

MONTANA 129

OREGON (406) 628-4538

NEW MEXICO 73

102

Sandia Soaring Assn. P.O. Box 14571 Albuquerque, NM 87191

Steve Fogle

Rio Grande Soaring Assn. Box 2599 Ruidoso, NM 88345

Riker Davis

So. New York Hang Gliding Assn. P.O. Box 124 Millwood, NY I0546

Paul Voight

Hudson Valley Hang Gliding Assn. 7 Frederick Ln. Ballston Spa, NY 12020

Ed Green

Condors Hang Gliding Club 8010 Herny Clay Blvd. Liverpool, NY 13088

David Althoff

(505) 298-0773

PENNSYLVANIA

NEW YORK 47

FEBRUARY 1986

P.O. Box 362 Pendleton, OR 97801

(505) 257-2873

Daedelus Hang Gliding Club clo 88 Walnut St. Natrona, PA 15065

Pat Brook

(412) 224-2421

Hyner Hang Gliding Club Rt. 3 Box 147 Cogan Station, PA 17728

John Crockett

(814) 4S4-<i435

Blue Ridge Hang Gliding Club 714 2nd St. Catasauqua, PA 18032

J. Karl Campbell

(215) 266-0510

(914) 744-3317

(518) 885-9536

(315) 622-9664

USHGA Chapters 44

Water Gap Hang Gliding Club Rd. 2 Box CV 2ll7 Stroudsburg, PA 18301

Richard Kelly

Wimrider Hang Gliding Club 819 North St. Collingdale, PA 19023

Gerald Doyle

(201) 429-7146

South Carolina Hang Gliding Assn. 20') Continental Dr. Greenville, SC 29615

(215) 696-1499

122

117

Stephen Tedstone

(803) 292-1917

John Pettinato

(802) 728-9726

Central Virginia Hang Gliding Assn. 2824 Bicknell Rd. Richmond, VA 23235

Brewder Pedin

(804) 272~

Mar1c Kenworthy

(206) 255-0202

Mountaineer Hang Gliding Assn. Rt. 3 Box 48 Philippi, WV 26416

Cecil Springer

(301) 387-5477

Frontenac Flyer.; Assn. Rt. 1 Box 36 lJJJ Hager City, WI 54014

Lany Smith

(715) 792-2561

WASIIlNGTON 92

Tennessee Tree TCJP!l<m P.O. Box 136 Lookout Mm., TN 37350

Dave Sclunidt

Hawk Airspons Hang Gliding Assn. P.O. Box 9056 Knoxville, TN 37940

Bruce Hawk

(615) 894-2136

Cloodbase Country Club P.O. Box 629 waquah, WA 98027

WFSf VIRGINIA (615) 573-9593

TEXAS 71

Vermont Hang Gliding Assn. P.O. Box 282 Raooolph, VT 05060

VIRGINIA

VERMONT 100

sourn CAROLINA 68

128

WISCONSIN Houston Hang Gliding Assn. 7160 Ashburn Houston, TX 77061

Carl Boddie

(7 13) 644-ll 14

106

HANG GLIDING

l. :. MODEL 651 VAR IO/AUD IO/ DIGITAL ALTIMETER $495

MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER / AIRSPEED $590

Airspeed Indicator with Lon g Bra cket

The Hall Airspeed Indicator A precision instrument for th e serious pilot . Rugged , dependable and easy lo read .

Airspeed Indicator... . Long Bracket ...

. ..... $21.50 6.00

Fore ign & C .O .D. Orders add $2.00

Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1 /8" con l rol bar. Wheels - $20 00/pair Foreign & C.0 .0 . orders add $2.00

Control Bar Protectors

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

--------------------------BETTER TAKE•OFFS & LANDINGS OR YOUR MONEY BACK!

