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

July 1986 $2.50

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• MEMBERSHIP APPLICATION

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

ANNUAL DUES: $19.50 for each family Member, who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ __

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Enclose check or money order for dues as indicated to the right. International checks must be drawn on a U.S. bank in U.S. dollars. Charge payments are subject to $2.00 bank service charge.

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

(213) 390-3065

Revised 6/86

(USPS 017-970-20)

Features 16 The ULF-1 FootLaunched Sailplane

Columns 5 USHGA Reports by Cindy Brickner

Executive Director's report.

by Dieter Reich reprinted courtesy Soaring magazine

6 USHGA President

Here's 18 to 1 performance for $1,500 and 100 hours of your time.

by Russ Locke

Setting records, and our relationship with the NAA.

20 The First Annual Hawaii Tour

Departments

by Jim Johns photos by Ines Roberts

4 Airmail 12 Update 14 Calendar 15 Milestones 33 Competition Corner 39 Ratings and Appointments 41 Classified Advertising

Flying in paradise, from Makapuu's 1,500-foot vertical seaside ridge to 10,000-foot Haleakala volcano.

24 HGMA Certified Gliders Currently In Production from the Hang Glider Manufacturers Association

44 Stolen Wings 44 Index To Advertisers

In case you are wondering whether the glider you're about to buy is certified, here's the list, with specs.

27 Returning To Earth by Greg DeWolf

First of a two-part in-depth series on landing technique.

30 A Matter Of Time by Lee D. Nedge

Fiction. Page 34

COVER: Soaring the seaside cliffs in Hawaii. Pilot and photographer: Elan Sun Star. 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 rapresentations 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.

JULY

1986

ACHIEVEMENT MOTIVATION For those who are driven to perform. The 510 B is the hottest ship you can fly anywhere. No other glider can match the B's performance. Its purpose: to soar to new personal records, to win at cross country racing, to soar higher, farther and faster than any other glider. How can one glider excel in all soaring conditions? With the best rate of sink over the broadest speed range. The 510 B is the superior glider for the pilot who is motivated to excel.

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BEAUTY IS MORE THAN SKIN DEEP. For those who look beyond the superficial, the aerodynamics of the SENSOR are the cleanest and sleekest to be seen. Within the skin of dacron, you will find the highest lifting airfoil on the market and a frame that some call overbuilt. We call it strong. Wear points are protected to a maximum. Materials are the highest quality available and construction is done with greater care than is possible with less expensive products. Our latest technical improvements, the kingpost suspension system (KSS), and the stabilizing and drag reducing tail fin are even more proof that we don't follow the leader, we develop, build and refine the leader for you. We invite comparisons - Call one of our dealers today. Jake Alspaugh Sauratown Gliders Winston, Salem, N.C. (919) 76().1390

Gregg Black Mtn. Wing.,, NY (91 4) 625-5555

Scott Westfall Boulder F1igh~ CO (303) 444-5455

Bill McKellar Sun Valley Sensor (805) 682-8428

Rich l'feiffer High Energy Sports Santa Ana, CA (714) 972-8186

Larry Smith

Frontenac Flyers Hagger City, WI (715) 792-2561

Steve Schaeffer

Valley Forge Gliders (302) 65U426

W.A. Roecker (Porl<) Sensor's On Top Here Torrey Pines, CA (619) 942-0994 Bob Murphy Ultralight Soaring Deposit, NY (607) 467-3110

Bob Beck Endless Sky Tamaqua, PA (717) 386-5104

Sal DeFrancesco Air Wise Redding. CT (203) 938-9546

Erik Vielbig The Glider Hanger Fresno, CA (209) 264-7627

Mark Bennett

Stew Smith U.S. World Team Grandfather Mtn., N.C. (704) 264-9129 (704) 733-2800

Jeff Nicolay Moming.<ide Soaring Claremon~ NH (603) 5424416

Dennis Pagen State College, PA (814) 234-1967

Don Miller Canadian World Team lnvennere, B.C.

Don Gordon

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

Dave Ledford Greer, SC (803) 877-8218

Canada (604) 342-3811

The SENSOR 510B 160VG HGMA Certified

South Coast Air Products

Santa Paula, CA (805) 525-6596

Prices Start at $2595

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

Dennis Michels Cliff Whitney Sequatchie Valley Soaring Dunlap, TN (615) 949-2301 (615) 265-1539

•

SEEDWINGS

Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Consultant Leroy Grannis, Betllna Gray, John Heiney1 Staff Photographers Erik Fair, Staff Writer Harry Martin, Illustrator Office Staff: Cindy Brickner, Executive Director Amy Gray, Manager Joyce Isles, Ratings Marian Fleming, Membership

USHGA Officers: Russ Lock'e, President Dick Heckman, Vice President Bob Collins, Secretary Dan Johnson, Treasurer Executive Committee:

RIW Locke Dick Heckman

Bob Collins Dan Johnson Cindy Brickner REGION J: 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. REOJON 7: John Woiwode, Bruce Case. REGION 8: Robert Collins. REGION 9: William Criste, William Richards. REGION 10: Steve Coan, Rick Jacobs. REGION ll: Warren Richarson. REGION 12: Paul Rikert, Pete Fournia. DIRECfORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECfORS: Bill Benne11, Walt Dodge, Eric Fair, Bellina Gray, Doug Hildreth, Mike Meier. The United States Hang Gliding Association Inc. is a division of the ~ational Aeronautic Association (NAA) which _is the official U.S. representative of the Federation Aeronautique Internationale (FAD, the s;orld governing body for .sport avlation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAJ-related hang gliding activities .:;uch as record attempts ~nd competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further Interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone Is invited to con~

tribute articles, photos, and illustrations concerning hang gliding activities. If the material is 10 be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of sub, 1t1ission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication de> notassume responsibility for the material or opinions of contrib_utors. HANG GLIDING magazine is published monlhly by the United States Hang Gliding Association, Inc., whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located al U423 Washington BJ'id., Los Angeles, Calif. 90066; telephone (213) 390-3065, 398-0198. Second-class postage ls paid at Los Angeles, Calif. and at additional malling offices. The typesetting Is provided by lat Impression Typesetting Servlee, Buena Park, Calif. The USHOA is a member; controlled educational and scientific organization dedicated to exploring all facffl of ultralight flight. Membership i• open to anyone interested In this realm of flight. Dues for full membenhip are $39.00 per year ($42.00 for foreig~ addresses); subscriptioo rates are $29.00 for one year, $53.00 for two yean, $77.00 for three YOJ!l'S· Chan$es of address •hould be sent six weeks In advance, including name, USHOA membership number, previous and new address, and a mailing label

form a recent issue. POSTM,,.STER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

JULY 1986

AIRMAIL HOSPITALITY Dear Editor, There's an old saying, "What goes around, comes around." Usually it is heard in a negative context, but by way of this thank you letter I'll share a positive context of that old saying. I'm proud to say that I'm a member of the North Carolina Hang Gliding Association, a club whose members, I'm happy to say, have always gone out of their way to accommodate pilots visiting from other areas. I've seen pilots show up at our sites with nothing but their USHGA membership card and a bunch of old flying stories, and wind up with all the flight gear they need, a ride to the mountain, a meal and a place to sleep. That is the "goes around" part. I feel it is an important function of any hang gliding organization to make itself a point of contact for non-local pilots, or pilots new to an area, and to make them feel like locals by the time they leave. Now here's the "comes around" part. I was fortunate this last year to be able to fly in many parts of the East. In my travels to different flying sites I feel that I've received back the hospitality that I've seen my fellow NCHGA members put out. I'd like to name some of the clubs and peopie who helped me keep my airtime up while I've been away from North Carolina: To all the pilots at Hiner View, PA for sharing one of the most beautiful sites in the East. Thanks. To Curly Dunn who gave my wife her first hang gliding experience by taking her tandem. Rick Jacobs who always opens his home to my family when I'm flying in the Tennessee Tree Topper area. And to the Tree Topper club for maintaining some of the best sites in the East. Thank you. I can't say enough about the Northern Sky Gliders club of Minnesota and its members. Ralph Karsten and Greg Ballantine transported me to and from their sites every weekend. Bruce Case lent me his glider to fly. Larry Smith introduced me to Mississippi River bluff soaring. Mel Glantz taught me skyting and Sam Netherly made sure I knew how to contact all of those people. To all the Northem Sky Gliders folks I say thanks. The last few months I've been in Little Rock, Arkansas, and you can't believe what a great bunch of pilots live in this area: Lyle Cogbill, Mike Newman, Dave Dunning and Larry Haney, to name a few. Thanks for showing me your fine sites, flying with me,

and making me feel sad about leaving. Everywhere I've been I've always encountered the same hospitality, comradery and warm friendliness that made me feel like I already knew the people I was just meeting. In a way I guess we hang glider pilots are bonded together by the uniqueness of our sport and our shared love of flight. It's a good feeling to know that where ever a hang glider pilot goes he will only have to seek out other hang glider pilots to find good friends, good fun and good flying. Tom Parsons Germantown, NC

WHERE'S HARRY? Dear Editor, I miss seeing cartoons by Harry Martin in Hang Gliding. If he is too busy to do them every month, why not reprint some of the old ones from years ago? Many readers are relatively new and haven't see them, and those of us who have been reading the magazine for years would like to see them again. Most have their favorite, mine is "Cross Country Challenge" from January 1981, where a pilot sets a new world record of 250 miles. Other classics include "Hang Gliding 2025 AD" from early 1981, and "Bugged-Out" (story by Rick Masters) from early 1982. You sometimes reprint informative or entertaining articles from previous issues, why not cartoons too? Craig Baker Sylmar, CA

Good idea! -&l AEROBATICS Dear Editor, In Wills Wing advertising which appeared in your April, May and June issues, there appeared a photograph of Ron Young upside down in flight in an HP hang glider. One of your readers wrote to us to say that this photo might be taken as an attempt by Wills Wing to promote the HP as an aerobatic aircraft, or as an attempt to imply that pilots can do aerobatics safely in an HP, or that they should try to do so. Such an inference on the part of a pilot could, we realize, possibly compromise that pilot's safety. We would therefore like to remind your readers at this time that Wills Wing strongly recommends against flying any hang

glider, including the HP, outside the placarded limitations of the glider. For the HP, the limitations placard states the following: "Required Pilot Proficiency - Hang IV Recommended VNE (Speed Never To Exceed) - 46 MPH. Flight Operations must be limited to nonaerobatic maneuvers; i.e. those in which the pitch angle does not exceed 30 degree nose up or down from the horizon, and in which the bank angle does not exceed 60 degrees." The placard and the owner's manual for the glider also state other advisories and operating limitations which the pilot should be familiar with and abide by. In order for Ron to produce the photo shown in our ad, he had to exceed these limitations by wide margins. The photo shows him at approximately 180 degrees of bank angle, and 180 degrees of pitch rotation, and his maximum speed during the maneuver was probably in excess of 85 mph. The maneuver depicted in the photo is one that probably only two or three pilots in the world are capable of doing, and even for them the margins for error are extremely small. Wills Wing in no way meant to suggest, by printing that photo in an ad, that the HP is designed, built, or tested for aerobatic flight. We are sincere in our recommendation against attempting maneuvers outside the placard operating limitations. Aerobatic flight in hang gliders is a reality. There have been several aerobatic contests held, and a few pilots are consistently and repeatedly doing aerobatics with apparent reasonable safety. We are fully aware of this, and have participated ourselves in the development of aerobatic flight and aerobatic competition. We would like to point out, however, that aerobatics in hang gliders remains inherently very dangerous compared to normal flight, that the margins for error are very small and the consequences of error potentially very grave. No Wills Wing hang glider is designed or tested for aerobatic flight, and the handful of pilots who are safely performing aerobatics today have both exceptional talent, and exceptionally high levels of experience and skill, and have developed their aerobatic skills over years of gradual progression. Aerobatics are self-taught; there is no one yet capable of teaching anyone how to do them safely. Every aerobatic pilot is an aviation pioneer, and it is very common for aviation pioneers to be killed in the process of discovering and expanding the limits of flight. There is nothing glamorous about dying in a hang glider. Wills Wing

HANG GLIDING

USHGA REPORTS

Executive Director's Report

logo, order a CHEAP T-shirt, only $5.00 postpaid. Only four ladies' medium and seven men's 34/36 size are available. At this price you can order them for the kids to play in.

INSURANCE

by Cindy Brickner

DIRECTORY UPDATE

I'm

writing this column before many of you have received your June issue of Hang Gliding, so I can't yet tell how strong a response we will receive to our call for information for a new Directory. Let me simply reiterate - send your information now! Business listings, school information, club listings, dealer or distributorships, if we don't hear from you, you won't be included in this publication which is provided to new members of USHGA.

NEWS CLIPPINGS Members are sending clippings of local news articles published about hang gliding. This is a valuable service to USHGA. Clippings tell us two things, that members are working to get stories published and that the stories the public reads are more correct, positive and encourage people to try the sport. Secondly, we will be able to send press releases to the journalists that are already informed about hang gliding. Keep sending clippings and include the mailing address of the publisher. You are the eyes and ears of the USHGA!

PR MATERIALS There are some things that USHGA can provide to assist you locally in publicizing the sport. We have many varied back issues of the magazine, pamphlets, and a limited number of posters that were centerspreads in the magazine. These materials can be used

JULY 1986

during lectures to civic groups, school groups, church groups, to illustrate public static or flying displays, or to persuade your local newspaper reporter to visit your flying site for a story. Let us know how you intend to use the materials, what quantity is needed and when your event will be held. We need lots of lead time to ship by the inexpensive means, or consider paying for quicker postal delivery.

CALENDAR PHOfOS There is still time to submit your summer photos for consideration for publication in the 1987 Hang Gliding calendar. Brag on your new glider, your picturesque flying site, your launch ramp from 500' over, your fun fly-in's assembly area full of gliders. Take some photos with some slide film and send them in.

