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

• MEMBERSHIP APPLICATION

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NAME-----,-,----,,,...-------(Please Print)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __ ZIP _ _ _ _ PHONE (

SEX (M)(F)

D NEW MEMBER

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FULL MEMBER

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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.

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D $29.00 SUBSCRIPTION ($32.00 foreign) for one year. D $53.00 SUBSCRIPTION ($59.00 foreign) for two years.

3-MONTH DUES: $10.00. Full member privileges, three issues of Hang Gliding magazine, liability and property damage insurance. I need not be a rated pilot to be a member.

NAME · - - - - - - - - - - - - - - 0 NEW MEMBER D RENEW/USHGA # _ __

D FULL MEMBER ($39.00, $42.00 foreign) D FAMILY MEMBER(S) ($19.50 each) D STUDENT MEMBER ($10.00) D SUBSCRIPTION, one year ($29.0p, $32.00 foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign) Charge Card Service Charge Charge my D MasterCard DVISA Total Card No. _ _ _ _ _ _ _ _ _ Ex. Date _ _ __

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 017-231-27)

Features 15 Returning to Earth Part

Columns 21 USHGA President by Russ Locke Russ discusses an encouraging trend back to fun flying at hang gliding competitions.

by Greg DeWolf The second installment of Greg's in-depth look at landing techniques.

30 USHGA Reports

Flight Glasses by Les Sebald courtesy Soaring magazine Eagles and hawks have a film of oil over their eyes that permits only the harmless and useful wavelengths of light to pass through. Could such a situation be duplicated for human fliers?

by Cindy Brickner Executive Director's report and the new USHGA tandem guidelines. Pa1:e 15

24 The Klingberg Wing by RD/ Klingberg Details of the design and construction of a 20/1 collapsible rigid wing hang glider.

32 A Sky Sailing Adventure by Greg DeWolf and Raoul Mazzoni photos by Greg DeWolf Fly America completes its dry run and covers 400 miles in five flights.

Page 24

Page 32 COVER: Chuck Dugan flies his New Europa over Torrey Pines, CA. Photo by Leroy Grannis. CENTERSPREAD: Aaron Swepston performing aero at Chelan, Washington, site of this year's Nationals. Photo by David Lindberg. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © United States Hang Gliding Association, Inc. 1986. All rights reserved to Hang Gliding Magazine and individual contributors. AUGUST 1986

Departments 3 Airmail 8 Update 9 Calendar 12 Competition Corner 27 Ratings and Appointments 36 Milestones 39 USHGA Chapter Newsletter 41 Classified Advertising 44 Stolen Wings 44 Index To Advertisers

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.

Gregg Black Mtn. Wing.,, NY (914) 625-5555

Steve Schaeffer Valley Forge Gliders (302) 652-6426

(919) 76().1390

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

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

Bob Beck Endless Sky Tamaqua, PA (71 7) 386-5104

Bill McKellar Sun Valley Sensor (805) 682-8428

Larry Smith

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

W.A. Roecker (Pork) Sensor's On Top Here Torrey Pines, CA (619) 942-0994

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

Bob Murphy Ultralight Soaring Deposi~ NY (607) 467-3110

Don Gordon South Coast Air Products Santa Paula, CA

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

Jeff Nicolay Moming.<ide Soaring Claremon~ NH

Erik Vielbig The Glider Hanger Fresno, CA

Mark Bennett U.S. World Team Santa Rosa, CA

(209) 264-7627

(707) 525-0385

Dennis Pagen State College, PA

Don Miller Canadian World Team lnvennere, B.C. Canada

(814) 234-1967

(603) 5424416

Dave Ledford

Greer, SC (803) 877-8218

(604) 342-3811

The SENSOR 510B 160VG HGMA Certified

(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, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Writer Harry Martin, lllustrator

Office Staff: Cindy Brickner, Executive Director Amy Gray, Manager Joyce Isles, Ratings Marian Fleming, Membership

USHGA Officers:

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

Dick Heckman Bob Collins Dan Johnson Cindy Brickner

REGION I: Ken Godwin, Jeff Bennett. REGION 2: Gary Hodges, Russ Locke. REGION 3: Ken de Russy, Steve Hawxlturst. REGION 4: Bob Thompson, Jim Zeiset. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: John Woiwode, Bruce Case. REGION 8: Robert Co!lins. REGION 9: William Criste, William Richards. REGION IO: Steve Coan, Rick Jacobs. REGION JI: Warren Richarson. REGION 12: Pirnl Rikert, Pete Fournia. DIRECTORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, Walt Dodge, Eric Fair, Bellina Gray, Doug Hildreth, Mike Meier. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the l'ederation Aeronautique Internationale (PAI), the world governing body for sport aviation. The NAA, which represents the U.S. al PAI Meetings, has delegated to the USHGA supervision of FAl-relaied hang gliding activities (IUch as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang · gliding sport enthusiasts to create further interest in the sport 1 by a means of open communication and to adYance hang gliding methods and safety. Con· tributions are welcome. Anyone is invited to contribute articles, photos, and il!ustrations concerning hang gliding activities. tf the material is. to be returned, a stamped, ,elf-addressed return envelope must be enclosed. Notiflcation must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and

publication do not assume re,pon,ibllity for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc., whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Wa,hlngton Bhu., Los Angel .., Calif. 90066; telephone (213) 390-3065, 398--0198. Second-clau postage is paid at Los Angeles, Calif. and at additional mailing offices. The typesetting is provided by l!t lmpres,ion Typesetting Service, Buena Park, Calif. TI,c USHGA is a membercontrolled educational and scientific organization dedicated to exploring all faats of ultralight flight. Membership is open to anyone interested in this re.tlm of flighr. Dues for full membership are $39.00 per year ($42.00 for foreign addre&sea); subscription ratea are $29.00 for one year, $53.00 for two years, $77.00 for thre,, years. Changes of address should be sent six we<lks in advance, including name, USHGA membership number, previous and ntw addre,., and a mailing label form a recent Issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

AUGUST 1986

AIRMAIL BULLET COMMENTS Dear Editor, The tests done by Chuck Toth are well presented but some points are not correct or are not mentioned. AB the designer and makers of the Bullet System we feel the following information may be of interest: Chuck lost the cover cap as it is not attached. This is a deliberate part of the design as experience has shown that anything that can restrict the exit of the pilot chute is dangerous. Hence the cap is designed to eject freely and is not tied on or attached. Chuck also had some problems packing the Bullet. First, because he did not have the packing instructions and secondly, because he reversed the procedure. You put the bag into the canister (it acts more as a protective liner), fold the parachute normally, stow the lines on the diaper and then put the canopy into the canister. It is a lot easier the right way round. Chuck also listed some disadvantages. Toil heaviness: This can be overcome by moving the 'W.' frame 2" to 3" to achieve the same static balance, or compensating lead weight in the nose to balance the bullet weight. Difficult to install: Once the ripcord pocket is sewn onto the harness you only need tie clips, screwdriver and spanner to tighten the mounting nuts. Must hook in and out: Yes, definitely, we just can't overcome that one. Difficult to repack: Not if you use the packing instructions. Possible ripcord jamming: Prevented by keeping the length as short as possible, keeping the routing as direct with no sharp bends, and by having the ripcord housing firmly attached at both ends, and you can test the pull as many times as you like without firing off the pilot chute. We hope this extra information will add to the excellent article and help save lives. After all that is our aim, 100% insurance. Nothing else can guarantee that, only a parachute. John Mahaffy Parachutes Australia, Pty. Ltd.

UNSELFISH ACTS Dear Editor, Recently I had the privilege of participating in the Dan Racanelii Region II National Qualifier at Dunlap Flight Park, Dunlap, California (June 11-15). This being my first competition, to say that I was a little nervous and apprehensive would be a gross understatement. But after three days of flying I was ex-

tremely pleased to find my fellow competitors were a constant source of encouragement and information with no pressure, as I had anticipated. The events on days four and five brings me to the reason for writing this letter. On the fourth day I had the misfortune of choosing to land in a plowed field, resulting in damage to one of my human landing gear, a severe ankle sprain and ego bruise. Pilots nearby came to my aid unhooking me and administering an ice pack to the injured ankle. Believing the meet was over for me, being unable to support my own weight, I caught a ride back to the flight park on one of the retrieval vehicles leaving glider breakdown to the pilots that remained behind. What I was about to experience were the most moving, unselfish acts of friendship that I had ever seen in any sport or activity. Upon arriving at camp I was immediately overrun by pilots and meet officials who began making arrangements to have my injury diagnosed by professionals who were attending the meet. It was soon detennined that nothing was broken and an ice bath for the foot was prescribed. Plans were then discussed by our region's most experienced pilots on how to safely launch and land this pilot with only one good wheel. AB [ listened I was overwhelmed by the effort being expended by fellow competitors on how to put one more competitor in the air. With ice treatment all night the ankle was stabilized and a flight plan, including a full wire launch from the end of the ramp, wheels installed on my base tube for landing, and glider set up by Dick Cassetta were devised, and accepted by the meet safety director. AH this pilot had to tlo was fly. The plan worked perfectly with a strong safe launch, a completed round of flying and a 747 jet type landing. Within ten seconds of landing I had four pilots at my aid, unhooking me, one carrying my glider out of the landing zone and two more carrying me to a safe area. The entire experience is one I will never forget and I will be always grateful to Dick Cassetta, Jean-Michel Bernasconi, Jim Woodward, Lou Haggerty, Ted Hill, Eric Worrell, Russ Locke and many more too numerous to mention. A special thanks to Ron Quest whose boots made Sunday's flight possible. If any of you pilots have stayed away from competition because of old horror stories I think it's time you got out and joined the fun. Frank A. Romero Gilroy, CA

AIRMAIL USE OF 7075 TUBING Dear Editor, We have been recently contacted by attorneys for Wills Wing, Inc., regarding our opinions concerning the use of 7CJ75 tubing in the design and manufacture of hang gliders. Delta Wing would like to make it perfectly clear that our opinions and/or comments were never specifically directed at Wills Wing or any other glider manufacturer, but merely expressed our reservations about 7CJ75 tubing following extensive research and correspondence with a reputable manufacturer of the tubing. We engaged in the research of 7CJ75-T6 out of our desire to use a lighter material and still maintain the structural integrity of our gliders - Nar just for the purpose or period of certification, but for the long term assurance of 2, 3, 5 or more years of continuous use without stress corrosion. In addition to the manufacturer's insistance that the 7CJ75 is unsuitable because of its stress corrosion, we have several other serious reasons for not using the 7CJ75 as we had planned. We contacted our legal department and they responded as follows: Dear Mr. Bennett: You have asked us to advise you regarding the use of 7CJ75 aluminum alloy tubing in your production of hang glider airframes. In this regard, you have provided us with certain information, engineering descriptions, and correspondence with British Alcan Tubes, Ltd. It appears from the correspondence with British Alcan Tubes, Ltd., the manufacturer of the aluminum tubing, that 7CJ75 is an inappropriate alloy for your hang glider airframes. Their telex of December 17, 1984, states: "Regret we would not offer Alloy 7fJ75 as this material is subject to stress corrosion and we believe that this will make it unsuitable for your end product." Further, their telex of January 10, 1985 states: "Have discussed your requirements with Sales Director and unfortunately have to inform you that our company policy must remain strict and we must decline to offer 7fJ75 for this application." Finally, in its telex dated February 14, 1986, British Alcan Tubes Ltd. reiterated its position by stating: "Regretfully we have not altered our policy regarding 7fJ75 Alloy."