MODEL M20 WRIST VARIO $200

STREAMLINED TUBE ADAPTER

Availab le from hang gl ider manufactu rers and dealers

And that's a promise . We want to make flying MORE FUN . And tnat means confident, skilled take-offs and landings. We know you ' ve got it in you ; let us show you how. Mission Soaring Center offers regular Take-off and Landing Semin ars . Intensive on-the-hill . video recorded practice and classroom study. You will come out a better pi lot or your money back. Give us a call for class dates and rese r vations .

Hlts5lDJ1~ soAR1nG cenreR ~ ' \ :,

S~steJr Vario I Altimeter 0·15,000 FT Altimeter

UP-Audio

Dual Batteries

JOB OPPORTUNITIES HANG GLIDING MANAGER Minimum requirements USHGA. Instructor Rating. Basic Instructor Rating, Teaching. Management & Sales Experience. Postion open now on East Coast

SYSTEMS TECHNOLOGY, INC.

HANG GLIDING. WINDSURFING

P.O. Box 585 Seymour, TN 37865

SAILING INSTRUCTORS

Chris Pyle

Certification preferred. Positions will begin opening in March '86 at East Coast and West Coast locations

Looking for compact, simple, stowable pitch control? Get a Speed Rait:M Reduced pull-in effort. Flat body attitude for less drag. Static load tested to TOG's. $ 7800'complete. Available from:

SEND RESUME TO: KITTY HAWK KITES P.O. Box 340 Nags Head, N.C. 27959 ATTN: John Harris

~~?cbQnm

PO Box 828 Marina, C.A. 93333

43551 MISSION 8LVD. FREMONT, CA 9,1539 (415} 656·6656 'add $3 •hipping &6%%ta~inCal.

IMPROVE YOUR FL YING! Learn the secrets of the pros from hang gliding 's most widely read author.

Hang Gliding Books by Dennis Pagen • HANG GLIDING Fl YING SKILLS-DETAILS ON: BEGINNING FLIGHT • INTERMEDIATE SKILLS • AERODYNAMICS • GLIDER DESIGN • GLIDER REPAIR • SELECTING EQUIPMENT• THERMALING • MORE. $6.95 • FLYING CONDITIONS-THE-ROAD MAP TO THE SKY-DE· TAILS ON: GENERAL WEATHER• TURBULENCE• ROTORS • WIND SHADOW * SEA BREEZES • WIND GRADIENT • RIDGE LIFT *THERMALS• MORE. $8.95 • HANG GLIDING TECHNIQUES THE LATEST BOOK FROM SPORT AVIATIGN PUBLICATIONS For the novice to advanced piiot, this book continues the learning that began with Flying Skills. • Learn about thermal soaring - A full 31 pages on thermal techniques will have you soaring like an ace. • Learn about speeds to fly - the key to efficient flying whether in competition or cross,country. • Learn about cross-country flying - How to fly further with safety. Also: Perfecting turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and much more!

- - - - - - - • ALSO AVAILABLE-..------• POWERED ULTRALIGHT FL YI NG Powered Ultraflght Flying will answer your questions and Improve your flying. This book is written for beginners to advanced pilots with over 125 photos and drawings to clearly illustrate even the more complex subjects. All our books are written from an ultralight pilot's point of view so you get the facts you need, not rehashed information from general aviation.

' POWERED ULTRALIGHT TRAINING COURSE This is the only training course written by an ultralight instructor. Eleven lessons and eleven related groundschools (twenty-two chapters) make this an ideal text for self-teaching and training schools. Learn to fly safely in a carefully designed step-by-step manner. This manual is used by safety conscious schools internationally.

* r--------------------

* DEALER INQUIRIES INVITED* *

1sEND CHECK OR CASH TO·

I SPORT AVIATION PUBLICATIONS I Dennis Pagen I Dept. G, P.O. Box Bl11 I Sta\8 Co11ege, PA. 16801 :Please rush me the books listed below: IQU_6('/TITY I U

I I I :

Flying Conditions ($6.95} Hang Gliding Flying Skills ($6.95) [J Hang Gliding Techniques ($6.95) Powered Ultralight Flying ($11.95) l'JPowered Ullralight Training Course ($9.95)

[]

I Save 10% · order two or more books! I Save · all five books for only $35.95 !