STUDENT MEMBERSHIP Some schools may not have received the new three-month membership applications for use with your initial students. During the February Board meeting, the dues for this membership category were raised to $10. If your school needs the $10 temporary membership forms and member materials kits, please call the office.

BARGAIN BASEMENT Do you collect hang gliding special event T-shirts? USHGA has a few mint condition examples of the 1980 Ellenville, NY, Nationals T-shirts. Even if you don't care about the colorful rainbow

Every member should be aware that USHGA offers liability insurance coverage to member-pilots and to landowners of flying sites through USHGA Chapters. The USHGA office regularly receives questions as to what situations are covered by this insurance. Our insurance agent has negotiated several additional endorsements on this year's policy that created procedural changes but offered much better coverage for the association (thank you, John). This led to a flurry of Memorial weekend Regional contest questions, but all inquiries were answered at the time. Our insurance is to cover the liabiilty we may incur as pilots, by having a glider outland and cause damage to property, having a glider cause injury to a spectator (not a launch assistant or wiremen) or the general public who may be struck upon outlanding or ground handling. This year's policy also specifically covers landowners for premises liability (as opposed to only general comprehensive liability). This year's policy covers sanctioned competitions held on the insured site, without having to purchase "special event coverage." The premises coverage combined with santioned contest coverage therefore includes the landlord's concern about "the spectator who trips and falls while on the site watching the contest." A word of caution, the contest coverage does not include the erection of bleachers or "stadium seating" for spectators. (Invite the public to bring a picnic blanket or folding chairs.) USHGA insurance does not include coverage for a pilot's medical expenses for flying related injuries. It does not include life insurance. If you have any other questions regarding situations that may or may not be covered by our group policy, feel free to call the USHGA continued office.

USHGA PRESIDENT On the 14th of October, 1985 a tandem flight took place off Makapuu Point in Hawaii. This flight was widely publicized in several aviation newsletters for a number of reasons. One of the pilots involved, Brooke Knapp, is well known in aviation circles for the more than 100 national and world aviation records she holds. She is also a member of the Board of Directors of the National Aeronautic Association (NAA). This flight lasted for six hours and was declared a national hang gliding duration record by the NAA. They also then petitioned the Federation Aeronautique Internationale (FAI) for a World record. This is real interesting since a category currently does not exist for duration records in either the national or world record

COMMUNITY EDUCATION How do you go about teaching your hometown that hang gliding is a respectable form of recreation, safely taught by a bunch of responsible, everyday people? Doug Johnson does it by running a hang gliding ground school as part of the local Community Education Program with the blessing of the Duluth School Board in Minnesota. Doug proposed running a two-hour class with lecture and discussion on aerodynamics, hang gliding design and structure, instructional methods and a video tape of local flying demonstrations. The school system accepted the proposed curriculum and promoted the class in their catalog and normal releases. On April 25, the class was attended by twenty-five students. Six of these students are now taking hang gliding lessons. The class was so popular that the school system has rescheduled for June 16-17 and 23-24, and doubled the class room time to cover the sport more thoroughly. The $25 class enrollment fee is also applicable to their flying instruction, if they choose to continue, Doug reports. Doug offers this idea to other schools seeking to boost their student population for lessons, or clubs wishing to boost interest in the sport within their communities. -CB

For The Record by Russ Locke

books. There's a good reason for this, but more on that later. We first heard about this situation when the NAA contacted our Records Committee Chairman, Bob Thompson, late last summer to get our help in establishing the record. At the time our tandem exemption had expired so we couldn't have sanctioned the record attempt, even if we had wanted to (which we didn't). The NAA, showing a little creativity, registered the hang glider as an experimental aircraft and went ahead with the record attempt, I was more than a little concerned when I found out the record was given to Brooke Knapp who, according to the NAA, was the "pilot in command." I talked to the instructor who gave Brooke her initial lesson (shortly before the Hawaii attempt) and he gave her good marks, as a Hang I, which is the rating she currently holds. An equivalent situation would be as follows: I trot down to my local airport, take a beginning lesson in a cessna and then climb into the copilot's seat of some high performance jet. If, during the ensuing flight, a world record is broken, I would have my name in the record books if I were listed as the "pilot in command." My first letter to the NAA mildly stated that I was surprised that they chose to support a record attempt for a category that didn't exist. I said that I felt the situation had a potentially negative effect on the attitudes of our pilots towards setting world and national records. The letter I received back chastised us for allowing our tandem exemption to expire and stated that it was unfortunate that the NAA had to sidestep

us, but they had no choice since we hadn't kept our tandem exemption current. Since it was obvious that the NAA missed the point of my letter, I sent another one. I stated that I doubted very seriously that Brooke, with her experience, was the "pilot in command" of the hang glider. It also seemed to me that there was a double standard operating here. I doubted if a normal everyday run-of-the-mill hang glider pilot approached the NAA to help him/her set a record where a category did not exist, that the pilot would receive very much help, let alone having the NAA's Secretary of Contest and Records travel to the launch site to personally attach the barograph to the glider (which was the case in Hawaii). I also stated that there was a good reason why this kind of record category did not exist since it depended more on one's control of bodily functions than it did on one's hang gliding ability. (I hadn't gotten around to dealing with the safety issue yet.) Consequently, I felt that this record did not belong in the NAA Aviation Records Book, but in the Guinness book right alongside flagpole sitting and consecutive roller coaster rides. At this point, my dry sense of humor was in high gear and I went ahead and suggested that if they were going to establish a duration record for this one category, out of fairness, they should establish a duration category for every other record in the book. The response letter I received stated that yes, the NAA does have a double standard of treating record attempt requests. They encourage attempts they feel are safe and appropriate and discourage

HANG GLIDING

PAUL VOIGHT WINS NEW YORK REGIONALS ON WILLS WING SPORT Three Wills Wing HP's also among top five finishers in meet.

WILLI MULLER SETS OFFICIAL CANADIAN XC RECORD ON WILLS WING SPORT Canadian pilot flies 135 miles to claim record.

USHGA PRESIDENT the rest. As to my comments about putting the record in the Guinness book, they thought that was a good idea and they were going to do that also. They did correct me by saying the record would be in the aviation section (pages 218-228) of the book. They would also be pleased to include all the duration cateories I had requested. The rest of the letter centered around a testimonial (admittedly a prejudiced one) to Brooke Knapp. I was also told that if I had some basis to imply that Brooke was not the pilot in charge, that I could request a hearing from the Contest and Records Board. My next letter (isn't this fun?) stated that Brooke, as a Hang I, had no business flying Makapuu Point, let alone carrying a tandem passenger. If she did not really launch and land the hang glider, then the supposed record should be in the other pilot's name. I went on to explain a little better what it takes to be a tandem pilot. I also clarified my previous comments that made it appear that we were in favor of establishing a whole group of duration record categories. Unfortunately, in this dialogue about whether or not Brooke deserved this record, we had lost sight of the real issue. To wit: The USHGA is in the business of promoting the sport through safe flying practices. Duration records at places like Makapuu encourage pilots to hang around in ridge lift fighting off sleep and fatigue. It is not an activity that should be encouraged by either the USHGA or the NAA. The next lefter I received didn't have too much meat. It again criticized us for allowing our tandem exemption to expire. They also asked for a copy of our tandem rules and rules for flying Makapuu. They said they had been unable to acquire those rules before. They also said that they would be happy to send all future requests for duration records to us. My response was simple and straightforward. We do not want duration records listed in the record book. Anyway, there is a reason for my filling up all this magazine space reporting this game of mail tag. The NAA has, in this situation, demonstrated the potential to override the USHGA on matters con8

ceming hang gliding records. While they have admitted that we are the experts when it comes to hang gliding issues, their actions are saying something entirely different. Now, I can already hear many of you out there saying, "So what, let 'em do whatever they want. It doesn't affect my flying privileges." But it does. We (you, me and 6,000+ other pilots) pay the NAA $5,000 a year in dues to be classified as a division. Now, out of fairness to the NAA, they have reduced our fees to $500 these last two years due to our financial condition. However, they have stated that they expect us to come back to the $5,000 figure in 1987. Evaluating our relationship with the NAA, we find direct connection in two areas - record setting and competition. Record setting isn't too complicated. The NAA has recently created an individual membership with $7.50/year dues. Any pilot wishing to set a hang gliding record could join the NAA directly and not have to depend upon the divisional relationship established by the USHGA. Competition is much more ambiguous, especially since we have no idea how we are going to construct and regulate an Olympic program. That will involve the NAA, but at this time we're not sure in what way. The U.S. National team that we send to the World Championships every two years is sanctioned through the NAA. This process could become more difficult if the NAA chose to get involved. Right now, even though they have the authority to interfere, they pretty much leave us alone. I suspect that the complexity of our competition process is going to grow significantly in the next few years as we deal with the Olympic structure. Let's hope that our relationship with the NAA doesn't add further complexities to that process. This entire subject will be on the agenda for discussion at the next Board of Directors meeting in Chattanooga, October 11th - 13th. If you have an opinion, let somebody know. Telephone or write your local director. Write the office or the magazine. Better yet, make it a point to attend the next board meeting if possible. This is an important issue that should have as much input as possible. •

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INSTRUMENTS AND STUFF Ball-Model 651 flight deck. Variometer with altimeter in 10' steps. . ..... $449.95 Ball-Model 652 flight deck. Variometer with altimeter and airspeed. 529.95 LITEK-Model VE-35. 179.95 LITEK-Model VE-7 variometer, (superceeds model VE· 1O) . . 159.95 159.95 LITEK-Model VE-12.... LITEK-Model VE 12-0V. 169.95 MAKIKI-Model 1 (flask & static source not included). 38.50 MAKIKI-Model 2 variometer, tube mount . . . 79.95 AFRO-Cross Country 8000a. Includes airspeed, variometer, altimeter, speed ring and UD calculator . 629.95 AFRO-Owens Valley 8000a. Includes airspeed, variometer and altimeter . 489.95 SYSTEK-Systek II variometer with kwik clamp . 199.95 HIGH PROSPECTIVE-Wheels. 27.95 Strobe light-Mounts directly onto king post. 12 joule intensity, remote switch, battery pack, waterproof. Runs 8 hours on two D cells . 49.95 PACIFIC WINDCRAFT-Emergency Parachute 339.95 Model S-26. 20 gore 26' .

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HANG GLIDING

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Quality: Eveiy 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.

Availablllty: 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 geometiy 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 grow·1ng 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 factoiy 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 deliveiy 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 A precision instrument for the serious pilot. Rugged, dependable and easy to 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 - $20.00/pair 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,stek Vario I Altimeter 0·15,000 FT Altimeter

UP-Audio

Dual Batteries

SYSTEMS TECHNOLOGY, INC. P.O. Box 585 Seymour, TN 37B65 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 U&,. sizes. Aircraft quality nuts, bolts, fittings, in ).l.S..siz..el,_. And ii 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).

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

w..?~~,;:&:vf:.~~:ges;-E::v:a,a:tt~w~A~z~~:!:.:!::~=~!:.:::i:'!:SS:::?:?:~8~0~0~~:v1:e:r:c:e~r;• Seattle, WA 981 09 1

• tf)/lt.a"J:attle WA

•f&lfj§1jif.ll\'Y HG-Narrpa ID , Oregon Alrwave-Portland OR 503/245-2636

• Pilot's Supply-Sacremento, CA

916/441·4468

· ~~~J;;r:gJ~io Windsports-San Francisco CA • Dunlap Airpark-Dunlap CA 209/338-2422 • Central Cal Airwavs-Salinas CA

• 4 Corners Airwave-Durango CO 303/247-1515

, Oklahoma Airwave Oklahoma City, OK 4osns1-a4so

408/449-6702

K~j~~~~9.is-Nags Head NC , • ~bs72il":f-~~Mexico-Albuquerque NM • Todd James-Odessa TX 9151362-8693

• ~~~ttwi:-Knoxville TN • Lookout Mtn--lookout Mtn TN 404/398-3541

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

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

USHGA, Box 66306, Los Angeles, CA 90066

Mini Carabiner Handy accessory-sized 60mm carabiner to keep your harness boot out of the dirt. Or use as key chain that represents your sport! NOT for flight suspension. $3.50 each, postpaid from: USHGA P.O. Box 66306 Los Angeles, CA 90066

UPDATE USHGA REGIONAL DIRECTOR NOMINATIONS NEEDED Yep, it's that time again already. Regions 1, 2, 3, 4, 7, 8, 9, 10 and 12 will need to submit nominations for Directors for the upcoming election. Due to publication lead time and the need for nominees to submit material for the election issue, nominations should now be forwarded to the USHGA office.

of slope should be a maximum of 20 degrees. The amount of land necessary is a square parcel of 10 acres. For further information including a spec sheet on how to engineer the project, contact: Doug Gordon, Arizona Windsports, 1114 W. Cornell Drive, Tempe, Arizona 85283 (602) 897-7121.

CHELAN MERCANTILE RANDY HANEY FLIES 202 MILES Canadian Randy Haney recently flew 202 miles from Gordon, B.C., the site of the 1986 American Cup, to Trero, Montana. He was flying a Magic IV and was in the air for 9 1/2 hours. Rumor has it that the flight was documented and will be submitted for an official PAI world record. Larry Tudor's 221-mile flight still stands as the unofficial open distance record.

ARIZONA'S MAN-MADE TRAINER HILL GETS A FACELIFI'

Cloud Base Country Club announces the availability of the official 1986 U.S. Nationals T-Shirts displaying the logo of the contest. Proceeds from the sale of the shirts will go to the club as sponsors of the Nationals. Please specify color and size when ordering from these choices: white, red, green, navy blue, tan and yellow in small, medium, large and extra-large. Shirts cost $9.50 each, postage included. Please make checks payable and send to: Cloud Base Country Club, P.O. Box 3904, Seattle, WA 98124-3904. Telephone inquiries may be directed to Rick Knight at (206) 932-3103.