In view of the above statements, we believe that in the event a purchaser is killed, injured in the use of your hang glider, you will have subjected yourself to unacceptable litigation and liability risks if you have used 7fJ75 aluminum alloy after having been informed of its inadequacy by its manufacturer. Naturally, the hang gliding industry is one that is highly prone to litigation following death or injury of consumers, and it is your legal obligation to produce a hang glider which is as thoroughly safe as you can make it. Of course, if you have any additional questions regarding this matter, we will be happy to discuss it with you. Very truly yours, GOLDFARB, STURMAN, AVERBACH & STURMAN

For structural tubes designed to given ultimate loads, the tube made from 6061-T6 is capable of withstanding 10,000 stress cycles of 95 % original strength whereas the tube made from 7fJ75-T6 may be expected to handle only 73 % of its original strength over 10,000 stress cycles before failure. (Note we do not know the typical stress life cycle history of hang glider structural components.) The plot attached represents relative properties of 6061 vs 7fJ75 as they might appear vs. time if such information were available. The implication is that 6061 will maintain a higher percentage of its strength over time than will 7fJ75.

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We did not and will not refer to the "Sport" or any other products using 7fJ75 but intend to advise our customers only of the reasons we are not using this alloy, and of any possible long term problems. Bill Bennett President Delta Wing Kites & Gliders

Dear Editor, Wills Wing appreciates Mr. Bennett's statement that his comments regarding 7075-T6 have not been directed at Wills Wing, nor at the Sport model hang glider. However, since the Wills Wing Sport is the only glider we know of being sold in the United States which uses 7075-T6 in a structural application, Mr. Bennett's opinions and comments are, in fact, directed at Wills Wing and the Sport whether he intends them to be or not. In consideration of this, we feel a response to Mr. Bennett's opinions is appropriate. Mr. Bennett is certainly entitled to his opinion that 7075-T6 is an unsuitable material for use in aircraft structures. That opinion, however, is apparently not shared by the rest of the aviation design community. The fact is that 7075-T6 is one of the most widely used materials in aircraft structure there is. The aircraft design reference book, Analysis & Design of Flight Vehicle Structures, by E.F. Bruhn, the following statement appears: ''The matedal used in the illustrative examples throughout the remainder of this chapter will be 7075-T6 aluminum alloy because of its almost universal use in airplane structures." (Italics ours.)

In telephone conversations with one of the chief design engineers at Boeing Aircraft, he confirmed that 7075-T6 is used "all over" the Boeing 747 in structural applications. 7075-T6 tubing has been used in the making of hang gliders in Europe for many years without any apparent problems, and is readily available in typical hang glider airframe tubing sizes from a number of sources. Mr. Bennett appears to have based his conclusion that 7075-T6 is unsuitable on the refusal of one tubing manufacturer to rnpply the tubing to him. On the busis of that reasoning, one might be forced to conclude that Dacron sail cloth and 6061-T6 tubing are unsuitable for use in hang gliders, since the largest manufacturers of each in the United States refuse to sell either material to hang glider manufacturers. Mr. Bennett specifically addresses two potential concerns with 7075-T6; Stress Corrosion Cracking and Fatigue. Let's look at Stress Corrosion Cracking (SCCJ. The American Society for Metals, in a book entitled PROPERT'/ES and SEI.ECTION OF NONFERROUS ALLOYS AND PURE METALS, states that "The alloy of the 7.xxx series that has been used the most extensively and for the longest period of time is 7075 . .. Introduced in 1943, this aircraft construction

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AIRMAIL alloy initially was used for products with thin sections, principally sheet and extrusions. In these products, quenching rate normally is very high and tensile stresses are normally not encountered in the short-transverse direction, and thus stress-corrosion cracking is not a problem for the material in the higheststrength (T6-type) tempers. When 7075 was used in products of greater size and thickness, however, it became apparent that such products heat treated to T-6 type tempers were often unsatisfactory. Parts extensively machined from large forgings, extrusions or plate frequently were subject to continuous stress . .. Under such conditions, stress corrosion cracking was encountered in service with significant frequency. " Other reference sources have confirmed that in cases of extreme susceptibility, failure can occur in a matter of days. Our discussions with the engineer from Boeing Aircraft confirmed that 7075-T6 is not used for parts made of thick sections, S11ch as castings or forgings, because of stress corrosion cracking. It is used extensively in thin sheet applications, such as structural wing skins, where it is not subject to SCC. Wills Wing has done specific testing for SCC Oil the thin wall tubing of 7075-T6 used in the Sport. We have placed it under continuous stress while exposing it to a chloride containing corrosive environment for an extended period of time, and we have not been able to produce any stress corrosion cracking. With respect to fatigue, Mr. Bennett has presented a graph comparing the susceptibility to fatigue of two tubes of equal strength, one made from 6()6J-T6 and the other from 7075-T6. Mr. Bennett does not cite any source for these curves, but based on our research they seem to be reasonably correct. They are however, completely irrevelant with respect to the Sport model hang glider as compared to other models of hang gliders made from 6()6J-T6. They are irrelevant because they are based on the completely incorrect assumption that the spars in question are ;f equal strength. This is simply not the case. When talking about fatigue in a hang glider, we're talking about the leading edges, since only the leading edges could ever conceivably undergo the large number of flex cycles at a significant percentage of their ultimate strength which could lead to fatigue failure. Even for leading edges, it is hard to imagine. Look at it this way; the leading edges on a glider with the minimum strength required for HGMA certification can withstand approximately 6 G's positive and 3 G's negative without failure. According to Mr. Bennett's graph, a set of 7075 leading edges

AUGUST 1986

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NUMBER OF STRESS CYCLES

made to this level of strength could thus withstand JO million cycles at 33 % of this load. If we thus imagine a continuous series of alternating positive and negative G loads, of 2 G's positive and 1 G negative, at the rate of 1 cycle per second, this translates to more than 2,700 hours of such continuous loading. This is 2,700 continuous hours of being slammed against the keel and yanked back down into your harness once every second. This is the required scenario for fatigue failure of a glider built to just the HOMA minimum required strength. A number of certified gliders made of 6061-T6 are built to approximately this level of strength. The Sport, however, is built to a much higher standard of strength. Based on documented independent tests of the 7075-T6 tubing used in the leading edges of the Sport, and based on Wills Wing's documented tests of the glider during certification, we are able to conclude that the Sport leading edges have approximately twice the ultimate strength required for HOMA certification. To make Mr. Bennett's fatigue graph relevant to the Sport hang glider, we would have to relabel the vertical axis representing applied load per cycle as "applied load as a percentage of the minimum required HOMA strength. '' Then we would have to replot the curve for the Sport's 7075 leading edges, since each given load applied which represented a given percentage of the Hltimate strength of a 6()6]-T6 leading edge would represent a much smaller percentage of the ultimate strength of the Sport leading edge.

We thus see that the Sport leading edge, because it is so much stronger, is actually less subject to fatigue than a typical HOMA certifiable 6D61-T6 leading edge. The proper use of any material in a structural application is simply a matter of designing to the given properties of that material. Historically, neither fatigue nor corrosion has been a problem in hang glider airframe structures. Both 6()61-T6 and 7075-T6 are subject to corrosion and both are subject to fatigue. With proper design and maintenance, both of these concerns can be adequately addressed. Both materials have been used in hang gliders for many years, and to the best of our knowledge there has never been a single structural failure of a hang glider attributable to either corrosion or fatigue. What there has been, over the years, is a significant number of in-flight failures of hang glider airframes attributable to the fact that the gliders simply were not strong enough to withstand the loads they encountered in severe turbulence or aerobatically induced tumbles. At Wills Wing, we 're trying to build stronger gliders that have less chance of breaking. The HP, after two years of production and tens of thousands of hours in some of the most severe conditions in the world, has a pe,fect stnictural safety record. The Sport is stronger than the HP, and ten pounds lighter. The use of 7075-T6 made that combination of very high strength and light weight possible. Manufacturer concern for pilot safety is both a good and necessary thing in this industry. We are glad to see that Mr. Bennett is concerned with the safety of pilots who may choose to fly a Sport made from 7075-T6. However, there are in the hang gliding industry a set of usual and customary procedures for insuring the safety of one's customers. One is obtaining an HOMA certificate of compliance for each model that is sold. Wills Wing has HOMA certified every model of hang glider we have sold since the beginning of the certification program in 1977. No other manufacturer in the industry can make that statement. We have followed a policy of factory test flying every glider we make since we opened for business in 1973. We have been forthright with regard to any service problems involving any of our products and have issued service advisories and recalls, and provided retro-fit modifications at no charge when such problems occurred. We have tried to avail ourselves of every means to provide for the safety of our customers, and we will colllinue to do so. With respect to the Sport, we will continue to conduct and evaluate tests, and research the issues of con-

AIRMAIL cern with regard to 7075-T6 tubing, and if a service problem or potential problem does arise, we will take whatever action is indicated. We thank Mr. Bennett for his concern, but we feel that we have already taken pnident measures to protect the safety of our customers with regard to this matter. Mike Meier Steve Pearson Wills Wing, Inc.

THE GREAT DEBATE

like sailplanes. A name like ultralight gliders or ultralight sailplanes is probably very accurate but would associate us with ultralight airplanes and the obvious implications of FAA regulation seriously outweigh the consideration of this name. Another name which retains a little of the romantic appeal yet accurately describes our sport is Sail Gliding. Since we fly (glide) in a manner similar to sailplanes, and our wings are made like sails this name seems appropriate. The pilots will accurately remain pilots and the gliders could be accurately described as Sail Gliders.

Dear Editor, It takes a lot to motivate me to write a letter to the editor, but after reading Viewpoint in the June issue, I felt compelled to throw my comments into the "Great Debate." I too had thought that changing the name of hang gliding might produce a more positive mental image to those unfamiliar to the sport and thus might attract additional student pilots. (I'm also just really tired of telling people who have never even seen us fly that we don't get tired hanging on to the thing for so long, that we don't just glide down to the bottom of the hill and so on.) But sky sailors? Come on, we can do better than that! I don't know why, but the mental image I get upon hearing "sky sailor" has people touring around in lace harnesses. A few issues back I read that hang gliding was going to be a future event in the Olympic Games and that in Europe the sport is referred to as free-flight. Upon reading it I instantly liked the term. It was descriptive of the sport and the mental picture that I got was of the beauty and freedom of unencumbered flight. So why not call the sport and magazine freeflight, the gliders free-flight wings (or anything but sky sails) and pilots - pilots!