! Total amount for all books$ ______ _ : Post_~gft and Handlirlg

_________

1.25

l Overseas airmail if desired ($4.00/book) _ _ l TOTAL ENCLOSED _________ I SEND TO (Please Print)-

! NAME - - - - - - - - - - - - : ADDRESS I CITY, STATE COUNTRY/ 7-IP

CLASSIFIED ADVERTISING

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

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. BOBACT IV with accessories Excellent cond. Low time. $595. negotiable. Call (215) 562-8872. CHALLENGER 205-Flight Designs knee hanger. Excellent condition. $450. Scott (818) 446-8064. C2-165-Like new, 10 hrs. airtime - blue, spectrum, white sail $1300. Doug (818) 357-9479. C2-185-Good condition. $500. (303) 279-7770 (evenings). COMET 1I 165-Full fairings - like new - blue & white - UP chute - medium spaghetti harness - custom roof rack - $1200. Will ship in original tube - (704) 328-4787. COMET 2 185-w/half ribs, speed rail. 1.5 year old. Excellent condition. Extras - great flyer. New baby must well! Sacrifice $975. Also vario/altimeter/airspeed combo $200. (619) 286-5604. COMET 165-X-country harness, chute, helmet, vario, 3 radios, skyting harness, $950. (805) 239-1619.

JAVELIN 208-Black with rainbow. Excellent condition, great performance. UP knee hanger. Both $500, delivered. (303) 534-5611. JETWING-Beautiful rainbow sail, custom trailer for trike, $500 spare parts, flown twice, first $1950 takes all. (206) 842-8961 after 6 PM (Seattle). MOYES MISSILE 190-1982, 21 hrs. $750.00. Moyes Mega 190 15 hrs. $400.00. Both VGC Lansing, MI (517) 339-2967. RAVEN 209-Good condition. In storage last four years. $400 O.B.O. Also, UP Dragonfly MK. ll, harness, Hummingbird vario. Make offer. (805) 995-2142. RAVEN 229-EKcellent, low time $495. (205) 942-9603. '82 SENSOR 5!0-$950. COMET I 165, very good condition $650. COMET I 185, clean $700. (805) 687-3119. SENSOR 510-165-Black LE, blue undersurface, great flights, most performance per dollar-$650. 149 Raven-good for training and high altitude-$375. High Energy Sports harness for 5'8''.5'9" pilot, carries ffolded glider bag, converts to backpack, black with accent, great harness in great condition-$165. Double French Connection, Owens proven-$100. Speed Rail-$40. Bennett pitch connection, $20. Call Galen 7-10 PMM (714) 659-4225 So. Cal. STREAK 180-Rainbow lower surface. Very good condition. New baby-must sell! Sacrifice $675. (619) 286-5604. STREAK 160-Gold, spectrum, tri-ply white sail. Faired kingpost, other extras. Excellent condition, low airtime, always stored indoors. Tom $725 (505) 281-1732. ROGALLO KITE-Great for boat tow. Delta X-200 X-country performance kite. Will take first reasonable offer. (805) 259-8977.

CALIFORNIA BRIGHT STAR HANG GLIDERS Sales - service - restorations. All major brands represented. Santa Rosa, CA (707) 584-7088 CHANDELLE HANG GLIDING CENTERJ,JSHGA certified school. "The best damn hang gliding shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800. HANG FLIGHT SYSTEMS - Certified instruction program. Featuring Wills Wing gliders and accessories. HP, Skyhawk, 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 Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varies, and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Delta Wing, Pacific Windcraft, U. P. Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008. HANG GLIDERS WEST-ULTRALIGHT FLIGHT CENTER - New and used gliders. SINCE 1973, CERTIFIED, FREE BROCHURE! 20-A Parnaron, Ignacio, CA 94947. (415) 883-3494. DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! MISSION SOARING CENTER-Serving the flying community since l 973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 4355 l Mission BLvd., Fremont, CA 94539. (415) 656-6656.

