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

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

Revised 12/85

(213) 390-3065

(USPS 017-970-20)

Features 14 Balloon Drop

Columns 3 Viewpoint

by Gail Gray Combining the oldest and the newest forms of aviation.

by Greg DeWolf and Raoul Mazzoni Greg and Raoul are out to change the image of the sport. How about a name change?

18 A Farewell To

12 USHGA President

A Friend

by Russ Locke Russ talks about site procurement.

by Rob Kells and Mike Meier Remembering Dan Racanelli.

The Land Of Daedelus

13 USHGA Reports Page 14

Departments

26 A l\1oney Back Guarantee? by Lynda Nelson Some experienced pilots decide to take Pat Denevan up on his landing clinic.

Page 19

44 Index To Advertisers

by Tammy Lynn Douglas A humorous and informative look at the fine art of chasing hang glider pilots.

32 HG Glider Review by Paul Burns Paul takes a look at Delta Wing's monster 220 Dream.

by Scott McMillion photos by David Henly Foreign soarin' at the Ignacio Plaza Nationals.

Page 26

COVER: Dan Racanelli performing aerobatics at Grouse Mountain during the summer of 1979. Photo by Leroy Grannis. 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.

JUNE

1986

4 Airmail 8 Update 9 Calendar 10 Competition Corner 37 Ratings and Appointments 41 Classified Advertising 44 Stolen Wings

28 Hang Drivers

Venezuela's Aragua Valley

by Cindy Bricker Executive Director's report.

FOOi' LAUNCHED SOARING WAS NEVER BETTER Spring is here, and the hawks are soaring in the first light thennals. 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 perfonnance 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! To get the champion in handling and perfonnance, 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 (615) 949-2301 (615) 265-1539

Don Miller Canadian World Team lnverrnere, B.C. Canada (604) 342-3811

John Leslie Arizona Windworks

U.S. World Tham Draper, UT (801) 942-1103

l..any Tudor

Phoenix, AZ (602) 997-5364

Mark Bennett U.S. World Team Santa Rosa, CA (707) 525-0385

Bill McKellar Sun Valley Sensor (805) 682-8428

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, ll!ustrator Office Staff: Cindy Brickner, Executive Direc/or Amy Gray, Manager Joyce Isles, Rmings Lars Jacobsen, Membership

VIEWPOINT

The Great Debate: What's In A Nrune?

USHGA Officers:

Russ Locke, President Dick Heckman, Vice President Bob Collins, Secretary Dan Johnson, Treasurer Executive Committee:

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 ll: 'Mlrren 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, Be«ina 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 (FAD, the world governing body for sport aviation. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities •mch as re.cord attempts and competition sanclions.

HANG GLIDING magazine is published for -hang gliding sport <mthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned. a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66'.\06, Los Angeles, Calif. 90066 and whose offices are located at ll423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Seeond-class postage is paid at Los Angeles, Calif. and at additional mailing offices. The typesening is provided by 1st Impression Typese«ing Service, Buena !'ark, Calif. The USHGA is a member--controlted educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, r/7.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

JUNE 1986

by Greg DeWolf and Raoul Mazzoni

rose by any other name would probably smell as sweet, but would hang gliding by any other name sound quite as dangerous? When we first got into the sport in the late 1970s, there was a debate going on in the various magazines. You might even call it the Great Debate. The basic issue was whether or not we should change the name of our sport to something more lyrical, more poetic, more in keeping with the beauty and gracefulness of our unique form of flying. At the time we were filled with the enthusiasm of new pilots, discovering a dream come true - the most wonderful, personal, free form of flight yet achieved by man. We couldn't believe that our sport needed a fancy name to spur it along. We couldn't believe that anything could hold it back. We pooh-poohed the idea as a frivilous, demeaning, marketing ploy. The response from the membership at the time was predominately negative. Yes, Lots of people thought it was "hand" gliding and that pilots actually "hung" on with their hands. The psychological impact of the word "hang" did add to our perception as a death sport. But basically the name was considered correctly descriptive. We "hang" in a harness in the airstream. We "glide" from a mountain launch to a landing zone. Simple enough. Just a few years earlier half the people in the sport called gliders kites - a throwback to the days when gliders looked like kites and when pilots tied useless pieces of string to their gliders so that they could tell the FAA that they were, in reality, tethered kites. Hang gliding seemed more correctly descriptive than "kiting". At the time, we didn't see much point in changing the name. It would have been a monumental undertaking and didn't seem worth the effort. If you had told us then that one day we would be trying to resurrect this old issue, we would've laughed at you. But then, isn't life funny? Here we are in 1986 representing Fly America and suggesting just that. Hang gliding needs both a face lift and a name change. The sport has progressed incredibly in the last ten years, yet has not managed to get word of its development out to the general public. For six years, Greg owned a hang gliding shop and school and tried in

vain to profitably sell instruction and equipment. Over the years thousands of people would tell him of friends, and friends of friends, who had been hurt chasing the dream of flight on a hang glider. The public perception of hang gliding as a high risk endeavor for the mentally deficient hasn't changed much. Wuffos still inevitably mention "sudden downdrafts" that will "throw your glider to the ground before you can do anything about it" - memories of the days when standards would go into full-luff dives and take up to 500 feet to recover, killing lots of people who did not have 500 feet of altitude to spare. The purpose of Fly America is to change the public image of the sport. Modern day hang gliders bear little resemblance to the gliders of the 1970s. A few, easy-to-understand changes have revolutionized the sport. Parachutes, helmets, defined airfoils, bridles, and washout tips have taken a high risk sport and turned it into a relatively safe sport. A death rate of 40-50 people a year in the mid-1970s has declined to around five to ten per year. Accidents and deaths are usually the result of pilot error, not faulty equipment. But the general public doesn't know any of this. Fly America is a national promotional tour for the sport of hang gliding. Its intent is to educate the public to the realities of modern hang gliding - to change the public's perception of the sport. What better way is there to let people know that hang gliding is new and different than to change the name? The name change that we are suggesting would take place in March of 1987 and would be tied to the Fly America promotion. The USHGA would change its name, Hang Gliding magazine would change its name, and Fly America would spread the word about a whole new sport to the public. Because the name would be new, it would be newsworthy. The answer to reporter's questions about why we are changing the name is always our PR pitch about modern (insert our new name here) and the significant changes that have taken place in the sport in the last ten years. The name change focuses public awareness on changes that have taken place within the sport which is exactly what we are trying to promote.

VIEWPOINT While we still hang in a harness in the airstream, we no longer just glide to a not-sodistant landing zone. Today, we fly, we !hermal, we soar. In good weather, a capable pilot can fly for hours. Cross country flights of one hundred miles and more are commonplace. Roy Haggard once told me a story of someone many years ago who called him long distance to excitedly report the first five-minute flight! The sport has changed. We need a new name to express those changes. Now for the hard part. If we have been at all convincing about the need for a name change, sooner or later we must deal with the really controversial issue, the subject matter of a new Great Debate - what exactly should the new name be? While we do have a suggestion here, it is just that - a suggestion. An issue this central to our sport should be discussed at length by the members and directors. Potential names should be nominated and ultimately voted on by the membership. What Fly America would like to do at this time is raise the issue and nominate our choice for a new name just to get the ball rolling. The name that we favor is a holdover from the earlier Great Debate - Sky Sailing. The sport would become Sky Sailing, gliders would become Sky Sails, and pilots would become Sky Sailors. Sky Sailing implies going somewhere, not just gliding down. The dacron that our airfoils are made from is the same material from which sailboat sails are made. Our gliders are horizontal sails. Like modem day adventurers, we really do sail the skies. The name is romantic, mysterious. It makes you say, "What's that?" Answering that question will give everyone involved in the sport an opportunity to tell people what our sport has become and why we have chosen to change the name. Our Fly America airshows will be Sky Sailing airshows. We think that lots of people will come out just to see what Sky Sailing is. We are anxious to show them. Well, we've thrown our hat into the ring, and we welcome the comments and contraversy that will inevitably follow. If membership response is favorable, we will introduce a resolution at the next USHGA Board meeting in August 1986 to put the name change issue to a membership vote with ballots printed in Hang Gliding magazine. If the name change issue is voted on favorably by the membership, a resolution to change the name of the sport will be formally submitted at the February 1987 USHGA Board Meeting. We encourage you to write in to Hang Gliding magazine with your comments and suggestions. Or write directly to Fly America, 822A S. Mill Ave. #115, Tempe, AZ 85281, and we will forward your comments to Gil Dodgen. •

AIRMAIL DISPELLING RUMORS Dear Editor, It has come to our attention that someone is actively circulating false rumors to the effect that Wills Wing is having numerous problems with structural failures of the 7fJ75 aluminum used in the Sport. Apparently these rumors are being deliberately spread by persons who know them to be false in an effort to interfere with the ability of Wills Wing to sell gliders. For the record, there has not been a single structural failure of any Wills Wing Sport, nor has there been any other incident in which the safety of a pilot was compromised by any design defect or equipment failure. Each of the three models of hang gliders currently produced by Wills Wing; the Skyhawk, the HP, and the Sport, has a perfect structural safety record. All three models are HOMA certified, and have been since the date of their original release. During the certification testing of the Sport, it proved itself to be the strongest glider that Wills Wing has ever tested. Wills Wing has carefully reviewed the metalurgical literature on 7fJ75 T6, and has conducted, and is continuing to conduct extensive tests to determine whether there could be any problems with its use in a hang glider airframe. To date we have found absolutely no such evidence of any problems with the use of this material in this applicaion. Nor has there been any incident in the field which suggests the existence of any such problem. Wills Wing finds it deplorable that some people find it necessary to spread false rumors in a dishonest attempt to advance their own business interests at the expense of ours. We would like to ask any pilot who hears such a rumor to call us if they want to learn the facts, and to refrain from spreading such rumors unless they know them to be true. We have always been honest and forthright with the hang gliding public with regard to any problems with our products. We would like to call on all those people who believe in honesty and fair play in business to support us at this time. Mike Meier Wills Wing, Inc.

DRAG CHUTES Dear Editor, Use of drag chutes was discussed in the last Safety and Training Committee meeting. It was our consensus that drag chutes not be used without expert consideration of glider design, attachment point and usage

procedures. The past world meet in Kossen, Austria witnessed the death of one pilot who had previous experience using his drag chute. The chute became entangled with the glider causing the pilot to lose control. In addition to entanglement, pitch problems have been reported in at least three cases. Two of these were caused by selection of inappropriate attachment points. It is not clear how important training was in these instances. Drag chutes necessarily require a nose down attitude to maintain sufficient air speed. This transition can be confusing to inexperienced pilots. In summary, expert consideration in designing, attaching and using drag chutes is required to avoid entanglement and to avoid upsetting pitch control of the glider. Peter Foumia Penfield, NY

SMALL BARS Dear Editor, I am writing to share how much I enjoy the small control bar 1 fit on my 135 Comet I. Bones Strickland of Bright Star Hang Gliders in Santa Rosa made me a new set of lower wires so that I could cut my downtubes and basetube down about four inches each. Bones, his wife Sharai and other Northern California pilots have logged hundreds of hours on this design. I am five feet tall, and although the 63" downtube length was a small problem for me, I had real trouble with the width of the control bar. I really had to rely on wire people to help me keep my wings level at launch because my arms are so short that they were extended quite far just to hold the control bar, and I didn't have enough leverage to maintain control. I also had trouble getting a good flare for landing, again because my arms are nearly fully extended just reaching the downtubes. The new control bar makes my glider so much easier to control at launch I can hardly believe it. And my landings are much better too. I haven't flown with it yet in thermals, but I've used it about 10 hours in ridge lift and notice no difference in handling. I am only hung about one inch higher than I was with the old control bar - again the width is the major change. I loosened the glider up at the cross spar turnbuckle to counteract any control problems at first and the glider acted just like a loose glider - easy to tum, not so great on glide. My point in saying this is that I think the small control bar is essential for

HANG GLIDING

IIEL1A WIN&

Accessaries AIRMAIL tiny pilots to be safe at launch and that if they are worried about handling they can just loosen the glider a little. It suffers a little in performance, but it still flies a lot better than intermediate gliders I thought I'd have to step down to if I couldn't make my Comet safe. I also enjoyed working with Bones and Sharai on the solution to my control problem. I urge small pilots to make this change so that such a sweet glider can be safe too. Susan Senger Bowyer

ON TANDEM

Dear Editor I enjoyed the attitude that was conveyed in Greg DeWolfs recent article on tandem instruction. I have been following the tandem scene fairly recently, and am enrolled in the first official tandem instructor's clinic. From my previous experience with ARV class aircraft it appears as though the only reason the FAA allows us to fly tandem is to promote safety by improving our instructional techniques. That was borne out in Greg's article. We as pilots also gain tremendously by being able to promote the sport by giving the public firsthand exposure to the sport with fewer hassles than without this feature. Recently I was waiting in line to launch at one of this area's finer tandem sites. I was third in line, directly behind a tandem ride for

