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I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds (U.S. dollars or International Money Order). Allow 4 to 6 weeks for processing. I got this form from
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P.0.Box 66306, Los Angeles, California 90066 USHGA Item #4
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Features 18 Inversion Flying Made Simple
Columns 3 Executive Director by Cindy Brickner
USHGA welcomes its new Executive Director.
by Paul Startz
5 USHGA President
No, not flying upside down. Here's how temperature inversions can affect flying conditions.
by Russ Locke
Russ answers some long-standing questions and clears up some myths.
A Brief Guide To Care
15 Tow Lines
by Steve Pearson
by Jerry Forburger
How to care for and extend the life of your glider's membrane.
Truck towing at Air Time of Lubbock offers flat land flying with no running on launch.
Saving a Hang Gliding Site
Departments 4 Airmail 8 Update 10 Calendar 12 Competition Corner 37 Ratings and Appointments 41 Classified Advertising 44 Stolen Wings 44 Index To Advertisers
by Michael Lipscomb
The inspirational story of a successfully fought fight to keep a flying site open.
27 Wing Tips by Robert Reiter
Some helpful hints on giving your neck a break, and a nifty camera mount.
Ordeal With Uncle Bill's Bullet by Chuck Toth
A review of an interesting keel-mounted parachute system.
The Jalapeno Patrol by John Moody
Some tall Texans trek down to a very tall mountain in Mexico which may one day be a hang gliding legend.
Page 32
COVER: Terry Mann banks it up over Yosemite. Photo by Tom Sanders. CENTERSPREAD: Post-frontal soaring at Mt. Tamalpais. San Francisco and Bay Area in background. Pilot and photographer: Rick Canham. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © United States Hang Gliding Association, Inc. 1986. All rights reserved to Hang Gliding Magazine and individual contributors. MAY 1986
FOOT LAUNCHED SOARING WAS NEVER BETIER Spring is here, and the hawks are soaring in the first light thermals. Soaring like a bird requires precise balance and nimble control, on a glider that's eager for tight, flat turns and long, high-speed glides. Going up fast and coming down slow is the secret of soaring flight, and it all comes together when you fly a B model Sensor. You can leave the pack whenever you want with the B's superior glide and sink rate. No other flex wing can keep up with the B.
PERFORMANCE PROOF The Sensor 510 has dominated the high performance glider market since it won the 1981 U.S. Nationals at Slide Mountain. Competition and professional pilots fly their best on a Sensor, and so will you! Th get the champion in handling and performance, to get the pick in design and construction, act now! The choice is clear. One glider is better - the B. We invite comparisons - Call one of our dealers today.
IMPECCABLE CONSISTENCY That's a Seedwings trademark. With smaller production variations and closer tolerances, we make frames and sails better than anyone else. We use all US-size and US-made tubing, because it's the best you can get. The Sensor is the glider others imitate and compare themselves with - the B flies better because it's designed and built better.
The Sensor 510-B sets new East Coast altitude record by Al Pernell at Lookout Mt., TN: 10,400 ft. gain to 12,600 ft. MSL. Congratulations Al!
Dennis Michels Cliff Whitney Sequatchie Valley Soaring Dunlap, TN
Don Miller Canadian World Team Invermere, B.C. Canada
(615) 949-2301 (615) 265-1539
(604) 342-3811
John Leslie Ariwna Windworks Phoenix, AZ.
U.S. World Tham Draper, UT
(602) 997-5364
Bill McKellar Sun Valley Sensor (805) 682-8428
Larry Tudor
(801) 942-1103
Mark Bennett U.S. World Team Santa Rosa, CA (707) 525-0385
Prices Start at $2595
5760 THORNWOOD DR. #3 SANTA BARBARA CA 93117 (805) 967-4848
• SEEDWINGS
Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Writer Harry Martin, J/lustrator Office Staff· Cindy Brickner, Executive Director Amy Gray, Manager Joyce Isles, Ratings Lars Jacobsen, Membership
USHGA Officers:
Russ Locke, President Dick Heckman, Vice President Bob Collins, Secretary Dan Johnson, Treasurer Executive Committee:
VIEWJPOINT
Executive Director's
Repc)rt by Cindy Brickner
Russ Locke Dick Heckman Bob Collins Dan Johnson
REGION I: 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 II: 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 Inc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAl), the world governing body for sport aviation. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of FAT-related hang gliding activities 'iuch as record attempts and competilion sanctions.
HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, lnc. 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) 390-3%5. Second-class postage is paid at Los Angeles, Calif. and at additional mailing offices. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. The USHGA is a member-controlled educationaJ and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open lo anyone interested in thi& 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, S77.00 for three years. Changes of address shoul.d be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.
POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.
MAY 1986
Hello out there! In the absence of an introduction, I'm stuck with doing this myself. I'm your new Executive Director, thanks to the Board of Directors hiring me during the February Board meeting. I started in the office March 10 and have had the pleasure of meeting many of you on the phone or through the mails already. I must say I have had nothing but a warm welcome and encouragment from everyone I've met, staff included. How did I come to USHGA? I've worked for the Soaring Society of America for eight years, I've held many positions on their staff, from mail clerk through contest sanction, awards processing, magazine staff and membership and promotions management. This association management background is what the USHGA Board banked on. In addition, I have a Private Pilot license for gliders and qualify as a hang gliding wuffo. (A weekend of beach sand running for launch/landing instruction has helped remedy that recently.) What can I accomplish for USHGA? The Board has given me a long list of projects and the authority to accomplish those goals. Many of these things were top-of-the-list in the 1985 membership survey. I am turning my attention to internal items first; efficiency in office operations, timely service through the office, minding USHGA's financial health, insurance coverage, the best we can locate. I also have to understand the organization before I can represent USHGA externally. These front line topics mean we serve you first, the members who support USHGA. As I get up to flying speed with USHGA I can tum attention to more external projects; increasing the member base, increasing member services, public representation of the sport, generating other revenue for USHGA besides member dues, legislative representation. I bring my experiences in past programs, but eagerly solicit your ideas and participation in new programs to achieve these goals.
I realize that I've signed on with a group of creative, assertive, individualistic pilots. Truly, I wouldn't have it any other way. Call the office or write or visit with me at a site this summer. I'll listen to everyone's viewpoint. Realize that I have to strike a balance for all of you. Keep offering to help ( .. and I'll find a way to put you to "work"!) and I'll work my heart out. - CB
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3
AIRMAIL COVERED NICOS Dear Editor, On page Tl of the February '86 issue of Hang Gliding there is a photo of a lower control bar assembly. The type of glider is unimportant. Notice the black coverings over the thimbles and nicos and think about how difficult or rather impossible they are to see through. Let us imagine that one of the wires is frayed just above the swedge. Could you see the fray in your preflight? Probably not. This is the most likely place for the wire to fray, mostly due to stresses in set-up/breakdown and transport rather than during flight. A friend of mine was flying last summer in relatively mild thermal conditions when one of her main flying wires broke after an hour or so of flight. She hadn't inspected the wire underneath this type of covering. She had no time to deploy her chute but due to the placement of some large friendly bushes and a lot of luck, she is still flying. My point is this: If you can't see through the plastic covering this connection, you can't inspect it. If you haven't looked at this part of the wire then your preflight is less than complete. I suggest that pilots remove such coverings if they are opaque, inspect the wires carefully, and replace wires as recommended by the manufacturer. Peter Lloyd Davis, California
DON'T PUSH OUT Dear Editor, It has come to my attention that there may be a small gap in some pilots' rough air flying technique. Maybe the Answer Man could address this, however, basically stated: When you go over the falls DO NOT PUSH OUT. When you push out, you move your center of gravity (C.G.) rearward; this decreases the stability of your aircraft. One of the most vulnerable moments in hang gliding is when you get spit out of a thermal. In that situation you can be rotating nose down, stalled, and may be weightless. While your glider may be inherently stable enough to survive such an event, some may not. It appears that any glider will tumble in the right situation and pushing out while rotating, stalled, and maybe weightless, will increase your chances of going all the way over. This is caused by the C.G. getting very
4
close to the aerodynamic center. That means the distance that the C.G. must go to get on the wrong side of the aerodynamic center is considerably reduced. If the description is simplistic but the principle is sound, you can compromise your stability when you push out and that has implications no thermal pilot can ignore. Dave Freund Rancho, CA MORE ON HANG CHECKS Dear Editor, I read the letter from Dennis Baker about the "dangers" of hang checks at launch. Anyone who has flown Mt. Ascutney can tell you that there isn't always room to walk forward through the nose wires to check their lines at launch. Though I try to make a walkthrough a norma! part of my pre-launch there is one other thing I do before launching. As I pick up the glider, if the wings are level and I am not wrestling with it, I pick it up higher than my shoulders to feel the suspension get tight. It only takes a second to feel it and then have the glider settle back down on my shoulders. This technique may not be for everyone, especially smaller guys and gals who can't shoulder their downtubes well and must use their arms more. Well, I hope this tidbit of information can be a help to someone out there; it works for me. David Zinck Newburyport, MA NEWSLETTER EXCHANGE Dear Editor, I am one of the editors of the Sylmar Hang Gliding Association's newsletter The Sy/mar Hi Times. Recently, the NCHGA Air Times, another newsletter from North Carolina, flattered us by reprinting one of our articles. We were happy to have contributed useful information to pilots outside of our small circulation, and wish to encourage such activity. February Hang Gliding contained a list of all the USHGA chapters. Since we are a California-based club, I began sending our newsletter to all the California chapters. It would be too great an undertaking to send an issue to every U.S. hang gliding club, but we would like to include in our mailing list any
club which is interested in receiving and exchanging newsletters. There is a wealth of local hang gliding information, which if shared, could only serve to benefit our sport. Any hang gliding club wishing to receive a complimentary subscription to The Sy/mar Hi Times need only send us a note, or a copy of their newsletter. This will put the club on our mailing list for one year. Any club which sends us their newsletters on a regular basis will receive the Hi Times indefinitely, or forever, as the case may be. Hopefully, this practice will catch on between many clubs in the country so that our humble club newsletters can greatly expand their range of influence, helping each hang gliding community to expand its horizons by communicating with the nation of pilots, so as to augment the terrific job that this magazine is already doing. I look forward to your responses! Send them to: Dave Lynch, Hi Times Editor, 6755 Valjean Ave., Van Nuys, CA 91406. Dave Lynch Van Nuys, CA
SMALL GLIDERS Dear Editor, In response to complaints from lady pilots about the lack of small gliders this is just a note to let you know what we are doing here at Delta Wing to make their lives a lot happier. The Lite Dream is just ideal for the beginning small pilot and it weighs only 42 lbs. To help the more advanced lady (and smaller male pilots) we are introducing a very small Lite Mystic. This glider is only 144 square feet and will be ready for certification testing soon. It will be known as the Lite Mystic 144. For the slightly larger lady pilots the Mystic 155 (now available as a Lite Mystic) is working out well. Speak to Genny Fainsworth or Sarah Kurtz for a personal evaluation. The main difference between the Mystic and the Lite Mystic is that it has regular round down tubes and without the Variable Geometry System it can have a mugh lighter airframe, and by using some improved engineering the loads are distributed in a manner that enables the use of less sleeving, etc. Bill Bennett Delta Wing Van Nuys, CA
HANG GLIDING
USHGA PRESIDENT Answering Some Questions by Russ Locke As most of us are already aware, the public sentiment towards our sport is changing - changing for the better. However, within the sport we have some trends going in the opposite direction. The better we understand those trends, the less likely we are to work against ourselves. It seems that as our positive reputation grows, there is less need to work together against a common opponent. It's unfortunate that it seems to take an external threat to force us to band together but I guess that's just human nature. Enough of the philosophical drivel, let's look at some specifics. WHY SHOULD I JOIN THE USHGA? MY SITES ARE UNREGULATED. This mentality has been around for a long time. In many areas of the country, pilots who are interested in the magazine buy one membership and pass the magazine around. That's really a shortsighted approach. Senior pilots who act in this fashion not only invite more expensive and complicated flying situations in the future, but the example that they set accelerates the process by encouraging other pilots to follow. These people have forgotten that this sport is only approximately fifteen years old. In that short time we have managed to formally convince the Federal government that we are capable of managing our own affairs. Our gliders have changed from standard 4/1 glide ratio Rogallos (whose flight characteristics allowed spiral dives into the ground), to the 13/1 Sensors and HPs that usually don't break even when someone manages to tumble them. That didn't happen by accident, nor did it happen because of a couple of people. It happened because a lot of people worked very hard on the pieces and those pieces came together. The HOMA, the Dealer's
MAY 1986
Association, and of course, the USHGA grew out of those efforts. There is no easy solution to this situation. Word of mouth will help in those cases where USHGA members share flying sites with non-USHGA members. To those pilots who have recently neglected to renew their membership, the office will be sending reminder notices. For those pilots who haven't been members for some time, a notice will be sent politely explaining the short-sightedness of their situation and encourage them to rejoin. If you have any other ideas, send them in. THE USGHA IS BECOMING A LARGE, OVERBEARING REGULATORY AGENCY LIKE THE FAA AND IS SEEKlNG TO RESTRICT MY FLYING RIGHTS. This is a more recent trend in some parts of the country and there are several sub-issues: 1) Recently a pilot pointed out to me that the FAA has an NPRM (Notice of Proposed Rulemaking) when they are contemplating a rule change, but the USHGA (Board of Directors) makes rules without consulting the membership. I'd have to admit that in some cases this is true. However, most of the time the Board has asked for input and received very little. It seems that when rules are made (usually based upon the best input at hand), the people crying foul are generally the ones who had a chance to participate before the fact, and for whatever reason chose not to. The fix is easy. When a survey (yearly questionnaire?) is sent to you, take a few minutes to fill it out, fork over 22C for a stamp, and drop it in the mail box. When you see a request for information in the magazine (like last year's request for tandem flying information), drop a note to the individual requesting the information or at least make sure someone in your area lets us know your needs. Don't assume that someone else will take care of it, they may be assuming the same thing. 2) The new Competition Points System (CPS) is generating some "let's secede from the Union" talk lately. Competition has always been an emotional subject within the organization. To a degree,
that's good. It means that people care and are interested. However, we seem to spend a lot of time attacking the existing situation (whatever it is at the time), and not offering positive solutions which is wasted effort. I don't propose to defend or criticize the CPS in this article but I would like to point out some statistics. One of the complaints of the current CPS is that it will perpetuate the ranking dominance by California pilots. A little quick math shows that of the 1985 top 50 ranked pilots, 36% were from California. That same math shows that approximately 38% of the pilots in the USHGA are from California. So, from a mathematical point of view, California has about the right number of pilots in the top 50. It remains to be seen whether that percentage changes in the next year and if it changes, is that driven by the system or by other factors. In any case, by the next board meeting we should have plenty of data with which to judge the current system. 3) East Coast versus West Coast. This nasty bit of prejudice has been around almost since the sport began. I think it's about time we made an effort to grow out of it. We all have our own ideas of what will help tear down this barrier. It's time to execute some of those ideas. A great deal of the Association's business and direction is settled at the bi-yearly Board of Director meetings. There have been several complaints the last couple of years that the representation by East Coast pilots has been limited because of the location of the meetings. There have been a number of good reasons for this (mostly financial) but, nonetheless, the complaint is somewhat valid. The next BOD meeting will be in the Fall on the East Coast. As of the writing of this article, the site has been narrowed down to one of two cities, Rochester, NY or Chattanooga, TN. The date and place will be in next month's magazine. Plan to attend if you're interested. We have a lot of opportunity in front of us. It's important that we make an effort to suggest solutions to the things we don't like, as opposed to the natural tendency to bitch and moan. •
5
Attention All Pilots: If you're planning to buy a new glider this year we'd like to talk to you about your choice. Whatever your hang gliding goals for 1986, there are many reasons for you to choose a Wills Wing glider. We are the only company that HGMA certifies ALL of our gliders before the first unit is delivered to a customer. We are the only company that requires USHGA certified instructors at all of our U.S. dealerships which are authorized to sell our gliders, and the only company that provides a USHGA recognized traveling instructor certification program so that all instructors can have the opportunity to become certified. Over the years, the quality of our products, and our unmatched customer, dealer and industry service and support have made us the number one manufacturer of hang gliders in the United States. Beyond that, for those of you specifically interested in cross country and competition, here are 16 more good reasons to consider flying a Wills Wing glider in 1986:
1st 1st 1st 1st 1st 1st 1st 1st 1st
Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP
Rick Rawlings 1986 Buffalo Mountain Australian XC meet Rick Rawlings 1986 USHGA #1 Ranked Pilot Mark Bourbonais 1985 Canadian Nationals Mitch McAleer 1985 Telluride Aerobatic Meet Russ Douglas 1985 Wings of Rogallo XC Contest Mitch McAleer 1985 Grouse Mountain Aerobatic Meet Rick Rawlings 1985 US National Champion Rick Rawlings 1985 US Nationals World Class Champion 1985 Owens Valley Don Partridge Memorial XC Meet - Rick Rawlings
1st 1st
Wills Wing HP Wills Wing HP
Jim Zeiset 1985 George Worthington Memorial XC Open 1985 Longest XC Flight in the World - 198 Miles - Rick Rawlings
1st
Wills Wing HP
1985 B.C. Championships -
Willi Muller
1st
Wills Wing HP
1985 Cochrane Cup -
Cliff Kakish
1st
Wills Wing HP
1985 Region 2 Championships -
Steve Roderick
1st
Wills Wing HP
1985 Region 12 Championships -
Paul Voight
1st
Wills Wing HP
1984 Tennessee Great Race -
Rob Kells
And now, in 1986, there are three more reasons for you to choose a Wills Wing glider:
$3,000 · For the longest open distance XC flight in 1986, anywhere in the world, which is over 222 miles, and which qualifies for an FAI Class I (flex-wing) World Open Distance Record. $1,000 · (If no new FA! Class I World Open Distance Record over 222 miles is set in 1986) For the longest flex-wing open distance XC flight anywhere in the world. (Adequate documentation required). $1,000 - For the winner of the World Class at the 1986 U.S. Nationals. (All of the above are contingency awards; the pilot must be flying a Wills Wing glider throughout the duration of the event which qualifies him for the award, and must agree to the promotional use of his name.)