Jim Hugo Weathersfield, VT

Stan Koszelak Riverside, CA

Dear Editor, This letter is prompted by the suggestion put forth by Greg DeWolf and Raoul Mazzoni in the June '86 issue concerning changing the name of our spo1t. I too feel a name change is long overdue and would like to be one of the first to make a proposal. My proposal may be met with derision or ridicule by some, but I'm convinced that after a complete evaluation of all the possibilities it will definitely stand on its own legs. My proposal is this: "Sky doggin'!" You should know that a group in these parts (Duluth, Minn.) has already boldly come forth and proclaimed themselves as the "Skyline Sky Dogs." Along these lines, pilots would become "sky dogs," our vehicles "sky units,"

Dear Editor, I am responding to the viewpoint article on changing the name of the sport of hang gliding. I am in favor of changing the name only if a suitable name can be agreed on. If and when we vote on what name to use I suggest that we also include the present name of hang gliding on a ballot and have the general membership vote. The name suggested, Sky Sailing, is romantic but has two drawbacks: 1) we are pilots not sky sailors and 2) we fly not sail. I sug• gest we find a name that will last long into the future when designs may become more

Dear Editor, I agree with the Fly America viewpoint printed in the June, 1986 issue, that the name of our sport should be changed, and put to a vote of the membership soon. I also believe that their choice of Sky Sailing, Sky Sail and Sky Sailor are short of the perfect descriptions. (Mostly because when I hear "Sky Sailor" I envision Popeye in a hang glider!) Hang gliders are planes, and they are sailplanes - only a soft-skinned variety. But unlike hard-skinned sailplanes, ours have no fuselage - they are just a wing. Therefore, it seems logical to emphasize the two key words sail and wing. I therefore suggest and nominate the following for the name change of our sport: SAILWING = the craft, SAILWING FLYING = the sport, SAILWING PILar = the participant. Lastly, may I point out that our craft is a wing, not a sail, that we are flying, not sailing, and that we are pilots, not sailors. Pre, Dhanesh Ashland, OR

and novice pilots "sky pups." The Fly America project would of course be renamed "Sky Doggin' "ifl." I hope you can see all the possibilities. Joel "Sky Mongrel" Greger Madison, WI Dear Editor, In the June issue Greg DeWolf and Raoul Mazzoni introduced again the idea of a name change for our sport, the magazine, and the USHGA. I think they are right-on-the-money with their ideas to help the image of hang gliding and I hope everyone considers the proposal seriously. I remember the Great Debate of seven or eight years ago. Hang gliding had just made many tremendous advances, and a name change seemed a good idea even back then. But when the idea failed, I began hoping time would change the public opinion of us. I am proud of the fact that I hang glide, but I still feel embarrassed when friends first hear of it and look at me like I'm crazy. Time has not changed things much and maybe our name has a lot to do with it. Last year while the USHGA was in financial trouble and everyone was concerned about improving and promoting the image of hang gliding, the Southern California Manufacturers and Dealers Association offered awards to those who were able to get positive media coverage of hang gliding. This was somewhat successful, but a good newspaper or magazine article only reaches so many people. And the name "hang gliding" is still the same old thing. Why does the sport have such a good image in many European countries? Let's consider the literal translation of their names for hang gliding as a possible factor. My choice for a new name is the same as what Greg and Raoul chose: Sky Sailing. We are long overdue for a name change, it could only do good. Fly America will help promote the new name, and the new name will help promote Fly America too! Craig Baker Sylmar, CA

THE STRAIGHT POOP Dear Editor, Having just finished reading "A Matter of Time" by Lee D. Nedge, I would like to offer my sincere and heartfelt sympathies to you, your staff, and your readership. I mean, Jeez, I thought I had it rough! The Head Sweeper Elephant Island Santa Ana Zoo 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.

NATIONAL FLY-IN

COVER CORRECTION

Dates Aug. 24 to J (includes Free Spirit Gliding Festival). We will have manufacturer reps with gliders to demo, cross country events, and fun flying events, as well as the meet on the weekend. During the week we will be flying from numerous sites, have a guided tour of the soaring museum, n \M ,•rln,Pc,,1m, night party, seminars and a hang lying contest, a flight of antique gliders and various contests. Plan to be here for the first annual Na· tional your antique gliders, your new gliders, your family and friends for a week of fun. Contact: Joanne Derenzo, 113 Miller St., NY 14845.

In last month's cover caption we erroneously identified the photographer, Sun Star, as d1e Fledge pilot. The pilot was actually Mark Doerner. When sub· mitting photos to Hang Gliding please include complete caption information. Pilot and photographer are assumed to be the same in glider-mounted photos, unless we're told otherwise.

SAPHIR The new is a new version of the previous Saphir 16, which has been a best-·selling high glider in The new Saphir is slightly in spau and wing area. Features foam include: no crossbar, leading inlets, streamlined kingpost and down· tubes, three pack sizes (as small as Price $2,650 plus shipping from New Ybrk. Saphir America also offers the Minimum power system. Contact: Saphir America, P.O. Box 2343, New York, NY ]0009 (212) 673-6461. 8

NEW NEVER KINK

AERIAL EXPOSITION

NEW WEATHER STATION The Sylmar Gliding Association has installed an automated weather Sta· tion at the top of the mountains above Sylmar. It uses a digitally recorded voice in mph, to tell wind direction and and it is very easy to understand. The project was the combined efforts of Martin, William Bennett, and Baker. Call (818) 362-9604 if you would like to hear the new weather station. the wind Mountain direction needed to fly and other takeoffs in the area is from SW to SE.

admitted with your family free. Randy encourages pilots to continue to patronize Andy Jackson's Pinecrest Air Park. For more information and news on the "Flying Bares" hang gliding team contact: Randy Novak (714) 884-4161.

On August the Treehouse Fun Ranch, a clothing optional resort near the Crestline/Marshall flying sites in Southern CaHfornia, will host it~ second Aerial Exposition. It is planned to have something in the air from 8:00 AM to 7:00 PM including: ultralights, antique airplanes, helicopters, parachutes, RC models and, of course, hang gliders. In· eluded is a spot landing contest for hang glider pilots between 4:00 and 7:00 PM. This is one of twelve monthly such contests held at the Treehouse with prizes of $50, $30 and $20 for the top three places. Pilots flying in with no clothes get an extra $25. On the last contest day of the year the highest placing pilot wins a trophy, an Owens CB and a year's membership at the resort. No registration fee. Novak encourages the local pilots to try the Treehouse area as an alternate landing area. The Ranch is in Devore, CA and is a 10/1 from Crestline, 7/1 from Pine Flats. The Ranch is a complete recreational facility with restaurant, swimming pool, sauna, showers, etc. If you fly in you are considered part of the entertainment and are

Leading Edge Air Foils, Inc. in .. troduces a new notched locking tang with the Never Kink thimble insert. The device is notched at the Never Kink end to lock it into proper cable alignment. The narrow-waisted tang weighs less and is as strong as older tang designs and is made of polished 304 stainless steel. The new device is available in a pre-assembled ready-to-swedge configuration. Contact: LEAF, 331 S. 14th St., Dept USHGA, Colorado Springs, CO 80904 (303) 632-4959.

FLY AMERICA UPDATE Fly America has completed it~ dry run. See article elsewhere in this issue. The incorproation of Fly America has become more complicated than anticipated and their corporate status is still up in the air. are seeking the expertise of an accountant with experience in setting up non-profit charitable corporations. The Fly America tee-shirt, blue and red with logo, is now available. Price is $12.50 plus $2.50 postage and handling with six-week delivery. They are also of. fering a finder's fee to anyone helping to obtain sponsorship for the project. Con· tact: Fly America, 316 S. Rodeo Dr., Beverly Hills, CA 90212 (213) 596-7642.

HANG GLIDING

UPDATE USHGA BUSINESS CREDITS FOR MEMBERSIDPS MONTH OF JUNE PLACE

1 2 3 4

5 6 7 8 9

10 11

BUSINESS NAME

Calendar

#MEMBERS

Kitty Hawk Kites East Mission Soaring Golden Sky Sails Nova Air Hang Gliding Center of San Diego Flight Realities Kitty Hawk Kites West Free Spirit Flight Susquahanna Flight Park Hang Glider Emporium Windsports Int'! Free Flight School of Hang Gliding San Francisco Windsports Mountain Wings Arizona Windsports Hang Flight Systems Chandelle Hang Gliders West Tradewinds Hang Gliding Pine Crest Airpark Treasure Valley Hang Gliding Sky Sails Ltd. Univ. of Mass. Hang Gliding Club Skyline School of Hang Gliding Wasatch Wings Thermal Up Aeolus Raven School of Hang Gliding

20 18 17 10 9 8 8 7

5 5 4 4 3 3 2 2 2 2

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. Aug. 2-9: American Cup 1986. Hosted by Hang Gliding Assn. of British Columbia. Six-man teams. Mt. Swansea, lnvermere, BC Canada. Open distance XC. Entry fee $100 per pilot. Contact: Hang Gliding Assn. of B.C., 2960 Manitoba St., Vancouver, BC CANADA. Aug. 16, 23, Sept. 7, 27: Treehouse spot landing contest, Crestline to Devore, CA. No entry fee, trophies and cash prizes. Contact: Randy Novak (714) 884-4161. Aug. 23-24: 8th Can-Am hang gliding competition at Black Mtn. in Maple Falls, WA. Entry $20, includes camping. Trophies and prize money. Contact: Jeff Bowman (206) 293-3282 or Steve Best (604) 985-8521. Aug. 30-31: 121h 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

SAPHIR made in West Germany

Hill, Elmira, NY. Club Team and Open Class competitions. Beginner to Advanced pilots welcome. Also, Ultralights, Towing, Aerobatics. Nearby camping facilities. PRE-REGISTRATION NEC ESSARY. 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) 887-9275. Sept. 4-17: Masters of Hang Gliding. Invitation only. Contact: Joe Foster or Hugh Morton (704) 733-2013. Sept. 11-14: Fourth International Hang Gliding Film Festival, St. Hilaire du Touvet, FRANCE. Contact: 38720 Saint-Hilaire du Touvet, FRANCE telephone 76 08 33 99. Sept. 8-14: Telluride Aerobatic Championships. Interested aero contestants and officials contact: Jack Carey, Box 192, Telluride, CO 81435 (303) 728-4759. Accommodations through Coonskin Inn, $17 bed & breakfast double occupancy. 1(800)882-8484. Nov. 29-30: Great Race, Lookout Mt., TN. March 1-0ctober 15: 1986 Montana Cross Country Competition, open class. For entry form contact: Roger Lockwood, 100 Tower St., Missoula, Montana 59801 (406) 728-8727.