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hire. The pilot and his passenger were behind someone who obviously had not flown at this particular site before. That person was apparently asking his launch assistant a question just prior to launch. I was grieved to hear the paid pilot in front of me say, "Hey, you're costing me money! Launch, or get off of the cliff!" This was in front of his passenger and wuffo bystanders. The delay had been brief; I as third in line waited no more than three to four minutes to launch, even after waiting for the tandem ride to get off. What I saw neither promoted safety (by pressuring someone to launch) nor did it put the sport in the light that I care to be associated with - by having a general disregard for someone else's safety. I think that this is a great way to share our sport, and to benefit financially from doing so. I urge the flying community not to be so short-sighted as to forget what it was like to fly a new site, and what it was like not to be as confident as we may have become. Keep in mind that our sport's growth is proportional to our safety record. I feel that information of this sort would be good to get to the flying community. I think that it would be good to put this or other material of this nature in the Airmail column soon. James K. Hill La Mesa, CA

AIRSTREAM HARNESS The low drag profile harness ieatures: • AdJustable C.G • Faired parachute & ballast container • Adjustable foot stirrup • Custom sizes to fit all pilots. • Large choice of colors. • Price .S340 ROMER HELMET Made by German manufacturer with over t 25 yrs. of experience. 11 was designed to pro· vide a light weight helmet that gives maximum protection. • DDT approved. • Exe. temporal protection. • Special ear openings. • Made of polycarbonate. • Available m Y. 0. White. • Price .S 75 '---------...1 HIGH ENERGY SPORTS "BUS" PARACHUTE High quality chute designed to withstand h19hspeed openings. • Built to TSO standards. • All seams reinforced. • V tabs at each line attachment. • Type XVIII bridle rated at 6000 lbs. • Deployment Bag w,cont ....__ _ _ _ _ _ __. • Price .$395

BULLET BALLISTIC RECOVERY SYSTEM The bullet is a ballistically (spring) deployed chute that is easily attached to any glider. It virtually eliminates any chance

of chute entanglement.. ~ •.a.-- · ~.. · • Fast deployment time. ., · · • 18 gore chute. ~~ · • . • 20.4' canopy. -.• Total system wt. 3.3 kg .'c'' • Price. .S545 DELTA WING TRAINING WHEELS. A must for all beginner and novice level pilots no more sudden stops wilh these high impact. urethane landing wheels. Prevents injuries to hands. etc. Less chance of damaging your glider with a hard landing. • Lifetime guarantee. • Dealers inquire about additional vol. disc. • Price ... S40 INSTRUMENTS Ball 620H Vario/Audio .S280.00 Ball 651 Vario/Audio-Altimeter w/10 ft. steps ... $495.00 Ball 652 VarioiAudio-10 tt. Altimeter-Airspeed . S590.00 Retrofit Airspeed to Model 651 .. $130.00 Ball 670 Airspeed, 2.25 inch. 70 mph .. $125.00 Ball M-20 Wrist mounted Audio/Vario .. $200.00 Ball M-20 w/earphone Jack. . $250.00 Litek VE 12 wrist mounted .. S169.00 Litek VE 12 w/earphone jack .. $179.00 Litek VE 7 .. $'69.00 Litek VE 35 .. $198.00 ~~~ ~~&AA. Hall Windmeter. . .$ 21 .50

.sm.oo

MISC. MATERIALS & SUPPLIES Delta wing T shirts .. $ 8.50 Golf shirts .S 12.50 Streamline tubing-1" x 21h" X .058 wall. .S 7.501h. lnstabushings-1 1/i". JS,··. H\ ·, 11/s ·· .$ 2.00 Order 100. . .S 1.00 lnstabush insert for ~.· bolt. . .$ .20 Delta Wing stocks all Progressive Aircraft parts & accessories.

See your Delta Wing dealer nearest you or contact:

DELTA WING Box 483 VAN NUYS, CA 91408 818/787,6600 Telex 65,1425

DEALER INQUIRIES INVITED

JUNE 1986

ANY WAY YOU LOOK AT IT ... The Choice is Wills Wing THE WILLS WING SKYHAWK - HGMA CERTIFIED FOR STUDENT PILOTS, FOR THE BEGINNING SOARING PILOT AND FOR THE CASUAL RECREATIONAL PILOT The Wills Wing SKYHAWi<.. is the ideal glider for pilots with advancing skills and for casual pilots who want to relax and enjoy their flying. The Skyhawk offers true soaring performance in a strong, stable design that handles so responsively that it seems to anticipate your next move. Against a field that included Comets, Visions, and Dreams, SKYHAWKS took first place in both the Hang I-Hang II class and the Hang III-Hang IV class at the 1985 Kitty Hawk Hang Gliding Spectacular.

SKYHAWK 168, 188 - $1775 - HGMA CERTIFIED THE WILLS WING SPORT - HGMA CERTIFIED FOR HIGH PERFORMANCE SOARING AND CROSS COUNTRY PILOTS Already recognized as the most significant design innovation in years, the new WILLS WING SPORT uses advanced materials technology to combine extraordinarily light weight with superior aerodynamic efficiency and high structural strength. The Sport offers TRUE high performance to any pilot with intermediate or advanced skills. On the market only since March of this year, the SPORT, in the hands of top Canadian pilot Willi Muller, has already captured the official Canadian cross country record with a flight of 135 miles. The SPORT is the first and only HGMA Certified glider to offer top level performance, lightweight, and superior handling all in the same package.

SPORT 167 - $2600 - HGMA CERTIFIED THE WILLS WING HP - HGMA CERTIFIED FOR THE SERIOUS COMPETITION PILOT: THE MOST CONSISTENTLY SUCCESSFUL COMPETITION GLIDER IN THE WORLD For the pilot with competition class skill and experience, the HP has repeatedly proven itself to be the highest performing competition class hang glider in the world. In 1985, the HP won every major contest in the United States and Canada, including the U.S. and Canadian Nationals, and BOTH Owens Valley XC Meets. The HP recorded the longest XC flight in the world in 1985 (198 miles), and won the 1986 Buffalo Mountain XC Meet in Australia in a field that included BOTH the former and current World Champions, Moyes and Pendry.

HP 170 - $2500 - HGMA CERTIFIED

Quality At The Interface Of Art And Technology It Makes A Difference You Can Feel 1208 H. East Walnut

Santa Ana, CA 92701

(714) 547-1344

CUFF KAKISH ACCEPTS PRIZE ROM WILLS WING li'OR XC l<'LIGHT

Rob Kells reeentWills ly handed a check for $500 to Canadian pilot Cliff Kakish for his 128-mile flight on June 6, 1985, which was the longest XC in Canada in 1985. Cliff made the on a Wills HP. Wills Wing is offering a $3,000 con· for the longest XC flight in the world in 1986, if that flight is more than 221 miles and qualifies for an F/\I World Distance Record, and if makes the flight on a Wills If no new I'v\I record of more than 221 miles is set in 1986, Wills will pay $1,000 for the longest documented open distance in the world, if the pilot makes the flight on a Wills

WINDSOK

Hawk announces this windsock called "Wimlsok." It is available of colors, is 5'4" long with in a an 11 " throat and goes from stuff sack to set-up in three minutes. Price $59.95 cornplete with pole kit, $32.50 sock only. Contact: Hawk P.O. Box 9056, Knoxville, TN 37940-0056 (615) 573-9593.

NEW DELTA WING DEALER Delta Wing has pleasure in announcing that Flight Realities of San Diego has been appointed the exclusive Delta Wing dealer for San county. This appointment is effective immediately and Delta wishes Flight Realities much success in their decision to maintain a stock of Delta gliders, spare parts and accessories for the convenience of pilots in the area. Further announcements on demo days, dealer support team visits and Alladin trade-in days will be made by Flight Realities in the near future.

McNEELY AT WORK ON NEW MOVIE

John McNeely, the first person in the world to fly with the birds when he trained a red-tail hawk to land on the control bar of his hang glider, was back at Grandfather Mountain this week to work on a movie about ravens. Naturalist has done considerable research into ravens and he considers them the best flyers of all our foathered friends. The raven, he says, has the brain cavity of all birds. McNeely has recently been part of the crew shooting a film that will premiere in June at the Air and Space Museum at the Smithsonian Institution in Washington which will highlight the relationship between man and bird as it pertains to flight. McNeely was injured in a hang glider accident in France last summer while flying with a golden eagle for the Smithsonian production.

WRIGHT BROTHER l<'LY-IN

A hang glider display was part of the Wright Brother Fly-In held April 25-27 at the Wright Brother National Memorial in Kill Devil Hills, NC. An estimated crowd of 8,000 people attended. Many visitors got the feel of hang gliding in this simulator provided by Kitty Hawk Kites. Photo by Vic Powell. Hawk Kites, in Head, NC is also tripling the size of its retail space. The two .. story structure will connect the hang gliding store with and office faeilities. Completion is expected this month. It will make KHK the largest hang gliding facility in the nation.

NEW AIR MITTS

Ozark Mountain Hang Gliders introduces the Primo II streamlined air mitts. They are made of neoprene II, are reversible for choice of color and arc hand·washable. They can be used with or without the inside tube. They are made of lighter 1/8" neoprene making it easier to grip the base tube. Contact: Ozark Mountain Hang Gliders, Rt. 9, Box 363-02, Conway, Ark. 72032 (501) 327-0698.

HANG GI.IIJING

UPDATE VERMONT HGA DONATION 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.

The Vermont Hang Gliding Assn. recently donated $200 to the USHGA safety fund in memory of Gerry Petrie. Thanks from all of us at your association. Top 16 Business Membership Credits

July 4: Second Annual July 4th Dan Racanelli Memorial Aerotow Aerobatic Invitational. Held at LHJ Airport at the base of Ellenville Mountain. Three tow trikes. This year's top pilot is Mitch McAleer. Sponsored by SNYHGPA. Formerly a Mountain Wings meet. TV and radio coverage. Anyone interested contact Greg at Mountain Wings (914) 626-5555.

l Santa Barbara Hang Gliding Center

2 Hang Glider Emporium

3 Hang Glider Center of San Diego

4 Windsports Int'! Mountain Wings

4 4

5 Kitty Hawk Kites East Kitty Hawk Kites West

3 3

6 Eagles Nest Susquehanna Flight Park Mission Soaring Center Arizona Windsports

2 2 2 2

7 Hawk Airsports Outaouais Hang Gliding Wasatch Wings Morningside Rec. Area Chandelle

l l 1 1

July 12·20: U.S. Nationals at Chelan, Washington. Contact: C.J. Sturtevant (206) 888-3856.

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.

Calendar April 1-Nov. 30: Region 7 XC Challenge. Open distance XC. Prize money to top 3 XC pilots. Entrance in to the competition will be the postmark date of your $5 entry fee. Contact: John Sackmeister, 15302 County Road 30, Elk River, Minn. 55330 (612) 263-2997.

JULY 4. Antique Fun-In at Nags Head, North Carolina. Any 1970s kite. Contact: Vic Powell (703) 941-8212. July 4-9: Chelan XC Classis. Open distance XC meet at Chelan Butte, WA to benefit the Special Olympics. Entry $35 or $100 in pledges. Contact: Brad Hill (206) 794-6388 or C.J. Sturtevant (206) 888-3856.

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.

June 9·15: Lariano Triangle XC Race. June 5-8: 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. June 20-22: 14th Annual Cochrane Meet. Format will be XC and target landing. All levels of pilot skill welcome. Social Friday night. Entry $30 Canadian includes trophies, dinner, retrieval. Contact: Willi Muller, RR 2, Cochrane, Alberta, CANADA TOL OWO (403) 932-6760. JUNE 1986

Aug. 30-31: 12th Annual Gateway Fly-In. Join us 25 miles south of the border. $5 entry includes camping, prizes for spot landing and duration, T-shirt and dinner. Contact: The Hang Gliding Center (619) 450-9008. Aug. 30-Sept. 1: Ninth Annual Free Spirit Hang Gliding Festival held at Draht Hill, Elmira, NY. Club Team and Open Class competitions. Beginner to Advanced pilots welcome. Ultralight, towing, aerobatics. Camping. Pre-registration necessary. Contact: Free Spirit Flight HGCI, P.O. Box 13, Dept. HG, Elmira, NY 14902.

Sept. 1: Andy Jackson Memorial Fly-In. Contests, games, trophies. Contact: Pine Crest Air Park (714) 887-9275. Sept. 4-17: Grandfather Mountain Master of Hang Gliding Championships. Contact: Kathy Morton, Grandfather Mtn. Sept. 4-17: Masters of Hang Gliding. Invitation only. Contact: Joe Foster or Hugh Morton (704) 733-2013. Sept. 8-14: Telluride Aerobatic Championships. Interested aero contestants and officials contact: Jack Carey, Box 192, Telluride, CO 81435 (303) 728-4759. 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.

FLY THE OWENS VALLEY! JUNE 14 • 22 Let our guides show you X-C Flying at its best in the incredible OWENS

VALLEY. 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. 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.