Whatever your level of skill and experience, and whatever your personal hang gliding goals, Wills Wing has the right glider for you in 1986. If you are already a Wills Wing pilot, we'd like to thank you sincerely for your support. If you are about to become one, we welcome you to the Wills Wing team.
1208H E. Walnut, Santa Ana, CA 92701 (714) 547-1344/6366
UPDATE CALL FOR PHOO'OS The USHGA is considering publishing a 1987 Calendar that would be separate from the December issue of Hang Gliding. A free standing calendar would allow us to market the calendar outside of USGHA to bring in additional income for the association. A free standing calendar would also leave more room in the magazine for articles. The third biggest benefit allows you to hang a calendar without destroying your magazine. This is an invitation to submit your best color photographs for consideration for publication in the 1987 calendar. We would prefer to receive slide transparencies, as these reproduce best in printing. Good color print photos are encouraged, but please include the negative with the photograph. Vertical or horizontal format is welcome, as are air-to-air, airframemounted shots and ground-to-air. Sites, scenery, aircraft, people, events and historic/geographic backgrounds are all welcome topics. Please do not submit more than your six best or favorite photos. All slides or photos should be submitted with caption and credit information. Photographer's name, type of hang glider, pilot's name, location, event, should be included. Photos should be submitted as soon as possible. Early candidates may represent hang gliding at a large exhibition in New Orleans from May 24-27. Final photo selection for the calendar will take place during early summer. All photos or slides will be handled with care and returned when a self-addressed, postpaid return mailer is provided. - CB ... AND MORE PHOO'OS In addition to the calendar project, the USHGA needs a selection of other photographs for unrestricted use for public relations projects. Photographs are needed that can be supplied for newspapers, magazines, reporters, TV stations, etc. in answer to media requests and to accompany press releases. Photographs for the PR file may be
8
black and white or color prints. Color slides are also very helpful. All submissions should include caption information, i.e. type of glider, launch site or pertinent background, pilot's name, event or date photograph was taken and photographer's name. When providing caption information, BE CAREFUL! You can destroy the photo's usefulness with a pen or pencil. Write your caption on a separate sheet of paper, cut it to size and scotch tape gently to the photo's back (or use a 3M Post-It). A permanent-ink marker that won't saturate the paper can be used to write on the back. Pencil can be used lightly, don't press down and leave indentations that will raise the front surface of the photo. Ball-point ink takes too long to dry on photographic paper and can smear the face of the next photo in the stack. PR file photos will not be returned to the photographer. Every effort will be made to give the photographer credit on publication. There will be no payment offered for photos used in this manner. But, you may show up at a contest to find your photo in the local newspaper, or find your slide on the evening news behind the weather forecast. Send us a few good photos and help us spread the news about hang gliding. - CB
CALIFORNIA IMAGES Pilot Video recently released a collection of videos entitled "California Images: Hi-Fi For The Eyes" a Sony video LP. The opening piece, entitled "Ultra Flight" features Dan Racanelli's flying combined with special effects, and will be played on MTV Network's VH-1. Contact: Pilot Video, 425 Alabama St., San Francisco, CA 94110 (415) 863-3933.
DELTA WING DEALER SUPPORT TEAM Delta Wing has formed several dealer support teams for the various areas of the country. Instead of having just one representative try to cover the whole nation with lots of exhausting travel, etc., Delta Wing has appointed a support team for the East Coast, the Midwest and the West Coast. Any club wishing the Delta Wing support team to visit them should contact the Delta Wing factory at (818) 787-6600.
NEW FROM DELTA WING
WYOMING XC OPEN On June 14-17 (rain days 18-19) this meet will be held at Whiskey Peak, a newly oepned 2,700-foot site with launches in all major directions. The format will be open distance along a route. The main route is the same proven 100+ mile route that follows highway 220 East for 300+ miles. With unlimited landing zones and no obstacles it is ideal for first-time XC pilots and with the Wyoming wind and cloudbase averaging over 18,000 feet it has great record-breaking potential. Retrieval is included in the entry fee of $45. Contact: Kevin Christopherson, 1739 S. Mitchell, Casper, Wyoming 82601 (307) 265-4621.
Delta Wing announces the production of several new gliders for the 1986 season. In an effort to cover the full spectrum of wing loading they have introduced some new glider sizes. For small folks there is the new 145 Lite Dream for the beginning-intermediate pilot while the Lite Mystic 144 is intended for the advanced Hang 3 and 4 pilots. The Lite Dream 145 weighs 42 pounds and sells for $1,595, while the Lite Mystic 144 is $2,295.
HANG GLIDING
UPDATE On the other end of the scale they have produced the 220 Lite Dream for the heaviest folks over 200 pounds and for tandem flying. For the advanced Hang 3 and 4 pilots the Lite Mystic 188 is being offered. The new Lite Dream weighs 65 pounds while the Lite Mystic 188 is 63 pounds. The Lite Dream 220 is $1,995 while the Lite Mystic 188 is $2,345. To fill the spaces between these new gliders Delta Wing has produced the following Lite Dreams: 165, 185 and 205, while the Lite Mystic line has the regular 155, 166 and 177 sizes available. Finally their new competition glider is the XCEL 160. This glider is the final configuration of the Sprint which they have been developing for three years. The XCEL has fiberglass radial tips, no keel pocket, Variable Geometry and a 34' span. This glider only comes with all options. The price is $2,600.
TOP BUSINESS MEMBERSHIP CREDITS School
Members
1 Hang Glider Emporium ............ 7 2 The Hang Gliding Center ........... 6 3 Mission Soaring .................. 5 Golden Sky Sails .................. 5 5 Kitty Hawk Kites East ............ 4 6 Flight Realities ................... 3 7 San Francisco Windsports .......... 2 Eagles Nest ...................... 2 9 Hang Flight Systems ............... 1 Chandelle ........................ 1 Windsports Int'!. .................. 1 Kitty Hawk Kites West ............ 1 Wills Wing ....... .' .............. 1 Mountain Wings .................. 1 The Hang Glider Shop (Ventura) .... 1 Maui School of Hang Gliding ....... 1
SHUTTLE BUS AVAILABLE Jerry Carson of Sylmar, CA shuttle bus fame is throwing in the towel. Anyone interested in the dual rear wheel and granny low gear vehicle designed to carry up to 30 gliders and pilots may contact him at: (818) 899-8860.
MAY
1986
IRON PILOT COMPETITION Are you always striving to be number one, trying to fly faster, further and higher than anyone else? Then the Iron Pilot Contest is for you. This will be a season long competition to find the best all-round pilot in New Mexico. The format allows a pilot to have a maximum of flexibility because it covers many different events each of which has a different format. The entry fee will be a low $15, this does not cover entry fees for the individual contests; 50% of the money will be for prizes and the other 50% will go to the SSA. All regular flying events are covered by the competition with the addition of a new event, The Moriarty Air Races. The contest will start on February 28 and end on September 30, which coincidences with beginning and ending of the New Mexico Cross Country Classic. The Covered Events are: 1986 Tetella Air Races 1986 New Mexico Cross Country Classic 1986 Sandia Fly-In Annual Moriarty Air Race
POD HARNESS IMPORTED
and landing. It is available in two sizes which are adjustable for the particular pilot's height and has standard parachute, glove, ballast, glider bag, and tie storage compartments. It has closing and opening strings, is available in a variety of colors, and comes with a back pack carrying case. Introductory price of $250 including shipping. Harnesses in stock or if ordered, delivery in three weeks. Contact: Silver Creek Co./John Middleton, 6032 N. 20th Street, Arlington, Virginia 22205, (703) 533-1965.
SEQUATCHIE VALLEY SOARING SUPPLIES Dennis Michels and Cliff Whitney of Chattanooga, Tennessee would like to announce the formation of Sequatchie Valley Soaring Supplies (Valley Soaring for short). Located on the bluff, next door to the beautiful Henson's Gap flying site in the Sequatchie Valley, Valley Soaring will cater to the beginning as well as the advanced soaring pilot. Valley Soaring offers simulator lessons as well as beginning hill and advanced mountain soaring lessons with top rated cross country pilot Gary Englehardt as your instructor. Lessons include all equipment as well as audio visual aids. Equipment is in stock and available from most major manufacturers including Wills Wing, Seedwings, Litek, Ball, Leaf, Cloudbase and many more. Contact: Valley Soaring, Rt. 2, Box 210-D, Dunlap, TN, 373Tl, (615) 949-2301, (615) 949-3384.
MAP SCROLLER
Blackhawk Industries announces a U.S. importing and distribution agreement with Silver Creek Co./John Middleton for the Pod Harness. Blackhawk Industries is a major New Zealand harness manufacturer that produces a pod harness very similar to the Keller/Airstream design. This pod harness has an aerodynamic design and is warm and comfortable, light in weight, has lots of storage area, and allows the pilot free leg movement for launching
Cone Enterprises has just introduced a new product to aid pilots in their cross country treks. The Never Lost Map Scroller allows pilots to install maps of
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UPDATE their choice into a light-weight, compact plastic box. The Map Scroller has a Lexan viewing shield which is virtually unbreakable and protects the maps from wind and weather. Maps are cut into strips and indexed before installing on the rollers and can be easily changed on the ground. Complete instructions are included. The capacity of the scroller is about 15 square feet which translates to over 100,000 square miles using standard aeronautical sectionals or 1/500,000 scale USGS topographical maps. The unit may be mounted directly on a bar, on a swivel clamp or strapped to a leg for seated pilots. Introductory price is $29.95 plus shipping. Contact: Cone Enterprises, 334 Chestnut, Louisville CO 80027.
Calendar May 1-4: Fifth Armual Fort Funston Air Races. Contact: Kelly Dearborn, 43-8 Downey St., San Francisco, CA 94107 (415) 431-6598.
May 24-26: 1986 Dry Canyon Fly-In. Pilot's meeting 8:00 AM May 24 at Space Hall of Fame, Alamogordo, NM. Entry $20 advance, $25 at LZ. Contact: Scot Trueblood, Box 1131, Ruidoso, NM 88345 (505) 378-34678. MAY 17-19, 24-26: Region 12 qualifier at Bath, NY. 30 pilot limit. Sponsored by the Finger Lakes Assn. Contact: Peter Fournia, 1744 Jackson Rd., Penfield, NY (716) 377-0535.
JULY 4. Antique Fun-In at Nags Head, North Carolina. Any 1970s kite. Contact: Vic Powell (703) 941-8212. Aug. 2-9: American Cup 1986. Hosted by Hang Gliding Assn. of British Columbia. Six-man teams. Mt. Swansea, lnvermere, BC Canada. Open distance XC. Entry fee $100 per pilot. Contact: Hang Gliding Assn. of B.C., 2960 Manitoba St., Vancouver, BC CANADA.
May 24.June 7: Tyrolean World Masters. Contact: World Masters Organization Committee, Post Office Box 32, A-6345, Kossen/Tyrol, Austria.
Aug. 23-24: 8th Can-Am hang gliding competition at Black Mtn. in Maple Falls, WA. Entry $20, includes camping. Trophies and prize money. Contact: Jeff Bowman (206) 293-3282 or Steve Best (604) 985-8521.
May 24-26. May 31-June 2: Region Ill regionals. Registration deadline May 9. Fee $40. Location San Diego. Contact: John Ryan, 4206 Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008.
Sept. 4-17: Masters of Hang Gliding. Invitation only. Contact: Joe Foster or Hugh Morton (704) 733-2013.