NATIONAL FLY-IN

In May of this year Arizona's manmade training site received an additional 4,000 cubic yards of earth. Originally constructed in 1983 out of 14,000 cubic yards, the 18° steep cone-shaped hill now stands 36' high. In addition, the base of the hill has been decreased to a 15 ° slope and lengthened. Together these factors have increased glide distance about 25 %. The distance down the incline is 110' with gliders flying approximately 100 ' beyond the base. If you're considering the construction of such a site the equation for volume of a cone is V=l!J x 3.1416 x radius 2 x height. The compaction rate varies depending on the soil but should be at least 30 % of total volume and the degree 12

As you may know, we are planning the first USHGA National Fly-in this summer. We envision this fly-in as being a promotion for our sport as well as an annual gathering where pilots can trade ideas, see and purchase new equipment, learn better skills and just have fun. We plan to have plenty of flying, fun competitions, auxiliary activities, seminars and demonstrations. We would like all manufacturers to participate by having a tent or van to display your products. Also putting on seminars such as how to fly, tune or maintain your particular gliders would be welcomed. We further suggest that you have a number of demonstration gliders of all designs and sizes that you are marketing so that pilots can try them out (under controlled conditions, of course). We feel this will be a great benefit to pilots looking for a new glider as well as

to your sales. If we publicize this ahead of time, pilots may show up with money in hand. Please work out some arrangement with your local dealers if this is the case. On another note, we need speakers or seminar leaders covering any subject relating to hang gliding - you choose. The more interest there is in your topic, the larger audience you'll have. We certainly need a parachute clinic as well as an XC seminar, thermaling talk, competition discussion and so forth. Keep in mind that we want to attract pilots of all levels so talks on beginning material are also welcomed. A panel type question and answer program would also be desirable. Here's what you need to do: Let me know as soon as possible if you will attend. Manufacturers should indicate when they will arrive, what facilities they will have and what equipment they will be showing. Speakers please indicate the topics you wish to cover. Those individuals willing to serve on a Q and A panel please note this. The dates of the fly-in are August 24 to September 1. The last three days include the Free Spirit annual meet. The place is Elmira, NY which offers quite a number of flying sites when combined with the Hammondsport area. Our budget is limited to that of the Elmira Club which basically covers the meet. We will not be paying speakers this time around. On the other hand, we don't intend to charge exhibitors unless additional costs are incurred due to the presence of exhibitors (for example, if we have to rent a tent for you). Send your declarations of attendance to: Dennis Pagen, 1184 Oneida Street, State College, PA 16801. For information on the site itself contact the Free Spirit HG Club at P.O. Box 13, Elmira NY, 14901. Event contact is: Joanne Derenzo, 113 Miller St., Horseheads, NY 14845. Thank you for your participation. Dennis Pagen Chairman USHGA National Fly-in

HANG GLIDING

UPDATE GROUSE MOUNTAIN '86 Described as one of the finest hang gliding sites in North America, Grouse Mountain offers a setting like no other. The takeoff is at 4,100 feet MSL, the landing field 700 feet MSL. Combine this impressive vertical with easy access via a 100-passenger tramway, a magnificent panorma, a southern exposure, a host of mountain-top conveniences and the site becomes dynamic. Scheduled between the U.S. Nationals at Chelan, Washington and the America Cup at Invermere, British Columbia, this year's meet is shaping up to be our biggest and most exciting event yet. The dates are July 23-'Il, 1986. Invitations have been sent to male and female pilots around the world and 95 pilots will be selected to compete for cash and other great prizes. For 1986 we have changed the format from a twopy Ion course to a three-pylon course with "camera" tumpoints. As in 1985, the accumulated points of the two-pilot heats, plus the points for the Open Window Match will determine the overall winners. Note: 35 mm camera mandatory and two cameras recommended. This year's event will also feature our second annual Aerobatics Contest. Pilots will be required to first perform basic compulsory tasks and then perform their own freestyle program. Contact: Valerie Lang (604) 984-0661.

FLY AMERICA, INC. UPDATE

Fly America has been busy for the last two months since the last published update. Above is FA's logo. Wayne Yentis of Sylmar, CA was kind enough to donate this fine piece of artwork to the cause. If you like it and would also enjoy making a tax-exempt donation, you can buy a tee-shirt with the logo on it for $10. The JULY 1986

shirts will be white with red (or blue) trim with the logo printed in blue (or red). Look for the ad and order form in next month's Hang Gliding. Fly America is now being represented by the legal firm of Gellman and Strasser of Beverly Hills, CA. The generous Averill Strasser is a hang glider pilot who is donating his time and services to "help promote the sport I love." One of his first contributions was to incorporate FA as a non-profit, California corporation. This has the benefit of making all donations and corporate sponsorship to Fly America, Inc. tax-deductible. There is also a new address and phone number where you can reach FA. It is Fly America, Inc., 316 S. Rodeo Drive, Beverly Hills, CA 90212 (213) 596-7642. The phone will be monitored by an answer machine, so please overcome your fears and shyness and at least leave your name and phone number. Thanks go out to hang glider pilots Pat Banta for the address and Pat Troy for the space for the phone. By the time you read this FA will have completed its dry run, a proof-of-concept trial covering 500 miles from Los Angeles, north through the Owens Valley and out into the Nevada Desert. Jerry Forburger is bringing his considerable experience and his Air Time of Lubbock tow system along on the dry run. This is the best tow system we've seen yet and expect it will help to make our dry run a success. Cindy Drozda is bringing a truck-mounted winch just finished by Ian Huss of Boulder, CO. Thanks go to Ian and Jerry. FA has hired Ruffolo Public Relations of Irvine, CA to put together a very professional sponsorship proposal. These proposals are ready to go out and anyone who has information on people who might be interested in sponsoring this project are invited to contact us as soon as possible. Popular Mechanics picked up on FA and published a press release about the project on its aviation page. We're starting to get national publicity! FA has chosen a tentative route which starts in Los Angeles and heads north through the Owens Valley, northeast through Nevada and Utah to Salt Lake

City. It then heads east following Route 40 through Colorado and Route 80 to Pittsburgh where we hope to angle southeast, hitting the coast at Nags Head (Kitty Hawk), NC. Anyone who has experience flying anywhere along this route is encouraged to contact FA. We would also like to hear from all clubs along this route that would like to help us stage an airshow or just want us to fly from their local site. FA is looking for a hang gliding accountant who would like to donate his/her time and expertise to the project. We are also interviewing drivers and PR/organizational personnel (paid positions) for the crossing which will start March 1987. Any interested parties should contact us at the above address.

JIM HANDBURY DIES IN ACCIDENT Parachute equipment innovator and designer, Jim Handbury, was a true prodigy of the parachute manufacturing industry. His accidental death on the morning of Monday, April 21, 1986, is felt deeply by the entire jumping and hang gliding community towards whose advancement he had enthusiastically devoted his life. He was killed while piloting his Cessna 150 for what should have been a regular parachute test drop. He encountered unusual complications resulting in a sudden and accelerating loss of control of the aircraft, and his attempt to parachute to safety was unsuccessful. Jim Handbury began parachuting at the age of 15 and excelled at the sport. He also became involved in hang gliding during its infancy and was soon recognized as one of its top pilots. Exhibiting an outstanding aptitude for design and innovation, Handbury's product creations remained at the forefront of parachute development for the next 15 years. Based on the Rogallo principle, he designed the fast-opening single-keel Paradactyl parachute for sky divers and then further developed this concept into the doublekeel paradactyl, which has not yet been exceeded in reliable openings and soft

UPDATE landings. He identified the need for parachutes in the sport of hang gliding and quickly developed, tested, and manufactured the parachute system commonly used on hang gliders today. When ultralight aicraft came on the scene, Handbury modified his basic hang glider parachute to accept ballistic deployment capability from as low as 125 feet. This innovation has been credited with saving a significant number of lives in just the past few years and led to Hadbury's current work on parachutes for light aircraft. Jim Handbury is survived by his son Kirk, and his wife and talented partner in business, Dana Handbury, who will pursue Handbury innovation as usual after a short break. Donations may be sent to the following: Kirk Handbury Trust Fund, c/o Gateway Western Bank, 499 East 6th St., Beaumont, CA 92223. Top 21 Business Credits

for May 1986 Place

Name

Memb #

Hang Glider Emporium Mission Soaring Center

13 13

Golden Sky Sails Santa Barbara Hang Gliding Ctr.

10 10

Arizona Windsports The Hang Gliding Center (S.D.) Kitty Hawk West

5 5 5

Maui School of Hang Gliding

Kitty Hawk East Mountain Wings Morningside Recreation Area Tradewinds Hang Gliding

3 3

Hang Flight Systems San Francisco Windsports Susquehana Flight Park Wills Wing.

2 2 2

Chandelle Eastern Ultralights Flight Realities Hang Gliders of Calif. Nova Air

1 1 1 1 1

3 3

OWENS TAKEOFF FUND In order to keep the Walt's Point launch open, at Horseshoe Meadows in the Owens Valley, they need a portable

toilet for this flying season - three month's lease and emptying. Make your $5 or more check payable to Walt's Point Sanitation Fund, P.O. Box 22253, Temecula, CA 92390. Funds beyond what is needed will go to the next World Team fund. AD CORRECTION The printing gremlins inadvertently replaced the price in the Delta Wing harness ad in the last issue. This was a goof. The price is no longer valid.

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: Second Annual Mountain Wings Aerotow/Aerobatic Invitational renamed to Dan Racanelli Memorial Aerobatic Invitational sponsored by SNYHGPA. Contact: Greg Black (914) 626-5555. 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. 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.

July 12-20: U.S. Nationals at Chelan, Washington. Contact: C.J. Sturtevant (206) 808-3056. 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 tee $100 per pilot. Contact: Hang Gliding Assn. of B.C., 2960 Manitoba St., Vancouver, BC CANADA. Auc.i. 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. 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: THe Ninth Annual Free Spirit Hang Gliding Festival held at Draht Hill, Elmira, NY. Club Team and Open Class competitions. Beginner to Advanced pilots welcome. Also, Ultralights, Towing, Aerobatics. Nearby camping facilities. PRE-REGISTRATION NECESSARY. Competition limited to 125 pilots. 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) 807-9275. 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 59001 (406) 728-8727.

HANG GLIDING

RECORD 110-MILE FLIGHT AT GRANDFATHER MOUNTAIN Stewart Smith, 1984 United States Hang Gliding Champion and staff member of the exhibition hang gliding team at Grandfather Mt., NC, launched his glider from Grandfather Mountain on May 5 and landed 5 hours, 10 minutes later on the Virginia Polytech Institute campus in Blacksburg, Virginia, more than 110 miles away. The flight by Smith surpasses the North Carolina cross country hang gliding record of 63.2 miles set April 19, 1985 by Smith's fellow Grandfather Mountain exhibition flyer, Joe Foster. Foster's old record flight was from Grandfather Mountain to the Mountain Empire Airport at Wytheville, VA.

Smith says that he flew in a range of 8,000 feet to 9,500 feet above sea level for most of his new record flight, but on one occasion his altimeter registered 10,500 feet above sea level. While over the New River near Mount Rogers, highest peak in Virginia, Smith spotted an Osprey soaring a thermal below him, and for a few minutes Smith was able to locate thermals that aided his record flight by observing the movements of the Osprey. When the Osprey finally discovered that Smith's glider was above, the bird departed. Lack of rain and recent cold weather has delayed leaf growth on the trees at the higher elevations of the mountains in both North Carolina and Virginia, and Smith says this created conditions for greater thermal activity during his flight.

Later in the summer, when the leaves are fully out, Smith says it will be more dit~ ficult to achieve a distant cross country hang glider flight. Smith said he completely disrupted a game in progress on a VPI athletic field as he made his landing approach, but to his surprise the students on the dormitory steps near where he landed were completely unconcerned by his arrival. In 1983 Smith placed Second in the World Hang Gliding Championship in Germany, and he was also runnerup in the Masters of Hang Gliding Championship at Grandfather Mountain in 1985.

BELOW: Stew Smith soaring at Grandfather Mt. Photo by Hugh Morton.

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: • Soaring Principles 111 Competition Flying 111 Cross-Country Flying it EQuipment e Speed-to-Fly Calculations Please rush me _ _ copies of Hang Gliding According to Pfeiffer 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 sales tax per copy. Total: Mail form with check payable in to: Publitec, P.O. Box 4342, Laguna Beach, CA 92652. Name

City State/Zip --·--·--··--··--------···-·-·-·-·- m ... Dealer inquiries invited

JULY 1986

714/497-6100 ...

reprinted with permission from

ULF-l foot-launched sailplane was de1;i12:r1ed by Dieter Reich and constructed by Heiner Heumann of West Germany. Designed for ridge and marginal thermal currents, it has full three-axis aerodynamic control. Its first flight was in November, 1'J77; its first public appearance was in August l'J78 at the 3rd International Hang Glider Meeting at the Wasserkuppe, the historic German soaring site. Since that appearance many hours of flight time have been accumulated by different pilots on a number ofULF-l's. The prototype alone has more than 100 hours total flight time in L'iO flights, all starting from foot-launch. More than 140 plan set~ for the ULF-1 have been sold all over the world; forty ULF-l's are believed to be under construction. Ten ULF-l's are in operation in West u<0,, """''· In 1985 the longest flight lasted six hours, the maximum distance achieved 16

magazine

120 km. Both of these flights started with a foot-launch. In July, 1980, the ULF-1 design received an airworthiness certificate issued by the German authorities, after all required calculations and tests had been provided by the designers. In 1983 the Australian authorities gave approval for the ULF-1 to be built and flown in Australia. ULF-1 is as far as we know one of the best· performing foot-launched aircraft to date, and the only one to be certified by an official authority.