DREAM 205-Super deal, need cassh! With harness, parachute, helmet & wrist vario. Cost $3,775 sacrifice $2,400. Bob (805) 259-1784.

. , , , . .... $1400+ 2 177 MAGIC .... ..... 2 166 MAGIC ······ . ........ ..... ,, .$1300+ l 155 MAGIC. .. ...... ...... ········ ... $1600 3 170 HP ........ ...... ....... ····· .$1700+ 1 VIS VISION .... .... ..... . .. .. ...... $1400 2 V20 VISION . ········ .... . ..... .. .... $ 750+ I Vl6 VISION ....... . . . . . . . ... ... ... $1200 ..... ... .. .$ 150 COCOON HARNESSES ... PARACHUTES ........ .. .... ....... . .. $ 190

MOYES CALIFORNIA - 22021 Covello St., Canoga Park, CA 91303 (818) 887-3361 or 173 Bronte Road, Waverley, 2024 N.S.W. Australia 61.2.387.5114

UP GEMINI 134-Pink wired heart. FLys great $800. (307) 577-3011.

WE NEED YOUR USED EQUIP. THE HANG GLIDING CENTER (619) 450-9008.

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

GZ 155-$1900, excellent shape. (303) 279-7770 (evenings).

WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

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 94116. (415) 753-8828.

2 FLIGHT DESIGNS, 175 Demon. Black spectrum. Good cond. Also SL 200 Lancer. Good Interrnediate glider. Low priced. Best offer. After 6 pm MST call (505) 632-8600.

177 HARRIER I-Blue leading edge, multicolored undersurface, white trailing edge. Excellent condition. $800. (805) 965-2447.

Schools and Dealers

WANTED-Sail for Harrier I 177. Low airtime, good cond. Mark (208) 486-7908. HP-U.V. cloth, full fairings, great condition and handles super. Includes new deluxe Flylite harness! $1750. Scott (619) 323-3464. HP 170-in stock mint/new condition, 6 months. Black LE. Pacific blue D.S. white 4.5 X-firrn main body, clean & fast complete with frame storage pads, standard control bar and kingpost or available with streamlined tubing. Ready for immediate shipment! So why wait!? $2000. Aerial Adventures. Marty (315) 986-4438.

FEBRUARY 1986

ARIZONA ARIZONA WINDSPORTS-Certified instruction utilizing skyting and the World's only man-made trainer hill. New & used gliders, accessories, parts & repairs. 1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550.

SANTA BARBARA HANG GLIDING CENTER Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 687-3119. WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-011 l.

CLASSIFIED ADVERTISING 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, UP, and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. HAWAII MAUI SOARING SUPPLIES - Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271. IDAHO TREASURE VALLEY HANG GLIDERS - Service - USHGA Instruction - dealers for all major brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 362-1848. MINNESOTA NORTHERN SUN, INC. Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866. NEVADA HIGH SIERRA SPORTS, INC. - 286 E. Winnie, Carson City, NV 89701. (702) 885-1891. Northern Nevada's complete hang gliding, windsurfing and ultralight shop. All major brands available. USHGA Certified Instructor, Observer, and Region II Examiner. Sales, service, rentals and lessons. NEW YORK ELMIRA AIR SPORTS-Instructors and dealers for the finest flying equipment: Wills Wing HP and Skyhawk and UP demo gliders available. Five free soaring sites and training slope within lO minutes of shop. Check in first. (607) 732-1490.