May 31: Aerial Expo at Crestline, CA. All aircraft types. Free steak dinner to hang glider pilots. Contact: Randy Novak (714) 884-4161.
March 1-0ctober 15: 1986 Montana Cross Country Competition, open class. For entry form contact: Roger Lockwood, 100 Tower St., Missoula, Montana 59801 (406) 728-8727.
June 9-15: Lariano Triangle XC Race. May 9-11: 14th Annual Hang Gliding Spectacular. Jockey's Ridge, NC. Contact: Kathryn Howd (919) 441-4124. May 17-18: Cystic Fibrosis Fly-a-Thon at Lookout Mt. Flight Park, Tennessee. Spot landings and other fun competition. Sponsored by Tennessee Tree Toppers. Contact: Matt Taber (404) 398-3541 or Jerry Dodgen (800) 241-2329. May 24-26: Second annual cross country hang glider tow meet. Contact: Cross Country Tow Pilots Assn., 8435 Spring St., Racine, Wisconsin 53406.
June 14-17: Wyoming XC Open at Whisky Peak. Open distance along a route. Ideal for first-time XC pilots. Entry $45. Contact: Kevin Christopherson, 1739 S. Mitchell, Casper, Wyoming 82601 (307) 265-4621. July 4: Second Annual Mountain Wings Aerotow/Aerobatic Invitational renamed to Dan Racanelli Memorial Aerobatic Invitational sponsored by SNYHGPA. Contact: Greg Black (914) 626-5555.
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
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COMPETITION CORNER INTERCOLLEGIATE HANG GLIDING MEET by Anne Louise Horgan
The registration table was already doing a booming business by 9 AM on the first morning of the 8th Annual Intercollegiate Hang Gliding Meet. Over 100 students and alumni ended up participating in this unique meet, cosponsored by the University of Lowell Hang Gliding Club and Morningside Flight Park. Meet directors Jeff Nicolay and Bill Blood once again pronounced it a resounding success. Since the focus of the fly-in is on skill development for all pilot levels, the tasks are chosen and judged with learning in mind. As usual, the largest group was comprised of new beginners who are rated on their launching and landing skills. As the weekend went on, their abilities showed noticeable improvement and their flights became longer and higher. Some pilots in this class had never been in the air at all before this weekend, and their exuberance rose in proportion to their air time. The beginner class launched from a 150° slope and were rated on duration and turning tasks as well as launching and landing skills. With the amount of concentrated air time available, this group also advanced at a rapid rate, with most students ready for a novice rating by the end of the meet. The 250' launch site was comman<leered by the novice competitors, who, as the smallest group, completed more rounds than any other class. It was a good thing, too, as they were closely matched in abilities. Their tasks included spot landings, duration and spot landing combinations, and a pylon course designed to rate coordinated turns. Once again, due to the availability of air time, many novice pilots were ready for the 450' ramp site by the conclusion of the weekend. Intermediate, advanced, and alumni pilots all competed from the 450' ramp,
12
and were given the same tasks, although each group was kept separated for scaring purposes. Flight tasks assigned were a pylon course, 360° turns, duration/spot landings, and a bomb drop, all with landing points/penalties included. The weekend went as follows: On the first day glider set up and inspection was conducted by Rob Bicknell, Safety Director. The first rounds of competition on all sites hampered by a strong north cross, (Morningside faces west), but sufficient lulls to allow for launch windows. Winds picked up around 1-3 PM enough to shut down the hill, but mellowed out later on to run more rounds. The famous Saturday night feed supplied by Marilyn Nichols (sail maker extraordinaire and new mother by about 10 days!) and crew attracted the largest crowd ever, and the chicken and rice and stuffed cabbage went like the proverbial hotcakes. The homemade cup cakes were great too! The food just keeps on getting better! By the 15th year we'll be swilling down Lobster Newburgh, I'll bet! After dinner, Randy Adams, (who placed eighth in the Nats in his first shot at them) and fellow National pilot Peter Lehman, from Pittsburgh, PA, spoke to the assembled students about the "outrageous" flying conditions on the West Coast. I'm sure the mid-western pilots will understand where we East Coast pilots are coming from when we say outrageous; here we call something 760' high a mountain! And our thermals are nothing compared to the ones encountered in Chelan. Oh well ... Sunday was rained out, so movies and videos in the barn was the entertainment for the day. Fun-flying commenced in buoyant air around 3:30 PM, and finished at sunset. Sunday evening, the lack of flying lent more energy for eating, drinking and generally whooping it up at the Top Hat Restaurant. It has been decided to include the Top Hat in the fly-in schedule from now on. Monday, the 14th, saw sunny skies and west-southwest winds. The flying was fast and furious and many more rounds were completed. By 3:30 when everyone was exhausted anyway the flying closed so the results could be tabulated.
The coveted school trophy passed from University of Lowell to the University of Massachusetts. This was a great beginning for the U Mass team! The final results were: School Score New Beginners: U. Lowell 229 I. Vincent Florek U. Lowell 224 2. Brian Putnicki 2 Mary Tierney U. Lowell 224 U. Lowell 217 3. Mike Krause 4. Nicole Desmarais Morningside 207 5. Bill Hoar U. Mass 199 Beginners: U. Mass 235 I. Julia Wells U. Lowell 221 2. Ron Boniella U. Lowell 220 3. Peter Schlosser U. Lowell 214 4. Ken Loehle 213 5. Andrew Okman U. Mass Novices: U. Mass 466.75 I. Gary Resnick Morningside 453.75 2. Robert Hastings 262.50 U. Lowell 3. Tenzing Keirnan 4. Richard Buterbaugh Morningside 209.75 182.25 U. Mass 5. Edie Semeter Intermediates: 1697.50 U. Mass I. Edward Flaherty U. Mass 1341.25 2. Brenton Blake U. Lowerr 1202.50 3. Chip Doherty 4. Jason Constantino U. Mass 982.50 Morningside 731.25 5. George Regan Advanced: Plymouth St. 1676.25 I. Peter Shanelaris Alumni Open Class: Morningside 2161.25 1. Jeff Nicolay Morningside 1900.00 2. Nick Caco Lyndon St. 1780.00 3. Bill Carroll Morningside 1532.50 4. Joe Zagarella 1382.50 5. George Di Perrio U. Mass Medical Two special awards were presented during the final ceremonies. Randy Adams, our aforementioned National pilot is also an artist and he donated two trademark pieces, finely sculpted silver wire trees, to be accorded to two individuals who showed the most heart and the most promise. Mary Tierney of U. Lowell was presented with one of the awards for her rapid growth in the sport and her "picture perfect" takeoffs and landings. The second sculpture went to Shirley Konowitz of U. Mass for her grit. and determination to learn to fly against all odds. Final congratulations are in order for all participants and especially to all who worked very hard to make this meet the enthusiastic, well-planned and successful event that it was.•
HANG GLIDING
COMPETITION CORNER POINTS OF CONTENTION by Bruce Case
"W
hat we got here ... is a failure. . . t' communicate ..." So goes the line out of Cool Hand Luke, one of Paul Newman's better films. It also happens to express the sentiments of several USHGA Board Members as regards the uproar over the most recent change to the Competition Points System. Seems some of you folks are more than a little upset, with threats to cancel Regionals and/or lynch Directors being commonplace. Cries of "Foul!" have been springing up from several sources, with some not-so-subtle accusations that the new system was designed exclusively to benefit California pilots. Since I live in the rather isolated hamlet of Minneapolis. (From L.A., go north approximately 1,150 miles, take a right at Seattle and go east another 1,650 miles. It's on the right. Can't miss it.) Well, I seemed like a logical choice to defend and/or explain this latest system. If it's fair for a boondocks flyer like me, it ought to be fair for everyone, right? As it is, I believe it not only to be fair, but very possibly the best thing that's happened to hang gliding as a whole for several years. Bear with me a few minutes while I elaborate. I should probably preface things with a brief explanation of what was wrong with the old system that led to its demise. In a nutshell, the points AWARDED did not always accurately reflect points EARNED. For example, pilot A might be flying much better than pilot B, and turning in clearly superior performances, and yet pilot A would actually be awarded FEWER CPS points. I think we all knew this was true to some degree, with the common senario being the local pilot who wins his Regional meet, gets 300 points, and promptly (and consistently) gets waxed at the Nationals by several pilots who got only 200 or so points in their Regionals. But while we may have
MAY 1986
known that something wasn't quite right, it took this latest Nat's to make it evident to all. What happened at Chelan was that a pilot finishing, say, 14th overall got substantially more points than a pilot finishing, say, 6th overall, simply by virtue of the fact that the 14th place pilot was registered in the Sporting Class and the 6th place pilot was registered in the World Class. This rather blatant injustice occurred because the old system weighed meet format and total number of pilots quite heavily, and gave only minimal consideration to the number of ranked pilots participating. That is, it didn't matter that several pilots were flying measurably better than you over the exact same course. As long as you were registered in the Sporting Class (which had more overall entrants), you could be beaten by someone in the World Class and yet be awarded more points. This observation certainly isn't meant to stir up the controversy between the two classes, only to note that there was a significant flaw in the old system that was centered around "over-consideration" of pilot numbers, and "under-consideration" of pilot ranking. The new system reverses this. The points awarded (hopefully "earned") under the new system are based exclusively on the number of ranked pilots you beat, with number of rounds and hours flown entering the equation only as penalties if certain minimums are not achieved. No more boosting of CPS points by signing up drivers, wives, kids, etc. (It has been known to happen!) You now have to fly in meets with ranked pilots and beat them in order to earn points. Sounds straight forward and fair, right? Not everyone thinks so. Since a substantial number of the top-ranked pilots live in California (5 of the top 10, and 8 of the top 20), some reason that these pilots can fly a couple of meets in their own backyard, gets lots of points, and get on the World Team, while all of us non-SoCal pilots are left out in the cold. This perception is based more on myth and stereotype than on fact. You may be interested to note that even if every last ranked pilot in Region 3 (SoCal) showed up for a local meet
(highly unlikely), the meet would still only be worth about 350 points. By comparison, this latest Nat's would have been worth about 610 under the new system (and anyone can go to the Nat's). In short, I think the geographical inequities will prove far less significant than most people imagine. Second, even if one or two high-point meets are scheduled in California, the rest of us are not left out. Besides the obvious solution (going to California and placing highly in their meet), there are other ways to earn a top 10 ranking. Simply qualify to fly in the Nationals through the standard Regional Qualifier. Go to the Nat's and prove you deserve a high ranking. If you do well, you'll get lotsa points. Come back the next year and do well again and get lots more points (I can virtually guarantee that two of the three meets used to pick the 1987 World Team will be the '86 and '87 Nat's, and we all have equal opportunity, gang.) Finish high in one other meet with several ranked pilots and that's it. Pack your suntan lotion, son, 'cause you're going to Australia. You may have had to travel a bit, but that's part of the price of being World Class. And it is only three times in two years. If that minimal commitment is out of reach, then a month off to go to Australia for the World Meet would prove truly impossible. Three meets, guys. Beat pilots with proven competition records (i.e., ranked pilots) and you're in. It's incredibly simpie and very fair. In fact, the only sustained objections that I anticipate will be from those pilots who have habitually abused the flaws in the old system to obtain artificially high rankings. "Cheap" CPS points are a thing of the past, and it is inevitable that some will grumble. What's fair isn't popular among all. So much for the alledged "inequities" of the new system. If that were the only misconception that needed to be adressed, I could go to bed now. Unfortunately, it's not. It seems several Directors, while acknowledging the system to be fair, nevertheless voted against it, believing that it would substantially reduce the numbers of pilots willing to
13
COMPETITION CORNER enter competitions in their area. This doesn't have to be the response, but even if it is, I'm not sure it's all bad. Consider the following. Let's assume, just for the sake of argument, that a few of the pilots in Region "Z" are really ticked off at the new system, and decide to make their point by cancelling their Regionals. In fact, they cancel next year's Regionals, too. Is this the end of hang gliding in that area? I don't think so. Mike Meier (author of most of our CPS systems, including the latest) and I came to almost exactly the same conclusion, though we were 2,000 miles apart and had not discussed the issue. Since he writes a lot better than I do, let me give you his scenario, taken from a letter on the subject to Liz Sharp. "What will happen, I hope, is that those pilots and meet directors who are doing it on a regional level only for the points will simply stop. Then the points system will cease to be the dominant theme of USHGA competition that it is now, and will become instead what it should have been all along, a small, supplementary system for picking the nation's top ten pilots for international competition. Such a system will still be open to anyone, but only if they make the kind of commitment to competitive excellence that should be expected of a world class athlete, including traveling where necessary in order to develop and
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prove their competitive abilities. "Meanwhile, on the local level, after one or two years without a Regional, local pilots will come together to celebrate flying at the regional level. Since there will be no dominant point system telling them what constitutes a valid pursuit of the sport of hang gliding, they will develop their own formats based on what seems like fun to them. They might have duration and spot landing for the Hang !l's and JJI's, and maybe a cross country clinic for the Hang ]V's. The whole thing will be low budget and low key, and everyone will have a lot of fun. Then, the next year when they do it again, more pilots will show up, and more than that the year after. Pretty soon, we'll be back to Regional meets with more than JOO pilots participating, and they'll be happening all over the country. '54nd about then, all the damage that the points system has done to the U.S. regional competition scene over the last six years will have been repaired. The system will still exist, and it will not have sacrificed its integrity at its one valid purpose: accurately ranking the top three tenths of one percent or so of the nation's pilots, and it will no longer be ruining the fun for everyone else." If big meets with little or no points awarded sounds far-fetched, consider the
1
fact that the only two meets that have consistently drawn over 100 pilots for the last couple years are meets that award absolutely NO CPS points. I'm speaking, of course, of Telluride and the Free Spirit Hang Gliding Festival in New York. And for those of you who may have been around long enough, think back to the level of participation we enjoyed before CPS was even dreamed of. In almost all cases, it was far higher than it is now. And while factors other than the entry of the CPS may be responsible for the steady decline in participation, the very least these examples teach us is that it is not necessary to award points in order to insure high levels of participation. So after all this time defending the new system, here's my suggestion. Let's all forget about utilizing the CPS at the regional level for a while, and concentrate instead on designing meets that will attract more of the 98.5% of USHGA members who don't give a rip about points. The emphasis at such a meet would be safety, fun, comraderie, fun, improving personal skills and fun. Have dealers or factory reps on hand to demo new gliders, give clinics on tuning, maintenance, etc. In other words, design a meet that would do something to serve the needs and desires of our general membership and not just the few who aspire to positions on the World Team. Surely this will be an improvement over the present dismal situation. (I don't think that it is coincidental that the one meet in our area constructed on this low key model was the best attended meet we'd had in years. The concept of having fun really does work!) And for the many talented pilots who would love to represent us in Australia ... GO FOR IT! Hold a Regionals and place well in it. Go to the Nat's and do well again. Prove yourself over a couple of years (as all top 10 pilots have had to and you're on a team. It's so dam simple that even a hayseed from Minneapolis stumbled into 8th place in the CPS this year. Good Luck!•
HANG GLIDING
TOW LINES
Truck~Towing
...