Since ULF-1 is an ultra-light glider with an empty weight of 46 (approximately 100 lbs), the aircraft can be foot-launched from slopes of more than 15 degrees even at small wind speeds. The pilot supports the weight of the aircraft on shoulder straps and uses the side stick for lateral control. The selfHANG GLIDING

•

It may look

but :18 to 1 is nothing to laugh at. launch is very simple and does not require any special skills. As the pilot starts the takeoff ground run, the elevator stick should be in slight nose-down position to lift the horizontal tail. The moment the pilot feels a pronounced seat pressure, the control stick is pulled back until the aircraft lifts off. After takeoff the pilot retracts his legs and puts them on rudder pedals. A sliding slat-type construction behind the pilot's back can be released in flight to provide a seat. Because of a low sink speed (0.8 mis at max. takeoff weight - about 145 ft./min.) and its good maneuverability, ULF-1 is sensitive to marginal thermal conditions. The best LID of 16:1 is at around 55 km/h (about 34 mph). To reduce the aerodynamic drag of the fuselage, hinged doors have been fixed to the front superstructure of the fuselage of some ULF-l's. They are kept open during takeoff ground run and closed manually after lift-off. For "record-breaking" flights we recommend a closed plexiglass wind screen. We estimate that both measures, the "landing gear" doors and the windshield, can improve the LID by 10 to fifteen percent, resulting in an LID of 18, which seems to be the upper limit for the ULF-1. Since the glider performance is also at a relatively high speed, the average cross-country cruising speed, including time for circling, can be doubled compared with conventional hang gliders. Landing the ULF-1 is done on a nose skid located beneath the pilot's seat. Car tows in calm air can be made. Air tow behind an

JULY 1986

ultralight is ted yet. We are with a winch tow release unit attached close to the center of which opens the flat lands to ULF-1 cross-country soaring.

Construction suited for homeULF··l is builders. The basic construction materials are spruce, birch plywood and balsa wood. The airframe is covered with fabric. For fasteners etc. , aluminum and steel sheet are used with cloth and resin. Steel tubes are used only for the con·· trol control parts in the cockpit area and rudder drive. The cost of materials amounts to about $1500 U.S., and the aircraft can be built in under 100 hours. For road transport, the twocan be detached. In addition, the horizontal tail can be removed. The aircraft can be taken off a trailer and assembled in about six minutes.

HANG 01.ID!NG

OPPOSITE: In appearance the ULF-1 resembles any one of a number of 1930's What worked then still works. LEFT: Assembly of the is and easy. BELOW: The doors that cover the retractable launch system.

The three-axis aerodynamic control greatly reduces the pilot's workload compared to a conventional hang glider with its two-hand control bar, and frees one of the pilot's hands. Dynamic pull-ups to about 20 results in a smooth nose-down movement after the wing has stalled. In turns or in turbulent air, there is some wing drop in a stall. Recovery is properly and promptly achieved with opposite rudder. The loss of height is usually less than 10 meters (30 feet). For sailplane pilotG there will be no problems flying tl1e ULF-1. However, experience with conventional hang gliders is not sufficient to handle the aircraft. At least some solo flight in conventional gliders is recommended.

ULF 1<imlrlr11:!

at the Wll,~iif:'1rk111n1w During the third week of August 1985 there was a meeting of six pilots ULF-l's. Some changes compared to the pro-· totype could be noticed, A few ULF's had the "landing gear" doors, closed manually after foot retraction, Another was equipped with a special ballistic recovery system for both pilot and aircraft, located immediately behind the main bulkhead and activated by means of a mechanical spring release. There was a lot of flying on and above the nostalgic "holy" mountain, one of the world's most popular soaring sites, soaring was mixed with thermal flying so that high altitudes could occasionally be achieved. The flight endurance of the ULF-l's was limited only by individual seat comfort In most cases two hours sitting on a (for the present) spartan seat were sufficient. Therefore, most ULF-1 flights ended after one and a half hours, However, one hardy soul tlew his ULF-1 for more than six hours! Plans Available A plan pack, consisting of a complete set of 30 blueprints, a cutaway drawing, a construction and flight manual (all in English) is available from the designer and prototyp<! builder at the following address: Dieter Reich Heiner Neumann Anechostrasse 16 D-8000 Munchen 82 West Cost as of this writing as DM proximately $140,) Ill Jut:v 1986

by Jirn Johns

-photos by hies Roberts

'f01': 1nes ~berbt over Mal@.Puu, Mike uenson about to lat1nd1 frOtII 'The 1301':' narroM: 1.o0kinjl;

doWl'.l on the L'l, and seaiife Park,

hen we deplaned at Honolulu Airport, the first thing that struck me was the lack of walls: Both the airport at Honolulu and the hotel had no walls on at least from Northern one side of the lobby. California, it's hard to imagine weather so mild that a building doesn't need walls. The second thing that struck me was the sun; you haven't lived until you've spent five hours in the parking lot of the United Airfreight terminal assembling gliders from broken-down shipping configuration) form. Visions, Comets, HP's, and finally, the Sensor. Our resident Sensor assembly technician, Jim specialized in career Sensor assembly that day. Six hours later. Through blood, sweat, tears, and more sweat, your smiling guides and glider assemblers appeared with the 1<.e11ra-1ov,ota-·vanloaded to the gills with your favorite bird in its new Hawaiian home, the parking garage at the hotel Maili Court. We'd have been there half an hour earlier if the map didn't lie, and if Jim Lynn hadn't tried to pronounce some of the street names with a Hawaiian accent. The group was tops: Gilbe1t and Ines from Santa Barbara, the world's most colorful hang gliding couple. Ines (see photos), who generously contributed her photography for this article was featured years ago in Hang Gliding for her spectacular shots. Gilbert, whose Roberts Varios are well known and loved, blessed us with his British wit and humor; sometimes I had to look up very quickly to see one of Gilbert's wry comments flying by over my head: Rick and Anne came from North Carolina. Anne, a non-pilot, got her first tandem ride at Makapuu. Pete, from Pennsylvania, was nicknamed "Clark" since he bears a remarkable resemblance to Superman in his passive state. Oddly, each time he donned his harness to fly, he ran for the nearest telephone booth. Occasionally, we'd get hungry waiting for Pete to land. Mike Bensen and Lani Akiona of Tradewinds Gliding acted as our Hawaiian Connection. Lani briefed us on site protocol while Mike became guide and launch crew. While messing around in the ocean behind their back yard I met my first moray eels. That day I learned to walk on water. Makapuu is spectacular! The primary launch there is called "The Box," and is perched atop a 1,500' vertical (and I mean vertical) ridge. Helping our Hawaiian guide, Mike Bensen, to launch people from The Box was interesting. His instructions to me JUJ.Y 1986

were, "Hold the nose of their gliders at your waist, and walk them out to me on The Box." Can you picture a high wind launch with the glider's nose attitude at waist level? Flying at Makapuu is over volcanic cliffa, lush green vegatation, sandy beaches, and islands. Your landing approach is over Sea Life Park, so you are distracted by dolphins and killer whales leaping into the air. The fish refuge at Hanauma Bay is really interesting. Jim Lynn and I had a fish fight there. The locals told us to feed the fish with little pieces of bread. What they didn't tell us was how violent the fish become when they take the bread out of your hand, or the fact that occasionally they take a finger or two along with it. So naturally, when Jim and I found out this unique fact, we set about creating feeding frenzies around each other by chumming the water with bits of bread. After a few minutes, we became worried about the situation, and decided to go snorkeling instead. On the island of Maui, we flew at Haleakala Volcano, where we learned about volcano goddesses. It's important to note, if you take volcanic rock home for your barbeque pit, your house will burn down, your kid will tum gay, your dog will get diarrhea, and your wife will suddenly be attracted to the mailman. Never piss off a volcano goddess. Leave her rocks alone, and brush the volcanic dust off of your control bar after you launch! There at Haleakala, being respectful of all volcano goddesses, we launched at 10,000 flew through holes in the clouds, soared the wind convergence, and landed at

McKenna Beach, the world's most picturesque LZ. Back on Oahu the next day was a break from flying to the beaches of Kailua for some windsplashing lessons. That's where you repeatedly stand up and fall off a stationary surfboard with a sail attached to it. That night Pete, Jim, and I decided to hit the night spot~. The bouncer wouldn't let Pet in because he didn't like his shoes. Jim and I chuckled and left Pete out~ide. For the next two hours we set a new world record in social rejection. Jim and I were refused by every woman between 18 and 80: (We were trying to dance ... got that?) Thinking back, I guess Pete made the right choice in shoes that night. Such is the life ofus macho hang glider pilots. After a couple more days of flying Makapuu, it was time to break 'em down, pack 'em up, and ship 'em out. Then it was onto a plane to leave Paradise with much regret, but witl1 anticipation of Hawaii again in 'ff/. Ill

BEWW: Set-up area at the summit of Haleakala at 10,000 feet. CENTERSPREAD: Gilbert Roberts punches off into the vel:'tical air at Makapuu.

All HGMA Certified Gliders Currently In Production

Manufacturer Glider Model

1) Weight of glider with all essential parts and without coverbags and nonessential parts: 2) Leading Edge Dimensions a) Nose plate anchor hole to: 1) Crossbar attachment hole: 2) Rear sail attachment point or rear end of leading edge Smallest Dimension Largest Dimension b) Outside diameter at: ]) Nose: 2) Crossbar: 3) Rear sail attachment point or rear end of leading edge: 3) Crossbar Dimensions: a) Overall pin to pin length from leading edge attachment point to hinge bolt at glider centerline: b) Largest outside diameter: 4) Keel Dimensions; range of allowable distances from the line joining the leading edge nose bolts to: a) The xbar center load bearing pin: 1) Least: Greatest: b) The pilot hang loop: 1) Least: 2) Greatest: 5) Sail Dimensions a) Chord lengths at 1) 3 ft outboard of centerline: 2) 3 ft inboard of tip: b) Span (extreme tip to tip): 6) Location of Information Placard: Location of test fly sticker: 7) Recommended pilot weight range: a) Lightest hook in weight: b) Heaviest hook in weight: 8) Recommended USHGA Pilot Proficiency:

BENNETI' DELTA WING

DELTA GLIDERS

LITE DREAM 165

LITE DREAM 185

LITE DREAM 205

MYSTIC 166

MYSTIC 177

MARS 170

49.75

133.25

134.5

143.5

120t

234 234

238.5 238.5

214 1A 214 1A

MOYES

1.875 1.875

1.875 1.75

l.875 l.75

1.75 l.875

l.75 1.875

1.875 2.0

1.75

l.75

1.78

1.75

1.875

99.25 2.0

117.81 2.0

117 .81 2.0

117 .25 2.25

126 2.25

110.625 2.0

55.75 55.75

62.5 62.5

66.5 66.5

48 52

51 55

63.75 63.75

59.5 59.5

64 64

66 66

65 65

67 67

60.625 60.625

80 47 378

47 88 413

47 96 413

77 42 408

80 42 413

89 48 373

KEEL KEEL

110 210

140 240

160 260

140 200

170 240

125 240

III

HANG GLIDING

This is a list of all gliders which are currently in production which had received HGMA Certificates of Compliance as of the date this issue went to press. For information regarding the certification status of any glider not listed here, including gliders no longer in production or those certified too recently to be listed here, call HGMA president Mike Meier, any weekday, at 714-547-1344. The specifications provided here by the manufacturer for each glider are intended to be used to help to identify certified models, and to help to determine whether a given model is in the certified configuration. As a public service, the HGMA and the USHGA will publish, approximately twice a year, such a list of all certified gliders currently in production. In between such publications, the model designation and specifications listed here will also be published in Hang Gliding Mazagine for each newly certified glider as soon as possible following the issuance of the HGMA Certificate of Compliance.

MOYES

DELTA GLIDERS

SEEDWINGS

WINDCRAFT WINDCRAFT

GTR 162

SENSOR 510B 160

VISION ECLIPSE 17

132

WILLS WING

VISION ECLIPSE 19

SKYHAWK

168

188

HP 170

SPORT 167

119.25

110

121

115

125

131

19714 19714

200.25 200.25

214 214

224.75 224.75

215 216.5

233.375 234.875

231.375 232.875

232 233.5

l.75 1.875

2 2

l.875 l.875

1.75 1.875

2.0 2.0

1.97 2.05

1.75

1.875

1.625

l.75

2.0

2.05

122 2.25

113.75 2.25

95 2.125

104.75 2.125

100.625 l.875

108 2.0

121.4 2.25

119.9 2.44

41.625 52.625

38.25 42.25

44.5 44.5

50.25 50.25

59.25 59.25

40 43

59.5 59.5

51 52

62.75 63.75

59 61

65.5 65.5

55.5 57.5

56.5 58.5

75 39 408

74 38.5 418

85.S 49 366

91 49 384

82 44 364

86 44 396

73 42.75 413

76.5 45.25 402

KEEL KEEL

130 230

145 225

130 200

150 250

130 190

150 235

150 250

140 210

ill

JULY 1986

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DeWolf

What is wrong with me? I've never had this problem before;' I said to myself after six inches 11v,rnuml!; my Harrier's nose into the soft dirt. My had been ever since I had started flying three years SST hadn't me any trouble and the Raven flared even more easily. Now I was my keel with a pogo stick so that when I pounded, the nose would bounce back up, possibly the spectators into thinking that it had JULY 1986

never touched the in the first The more I wacked die worse it got. Finally, in a fit of frustration, I took my glider to the beach to the situation. The beach is a thirty-foot sand dune where in at 10-15 mph every the wind blows afternoon. It's the place to practice landings, because the smooth breeze reduces the ground to almost zero and the soft sand is very forgivof almost any mistake. As it turned out there for six years, racking up some 10,000 flights.