COMPETITION CORNER UPDATE ON THE CHELAN NATIONALS As of the first of April, we already have more than 20 entry deposits, including several of the top-ranked U.S. and Canadian pilots. We're getting excited! There was an error in my last Nats announcement: The dates of the contest are from July 12th to the 20th, with the practice date being Friday, July 11th. Camping: The Chelan City Council has secured permission for us to camp on the track area of the local school. This is a grassy field right in town, just a couple of blocks from the lake, convenient to the restaurants and the bars. Hot showers and restroom facilities are included. We'd hoped to get the area free of charge, but were not successful in this; the camping fee is $5/person/night, to help offset the cost to the city for limited maintenance and security. RV's may park in the parking lot and use the facilities. As of the end of March, there are still a few sites left at the state campground, about 10 miles out of town. Call (509) 687-3104 for reservations there, Prizes: Already I've received a wrist vario and a Ball Clamp from Richard Ball, some OV retrofit kits from Litek, promises for various goodies from Wills Wing, Airwave, Bennett, Pacific Windcraft, AirPlay'n, and Mission Soaring, and some "definite maybe" responses from a couple of others. Erik Fair has made a donation, especially designated for the winner of this year's "Leisure Class." World and Sporting Class: Because of the changes in the CPS, Liz Sharp has agreed to allow us to ignore the rule that says that we have to allot 50 % of our slots for World Class and whichever class he or she desires. That decision will be made publicly at the first pilot's meeting, since pilots will need to see where the ranked pilots are flying in order to decide which class they want to compete in. Some reminders: Pilots are responsible for their own retrieval. 35mm cameras are required, and radios are recommended. Personal checks for entry fees

will be acceptable up to June 1st; after that date all payments need to be by certified check or money order, or in cash. Questions? Call C.J. at (206) 888-3856. Unfortunately, organizing the Nats is not a very lucrative position, so I have to work during the day. Please call in the evening before 9:30.

REGION 7 XC CHALLENGE Region 7 announces its 1986 cross country challenge which will run until Nov. 30, 1986. The contest is open distance XC with pilots entered as of the postmark on their $5 entry fee. Contact: John Sackmeister, 15302 County Road 30, Elk River, Minn. 55330 (612) 263-2997. Here are last year's results: PLACE 1 2

4 5 7

not join the contest in March because they were skeptical about the season starting early, like Mike Wolford who flew 90 miles but unfortunately was not in the contest. Two other pilots made XC flights (Dave Sharp - 27 miles and Rick Whitlock - 36 miles) before joining the contest. As for the contest, Jeff Wolford took the Tetilla peak distance record with a flight of 63.5 miles which put him in first place. The current standings do not really reflect all the miles that were logged in March but here are the results:

NAME

MILES

DATE

1) Jeff Wolford 2) Bob Carlton

63.5 16

MARCH 2 MARCH 15

GLIDER DISTANCE

PILOT

Magic IV Comet II Magic ill HP John Sackmeister Comet I William Cununings Magic IV Magic ill Doug Johnson John Woiwode Richard J, Sacher Gerry Uchytil Bruce Case

57 Miles 55 38 35 27 23 10

Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot The most comprehensive guide yet for expanding your knowledge and skills. With 244 richly illustrated pages, loads of true stories, and complete subject index. You'll learn:

ALLEGHENY XC CHALLENGE RESULTS PILOT

DISTANCE

GLIDER

Pete Lehmann Pat Brooks Dave Deming John Scott Larry Huffman

61 Miles 33 Miles 23 Miles 23 Miles 12 Miles

WWHP Sensor 510 WWHP UP C-2 UP C-2

Pete Lehmann also tallied the most cumulative miles at 261.

NEW MEXICO XC OPEN UPDATE The New Mexico Cross Country Open began two months earlier than usual this year, because it was felt the season would start early. It did. There were a total of 321 cross country miles flown in March. In contrast, previous years have had no cross country flights at all in the month of March. Therefore, some did

• • • • •

Soaring Principles Competition Flying Cross-Country Flying Equipment Speed-to-Fly Calculations

Please rush me copies of Hang GI iding AccordingtoPfeiffer at $9.95 each, plus shipping: $1 first copy, $.25 each additional (airmail $2.50 first copy, $1 each additional in North America, $6 each elsewhere). Californians please add $.60 sa!es tax per copy. Total: , Mail form with check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach, CA 92652. Name Street - - - - - - - - - - - - - - • City State/Zip - - - - - - - - - - - - - • ... Dealer inquiries invited - 714/497-6100 •••

HANG GLIDING

WE HAVE YOU COVERED! Our Comprehensive Dealer Network is filling in to provide you-the customer-with complete sales and service for the Magic line. Contact the dealer nearest you.

P. 0. Box 1153 • Mercer Island, WA• 98109 Phones #206/622-8132 or 537-2297 Telex #296585

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• 1~cJ:i;~sr:att1e WA , Oregon Alrwave-Portland OR 503/245-2636

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• San Francisco Windsports-San Francisco CA 4151753-8828 • Dunlap Airpark-Dunlap CA 20(ll338-2422 • Central Cal AirwavB-Salinas CA 408/449-6702 • Santa Barbara HG-Santa Barbara 805/687-3119

• ~~~im-Boulder co • 4 Corners Airwave--Durango CO 3031247-1515

• Oklahoma Airwave Oklahoma City, OK

• UP Over New Mexico-Albuquerque NM 505/292-064 7 • Todd James-Odessa TX 9151362-8693

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~tx;~Wt--Nags Head NC •

•~fg'Mk~,:Js-Knoxvilfe TN • Lookout Min-Lookout Min TN 404/398-3541

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hEAlER§ qIf YourAreals Not Listed,Let Us AddYourPr()fessiona(B~al~rlifli~ lo btr~roup, ari<f You'H SeeResu Its! •.

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DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFYUSHGA OF YOUR CHANGE OF ADDRESS! NAME

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MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590

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USHGA PRESIDENT

Site Procurement by Russ Locke The insurance crisis in this country has precipitated a new element in site management this last year. In the past, our efforts in this area have been primarily opening up new sites. Today, in many areas, the emphasis is on saving the existing sites we have. A little close inspection shows that the trouble is not with hang gliding itself. We struggled through our insurance crisis earlier this year and were finally able to acquire our normal $500,000 group liability policy. There are many other groups who were not so fortunate. Those groups include governments (city, county and state) who happen to be the property owners of many of our sites. There have been many cases where they have tried to limit their liability by banning use of their property to anyone engaged in any activity more strenuous than picnicking. Last month's issue contained an article by Mike Lipscomb about just such a situation in the Mt. Vernon, Washington area. Mike's outline of how to proceed when faced with potential closure of a hang gliding site is excellent. I have also observed a number of significant changes in the state of California recently. The State Department of Forestry has just lowered their insurance

requirement statewide from I million to $500,000 for hang gliding only. The East Bay Regional Parks District Operations Committee has recommended to their Board of Directors that they accept the Wings of Rogallo's bid to lower insurance requirements from 1.5 million to $500,000. There are a number of reasons for this change of heart including our improving accident record, our record of insurance claims the last few years and some recent legislation which limits landowners' liability. In 1983 we had five claims that cost the insurance company a total of $4,755.67, in 1984 seven claims cost a total of $7,741.75 and in 1985 there was one claim which cost the insurance company $1,659.07. On the legal side, California, like Washington and some other states, has recently passed a law limiting the liability of a landowner who does not charge recreational users for use of his property. In any case, the main purpose of this article is not to tell you what is happening in the state of Washington or California. A lawyer friend of mine has already cautioned me that the laws vary from state to state radically. There does appear to be a positive trend in this area but we need more infonnation to be sure. To

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collect information we need a central point. That central point is the USHGA's Site Procurement Committee, and the chairman of that committee is Rick Jacobs. If: You are having trouble acquiring or keeping a site, You have lost or saved a site recently, You are a lawyer or have legal knowledge of the laws of your state, You just plain like public relations and are willing to work on site situations within your area, bundle up that information and send it to: Rick Jacobs, 9625 Vine, Ooltewah, TN 37363. Hopefully, if we give Rick enough information, he will be better able to provide more information about resources available on a local level. That kind of information will usually be more effective than the generic packet of information from the USHGA office. •

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Dealer inquiries invited. HANG GLIDING

USHGA REPORTS

Executive Director's Report

Display advertising space will also be available in the site directory. Take advantage of a chance to contact pilots when they first join the sport. If you wish to know advertising rates, please include the request when you submit your informational listing to the office. Advertising

Cindy Brickner

As new members of USHGA you received a pamphlet which lists schools, businesses and USHGA Chapters across the country. In last fall's member survey you pointed out that this publication was out of date and no longer a useful tool for prospective pilots or USHGA members when they traveled. The good news is that we've nearly exhausted the supply and need to publish an updated version. The other news is that we need your help to correct all the listings. We will not publish repeated information from the old directory, unless it is confirmed from a current representative of the group. We have addresses on Chapters, but we may not have current data for clubs which are not USHGA Chapters. Club officers, business people, please send us the following information as it applies to your situation: name of group, mailing address, physical address if different from postal address, area code and phone number, club meeting date, time and location, launch sites with ratings required, services offered. Here are samples for a club and then a school listing: Wings of Eagles, P.O. Box 234, 25th Street, Columbine, UT 83479 (716) 123-4567 eves. Meet 2nd Saturday, 4:30 pm at Lookout Point. Lookout Point H3, Eagle Crest H2, Windy Ridge H4. Albatross Flight School, 95 Aerie Lane, Ripple Creek, TN 34521 (615) 123-4567. Breeze Cliff H4, Dunes Drift HL Used and new equipment, dealer for UP and Pacific Windcraft, certified school, sail repairs, tours and ground schools.

JUNE

1986

Just a reminder while we talk advertising, ALL advertising orders or cancellations should be mailed to ~the USHGA office. The office maintains insertion orders and handles billing and accounts. Any deviation from this practice may mean you won't get the right thing published! Also, delinquent accounts with USHGA may have insertions cancelled until an account is brought current.

monopoly free" local phone company cannot currently supply rotary line service, so you'll have to remember and dial either of two numbers. The first line is (213) 390-3065. - CB

RUBBER DOLLARS

Ninety-eight per cent of all member checks clear the bank when deposited. The other two per cent cost USHGA time and money to handle till clearing payment. Therefore, a $5.00 service charge will be assessed on all returned checks.

Renewal Notices Associations typically send lots of renewal notices to members, beginning quite ahead of the renewal date and continuing to nag until the member renews. This is effective, but expensive. USHGA can't afford unlimited notices and you'd probably rather know that when we write you about renewal that it is time for action. You will receive your notice about two months prior to your expiration date. Why? We allow a week for you to write a check, a week for USPS to deliver it to us, a week for us to process and send you your kit and card (and a little fudge factor). If the first notice didn't work, we send a second notice at the first of the month of expiration. A week gets it to you, a week to return and a week here before your member card (and launch privilege?) are on their way back. We don't send the notice too early after all. Thanks for renewing on receiving the first notice. It's easier on us both.

Phone number Many members have told us they have difficulty getting through on our busy phone line. To help alleviate the wait, you may now use this additional number, (213) 398-0198. Our "deregulated,

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photo by 'Yhncey Poole

may be man's most common universal ,v,,;,,.,";,, ... to Yet it's a ran: occurrence when mankind's oldest aircraft combines developed to with one of the most that illusive realm above the ground. A hot--air balloon and a glider. Drift· and Two variations on the same theme. Although each, in its own way, relies on heated air to attain the of motorless each must utilize difforent techniques. decided to combine in Greenville, South Carolina, flight one step further in our human efforts to conquer the These inpilots each the limit of their skill, coalesced into a unique team in their quest to a new dimension of ilight, to set records, and to do the unusual. Twice the is cancelled due to technicalities and weather. Finally weather service repmts 20-mile no winds from the southeast at ten knots. It's a go. John Lubon, the hang pilot and Poole HI, the hot--air balloon pilot exc:hange few words. have been calculated, developed, a plan of action decided. The potential hazards have been discussed, with emcr-gency procedures established. Each sets to the technicalities his aircraft. The French made by La Moutte, is a Profil. The meets the needs of a seasoned pilot like John, who has in the ten yearn and 500 hours sport. John's son, Rnsscll, only two years old, yet familiar with on the airframe the apparatus, bars just his size. He even begins to help with the battens. John attaches an automatic 35mm camera to the far reaches of one of the This is one flight he wants to capture on film. The has been thoroughly researched and by John, whose is in mechanical cn~:imicring. Lubon, co-owner of Colins and a general and electrical firm, designed the to release the with a touch. At Donaldson Center Air Park, slightly further afield from the Poole rends to the inflation of his Raven Rally AX7 hot.. air balloon. The custom made Colvin Rouse at Balloons in Florida is a bright spectrum of vertical with alternate black gores. Joe Carter, Poole's crew rh1P1" ,,,n,.im,n~

JUNE 1986

Firing up the balloon jul.ilt before lift-off. correct inflation to the ground the envelope with crew, as Poole cold a fan, air into the mouth of the sphere which is constructed of 1,000 square yards of rip-stop nylon. Poole's former psychotherapist turned commercial hot-air balloonist after a patient gave him Richard Bach's "Illusions;' a book about two barnstorming biplane pilots. Since then he has logged over 575 hours in his four years of flying. The assembly of his balloon is second nature to him and he quickly com-the pre--flight check and inflation. With the woven rattan basket lying on it side, Yancey attaches the propane burner to the metal uuprights. He holds the basket at a slight angle and aims the burner into the gap-mouth of the inflated envelope. The burner blasts 12,000,000 BTU's into the cavernous opening as those watching nearby step back to escape the heat. The towering 60-ft. balloon looms massive over the workers and onlookers, dwarfing Lubou's waiting glider. Lubon and his crew, Steve 1etstonc, Tim Carter and Terry Sweet to the balloon's uprights. attach the Then Lubou climbs into his harness and waits, lying on the ground. Strapped in with his back to the balloon, he has no visual contact and must on his crew and audio contact from Poole for details regarding the lift-off. It was to be an experimental flight. And like all experiments, theories could be

deduced and preparations made but the ultimate results were an unknown until the actual flight. As had been anticipated by both pilots the weight of the drags the balloon back towards the ground shortly after takeoff. Lubon touches down, kicking free of his co .. coon and runs along the tarmac. Poole in· creases the burner output, firing again and shooting flame into the balloon. He's forced to bum in unusually long blasts, com-ing close to the 250 nylon melting point, until finally, the launch proves successful. Like an apparition from a Von Daniken hypothesis, the balloon aptly named "Natural High", becomes a chariot to the It rises quickly, as the glider dangles helplessly beneath, a captive condor until 6,200 feet. It's a strange sight to those left behind on the ground. A sight not seen in the Southeast in the last five years. The last known time the feat was attempted was in Florida. The spectators, becoming smaller and smaller to those aloft, realize they are privileged to witness history in the making. The hang glider appears a fragile gos· samer thing, suspended beneath the basket. The basket in tum looks fragile, simple reeds hand-woven into a compact 4'x4' passenger carrier. And the colorful balloon envelope it,clf, deceivingly like a child's balloon, belies its ability to displace several tons of

A DISCUSSION WITH LUBON ON THE RIGGING

"We had 1mice<:lur1:::s set up basically had before the eveirv1thit1u covered. The first situation would be: what if the release released 011 launch? We had a line to catch me. I had an additional manual on my side wire. The line had purp(Jse of that was so that I would not release below 200 feet One hundred feet would have been the most dan11ierous. Two hundred feet would have been the sa.fo Once I to 200 feet, if it were to releas,: I would "The next situation would be: what if the release did not release? The backup syst(im was to have the balloon cut the line with knife. I would have broken away that way. "Another situation would be: what if did get on my line? If I had a premature release and got ed on my line then we would had to land Which would be no urou1e111. It didn't bofher me.

test tubular Two lines were crisscrossed beneath the basket a On two of the balloon burner supports the lines were attached on the other side the were fed overhead A knotted around the separate line was attached to the lower and on the other end to a Use at least

"'"hhi"" line.