In 1986 we will celebrate Christmas in July. Sounds absurd? Well, so does driving hundreds of miles to Lubbock, Texas to hang glide, but that is what pilots from Colorado, Kansas, New Mexico and Texas did January 25 and 26. And what caused this calendar calamity? A new, complete towing system developed by Jerry Forburger and Mike Haley. Truck towing is a system designed to eliminate the inconsistencies and minimize the inherent dangers usually associated with towing. When Mike and Jerry got tired of towing each other they decided to have a party and debut their system to the world. How do you get pilots to leave their mountains and beloved bumps to go to Flatland U.S.A? Easy, invite Ron Kells to conduct a parachute seminar. Then when everybody shows - give 'em AIRTIME. And that is just how it happened. Rob Kells arrived on Friday with the news about our fallen brother, Dan Racanelli. A wake was hosted by Rob and we all managed to give Dan a proper send-off. We will miss him. Saturday morning dawned a new day as the activities began with a buzz. The seminar was officially opened with a plea for support of our USHGA. The day's itinerary was discussed followed by a tongue-in-cheek history of truck towing in the form of a fairy tale. Mike then used video to explain the advantages of the truck towing system and followed with brief instruction. Pilot's questions were answered and we all migrated to the tow road. MAY 1986
0 by Jerry Forburger Faced with blustery crosswinds there was an air of skepticism as most pilots watched Mike set up and do a couple of launches. Confident in the system, Rob Kells took a ride on Mike's HP and amazed everyone with a display of aerobatics. Then, after Troy Sullivan and Ed Goss each took a ride gliders began appearing from everywhere. Pilots from all over were introduced to truck towing. Saturday evening everyone met at the Bar-B-Que place and had a good meal, good conversation and beer. The final round of activities scheduled for Saturday included Rob's presentation of Wills Wing's new Sport. We were all amazed at the strength of this new glider. Rob also handed out an aerobatics quiz and you would be surprised how many pilots didn't know at what speed their glider stalls. Pilots then had the opportunity to throw their chutes. Rob instructed us all on the proper techniques and then repacked the chutes. There was a $10 charge to repack chutes. Rob graciously
donated his time and all of the proceeds to USHGA. Sunday was a full truck towing day. Both launch vehicles were busy all afternoon. Even though it was not a good soaring day some significant flights were made. Texas pilot Mike Degtoff (third in '85 Masters) logged an altitude gain to 7,100 feet and flew for an hour before cold air set in. Ed Goss took his demo ride on an HP seriously by staying up for nearly an hour with about the same gain. We had to stop truck towing early in order to get Rob to his airplane but we could tell the Airfest '86 had indeed been a success. All pilots went away with that ear-invading grin. The success was not ours but belongs to the pilots in attendance. They got the airtime and their smiles were well worth the effort. We were on the tow road for ten hours in two days. Nineteen pilots from five states launched 41 times and logged over eight hours in minimum conditions. Most pilots held an Intermediate rating but the
15
low-time launched with a novice and less than two hmm airtime. And a time was had all. Mike and would like to thank all of the pilots who make Airfest '86 such an eniova1ble event. And thanks goes to Todd 'Klutch' James, Warren Puckett, Dave Duecker, Marshiela and Toni For· These worked hard to in·· sure the event's success. Iii
has in the past much more ""'",,.~""'~~ pror1os1it1on than foot launch for and Mike of Air Time Of have made some great steps forward to make safer. The truck launch have
is prone and onto the base tube at the time of launch, which eliminates the need to transition from to prone. I feel that the ATOL folks have done their homework over the two years it took to is the top system. have done a very co11cc:pnia111zu1g and an innovative system. The winch and release hardware are clean and well and worked on my test I would recommend that anyone in·· terested in fl at land take a close look at this system. It's the best I've seen! Rob Kells TOP: Rob Kells steadies his Ed Goss and Wamm assisted Richardson, while Mike nose line. Photo Scott Trueblood. CENTER: Mike
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HANG GLIDING
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• Lifetime guarantee • Dealers Inquire about additional vol drsc • Price $40 INSTRUMENTS Ball 620H Vario,Aud,o $280 00 Ball 651 Vario,Audio-Altimeter w 10 fl steps $495 00 Ball 652 Vario Audio-10 ft. Altimeter-Airspeed $590 00 Retrofit Airspeed to Model 651 $130 00 Ball 670 Airspeed. 2.25 inch. 70 mph $125.00 Ball M-20 Wrist mounted Audio Varro. $200 00 Ball M-20 w earphone 1ack. . S250.00 Litek VE 12 wrist mounted $169.00 Lrtek VE 12 w earphone 1ack $179.00 _$169.00 Lilek VE 7 $198 00 Lilek VE 35. Roberts Vario & Alt $295 00 Hall w,ndmeter .s 21.50 MISC, MATERIALS & SUPPLIES Delta wing T shirts S B.50 Golf shirts S 12.50 Streamline tub,ng-1 · x 2112 · X .058 wall . S 7.50•h 5 lnstabush1ngs-1v,· 1 ,·· H, ·. Pis .S 2.00 Order 100. S 1.00 lnstabush insert for '·• bolt S .20 Delta Wing stocks all Progressiw Aircraft parts & accessories
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DEALER INQUIRIES INVITED
Inversion Flying Made Simple by Paul Startz
What in the world is inversion flying? Flying a hang glider upside down? Well maybe, if the inversion is strong enough. Let's look further at temperature inversions and how they can affect you. Everybody knows that air gets cooler the higher you go, right? Sometimes this is not true because of a temperature inversion. Temperature inversions are commonly called inversion layers, or just plain inversions because this helps explain their cause and effects. To understand the temperature inversion and how it will affect you let's look at Table l, which shows that the temperature drops the greater the altitude. This means that a hot pocket of air, a thermal, will break loose from the ground and rise just like a hot air balloon. It sees that the air gets cooler the higher it rises and continues to rise. This creates the kind of flying conditions that can make your day. A temperature inversion occurs when the temperature increases the higher you go. In Table 2 first the temperature decreases normally, but at 7,000 feet the temperature increases until reaching U,000 feet where it decreases again. This is a temperature inversion; the normal trend of decreasing temperature reverses, or inverts. At 7,000 feet 18
the temperature may be 50 °, whereas at 12,000 feet it could be 75° or greater. Temperature inversions can be anywhere from the surface to 20,000 feet. A temperature inversion can form several ways: warm air moves in at the upper levels of the atmosphere, or cooler air moves in at the lower levels, and usually there is a combination of both. A high pressure area is a large and tall mound of air where the high pressure gradually flattens out. This means that air sinks away from the high pressure area. Remember that dry air cools about 50° per 1,000 foot increase in altitude. So it is only fair that the sinking air from a high pressure area will warm up 5 ° per 1,000 foot decrease in altitude. When cool air moves in on the surface from a cold front, or coastal sea breezes, the temperature inversion occurs again - warmer air above and cooler air below. Now let's see what the temperature inversion has to do with us and how we can find out how high it is. We all know that a thermal, a pocket of warm air that forms on the ground, eventually breaks loose and starts rising. This thermal may or may not form a cloud. As the thermal rises into a temperature inversion, it suddenly finds out that
it is cooler than the surrounding air, see Figure 1. Wasting little time, it reverses direction and starts sinking. In fact, any cooler surface air that is lifted by a cold front, thermal or mountain range into the temperature inversion will quickly start sinking to the bottom of the inversion. Inside the inversion it is usually calm because no air can rise up from the ground into it. If the inversion is low to the ground and the surface winds are light, the air below it will be trapped along with smoke, haze and hang gliders! A quick call to a Flight Service Station at the local airport will let you know how high the bottom of the inversion is. They know by releasing weather balloons regularly. Or, if there are any clouds, the top of the clouds will mark the bottom of the inversion layer, see Figure l. Why? Because the cloud tops are actually cooler than the air in the inversions. And because they are cooler, they will sink to the bottom of the inversion. The cloud bottoms will vary depending on dew point and other conditions. If the bottom of a strong inversion is about 500 feet, the cloud bottoms have to be somewhere between the ground and 500 feet. An inversion base that is nearly 1,000 feet will usually result in a cloud base of 300 to 600 feet. And inversion bases near 2,000 feet will have cloud bases around 800 to 1,200 feet. This means your glider could reach a maximum of2,000 feet- in a cloud. Mountain flying with a strong inversion can create dangerous wind shear and turbulence at the boundary of the inversion. Cool air gets trapped in valleys, (see Figure 2) while air sinks down on it from a high pressure area. If the high pressure area is strong, wind passing through mountain passes and canyons can create sharp increases in wind speed. As the air sinks, it warms up and cannot displace the cool valley air. Thus it flows over the top of the cool valley air at high speeds causing wind shear induced turbulence. While the winds at the valley floor may be light and variable, winds at several hundred feet may be as high as 40 to 80 mph. This situation is not rare; it happens regularly and could seriously affect final approaches. The wind speed may not be as great, but inversions and mountains will always cause problems. I hope that you, armed with this information, will be able to select the best days for thermal flying. In addition, understand and respect wind shear at the bottom of large mountains while there are light and variable winds in the landing area. Have a safe flying season.• HANG GLIDING
15000 10 14000 15 13000 20 12000 oo 25 11000 ~ 30 10000 ~ 35 <( ~9000 c:: 40 w ~8000 a.. 45 ::? ~7000 wso ~ <( 6000 _J 55 5000 ~ 60 65 4000 cc 0 3000 z 70 75 2000 1000 80
60 65
70 oo 75 - - - - ~ 70 :::, ~ 65 <( c:: 60 w
a.. 55 ::? w 50 - - ~ z 55 O 60 Cl) C:: 65 w :> 70 z 75 80
- -
-
-
- TOP OF INVERSION- - - - - -
__ D ___ li __ ti . BASE OF INVERSION
1~ ~~
CLOUD BASES CAN VARY CLOUD TOPS WILL STOP AT THE BOTTOM OF THE INVERSION FIGURE 1
TABLE 1 TABLE 2
STRONG DOWNSLOPE WINDS 40 TO 80 MPH
___
._ ,_ SHEAR AREA
FIGURE 2 MAY 1986
19
A Brief Guide To Sail Care by Steve Pearson
A
properly maintained and serviced hang glider sail will still perform well and maintain an acceptable margin of airworthiness for a lifetime of 300-500 hours of airtime. Unfortunately, most gliders that I see in the field are pretty well thrashed after a fraction of this time. Even if you don't plan on putting 500 hours on your glider, you can save yourself a lot of time, money and frustration if you routinely inspect and maintain your sail. These suggestions are a brief guide to taking care of your sail. 1) Ultraviolet radiation is very damaging to polyester fabric. If you leave your glider assembled and unsheltered for long periods before and after flying, UV deterioration is likely to be the most significant factor in the premature wear of your sail. Try not to set it up until you are ready to fly; break it down promptly after landing. Also, the less time that your glider is left assembled and unattended, the less likely that it will be blown over and damaged. 2) Don't transport your glider any more than necessary. Most of the wear and tear on sails happens with the glider packed up in the bag, bouncing down the road. A good set of padded racks will help but certainly won't save the sail of the glider that spends 12,000 miles a year on top of a car. 3) Most glider bags are equipped with pads and covers for the severe wear areas. Watch for other problem areas. Oftentimes a piece of foam or an old sock placed over a sharp piece of hardware, when you pack up, will save you from the chore of pulling your sail and getting it patched.