A unique combination of performance and handling The only one of it's kind ~~--../-----<-

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AUGUST 1986

SAPHIR AMERICA P.O. Box 2343, New York, N.Y. 10009 (212) 673-6461 We will tell you the name of the dealer nearest to you.

1987 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its eleventh annual call for nominations to the National Board of Directors. Eleven positions are open for election in November, 1986 for a two-year term beginning January 1, 1987. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than September 15, 1986 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their term expires December 31, 1986. Ballots will be distributed with the November issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than September 15 to: USHGA, P.O. Box 66306, Los Angeles, CA 90066.

REG.#

CURRENT DIRECTOR

STATES WITHIN REGION

Ken Godwin

Oregon, Washington, Alaska

Gary Hodges

Northern California, Nevada

Ken deRussy

Southern California, Hawaii

Bob Thompson

Arizona, Colorado, El Paso, Texas, New Mexico, Utah

John Woiwode

Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin

Bob Collins

Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont

Bill Criste

Washington D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia

Dick Heckman

Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands

Paul Rikert

New York, New Jersey

The following fonn is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM (Please print name, address and phone number)

as a candidate for Regional Director for Region # . I understand that his/her name will be placed on the Official Ballot for the 1986 Regional Director Election, if three nominations are received by September 15, 1986. I have notified the above person and he/she has accepted the nomination. Name - - - - - - - - - - - - - - - - - - - - - - - - USHGA #_ _ _ _ _ Region #_ _ _ __ Mail to: Elections, c/o USHGA, P.O. Box 66306, Los Angeles, CA 90066.

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.

~IRWAVE

GLIDERS

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

::~~~~~~~~~~':s::;:!.~a:o;o~r·:Ae:r:ce:r • Seattle, WA 98109 • Treasure Valley HG-Narrpa ID 2081362-1848 • Oregon Alrweve-Portlend OR 503/245-2636 • PIiot's Supply-Sacramento, CA 916/441-4468

•~~~J&~?ii\iio Windsports-Sen Francisco CA

Conn. Cosmic Av.- • E. Hampton CT •2031267-898!1_ Thermal Up--Cragsmoor~Y , 914/647-3489 ~lfd~-~re5-Kerhonkson NY• 4 SVi ~ ~it-=s';;'i~amsport PA • 1 Penn. School ol HG-Waynesboro PA• 717n62-7858

M3~

• ~~~tm-Boulder CO

• Oklahoma Airwave • 4 Corners Airwave,-Durango CO Oklahoma City, OK 303/247-1515 405/751-8460 • Central Cal Airwave>-Salinas CA Midwest Sports 408/449-6702 St. Louis, MO 314/291 •7727 Santa Barbara Sky Salling Center Santa Barbara, CA 805/965·2447 • UP Over New Mexico-Albuquerque NM 5051292-064 7 • Dunlap Airpark-Dunlap CA 209/338-2422

• Todd James-Odessa TX 9151362-8693

K~jJ;jt,~~~~s-Nags Head NC •

.~f~Mtw:-Knoxville

• Lookout Min-lookout Min TN 404/398-3541

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•

COMPETITION CORNER Region 12/0HGA Competition

When L.I.P.S. Meet Fun At Ed Levin

by Jim Kolynich

by Jan Siskind

The USHGA Region 12 and Ontario Hang Gliding Association regional competition was completed in a record two weekends this year. Eight rounds of oneon-one duration, and pylon racing were held on Victoria Day and Memorial Day weekends. The lush green rolling hills of Western New York made a spectacular back-drop for pilots, their families and anyone who happened to be passing by. Two of the four pre-selected sites used were 700-foot Hammondsport cross country site and 900-foot Italy Hill. The first weekend saw two rounds completed at the Hammondsport site. Memorial Day weekend brought many duration/pylon rounds which tested launching, thermaling, and landing abilities in light conditions. Round seven was a 2.5-mile pylon task at Hammondsport with the pilots racing around pylons in the evening wonder winds. The final round was a pylon task at Italy Valley in cycling conditions with one pair sinking out and landing in a tree, while others were thermaling in strong lift 1,000-2,000 feet above. Twenty-nine pilots competed in this first combined Region 12/0HGA competition hosted by the Finger Lakes Association of Pilots. Meet director, Pete Fournia, had the help of thirty people from various clubs. The top ten pilots are listed below.

This week of fun is ending the way it began. L.I.P.S. (the Ladies International Pilots' Society) Team East is exiting California in shifts. At the moment, I'm sitting here at the Funston launch, waiting for this part of the continent to wake up. You can see clear up and down the coast. Nice place. The divers should be here soon, but, as it's blowing over the back, I'm presented with a perfect opportunity to reflect on this special road trip and to try to share some thoughts about it. Yes, the scenery is definitely inspiring. "Girls Just Wanna Have Fun." We accomplished that and a whole lot more. The First Annual Women's Fly In at Ed Levin Park, CA was a huge success. Apart from the fact that this event drew the largest number of women pilots in hang gliding history with more than thirty female flyers in attendance. ("You should have been there. There were legs all over the sky." Marginal Mark Lillidal.) The cooperation and participation by the manufacturers and dealers, as well as enthusiastic support from our male counter-parts, contributed to make the weekend an absolute pleasure, even for the organizers. A 9:15 A.M. pilots meeting? Organizational business? Who knew?! We were all busy having too much fun to bother. We flew Sports, and Dreams, and Magics, and GTR's, the Saphir, Comets, met the man with Visions and strange sounding foreign ships like the Profit and Hermes (aka aka), and gave the roads to launch at Ed Levin Park a good workout, thanks to our drivers for mega rides. The manufacturers and dealers were busy all weekend setting up and breaking down ("breaking down is hard to do") the demos they so graciously offered. We think that they also had fun doing business.

Place l

2 3 4

5 6 7 8 9 10

Pilot

Glider

Paul Voight Mark Bourbounnais Marty Beckenbach Mike Cook Scott Wise Tom Forster Dennis Fagen Jim Donovan Mark Casey Ian Ewens

Wills Wing Sport Wills Wing HP Wills Wing HP Magic III Wills Wing HP Comet II Sensor 510 VGB Moyes Missile Sensor 510 GB Wills Wing HP

We saw all levels of pilot skill from training hill to topmost launch. In addition to a regiment from the East Coast, participants from all over the country, as well as our Aussie friend, spent a fun few days getting to know each other while doing their best to get a little air. The weather cooperated, giving us "fry-able" conditions. You can identify Fly-In participants by the Ed Levin shuffle, characterized by intense burning behind the knees. However, this condition went unnoticed until well after the sun went down. We were all having too much fun, in spite of the fact that "Sled Heavin," which looks like it really should be soarable, lived up to its reputation. Yet there were few complaints about the conditions, or anything else, for that matter. This, alone, is a remarkable accomplishment. Soarable or not, mass numbers of pilots, women and men, enjoyed great days of playing around our mutual passion. At the risk of wafting philosophical, there really was a special energy as we all shared the air. A good balance. It brings a new perspective to the sport and it should definitely happen more often. It's hard to explain what it was like to connect with new flyin' buddies. We each had our own trip (of course), discovering others who flew with similar experience level, style, goals, and, in some cases, height. We shared opinions on the demos and life, told flying stories, and found that we had quite a bit more in common than just a love of hang gliding. At this point, it should be noted that there was a great focus on the need for safety. Let it suffice to say that the LA was one of the safest places on earth. (We also choose better beverages back East.) Girls don't just want to have fun. We want to go fly. Thanks to the Bernasconis, Kellsie dear, and Team Moyes (who are "never on time, but always just in time." - Kim Moyes) for your visible support. Mr. Fear does possess a bit of the right stuff. Also, to Mission Soaring, Kitty Hawk West, Women With Wings, San Francisco Windsports, and Chandelle, we really appreciate your efforts. A special thank you

HANG GLIDING

to Of Roggallo, Lynda Nelson and Paul Banken. You made this happen. Plans are up in the air (how approfor new adventures. Grouse? As for the first Telluride? Next nual Women's In, we sure did have some fun.

Cochrane was donated three years ago by Cliff Kakish to com·· memorate the birth of hang gliding and its current direction of XC flying in Canada. Eaeh year, ten of Canada's best pilots are invited to eompete for the $1,000 and the cup pilot puts in $100). In 1984 it was won by Willi Muller with a flight of 127 miles and a new official Canadian Record. [n 1985 Cliff Kakish was the the winner with a flight of 128 miles flight in Canada that year. He won the cup, $1,000, plus an additional $500 U.S. for flying a Wills glider. This winner will receive an additional $500 from the Cochrane Chamber of Commerce. The this year is the fiercest yet. It started with an 84-mile flight by Willi Muller on April 5 from Cochrane. Then 135-mile flight on 21 by Willi which established a new official Canadian Record. On flew 106 miles from Savona, near Kamloops, B.C. and on June Randy Hew 200 miles from Golden, B.C. to Montana. season flights are quite common in the and this year was no Jean-Michel Bernasconi brought his new for demo the weekend of June 19··20 at the Muller hang gliding shop at the Cochrane flying site. The weather was l"rnme•t·~t·iuf' but the wind was very strong and too for a of pilots flew that weekend with

AUGUST 1986

L,U,u,uvv•E,"" posting a 66-mile XC flight on Sunday. Then on Monday, Willi Muller flew 135 miles. Here is his account of this flight:

''As usual when something is organized for a weekend, Monday is better. Monday, April 21, was no exception excellent soaring from early mornI assembled my new Wills Wing and since we had sold the one and only Vision-Eclipse the day before, JeanMichel got to test the latest from the competition. He paid his dues by even-

t11ally going for a bottom landing. This something that visiting pilots usually out with. I picked him up and gave him a C2 to fly as I mentioned to him that it would be a good long-distance day. Un-fortunately he could not alter his travel plans and had to leave at 3 PM for San Francisco. "While assembling my Sport, Lindsay Ryerson launched, around 12:30 PM when I looked outside for him, I see him. Well, I thought that he must have sunk out; then I noticed the spectators pointing up. There he was about 4,000' above launch and I was still setting up my glider. Needless to say, the glider went together very fast barograph on, signed, sealed and installed, open distance declared and I was finally ready by 1 PM. "I said good bye to Jean-Michel, launched and got a good thermal right away. From there on the going was relatively easy. I noticed the wind picking up about ten miles farther west and the clouds closing in, but I managed to stay ahead of it all along. Crossing the Red Deer River, a small grand canyon just a few miles north of where I landed three weeks before, I got low and had my pod already opened when I noticed the dust devil just a few hundred yards LEFT: sets 200-mile open distance record. BELOW: Willi Muller.