(ava,ilab,lc at a varacbutiirt's Do not use a Schweitzer sailvl1ane releases or other release into another which is attached td two each of which is attached to the front and rear keel on the A is fhmugh the release and fed down to be accessible to the pilot. line is also attached in case of premature release. This is attached to one of the balloon burner uprights and to one of the 1·ear tail wires with a The should be level or nose down. launch the balloon should remain tethered until both balloon and reach safe altitude to mil1im1ize false lift.

air. The remainder of the asccntion is flawless. John busies himself photos as he hitehes a ride to sufficient altitude on his global space shuttle. Radio communication between the two pilots is constantly maintaimxl as Poole watches his altimeter, Lubon his variometer. Poole takes the balloon to 6,500 feet and then stops allowing it to free fall. A calculated rate of descent is needed to counteract the loss of the on release. "We're at 6,200 feet now," says into at a rate of 350 his two-way. "We're feet per minute. Release at will." ''A.ffirmative," John. The release. The balloon lifts slightly ·as its ballast soars away at 35 mph. The nose of the straight down at first, but only for a few seconds, as the pitch positive recovery lifts Lubon into flight. Fast tum. Wide turn. Up even higher John climbs, the ride. He takes off over into the upper reaches of the Donaldson, a former Air Force base, circling the balloon. The sight from the gondola is sm~cu1cular. A unique thrill few. The glider, as viewed from the balloon, is quick, and as it rises on yet powerful funnels of warmed air. Lubon con· tirmes to circle protectively around the dropballoon, hooking into fast-r:1surn thermals, until the balloon is far beneath him. Poole has put the balloon into a 3,000 foot terminal velocity descent, then levels off at ride altitude. The balloon moves as thermals do with the wind. A balloon ride is a more passive, excursion into the air. Like a glider pilot a balloon aeronaut can alter his direction by and dropping to various altitudes, but response time is slow and the balloonist must await the influence of any air current on the mass of filled fabric above him, while the glider pilot can actively seek out his lift and dril\. It may sound rather tame to your average gung-ho hang pilot. But what the balloon lacks in and control, it makes up for in longevity of flight. Fuel is the major factor, not the inconsistancies of the illusive intangible thermals. Lubon has mastered the fine art of thermaling. It took him five years. And his skill wins him au extended one-hour ride. "It's a fine process," says John. "If the thermal moves, you move with it." The balloon stays in the air fifteen or twcnHANG G!.!DJNG

ty minutes longer than John, who lands in a field near a small housing development. As the balloon touches down in a pasture occupied by curious cows and scattering chickens, John is already packed up and on his way to reunite with his fellow adventurer. The flight is a success. Both pilots are satisfied with a task well done. So satisfied that plans are in the works for another glider

"The sight from the gondola is spectacular. The glide 0 as viewed from the balloon, is quick and majestic as it rises on imperceptible funnels of warmed air." drop, perhaps even a series of drops, if advertising sponsors can be persuaded to see the merits of capitalizing on this new venture in flight. Once the excitement and the congratulations from all around have wound down, a ceremony is in order. Although John's ride via hot-air balloon is unconventional, he still is afforded the balloonist's honor and ritual dowsing with champagne accompanied by the balloonist's creed; "The Winds have welcomed you with softness. The Sun has blessed you with his warm hands. You have flown so high and so well, that God has joined you in your laughter. And he has set you gently back again into the loving arms of Mother Earth.•

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JUNE 1986

(coniinued from page 36)

(Venezuela) the streets - some to join in, others just to get a look. Around breakfast tables, at lunch counters and in barrooms, flying was always the dominant topic of conversation but it was by no means the only one. Many of the South American pilots had lived in the United States at some time, nearly all of them spoke some English, and genuine friendships took root. Jaime Cano, a Colombian pilot who flies everything from balloons to helicopters, summed up the atmosphere of the hours spent on the ground. "Flying breaks so many geographical barriers. Being a pilot breaks so many cultural barriers." The consistently good flying conditions also helped keep attitudes in good order. Prelaunch waiting times were moderate on Mount Loma Lisa, a bald knob about 45 minutes from La Victoria. Thermals were breaking off at launch on most days and cloud corridors formed a highway down the broad Aragua Valley, a mixed agricultural and industrial area dotted with lakes and small towns. Visibility was usually about 50 miles but was sometimes obscured by smoke from the half-dozen or more brush fires that could always be seen from launch. Pilots occasionally got a mouthful of ash while riding thermals. La Victoria lies at the valley's eastern extreme. The steep, heavily jungled coastal sierra forms the northern border, its greenness contrasting sharply with the brown of the valley. Another chain of smaller hills, parched and dry and scarred by fire, closes up the south. Strips of green outline all water in the valley and irregular black splotches mark this week's fires. Thick brush and scrubby trees, semi-dormant during the December to May dry season, cover any uncultivated areas and carry a film of red dust. High cirrus clouds make occasional appearances but cumulus dominates the sky. Cloudbase averaged about 7,000 feet this year, about 8,500 feet last year. Elevation at launch is 4,200 feet and the valley floor lies at 2,000 feet. There are abundant landing sites but there are also places to be avoided; a federal prison, an air force base, some large lakes and uncut sugarcane fields. After the competition finished up on Saturday, February 16, Simon Piera invited everyone to a party at his ranch the next day. Many of the pilots flew there, some of the Colombians parachuted in and others arriv-

ed in cars and jeeps. There was a lot of rum, a lot of salsa music, and several people got thrown in the pool. Lots of girls came out from Caracas. At a brief awards ceremony, trophies were awarded to the top three finishers in the international meet. Along with his third place trophy, Jose Luis Periera, a 23-year-old physics student from Caracas, won the Venezuelan Nationals and claimed Ignacio Plaza's instrument panel. Ignacio's widow Maria had come out from Caracas and brought her twin girls, born just a month after her husband's death. They drove up to launch on the last day of the meet and came to the party at Simon's place. She had watched from the same spot last year as Raymond had presented Ignacio with second prize in the international tournament. Jose Luis won by a pretty good margin and felt like he deserved the victory. Like most of the Venezuelan pilots at the competition, he had been a friend of Ignacio's and had flown with him many times. Maria needn't have worried. Her husband's instruments wouldn't leave Venezuela.•

FLY HAWAII AUGUST 17 - 24 This year treat yourself to a hang gliding vacation in paradise with all the details taken care of. 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. 'Prepaid reservations required at least 30 days in advance. (408) 384-2622, P.O. Box 828, Marina, CA 93933.

Australian Na""

of this little tale is not par,happy, so let's dispense with it forthwith: I boarded the sleek 747 at the Athens and banked out over the sparkling Sea, I was Greece and my new-found friends behind and taking with me only memories, and a resolve to return as soon as Yes, it was a bittersweet but the adventure itself is well worth

THE SET-UP The rang last fall and I heard the Australian twang of my favorite uncle: 'Ow would yew like to go to Greece for a month mate?" all expenses "Twist my arm, Bill," I turned out, the Athens Association had contacted Bill Bennett to arrange to send Dan Racanelli and me to Greece in order to their instructor programs, skills, aerobatic ex"'".-.."'"'" and flying Due to Dan's unfortunate accident in Australia, John was chosen as a '"'1·""'-"'rn'°m and a March was '""'""'"" The and JUNE 1986

ful except for the entanglement at New York's airport where gliders arrivair freight from California had to be transferred to the passenger terminal. It seems that this is one field of human endeavor that had yet to be explored. I was successful in my glider delivered with a bribe to a hand cart driver, but John had to leave four gliders in New York and wait for a week before they arrived in Athens with the assistance of a few threatening phone calls.

ATHENS I was introduced to Athens at a fastforward pace. I was met in the airport by Michalis (Mike) Thcacharis and Lillian Leblanc. Mike is the prime mover in hang gliding throughout Greeee and Lillian is chief girl Friday and one of several aviatrices in the Athens club. Mike had to deliver a car to a ship heading for Crete, Meanwhile my glider was stalled in customs. The port of Athens Piraeus is on the opposite side of the city from the Here we approached a crisis. The solution was to invoke a law from the theory

of relativity: time slows down as relative velocity increases. The application of this law resulted in a mad dash through the heart of Athens at speeds close to 180 kilometers per hour. We were later to learn that driving in Greece requires a firm grounding in Greek philosophy, mainly the third century B.C. school of Zeno known as the Stoics. I was to spend a week in Athens before John arrived. During that time I reacquainted myself with the Greek culture (I had spent half a summer in the islands in 1<172), Ice· tured in the evenings and flew almost every day. There are two main flying sites on the outskirts of Athens. The first is Imitos, a 2,500 ft. mountain with a west and east launch, A paved road to the top winds past several monastaries and offers a spectacular view of Athens it~elf. There is something fascinating about soaring high over the ancient city with the Acropolis and the world's most famous edifices standing in the distanee. The other site, Mt. Pamitha, is south,. facing with a launch about 1,800 ft. above the valley. A rock cliff elimbs another 500 ft. behind this launch. Perched atop this 19

hotel/casino that flight5 and provides hundreds spc~ti1to1rs at launch. It was the impression of both John and I that the layout of Athens on a basin with mountains near the sea was very similar to that of Los An1?:c1cs. my initial week, Mike, Michalis Ra:gou,sis and I took a to Mt. Pamassos, about 2-1/2 hours from Athens. This 8,000 ft. mountain of'fors spectacular views and an almost 5,000 ft. ver·· tical flight. Unfortunately, the winds were down and we had to content ourselves with some exeellent spring and a tour of the ancient ruins of where the famed oracle and held sway. luck would have it, we were 2,500 years too late lo partake in such activities. Soon John arrived at the Athens and I had a constant It was fun watching him get with the local conditions as I had a week before. We (one of which patiently awaited his was a Delta Wing Excel which I was eager to fly) and deepened our friendship with the

TOP: ,John H@iney soars his Tipas 111ear tfalkls. LEFT: John Marfa Kapidi for a l,mdem ride near Athens.

HANG GUDJNG

local pilots. After two weeks in Athens we were handed a Mercedes with a rack of four gliders and sent north on a mission of flight demonstration and instruction.