20
4) It is a good idea to periodically clean your assembled glider with a hose, a soft brush and some mild detergent for areas with spots and stains. Most of the dirt that your glider picks up in the field is abrasive and will wear the fibers in the fabric and even the anodising off of the aluminum. Spots and stains usually aren't a structural problem for the fabric, but often will pick up more dirt or spread if they aren't cleaned. 5) If you are determined to remove a problem spot or stain, many commercial spot removers and solvents such as acetone, MEK, K2R, etc., are relatively safe for polyester. Before you try it on your sail, test the product on a scrap piece of fabric. Don't treat any more areas than necessary. When you are finished, flush the area with water. If you are trying to remove sticky-back nylon numbers or stickers, saturate the opposite side of the sail with MEK; slowly work the numbers off. If you are having trouble, consider keeping the stickers. Nothing looks worse or is harder to remove than a big black smudge of adhesive across your sail. 6) I don't recommend applying Armor-All or AP303 to your sail. Armor-All attracts dirt; both Armor-All and AP303 make it very difficult to repair sails because seamstick won't stick to the fabric after it has been treated. I am not convinced they provide any significant measure of UV protection. 7) If your glider gets wet, you should stand it on the control bar, spread the wings and let it dry thoroughly. The inside of the mylar pocket usually takes the longest to dry. If you
store it wet, the fabric can mildew. 8) When you pack your glider, take extra care to roll the sail neatly and unifonnly. Avoid creasing or folding the fabric unnecessarily. Properly packed gliders fit in the bag a lot easier and are less likely to be damaged during transport. 9) Your preflight should include a sail inspection. Small tears and abrasions in the batten pockets, double surface and mylar pocket are usually not cause for concern, however it is a good idea to monitor their condition; sometimes they tend to spread or are an indication of a wear problem. Tears in the trailing edge seam, the root area, the bridle atachment and sail tension anchor areas should be repaired before you fly. 10) Thomson's water seal, dope and other resin retreatment products: I've seen a lot of gliders treated with these types of products. Some worked fine; others ruined the flight characteristics of the sails. They don't restore any strength to the fabric. They generally do improve the feel and the static stiffness of old worn sails. The problem is that most of the sails that have deteriorated to the point where they would really benefit from this kind of treatment are no longer airworthy. There are other ways to breathe some life into old sails. You can have trailing edge patches or even a full span rein installed on your trailing edge. Damaged or worn panels can be replaced - especially the tips. The best time to have this kind of work done is in the off season when most lofts are a little slow.•
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photo hy Veng·Guang Jyh
Michael Lipscomb n Martin Luther birthday, I by decided to exercise patriotic civil flying at Little Mountain, a beautiful, rounded (960' AGL) hill, within the limits of Mt. Vernon, Washington. The mountain top, owned the Parks overlooks the Sound which is very soarable most of the year. The road up to the mountain is hard and a smooth 10-15 minute ride up and, in short, a real nice site. I prepared to launch. As I was hunkered and space, down, to the I heard the sound of a car approach up the hill from behind. I thought I could wait 20 seconds and the tourist a thrill. Just as I figured he was in position to see and I started to go, I heard the door open and a
24
very authoritative voice call out, "Halt!" Huh? I looked under and behind my and saw white printed numerals on the front fender of the car. Uh Oh! The cops. Not every one takes off from work to celebrate Martin Luther The "man" said I could not fly there. He was the City Parks Director and it was against park policy. Huh? I am out celebrating my civil rights. How dare him! I asked if there was a city ordinance against flying and he said no and I damned near took off then. I was upset. I had spent a half hour putting the glider together, parading around, holding off my launch to show off for the guy and then he gives me a hard time. Fortunately, my age overcame my natural adolescence and I sat the glider down and HANG G!.JDING
unhooked, thinking there was no need to make this an ego contest. He sort of owned the hill and I was the visitor from the next county and city. So I got into a discussion with him as to what the purpose was for his policy. He informed me that the City Council was meeting in two days to pass an ordinance outlawing ultralights, dirt bikes, offroad vehicles and hang gliders from using city property because of liability insurance problems. They were outlawing everything that had a substantial risk to it that was not a political necessity to keep. My purpose in life then became to prevent the passage of the law. I tried to convince the parks director that the city would not be liable if we killed ourselves because of the assumption of the risk theory of law. He said go talk to the city attorney. I went there in my grubbies. The city attorney was not celebrating Martin Luther King's day either. The hell with civil rights. The city attorney agreed that the city would probably win any suit brought by our widows or orphans if we killed ourselves on takeoff, but it would cost $5,000 to $10,000 in attorney fees to defend themselves, so he wasn't too impressed with a little preemptive law making. He was personally polite, but definitely not sympathetic to crazies that fly off mountain tops, even if they were brother lawyers trying to put life in perspective. Well, I had used up all of my personal charm so I had to try something else. I got on the telephone to call the "seniors," Mike Daily in Seattle. He'd had problems with the City of Everett and "Big Bird" aka "Fitz" Fitzpatrick of Seattle (he'd sold me my first eight down tubes; broken ones make wonderful wind chimes), and our regional director, Ken Godwin, in Winslow. The biggest help immediately was Fitz. He informed me of a state statute called the "Outdoor Recreational Use Act" which provided immunity to landowners who let people use their land for outdoor recreational uses. The owners could only be held liable for: 1. Intentional injuries; 2. No posting of notice or warning signs of known ani.ficial, latent (hidden) defects (telephone wires through tree tops, etc.); 3. Charging a fee for the use of the land. Armed with the statute, I went to the law library to see if it had been litigated and found three beautiful cases. Two federal cases and one State Supreme Court. As a Plaintiffs attorney, I was shocked at the immunity granted, but as a petitioning hang glider pilot attempting to keep a site open, it was very reassuring for the city. MAY 1986
I made enough copies of the statutes for the City Mayor, City Attorney, Parks Director, and the six City Council members and called the Mayor and asked if I could be heard on the agenda at that meeting. Yes, but I sensed further hostility (another tricky-outof-town lawyer). I called the pilots in the two counties to be there but none lived in the city (no voters, no political power as such). However, about four of the eight resident pilots showed up. I addressed the Council and asked for a continuance of the proceedings to get more information to them. I had called Russ Locke and he was sending up materials from the site manual; Ken Godwin doing the same. They were sending letters of recommendations from various cities and I wanted to get more statistics on accidents, etc. (I had Pagen's article from January, 1985 Hang Gliding). The Council agreed to postpone their decision and assigned 1t to the Finance Committee to study and report back at the next Council meeting. For the next few days I called lots of people trying to get some ideas on how to convince the city to let us keep flying. The city really had no measurable liability exposure, but they were running real scared because of their insurance liability problem. The illusion of fear was tending to put them in a paralyzed position of closing everything down rather than take a risk and have some possible exposure to even being sued. This is where Mike Daily was a big help. I called him asking for ideas and he just gushed out about the dream of flight, spirit of adventure and the willingness to risk. This was happening just after the tragedy of the Challenger and we were all admiring and eulogizing the bravery and spirit of Krista as the person next door who was willing to grow by taking a risk for these same dreams and spirit. I then called Pagen back in Pennsylvania for some ideas and told him what I had so far. He validated Daily's suggestions and I had to get out of my personal paralysis and start writing. I prepared a package for each Council Member, the Mayor, the City Attorney and Parks Director. The package contained the following: (1) xeroxed copies of the three court cases interpreting the immunity law, (2) statues R.C.W.A. 4.24.200 and 210, (3) Pagen's statistical chart in January 1985 Hang Gliding Magazine; (4) copies of five of the letters of recommendation from the site manual furnished by Russ Locke and Ken Godwin, and then a four-page epistle
telling how I became involved in the sport, why I loved it, and why I thought it was beneficial to the city to encourage hang gliding. Lastly, as the clincher, I made the supreme sacrifice and cut up the two hang gliding calendars in my office and enclosed a beautiful print in each of the packages so if the city elders would not read the 20 typed pages I sent, they would get the whole message by looking at a soaring hang glider. It all worked! Two weeks before my month continuance expired, the City Council passed the ordinance as proposed, except they expunged hang gliders from it! And, a week later, the City Parks Director called me up and asked if we could put on a demonstration during the city's Tulip Festival. The purpose of this article was to set up a starting base for other pilots to build on when faced with a site closure, they are: 1. Find out the purpose of the closure; 2. Show how that purpose can be met without the closure; 3. If it is legal liability, check the law for similar statues as our Outdoor Recreational Use Act; 4. Get a sympathetic lawyer (fellow pilot) to put together a short brief on why the landowner is not liable. It is my belief that our statute merely recites the general common law, so the principle is probably applicable in most states; 5. Then convince the Council why hang gliding is a positive factor in the community: (a) It satisfies our dream of personal flight; (b) Personal sense of adventure; (c) It teaches us the joy of taking a risk and going through our fear and feeling the "win"; (d) It teaches all of us that we can take charge of our personal lives; achieve success by doing whatever is necessary to achieve what has to be done, whether it be running off a 4,000' mountain or writing an article.•
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25
Quality: Every Magic IV is hand crafted with the finest materials available. Trend setting fittings and hardware have been incorporated to make the Magic IV a flier of engineering artwork. Minute details (in the sail) ensure that the sail is clean at all speeds. Wear points are eliminated with protective covers.
Availability: In the past, demand for Magics has exceeded supply. For 1986, we have booked more production slots for the peak season, ensuring faster delivery times. Some stock gliders are immediately available. Call the dealer nearest you (see dealer ad, page 11) for further details.
Performance: Just set your goals and the Magic IV will be the superior instrument to help you achieve it: • Be top of the stack through superio' sink rate • Flat glide at speed with lower twist • Endurance with easy handling turn coordination • Fast climb rate; self centering in thermais We know that when you find all of the above characteristics combined together in one great glider, your enjoyment in flying will improve.
Options: Your custom-ordered Magic will be built to your exact specifications: Choose from these options: • Speed Bar; comfortable hand position at all speeds, extra reach for speed • Magic Trimmer (VG); change the geometry to suit existing conditions • Pitchy; lighter bar pressures at speed, lower drag body position • Spring Tips with Tip Fairings; cleaner tip area • Half Ribs; superior high speed glide • 4.2 oz. Trailing Edge Cloth; handling, versatility • 4.4 oz. Firm Dacron TE Cloth; performance stabilized dacron cloth • Sandwich TE Cloth; the ultimate in performances, for pilots willing to sacrifice handling Standard Magics come with the following: • Airfoil Uprights • Airfoil Kingpost • Ball Tips• Breakdown LE • Nose Cone , Choice of Colors, Rainbow or Stripes• 4.2 oz. Main Body • Inspection Zippers
Service: U.S. Airwave provides a warehouse of parts and information to service the Magic line. Our continually growing inventory of replacement parts and accessories insures that your new Magic is never out of commission for longer than necessary. By improving on the service with excellent factory support, we've eliminated the fear of buying a European glider. No other distributor can offer you such a complete inventory. We offer next-day UPS delivery on most parts, and our professional dealer network is required to stock high turn-over parts to instantly fix your dinged Magic wing. Furthermore, you can rest assured Airwave Gliders are here to stay in the USA. Resale: High demand for a quality used glider in most guarantees that your investment will not be lost when you resell your Magic(if you ever choose to). A used Magic is always well sought after.
Dealer Inquiries Invited P. 0. Box 1153 • Mercer Island, WA 98109 Phones 206/622-8132 or 537-2297 • Telex 296585 800 Mercer• Seattle, WA 98109
The Hall Airspeed Indicator precision instrument for the serious pilot. Rugged, dependable and easy to read.
A
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Price: Simply put, the best form of economy is buying Quality! Just ask some one (could be you) who has jumped on the "bargain buy" and ended up saying, "I should have bought a Magic." Tubing and Fitting Specifications: The Magic is crafted with 6061T6, corrosion-resistant Aircraft tubing i n ~ sizes. Aircraft quality nuts, bolts, fittings, in U....S..~- And ll,_certified to stringent European standards. Available in three sizes... 155, 166, 177 square feet. Contact: Call the dealer nearest you (page 11) for more information on how you can become a Magic glider owner. Dealer inquiries invited (see dealer ad for specific area).
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Foreign & C.0.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00/pair Foreign & C.O.D. orders add $2.00 Hall Brothers P.O. Box 771-H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders (801) 829-3232
WOULD YOU PAY 30¢ FOR A MAGAZINE YOU DIDN'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays 30¢ for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine. The Post Office returns undeliverable magazines to us and charges us 30¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation.
SYSTEMS TECHNOLOGY, INC. P.O. Box 585 Seymour, TN 37865 Chris Pyle
--------------------------BETTER TAKE•OFFS & LANDINGS OR YOUR MONEY BACK! And that's a promise. We want to make flying MORE FUN. And that 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_Tak~-off and Landing Seminars. Intensive on-the-hill. videorecorded practice and classroom study. You will come out a better pilot or your money back. Give us a call for class dates and reservations.
fi1 l551DJl'.) SOARlnG CEnTER~ - ·
ill
~ ''··
is
to aim the camera. the time when the best shot is somewhere other than where the camera is While ca1m~ra and remote release is a set-up much of the time, since the shutter can be without your hands from the base in smooth conditions it is nice to be able to up the camera and aim it 1b this end, I have constructed a and secure arrangement that all times. can1era in reach with and The show the without the camera, mounted on the base tube. Attached to my camera is , manufactured by Sunrise Creations 8341 Lemon Ave., Mesa, CA 92041. If you wish to order one from them, the is $8.00 residents add 6% tax), metal could $1.50 postage.
but you would need a screw to attach it to the mount on the bottom of the camera. The show MAY 1986
the details of a for holding the camera attached to a standard Ball vario of 3/32" aluminum from the hardware store, each about 4" x 5". With bend out two corners of each sheet and put them back to back. Drill holes or each and secure with nuts and screws. The bent comers become that the clip from sliding off '"'''"""""'JS on how easy it is for your clip a of stair tread to slide on the to one side friction material can be of the On the back side of the use epoxy cement to glue a made from a of two-inch-wide hook Velcro. A similar of pile velcro should be glued to the back of the
above the thin clouds at the diffs at Westlake, CA. shadow is surrounded cmnpllete rainbow called "TI1e ABOVE: The camera and
flap is not secured available to the pilot. comers of the and the stair tread tape, it will not slide off in norbut when you lift the camera the mal slightly, it to slide from the Of course, the camera Tl
LEFT: A camera mounted on the base tube with the Note camera strap tied to the down tube and secured with wire. flll' a hose
in case you drop it in Practice it while on the ground to become familiar with np the t'P,,J~,C'111,ll it (l!J the the Ball clamp to the base nose down to sec if the camera touches (what, you never bonk?) the In even moderate turbulence, it may not be to steer with one hand and grab the camera, aim and shoot, and put the camera back. But there arc plenty of times while in smooth air, enjoying a nice or between thermals, when are calm enough to float like feather and is easy. Don't you wish you had your camera? A of words here about cameras that arc suited for flying. First of all, a built··in motor winder is but with this arrangement, you can cock the shutter while the camera is on the mount, so your prcs1:nt 35mm camera will do as it is. An automatic system is standard on most cameras these and One invaluable for any aerial of the of hand holding your camera is that a moderate telephoto, around 90mm, can be used, instead of the ultra-wide lenses most are taken with. This is vc>fAA•Hu,y to-air shotq of other goes from 35-90mm is ideal. If you own a 35mm camera, try it out with whatever lenses you have and see how it works. it focused on infinity (unless you like real close to the hillside while you take pictures), and use a "'"''"""'5
28
The top of the
sh«Jwimii; the stair tread tape.
of l/250 or faster. A medium shutter film such as Kodachrome 64 works fine when the sun is out, and will give you pictures than a high speed film, although the latter will be better on cloudy days. If you do not own a camera and would like a as to what is the best for hang gliding, I can highly recommend a Canon T70, and I say this even though all my other 35mm equipment is Nikon. At the time I bought my T-70, the new Nikon N2000 was not available, or I would have gotten it instead, since it matches my lenses. But if you are fresh, the Canon has several slight advantages over any other camera with built-in motor winder. One of its metering modes, designated Tv, is shutter pnonty, which means you can set the shutter speed and it will adjust the aperature for the correct exposure. This is common enough, but what what is unique about this mode on the
T-70 is that if you select a high such as l/500 second, and the light drops to such a level that 1/500 with the lens open all the way is insufficient for proper exposure, the camera will drop the accordingly, then raise it back to where it was originally set when the light increases. All the controls arc button-operated on the top of the camera, and there is an LCD readout of exposure information. Everything is easy to use in flight. However, if the temperature gets quite cold, like around the camera may not function, but all electronic cameras can fall prey to this problem. OK, so now you can go out and take some pictures and maybe garnish all the fame and accolades that come from getting them published in high quality magazines like Hang Gliding. Remember, an all--color calendar every
HANG GLIDING
neck for It's not on flight5, if, like most you wear a helmet. What other activity can you think of where you are to lay prone and of support a
is in For ten dollars and a half-hour of your time you can say to a sore neck while tell it all, u,,c;;i,,uauy, a
cord (shock cord) is used to secure your helmet to your carabiner. To aid in comfort and retain lateral mobility of the a roller attached to the end of the slides a length of nylon cord attached to the helmet. As an option to make it easy to disconnect the helmet when on the a brass clip is placed in the cord and fastens to a loop comout of the roller. To determine the proper points for the nylon cord to attach to the helmet, lie with your head off the end of a bed or table while your helmet and have a friend hold up your head by placing their where the cord will go helmet. As support the see if it feels comfortable. ferences in the of these two points will make a difference in how the helmet feels. When a satisfaetmy arrangement is found, drill two holes and attach the nylon With tension with the .roller in to the roller at the back of the helmet, it should clear the helmet no more than 1/4·-inch. NOTE: It is vitally important that this cord be to it from slipdown over the back of the helmet, or else the helmet will be forward and
MAY 1986
cover yonr eyes when you go prone! Should you ever have an prnblcm with the simply go vertical and fly from the down tnbes, which will relieve the tension on the cord. At this point, you can reach back and nnclip the helmet from the Cut a length of bungee cord longer than you will need it to reach from the roller to the carabiner, so that you will be able to its later need to. The idea long enough to support most of your helmet yet not be so tight as to restrict movement of the head. In actual flight, you will find that it takes more effort to look down the length of your harness toward your toes, but how often do yon do that? There will be virtually no restriction of side-to-side movement. Sec that the cord docs not slip forward and fall in front of the helmet when it is not under tension (such as when you are standing at launch!). At Hie carabiner it shonld be looped twice and secured with a rubber band like
the parachute bridle so that it does not slip up the 'biner. Don't to consider the Head as part of your ment, and include it in your The roller is actually a deflexor pulley from the old Wills Wing Alpha and SST, and they still have them in stock. Also, they can be for $6.00, postage mcmoca, from Ch and ell e Manor Plaza, Pacifica, CA 94044. Once you've flown with this 5ystcm, you'll wonder why you were ever so mean to your neck before. Thanks to Chandelle Area pilot Scott ABOVE: The Head iu use at Fort Funston, San Francisco. BEWW, 1mrr: Detail the deflexm· used as a rollex· on the cmd attached to the helmet. BELOW, RIGHT: The attaches to the ca1·abiner and with a thkk rubber
29
At 41 Clms ,s a liel1c11ptc1 pilot for tl1c Ventura California Fne Department ·I m actnally what I always wantecl this 1s wllat I rlomg when I was 10 ' Tl1at's a l1v1nq Wl1at's he rlo to, fun?