COMPETITION CORNER away. This got me up again and then it was a 'chasing the clouds' game until Sullivan Lake, a large body of water. I knew that I was now past 100 miles as I landed there last September for 106 miles. I went right up to the cloud before the long glide across the lake for the next cloud. "It was now late afternoon and the shadow from the cloud I was underneath was now right below the cloud I was trying to get up to. I spent about 15 minutes looking for the lift but I could not find it. I started heading out for the sunny spots but was too low to do anything with it. "At 6 PM I landed at the Weger farm about eight miles west of Coronation; this was a great circle distance of 135 miles and a new official Canadian Record, and the first 100+ mile flight on the new Wills Wing Sport. "In the meantime, Randy Haney and Jim Bamford had travelled down to California where Randy won the manufacturers meet with a flight of 161 miles. However, flights that originate out of Canada don't count toward the Cochrane Cup. Cochrane Cup competitors met up again in Chelan for the Regionals and then came back to Canada. "In the meantime the sailplanes were doing 300-mile triangles in the Invermere Valley. On June 2, Randy and Jim launched from Golden, B.C. Here is an account of Randy's flight:" "Jim and I were up early, skies were clear with a NW wind. We drove up to lower launch, set up and launched around 1 PM. I cored up as high as upper launch, left and flew around the corner beyond Mt. Seven, then experienced big sink, wind and turbulence. I finally scored a big time thermal - we're talking big time lift here. I had to exercise my hands once on glide because they were so cramped from hanging on so tight. ''.After that I tried to stay higher and made mediocre time to Spillimacheen. Went down low going out to the front range there, but picked up a nice one going to 11,000'. Aaron Archibald, my

driver, caught up to me at this point and Jim had closed the gap to within two miles of me. I pointed south and flew straight across the gap to Edgewater, used two thermals there to get to Redstreak where I gained to 13,300' in a good one, then looked down on some gliders flying around Swansea, on the way by. There was another good one 3-4 miles past Swansea, then on to the Fairmont Range. I seemed to have caught a down cycle there and nearly went inverted once. "I left Fairmont low (8,800') and flew out front and towards Canal Flats and scraped my way low over the bush and hills to a low point of 1,000' AGL, 1h-mile east of Canal Flats. After a few scratch minutes things started to go up taking me progressively higher as I crossed the gap. Slow time, slow climbs here. Finally I came out at the north end of Premier Lake, worked up the peaks and flew to Mt. Teepee. I skyed to 11,500' at Teepee and cruised across to Mt. Stella, up again and flew straight to the Steeples. At this point I found 800fpm to 11,000' or so and then dove off the end chasing some clouds. "I chased them all the way down to 6,800' before getting any real lift. Up to 8,000' and across the Elko gap - many miles of scary gliding. I picked up some marginal stuff there working my way along the range. My radio was going dead here so it was getting hard to stay in contact with Aaron and Jim. "Jim spotted me east of Eureka over the range so they could see where I was heading. It was getting late and very dark now. I flew over a sawmill and radioed where I was. "Still at 3,000' AGL I was looking for a likely spot to land. Alas, Trego, Montana (as it turned out) was very, very small. A gas station with a yard light looked inviting. I flew over the lake and turned back, burning off altitude and slowly circled down over a field south of Trego Mercantile. After carefully examining the outskirts I picked out some powerlines before diving in for a standup landing." Randy's flight was 200 miles and took 9 1h hours.•

COMPETITION RESULTS "High Country Regionals" Sand Tum, Wyoming May 24-26 24 Pilots - Unofficial

1. Jim Bowman, Dayton, WY Streak - 31 Miles 2. Mike King, Boise, ID Magic 4 - 30 Miles 3. Dan Broyles, Billings MT Vision - 28 Miles 4. Greg Huizenga, Spearfish SD Comet - 20 Miles 5. Sarah Bowman, Dayton, WY Streak - 19 Miles 6. Kyle Cardinal, Missoula, MT Sensor - 18 Miles "Wyoming XC Open" Whiskey Peak June 5-8 15 Pilots - Official

1. John Woiwode, St. Paul, MN Magic 4 - 110 Miles 2. Kevin Christopherson, Casper, WY Mystic - 62 Miles 3. Gerry Uchytil, Chelan, WA Magic 4 - 55 Miles 4. Dan Broyles, Billings, MT Vision - 47 Miles 5. Dave Crabb, Crested Butte, CO Sensor - 46 Miles "Panhandle Tow XC" Ogallala, Nebraska June 13-15 18 Pilots - Official

1. John Woiwode, St. Paul, MN Magic 4 - 39 Miles 2. Mike King, Boise, ID Magic 4 - 19 Miles 3. Hugh Martin, Wastings, NE Shadow - 15 Miles 4. John Green, Lincoln, NE Comet - 9 Miles 5. Bob Hladky, Kearney, NE Vision - 6 Miles During practice for the Wyoming XC Open on June 1st Kevin Christopherson set a new state (official) and Region 5 record of 150 miles XC from Whiskey Peak to Manila, Utah on his 177 Mystic.

HANG GLIDING

by Greg DeWolf In the first half of this article I discussed the landing techniques I use in ideal conditions. Briefly they include flying the glider to flare altitude with lots of speed and wings level, keeping a relaxed hold of the control bar and minimizing control input, letting the control bar go to neutral as the glider slows, raising the hands to eye level and flaring upwards just as the glider starts to settle. Although these techniques work perfectly in laminar conditions, any variations from smooth air or flat, level landing areas require modifications in the technique. Additionally, each phase of landing is dependent on the successful completion of the previous phase. In the conclusion of this article I will deal with various parameters of landings in other than ideal conditions. AUGUST 1986

Although I am attempting to define the control technique variation needed to deal with a particular parameter, real life is much more complicated than I'm portraying it. The techniques I am espousing cannot be adopted blindly in a certain situation, but are only presented here as a guide to learning and to provoke thought. Landings will ultimately be learned through practice. To fully understand the second half of this article, the first half must be read. I couldn't learn about the fifth parameter, convective turbulence, at the beach, but I did experience it just about everywhere else I flew. Its ubiquitous nature makes it a threat in almost every landing area and the large variety of adverse conditions it can spawn make it difficult to deal with.

TRUISM #5 THE EASIEST WAY 10 DEAL WITH THERMALS IN THE LANDING AREA IS 10 AVOID THEM. This sounds like one of those "easier to say than do" statements, but the technique is simple. I come over the LZ with at least 500' AGL and do a 360. If there's a thermal breaking off I work the lift, being careful not to climb too high or to drift out of the area. When I fall out of the lift, I swoop down and land in the smooth sink. Emergency procedures I use if I have to come down while there is a thermal breaking off, are to land upwind of it with my nose pointing away from its center. Another tech15

nique follows and helps in all turbulent conditions. The sixth parameter I dealt with was my height above the ground during approach. TRUISM #6 THE CLOSER TO THE SURFACE I AM, THE LESS EFFECT THERMALS HAVE ON MY GLIDER AND THE SAFER I AM. All turbulence has less effect on the glider when it is close to the ground. The turbulence itself is modified by the ground. Vertical winds are almost impossible as the air can neither rise out of the ground nor descend through it. This tends to reduce all gust to horizontal disturbances. Due to the gradient all wind speeds are lowered which in turn lowers the possible gust differential. The glider stalls at a much lower airspeed in ground effect. The closer the wing is to the ground, the lower the stall speed, lowered by as much as fifty percent. This all means that I can fly slower close to the ground with less chance of a gustinduced stall. Being next to the ground also means having no distance to fall in the case of stall and greatly reduces the possibility of getting turned around, down wind, during a tip stall. My flying speed during approach was the seventh parameter I experimented with. TRUISM #7

THE MORE FLYING SPEED I HAVE THE EASIER IT IS TO COUNTER THE EFFECTS OF THERMAL-INDUCED TURBULENCE.

TRUISM #8

THE MOST DANGEROUS ALTITUDE TO BE AT IN ANY TURBULENCE IS BETWEEN TEN AND FIFfY FEET ABOVE THE GROUND.

This is the altitude where the turbulence can be extreme and the room for recovery minimal. A moderate stall can use up fifty feet of altitude during recovery and roll control during that time is minimal. This means that a stall at these altitudes could tum me down wind and toss me to the ground with my nose down and carrying lots of ground speed. I can't think of any situation that I would rather avoid, so I approach the ground with 30-40 mph airspeed in my HP. 16

Now, it's not impossible to dive a glider into the ground but once I'm ground skimming, the more airspeed I have the more the glider wants to climb out away from the ground. I believe that it is much harder to hit the ground while ground skimming at high speed than at low speed. Approaching the ground at a steady state high speed is the safest approach for landing. Emergency procedures I use when I'm slow on approach are to gain as much speed as possible and pray. The following deals with part of the third parameter, mentioned in last month's article, speed of flare. This has a great effect on the landing sequence. TRUISM #9 A SLOW FLARE, AT LOW SPEED, CAN BE WORSE THAN NO FLARE AT ALL. A half-hearted flare brings the glider to mush speed, where the glider and I still have forward velocity and yet I have lost most all roll control and the ability to flare further. This is a most dangerous situation. I got into this predicament while trying to correct for the habit of flaring too early and/or too quickly and climbing out. Emergency procedures: #1) - I was on final, ten feet off the ground (too high), flying at trim speed (too slow), when a gust stalled one wing. The glider started to yaw towards the low wing and drop its nose and head for the ground. My natural reaction was to push out to keep from hitting the ground. Boy! Was that a mistake. The pitch input stalled the inner wing more, banked the glider even steeper and yet the outer wing continued flying as it and I picked up speed like a whip. I wasn't descending very quickly but was flying out of control towards the crowd that was standing nearby watching. I already had my weight on the high side when I decided to pull in and hit the ground rather than the spectators, which included children. I didn't actually pull in, but rather let the control bar go neutral. To my surprise the inside wing immediately started flying and began to level out as I headed towards the ground. The yaw rotation stopped enough to allow me to flare again. I hit the ground with my feet, base tube, nose, and leading edge, but no one was hurt and the damage to the glider was minimal. This was when I realized the real value of letting the glider fly itself as much as possible. Of course, if I had had extra speed and been close to the ground on my approach, I never would have

had the problem in the first place. #2) In very gusty conditions I try not to flare at all. This eliminates the situation where I get hit with a gust just as I flare and climb out ten feet and then get dumped. I avoid flaring by pulling in and getting my feet on the ground and running, while the glider is still flying in the positive (high wind portion of the) gust. As the gust dies the glider stops flying and comes tb rest on my shoulders still at a low angle of attack. #3) A flare can be advantageous, especially in light wind, gusty conditions. The flare needs to be of short extention and abruptly executed just as the glider experiences a negative gust (airspeed slowing). The eighth parameter I taught myself was body position. Maximizing control and safety during landing is of paramount importance and it all hinges on the right body position. TRUISM #10 I CAN RUN FASTER ON MY FEET THAN ON MY EARS. The best way to get hurt on a hang glider is to land head first. I believe that being in the prone position during landing approach and especially during ground skimming is responsible for the vast majority of injuries and deaths. Because of the relatively slow speeds and the energy absorbing properties of aluminum tubing, I believe that the death rate in hang gliding could be brought to zero if everyone landed on their feet. Landing in the prone position often results in the pilot's head being the first thing to contact the ground. The head is pile-driven into the surface by the entire weight of his body following closely behind. This results in massive head injuries and broken necks and backs. These are the most vulnerable and essential portions of the body and should be protected by the strongest and best shock absorbers the body has available, the legs. Emergency procedures: Forcing myself to get my feet underneath me was the hardest maneuver I ever learned in hang gliding. I found it very difficult to overcome the inappropriate, knee jerk reaction of picking my feet up, out of the way of the approaching ground. I have since proved to myself the benefits of having my feet be the lowest point of the glider-pilot combination. #1) The greatest benefit to having my landing gear down is that in most tense situations it prevents any kind of crash whatsoever. I have been tossed to the ground many times by a rotor during a top landing and have touched down lightly with my feet and taken HANG GLIDING