GREEK DRIVING By now we had become accustomed to the seemingly random movement of cars on the roads and highways. We also learned a few special rules: lines on the avenues do not divide lanes, but are used to aim your vehicle which is most effective if you straddle the line. Round red signs with the Latin symbols S-T-0-P mean speed up to get through an intersection as quickly as possible. A green light means exercise extreme caution because some guy will most likely be going through the intersecting red light. If you do suffer a lapse and actually stop at a red light, it is not necessary to watch for a green because horns automatically sound a millisecond after the light changes. A special condition is driving in the city with gliders on the roof. On the small European cars the gliders stick out like lances. This is particularly useful for intimidating other drivers or acting as a probe when entering a stream of traffic from a blind alley. I actually saw a jousting match take place in a parking lot between two glider armed cars. Greek parking is a unique field of creative endeavor. The lack of parking brings out the genius in every driver. The less talented settle for mundane double parking while the more imaginitive use sidewalks, plazas, patios and esplanades. If you're only stopping for about 15 minutes the middle of the street will do. John and I quickly mastered curb hopping and bumper scraping parking jobs and went on to perfect lane vaulting, jack-rabbit starts, four point skids, advanced intimidation, main artery U-turns and relentless hornblowing. UP THE COUNTRY We left one afternoon for Serres in the north of Greece. We were accompanied by Dimitri Vaxevanakis, an Athens pilot and auxiliary interpreter. We pulled in late Saturday night and were promptly put up in the Elena (Helen) hotel, a place we fondly called home for a week despite its mysterious nightime echos. Serres, in the heart of Macedonia, was the one-time home of Alexander the Great. From his nearby fortress we caught a great view of the compact town, the wide valley of the Strimon River and the surrounding JUNE 1986

mountains. Impressions of Serres include an active night life with an abundance of local talent, a massive outdoor market, a nearby hot springs with naturally carbonated mineral water, a maze of confusing streets and remnants of the Ottoman Empire. The real attraction of Serres was the warm and friendly pilots. The club president, Tassos Gialelis, is a practicing orthopedic surgeon. I can't think of anyone I'd rather be flying with in the event of a mishap. Other pilots in the area are Nikolaos Kazakidis, Kostas Saraidaris, Ionnis (John) Paleologoy and Michalis Papamichael. They all own shops in Serres and entertained us in their establishments. In Greece, each club has a clubhouse where the pilots socialize. It was here that we taught our lessons and met each day for flying. The popular flying site is Mt. Menoikion with a launch at 2,200 ft. above the valley. For most of our stay in Serres we were limited by a low cloud base, but we managed to soar over the picturesque Ice Village on top of the mountain as well as work lift through the canyons while the shepherds looked on with amazement. My favorite site was Mt. Belas. This mountain is a ridge about 4,000 ft. high and 35 miles long. Along the top of this ridge runs the Bulgarian border. Fifteen miles to the right of takeoff the border of Yugoslavia begins. Despite warnings from the local pilots that thermaling back into Bulgarian airspace was of dubious safety, I had one goal: I wanted to fly down to the juncture of the three countries, turn one sweeping 360 and fly through each of them. Alas, the aforementioned low cloud bases prevented such a feat, but I have resolved to return to this beautiful area. By the middle of the week, Dimitri returned to Athens so John and I began learning Greek in earnest. We were wined and dined practically every night and by the end of the week we were so fond of the area and the people of Serres that it was hard to break away. But, we had other areas to explore and with many sad farewells we hit the road.

GREEK FOOD Half the fun of visiting a new country is trying the different foods. Well, if you like your Serengeti plain, be cautious of what you order in Greece. By the time we were going it alone, John and I knew how to find what we wanted. I'm a great seafood fan and really went for the octopus, squid, oysters and even the sea snails. John wasn't so enthusiastic

about such tidbits and opted for the meat and potatoes. Even with the latter menu there were surprises, however, and I recall snacking on sheep's brain, sheep's tongue and sheep's liver wrapped intestine. It's better if you don't know what it is. My favorite food was the Greek salads. Fresh picked greens with olives and feta cheese. Also the oranges are the world's best (in all seriousness). In sum, we were treated to sumptuous meals that left us feeling guilty if we didn't gorge ourselves. We found the diet quite agreed with us and felt barely a tinge of Socrates revenge.

IN THE PINDUS MOUNTAINS John and I arrived in Ioannina after half a day's drive through the Pindus mountains. This rugged chain dominates NW Greece and is the site of many Greek hang gliding meets. We met some of the Athens pilots in Ioannina for a weekend of fun flying. The beauty of the lakeside resort and the towering mountains accounted for some memorable flights. Mount Metzikali near Ioannina offers a 3,000 ft. launch and good cross-country potential. While John flew out to demonstrate aerobatics. Dimitri Sdoukos, an Athens pilot and I scratched for a couple of hours and managed to get enough height to head downrange. There we encountered clouds that were fun to play with (its legal in Greece) and watched our glories (the shadow and spectrum halo projected on a cloud when the sun shines past an aircraft). After about ten miles we encountered light rain and massive sink, so a landing was in order. Monday morning we crossed the mountains again to Meteora, an area of fantastic vertical rock pillars, many with monastaries perched on their inaccessible tops. This area was featured in the Movie Sky Riders where hang gliders were used to subdue a terrorist cadre holed up in one of the monastaries. We had more peaceful thoughts on our minds as we soared above the rock towers on warm thermals with the large white rock eagles. Music drifting up from the village below and the gypsy encampments in the caves give Meteora an exotic flavor that defies

CENTERSPREAD: Soaring over one of the monastaries on the rocks of Meteora.

the main

by k, we're back in school now, so listen up. Question #1: time I fly I have a perfect launch and landing. True or false? Question #:2 My last ten launches and landings have been perfect. True or false? Were you honest? Let's face it-if you then your answered False to #1 or chances of having a good takeoff and landare equivalent to throwing dice and letting them fall where they may, especially if you've just come through a rainy, snowy, or otherwise unfriendly winter without much flying time. It was the end of another winter and an especially poor flying season in the Area. And, I'm an honest person. While gothrough Hang Gliding one day I saw the following ad: "TAKEOFF AND LANDING CLINIC. Better takeoff.~ and landings or your money back." Money back? The bargain hunter in me just couldn't resist. After all, I knew some pretty decent pilots who had already been through this clinic, in26

eluding our USHGA Prez, Russ Locke. The class would consist of a lecture followed by an afternoon on a training hill with Pat Denevan of the Mission Soaring Center in Milpitas, CA. The Training hill session would be videotaped for review at the end of the day. Gee, maybe I could load the dice iu my favor ... not break any downtubes ... not get cowpie on my harness ... I managed to get the last available spot in the reservation-only class. The big day arrived and a small group of determined pilots assembled at Pat's shop. I had wondered about the other "students," who would they be? What was their motivation for paying money to take their multistickered helmets and double-surface gliders to a training hill on a perfectly good weekend? We introduced ourselves: two Novice, two Intermediate and two Advanced rated pilots. Pat asked each of us to tell what our were for the class, what we wanted to change or improve. Everyone had a different

reason for being there; one person wanted better flare timing on their landing, while another was concerned about pitch control on launch. I had been practicing some bad habits for a long time, and decided it was time to change. Some of you may remember when instmction for launching a hang glider was something like, "Point the glider and run as fast as you can." Methods of instruction are now much more sophisticated. Pat began by discussing all aspects of a launch, including: evaluating conditions, psychological readiness and methods of relaxation. We reviewe.d all the problems caused by holding on too tightly to the down tubes, both during launch and landing. Another topic was the relation-ship of the pilot's body to the glider's center of gravity during launch and landing. We went over the entire landing sequence: head and body position, relaxing, flaring open-handed and lots of other peculiarities of landing a hang glider. Soon it was time to go out on the hill. How HANG GLIDING

had four hours gone so When I first walked into the class I knew of three or four aspects of my launch/landing that I wanted to Now the list had grown to a dozen. Could we Jbllow Pat's excellent suggestions for better launches and Would anyone get a refund? After all, this hill had a 40-foot elevation, not 4,000. on a hill can Now, a be serious business if you haven't done it for a while. First, I had to my harness. open the sectioned ballast compartit over and shook. Ever,,thi:ng go: the water, first-aid kit, stale gum, bars, a handfill of maps, space blanket, dirt. Our video cameraman got in and we carried our all the way to the top of the 40-foot hill at Ed Levin Park in Milpitas, CA. We all took turns

little shaky, the video camera to I felt like a student remember and do a dozen things at once: stand up don't look down, keep my from making indentations in the downtubes. Don't get frustrated, do it I didn't want just "OK" launches and land· after all I'd had lots of those. No, I wanted them as close to pe1:lec:t10,n as ble, and consistently so. Pat said we all looked a little "tight" so we moved over to the "bunny" hill for some hands .. off "trust" exercises. After a fow mns we loosened up some. One of the benefits of this hands-off exercise was out bar position should be where our launch. I felt more relaxed and I think everyone else did too. l wasn't to demand a refund yet. In fact, I was beginning to have a to the 40-footer so lot of fun. Pat back we went, more confident. We had carried We had put in a JUNE 1986

our up the hill (not pulled them on wheels) and endured the stares of unrated students. But we had watched each other improve throughout the day. We packed up and flights went to Pat's shop to review the on film. So how are my launches and landings now? I though you'd never ask. It's taken more than one of practice to change mgra111ed bad habits, and while my last down launches and landings haven't been been close. Did you learn to fly a long time ago, and have you realized that your launch/landing skills haven't up with the new gliders? you can't afford to buy auy more downtubes'? Have you gradually acquired

some bad habits that strike when you least expect it? Maybe you're just tired of "bonk· ing it?" If any of the preceding statemeuts fit you, maybe you ought to go back to school for a day. It's worth it. fll

TOP: Pat D11meva111 In action In the dH1m:iom. ABOVE: Pr1u::tld11g <m l1m!I ground. OPPOSITE: Pat offers some visual cuel!i for landing m1 the 40-foot hill.

HANG

DRIVERS by Tammy Lynn Douglas

~ y aren't there more drivers in the sport? I see two main reasons. The first is that most pilots simply don't take good enough care of their drivers when they got one. The second (which the young and lovely Tammy has tackled below) is the lack of any infonnation on turning a "wuff'' from a freeway liability into the kind of driver that pilot dreams are made of So, dusting off her 1-*bster's concise, Tammy's detailed out some thoughts and suggestions on the fine art of Hang Driving. She's looking forward to reaction and feedback from drivers and pilots alike. Tus, drivers are the Rodney Dangerfields of our sport . .. they just don't get no respect. Gerry McFaull

Pilots are always looking for drivers, and drivers are usually hard to come by. Therefore you can be picky as to what kind of pilot you drive for. You want someone who will treat you right: maybe take you out to breakfast, possibly lunch, definitely dinner! Besides eating at the finest restaurants (hint: negotiate before you drive) you'll also enjoy a nice day on the mountain (maybe a little windy) and a tour of some of America's more scenic countryside (possibly a long drive). Most days follow a similar pattern. After the ride up to launch there's typically much discussion about wind direction, takeoffs, soarability, setting up gliders and other boring stuff. This is where I usually hike around a little, enjoy the view and maybe snap a few 28

photos. Before you set off back down the hill it's good hang driving etiquette to make sure your passengers all take off safely and have left nothing behind. Also ensure you've got directions to the landing zone (LZ) and combinations or keys to any locks you'll go through on the way down. Finally, don't let those little buggers take off with the vehicle keys in their pocket! If you want to earn their everlasting good will and respect then be in the LZ before them and meet them as they land with an ice cold drink in your hand; they'll do anything for you after that! See, it's simple - nothing to it! Cross Country (XC) driving, however, is very different. For XC driving you should probably like to drive (really like it!) and like to sight see (it could be a long drive). You definitely need patience to be a driver. Your pilot can sometimes become snappy and irritable, so just be patient, when the flight improves so does the tone of voice. (An impatient driver, I believe, can hinder a pilot's flight; they need your support.) You must have patience as far as time goes also. You could be on the road for hours. (It also helps to have patience even though the only day your pilot goes 50 miles you've got plans for that evening.) You need to be able/willing to drive any type of road. Steep, bumpy, windy, narrow, one-way, and sometimes even paved. They can be a little scary, but no road is as bad as it looks. You need confidence that you can do it. Don't msh if you don't feel sure about the road.

One time I was scared to death driving down Piute Mt. in the Owens Valley. I had myself so convinced that I couldn't do it I almost stopped at the half way point down the hill. (I didn't plan what I would have done next, I just thought I couldn't drive any further.) The truck started sliding sideways (on a very narrow road) and I panicked! On the verge of tears, I regained control of the truck, pulled over and talked some sense into myself. It took me 11/2 hours just to get from the top of the hill to the bottom, but I did it. The next day was much easier; I did it in 45 minutes. Some of the equipment you may need to carry in the vehicle is: a camera (all pilots are hams and like as many pictures as you've got film), sunglasses, munchies, CB radio (a must), windsock (very helpful), a map, binoculars (to find them up in the sky), a cooler with plenty of cold drinks, first aid kit, telephone credit card (or lots of change), money for gas (gotten from pilot before

HANG GLIDING

launch), and air (only comes with certain unfortunately). You want to bring a book or something to occupy time the stages. CB radios arc a must (or at least ,,v,,.,,,""11u helpful)! But there arc times when you can lose radio contact. As long as discuss· cd a direction or destination, then don't Just head that way and chances arc you'll find the pilot(s) or radio contact with them. Also, agree on a telc· number where you know someone will be (home, police station, friend, etc.) so that if you do get you've still got some means of It to be able to discuss a route before the flight (like during that breakfast your buys for you). Go over maps and discuss the roads and roads, then if batteries die or for some reason you lose radio contact you can which way to go. It really if you can read a map also. That way when to direct you, you can it out much more There have been times when without a map I would have never found my pilots. On top of how to read maps it to be able to understand directions (or take orders; some pilots get carried away): directions without street names, just road markers, and N, S, E, W like, "Take the road across the railroad tracks to the stop go west and stop at the red building and wait there. You should try to stay close for visual contact. It isn't spossible so don't a good you frequently informed as to location until you catch up. Then you should uevcr drive J\1rthcr than visual on the last pilot. That way you won't have to double back if he/she should land first. Always stay with the pilot who lands first. Yi:m can radio contact with the other pilots for many air miles. That way you don't have to back track later. Windsocks arc very A driver is asked, "What's the wind direction?" and if you're like me, you're not much So you hold up the windsock and say it's blowing from here to there , from the mountain to the lake). asking wind direction probably low enough to sec more definable land marks. If you don't have a windsock and need assistance in wind direction you can tine your shadow up with the hour hand on your watch. Then your face is North, your back is South, your left is West and your is East Then you determine which way the wind is towards you. Or if JUNE

1986

Hang V driver Tammy Lynn Douglas. Photo by Geoff Loymi.

the other three. I stopped and picked him up and still made it (without radio contact the rest of the way) to where they landed not ten minutes after they put it down at 15 and Highway 99. Here are some Hang Driver ratings so you can determine just when! you stand as a hang driver:

Driver I Going out to sites with the pilot (spectator).