FLY HIGH HANG GLIDING, INC.-Serving New York City/Albany, New JErsey, Connecticut area. (Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also carry all other major brands. Certified Instruction, Certified Aero-towing. Featuring the most INEXPENSIVE prices on gliders, repairs, parts, and accessories available. F.H.G.G., Paul Voight, RD 2 Box 561, Pine Bush, NY 12566. MOUNTAIN WINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. Delta Wing, Pacific Windcraft, Seedwings, Wills Wing and Skylines and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555. THERMAL UP, INC.-Gliders and equipment, sales, rentals, instruction. USHGA certified instructor. Dealer for all major brands. One mile from Ellenville. P.O. Box 347, Cragsmoor, NY 12420 (914) 647-3489.

UTAH FLY UTAH WITH

Delta Wing Products, certified instruction, 9173 Falcon Cr., Sandy Utah 84092 (801) 943-1005. WASATCH WINGS, INC. - USHGA certified hang gliding school, dealers for Wills Wing. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242.

International Schools and Dealers

NORTH CAROLINA KITTY HAWK KITES, INC. - P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, In NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Ultralight training and sales available as well as windsurfing sales and instruction. OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. PO Box 362, Pendleton, OR 97801 (503) 276-7462.

JAPAN

~~~ Distributor major brands hang gliders (Airwave, Magic), instruments, parachutes and ultralights. Tokyo 03/443/0063, Yugawara 0456/63/0173, Kurumayama Hangg School 0266/68/2724 (April l - November).

PENNSYLVANIA

SWITZERLAND

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

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 Brunnli lO CH-8152, Opifikon, Switzerland, Airmail. Telefon 01/810 26 48 From USA 0041/18 10 26 48.

--------------------------------------------------------USHGA CLASSIFIED ADVERTISING ORDER FORM

3!i cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -

1 word)

Photos - $10.00 O&adllne, 20th of the month six weeks before the cover date of tho Issue tn which you want your ad (I.e. March 20, for the May Issue). Bold face or caps 50e per word extra. (Does not Include first few words which are automatically caps). Special layouts or tabs $2<>per column Inch. Payment for first three months required In advance.

Section (please circle) Rogallos

Parts & Accessories

Schools and Dealers

Rigid Wings

Emergency Chutes

Business & Employment Opportunities

Ultralight Powered Flight

Publications & Organizations Miscellaneous

Begin with 19 issue and run for _ _ __ consecutive issue(s). My check _ _ money order _ _ is enclosed In the amount of $ _ _ _ _ _ _ __

Please enter my classified ad as follows:

I -------------~------·: Number of words:

-------@ .35 • - - - - - - -

Phone Number:

P.O. BOX M30I, LOS ANGELES, CA 800M I (213) 390.3<>15

L---------------------------------------------------------1 42

HANG GLIDING

CLASSIFIED ADVERTISING Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta wing Kites & Gliders, Inc. P.O. Box 493, Van Nuys, CA 91408 (818) 787-6600, telex no. 65-1425. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installed and replaced. S.F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

Parts & Accessories

Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW! Lets of students ... not enough instructors. Send resume lo: Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94539. School and dealer.

Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00 SSA, P.O. Box 66071, Los Angeles, CA 90066. MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over 100 photos and input from Hang Gliding's greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 plus $1.00 shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.

Miscellaneous SAILMAKING SUPPLlES & hardware. All fabric types. Catalog and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426.

QUICK RELEASE CARABINER - Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. Thermal, 19431 Business Center Dr. #41, Northridge, CA 91324.

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, TN 37409 (615) 821-2546. Chuck & Shari Toth. RACCOON MOUNTAJN ADVENTURE PARK (formerly Crystal Flight Resort); TRAM NOW OPEN EVERY DAY. Simulator, Hang Gliding, tandem sky diving, hot-air ballooning,