a couple of steps, only to have the glider pick me up again and fly away. Had my base tube contacted the ground, I would have at least sustained glider damage and very possibly bodily injury. #2) Other advantages of having my feet under me on approach and ground skim include improved roll control and better airspeed recognition. It's also easier to watch the horizon than the ground. Also, I'm closer to the correct position for flaring, in case I need to exercise that option suddenly. The ninth parameter I originally dealt with by accident was the effect of slope on landing. The Crestline LZ is on a slight rise. The approach is an upslope with the bull at the top, and overshooting means having to land on a gentle downslope. I found it almost impossible to have a good landing on this downgrade. TRUISM #11 IT'S EASIER TO LAND UPHILL THAN DOWNHILL. The problem with landing on a downslope is that the wing and pilot lose airspeed so slowly that they spend a great amount of time very close to stall, where control is difficult and tip stalls happen easily. Other problems include increased flare pressures and gaining altitude in the lift generated by the wind blowing up the slope. Emergency procedures: The only effective way oflanding on a downslope is to bite the bullet and flare early, climb out and parachute down, and this doesn't even work very well.

The best method I have found for landing on a slope is to land uphill. I can land with a 5 mph tailwind, uphill on a gentle slope better than downhill with the same strength headwind. The steeper the slope, the greater the tailwind I can deal with. The strongest

The best way to get hurt in a hang glider is to land head first. I believe that being in the prone position during landing approach and especially during ground skimming is responsible for the vast majority of injuries and deaths. I believe that the death rate in hang gliding could be brought to zero if everyone landed on their feet." 11

tailwind I have landed in was 15 mph on a 25-degree slope, and I did it repeatedly to prove the concept to myself and some students. The method I use for uphill landings requires good speed and altitude recognition skills, as well as good high speed control and

quick reflexes. I dive the glider from about 200' from where I will start my ground skim on the slope, and carry as much speed as possible towards the ground. I start a pull up just far enough from the hill so that I end up climbing the slope a couple of feet away from it. The glider loses speed quickly due to gravity and a flare is hardly needed, as the nose is already high. (Of course if enough energy (speed) is not carried in the dive, or if the pull-up is not started in time, I hit the ground at high speed, which is highly unpleasant). I practiced uphill landings first on gentle slopes, in very light headwinds, before trying steeper hills. Then it was a long time and a lot of practice before trying them in light downwind conditions. I believe strongly in the principle of never subjecting myself to more than one variable at a time. Even though it lengthens the skill acquisition time, I feel that it also lengthens my life span. The skills I now possess are a result of 1,800 logged (and 6,000 unlogged) flights and 1,100 hours logged airtime. The more I write about landings the more ideas come to mind, and they all are important. Although they all are in my subconscious, my left brain has not yet organized them, and it will be some time before I can effectively explain them. Therefore, this is the end. If anyone has questions about landings, you can write to me: c/o Fly America, 316 S. Rodeo Drive, Beverly Hills, CA 90212. I will include answers to those questions in a later article. Fly well and return to earth safely!•

"/ got my first long night of the year a couple of days ago, using my Suntigers. I was most impressed with the extra visibility I had. Spotting some birds and bugs in a thermal when I was low helped me extend my fi1ght to over 160 miles . " Bob Thompson - Champion Hang Gliding Pilot "Other air traffic is now easy to spot, including some traffic I can't even see with other glasses and my eyes have been perfectly relaxed without fatigue." Soaring Magazine, January I 986 - Les Sebald "I am certain that my Suntiger glasses contributed in a very positive way co my second place finish in the Standard Class Nationals 1n Cordele. GA I 986. We had hazy days as well as bright sunshine during the contest but with the Suntigers I could easily see sailplanes and at a greater distance. I am convinced all pilots should wear Suntigers for greatly improved vision and satery. Thanks! John Byrd, Gliding Pilot - US. National Champion, 1983 For a catalog and information on Sun tiger products. call or write:

Suntiger, Dept. HG 3043 Foothill Blvd.· La Crescenta. CA91214 · (818) 957-6291

AUGUST 1986

Flight Glasses by Les Sebald courtesy Soaring magazine

Because "see and be seen" is so very important to flight safety, we must all seriously consider the protection and enhancement of our eyesight. Last summer I came into contact with a unique pair of frequencyselective glasses that are designed to be responsive to the light frequencies that eagles and hawks use. I have since been flightevaluating a pair of prescription glasses with the same filter coatings and have found them to be most effective. Other air traffic is now easy to spot, including some traffic I can't even see with other glasses. And clouds, especially on hazy days, are clear, crisp, and deeper than I have ever seen them before. It is almost like seeing a 3-D movie for the first time. Everything is in extremely sharp focus and there is no eyestrain or squinting. I have been perfectly relaxed without eye fatigue and my eyes have been fully protected. When you first try these filtered glasses, they seem so bright that they will knock your socks off. Actually, all of the ultraviolet and high-energy blue photons have been filtered out and the harmless remaining visible light from about 510 NM up, green through red, is allowed to pass with only about 2.4 db (43 %) attenuation. Thus you are able to see everything, light or dark, and your eyes remain fully protected. Chromatic aberration, a condition which occurs because human eyes cannot focus sharply on blue and red light simultaneously, is gone since the blue light has been filtered out. This allows a vast improvement in being able to see very small objects with great detail from extended distances. Even small birds, insects, and dust in thermals become more distinct. Clip-on polarized shields can be added to these filtered glasses for greater overall light attenuation - about 4.8 db as measured for one set, for a total of about 76% light attenuation. There is some contrast advantage using polarized shields when viewing away 18

from the sun, but I have mostly preferred to fly with only the filtered glasses. The brighter light often enhances the sight of smaller objects. John also preferred the brighter display once he got used to it. Also to be noted is the fact that these glasses preserve most of your night vision when entering a dark room. Human beings, living at the bottom of a natural filtering layer of atmosphere, have (like most creatures of forest origin) developed no built-in means of selectively removing hannful solar radiation before it reaches the eye. Direct sunlight is very damaging to human eyes and may cause cataracts, conjunctivitis, photokeratitis (corneal sunburn), photophthalrnia, snowblindness, solar retinitis and night blindness (loss of Rhodopsin). It also contributes to senile macular degeneration and other retinal diseases. Man must therefore protect his eyes when he is in harsh sunlight such as when flying, on water and desert, and on snow or ice. Most current "sunglasses" just reduce

300

the light level at all wavelengths. Eagles and hawks, on the other hand, evolved in the presence of direct sunlight. Nature has provided a protective filter in the form of a film of oil in their eyes. But in order to hunt successfully from above, these natural eye filters allow only the harmless but useful visable light to pass. Thus, hawks and eagles have extraordinary eyesight, even under dimly lit conditions. Scientific studies of these factors have led to the development of a means to produce filters that can be applied to glasses which approximate the same spectral light pass band and transrnissivity as the eagle's eyes, plus about one-half magnitude improvement for retina safety. Figure 1 depicts the approximate filter characteristic of the oil in eagles' eyes. Note the very sharp cut-off between the blue and green spectra. Figure 2 illustrates, on log scale paper, the visibility and retina safety of filtered glasses as compared to other glasses and birds' eyes. Note that the filtered glasses are even better than the birds' eyes

500 Blue

700 Green

Red

Figure 1 Wavelength (NM) Eagle Eye Spectra

HANG 0LID1NG

for retina safety, while being nearly equal for visibility. Retina safety is defined as the inverse of hazard, which is biological sensitivity to damage at a given wavelength, multiplied by the intensity of the light source at that wavelength added up over the entire spectrum.

For reference and more infonnation, one supplier who offers selective filtration glasses is Suntiger, 3043 Foothill Blvd. #9, La Crescenta, CA 91214 (818) 957-6291. They offer three shades of glasses; the brightest, which I favor, is called Sunset Orange. They can supply plain glasses with

Conventional and Photochromic Sunglasses Figure 2

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Once a year in the fall we send out, via the magazine, a questionnaire/ballot and approximately 20 % of you respond to it. In that questionnaire we ask pilots if they competed in their regionals and if not, why? It occurred to me that we never ask the pilots who did compete what their reasons were for competing. With that in mind, I looked at the last three regionals in Region 2. The meet has grown in popularity in the last couple of years. Two years ago there were 29 pilots, last year 39 pilots and this year 53 pilots participated in the meet. I conducted an unofficial poll this year and the answers I received are listed below. The list is prioritized (the most common answer is number 1, etc.) 1) To fly with friends that they see only a few times a year. 2) To increase their thermaling and cross country skills. 3) To pick up tips from more experienced pilots. 4) To look at the different gliders and equipment. 5) To qualify for the Nationals. About 20% of the pilots this year wanted to gain a spot in the Nationals which is a higher percentage than the past couple of years. The reputation of Chelan had much to do with this. No pilots came with any hopes of attaining any national ranking since the meet of 53 pilots was worth only 55 CPS points. This compares with the Manufacturers League Meet which had 39 pilots and the winner received 610 points. As the meet progressed this year, it developed a personality that mirrored the attitudes of the pilots. There were some organizational problems as there usually are in meets of this size, but most of the pilots were mature enough to keep any

AUGUST 1986

problems from denting any friendships. The Leisure class was well represented and their battle cry of Par-ty, Par-ty could be heard through the campground. All of this came to a head when Jerry Skyman Sorenson, the Leisure class spokesman (there are no officials or officers in the Leisure class) received an official written protest on the last day of the meet. The protest stated that several Leisure class pilots were flying with speed rails, pitchys and speed bars and that such devices should automatically disqualify a pilot from participating in the Leisure class. While it was pointed out the speed bars make excellent rests during long flights (anything over ten minutes), the debate continued until Jerry torched the protest to the cheers of 50+ pilots. An act which had a great deal to do with Jerry being declared meet Champion of the Leisure class. Susan Bowyer, who thoughout the meet, found the best thermals, marked them for everybody by circling a couple of times and then left them so she wouldn't be in anyone's way, was declared Assistant meet Champion of the Leisure class. The Leisure class is representative of a general trend in the sport back to fun flying. I recently received a note from Mike King indicating that Region 5 is experiencing the same type of growth in their meets and for the same reasons. They also are concentrating on putting the fun back into meet flying. It would be nice to know what trends (positive and negative) there are in other regions. Feel free to drop a note to the office if you would like to comment on the doings in your area. That kind of information guides the Board of Directors when they make decisions that adjust the competition rules.•