Driver II Paved roads (long or short).

Driver III Short dirt roads and longer roads that have been graded.

Driver IV Slate rock, dirt roads.

windy, long, steep

Driver V All of above including XC without losing any of the pilots. I hope that you will Cf\joy driving, it's been very enjoyable for me. 1B

TIPS FOR PILOTS

TOP: Support your 1md they'll support you! left to right Jim Herd, Geoff l.oyns, Russ D0uglm1, Gerry McFaull, and (horizontal) Tammy D0uglm1. ABOVE: Tammy and lmsb,md Russell take a tandem flight at Hull Mountain. Photos by Keith Melot. low enough to the ground just kick some dirt for them to see. There is also a new invention, as suggested Jimmy Herd in Hang Gliding ma1iaz:ine, which seems to be gaining popularity. It goes like this: )bu stand facing into the wind leanforward with your arms stretched backwards like a jct plane. Simple enough and I'm told it is easy to spot from the air. It to take any boredom out of being a driver if you develop an interest in the sport yourself. Get into it! Help set up, carry equipment, and when the pilot(s) land time goes by faster if you help tear down. You can also help rescue pilots from sticky situations by finding paths out of steeply ridged river beds and helping carry some gear. Being a wire person can also be very interesting and (for you) and helpful for the pilot. 30

One(! you do all this, hang driving becomes more fun and periods of hang waiting seem less frequent. It's also very educational if you're interested in the sport and it provides an excellent way to assess the possibility of learning to fly yourself. Sme, driving has its ups and downs just like everything else. What really makes it worthwhile is the appreciation the pilots show (especially if you show up 10 minutes after the pilots land and yon haven't had radio contact for the last 11/2 hours). So you watch or help them tear down and then have them take you to dinner! At Pine Mt. in Santa Barbara, CA I was driving chase vehicle for five pilots who headed out XC. One I had found two ridges back off the road and one landed in a field about five miles after I lost radio contact with

Please don't ever say someone's landed unless you are 100% completely It will delay the driver while looking and worry the driver when can't find the supposed landed pilot. You could also end up splitting up a two-pa1ty chase crew. It helps when you can very vivid directions as to roads for the driver to follow (as vivid as you can get with no road names). That's where It helps to have a drivet who can understand such directions as well. follow the direction of Try to some sort of general highway or main road. It also helps to land near a road of some spotted and sort where possibly accessible, If you're busy in the air and can't talk when yourdriver yells for you, at least try to up and say ''Wait", "Busy!", or "Can't talk!". Just say to let your driver know they're heard and aren't out of radio contact. A good for XC 1pilots would be to carry mylar-protected maps fastened to your control bar sp you can possibly better directions to the driver. HANG GLIDING

~3oo TAAPf. IN F<,~ 'fO\I" 01.r, CrLlt>fR Wt\1:N You Su"( A N£WM\ISTIC. .• • TIIIS of FER 6000 fo~ MA'l' AND Jure~ ONLY ... . So CONTACT .BILL S£NNETf Ar DELTA WtNv KIT~ AND

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-·~~-~-·-,. ---.~ ~ ~·-· ··· P.O. Box 483 • Van Nuys, CA 91408 • (818) 787-6600 • Telex No. 65-1425

by ey you! Yes you, the IV and above pilots (and not just the big guys!)! Even you will be interested in Delta Wing's new 220 Dream. Sure, it trainer designed for h,.,,;ni,,.r to its generous size and design ap·· plieations, the 220 Dream takes on an addi·· tional role, that of a tandem machine. Although the Light Dream has been available for several years in the 165, 185 and 205 the 220 Dream is a relatively new model. While incorporating the same in .. novations which have made the Light Dream Dick Boone also line so successful, rea.rrangt!d the frame configuration to allow the 220 Dream to not only accept heavier pilot weights, but to enhance performance levels when flying at higher loadings. 32

Tandem flying has seen a definite increase in popularity over the past few years. There are several reasons for this trend, however one of the most significant is the increased strength and perfo1mance now being offered in current glider design. In 1976 I started flying tandem. My ex.. pe1ner1ce has included such early designs as the Kestrel 220 and Cirrus II 190. Although these designs were large enough to accept dual pilot flight loads, their inability to con.. trol twist was a problem. The additional drag affected the performance and handling of these early designs. The 229 Raven was an improvement in many areas, with a level of pe1formance and strength which make it an acceptable dual pilot vehicle. When the 220 Breez was introduced three

years ago, it offered better twist control and therefore better performance in both sink rate and glide angle than the previous designs. The drawbacks were an increase in seH1p time and wieight. This, and the availability of the Breez in three sizes prompted me to equip the Windgypsy Gliding School with this design. The various sizes allow the student to fly the same glider in primary (dual flight) training as in the secondary (solo) training exJJerien1ce. The 220 Dream demonstrates an improve-· ment over the Raven and the Breez in all areas except set.. up time. Everything else considered, a few extra minutes of seH1p time seem a small inconvenience in view of the added performance and sophistication offered. The seH1p procedure is basic and un-· HANG GLIDING

complicated, and takes 15 to 20 minutes. Should any questions arise, solutions can be found in the owner's manual. This little beauty has 14 pages, full of information on assembly, set-up and break-down, flying tips, tuning, maintenance schedules, frame and hardware components, and it is nicely illustrated. All frame components are constructed of 6061-T6 anodized tubing. The brackets and mounting plates are 6061-T6 or stainless steel. All hardware is AN quality. Rigging is 3/32" stainless steel 7 x 7 cable, lower coated, upper uncoated. Reflex bridles are 1/16" stainless steel 7 x 7 cable; 1/4" foam is used for the leading edge insert. The sail is made with 3.8 oz. stabilized dacron, and utilizes a spanwise layout. All popular colors are available, including spectrum and rainbow. The sail on the glider flown for this report was "clean" throughout the speed range. A breakdown of the airframe components reveals strength and an impressive economy of weight. The crosstube is 2" x .049, innersleeved. The leading edges are 1-7/8 x .049, innersleeved on the inboard section, and 1-3/4" x .058 on the outboard section. The 220 Dream, along with its smaller Light Dream counterparts, utilizes the swiveling "ball tip" at the end of the leading edges to improve handling. The keel tube is 1-5/8" x .049, innersleeved. The kingpost, control bar, down tubes, and base tube are 1-1/8" diameter. All ribs are shaped. The outside ribs are 3/8" diameter, and the three inside ribs are 1/2" with flexible rods and nylon tipped ends. There are eight ribs per side. The glider weight, in the bag, is 63 lbs. The 220 Dream differs slightly in frame geometry from the smaller sizes, since the 220 size was designed specifically for tandem flight capability. Designer, Dick Boone, moved the cross tube/leading edge junction aft. This configuration translates into a slower stall speed, which improves takeoffs and landings. In addition, the 220 Dream's impressive sink rate and slow flight speeds allow it to compete for airspace with the solo pilots on a regular basis. (Even with pilot weights of 350 lbs - a 1. 9 wingloading as opposed to a 1.1 wingloading for solo flight.) On takeoff with no wind, the 220 Dream is slightly tail heavy, but will balance nicely with a light head wind. The low stall speed makes takeoffs possible in the lightest of winds. Once airborne, the 220 Dream displays the same easy handling characteristics JUNE 1986

as the 165 and 185 Light Dream models, namely light bar pressure in both pitch and roll, and a minimum lag in control response. More impressive to this pilot is the glider's ability to retain these qualities in tandem flight with pilot weights of up to 400 lbs. Although the handling and response are not exactly the same as that experienced by the

DELTA WING DREAM 220 Area . . . . . . . . . . . . . . . . . . . . . 220 ft. sq. Span ....................... 36.3 ft. Pilot Weight Range ....... 180-400 lbs. Optimum Pilot Weight ........ 200 lbs. Glider Weight ....... 63 lbs. in the Bag Standard Features Include: Glider Cover Bag, Control Bar and Rib Cover Bags. Price ..................... $1,995.00 Delivery Time ............. 3-4 Weeks Pilot Weight 180 lbs. = 1.1 Wing Loading Stall Speed 14 mph - Top Speed 30 mph Pilot Weight 340 lbs. = 1.8 Wing Loading Stall Speed 16 mph - Top Speed 32 mph

DREAM 220 BOX SCORES (Scale of 1-10) Set-Up Time/Case .................. 8 Ground Handling . . . . . . . . . . . . . . . . . . 7 Static Balance . . . . . . . . . . . . . . . . . . . . . 7 Frame Hardware/Finish ............. 7 Sail Quality/Craftsmanship ........... 8

solo pilot, the difference is not significant, and causes little difficulty when a student makes the transition from dual to solo flight. Landing qualities, especially with pilot weights of 300-400 lbs., are very impressive. The low stall speed and excellent flare authority combine to allow two-step, standup landings in light to no wind conditions. It is this area of operation that demands reliability. The 220 Dream not only meets this demand but allows for a slight margin for error - quite a luxury for the tandem/student pilot. The development of the 220 Dream is a gamble for Bill Bennett and Delta Wing, as it falls into the category of a "specialty" glider. However, as more and more intermediate training sites are lost to development, tandem instruction will become increasingly prevalent. As tandem instructional and recreational flight increases in popularity, the need for quality tandem flight equipment will also increase. Bill's gamble may well pay off as hang gliding moves into the 1990's.•

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Portuguese truck driver probably didn't even see the jogger on the sidewalk that rainy October day in Caracas. He was a little too fast and when his bald tires wouldn't hold the tum he lost control, jumped the curb and crushed the jogger betwe,en his truck and a wall. Plaza died ha] f an hour later in a hospital. Holder of the South American distance record and generally acknowledged as the best hang glider pilot in Venezuela, Ignacio flew jets for a living but hang gliding had been his His enthusiasm for the sport made him a motivator and a rallying force in the loose mganization of Venezuelan pilots. Venezuela's first international competition, he gained the respect of the sometimes condescending north American pilots as did few of the other South Americans. presence was missed in many ways and his hang gliding friends decided that, to honor his memory and help remind people of the contributions he had made to they would name hang gliding in the Venezuelan Nationals after him. The Plaza Venezuelan Nationals are open only to local pilots and this year they were 34

held in conjunction with the second annual Valley International Tournament. Ignacio had been an important part of last international meet and the tournament had been important to him. He enjoyed flying with world cl ass pilots and liked the that having them there brought to the Venezuelan hang gliding community. His widow Maria, pregnant with twins at the time of his death, appreciated Ignacio's enthusiasm for the sport and wanted to do something to support local pilots. She decided to donate his integrated instrument in the competition named panel as first for her husband. The instruments, a variometer, altimeter and air speed indicator, weren't part of the international competition because there was a strong chance that, like last year, a foreigner would win. Maria didn't want to see Ignacio's instruments leave the country. Thirty-five entries began competition on February eighth, the first of seven flying days over the brown, jagged hills and dusty plains of the Aragua Valley. Pilots had come from Colombia, the United States, England and Argentina and the meet would include four task days and three open distance days. John

Pendry, current world champion and an unexpected arrival at the meet, ran away with first place. He won every day of competition and recorded the meet's two longest flights of 153.5 kilometers and 132 kilometers. Rick Rawlings took a strong second and Jose Luis Periera, a Venezuelan, placed third. Almost everybody else was in the pack with less than 100 points separating fourth place from twentieth. But competition results seemed secondary to most pilot~ and grew less important as the meet progressed. The pilot~ had come to the Aragua Valley to hone their skills, to fly witl1 the best while testing their limits, and perhaps most importantly, to have a good time. Competition organizer Raymond Didad tried hard to make enjoyment a priority, or at least a possibility. The 1985 competition had consisted of seven open distance flights and this led to some long delays in pickup times. Many pilots weren't getting back un-· ti! midnight or later. This happened only rarely this year and the pilots from different countries had much more time to get to know each other. As Raymond explained, "I wanted people to be able to enjoy tl1emselves more. Nobody has any fun sitting beside the HANG GLIDING

been first

a McBroom Arion,

for five years and saw him through

first competition. He learned to tly at

mad." 111e Venezuelan are knit but loosely group. There may be 150 pilots in the country but only about 50 of them are really serious about and most of the serious ones know each other well. have an official, government registered org:anization that exists to deal with public and government relations. There are no standards for pilots and no schools to teach new pilots. Most are taught to fly by friends. Some learned in schools in other countries. The informal structure of the orii:aniizat.ion was reflected in the at1I1os1,he1re of the meet. 'lhsk completion was loosely enforced, confirmed only by radio con·· tact with at that sometimes made it a point to stay in the shade. llisks were also a bit unrealistic. No coinp!lete:d any tasks but all days were considered valid. the this way. "If someone tries hard ought to get credit for it. ··-····-·, to what be the looseness of the rules seemed to rednce ten-sion at the meet. The last minute decision to halve entry fees to $100 and eliminate JlJNE 1986

called Steyning Bowl entered first competition thel'e. But tly as well then as he does now bright yellow and white emblazor1ed with the logo of Planter's c011'.)()ra.te sponsor. At that first tumed in a crosswind afwr launch, went down and scored spe<~tat(>r. Luckily, nothing pride. He bowed of the con1petition at that point. Ea11y retri.eva:ls were what first attracted to cross country competition and he cornp(:ting seriously in 1982. His molley, the equivalc;mt of 600 came that year with a trophy in an lialian meet. His win ciunc at the Beaver Rim Competi· near Lander, Wyoming in the boost in his cateer came Ph1,t1tc•.r'~ Peanuts began sponsoring late in 1982. John admits that he had contact that helped him land the spn,nsc,rs111p but feels that Planter's perhaps the better end of the deal. The com· works with him through a public rela· firm and has received extensive publicit:y, ei,pe1~ially in Planter's sponsors a basketball team, a windteam and two balloons in England. wouldn't reveal his salary but says sum annually that is .•• ••·•·•·• r · - · .