SAN FRANCISCO WINDSPORTS (formerly H.G. Equipment Co.). For all your hang gliding needs. We are dealers for all major brands. Send $2.00 for price list - 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

ADVENTURE BOUND!

Propellers

...

ACHIM J. HAGEMAN USHGA Certified lnstruc!or

er .

PATENTED UNIVERSAL PROPELLERS world's best performance and prices: 32 % higher efficiency, 21 % higher thrust, adjustable pitch, for maximum performance, water, sand resistance, folding and replaceable blades. From $2/inch. Dealerships available. Information $2. Kolecki, HBOX 1046, 12222 Enskede, Sweden.

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

RIO OE JANEIRO CAANAVAL Feb. 7 - Feb. 14, 1986

$1095.00

NEW ZEALAND Jan. 20 - Feb. 10. 1986

$1,995.00

HAWAII

Jan. 28 -

779.00

Feb. 4. 1986

EUROPE 5 COUNTRIES May 20 - June 10, 1986

S.1,796.00

,os .<,FOPAKSEP.lD

SOAR through "THE GRAND CANYON" right in your own living room! 2-hour spectacular helicopter exploration. Breathtaking music. Critically acclaimed. VHS or BETA. Details FREE. Beerger Productions, 3217-Y Arville, Las Vegas, NV 89102 (702) 876-2328. COMPUTER SIMULATION- Windmaster, a simulation of one on one cross country hang gliding, arcade style. Thermals, dust devils, clouds, and lightning. For the Commodore 64 (disk). $29.95 Ppd. Maui School of Hang Gliding, PO Box 1119, Paia, HI 96779. BOOMERANGS-Exciting RETURNS GUARANTEED! Many styles, teeshirts, fun. Write for your FREE CATALOG today. Boomerangs, 1482 East Valley B-226, Montecito, CA 93108. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 W' dia. Inside or outside application. 25c each. Include I 5C for postage and handling with each order. P.O. Box 66306, Les 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, Les 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 SOC 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 1 1/, months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Les Angeles, CA 90066.

SANTA BARBARA "H ;NG GLIDING CENTER 486 Alan Rd., Santa Barbara, California 93109

(805) 687-3119

FEBRUARY

]986

CLASSIFIED ADVERTISING Stolen Wings TYPE: Magic IV 166 #341N. Purple LE, purple keel pocket, pacific blue lower surface, white upper surface. WHERE AND WHEN: San Francisco airport PSA air cargo. CONTACT: Wally Long (209) 532-0586 or U.S. Airwave (206) 537-2297 P.O. Box 1153 Mercer Island, WA 98040. TYPE: Harrier II 147 #6967 SAIL PATTERN: Royal blue LE, small spectrum inset with orange, red, blue, purple. White sail. Very clean. WHERE AND WHEN: Draper, Utah July, 1985. CONTACT: Mardi Bartholdt, P.O. Box 403, Draper Utah 84020 (801) 571-3746. TYPE.I Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. 1, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345. TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078. TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body. Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618. TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward. TYPE: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CONTACT: Robert Fullam, 551 Jean St. #302, Oakland, CA 94610. TYPE: 165 Demon. SAIL: Brown LE, orange TE. Disconnected nose batten, slightly ripped velcro on underside. CONTACT: Scott Nichols, Box 3035, Aspen, CO, 920-1295. TYPE: UP Gemini 164, 81', #164053. Orange leading edge and keel pockets, white sail, no mylar. FROM: hangar at Morningside Recreation Area, Claremont, NH. WHEN: Sometime in November, 1983. CONTACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539.

GLIDERS CERTIFIED BY THE HANG GLIDER MANUFACTURERS ASSOCIATION

Index To Advertisers Airwave ............. , . . . . . . . . . . . . . . . . 5 Airworks ............................. 32 Ball Varios ........................... 39

1981: Gemini 164, 184, 134 Sensor 510-180

Bennett Delta Wing Gliders ......... 39, BC Gianforte ............................. 38 Hall Brothers ......................... 39

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

High Energy ....................... 9, 10 Kitty Hawk ........................... 40 Litek ................................ 25 Mission Soaring .................... 39, 40 Pagen Books .......................... 40 Para Publishing ........................ 44

1983:

Publitek .............................. 25

Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160

Santa Barbara HG ..................... 43 Saphir ............................... 13 Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Systems Tech ......................... 40 USHGA ........................ IBC, IFC Wills Wing .......................... 6, 7

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

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing I V2 months preceding the cover date, i.e., March 20 for the May issue.

1985: Light Dream 205 Dawn Comp 160 GZ 155 Mystic 166 VG, 177 VG Sensor 510-B 160 V.G.

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

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MAHBIIOS by Maralys Wills. Entertainingly takes the reader from hang gliding·s past to its soaring present. 8 pg color. 150 Blk & Wht photos. 40 pg appendix. USHGA INSTRUCTORS CERTIACATIOH MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIOIHG by Dan Poynter. 8th Edition. Basic Handbook for skysurting. FL YING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HANG GLIOIHG AND FL YING SKILLS by Dennis Pagen. Beginners to experts inslruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight. MAHHED KITING 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 GLIDING. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signolfs (all levels). glossary of terms. awards.

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~Sll~.tl~NO~ROS, fU\.\.'1 CER1' Dear Bill , Hey you guys - you 've done it! There 's a high performance , great handling glider for small people on the market - and you've created it I've never flown a glider that has a great sink rate , good handling and good Qerformance until my Mystic arrived . I love it. -Genny Farnswortl

Dear Bill , I finally got to fly the new Mystic and thought you might be interested in a short note on how it's going . My first flight on the Mystic was 122 miles ; the next day it took me 135. And it didn 't stop there - in nine flights the next ten days I averaged over ninety miles per day on the Mystic 177 with six flights over 100 miles . What impresses me more though , is that the glider goes so well without giving up handling - it 's an absolute joy to fly . In short you 're doing a great job on a great glider. Good going mate' -Woody Woodruff

Dear Bill , I received my Mystic two weeks before the '85 Nationals. My Mystic required no tuning to get it ready for competition , pulling the VG took care of that. Engaging th£ VG is like changing gliders in midair It goes from an easy handling glide1 to a flat flying racer with the pull of , string. Du ring the Nationals I flew over 500 miles. There were only three Mystics flying in the Nat'ls , and two of the three placed in the top ten . The third was flown by a first year rookie who already has a one hundred + mile flight and several seventy + mile flights in his Mystic . This says a lot about how easy the glider is to fly , and how well it performs. The Mystic has , without a doubt, proven itself to be a competitive , certified , state of the art, American made glider that is second to none. My choice for the '86 season will be a Mystic. -Kevin Christopherson

Dear Bill , The performance and flight characteristics on the Mystic are absolutely superb . Thank you Bill for offering the flying community a glider of this caliber . -John Minnick Mystic Owner Chandelle SF.

Dear Bill , Just a note with some thoughts on your new Mys ·c glider. Its mellow flight characteristics and ease of landing really appeal to our Hang 3 customers . It's really nice to be able to sell a truly high performance glider to a Hang 3 and know that he can handle it! -Joe Greblo Windsports

MYSTIC SPECIFICATIONS MYSTIC Wing span Aspect ratio Sail area Optimum pilot weight

* 155 32.8 ft 6.72 156 100-170 lbs

166

177

34 .1 ft 6.8 166 140-210 lbs

34.8 ft 6.84 175 170-240 lbs

*Certification in progress . Standard Features Include: Streamlined Downtubes & Kingpost ; Foam Leading Edge Inserts ; Enclosed Ball Tips ; V2" Center Ribs ; 4 Half Ribs ; 3 Undersurface Ribs Per Side . Options: Variable Geometry , Spectum Cloth .

MYSTIC PRICE (ALL SIZES) ....... . ONLY $2395

Delta Wing Gliders Box 483 Van Nuys, CA 91408 818/787 -6600 Telex 65-1425