For last years, found tile life of tlie SPORT FL Yrn well su1terl to l1is leisure tastes He lie l1as $1,:JSO invested 111 learning Gorlll Clms is a learner. Over ttw years, he has p11rcl1aserl worth machines Is 11 a gooci investment to Ile a "Yes. th years of fun " And Still COUlllln!J
A
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P.O. Box 483 • Van Nuys, CA 91408 • (818) 787-6600 • Telex No. 65-1425
was the 1985 Nationals in Chelan, last summer, when Bill Bennett showed a group of his new "Bullet Chute". The of such a deployment system were instantly obvious to me: quick no hand throwing, less bulky (heavy) harness, more streamlined harness, easier to reach "D" blc (almost) to in wires, better pro·· tection for the chute, lets dowu flat. The were not so oh· vious! More on this later. After much discussion and talk from everyone 1 flashed on testing the Bnllet for old Uncle Bill. I myself wanted to try it out. I thought it was neat! It took some fast talk on my part to C(Jna· vince Bill to let me take the Bullet back to 'L,U,tttU:JtmJIJ).;" to test it After I had reminded Bill that the Racoon Mountain Adventure Park's simulator (formerly of would be the only logical to and quickly test the Bullet, under flying conditions, Bill readily "Great!" I thought, "I'll have a new toy to play with and get some ink on the side." Well, it's not been quick, but it was After doing about three or four
seminars, using the fabulous Crystal Simulator, deploying my own chute and other people's about 15 times over the years, and having them all work quite well, I didn't envision any problems. However, old Murphy and his Laws were lurking nearby. Careful arrangements were made with Dennis van Dam (Aerial Dynamics) to sew on a rip cord, to have a super photographer available, a video person, a simulator operator, weather as ordered, plus myself to complete the task. Murphy had other plans. No photographer, no video, but we did it anyway! And with great results. Mounting the unit is straightforward and no problems were anticipated. However, the stainless mounting brackets were vc1y sharp. Several cuts later the unit was mounted. Runthe cord cable to the pilot was done per instructions, but the cable was a little long and since I didn't want to cut up Bill's Bullet I routed the cable in a real line so that it would tem1inatc at the on tl1c harness. We mounted the plastic wire tics along the Since l'rn familiar with the feeling and timing of hand deployments I was amazed
at the quick and strong shock ,~n""ri1P.mrNi at full canopy much quicker and stronger opening shock than hand deployed! Also, while our measured static pull was in excess of 40 pounds, the actual dynamic pull was much less. In fact, the easy rip cord pull fort was so low in the air, as compared to static tests, that I thought something broke. I turned and looked back immediately and saw the pilot chute pulling the main chute out of the Bullet housing. Bam, the full canopy shock pitched me off balance, WOW! Well, since the chute was out of the bullet all I had to do now was put it back and do it again when we had a photographer available. Easier said than done! One more little problem reared its ugly head. The Bullet's cover cap was lost! I had figured that the cap would be restrained somehow, but it wasn't. By watching the out-of-fucus video replay we could see the cap fly off and out of the picture. After four hours tramping around the briars and thorns we gave up. No big deal, I thought, just have Bill send me another one. U nclc Bill suggested I make a substitute out of something or other, however he relented and sent me two more caps. Leon (high adventure parachute and HANG GLrnlNG
the
sequence to fit into the bag (ex,, ccpt and pilot chute, of course). Then we put the stuffed into the Bullet cannister. We put it in about and then prclceect(:d to huff and puff, push and shove, gnmt, sweat, groan, and moan! It was all in, with cap in place, after about an hour. morning fortune abounded: two videos, two photographers and the wind was coming straight in. We planned and rehearsed the sequence several time~. Doug had his trick camera set at five frames a second and he would start shooting when I pulled the cord. After launching, I had both hands on the base tnbe before going for the cord. At the predetermined spot I the handle from my harness and about three seconds later the stopped slipped down the cable. What and 1 a great I was elated! ordeal was over and I could now get my wife off my back. As I was out of my harness came limping up to me with a tale I refused to accept. His trick camera had failed to advance the film at all! No pictures? "No What? that thing I said, as my previous helper had disap .. Leon saw our plight and laughingly started the whole thing into the can· nister. It didn't all fit in but would work for MAY 1986
The advantages proved themselves during our The disadvantages must be viewed in the proper perspective. They all are minor problems that can be compensated Jar or liw,d with. The primary disadvantages we found were: tail heaviness, heavier glider difficnlt to install, must hook in and out, static pull, difficult to repack, possible ripcord jamming. This recovc1y system is a serious entry into the hang glider market. I feel it would be very useful for the serious aerobatic and cross count1y pilot, and for the pilot who has to get back to the office on Monday, Check it out!
Construction
Lines Band Upper Lower
ABOVE, LEFT AND CENTER: Bullet sequence on the simulator. RIGHT: Author Chuck Toth
Flat Circular 20.4 feet 314 sq. ft. Block/Bias 18 Gores Continuous Line 380 lb. Kevlar Braid x 500 lb. Kevlar l x 500 lb. Kevlar 4000 lbs.
3.3 1.5
I
promised some folks I'd write this story, and I hope you find it worthy of the reading. It's a short tale about a tall mountain down in old Mexico, and a few Texans who rode south. Now, you're probably expecting one of those little travelogues about bright sunny days, good flyin', and friendly natives and I hope you're not too disappointed. Myself, I'd as soon leave out the part about the good flyin' and proceed directly to the friendly natives; as for the sunny days, you couldn't ask for prettier ones. There was only one cloud in the whole sky, and it just happened to be right on top of the tall mountain; but I'll get back to that later. The mountain is Cerro Potosi, a name I've never heard pronounced correctly in English since those r's roll off into the sunset like the smoke behind a Monterrey bus. (I say this even though all Texans have a natural bent for the Spanish language. Any one of them can say "Que Pasa" and "Buenos Dias" and "Cerveza, Per Favor" quicker than you can squeeze a lime into a Tecate. After that they kinda take on a knowing look and stare off toward Dallas.) Cerro Potosi is going to be a legend some day. At 12,000' MSL, it towers over 6,000' above the Mexican state of Nuevo Leon, a sparsely populated agrarian district at the north end of the Sierra Madre Oriental mountains. In fact, there are already enough tales to tell about Potosi to make it a legend, and the person who could tell them best is a crazy Texan by the name of Steve Rudy. We call him crazy because he moved from Texas to California last year, a feat even wilder than his launching off Horsetail Falls. Steve's led more expeditions up Potosi than any other man alive. In fact, the last time I saw him he was 2,000' above and leaving downwind over a cloud. Now that really was an underhanded trick, since he was the only one on that expedition who could speak the language. In fact, his Spanish was so good he once got his car fixed down there without even pointing or making gestures. Getting back to our story, it was a different day that dawned on the Jalapeno Patrol. A day real close to Labor Day last year, sunrise occurring about two hours south of the border in a land that time just dimly remembers. It's a real good idea to cross the border in the wee hours, by the way. The line to cross 34
The Jalapeno Patro1 by John Moody
is real short and "a tip to the wise" will turn your vehicle inspection into a cursory glance. I'm going to digress a moment to introduce the members of the Patrol, name a few names, if you will. I know this is going to take up a little space, but the pay-backs are good. Our interpreter was Ann Moody, the girl of my dreams. Our photographer was Linda Marczak, who has always been like a sister to me, and who had come along to witness her first-ever aerial ballet on dacron wings. The relief driver was Melanie and I'm not sure who she was with, but she added a lot of color to the group. The pilots, beside myself, were Carl Geers, President of the Austin Flyers; Steve Brenner, Ace of the International set; Vince Collins, Dean of the lecture circuit (on most subjects); and Texas Rookie of the Year, Paul Sussman. We stopped in Monterrey to have breakfast with the only native pilot in northern Mexico, Rodrigo Hernandez. He met us in the heart of this true metropolis driving a new, large Japanese motorcycle and safely guided us through this dazzling bustle to the outskirts of town. This is like New York City with road signs in a foreign language, no catalytic converters, belching smoke stacks, (no EPA jurisdiction) and distractingly beautiful girls everywhere. The Jalapeno Patrol made its way through town like a caravan of Iowa fanners visiting L.A., horns honking on all sides. We tried to concentrate on the road, but the city, with the Mexican penchant for color, was like a kaleidoscope
- surrounded by 2,000' to 3,000' mountains. Our flat Texas eyes were watering literally! We stayed in the little village high in the mountains behind Monterrey. (The village shall remain nameless out of deference to a Fort Worth soul-brother who feels we may be spoiling the local culture with our decadence and our money. He may be right, but they already have television, so I think they know what's what.) The hotel was a little primitive by Holiday Inn standards, but it had double beds and hot showers for 600 pesos/night. To put this in perspective the current exchange rate of pesos for dollars was 335/1 and rising daily. (PEMEX gasoline, the only game in town, goes for 56 pesos/liter.) The people there are proud and friendly, although a little distant and cautious. They don't live like us, and we try very hard not to point that out. We are all survivors, and I really think their pace takes more grace than we have. Every Mexican town is built around a plaza. It is the social center, the hub of their universe. In our little village it is especially lovely, with a gazebo/bandstand in the center, surrounded by flower boxes and maze-like hedges interspersed with long benches. In the evening, music drifts from loudspeakers and bounces around the lighted square. The senoritas walk by us tittering and giggling amongst themselves, stealing glances in our direction. Their male counterparts sit in small groups watching us organize our gear, apparently debating who is the more macho. Sometimes we bring out a hacky-sack and get them into a game. Unfortunately, their concentration is often marred by their machoism and the loudest and boldest, and, generally biggest, kicks it half-way across the square, where some little nine scurries out from behind a bush, scoops it up, and heads for the casa. Whereupon a chase and a scuffle ensues, progressing at least once around the bandstand, until some aspiring amigo retrieves and returns it, overflowing in perfect Spanish. We let out with a triple "gracias" and look for Dallas. In the morning, the square is good for reflection. Except for two old men on a bench, and several sweepers in gray khakis, nothing is moving. On this, my third trip to Potosi, Vince points out that the sweepers HANG GLIDING
the loeal convicts. the scene has new and I realize how we are from Houston. The distance between our cultures is also revealed their one-room
from the square and none open before o'clock. Purthermore, these are not on time so it will be a while before breakfast restless and die but the cup con lcche" with fresh hot 1nilk it, the kind with the on top, from that goat tied up in the back had to wait. Vince his rollerskates and pn>ce,ecle,d put desecrate the semi-sacred
tl1e comer. That net was my of toward the town. were all still woke up MAY 1986
and the little stucco church on the was our second and there that Hurricane Elene the Gulf of Mexico, was moist east wind at the mountain and the !op 2,000' was covered with a cloud. On 1he west side of the mountain we could but the wind at our we couldn't. see the wind ribbon. we tied up the and sneaked off to a secret water fall
when we got back to town. dance on the nlo,,rnrtumtl baille" and the net was gone It didn't look like a celebration, so up on the Basilica. Next I'll racquets and balls for our was clear as On the started up the cobblestone mountain road, but within ten minutes of the top, socked in Phil Wiseman and his bride Pattie were
there. We hadn't seen them in two As we waited for the clouds to clear, I decided to clear away tl1e six tall bushes below the east launch. This launch a shallow has a sleep 50' of bushes before it away. I out of these bushes last time I was can reach up and at me and pro·· you. ceeded to have a party on top with the two Mexican Manuel and Roberto, radar station who operate uccmi!mially, s<im,elX)dV would come and go back to the over to the party. About one o'clock a hole and we could si~e the below. Geers hooked in broke one downand launched off. He tube in the bushes and he had a spare, so no deal. He didn't even try for the chan·· nel was A little later, Phil up his new HP and ran off. then Steve, Roberto, Manuel progress with the the bushes his base tube, and caused him to yaw a little
before the could clear my he hit our with a and 180ed back into the bushes. Two downtubes
another hole and Carl another attempt. This time he dove the channel we cut and was gone. minutes we watched him umfor the clouds in sink like a Paul but his new tloatiu'
is man/machine combination. After two launches, Vince was stoked. He filed missed the channel, the Bushmasters Club. The air up there was thin! didn't the but his so he
ABOVE: Paul and Carl (in the middle) think these are a party. Photo Steve Brenner. LEPT: Cad Geers
""'"""'" our rescue excursions, l up of old lumber. TI1e guys told me to it out of their who didn't like
Linda Marczak.