BACK TO THE TRAINING HILL The first thing I learned was that my landwere much better if I was looking at the horizon. This came to me one day by accident as a skimpily-clad vision of beauty my eye as I was launching. Keeping

my eyes up, this natural phenomenon, it struck me that not only could I now see where I was and feel the wind on my face, but that the feeling of ~v<ovu,ui.; across the ground was reduced to in slow motion. This lessened the anxiety level produced by the perception of high and lead to another discovery. on the bar Once I wasn't so tense, my relaxed and to my surprise the glider flew much better. It injured my ego to realize that the less control input I used, the smoother the glider flew, but I recovered when my landings became more graceful. I could better use the energy thinking and being aware, than trying to make the glider do something unnatural. Another benefit of a light touch on the control bar was the ability to feel feedback from the glider. When having my head up, I notic,, Tl

ed that the feeling and sound of the airspeed of the glider close to the ground became imperceptible long before the glider stalled. This, of course, made judging flare timing by airspeed impossible and rendered only two methods available, luck and glider feedback. Luck in some things is always with me, but not so with flare timing so I had to resort to letting the glider tell me when to flare. HELLO GREG! THIS IS YOUR GLIDER SPEAKING. I discovered that the force needed to pull in while ground skimming at a constant altitude was relative to the airspeed of the IfI had my hands cupped around the downtubes, so that I was touching the bar with my finger tips only, I could readily determine the reduction in bar pressure as the glider slowed down. Letting the control bar out an amount corresponding to the reduction in airspeed would hold me at a constant altitude until the bar was at neutral position. The glider would continue at trim losing speed slowly, and holding altitude as I brought my hands up even with my forehead and put my palms lightly on the back of the downtubes. Then three things would happen simultaneously. The glider would start to settle, the nose would begin to drop and the control bar would start to exert pressure against my palms. This was the perfect time to flare! And it was a less subjective decision than trying to judge Simply put, just get the glider down to the (feet just inches above the surface with knees slightly bent), let it run out of au~,!Jct:u until it's at trim, then flare when the nose drops. I figured it was easy and that I was ready to go out to the mountain and my friends.

The Sylmar landing area at that time was a narrow strip of land between a mountain on one side and a barbed wire fence on the other. I set up for my landing in the canyon, turned onto final over the dam, skimmed the tree at the end of the IZ (Impact Zone) as I entered the gradient, got tossed by the rotor off the mountain on my left as I ground skimmed, tried to level my wings, ran out of airspeed and flared ... ! Damage assess-ment was several scuffs on my mylar pocket, a broken downtube and a badly bruised ego not at all soothed by my friends' guffaws.

THE COMPLICATIONS It had seemed so easy at the beach. What had gone wrong? Although I had worked out the basic tenets of a good landing I had done it in close to ideal conditions, and certainly this IZ was far from ideal, just like almost every other landing area in the country. So... back to the beach. The first parameter I decided to deal with was the gradient. Even the beach has a gradient and just like reality, the stronger the wind the stronger the gradient. On a 15 mph day I launched, climbed five feet in the lift band and glided out to tl1e LZ flying at trim. As the glider passed through the gradient it stalled, nosed down, couldn't gain enough airspeed to begin flying again and nosed into the sand, despite my every effort to flare.

TRUISM #1: ONCE THE GLIDER HAS STALLED AND THE NOSE HAS DROPPED BELOW THE HORIZON EVEN MY MOST AGGRESSIVE FLARE WILL NOf BRING IT BACK UP, UNLESS FLYING AIRSPEED IS REGAINED!

Stalling at the top of the gradient could make recovery impossible so I learned that the first necessity to a guaranteed good I.anding was to hold my airspeed (30-35 mph) until I reached the altitude at which I wanted to flare. Emergency procedures I developed to deal with a stall above the ground include only two options, which depend on the altitude and the depth of the stall. #1) In a mild stall at least 10 feet above the ground, I relax all bar pressure and let the glider nose down and then flare aggressively just as my feet reach the ground. #2) The deeper the stall, the more altitude is needed to recover, so in a deeper stall or without much altitude I flare hard, before the nose begins to drop, and parachute down. I judge the depth of the stall by listening to airspeed and determining attitude through sight and bar position. 'The second parameter I worked with was keeping my wings level. It seemed that the harder I worked to keep my wings level, the greater the chance I would drop one on landing, which would almost certainly lead to the nose falling through. TRUISM #2: WITH THE BASE TUBE TWO FEET ABOVE THE GROUND THE GLIDER TENDS TO KEEP ITS OWN WINGS LEVEL, AT ALL SPEEDS ABOVE STALL, WITHOUT ANY INPUT FROM ME! The secret is to bring the glider to the ground with speed and wings level and then relax. The glider may yaw around in turbulence, but it is just reacting correctly to varing gusts and should be allowed to do so. Emergency procedures I use for leveling my wings close to the ground vary with

HANG GLIDING

#1) If I have a couple of miles an hour above stall I will a little tug on the high down tube and immediately return to center. This seems to work much quicker and with more chance of success than holding my weight over. Beware! Any control input to the glider uses up energy (read airspeed) and will bring the glider closer to stall speed. #2) If the wing drops within two miles an hour above stall, but the glider has not begun to yaw in the direction of the low wing, I have found that an flare will most often bring the to a halt and level the wings. #3) In the same situation, if the glider has already begun to yaw, a hard flare will tend to make the glider ground loop and actually increase the speed of the pilot, as the glider whips around the deeply stalled wing. In such a case, a mild flare, just enough to keep the nose above the horizon, along with an ,,ru,t'a,oonu, run, seemed to give me the best chance of containing the damages. The third parameter I played with was actually three aspects of the flare: Extent of flare, speed of flare, and flare timing. Extent of flare is the effective rearward weight shift accomplished by the pilot. Speed of flare is the rate at which that weight shift is accomplished, and flare timing is the airspeed of the glider when the flare is initiated.

TRUISM #3: THE PERFECT FLARE NEEDS TO BE A PRECISE COMBINATION OF ALL THREE ASPECI'S OF FLARE EXTENT OF FLARE, SPEED OF FLARE, AND FLARE TIMING.

For The later the flare timing, the greater need be the speed and extent of flare to a bonk at bay. The earlier the

Jun· 1986

timing, the slower the speed of flare needs be in order to keep from climbing out, yet a full flare extention is still mandatory. A few other points are essential to clarify here. Fully extended arms do not necessarily mean a full flare extension. A full flare extension has been accomplished when the entire system's (pilot and glider) center of gravity has been shifted rearward the maximum possible distance. This was never the case if I had my feet forward, had my hands too low, or exerted any downward force on the downtubes with my hands during flare. I reali:wd that the shorter height, shorter arms and lighter weight of smaller pilots meant that their maximum flare extension was not as great as their bigger counterparts. Emergency procedures involved with the aspects of flare are many. #1) If I waited too long to flare then I needed to give full extention at maximum speed. #2) If I needed to flare early, then Dan Skadal's "crescendo method" worked best to keep the glider from climbing out. This is where I would begin to flare slowly and increase the speed to full extension. #3) If I started my flare too and quickly and started climbing out, I found that unless I still had an excess of flying speed, that pulling in was a big mistake. Instead it seemed best to relax, let the bar go to neutral position and let the glider surge to the apex of its climb, slowly extend just enough to hold the nose up at an attitude of 45° and then to parachute down. So long as the glider started the parachute mode with the nose at this attitude, it didn't take very much extension for it to parachute down sucessfully from 10 feet. I found that it was very important to practice parachuting, for without being secure in the knowledge that it worked, my natural instincts were to try to support my fulling body

by pulling down on the down tubes and/or by throwing my feet forward, both of which would bring the e.g. radically forward and necessitate the use of the pogo stick keel. It was easy to see how previous poor landings made me tense enough to cause subsequent bad landings. The only way I could break this vicious circle was to return to the beach, where I could relax and practice 20-30 Ian-· dings in one day instead of one a week in widely varied conditions. 1he fourth parameter I dealt with was the orographic turbulence. There are days when the gods are so angry that even the winds coming off the ocean have severe gusts running rampant through them. There I was, at the beach, the 30 gusting to 10 mph winds whipping the tops off the waves and tossing spray at my face and sail. I thought I was going to die and I was only standing at the top of a littly 30-foot sand dune. It was a good day to experience high winds and turbulence. What I learned that day became invaluable in dealing with the same conditions in future, less forgiving situations.

TRUISM #4: IN HIGH WINDS AND/OR STRONG TURBULENCE, I SHOULDN'T FLARE OF COURSE IF I WAS FLYING DOWN WIND). Emergency procedures: #1) This was obvious in winds that exceeded the stall speed of my glider, for if I slowed down more than the wind speed I would be going backwards. But in gusty situations, the lulls could be considerably below stall speed and when the wind speed suddenly dropped, and my glider and body plummeted towards the ground, my (continued on page 36)

A Matter Of Time by Lee D. Nedge

hree old men sat on a wooden bench in the Angel's recruitment camp. They were paunchy, wrinkled, decrepit, embarrassed and bewildered. Embarrassed because they were clad only in their baggy underwear and hadn't been seen in such a state of undress for decades. Bewildered because not one of them had the slightest idea why they were sitting in a locker room or how they had arrived. Even more confusing was their discovery that they had each known one another as hang glider pilots 45 years earlier. After briefly discussing their present situation and getting nowhere, the conversation turned to hang gliding. "Remember the Crestline Nationals of 1984?" queried the short, bald old man on one end of the bench. "I guess I was lucky to win that one on the last day." "I'd rathe.r recali the Iowa aerial towing meet in 'ITT where, I broke a hundred miles and blew away the rest of the field," wheezed the silver-haired geezer in the candy-striped briefs. Then the oldest and ugliest gaffer gave up trying to read the farge exit sign without the aid of his trifocals and interrupted the other two: "You boys a!Jways was too wrapped up in competition. The best thing I remember about them days was the hang gliding columns I wrote called, umm ... umm ... " At that point his memory failed him, but it didn't really matter for the other two were listening to the authoritarian voice that blared out from an intercom in the ceiling. "Mr. Robert Kills, Mr. Richard Piffer and Mr. Erik Flair please proceed through the double doors, down the hallway and into the first door on your left," said the voice. The old men creaked to their feet and shuffled into the hall. 30

"XMZOCP! '' This word is impossible to translate into English due to the current overusage of English curse words, rendering any English word incapable of conveying the vile impact of XMZOCP. Nevertheless, XMZOCP! was repeated several times along with GUZNG!, SHCLMQ!, and MFPE!, all e41ually atrocious utterances. These curses had the further distinction of being repeated ln four-'part hatmony from the multiple vocal chords of a very irate being known as Urf the Glin. U rf was cmdely expressing his ,'i~pleasure at his ward land nemesis, the blinking behemoth in front of him, a rather cantankerous but ingeniuos wedding of computer, chemistty lab and power plant known as CREMACH, short for "creation machine." CREMACH'. was one of the main devices by which the benevolent master race of Glins populated the galaxy with the various beings indigenous to each star and planetary system. the problem was, CREMACH was on the blink. That is to say, some of the 3,000 or so lights that formed the machine's control panel were blinking erratically, indicating some sort of malfunction. Actually, the hyper-intelligent machine was just having a little fun at Uii's expense. In truth, the light patterns were Imitating the 1972 Super Bowl scoreboard whose electromagnetic radiation had just reached the CREMACH's sensitive antennae fronl the distant planet Earth. However, this nicety was lost on Urf who had never beert to Earth and who was more concerned with the unsuitability of CREMACH's creations. Urf was chief specialist and operator of CREMACH aod was currently engaged in

programming ~he genes of newborn earthlings so that they would grow up with the desire to become hang glider pilots. Hang glider pilots were in great demand throughout the universe and it was necessary to maintain a constant supply. The trouble was the CREMACH, with its perverse sense of humor kept producing future sailplane, ultralight or balloon pilots. It even spat out an incipient parachutist which was the reason for Urfs latest string of epithets. Urf kicked the CREMACH right in its behind, then pulled the paster power switch. This naturally brought a scurry of technicians to the control room to find out the problem. Like Urf, they were all Glins except for one Tznaak whose small sinewy body and multiple limbs secured his job as main repairman of CREMACH's inner cogs. Glins are somewhat portly with short arms and legs and one massive head. Their single eye is most reasonably located on top of this head for maximum visual range. They are certainly not green as many earthlings would imagine, but a rather pleasing shade of purple. Their four voices alluded to previously are unfortunately each controlled from a separate part of the complex Glin brain. Thus, when a Glin gets excited, the four-part harmony quickly dissolves into discordant cacophony, not unlike some forms of music from the planet Earth. With nine technicians in the control room all talking at once, there was obviously no one making sense. The only thing to do was to hit the bar. Getting drunk was how a Glin quelled his over-excited state. Hopefully, three of the voices would be zonked out before the fourth, allowing somewhat coherent, though slurred, conversation. Within an hour Urf and his co-workers were sufficiently soused. HANG GLIDING

They worked on the CREMACH problem until a page robot found Urf and requested his presence in the Eureka Room of the Angels building.