enough to make his expens,es "reasonable" amount. that he couldn't make a living without porate sponsorship. There just ,.,.,-, "'"'""""' money available. His so far was the 5,000 Aiistralian dollars won in the 1985 Blue Stratos Australia. Although flying conditio11s can inconsistent, fohn's to in the He .cites tlle high cloud base and the outstanding beauty. It was in· Kossen, heart of th.e Alps, that John Champion in 1985, a title he least until the 1987 World Australia. the champion Australian pilots toughest competition, however. He this to the really good gmup ,,1, h,.,,.r11 m,,,.1r. ing pilots in Australia, a gmup that itself and helps inspire upc:on11ing pilots. At 6'3" and 170 pounds, John is than most pilots but this doesn't slow down. At the touroament an unfamiliar area, scored nearly 200 points more than Rll\!flirigs, one of the top American to take the victory. He beat m"~· ,·,t· tt, ... Venezuelan pilot~ on their own turf by 300 points . a corporate sponsor ob,,1or1s1v alows him more time to his technique bnt it's hard to be1iru1dge anything. He has had some but has also worked hard to attain his tion. And he's a friendly, likable displaying none of the haughtiness might champion sport. company at the table or at the beach as well as at or in the air. His plans for the fnture? It's diffiet1lt to wish the best.

money also eased the pressure but it was obvious that there are fower factions among Venezuelan fliers than among North Americans. Venezuelan teams are just groups of friends who fly together and the teams are comfortable around each other. Contngious sparks of ill will were not in evidence. Simon Piera is one of the top Venezuelan pilots and has worked with his cousin Ray-· mond to organize the international meets. He has competed in North America and feels there are many people with "cold attitudes" at those meets. "People in the Venezuelan hang gliding community arc much closer. We have doctors, lawyers, student,;, business executives, workers, even an air force general here. But when people fly, all the differences among us are eliminated. There are no per-sonal animosities in competitions. This leads to changes in attitudes towards life on the ground." With fow of the pilots launching before noon and most of them back at La Victoria's Hotel Onyx, competition headquarters, well before dark, the pleasantly cool evenings allowed plenty of time for pilots to examine each other's attitudes. All of the pilots stayed at the Hotel Onyx 36

and impromptu parties took place almost every night. Groups formed quickly, broke up, and reformed again the next day with new members. Pilots received near celebrity status. La Victoria is just a small industrial town but it offered it5 best to the people who fly an ikaro, Spanish for Icanis and the Venezuelan term for a hang glider. Special drinks are concocted. Door charges arc waived at discoteques. Local men introduce pilots to their sisters. On a typical evening, from twelve to twenty hungry and thirsty

hang glider pilots would invade a quiet restaurant, forcing a dramatic change in at-· mosphere. But after the initial shock worn off and the group was identified, proprietors, other customers and even the waiters got involved in the party. Stragglers come in off (continued on page 17)

TOP: looking down on the valley. Most days doud base wasn't high enough. ABOVE: Landing near a town could be a problem, Kids wanted to grab everything. HANG GLJJ)JN(l

RATINGS AND APPOINTMENTS BEGINNER RATINGS CITY, STATE

INSTRUCTOR

Chris C. Chen Virginia Freeman Mathew Johnson Harvey May Michael McGrath Robert Odineal Elizabeth Prentice

San Luis Obispo, CA Willows, CA Fremont, CA Atascadero, CA San Francisco, CA Saratoga, CA Willows, CA

Achim Hageman Dave Freeman Dan Murphy Randy Cobb Charlie Whitehill Dan Murphy Dave Freeman

Steven Keithley

Isla Vista, CA

Achim Hageman

Greg Atwell Danny Garner Ronald E. Maynard

Tempe, AZ Tempe, AZ Phoenix, AZ

Doug Gordon Doug Gordon Doug Gordon

Joe Barry Ross Shipman

Kansas City, MO Independence, MO

Mike Russell Robert Black

Sarah G. Williams

Andover, MA

Bill Blood

Carl W. Ingalls Roger S. Johnson

Aston, PA Rockville, MD

Steve Wendt Chris Crescioli

Jonathan T. Marsh

Charleston, SC

John Harris

Joye M. Stringer

APO, NY

Gary Elhart

NAME

CITY, STATE

INSTRUCTOR

Norwich, CT Waterville, ME

Rob Bicknell Matt Taber

John Benario Forest Link

Arlington, VA Harrisburg, PA

Tom Phillips Eric Logan

Benito Agbayani Jim Lacotche Mike McClure

Ft. Bragg, NC Boynton Beach, FL Hixson, TN

Steve Wendt Matt Taber Matt Taber

10 10 IO

Buddy Close Kurtis Conrad Richard Demchuck Thomas Durdick William Ellerby Herbert Jene Timothy A. Kirkland Kleyton Parkhurst

Poughkeepsie, NY Westfield, NJ APO, NY APO, NY APO, NY Linden, NJ APO, NY New York, NY

Paul Voight Larry Mace Gary Elhart Gary Elhart Gary Elhart Larry Mace Gary Elhart Foreign Equivalent

11 11 11 12 11 11 11 12

REGION

2 2 2

INTERMEDIATE RATINGS NAME

NOVICE RATINGS NAME

Richard Buterbaugh Bryant Lemon, Jr.

REGION

CITY, STATE

OBSERVER

Frank Merritt Rick Skirvin

Longview, WA Spokane, WA

Albert Gibson Larry Strom

Frank Ducker Louise Funke Jim Long Alan Markert Robert Markert Eric Klementis Jeffrey Schoen Timothy A. Sestak Bettina Stark Gary Ward

Sunnyvale, CA Fremont, CA Palo Alto, CA Petaluma, CA Canoga Park, CA Berkeley, CA Monterey, CA San Francisco, CA So. San Francisco, CA

Pat Denevan Gerry McFaul Pat Denevan Jeff Mott Pat Denevan Brian Smith John Reilly Jim Johns Walt Nielsen Charlie Whitehill

Ron Walker Anderson Dean Bernal Sharon Duensing George Florman Jon Scott Purdy

Los Angeles, CA Santa Barbara, CA Los Angeles, CA Torrance, CA Glendale, CA

Greg DeWolf Ken deRussy Greg DeWolf J. Fred Lucas Joe Greblo

Clayton M. Barnhill Mark Francis Oreg Handerman Elaine Hendricks Bruce Jonasson Scott Thorburn

Rosell, NM Farmington, NM Mesa, AZ Phoenix, AZ Flagstaff, AZ Boulder, CO

Paul Michaud John Martin Russ Gelfan Paul Hendricks Russ Oelfan R. Alan Godman

Jim Roach Robert Shook Kevin Wolf

Missoula, MT Missoula, MT Missoula, MT

Roger Lockwood Lee Metzgar Roger Lockwood

Jason Constantino Chip Doherty Paul Gilberto, Jr.

Weymouth, MA Lowell, MA West Haven, CT

Jeff Nicolay Bill Blood Paul Voight

Thomas Miller Glen Sleinkofer

Smithsburg, MD Selinsgrove, PA

Roger Martin W.W. Richards

Berkeley, CA

REGION

2 2

2 2 2 2 2

Ron Allman Ron L. Macom Steven M. Tarries

Juneau, AK North Pole, AK Soldotna, AK

Sam Nottage Jim Egger Jim Egger

Bill Branch Grant Grove Jonathan Hutchinson Michael McGrath Frank J. Male Harvey Packer David L. Rossi Brad Smith

Mather AFB, CA Las Vegas, NV San Francisco, CA San Francisco, CA Pleasanton, CA San Mateo, CA Mountain View, CA San Rafael, CA

Stephen Perry Phil Sherren Charlie Whitehill Wallace Anderson Rob Engorn Charlie Whitehill Paul Eikens Charlie Whitehill

Kenneth Eidson Orlando Ferrassol David Herring Eric Kurihara Jon Lifquist Gary Pray Eric Stockwell Joseph Szalai Rui Viera, Jr. Ram Zeevi

Aiea, HI Glendale, CA Ventura, CA Honolulu, HI Ridgecrest, CA San Dimas, CA Goleta, CA Los Angeles, CA La Jolla, CA San Diego, CA

Sam Nottage Joe Oreblo Erik Fair Lani Akiona Ken deRussy Dick Snyder Ken deRussy Joe Greblo John Ryan John Ryan

Gerald A. Dalen Scott Kossoudji

Tempe, AZ Mesa, AZ

Doug Gordon Doug Gordon

Harvey May

Sagle, ID

Randy Cobb

Timothy Little

Mabelvale, AR

Dave Dunning

Robert F. Bautz Kenneth Gay

Nashville, TN Winston-Salem, NC

Jim Goff Jake Alspaugh

le 10

Eric Davidson Stephen Refsell

Irons, Ml Rice Lake, WI

William Fifer Gary Ash

Robert Thomson John A. Wallen

Burlington, NJ Wingdale, NY

Paul Voight James Wise

12 12

JUNE 1986

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

RATINGS

you how.

ADVANCED RATINGS OBSERVER

REGION

NAME

CITY, STATE

Eric Troili

Snohomish, WA

David Lindberg

Floyd Wayne Blue Patrick Page

Bakersfield, CA Sunnyvale, CA

David Bowen Thomas 0. Gill

Douglas Barry Mark P. Egan Patrick Halfhill Paul Lundquist Mark D. Turner

Manunoth Lakes, CA Ridgecrest, CA Ontario, CA Santa Barbara, CA Ventura, CA

John Reilly Russ Gelfan Erik Fair Larry Lorance Tom Truax

Jon Ezequelle Michael Gregg Peter J. Koistinen

Glenwood Springs, CO Albuquerque, NM Tucson, AZ

Gary Lagrone Chuck Woods George Woodcock

Bill Snyder

Billings, MT

Steve Hawxhurst

Paul Neff Gary Verhalen Tom Westenberger

Richmond, ID Colgate, WI Burlington, WI

Matt Taber Gary Evans Steve Hawxhurst

Matthew Brisse Tom Condren

Glastonburry, CT Southington, CT

Deane Williams Deane Williams

David J. Shepherd Peter D. Wellhofer

Dallas, PA West Chester, PA

West Vogel J.F. Harper, Jr.

Christal Achmus Ben de Garis Gary Stokes

Charlotte, NC Carrollton, GA Salisbury, NC

Matt Taber Matt Taber Ben Burri!

Richard Diamond David Duecker

Houston, TX Denver City, TX

Melvin Asher Jerry Foreburger

11 11

2 2

4 4

Richard Annis Gerry Uchytil

DIRECTOR

CITY, STATE Golden, CO Chippewa Falls, WI

Dan Murphy Hugh Martin Robert S. Black Richard Cobb

Fremont, CA Hastings, NE Liberty, MO Blacksburg, VA

IO IO

REGION

DIRECTOR Russ Locke Mike King Ted Gilmore W. W. Richards

REGION

5 6

AWARDS BRONZE Charles T. Carder Gerald Dalen Roy Ferguson George Kavallieratos Kathy Kosies Tom Parsons Sanuny Porter Don Steaples Roger Vogel George R. Walker, Jr.

Looking for compact, simple, stowable pitch control? Get a Speed Raif"" Reduced pull- in effort. Flat body attitude for less drag. Static load tested to /OG's. $ 78 00 complete. Available from:

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SILVER Tom Parsons

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INSTRUCTORS NAME

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MASTER RATINGS NAME

Mission Soaring Center offers regular Take-off and Landing Seminars. Intensive on-the-hill, videorecorded practice and classroom study. You will come out a better pilot or your money back.

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u R

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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.

Avallabllity: 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 superior sink rate • Flat glide at speed with lower twist • Endurance with easy handling turn coordination • Fast climb rate; self centering in thermals 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 lo read.

Airspeed Indicator with Long Bracket

Control Bar Protectors

Airspeed Indicator . . . .. $21.50 Long Bracket . 6.50 Foreign & C.O.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00lpa,r Foreign & C.0.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

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

UP-Audio

Dual Batteries

SYSTEMS TECHNOLOGY, INC. P.O. Box 585 Seymour, TN 37865 Chris Pyle

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 in~ sizes. Aircraft quality nuts, bolts, fittings, in U.S..~. And~ 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).

CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly 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.

E!PPER 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. Vario, 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). GEMINI 184-Rainbow sail. Good Cond. (805) 541-1275.

HP-All white, spectrum wedge. 10 hrs. airtime. Immaculate, no dings. $1900./0BO. (619) 753-4599. HP 170-Excellent condition, red/black/white, holds records, 50 hours, 8/84, $1500./best offer (208) 237-9157. 170 MOYES METEOR (COMET)-Good condition. $500. (608) 274-0163.