hands and since we and me construct ramp. Manuel located hammer and nails, and 16' ramp so fast think was an instant model. I reckon the ramp was we and sail(~d off there like we
assault with two in mind. we have bad case of comet fever. The Patrol has a to claim as the National Comet of Texas. Be-
has
36
weather, so we have break for our aerial
below us. full moon on March may even allow for night flight over the comet. To commemorate this Inter-Stellar is des:ignmg shilt with more Mexican color than a Mariachi Band. is slew of Our second
best" distance records and some "kick"Thke a look at the Brownsville Sectional or the World Aeronautical Chart for northeast Mexico. Cerro Potosi is miles due south of overlooking the town of El Potosi. It has an east a northeast launch, and a west slope launch which can handle northwest wind. Also, the mountain top is an open dome with an excellent southwest down the northeast side is a plateau with a 3,000' launch above the town of El Potosi. once landed on the ~.,~,uum,, the in the of the chief of an isolated Indian there. at For cross country, we may be another Owens Potosi is the high 40 miles northwest point of a to Saltillo. It is also on the western of a mountain range another 400 miles south-southeast! From what we've seen, west of these mountains is flat, open farm land. So it's hook-in and adios, muchachos! HANG Gl.lDlNG
RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME
CITY, STATE
INSTRUCTOR
Leonard W. Bates
Bellevue, WA
Roger Hanson
Ramsey Bishop Deborah Bohlen Victor Branson Robert Broom Steve Dignam Frank J. Male Steven A. Niessner John J. Pacholski Harvey Packer John R. Rankin Paul Rinaldi Carl A. Roth James C. Swift Larry Waldman Mont Williams
Hawyard, CA Mill Valley, CA Windsor, CA Redwood City, CA L-Os Altos, CA Pleasanton, CA San Mateo, CA Menlo Park, CA San Mateo, CA Fremont, CA Fellon, CA L-Ompoc, CA Menlo Park, CA San Mateo, CA Sunnyvale, CA
Dan Murphy Charlie Whitehill Eric Beckman Sam Nottage Dan Murphy Pal Denevan Wally Anderson Ron Hess Wally Anderson Wally Anderson Pat Denevan Ken DeRussy Dan Murphy Wally Anderson Rob Engorn
Jeff Berkowitz Nathan Foster
Santa Barbara, CA Maui, HI
Ken deRussy Sam Nottage
Ken Carter Gerald Dalen Matt Gilbreth
Phoenix, AZ Tempe, AZ Colorado Spgs., CO
Doug Gordon Doug Gordon Ron Wilkinson
Cory lzett
Whitefish, MT
Roger Lockwood
Stephen Kaczmarek
River Hills, WI
Ron Wilkinson
Julie l"arkhurst Robert Stevens, m
Londonderry, NH Chelmsford, MA
Bill Blood Bill Blood
Robert Bonheimer Doug Chambers D. Randal Moran Brian Russell Wesley Russell
Fairfax, VA Bluefield, VA Arnold, MD VA Beach, VA VA Beach, VA
Steve Wendt Lawrence Battaile Chris Thompson Chris Thompson Steve Wendt
Vincent Davis
Greensboro, NC
Chris Thompson
REGION
2 2
2 2 2 2 2 2 2
4 4
CITY, STATE
INSTRUCTOR
Dave Balaria Justin McMinn Davis Straub
Medford, OR Celan, WA Seartle, WA
Terry Tibberts Doug Johnson Tom Crowder
Gred Cross Michele Cross Vern J. Elliot Ronny Gaal Lee Hounshell Danny Howell, Jr. Phil Hyatt Han Luethi John Maywom Michael McGinnis Kevin S. Mepham Monte S. Meyers
Concord, CA Concord, CA Berkeley, CA Berkeley, CA Lafayette, CA Camarillo, CA Carson City, NV San Jose, CA Mammoth Lakes, CA Sparks, NV Belmont, CA Berkeley, CA
Charlie Whitehill Wallace Anderson Rob Engorn Rob Engorn ARob Engorn Michele Sandlin Gary Wood Rob Engorn John Reilly Mark Windsheimer Rob Engorn Charlie Whitehill
Oakland, CA Milpitas, CA Foster City, CA Sebestopal, CA Campbell, CA Redding, CA San Jose, CA
Pat Denevan Dan Murphy Rob Engom Eric Beckman Pat Denevan Phil Sergent Rob Engom
Jeff Bauer Casey Carrigan Paul Carter Antoinette deBoissenzon Nathan Foster Richard Lee Fraser Catherine Jackson Chris Kutch Ed Lindow David L-Oudenback Daniel K. Munger John K. Ninomiya Chris Smith Dave Wood
Alta L-Oma, CA Huntington Beach, CA LaCrescenta, CA Woodland Hills, CA Kuau, HI Van Nuys, CA Oxnard, CA Riverside, CA Huntington Beach, CA Torrance, CA Venrura, CA Los Angeles, CA Oxnard, CA Santa Ana, CA
Dan Skadal Dan Skadal Joe Greblo Joe Greblo Sam Nottage Joe Greblo Greg DeWolf Paul Bums Dan Skadal Joe Greblo Jim Woods Joe Greblo Jim Woods Dan Skadal
Neil Barnert Dale Bugby Brian K. Johnson Peter A. Kaserer Craig Kirkpatrick Kathy Kosies Mark A. Rowland John H Wilbur
Ft. Collins, CO Avon, CO Laveen, AZ Albuquerque, NM Cascade, CO Tucson, AZ Wheatridge, CO Ft. Collins, CO
Rob Faris Mark Windsheimer Bob Thompson Chuck Woods Ron Wilkinson Russell Gelfan Mark Windsheimer Bob Faris
Kenny Harlan
Elkhart, KS
Ron Kenney
Frank Accetta Toni Accetta George Cooper
Norwalk, CT Norwalk, CT W. Hartford, CT
Paul Voight Paul Voight Jeff Nicolay
Scott Conklin Mark D. Jenkins John Mcleroy
Bridgeville, PA Cincinnati, OH Springfield, VA
Dan Demaree Gary Elhart Jake Alspaugh
9 9
Robert Howe
Maitland, FL
Rob Kreske
10
Curtis Graczyk
Ft. Worth, TX
Gary Scheer
II
Martin E. Decker Jane Lenard
APO, NY Poughkeepsie, NY
Gary Elhart Paul Voight
12
IO
REGION
2 2
4 4 4 4
12
INTERMEDIATE RATINGS City, State
Observer
Dave Partlow Mike Zones
Spokane, WA Waterville, WA
Larry Strom Merle Roberts
Josef Bohm Michael Gottlieb Carl Gronberg Stephen Hamill Eric Jorgensen Kirk Knight Harold Smith
San Francisco, CA San Francisco, CA Novato, CA l"alo Alto, CA Santa Barbara, CA San Francisco, CA Pebble Beach, CA
Rick Canham Rich Canham Rick Canham Daniel Hegglin Ken DeRussy Weegie McAdams Jim Johns
Name
MAY 1986
2
7
NOVICE RATINGS NAME
Anne-Marie Palotas Roger Prive Steven Rappaport Tom Sapienza Derk Schaupmeyer Ken Shaw Allen Waldman
2 2 2
2 2
Region
2 2
2
37
RATINGS AND APPOINTMENTS
,
Can you handle this glider?
ln 1982, nonce pilots .;ere being told b~· all the big ranufacturers that !hey weren't ready for a doub]c-surff.ce hang ghder. So nost of then ended up bU!,'ing .a single-surface ship that they outgrew qulcl;]:,· and sold w1th1n a ve!r or so nut Pacific \1rndcraft created the VISION, a true high perfor..,ance doublc-,rn dace glidf'r that no1 iees could gro~ with. l!ost of their ,:-ust-:>r.iers Hli)·ed ;,lith the glider r1~hl up to their l[ang four rating. The:, found that th" VISION's range of ad1us\r;ienl nade jt a ship thRt HasrCt obsolete ~fter a few >easons. This year, e:1·errbody e/sc" will be le/ling fC·U !llllf !he no1:i~e
~s/·.!a:~:~~ ~,:,~e:. !ow-t·nist, h.lg~, perforn.ance glider ·,11th no \..eel 1
Are ~ou going lo belieYe the111! Be,:,,,usn PuiJic l\"rndcra{c has just introdueed the VISION ECLI PSI':, a glider !hilt ri,als the be>t in glide nnd sin\.: r.1te, yet handles better and !ands easier lhan !"Ost Q{ today's n~, Jee ships. \\e didn't ]UH improve the VISION, we re-ir,1·enu•d 1t. Th" VISION ECLIPSE': 1s the ereation. ,;{ Jean-~,lichel Bernaseonl and Oob En,:!and, designers of sor.ie of the ,rnrld's hottest hig-h-pedorr,,ance and tnlerr.ed.ate gliders. There's no !..eel poc~H or wastioul tubes Eo drag you don"n. Tt,e \.:tno"post is f,1:red. The nu1ngs are the lightest ,1nd dean.est you',e e, 0 er seen. A nerl fo,u-1 /e,i.Jing edge seetion reduces mid-rib se,: ,rnd h/ghSP<<'d d1s1ortior.. High perforr.ianc,; gilders don't ha;·e lo he stiff, hard to land, and no Cun to fly. 1.-et's face it . if a glider [s 30 hard tony thal you need lhJ:rty hours )Ullt (o wire into ii, how much o( your precious air time are you actually going lo enjoy! But ,dth. th.e VISION i,:cLIPSE, you can step into h.1~h pe:forc,~nce on 1·.:,urf1rs1fllgh1,·..,.helh.eryou'reano;·jceoranexpertp1lot. .'i,nd there·s a h.ost of options ~ou can order wilh yoH glider or he;e your dealer instoll later. features like ,·ar[able g-eo;'lelry, exclush·e Safe-Edge faired downtubes, custon ~e1]wor~, our pro.E,n 3rJCG hang polnt sy,Hen, speed bar, .itnd f'lOr.,. .-\nd each VISION F.CLJPSE CO':les ;i[lh three ~tandf!rd foatures that nobody else offers ... a guar•anteed de!lvery drrte, a one-year wsr("ar,ty, and two free semi-annual ,:tcal!!r Inspections. Call :,our dealer today fo· a t,;st fllghl on lhe VISION l':Cl,IPSE. You'll be d!!lighted to find hon' en1oyable a hig~ perfornance glider can be.
.r.
FLY THE OWENS VALLEY! JUNE 14 • 22
FLY HAWAII AUGUST 17 • 24
Let our guides show you X-C Flying at its best in the incredible OWENS
This year treat yourself to a hang gliding vacation in paradise with all the details taken care of.
Guide Service is provided by USHGA Certified Advanced Instructors and experienced OV Guides who know the weather patterns, best X-C Routes, and site protocol.
VALLEY.
Trip includes: 'Airfare & Accommodations - 6 days on Oahu 'Airfare & Accommodations - 2 Days on Maui *Rental Car & Fuel Both Islands *Driver *Packing & Shipping Your Glider to Oahu 'Rental Glider on Maui 'Windsurfing at Kailua - (Lesson & Rental) 'Snorkeling in Hanauma Bay, Fish Sanctuary *Site Seeing & Free Time Oahu accomodations are at a new highrise, 2 blocks from Wakiki Beach; 2 people per room. There you'll fly at famous Makapuu Point, where the lift is as incredible as the scenery. Then you'll go to Maui and stay at the Palms Motel on a tropical beach. Here your guide will take you to the awesome Haleakala Volcano for a 10,000' vertical flight. Trip Fee: Pilots $1195, Nonpilots $995.
Route t, Bo~ 153 fl-I L<:,:i\.:out ~!ounfa111, TennesseE, JJ 350 (400 39S-H33
Salinas, CA 9390< HOSJ lE-ln9
*Prepaid reservations required at least 30 days in advance. (408) 384-2622, P.O. Box 828, Marina, CA 93933.
All transportation and retrieval is provided by a radio equipped 4 wd and a driver who knows how to find you! With these details taken care of, you'll fly Sierras and the White Mountains, at launches like Piute, Gunter, and Horseshoe Meadows. Trip Includes: *Guide *Driver *Rides Up & Retrieval *X-C Seminar *Lodging *Advanced Instruction *7 Flying Days, Weather Permitting Total Cost $395. Call for reservations: Kitty Hawk Kites (408) 384-2622, P.O. Box 828, Marina, CA 93933.
~ \Vasalell \V111ts,.c. MAY SPECIAL
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$130.00
*Quality Craftmanship *Designed For Ultimate Strength *Steel Carabiner, Standard *9000 Lb. Main Support
*Custom Sizes & Colors *Over 200 Already Sold *Send For Free Brochures * Dealer Inquiries Invited
•Harnesses For The Recreational Pilot• 12129 South 2160 West • Riverton, Utah 84065 • 801-254-2242
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 rypes 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. About equipment: Choosing, caring for, and making best use of a glider, harness. parachute, instruments, and other equipment. Sail cloth tips. About speed-to-fly calculations: Dolphin vs. classic flight. Your glider's polar. Techniques for gliding furthest, fastest. Speed rings. Please rush me _ _ _ copies of Hang Gilding According to Pfeiffer: Skills For the Advancing Pilot at $9.95 each, plus shipping and handling: $1.00 first copy,$ .25 each additional (airmail $2.50 first copy, $1.00 each additional). Californians please add $ .60 sales tax per copy. Total enclosed: $ _ _ _ _ _ _ __ Name:--------------Street: - - - - - - - - - - - - - - City: - - - - - - - - - - - - - - State/Zip _ _ _ _ _ _ _ _ _ _ _ _ __ ... Dealer inquiries invited -
Make check payable to Publilec and mail with form to: Publitec Editions, P.O. Box 4342, Laguna Beach. CA 92652, USA.
714/497-6100 •••
Variomatar: 2 vario response times (0.7 and 2 sec.) automatic zero point adjustrnont, temperature stabilized
warranty your local dealer
ACHIM J. HAGEMAN
COUNTRY HANG GLIDING
Altimeter: high quality oleo· tronic instrument
$1795.00
986 $ 495.00
totally energy componsated glido calculator airspood 8·100 mph altimeter range 200001 Mccready Speed ring 2 vario response times Sinl1 alarm stopwatch (100/00 sec.) 1 year warranty ask your local dealer
29 State Street, Santa Barbara, California 93"!01 (805) 687..:3119
CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dente<l tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them 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. COMET 165-Mint cond. must sell $1100. or best offer (303) 237-5770 eves. COMET 165-Excellent condition, low hours, clean sail, $800. (818) 791-2517. CONDOR 151-$500. Size small Wills Wing stirrup harness $75. Rita (805) 963-4896. DEMON 175-(Salinas) Custom sail; trike adaption; cocoon harness with parachute. $600. for all: Buzz (502) 459-2905. ATTACK DUCK 160-Ex. cond. Wills Team colors, Special, $1000. (Wis.) Dale (414) 473-4093 or (414) 473-6898. 180 ATTACK DUCK-Red, gold, white. 3 flights, 4 hours airtime. New condition $1200. (615) 828-4343. ATTACK DUCK 160-Good condition, blue, rainbow, white, $1000. obo. Robertson custom cocoon. 5' 6" - 5' 9" $120. (303) 634-4372. DUCK 160-only 20 hours & 24' parachute, full harness, Bell helmet, Robert's vario, hand fairings - all new. $1875. (805) 962-6369. EIPPER FLEX! 3-20", 185 sq. ft. Like new. Best offer (502) 459-5371. GEMINI 164-Yellow, blue, white. Very good condition. Cocoon harness w/chute. V~rio, altimeter. $1200. (313) 247-7135. UP GEMINI 134-Mint/New condition, sharp. Three blues, white trailing edge. Cocoon harness. Must sell. First reasonable offer (612) 462-1966 evenings (Sara). HARRIER I 177-Blue & white. Great handling. (612) 731-4372. HP-Pacific blue leading edge. Ex. condition, Wisc. $1600. (608) 362-8174. HP-All white, spectrum wedge. 10 hrs. airtime. Immaculate, no dings. $1900./0BO. (619) 753-4599. HP-Low hours, great performance, too much glider for my weight. Buying new sport. $1700. (805) 643-4873 1981 MOYES MEGA 172-Flies great, low hours. Harnack Harness. Windhaven Parachute. $850. Detroit, Ml (313) 979-3305. MOYES METEOR 190-U.S. built, 12 hrs., clean, good first hi-perf. glider, fly it single, tandem, trike, or tow. $800. (213) 410-4461.