*** The three old men were slouched on comfortable overstuffed chairs in the Eureka Room. They were mildly sedated to counter the effects of shock. They were listening in amazement to Traf, another Glin. Traf was a Master Communicator, being capable of speaking 11,253 different galactic dialects. He was addressing the three senior citizens in precise, if slightly accented, English. ''A.nd when you died on Earth, we brought you up here to enter the next phase of your existence," explained Traf. "You see, most of the universe is populated by sentient beings whose bodies are simply life support systems for their intellects. On the other hand, you earthlings are, shall we say, more physical and less mental to put it euphemistically. (Traf was inordinately fond of 'eu' syllables as this human sound was the easiest to produce for a Glin.) Your reduced intelligence and balanced physical development make you ideal Universal Messengers." ''A.s it stands, we need to keep tabs on the many populations we have created throughout the galaxy, but we cannot use conventional microwave communications. Too many lights years involved. What we do is program the brains of messengers with our century plans, theri teleport them to specific planets. When we need a little tweaking of the social system, a messenger shows up and sets things right with a bit of divine intervention." "You three are destined to become messengers. With our precise euphenic eugenics we will rejuvenate your bodies you will be 25 Earth years old again - and grow you a set of wings. Self-propelled flying is the most efficient means of transportation on the planets. It also impresses the hell out of the natives when you swoop in to change their ways or deliver a prophecy. You may have heard of such things on Earth. If it helps clarify matters, you can think of yourselves as angels." "Originally we brought ordinary humans here and trained them for flight," Traf continued. "However, this was inefficient - too many repair jobs. Then, despite opposition by our more conservative citizens, we decided to teach mankind to fly on Earth. Unfortunately, your fellow beings got carried away

JULY 1986

with engines and even went so far as to use flight as a means of furthering aggression a most despicable development. Finally, we had you invent hang gliding, the perfect training for angelic Messengers. We now have a steady source of expert pilots that only need a little programming, a couple of wings and teleportation to their assigned spheres of influence." All through this monologue the three old men were naturally staring with utter disbelief at the strange character before them. They each thought the whole matter was some kind of cruel joke. However, at the mention of renewed bodies and unlimited flying, Mr. Kills could not contain himself. "You mean I died, went to heaven and can fly around and have all kinds of fun again?" "Well," explained Traf, "your JudeoChristian-Islamic traditions on Earth are certainly useful in helping prepare you for this change in existence. We have, I must admit, allowed certain traditions to continue. You may be struck by the similarity between the words sink and sin or lift and life, which should indicate the importance with which we regard unfettered flight. But no, you aren't in heaven, although your life as an intergalactic Messenger will be quite pleasant. Which brings me to an important point." "Unfortunately, the three of you have failed to meet the minimum ethics requirements. Messengers must be impeccable, for while they are free to interact as they choose with fellow Messengers, they must not hobnob with the native populace. Otherwise, all kinds of extraneous religious beliefs originate as they did on your own planet during the Classical Greek era. We have no recourse but to send you back to Ea11h for a trial period to see if each of you can live an exemplary life." Just then Urf staggered into the room. Traf gave a sniff of disgust, for Communicators had little tolerance for drunkeness. All Communicators have their brains surgically altered so that only one voice is operant, maximizing clarity of speech and brain memory volume. They never needed the alcohol cure. Although they had an uncanny ability to remember and tell funny jokes, they were not much good at sing-a-longs which was the core of the Glin social life. Communicators were perpetual wallflowers and held a dim view of the profligacy of others. "Take a sobriety pill, Urf," said Traf, "we

have work to do." "Sure, Traf," slurred Urf. "I've just explained to our guests that they're headed back to Earth," continued Traf. "By the way, meet Rob, Rich and Erik." Urf bowed as low as his stomach would allow then pulled out his clipboard. "I have your reports right here, boys," Urf began as the pill did its job. "Let's see, why don't I start with Mister Kills. It says here that you indulged in that antisocial disease known as cigarette smoking. Not only did you ruin your health - I can hear you rasping - but you polluted the very air that you should have held sacred. Penalty: You will spend one year on Earth as a beginner pilot with the name Alan Overdy. Your life will be devoted to carrying your glider up training hills and taking sled rides of less than 60 seconds duration. Good luck and don't forget the health food." "Next, Mister Piffer." Urf turned to the bald man who opened his mouth as if to protest but was silenced by the gravity of what came next. 'You are borderline!" announced Urf. "With your insistence on excelling as a pilot you have induced manufacturers and pilots to push beyond their limits and lose sight of the fun of flying. Penalty: You will spend your year in the eastern United States flying low hills in rain and snow on an intermediate glider. You must keep a smile on your face and bear the name Cory Ollis. Remember, no cross-country and no competition." "Now, Mr. Flair. I bet you are sitting pretty smugly thinking you gave a lot to the sport and avoided the crimes of your compatriots," said Urf. "Eh?" replied Erik who was pretty hard of hearing. "Your very writing was your crime! "continued Urf in a louder tone. "Instead of garnering for hang gliding the respect it deserved, you wrote frivolous, verbose ditties with cornpone humor and very little meat. Where's your respect? Penalty: You can flap your wings like you flapped your jaw, for you will live your year as a common carrion crow, with the name Valery. Think about it. You'll have all the equipment of your cousins the ravens, yet you'll never soar. You'll flap from one meal to the next. I hope you enjoy dead 'possum on the side of the road with ... " ''A.hem," interrupted Traf, for Urfwas getting carried away. "There you have it, gentlemen. All you have to do is prove your

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Accessaries character by living your year with your particular burden in a clean, cheerful manner. That means no euphonies, eurhythmics or euphonies." "He means wine, women and song," clarified U rf. "You mean drugs, sex and rock and roll," chimed Rob, Rich and Erik, remembering their youth. Their chagrin was major, but their protests were minor for they were still in reality limbo. In due time they were briefed and escorted to meet their destiny as Al Overdy, Cory Ollis and Val Crow.

*** U rf reactivated the CREMACH's systems, a full two-hour process. All indicators were running positive this time. The three earthbound penitents were strapped in separate telechambers connected to the CREMACH with an array of tubes and cables. They were again sedated - this time heavily. U rf punched in the complex code to send each old man to his predetermined destination. He watched them gradually dissolve, then checked the monitor. They were safely on their way, each with a new identity for one Eai1h-year. Satisfied, he waddled out of the control room and headed for the bar. It was a good day's work. Unfortunately, the vindictive CREMACH chose this moment to exhibit its bitchiness. Instead of Al Overdy, old man Kills was reincarnated as a 350 pound Korean transvestite on Mission Street in San Francisco. Senior citizen Piffcr appeared as a pregnant Patagonian penguin, while the dottering Mr. Flair was tragically reproduced as a toad in the middle of the jello served to the Russian Foreign Minister Yu bin Takenoff during the dessert course of the banquet celebrating the final worldwide disarmament treaty. In no time Mr. Takenoffs face turned crimson and his jowls shook to readily resemble raspberry jello with the struggling toad in front of him. He screamed his indignation as he led his entire entourage out of the hall into the waiting limos and off to the airport. Twentyfour hours later, World War III began, effectively annihilating all life on Earth. Needless to say, poor Urf lost his job and the CREMACH was overhauled. After much debate it was decided that Earth would be repopulated. However, this time all inhabitants would be hang glider pilots to make up for lost time and to assure that nothing related to anything but fun flying would ever get accomplished.

AUTHOR'S NOTE This piece has been commissioned by the Glin Galactic Council as a warning to wayward pilots. I've been cautioned not to offer a moral to the story for fear of feeding some cult religion. However, "straighten up and fly right" is enough of a cliche that we should remain on safe secular ground. In case you're wondering, the GI ins have the capability of perceiving beyond their own time and space. However, they cannot travel in time so they collected me and showed me these future events. I returned here as a Messenger in 1975. I was allowed to continue hang gliding because the experiment was so new back then. I hope I don't blow it again. By the way, Urf has acquired a job as a song leader in his favorite bar. He claims he is much happier and no longer exhibits type A personality. He wants you all to know that he has even taken up hang gliding and had his first soaring flight last week!•

•

t4S

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HANG GLIDING

HANG GLIDING SPECTACULAR Outwaiting brisk nmtheast winds and outflying the competition, 1x ..""'"r-,r,ld Steve Wendt won first Annual on May 9, 10 and 11, in Nags Head, NC. The held annually on the State Park, was because of high winds on the first two but a southerly shift on Sunday allowed the event to go off on an abbreviated schedule. Steve Wendt, a mathematics teacher at a local school, outlasted and outmaneuvered pilots from across the nation, including the states of California, ~v'"''''"' Ohio and Washington D.C. Wendt is a USHGA IV pilot. For the first time, two female pilots Cindy Black, a USHGA HI rated pilot from Alexandria, VA won third in the advanced competition; and Jina a USHGA rated I captured second in the novice competition. Black made history two years ago at the winning second place in the novice division, becoming the first woman to win an award. Black moved up this year to place third in the advanced level. Jim Johns, a USHGA Master pilot from Marina, California, second in the advanced position for the second year in a row. Johns holds the distance record at Ridge State Park, fly4.5 miles in 1982. First place for Novice Class was won by David Lane of VA, USHGA II. Jina placed se-· cond, and there was a tie for third between Dave Green of Park, MD, Charles Battle of Washington D.C., and Reese Evans of Kill Devil Hills, NC, all rated II pilots. Nearly half of the 35 pilots had learned to fly at Kitty Hawk Kites located beside The dune is noted for its steady wind and soft sand landings. The Spectacular cornpi~tition is unique in that knowledge of lift bands up the hill, and skill at manipulating precision turns over the arc to pass target and

Jm:v 1986

time tests. Along with duration trials, the competition includes spot landing and maneuvering tests, but because of this strong wind, points on duration were low and maneuverability high. Attendance at the awards ceremony was thin, for many of the pilots stayed on the to take advantage of good flying weather. The Gliding Spectacular is the longest continuously held competition in the country and is sponsored by the N .C. State Park Service, the Dare County and Kitty Hawk Kites, Inc. 1986 SPECTACULAR PARTICIPANTS

NOVICE CATEGORY David Lane Jina Hayes Reese Evans Dave Green Charles Battle Eddie Hyder Tim Daubc William Towler Pete Lang Skip Rifkin Pete Olson Jack McGaha

ADVANCED CATEGORY Steve Wendt Jim Johns Cindy Black Lawrence Battaille David Hahn Susan Gale Michael Maxson Brian Thacker Chris Crescioli Tad Eareckson Lester Billings Gaston Servant Ball Paul Gibney Dan Skadal David Dolan Bud Ramey Tim Massey Chris Thompson Robert Tedder Mark VanderGalien Doug Rice Tony Velte

BEIDW: Winners of the 14th Annual held recently at Nags Gliding Head, NC, are from left: Black, Steve Wendt, Francis Rogallo, Dave Lane and Reese Evans.

FORT F'UNSTON AIR RACES William (Mr. Bill)

er all the planning, hoopla, and pre-event publicity and activity, the Fifth Annual Fort Funston Air Races have now become another successful (and fun) part of hang gliding's past. What makes it doubly satisfying is the fact that, for this year at least, the competition might not have happened at all. Had it not been for the determination of Fellow Feathers Vice President Kelly Dearborn, this Race Director, there wouldn't have been a competition. The Air Races, which were held from l through 4, were to be the witness to several firsts: One was the exclusion of Pro class; all pilots would compete head-to-head. the same token, there would be no separate classes for and flex-wing gliders. Also, for the first year, Fellow Feathers, the club that shares administration of hang gliding activities at Fort Funston and Westlake with the National Park Service, was to host this year's races. Thirty-two pilots, one from as far away as Switzerland, registered for the competition. Everything was set, the various teams and crews were prepared, the pilots were ready, the equipment was in place and operating, and the weather was miserable. For the first two days of the four-day competition, a wet-weather system had stalled over the Area, bringing cold gray skies, and wind that was either nonexistent, or from the wrong direction. For a cliff site like Funston, this means trouble for any kind of flying. The National Weather forecasts didn't sound too encouraging, and it began to seem as if the whole thing would have to be called off for lack of soarable conditions.

'IOP: Sixth finisher John Erickson launches. CENTER: Brian fourth, his 170 Voyager. BOITOM: Ken Brown, left, receives the fimt trophy f<ellow fuathers pnisidlent from Jay and timing crew member.

HANG GLIDING

Then finally, on Saturday, the competitors and crew breathed a sigh of relief as the skies slowly began to clear. I guess the weather gods had gotten tired of hanging around (pun not intended), and took their stuff elsewhere. Shortly before noon, the wind turned westerly, and increased to marginally soarable. Race Director Kelly Dearborn lined up the pilots, and opened the launch window. Many of these competitors had become impatient with the lack of suitable conditions and were anxious to get on with it, so they hastily launched As a result, many of into unstable these first competitors littered the beach for the length of the course as they fell out of the tiny lift band. The continuous "down cycles" took their toll during the early phases, and a few die-hard "Diver Drivers" tried valiantly several times to at least post a time, but to no avail. Consistent conditions prevailed from about 1:00 P.M. From this point to the closing of the launch window at 5:00, the Air Races began to look like air races. The people on the spectator deck were treated to the sight of high performance hang gliders "smokin"' past only ten or twenty feet away on their way south to the Westlake cliffs. Ken Brown, last year's winner and favored to win this year, settled into the top five. However, close on his heels was Erie Beekman, co-designer and pilot of the Odyssey, one

of the most beautiful rigid-wing gliders this author has seen since the Mitchell Wing. It soon became apparent that this was not only good weather for a competition, but actually some of the best flying weather Funston had seen for a long time. As the pilots gained familiarity with the 16.9-mile course (two laps from Funston to Westlake and return), times began to drop. What at first seemed to be a good time soon fell out of contention. The top ten positions began a real

juggling act as the flyers got bolder, and as a result, faster. Bob Vogel, Master of Ceremonies and PA announcer, kept the Funston spectators entertained as well as informed of the pilots' progress on the course. By the end of the day, a lot of tired (whether they had been to the beach or not) pilots participated in a "Glider Pilot Feeding Frenzy" as Alice Stapleton, Fellow Featl1ers member and competitor in this year's race, put on a seafood and pasta extravaganza. The main topic of conversation during dinner was that the weather had been almost perfect for the competition, and if more of the same existed on Sunday, we could have a great race. That very thing in fact happened, as the weather did a replay of the previous day. Skies were clear, and winds were west to southwest, 16 to 18 mph and very smooth. The launch window opened at 11:00 A.M., and the pilots started to go for it. Unfortunately, throughout the day, the more aggressive pilots still had some trouble completing the course. It became 10P: The Odyssey. LEFT: Alice Stapleton, Fellow Feathers membei; chief cook and bottle washei; fastest woman pilot and recipient of the Marty Alameda Sportsmanship Award.