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Klingberg ratio greater than 20 to l? An less than 80 Car top tra:nsportaticm with an assembly time of less than 20 minutes? Fiction'? Ten in the future? The stuff dreams are made of? Not if the test flights go well. The proof is in the pudding and this will prove or four years of and in late 1982, a foot-launched characteristics stated above. This article will present the major aspects of this endeavor and its

In the past, high was available only with gliders. As the increase,d, the of transportation, assembly, and storage caused interest in wings to wane. As the current crop of flex wings has reached its theoretical limit ot ·pertorm,mce,

some major changes are needed to take the step to true sailplane performance, a lift to ratio of at least 20/l. The one major concept that retains its luster is the flying wing configuration. Canying around a fuseand tail section is quite undesirable! It was immediately clear that, to achieve the desired performance, a high aspect ratio, low drag configuration was needed. The source of drag on current gliders is the pilot. He can't be eliminated, but he can in the wing, thus reducing a major be portion of the drag. The aspect ratio present5 a more complex problem. Aspect ratios are cmTer1tly in the range of six to seven. Incre:as:mg this ratio to a value greater than eight would a big boost to perfonnance, but the required span increase would result folded length. By reducing in a rather the sweep of the wing, the folded length is reduced. A package length of 20 feet was

selected as a goal. Reducing the wing sweep can cause problems with directional stability, but fortunately there are guidelines directing what to do and what not to do. Northrop's flying wing bomber exposed some of the problems and the Horten brothers revealed the range of the important parameters that provide for a controllable flying wing. It has been said that there arc no new ideas umler the sun, and if you want a new idea, read an old book. To prevent repeating old mistakes, a careful study was done on the stability of the Northrop and Horten designs, along with information from current flex wing designs. This information combined with modern computer analysis methods, allowed the design of an extremely stable flying wing. Using a VAX 11/780 and a panel method simulation it was possible to study numerous configurations. In a short period HANG GLIDING

of time many iterations were produced to aehieve a stable flying wing of high Computer methods but ean lead to impractical The results of the computer studies indicated that a cantilever would be reto maintain low A foldable, cantilever wing? This would demand major in the structural concepts used for flex wings since the early 1970's. Cantilever wings are usually designed to consist of a D-tube section edge to which the ribs are attached. The D··tube has a shear web with nose ribs and sheeting as shown. It is this D-tube seetion which resist~ the bending and torsional loads. for this aircraft, which has to be carried to the launch site by hand, the section of the wing was limited to the quarter chord point. This allows easy hand carrying yet provides a surface where the majority of the ae1°(xlymnnic events occur. Even though only is structural one quarter of the could easily become a problem. To define the extent of the problem, one must first define what is "too heavy." One hundred pounds empty weight? Not too many pcocan run down a hill 20 mph with 100 to their backs. A structural weight of one half the average body weight (70-80 lbs.) was selected. Ca,ntinuing analysis showed that to achieve an empty oflcss than 80 pounds the D-tube spar would have to on the average, approximately one pound per foot. This value is vety low considering that the spar constitutes percent of the total surface area, or about 90 square feet. One of the lightest types of structure is the sandwich panel. II consists of high strength skins bonded to a low density core. This was the method of construction chosen for the spar. It is easy to demonstrate the method by which sandwich construction works. Take a of paper and pull on it. You will find strong for its weight. Now push on the same sheet. It has almost no strength because it buckles. If the sheet can be from buckling, it will have the same strength in compression as in tension. In sandwich structures the low density core material prevents buckling. There arc many materials that can be chosen for sandwich skins such as paper, metal, plastic and composites. All but one of these materials in isotropic (i.e., they have the same strength in all directions). The one ex,:cr,tic,n is composites, due to the weave of the fubric. careful arrangement of material, composites can provide strength only in the required directions, thus AUGUST 1986

The author with model.

Standard transportation configuration.

Root section of spar during static load tests. Photos by Jim Wade.

reducing weight. The major drawback of composites is their high cost. The amount of infonnation available on the short and long-tenn properties of composites is limited compared to the quantity of data on materials such as metal. Consequently engineers either overdesign or conduct full-scale tests when using composites. Because of the tight weight margins this design is based on, overdesign is out of the question. Full-scale testing was necessary to ensure adequate strength and light weight. The photo shows an eight-foot length, at the wing root, of the D-tube spar under static load tests. The spar section shown weighs seven pounds and is loaded with T/5 pounds of sand. This same section was subjected to loads of up to 450 pounds without failing. The loads the spar endured represented a flight load of 6 Gs. This allows for safe aerobatics and an indefinite structural fatigue life. The structural tests proved the basic design concepts to be sound, promoting the belief that the overall aircraft concept was viable. A famous engineer was once asked to choose between wind tunnel data or computer generated results. He wisely stated, "Let's conduct a series of flight tests." This points out that good engineering never consists of only one or two analysis methods. Likewise, this project has included flight testing of scale models. With models, an engineer can simulate the stability and control characteristics of a full-scale aircraft. This gives the opportunity to test conditions such as aft C.G., spins, tumble modes and other aerobatic maneuvers, without risking life and limb. The final configuration has been tested as a model. Its handling qualities are gentle enough to allow beginning pilots to fly the model with ease. As with the fullscale wing, the model was provided with elevons for pitch and roll control. Given the facts that current hang gliders have no yaw control and that when flying wings yaw there is no sizable increase in drag, the need for yaw control was left to question. With ailerons, when a roll is initiated the aircraft will yaw in the wrong direction. This is called adverse yaw. Once the bank angle is established the aileron deflection must be reversed to prevent overbanking. Overbanking is caused by the outer wing flying faster. So, with the aileron deflection reversed, adverse yaw becomes proverse yaw and causes the turn to become coordinated. At first this would seem to be perplexing for the pilot. During testing of the model, however, almost no one noticed, and, when they did, 26

they adjusted quickly. It was interesting to note that it was the more experienced pilots that found the initial adverse yaw to be a problem. This led to the conclusion that pilot conditioning, not the adverse yaw was the true problem. However, should the pilot find the adverse yaw to be a problem on the fullscale aircraft, he can use the spoilers, differen ti a 11 y, to provide initial turn coordination. Upon completion of two years of design and analysis work the basic aircraft configuration was frozen. Note that the pilot is in a supine position which provides good crash protection. A split canopy and a lower door allow the pilot to stand for takeoffs and landings. Construction was started in the fall of 1985 and is now about 85 % complete. The fullscale prototype is shown to the completion level as of May. The second picture shows the D-tube leading edge with the pilot's cage attached. Once the ribs are completed and attached to the spar the remainder of the wing will be covered with a lightweight, mylar-coated sail material. The third picture shows the folded size. This package size will include all the components needed to fly except for instruments and ballistic parachute. The next logical question is, "Will this aircraft make it to the market place?" That depends on several factors. Prototype aircraft such as these are often fascinating to study but become impractical to market. A manufacturer's first question is, "Can I make a profit?" This design would require a builder to develop all new tooling and manufacturing methods. That's neither cheap nor easy to do. The buyers would have to bear prices in the range of $6,000 and to help defray the start-up tooling costs place a deposit "up front" to reserve a delivery position. There is also the question of trading the thrill of wind-in-the-face flying for the thrill of high performance and very long distance flights. The answers to the above quesions do not rest with the engineer. The potential customers must make their desires known. The best way to do this is to discuss the ideas and concepts presented here. Discuss them with other pilots, write to Airmail, talk to your dealers and write your favorite manufacturers. Perhaps this glider would serve well to promote our sport in the Fly America project. When the test flights are completed, the results will be sent to Hang Gliding and then we can all raise a toast to the technology which provides us with our fun and thrills. Meanwhile it's back to the shop for me.•

About the Author Rollin Klingberg received his master's degree in Aeronautical Engineering from the University of Illinois in 1981. He is a sailplane pilot with 15 years of flying experience and has been flying hang gliders and balloons since 1975. His background includes building and selling hang gliders in the Midwest before moving to California. He has participated in design studies of flying wing configurations for NASA high altitude, long endurance aircraft. He currently resides in California and works for a large aerospace corporation. WING SPECIFICATIONS Span

Area Sweep Weight Construction

LID Stall Speed Min. Sink Rate Redline

38 ft. 167 sq. ft. 20 deg. 75 lbs. approx. Kevlar, graphite, fiberglass 25/1 estimate 19 mph 100 ft.fmin. estimate 70 mph

FLY THE OWENS VALLEY! AUG. 30 · SEPT. 7 Let our guides show you X-C Flying at its best in the incredible OWENS

VALLEY. Guide Service is provided by USHGA Certified Advanced Instructors and experienced OV Guides who know the weather patterns, best X-C Routes, and site protocol. All transportation and retrieval is provided by a radio equipped 4 wd and a driver who knows how to find you! With these details taken care of, you'll fly Sierras and the White Mountains, at launches like Piute, Gunter, and Horseshoe Meadows. Trip Includes: *Guide *Driver *Rides Up & Retrieval *X-C Seminar *Lodging *Advanced Instruction *7 Flying Days, Weather Permitting Total Cost $395. Call for reservations: Kitty Hawk Kites (408) 384-2622, P.O. Box 828, Marina, CA 93933.

HANG GLIDING

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Bryant A. Christensen

Medford, OR

Terry Tibbetts

Richard Bassett Robert E. Blosk David Groner Panagiotis Joulios Horst Kuhlmann Neil Kuhlmann Keith O'Toole Paul Richardson Matthew K. Sexton

San Jose, CA Saratoga, CA San Jose, CA San Francisco, CA Los Altos, CA Los Altos, CA San Raphael, CA Palo Alto, CA San Luis Obispo, CA

Chuck Staedler Achim Hageman Dan Murphy Charlie Whitehill Dan Murphy Dan Murphy Achim Hageman Jeff Mott Achim Hageman

Fernando Arroyo Don Bailey Mark Graczyk Greg Gunner Keith Hesteande Kelly H. Klages Klaus Koeptli Katherine A. Moench Melanie S. McKay Charles Pang Desiree Sargent Debra Schmidt Laura Stricklin Jose Valeriano

Santa Barbara, CA Chino, CA Ventura, CA Isla Vista, CA Vanden. AFB, CA Laguna Beach, CA La Canada, CA Atascadero, CA Goleta, CA Goleta, CA Goleta, CA Cathedral, CA Santa Barbara, CA Goleta, CA

Achim Hageman Debbie Renshaw Achim Hageman Achim Hageman Ken De Russy Doug Gordon Debbi Renshaw Achim Hageman Achim Hageman Achim Hageman Achim Hageman Debbie Renshaw Achim Hageman Achim Hageman

Russell Brown Steve Kuenzi

Phoenix, AZ Glendale, AZ

Doug Gordon Russ Gelfan

4 4

Mark Hatfield

Kansas City, MO

Robert Black

Richard L. De Commer

Grand Rapids, MI

Mark Vander Galien

Douglas Hamilton-Michon Paul Hodgdon

Northampton, MA Portsmouth, NH

Rob Bicknell Rob Bicknell

Jeffrey L. Bonzon Kevin Cook William Davis Robert E. Farris Robert Osmeyer Dan Pierson Dave Pierson Edgar S. Robb Stephen Taylor Blake D. Ward Edward Croteau David Diamant Peter E. Langer Robert M. Suddeth Jr.