140 PRO AIR-Double Surface. Excellent care and condition, $850. Lisa Jensen, Box 680577, Park City, UT 84068. PRO DAWN 155-Good Condition. Lime green/spectrum white. $1000. Mike (805) 496-5549. PRO STAR I 160-Good condition. Custom colors: blue, yellow, red, white. $500. Mike (805) 496-5549.

COMET 165-Red LE, White TE, excellent maintenance, under 40 hours, clean, $900. OBO. (413) S28-1371. Call 6 - 9 Eastern. DEMON 175-(Salinas) Custom sail; trike adaption; cocoon harness with parachute. $600. for all: Buzz (502) 459-2905. 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. ATTACK DUCK-Wills team colors, near mint cond., $995. or BO. (7ITT) 763-8884. 180 ATTACK DUCK 2-Custom sail, Wills Flylite Plus harness (large), Chute, Bell Helmet, vario, ALSO Flight Designs Jetwing trike, new 40hp Elec. Start, fairing. ALL for $1800./best offer. Eves: (206) 878-21-:rl. FOR SALE-WW 180 Duck II. Excellent cond. Plug-in #I battens and nose cone. Only 100 hrs. Doug. In Cal. (805) 682-3483. In Colo. (303) 728-4041. DUCK 180-Good condition, tight sail. Under 70 hours total airtime. Comes with extra set of down tubes. A good deal at only $650. Call Jim Strube at (818) 449-4(J)7 1983 200 DUCK-Excellent, flown 10 to 15 times in '83 then stored clean & dry in original ship tube, too busy working. Any offer (208) 323-1636.

JUNE 1986

ECLIPSE 17 $1800.00 HP l70 $1400.00 V\8 VISION $900.00 C2 165 $900.00 Parachutes $ 190.00 Cocoon Harness $ 100.00 Also Magics, Ducks for sale. Dealer for all major mfg. We need your used equip. (619) 450-9008.

HARRIER 147 II-Excellent condition. $950. OBO (805) 252-(1731.

MOYES MISSLE 190-1982, 21 hrs., $750. Moyes Mega 190, 15 hrs. $400. Both VGC, Lansing MI (517) 339-2967.

COMET II 185-1/2 ribs, KP fairing, speed rail great shape. $975. (619) 286-5604.

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.

FOR SALE-1980 Sabre 170. Verry little airtime. Includes roof rack and wheels. $650. Call Mary (301) 667-9S27 or Kim (301) 592-9573. SKYHAWK 188-Excellent, low time, new in January 1985, harness. $1300. (214) 255-0135. NEW 167 SPORT-Ready for immediate delivery lst week of July. Will be factory and dealer test flown only. Contact The Hang Gliding Connection (916) 222-4606, (916) 222-5439. Redding, CA. !80 STREAK-Dark blue, pacific blue, light blue, excellent condition. Make offer! (214) 382-3305. STREAK 160-Completely black. $650. (303) 442-7949. STREAK 130-Black, blue and spectrum. Like new, flys great. $700. (503) 386-2037. STREAK !60-Purple leading edge, white span. $700. Cocoon harness w/parachute $150. 1539 7th Ave., San Francisco, CA 94122. SUPER LANCER 180-Used less than JO hours. $500. or best offer (408) 252-2752. VISION l8-Supreme condition. Inland flights only. Harness/chute extra. (916) 934-24ll. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94ll6 (415) 753-8828. WANTED-RAVEN 179, 209, or Lancer 180. (608) 274-0l63 (Wisconsin.) WANTED-Sail for C2-165. Good condition. Bill (616) 941-7044.

Schools and Dealers ARIZONA

ARIWNA WINDSPORTS-Certified instruction utilizing skyting and the World's only man-made trainer hill. New & used gliders, accessories, parts & repairs. lll4 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS - USHGA Certified School.- Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. CALIFORNIA BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (7(J/) 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 since 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 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. 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! 6-C 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. ll16 Wrigley Way, Milpitas, CA 95035 (408) 262-1055.

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

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.

OWENS VALLEY HANG GLIDING-Located at the Bishop Airport since 1978. Glider parts and supplies. Airframe, sail and harness repair. Site and weather infonnation. P.O. Box 1535, Bishop, California 93514 (619) 873-8367.

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

PINECREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. SAN FRANCISCO WINDSPORIS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site infonnation 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 (fonnerly 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) 988-0111. 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. MINNESUI'A NORTHERN SUN, INC.-Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang

NORTH CAROLINA KITTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, In NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Ultralight training and sales available as well as windsurfing sales and instruction.

NEW MEXICO

NEW YORK

SAURATOWN KITES-Winston Salem (919) 760-1390 or 983-3570. Hang Gliding School w/certified instrucot; dealer of Seedwings, Wills Wing & Delta; new and used equipment.

FLY HIGH HANG GLIDING, INC.-Serving New York City/Albany, New Jersey, Connecticut area. (Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also carry all other major brands. Certified Instruction, Certified 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.

OREGON EASTERN OREGON ULTRALIGHTS-Certified instruction. New and used. Wills Wing specialisrs. PO Box 362, Pendleton, OR 97801 (503) 276-7462.

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.

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

SUSQUHHANNA FLIGHT PARK JNC.-Central New Yorks Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O - 160', jeep rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153.

FLY UTAH WITH

THERMAL UP, JNC.-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.

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.

WESTERN NEW YORK-Hang gliding and Certified Instruction. Rochester Area Flyers. Call Dave (716) 454-2179.

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I USHGA CLASSIFIED ADVERTISING ORDER FORM I 35 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word) Photos - $10.00 Deadline, 20th of the month six wnks before the cover date of the Issue In which you want your ad (I.e. March 20, for the May Issue). Bold face or caps 50c per word extra. (Does not Include first few words which are automatic ally caps). Specl1I layouts or tabs $20- per column Inch. Payment for first three months required In advance.

Section (please circle) Rogallos Schools and Dealers Emergency Chutes Ultralight Powered Flight

Begin with consecutive issue(s).

Parts & Accessories Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous Issue and run for _ _ __

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

$.~-------

Please enter my classified ad as follows:

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P.O. BOX 91308, LOS ANGELES, CA 900l8 / (213) 390.3095

L---------------------------------------------------------' 42

HANG GLIDING

CLASSIFIED ADVERTISING International Schools and Dealers

JAPAN ,

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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 $LOO each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.

Videos & Films Distributor major brands hang gliders (Airwave, Magic), instrumen~. parachutes and ultralights. Tokyo 03/433/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141.

PRESCRIPTION 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 ll385. (718) 386-5339.

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BALL 651 VARI0-$250. Master Com CB radio $200. (808) 579-8CT77.

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SWITZERLAND

SWISS ALP HANG GLIDING SAFARI-For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to RON HURST, Im Brunnli 10 CH-8152, Opifikon, Switzerland, Airmail. Telefon 01/810 26 48 From USA 0041/18 10 26 48.

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

Parts & Accessories

NEW PRIMO II AIR MITTS-1/8" Necprene Il. Use with or without inside tube. Reversible for color variation. $30. pair. Dealer discount of 3 or more pair. Available colors - red/royal blue or black/royal blue. Please specify coated or uncoated base tube. Call or write - Ozark Mountain Hang Gliders, Rt. 9, Box 363-02, Conway, AR 72032. (501) 327-0698.

Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW! Lots of students ... not enough instructors. Send resume to: Mission Soaring Center, ll16 Wrigley Way, Milpitas, CA 95035. 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.

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.

UTAH DRIVER-Experienced, reliable, fee negotiable. Lisa Jensen, Box 680577, Park City, UT 84068.

Powered Ultralights COSMOS AERO TUG-Low hours, excellent condition with Profit Hang Glider. $5000. Oregon Airwave. (503) 245-2636.

Publications & Organizations 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.

JUNE 1986

. ~,'.{I I

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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.

Miscellaneous SAILMAKING SUPPLlES & hardware. All fabric types. Catalog and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31h'' dia. Inside or outside application. 25C each. Include 15c for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066. BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego, CA 92106 (619) 455-6036. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066. The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps SOC per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be reeeived in writing 11, 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.

SOARING-Monthly magazine of the Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00. SSA, P.O. Box E. Hobbs, NM 88241.

CLASSIFIED ADVERTISING Stolen Wings TYPE: '78 Elite 174. Stolen Dec. '85 Billings, Mont. COWR: 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. l, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345. TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078. TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body. Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618. TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward. TYPE: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CONTACT: Robert Fullam, 551 Jean St. #302, Oakland, CA 94610. TYPE: 165 Demon. SAIL: Brown LE, orange TE. Disconnected nose batten, slightly ripped velcro on underside. CONTACT: Scott Nichols, Box 3035, Aspen, CO, 920-1295. TYPE: UP Gemini 164, 81', #164053. Orange leading edge and keel pockets, white sail, no mylar. FROM: hangar at Morningside Recreation Area, Claremont, NH. WHEN: Sometime in November, 1983. CONTACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539.

GLIDERS CERTIFIED BY THE HANG GLIDER MANUFACTURERS ASSOCIATION

Index To Advertisers Airwave .......................... 11, 40 Airworks ............................. 12 Ball Varios ........................... 11 Bennett Delta Wing Gliders ....... 5, 31, BC Hall Brothers ........................ .40

1983: Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160

1984:

High Energy ...................... 13, 33

Kitty Hawk West. ................... 9, 17 Litek ................................ 40 Mission Soaring ....................... 38 Moyes ............................... 39 Pacific Windcraft ...................... 38 Pagen Books .......................... 39 Para Publishing ........................ 44

Skyhawk 168, 188 Light Dream 161, 185 Comet II 135 (and 135, 165, 185 with 1h battens) Pro Dawn 155

Saphir ............................... 12

HP 170

Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Sensor 510-160 VG Moyes GTR 162 VG

Publitek .............................. 10 Roberts .............................. 5

Systems Tech ......................... 40 USHGA ........................ IBC, IFC Wills Wing .......................... 6, 7

1985: Light Dream 205 Dawn Comp 160 GZ 155 Mystic 166 VG, 1n VG Sensor 510-8 160 V.G.

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing 1 V2 months preceding the cover date, i.e., March 20 for the May issue.

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

Send For FREE Brochure 44

HANG GLIDING

USHGA MERCHANDISE ORDER FORM OUAHTITY B-1

B-2 B-3 B-5 8-6 8-7 B-10 B-11 B-12 B-13 B-15 B-16

SOOKS

PIIICE

MAHBllDS by Maralys Wills. Entertainingly takes lhe reader from hang gliding's pas\ lo its soaring present. 8 pg color, 150 Blk & Whl photos, 40 pg appendix. USHGA INSTRUCTORS CERTIRCATIOH MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook tor skysurting. FL YING CONDITIONS by Dennis Pagen. Micrometerology for pilols. 90 illustrations. HANG GLIDING AND FLYING SKILLS by Dennis Pagen. Beginners to experts inst,uctlon manual. HANG GLIDING TECHNIQUES by Oennls Pagen. Techniques for cross-counlry, compelilion & powered flighl. MANNED KITING by Dan Poynler. Handbook on low launch flying. MAH-l'OWEREO AIRCRAFT by Don Dwiggins. 192 pg history ol flighl. Fealures flighl of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition. Hang gliding pertinent intormation. FAI SPORTING CODE FOR HANG GLIDING. Requirements lor records, achievements & World Championships. HAHG GLIDING MANUAL & LDG by Dan Poynler. For beginners. An asset lo instruclors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signofls (all levels), glossary ol terms, awards.

$17.95

AMOUNT

$ 2.00 $ 7.50

S 7.50 $ 7.50 $ 7.50

$ 4.50 $ 6.50 $ 4.50 $ 1.00

S 1.50 $ 2.95

ITEMS 1-1

"HEW" USHGA 'HAHG GLIDIHG' T-SHIIIT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: SM L X-L (CIRCLE ONE). USHOA 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 lits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) • 'HEW" USHGA BELT BUCKLE. Solid bronze, cuslom design, reliel sculplure. 3'!, x 2'1<. USHGA SEW,ON EMBLEM. 3" dia., full color (red wings, sunburst w/black print). USHGA EMBLEM DECAL. 3W' dia., lull color. LICENSE PLATE FRAME. "I'd rather be hang gliding." While on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.

1-2

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1-3

-~~-..~.

1-4 1-5 1-6 1-8 1-9

$ 8.00

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USHGA# _ _ __

S 150

105 - 14-11

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

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$ 1.00

USHGA MERCHANDISE ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 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

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DEL1A WIN& RIii 'lllil The '86 Lit~ Dream combines the best features of any intermediate' glider on the market today. Thal'..s why it continues to be'the #1 seJling glider! The .Lite Dre•m offers:· more siz~./i .-;:145, 165, 185 , 205 & 220 ; light weight - 42 lbs . (145 [}ream) ; smooth 41redictable i"nflight · · handling; excellent performance ' & best price . ., Price." •... ; ...from .$1595 .

. Ll1E Known for its excel lent performance & ease of handling , the highly competitive Mystic has undergone significant re-engine/fring 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 thin-walled tubing ... The Lite Mystic also features: 5 sizes - 144 , 155, 166, 177 & 188; foam leading edge pockets; streamline kingpost and best of all the price . Lite Mystic ......... . $2295 Reg. Mystic with VG & all OP,tions .. . $2495

-llfE MY511C ,.

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lox ~;-van Nuys, CA 91408 811/7~-~. Telex 65-1425 • Watct:i next month's ad•for the relea·se of Delta. Wing's r:i~ fiigh pertorma11ce .glider .

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