MAY 1986
160 PRO-STAR I-Excellent. Red/white/black Wasatch Wing custom faired cocoon 5'9" 6'0" with chute. Complete. $650. Condor (218) 722-3137. RAVEN 229-Excellent, low time $495. (205) 942-9603. RAVEN 209-As new condition, two hours air time, $500. (818) 791-2517. SENSOR 510 180CExcellent condition. $850. (814) 355-9240. 180 STREAK-Dark blue, pacific blue, light blue, excellent condition. Make offer! (214) 382-3305. STREAK 160-Completely black. $650. (303) 442-7949. STREAK 130-New, very reasonable. Cash or trade for boat, car, motorcycle or etc. Willie Carr m9 Colonial Avenue, Roanoke, Virginia (703) 343-5606. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. WILL TRADE-Moyes Meteor 170 (Comet type), good condition, for Gemini, Dream, or Raven. (608) 274-0163. WANTED-Raven 179, 209, or Lancer 180. (608) 274-0163. (Wisconsin). MITCHELL B-10-Complete with spoilers, foot launch hang cage, trike with engine and trailer $2500., chest mounted parachute $325. Robert Ewing (714) 336-1716.
Schools and Dealers ARIZONA ARIZONA WINDSPORTS-Certified instruction utilizing skyting and the World's only man-made trainer hill. New & used gliders, accessories, parts & repairs. ll14 W Cornell Drive, Tempe, AZ 85283 (602) 897-7121. ARIZONA HANG GLIDERS USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. CALIFORNIA BRIGHT STAR HANG GLIDERS Sales - service restorations. All major brands represented. Santa Rosa, CA (7(ff) 584-7088 CHANDELLE HANG GLIDING CENTERUSHGA 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 sine:! 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varios, and spare parts. Located minutes from US IOI 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. 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 Pameron, Ignacio, CA 94947. (415) 883-3494. DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! MISSION SOARING CENTER-Serving the flying community since 1973. 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. 43551 Mission BLvd., Fremont, CA 94539. (415) 656-6656. MOYES CALIFORNIA - 22021 Covello St., Canoga Park, CA 91303 (818) 887-3361 or 173 Bronte Road, Waverley, 2024 N.S.W. Australia 61.2.387.51[4 OWENS VALLEY HANG GLIDING - Located at the Bishop Airport since 1978. Glider parts and supplies. Airframe, sail and harness repair. Site and weather information. P.O. Box 1535, Bishop, California 93514 (619) 873-8367. PINECREST AIR PARK - Instruction, sales, service. (714) 887-9275. 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. 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) 988-0lll. CONNECTICUT CONNECTICUT COSMIC AVIATION - 14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills, 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 lnstructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.
41
CLASSIFIED ADVERTISING MINNESOTA
NORTH CAROLINA
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.
KlTTY HAWK KJTES, INC. - P.O. Box 340, Nags
NEW MEXICO UP OVER NEW MEXICO INC. - Certified instruction, sales, service. Albuquerque, NM (505) 292-0647. NEW YORK FLY IDGH 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 Aerotowing. Featuring the most INEXPENSIVE prices on gliders, repairs, parts, and accessories available. Call or write: (914) 744-3317, 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.-Most complete hang gliding shop in area. Located on top of Ellenville mountain. USHGA certified instructor and observer. Concentrated hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest prices in area. Large mail order inventory. Tom Aguero, PO Box 347, Cragsmoor, NY 12420 (914)647-3489. WESTERN NEW YORK-Hang gliding and Certified Instruction. Rochester Area Flyers. Call Dave (716) 454-2179.
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.
International Schools and Dealers JAPAN
SAURA1DWN KJTES-Winston Salem (919) 760-1390 or 983-3570. Hang Gliding School w/certified instrucot; dealer of Seedwings, Wills Wing & Delta; new and used equipment. OREGON EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists. PO Box 362, Pendleton, OR 9780! (503) ?:/6:/462.
Distributor major brands hang gliders (Airwave, Magic), instruments, parachutes and ultralights. Tokyo 03/443/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/?:/24 (April 1 - November).
PENNSYLVANIA
SWITZERLAND
SKY SAILS I.:fD. 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 10 CH-8152, Opiflkon, Switzerland, Airmail. Telefon 01/810 26 48 From USA 0041/18 10 26 48.
UTAH FLY UTAH WITH
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.
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.
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.
~------------------~-~-~---------------------------------
I I USHGA CLASSIFIED ADVERTISING ORDER FORM I 35 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word)
I Photos - S10.00 I OeAdllne, 201h of the month six weeks before the cover date of the I Issue In which you want your ad (I.e. March 20, for the May Issue). I Bold face or caps 50C per word extra. (Does not Include first few I words which are au!omatlcally caps). Speclal layouts or tabs S20' per I column Inch. I Payment for first three months required In advance. I I Please enter my classlfled ad as follows: I I I
Section (please circle) Rogallos
Schools and Dealers Emergency Chutes Ultralight Powered Flight
Parts & Accessories Rigid Wings Business & Employment Opportunilies Publications & Organizations Miscellaneous
Begin with _ _ _ _ 19 _ _ _ _ Issue and run for _ _ __ consecutive issue(s).
My check _ _ money order _ _ is enclosed In the amount of $, _ _ _ _ _ __
Name:~---------------------Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
t
I
I
Number ol w o r d s : - - - - - - - @ .35 • - - - - - - -
Phone Number:
P.O. BOX 88308, LOS ANGELES, CA IIOOee I (213) 390.3095
1
1---------------------------------------------------------' 42
HANG GLIDING
CLASSIFIED ADVERTISING Parts & Accessories
Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW! Lots of students ... not enough instructors. Send resume to: Mission Soaring Center, 43551 Mission Blvd., Fremont, CA 94539. School and dealer. PILOT RESUMES NEEDED!!!-We are putting together corporate sponsored contracts and need pilots. All types needed ... competition, tow, ultralight, balloondrop, etc ... USHGA required. Foreign pilots welcome. Resume to Whitt Wings, Inc., P.O. Box 1652, Lilburn, Georgia 30247, include $10. processing fee.
Publications & Organizations QUICK RELEASE CARABINER - Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.
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.
SOARJNG - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00 SSA, P.O. Box 66071, Los Angeles, CA 90066. 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.
Videos & Films
BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego, CA 92106 (619) 455-6036. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066.
The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $!0.00 is charged for each photograph or logo. Bold face or caps 50C per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA 90066.
IF YOU WANT YOUR PARACHUTE TO HAVE .. FLAT CIRCULAR SOLID GORE CONST. o High Drag Benefits • Low Volume • Faster Openings
SHOPS: Want 6-12 used trainer harnesses, helmets. Send info/call 1033 Spaight St. #3-C, Madison, WI 53703 (608) 274-0163.
VENT CAP COVERING APEX HOLE
BALL 652 VARJO/AUDI0-10 ft digital altimeter, 0-80 mph airspeed - new price $590. - LEAF new price $490. Ball 653 vario, 10 ft digital altimeter, 0-70 mph airspeed new $540. Demo $275. L.E.A. F. (303) 632-4959.
'h'' TUBULAR NYLON REINFORCEMENT
• Quicker Openings
• Slower Descent Rates • Reduced Risk of Apex Line Entanglement
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 ATIACHMENT
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.
PRESCRJPTION FLYING GOGGLES-Finest quality Mark 9 flying goggle complete with single vision clear lenses $109.50. Photogrey lenses $20. extra. Bifocals $30 extra. Send prescription and pupil distance. Leonard Maggiore Optician, 69-03 Fresh Pond Road, Ridgewood, Queens, NY 11385. (718) 386-5339. BALL 651 VARJ0-$250. Master Com CB radio $200. (808) 579-8ff/7.
Miscellaneous
• 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
TYPE XVIII BRIDLE • Sewn with 5 cord thread • Strength rated at 6000 lbs.
SAILMAKING SUPPLIES & hardware. All fabric types. Catalog and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426.
DROP TESTS TO FAA C23B TSO STANDARDS
1978 4 WHEEL DRJVE - Ford Fl50 P.U. Tool box & rack. (415)534-0659.
• Protective side line cover • UV resistant material
PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3'h" dia. Inside or outside application. 25C each. Include 15C for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066.
For complete information on all High Energy Sports Products, contact your local High Energy Sports
COMFORT PACK DEPLOYMENT BAG o Safety locks
, , , THEN YOU WANT A HIGH ENERGY SPORTS PARACHUTE! Dealer or:
~
2236 W. 2nd St. • Santa Ana, CA 92703 (714) 972-8186
MAY 1986
43
CLASSIFIED ADVERTISING Stolen Wings TYPE: '78 Elite 174. Stolen Dec. '85 Billings, Mont. COLOR: Red leading edge, keel pocket and tips. Yellow sail, blue bag, orange training wheels. CONTACT: Dick Irwin, 512 S. 36th St., Billings, Mont. 59101 (406) 259-2901. Reward. TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. 1, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345. TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078. 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 I\/IANUFACTURERS ASSOCIATION
Index To Advertisers Air Tech Electronics ................... 40 Airwave .......................... 11, 26 Airworks ............................. 19 Ball Varios ........................... 38 Bennett Delta Wing Gliders ...... 17, 31, BC
1983: Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160
1984: Skyhawk 168, 188 Light Dream 161, 185 Comet II 135 (and 135, 165, 185 with V2 battens) Pro Dawn 155 HP 170 Sensor 510-160 VG Moyes GTR 162 VG
Gianforte ............................. 15 Hall Brothers ......................... 26 High Energy ....................... 3, 43 Kitty Hawk West ...................... 39
Leaf ........................... , ... · .11 Litek ................................ 11 Lookout Mt ........................... 17 Mission Soaring .................... 11, 26 Moyes .............................. .40 Pacific Windcraft ................... 21, 39 Para Publishing ........................ 44 Publitek .............................. 39 Roberts .............................. 14 Santa Barbara H. G. . ................... 40 Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1985: Light Dream 205 Dawn Comp 160 GZ 155 Mystic 166 VG, 177 VG Sensor 510-B 160 V.G.
Sport Flyer ........................... 30 Systems Tech ......................... 26 USHGA ........................ IBC, IFC U.S. Moyes .......................... 15 Wasatch Wings ........................ 39 Wills Wing .......................... 6, 7
Ad Deadlines
Para Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103
All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e., March 20 for the May issue.
Telephone: (805) 968-7277
\.
44
Send For FREE Brochure HANG GLIDING
USHGA MERCHANDISE ORDER FORM 300KS
PRICE
MAHBllDS by Maralys Wills. Entertainingly takes the reader trom hang gilding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIRCATIOH MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook !or skysurting. FLYING CONDITIONS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HANG GLIDING AHO FL YING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques tor cross-country, competition & powered flight. MANNED KITING by Dan Poynter. Handbook on tow launch flying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features !light ol 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 DFRCIAL FLIGHT LOG. 40 pgs. Pocket size, skills signoffs (all levels), glossary ot terms, awards.
$17.95
QUANTITY 8-1
B-2 8-3 B-5 8-6 B-7 B-10 B-11 B-12 8-13 B-15 8-16
AMOUNT
$ 2.00 $ 7.50
$ 7.50 $ 7.50 $ 7.50
$ 4.50 $ 6.50 $ 4.50 $ 1.00 $ 1.50 $ 2.95
ITEMS ,.HEW .. USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: SM L X-L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLO (CIRCLE ONE) "HEW" USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 31/, x 211<. USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst wlblack print). USHGA EMBLEM DECAL 31/,'' dia., full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.
1-1 1-2
1-3 1-4 1-5
1-6 1-8 1-9
$ 8.00 $ 8.00 $ 5.00
$12.00
$ 1.00 .25 $ 5.50 $ 8.95
HANG GLIDIHG/GROUNO SKIMMER BACK ISSUES .. 'SPECIFY BY CIRCLING ISSUE NUMBER"'ISSUES HOT HUMBER ED ARE SOLD OUT',.
PRINTED COPIES:
PRINTED COPIES:
20, 21. 22, 23, 24. 25. 28, 29. 30, 32. 33. 34, 36. 37, 38, 41. 42. 43, 44, 45, 47, 56. 58, 59. 60. 61. 62, 63, 64, 65, 66. 67. 68, 69, 70. 71. 72 73, 76, 77. 78, 80, 82. 83, 86. 87, 88, 89, 90, 91. 92. 93, 96,
$ 1.00
$ 1.50
98, 99. 100. 101, 102, 103
PRINTED COPIES:
105 - 14-11
$ 2.00
14-12
S 2.50
Curren! Issue
"HO TAX OH MAGAZINES"
MAGAZINE SUB TOTAL
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USHGA MEMBERSHIP APPLICATION FORM (#4)
USHGA BASIC SAFETY REGULATIONS (PART 100)
USHGA MERCHANDISE ORDER FORM (#14)
USHGA PILOT PROFICIENCY PROGRAM (PAAT 104)
USHGA LILIENTHAL AWARD FORM
ACCIDENT REPORT FORM (#15)
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MAIL WITH CHECK OR MONEY ORDER TO:
USHGA, PO BOX 66306, LOS ANGELES, CA 90066
DEL1A ltllNli FOIi
'B&I
The '86 Lite Dream combines the best features of any intermediate glider on the market today That's why it continues to be' the # 1 se lling glider' The Lite Dream offers: more sizes 145 , 165 , 185, 205 & 220 ; light weight - 42 lbs . (145 Dream) ; smooth predictable inflight handling; exce llent performance & best price . Price .... . ...from $1595.
Ll1E Known for its exce llent performance & ease of handling , the highly competitive Mystic has undergone significant re-e ngineering to provide this year's pilot with the lightest all American airframe glider available today! Weight savings have been gained without having to use more expensive & exotic th in-walled tub ing . The Lite Mystic also features : 5 sizes - 144, 155, 166, 177 & 188; foam leading edge pockets ; streamline king post and best of all the price . Lite Mystic ......... .$2295 Reg. Mystic with VG & all options ... $2495
Ll1E IIIIY511C Box 483 , Van Nuys, CA 91408 818/787-6600, Telex 65-1425 • Watch next month's ad for the release of Delta Wing's new high performance glider - the XCEL!