JULY 1986

COMPETITION CORNER clear that simply stuffing the bar was not the way to be successful here. By now, however, the majority of the pilots felt comfortable enough with the course that they were able to start chopping their times down even further from Saturday's race. First place changed hands several times down even further from Saturday's race. First place changed hands several times during the day, as Rob Kells, Ken Brown, Eric Beckman, and Brian Porter (flying supine in his 170 Voyager), vied for the top spot. Although the rigid wings had been foreseen as stiff competition, the flex wings were indeed holding their own. Even the aforementioned Odyssey, a glider that looks as if it's doing 60 mph just standing there, could not establish a clear advantage over pilot/glider combinations like Ken Brown (Magic), Rob Kells (HP), and Randy Haney (Magic). It was going to be close. As the time steadily approached for the launch window to close, pilots began an all-out charge to improve their standings. As a result, the launch had to be closed to all but competition pilots because of the he,avy traffic along the cliff. Many exciting races could be seen along the lower ridges, as some of the pilots (now flying against each other in tight formation) tried to eke out the most from their gliders by hugging the cliff and scooting along, sometimes at the lowest margins of the lift band. Occasionally a pilot would be seen heading north so low that it seemed certain he was about to become "beach fodder," only to reappear a few moments later over the finish line. As M.C. Bob Vogel said many times: "Ladies and gentlemen ...THIS is exciting racing!" The crowd showed their appreciation, too, often cheering and applauding as their favorite pilots went by. The launch window closed at 5:00 P.M., but several pilots were still up along the course. The final results were up in the air as well. After close to an hour of tabulating, the finishing order was determined, and the awards ceremony held. First place went to Ken Brown (Magic); second went to Eric Beckman (Odyssey); third place was taken by Rob Kells (HP). Fastest woman pilot went to the ever-popular Alice

Stapleton (Mystic). The average time to complete the course was approximately 35 minutes. The time spread between the first five places was about 1-1/2 minutes. Of course, no competition is complete without its assortment of Hard Luck. Juan Corral won this year's Golden Dart Award for picking up more Funston beach sand than any other pilot. Maybe next year Juan. Perhaps the most significant award of this year's competition was presented by Jean-Michel Bernasconi of Pacific Windcraft, and was decided not by numbers on a stopwatch or by marks on a clipboard, but by the pilots themselves who competed in the event. It is the Marty Alameda Sportsmanship Award, and is in memory of Marty Alameda, Chris Bulger, and Dan Racanelli, a small roll call of the many hang glider pilots who can no longer be with us, except in memory. It is presented to the deserving pilot whose attitude, friendship, and spirit go beyond simply taping on a number, hooking in, and stepping off into the fray. It was earned (and rightfully so) this year by Alice Stapleton. Congratulations to you Alice, and to everyone who competed in, or contributed to this year's event. All in all, the Air Races were a learning experience for the staff and crew, as well as many of the pilots. The event began several months ago in the planning stages and ended on May 4 on a very upbeat note. No accidents occurred for the duration of the event, and a good time was had by all, even by the pilots who didn't fly for the entire weekend. Jay Busby (Fellow Feathers President and timing crew member) stated that he would enjoy doing it again next year. That's a good enough reason for me to try for that "free dinner at Burger world!" A report will be printed in the near future on the planning and execution of this year's Air Races. It will be along the same lines as R.D. St. Clair's report on the Silent Air Show held in Milpitas. If you are planning to put together an event a little smaller than that, and would like

some technical assistance, sent $1.00 to cover the cost of postage to: William Hagen, 294 Ashley Circle, Danville, CA 94526-4043. •

The final standings were: Place 1

Time

30:11.17 30:47.68 31:19.13 31:36.36 31:46.06 6 31:59.59 7 32:03.92 8 32:05.98 32:11.90 9 32:21.62 10 Fastest Woman Sportsmanship Golden Dart Best Cook

2 3 4 5

Pilot Ken Brown Eric Beckman Rob Kells Brian Porter Randy Haney John Erickson Walt Nielson Jim Bamford

Kevin Kernohan Chris Ballinger Alice Stapleton Alice Stapleton Juan Corral Alice Stapleton

Glider 177 Magic 141 Odyssey 170 HP 170 Voyager 166 Magic 177 Magic 177 Magic 166 Magic 177 Magic 166 Magic 155 Mystic 155 Mystic 160 X-Cel 155 Pots 'n 'pans

(continued from page 29)

(Returning to Earth)

natural instinct was to flare as quickly and extensively as possible. Now I was fully flared as the wind gusted back to thirty and I shot skyward as quickly as I had plummeted. Since I now had airspeed I pulled in to keep the nose as low as possible. Still the glider stalled and I gently resisted the downward rotation of the nose as the glider picked up speed heading for the ground. Approaching the ground I let the bar out just enough to level the glider out, took a few steps and pulled the control bar to the sand while the glider was still flying. I learned that radical control inputs in radical conditions could produce more problems than they solved. This concludes the first part of Returning To F.arth. The second installment will explain the more complex aspects of landing such as dealing with strong convective turbulence, down wind landings, top landings, modified crashes, unusual terrain, tight landing areas, etc. Until then, happy landings. Continued next month. •

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Jeff Dickenson

Vancouver, WA

Charlie Whitehill

Paul Anderson Kevin Armstrong Albert Branson Robert A. Clark Stephen L. Estrin Vic Gibson Ronald J. Lem Jim Parris Donald W. Smith Lambert Stead Cliff Sullivan David Wayne

Citrus Heights, CA Sacramento, CA San!Jl Rosa, CA Milpiras, CA San Jose, CA Orangevale, CA San Jose, CA Los Gatos, CA San Jose, CA Diamond Springs, CA Sacramento, CA Hayward, CA

Stephen Perry Stephen Perry Eric Beckman Rob Engorn Rob Engorn Stephen Perry Chuck Sraedler Paul Eikens Wallace Anderson Stephen Perry Charlie Whitehill Dan Murphy

Bob Baron Wendy Battino Vincent Cardillo Nick Dalusio Susan Franklin Greg Hamersly Terrence Hayes Richard Heitman Victor Jensen Ray Kienly James S. Larson Hans O'Connor Rene K. Russell Dara Sandrini !'au! A. Spiri Alan Vanderhorst Cathie Vanlake Barbara Vislocky Wendy Wallace Bud \Vunsch

Los Angeles, CA San Luis Obispo, Ca Goleta, CA Gole!Jl, CA Goleta, CA San Luis Obispo, CA Santa Barbara, CA Goleta, CA Kamuela, HI Honolulu, HI Goleta, CA Santa Barbara Goleta, CA Goleta, CA Santa Barbara, CA San Luis Obispo, CA Reseda, CA San Luis Obispo, CA San Luis Obispo, CA San Luis Obispo, CA

Joe Greblo Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Sam Nottage Lani Akiona Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman

Mike Bishop Eric Knutson Randall McCoy Clay Muise John Robinson, Jr. Nader Shabani Porter Lee Wheel er Ken Wtllett

Mesa, AZ Tempe, AZ Colorado Springs, CO Colorado Springs, CO Mesa, AZ Tempe, AZ Tempe, AZ Tucson, AZ

Doug Gordon Doug Gordon Ron Wilkinson Ron Wilkinson Doug Gordon Doug Gordon Doug Gordon Doug Gordon

Catherine Gilmore

Duluth, MN

Doug Johnson

Warren Bowker, Jr.

Richfield, KS

Ron Kenney

Cinty Felknor Judy Haas Mark Klibanow Graf LeSavage Scott Palm Scot Tomsic

Duluth, MN New Carlisle, JN Highland Park, IL Duluth, MN Duluth, MN Hammond, JN

Doug Johnson Rob Kreske Sam Nottage Doug Johnson Doug Johnson Rob Kreske

REGION

2 2 2 2 2 2 2 2 2 2

Alan Ayotte Barbara Girlack Cynthia Snow

Tungsboro, MA Billerica, MA Durham, NH

T.C. Searle Bill Blood Rob Bicknell

Richard Morse Kevin Shaughness Randall Surface

Vienna, VA Vienna, VA New Castle, PA

Eric Logan Eric Logan Doug Gordon

9 9 9

Mack Lipe Edward Price David E. Steele

Morristown, TN Charleston, SC Fayetteville, NC

Bruce Hawk John Harris Steve Wendt

Kevin J. Birney David Lyons David C. Pell Danne Williams Kevin Wilson

Upr. Saddle River, NJ Ry Creek, NY Utica, NY Bridgewater, NY Liverpool, NY

Rob Bicknell Dan Guido Dan Guido Dan Guido Dan Guido

12 12 12 12 12

10 10

NOVICE RATINGS

JULY

1986

NAME

4 4

7 7 7

CITY, SI'ATE

INSTRUCTOR

Brent A. Burgess Suzen M. Hyde Stewart D. Irving

Eugene, OR Prosser, WA Seattle, WA

Craig DeMott Byron Jones Karen Schenk

Robert Behrens Albert Branson Gary Collier Terry Kenney Mike LeMaster Martin C. Nation Reggie Stone

Pittsburgh, CA Santa Rosa, CA San Francisco, CA Modesto, CA Salinas, CA Pacific Grove, CA Ceres, CA

Charlie Whitehill Eric Beckman Pat Denevan Wallace Anderson l'aul Eikens Dave Shelton Ken Muscio

Bob Baron Donald Beatty Livia Bognuda, Jr. Joey Carmosino Jose A. Fernandez Robin Gauss Kathy Johnson Mike Klinefelter Leon B. Lytle Mark Pillow Eric D. Stockwell

Los Angeles, CA Sunnymead, CA Santa Maria, CA Bishop, CA Chino, CA Santa Barbara, CA Mammoth Lakes, CA Canyon Lake, CA Santa Barbara, CA Northridge, CA Goleta, CA

Joe Greblo Debbi Renshaw Ken DeRussy Larry Mace Dan Skadal Ken DeRussy Larry Mace Larry Mace Ken DeRussy Joe Greblo Ken DeRussy

R.D. Bonnell Gary Matthews Carl A. Roth George D. Tatum Alan True

Alamagondo, NM Phoenix, AZ Colorado Springs, CO Huntsville, AZ Boulder, CO

Curt Graham Doug Gordon Ken DeRussy Matt Taber Dave Rodriguez

Sharree Hager Chan-Cheng \Vun David C. Zigan

Bloomington, IN Madison Hts., MJ Versailles, JN

!'au! Eikens Gary Elhart Matt Taber

Gary Resnick David J. Smaldone

Norwalk, MA Chelmsford, MA

Jeff Nicolay Bill Blood

REGION

2 2 2 2 2 2 2

4 4

RATINGS AND APPOINTMENTS Van Hutchinson

Solana Beach, CA

John Ryan

Tim Seeling

Breckenridge, CO

Dave Rodriguez

Glenn Bitikofer

Kansas City, KS

Bob Black

IO 10 10

James Rowan

Cumberland, MD

Dan Demaree

Robert C. Hagewood

Nashville, TN

Matt Taber

Matt Tuber

Jim Taulman

Celina, TX

Dave Dunning

12 12 12

Joseph Palazzolo

East Meadow, NY

Paul Voight

APO, NY

Foreign Equiv. Steve Wendt Gary Elhart

Lauren NH Netherlands Morfeldon, W.Germany Bensheim, Germany

Steve Wendt Gary Elhart Gary Elhart

FOR FOR FOR

Mario Borraro Stephen Gale Vassilios Marketakis

Salerno, Italy Southampton, England Athens, Greece

Walt Nielsen C. Kirchhofer M. Theocharis

FOR FOR FOR

Dan Badinghaus Doug W. Chambers Maurice E. LeVois Douglas Wells Craige Wtlliamson

Cincinnati, OH Bluefield, VA Washington, D.C. Independence, OH Charlottesville, VA

Rob Kreske Chris Crescioli Chris Crescioli Matt Tuber Kevin Hunger

9 9

Rhonda Burton Stephen l Glover Scot Nimmo

Memphis, TN Greenville, SC Maitland, FL

Steve Wendt Johnny Ray Matt Tuber

Ray Decker

Baton Rouge, LA

Patrick Kennedy Kristin Raubenheimer Anthony Rhoda

Montclair, NJ New Paitz, NY

Emmanuel Insinger Jay W. Schiele Mark Sloane

MASTER RATINGS INTERMEDIATE RATINGS NAME

CITY, SI'ATE

REGION

Steven Alford

Kirkland, WA

Ken Godwin

2 2 2

Russell Douglas

Sunnyvale, CA

Russ Locke

Wtlliam Kershaw Jim Zeiset

Las Cruces, NM Salida, CO

Bob Thompson Bob Thompson

Livermore, CA Seaside, CA Citrus Hts., CA

Pat Denevan Paul Elkens Richard Cassetta

James Cassidy

Milpitas, CA

Howard Betts

David Bobrowski Todd Christenson Steve Shaffer

Telluride, CO Salt Lake City, UT Farmington, NM

Gary Lagrone Dave Rodriguez John Martin

Otto Von Rosen

Dearborn, MI

Norman Lesnow

Charles Battle, Jr, Michael Mccarley Dean Rogers, Sr.

Washington, D.C. Annandale, VA Centreville, VA

Arthur Newman Jim Johns Eric Logan

9 9 9

Mark D. Kline Walter Preston

Nagshead, NC Statesville, NC

Steve Wendt R.M. Wooten

10 10

Andre Baettig

Villmergen, Switzerland

Ron Hurst

FOR

4 4 4

ADVANCED RATINGS CITY, SI'ATE

OBSERVER

Harold P. Locke

Redmond, WA

Mark Kenworthy

Allan Barr Susan Bowyer James R. Donnell Erik Johnson Gerald Pesavento Dale Schuck

San Francisco, CA Berkeley, CA Citrus Hts., CA Carnelian Bay, CA Berkeley, CA Sacramento, CA

Dale Bowyer Bruce Strachan Jack Anderson Weegie McAdams Patrick Link Jon James

DIRECIOR

OBSERVER

Steve Daugherty Mary Ann Ferguson Bret A. Hilliker

NAME

CITY, SI'ATE

NAME

REGION

2 2 2 2 2 2

REGION

INffllUCTORS NAME Wtlliarn C. Fifer Douglas Johnson Larry Majchnak

CITY, SfATE

DIRECIOR

Traverse City, Ml Duluth, MN Duluth, MN

John Woiwode Mike King Mike King

BRONZE AWARDS Butch Buck Jeffrey C. Busbee Charles T. Carder Kurtis Conrad Gerald A. Dalen Roy R. Ferguson Herbert Jene George Kavallieratos Eric Klementis Kathy B. Kosies Jane Lenrd Tom Parsons Sammy Porter Wayne A. Rick

David L. Rossi Glenn Stanley Don Steaples Roger H, Vogel George Walker, Jr. Ram Zeevi

REGION

7 7

SILVER AWARDS Butch Buck Jeffrey Busbee Patrick Kepen Jane Lenard Tom Parsons Wayne A. Rick Timothy A. Sestak Matthew Thoreson Mark D. Turner GOLD AWARDS Tom Parsons

HANG GLIDING

CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially 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) 7frl-6fi-OO. ffl77 ASG-21AA-130 sq. ft.

Black leading edge white sail. Best offer (206) 324-9774. Also from 76 on issues of Hang Gliding, Ground Skimmer, Glider Rider, UFO.

COMET 165-Mint cond. must sell $UDO. or best offer (303) 237-5770 eves.

134 GEMINI-Expectant mother needs to sell. Only 10 hrs. airtime. Well cared for. Like new. Only flown inland. Excellent sail. $900. (209) 294-7337 evenings. HARRIER 147 II-Excellent condition. $950. OBO (805) 252-0731.

W.W. HARRIER 177-Excellent condition. Stirrup harness with 26 ft. chute. $1000. or best offer. After 6:30 pm (818) 508-5895. HP-Red & white, excellent condition. $1600. (916) 925-1615. Also Airstream harness, chute, vario, etc.

DESERT HANG GLIDERS USHGA Certified School.- Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550.

JAVELIN 208-New $900. Pioneer emergency chute. New. $250. Both $1000. Ernie (619) 427-2322.

CALIFORNIA

MOYES MISSLE 190-1982, 21 hrs., $750. Moyes Mega 190, 15 hrs. $400. Both VGC, Lansing MI (517) 339-2967. OLYMPUS 180-Still good shape! With 'safetyprone' harness. $300. Will consider trade for parachute. (303) 494-1270. FOR SALE-1980 Sabre 170. Verry little airtime. Includes roof rack and wheels. $650. Call Mary (301) 667-9527 or Kim (301) 592-9573. CLASSIC SEAGULL 10-METER-Perfect condition, Free to right person (213) 827-5075.

188 SKYHAWK-8 months old. Red & white $1300. 185 Phoenix 6-D multicolored. Good condition. $350. (714) 925-0662, (714) 658-3310 eves. WW SKYHAWK 168-Red leading edge, white and yellow body, speed bar, fairings, prone/supine wires, 10 hrs., mint condition $1100. (503) 485-4ll6. SKYHAWK 188-Excellent, low time, new in January 1985, harness. $1300. (214) 255-0135.

165 COMET-White and orange. Sail very clean. $575. Mike (412) 898-3219. 135 COMET-Excellent-Holds XC Records. Never crashed. Most photogenic glider around. A real sweetheart. $700./best offer. Optional speedbar & french connection. (208) 237-9157. 160 COMP DAWN-Custom sail work, half battens, surf coat, etc. Only one year old. Excellent condition. $750. Call Tiki (818) 894-1371. 180 ATTACK DUCK-Wills team colors, near mint cond., $995. or BO. (7(JJ) 763-8884. 1983 200 DUCK-Excellent, flown lO to 15 times in '83 then stored clean & dry in original ship tube, too busy working. Any offer (208) 323-1636. PACIFIC WINDCRAFT ESPIRIT 178-Great condition. $800. (408) 338-6515. 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.

JULY 1986

ARIZONA ARIZONA WINDSPORTS-Certified instruction utilizing skyting and the World's only man-made trainer hill. New & used gliders, accessories, parts & repairs. 1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121.

180 SENSOR-Blue, spectrum. All new rigging bridles, mylar, kevlar TE, great for towing, $950. O.B.O. (602) 683-2002.

COMET 165-Red LE, White TE, excellent maintenance, under 40 hours, clean, $900. OBO. (413) 528-1371. Call 6 - 9 Eastern.

Schools and Dealers

NEW 167 SPORT-Ready for immediate delivery 1st week of July. Will be factory and dealer test flown only. Contact The Hang Gliding Connection (916) 222-4606, (916) 222-5439. Redding, CA. STREAK 130-Black, blue and spectrum. Like new, flys great. $700. (503) 386-2037. SUPER LANCER 180-Used less than 10 hours. $500. or best offer (408) 252-2752. VISION 18-Supreme condition. Inland flights only. Harness/chute extra. (916) 934-2411. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. WANTED-Sail for C2-165. Good condition. Bill (616) 941-7044. 1974 FREE FLIGHT SYSTEMS STANDARD ROGALLO-Keel 17', Sail damage on leading edge, some mildew spots. Control bar slightly damaged. $200. (703) 832-5315 (Virginia). ECLIPSE 17 $1800.00 HP 170 $1400.00 Vl8 VISION $ 900.00 C2 165 900.00 Parachutes $ 190.00 Cocoon Harness $ 100.00 Also Magics, Ducks for sale. Dealer for all major man. We need your used equip. (619) 450-9008.

BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (7(JJ) 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 Wmg, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varies, and spare parts. Located minutes from US IOI and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. We proudly offer Wills Wing, Delta Wing, Pacific Windcraft, U.P. Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008. 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. 1116 Wrigley Way, Milpitas, CA 95035 (408) 262-1055. 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 OWENS VALLEY HANG GLIDING-Located at the Bishop Airport since 1978. Glider parts and supplies. Airframe, sail and harness repair. Site and weather information. P.O. Box 1535, Bishop, California 93514 (619) 873-8367. PINECREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wmg, Moyes and Wills Wmg. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. SAN FRANCISCO WINDSPORTS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620

CLASSIFIED ADVERTISING Wawona, San Francisco, CA 94116. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER-Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 687-3119. WINDSPORTS INT.-Since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. COLORADO GOLDEN SKY SAILS-USHGA Certified Hang Gliding School, dealers for Wills Wing, Delta and Pacific Windcraft. Bell Helmets in stock. 15801 W. Colfax, Golden, CO 80401 (303) 278-9566. CONNECTICUT CONNECTICUT COSMIC AVIATION-14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills, UP, and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. HAWAII MAUL SOARING SUPPLIES-Certified Instructors. sales, service and rentals. RR 2, Box 780, Kula, HI 96790 (808) 878-1271. MINNESOTA

PO Box 362, Pendleton, OR 97801 (503) 276-7462.

NEW YORK FLY IBGH 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.

SUSQUHHANNA FLIGHT PARK INC.-Central New Yorks Hang Gliding Center. Certified in· struction, 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. WESTERN NEW YORK-Hang gliding and Certified Instruction. Rochester Area Flyers. Call Dave (716) 454-2179.

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

International Schools and Dealers

NORTH CAROLINA KITI'Y HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, In NC, 919-441-4124. Learn to fly aver 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. 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 e<tuipment.

NEW MEXICO

OREGON

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

EASTERN OREGON ULTRALIGHTS-Certified instruction. New and used. Wills Wmg specialists.

,,, __

,.,._.._._,..-.

JAPAN

~~~ Distributor major brands hang gliders (Airwave, Magic), instruments, parachutes and ultralights. Tokyo 03/443/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawararnachi, Kanagawaken, Japan 141.

___________ __

f USHQA CLASSIFIED ADVERTISING ORDER FORM I 35 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $10.00 J Deadline, 20th of the month six wuks before the cover dat& ol the I Issue In which you want your ad (I.e. March 20, for the May lnu1). I Bold face or capa 50C per word extra. (Does not Include first few I words which •re au!omallcally caps). Sp&elal layouts or tabs $20-per I column Inch. : Payment for first three months required In advance.

I PIHae enter my claulfled ad as follows: I I I I I

UTAH FLY UTAH WITH

MOUNTAIN WINGS, INC.-6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. Delta Wmg, Pacific Windcraft, Seedwings, Wills Wmg and Skylines and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555.

NORTHERN SUN, INC.-Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866.

_ _ ... _:''4 _ _ _ _ _ _ _ _ _ _ _ _ _ __

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

Number of w o r d s : - - - - - - - at .35 • - - - - - - -

Section (please circle) Rogallos Schools and Dealers Emergency Chutes Ultrallghl Powered Fllghl

Parts & Accessories Rigid Wings Business & Employment Opportunities Publicallons & Organizations Miscellaneous

Begin with _ _ _ _ 19 _ _ _ _ issue and run for _ _ __ consecutive lssue(sJ. My chl!ck _ _ money order _ _ is enclosed In the amount of

$·-~·-----Name: _ _ _ _ _ _ _ _~~--~~~-~--~-~ Address:~~~-~~-----~-~---~~~-

Phone Number:

P.O. BOX 81308, LOS ANGELES, CA IOOM I (213) 390·3085

1------------------------~--~---·-------------------------42

HANG GLIDING

CLASSIFIED ADVERTISING 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 Prom USA 0041/18 10 26 48.

Emergency Parachutes

extra. Bifocals $30 extra. Send prescription and pupil distance. Leonard Maggiore Optician, 69-03 Fresh Pond Road, Ridgewood, Queens, NY 11385. (718) 386-5339. BALL 651 VARI0-$250. Master Com CB radio $200. (808) 579-8077.

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

~blicl\tions & -orgamzauons

BALL VARIO 620 lt-$125. Thomas 2000 altimeter $85. Raymond competition cocoon 5'10''--6'. $125. Mike (412) 898-3219.

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.

NEW RAPID DEPLOYMENT B.U.S. PLY 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.

MANBIRDS: Now re.ally affordable! Authentic history of Hang Gliding. Over 100 photos and input from Hang Gliding's greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 plus $1.00 shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installed and replaced. S.P. Windsports (formerly H.G. &juipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

Parts & Accessories

Videos & Films NEW PRIMO II AIR MITTS-1/8" Neoprene II. 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 for 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, 1116 Wrigley Way, Milpitas, CA 95035. 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.

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. WANTED: INSTRUCTOR, full time for JulyOctober, possibly beyond. Prefer USHGA Certified, but will train and certify. Salary and commission. Fringe benefits include good flying, wind surfing, equipment discounts and advancement opportunities. Call Kitty Hawks Kites West, Marina, CA (408) 384-2622.

SAN FRANCISCO WINDSPORTS (formerly H.G. &juipment 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.

PRESCRIPTION PLYING GOGGLES-Finest quality Mark 9 flying goggle complete with single vision clear lenses $109.50. Photogrey lenses $20.

JULY 1986

Towing

TRUCK TOWING SYSTEMS-Finally, a break through in towing technology. Safe, smooth launches in no wind or crosswind. Just ask any pilot who has tested our system. Write or call for free literature or send $19. 95 plus $3.00 shipping & handling for introductory VHS Video. Airtime of Lubbock, 2013-68th St., Lubbock, TX 79412 (806) 745-6039.

SOAR through "THE GRAND CANYON" right in your own living room! 2-hour spectacular helicopter exploration. Breathtaking music. Critically acclaimed. VHS or BETA. Details PREE. Beerger Productions, 3217-Y Arville, Las Vegas, NV 89102 (702) 876-2328.

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

HARD WORKING PARACHUTE RIGGER-with experience building hang gliders wants to relocate for work in the hang gliding field . Jim T. (907) 747-5858 312A Charteris, Sitka, Alaska 99835. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Pull color - $1. Decals, 3W' dia. Inside or outside application. 25C each. Include l5C for postage and handling with each order. P.O. Box 66306, L-Os 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.

CLASSIFIED ADVERTISING TEE-SHIRTS with VSHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps 50C per word extra. Underline words to be hold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 1'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to US HOA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA

90066.

Stolen Wings TYPE: Raven 229. SAIL: White with orange leading edges and keel pocket. Serial #4900. WHERE AND WHEN: Palm Springs, March 29, 1986. CONTACT: Art Kassel Detective Agency (714) 540-9391. Reward. TYPE: Lancer 145. SAIL: Center out gold, brown, yellow, gold, orange, brown,

black tips. Blue bag with orange tips and Flight Designs patch. U.S. Lancer on underside of right wing. WHERE AND WHEN: April 12, 1986, Morristown, TN. CONTACT: Mack Lipe, 653 Central Church Rd., Townhouse, Apt. 6, Morristown, TN 37814 (615) 581-HANG (collect). TYPE: 165 Comet I. SAIL: Red undersurface, orange and yellow upper. LE red. TE white, Keel pocket yellow. WHERE AND WHEN: Kitty Hawk Dunes, NC May 16, 1986. CONTACT: Dave Slodki, eves (718) 454-4734. TYPE: '78 Elite 174. Stolen Dec. '85 Billings, Mont. COLOR: Red leading edge, keel pocket and tips. Yellow sail, blue bag, orange training wheels. CONTACT: Dick Irwin, 512 S. 36th St., Billings, Mont. 59101 (406) 259-2901. Reward.

TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. 1, 30 miles south of Cannel, 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. Discoimected nose batten, slightly ripped velcro on underside. CONTACT: Scott Nichols, Box 3035, Aspen, CO, 920-1295.

Index To Advertisers Airwave .......................... 10, 11 Airworks ............................. 37 Ball Varios ........................... 37 Bennett Delta Wing Gliders .......... 32, 38 Hall Brothers ......................... 10 High Energy .......................... 37 Kitty Hawk West ...................... 32

Litek .............................. 8, IO Lookout Mt. ........................... 3 Microflight ............................ 8 Mission Soaring ....................... 26 Moyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Pagen Books .......................... 26 Para Publishing ........................ 44 Publitek .............................. 15 Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Silver Creek .......................... 37 Systems Tech ......................... 10 USHGA .................... 11, me, IFC

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.

Wills Wing ...................... ~. . . . 7

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Windseeker ........................... 37

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Known for its excel lent performance & ease of handling , the highly competitive Mystic has undergone significant re-enginelfring 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

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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 nejV fiigh p~rforma11ce .glider 4

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