New Brighton, PA Louisville, KY Langhorne, PA Richmond, VA Towson, MD N. Ridgeville, OH N. Ridgeville, OH Afton, VA Centreville, VA Pittsburg, PA Carey, NC Raleigh, NC Tampa, FL Goose Creek, SC

Roger Coxon Roger Coxon Roger Coxon Chris Thompson Richard Hays Steve Wendt Steve Wendt Mark Vander Galien Chris Crescioli Chris Thompson Mark Kline Chris Thompson Mark Vander Galien Chris Thompson

9 9 3 10 10 10 10

Garron Frantzen

Lafayette, LA

Sam Nottage

AUGUST 1986

2 2 2 2 2 2 2 2 2

3 3 3 3

9 9 9

John Paul Bonn Bill Cieslik William La Plante Robert Petrie Dana Todd Michael Villeneuve

Syracuse, NY Westfield, NJ Altamont, NY Yorkville, NY Liverpool, NY Latham, NY

Dan Guido Paul Voight Dan Guido Dan Guido Dan Guido Dan Guido

12 12 12 12 12 12

NOVICE RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Jim Campbell Shawn J. Mason

Corvallis, OR Eugene, OR

Craig De Mott Craig De Mott

Ramsey Bishop Michael J. Donovan Edward M. Gama Gregory J. Hoisington Gary Pitts

Hayward, CA San Bruno, CA Oakland, CA Salinas, CA San Francisco, CA

Dan Murphy Charlie Whitehill Wally Anderson Paul Eikens Jim McKee

Paul Burns Joseph A. Chervenick Yair (Ray) Cohen Kevin Frazier Adam Hall Ken Howells Gregory Jasewicz Timothy Locke Joann Martinis Don Miller Hilary Nelson Jill Schaunaman Norman Tietze Adam Trahan

Solana Beach, CA Pasadena, CA Los Angeles, CA La Canada, CA Beverly Hills, CA San Bernardino, CA Chula Vista, CA Wahiawa, HI San Diego, CA Orange, CA Los Angeles, CA Solana Beach, CA West Covina, CA Schofield, HI

John Ryan Greg De Wolf Joe Greblo Gary Elhart Joe Greblo Debbi Renshaw John Ryan Mike Benson Fred Lawley Dan Skadal Joe Greblo John Ryan Joe Greblo Lani Akiona

Greg Bradley Gary Mathews Merlin Zimmel

Idaho Springs, CO Phoenix, AZ Grand Junction, CO

Matt Taber Doug Gordon Gary Pax

4 4 4

Paul Eckerson John Podlesnik

Lincoln, NE Casper, WY

Hugh Martin Steve Kingsolver

5 5

Kenneth Anderson Ron Boling Mikel D. Crook Al Pedderson David Lybarger

Dearborn, Ml Osceola, IN Trenton, Ml Aurora, IL South Bend, IN

Paul Eikens Matt Taber Matt Taber Dan Skadal Rob Kreske

7 7 7 7

Amy Bostic Patricia David Kathleen S. Fox John Hannus Carlos R. Morinico

Keene, NH Westford, MA Chelmsford, MA Nashua, NH Merrimack, NH

Gary Elhart Thomas Searle Bill Blood Jim David Gordon Brown, Jr.

Tim Batchelor Steven E. Conner David Haughwout Thomas Janeczko Johnnie McGraw Wayne McGraw

Falls Church, VA Newport, VA Belleville, PA Spring Grove, PA Charleston, WV Charleston, WV

John Harris Richard Cogg Dennis Pagen Richard Hays Dan Demaree Dan Demaree

2 2 2 2 2

3 3 3

8 8

9 9 9

RATINGS AND APPOINTMENTS Mack Lipe Jack McGaha Michael Wyckoff

Morristown, TN Dunwoody, GA Titusville, FL

Bruce Hawk Matt Taber Matt Tuber

10 10 10

D. Max Gatti

Tyler, TX

Wm. B. Holmes

Scott J. Bostic John A. Dutton, Jr. Jesse A. Forbus Jason Haralambous Charles Hartman Joseph F. Hovell, Jr. Michael Jeune Mark L. Pugh Lawrence Space

APO, NY APO, NY APO,NY Summit, NJ Shirley, NY APO, NY l'arisppany, NJ New Hartford, NY Pittsford, NY

Gary Elhart Gary Elhart Gary Elhart Thomas Aguero Paul Voight Gary Elhart Thomas Aguero Dan Guido Bob McGovern

12 12 12 12 12 12 12 12 12

Robert Hastings Mark Lamontange

Newport, NH Holland, MA

Jeff Nicolay Rob Bicknell

Michael Jensen P. Steve Morrisey Michael Mccarley Curtis B. Pack Nanci Smith

Cockeysville, MD Gaithersburg, MD Annandale, VA West Hamlin, WV Philadelphia, PA

Richard Hays Arthur Newman Jim Johns Wayne Baker James Keller

9 9 9 9

Robert Bradt Thomas Curbishley

Schenectady, NY Groveville, NJ

Dan Guido James Keller

12 12

EV Constantacatos Hans-Ulrich Egli Markus Niedermann Lisa Sigrist

Athens, Greece Bissone, Switz. Uster, Switz. Bissone, Switz.

Michael Theocharis Josip Koprivech Ron Hurst Josip Koprivech

FOR FOR FOR FOR

INTERMEDIATE RATINGS ADVANCED RATINGS NAME

CITY, STATE

OBSERVER

REGION NAME

Terry Taggart John E. Wigmore

Portland, OR Eugene, OR

Brad Goosela Brad Goosela

Thomas R. Balk Anton Bayer Scott Cherf Richard Devlin Maryann Ferguson Paul H. Fogelsong Robert 0. Johnson James Nye Pamela Penrose Scott Reeder John D. Rulon Marty Smith

Cambria, CA Novato, CA Cupertino, CA Fremont, CA Seaside, CA Martinez, CA Fremont, CA Berkeley, CA Los Gatos, CA Watsonville, CA San Francisco, CA Sunnyvale, CA

Randy Cobb Eric Beckman !'at Denevan Dan Murphy Paul Eikens Walt Nielsen Dan Murphy Mike King Charles Price Jim Johns Walt Nielsen Mark Klingensmith

Aimee Cardozo James Delear W. Ronald Fausnaught, Jr. Steve Manz William Mayo Sylvia Najera Mike Phillips Edward Pollitt

San Diego, CA Venice, CA

John Ryan Joe Greblo

Goleta, CA Ventura, CA San Diego, CA Monterey Park, CA Santa Barbara, CA Anaheim, CA

Ken De Russy Ken De Russy John Ryan Dan Skadal Ken DeRussy !'au! Burns

Richard De Stephens John M. Isham Russ Kallas Richard W. Puchta Mark A. Rowland Mark W. Steur Mike Warden

Phoenix, AZ Albuquerque, NM Louisville, CO Cedar City, UT w.heatridge, CO Evergreen, CO Rangely, CO

Russ Gelfan Chuck Woods Bob Faris Gary Lagrone R.A. Godman Jim Shaw Richard Annis

Darrell Newsom

Pocatello, ID

Gary Lagrone

Eugene Stone

Grand Rapids, Ml.

Doug Johnson

2 2 2 2 2 2 2 2 2 2 2 2

4 4 4 4 4 4 4

CITY, STATE

OBSERVER

REGION

Douglas Cook Eric Mogensen Richard Neumann Robert L. Simon Richard S. Woodson

Incline Village, NV San Jose, CA Los Gatos, CA Santa Cruz, CA Incline Village, NV

Steve Roderick Mark Lilledahl Mark Lilledahl James Johns Steve Roderick

2 2 2 2 2

Bruce Hibbard Jim Murdock Bob Ryan

N. Hollywood, CA Carlsbad, CA Laguna Hills, CA

Debbi Renshaw John Heiney Dan Skadal

3 3 3

Jorge Cano Jerry P. Davidson Jim Painter

Ft. Collins, CO Sandy, UT Steamboat Spgs., CO

Bob Faris Gary Lagrone Chris McKeage

4 4 4

Glenn Bitikofer

Kansas City, KS

Robert Black

Kevin Gurskis Glen 0. Pugh

Weth, CT Suffield, CT

Jeff Nicolay Deane Williams

Jim Keller Jody Meacham

Chaddsford, PA Philadelphia, PA

J. F. Harper, Jr. Jeff Nicolay

9 9

Richard Whitlock

Tampa, FL

Gary Englehardt

Dave Pearson

Austin, TX

Mark De Marino

Ralph C. Pruitt, Jr. Thomas Saville

Hopewell Jct., NY Hackettstown, NJ

Tom Aguero Bill Watters

12 12

Enrico Egli

Bissone, Switz.

Ron Hurst

FOR

HANG GLIDING

RATINGS AND APPOINTMENTS INSTRUCTORS

David Embertson Joel Greger

Cadillac, MI Madison, WI

Norman Lesnow Martin Bunner

Edward D. Stelzel

Sandy Hook, CT

Rob Bicknell

Joe Clements

Gaithersburg, MD

Eric Logan

BASIC

NAME

CITY, STATE

DIRECTOR

Michael Daily (Recert.) Russell Tworoger

Everett, WA Portland, OR

Daily/Godwin Daily/Godwin

Arthur Barrick Bill Umstand

FL Loudon, PA Villanova, PA

Criste/Criste

REGION

LILIENTHAL AWARDS Pagen/Pagen

OBSERVERS Russell Tworoger

Portland, OR

Mike Daily

Ken Miller

Pleasanlon, CA

Pat Denevan

Achim Hageman

Santa Barbara, CA

Ken De Russy

George Hewitt

Gunnison, CO

Jim Zeise!

BRONZE Eric Davidson Orlando Ferrassoli Adam Hale William S. Murphy, Jr. Norman Tietze SILVER Tim Edwards

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AUGUST 1986

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USHGA REPORTS

Executive Director's Report

would be delighted to receive donations of books that are no longer useful to you. If you're moving to a smaller house or just cleaning out, send the extra books to USHGA and let other pilots benefit.•

4. Class 2 Tandem rating requirements

by Cindy Brickner TANDEM REQUIREMENTS THE USHGA OFFICE

The

USHGA office in Los Angeles consists of about 800 square feet of space in a single story, four-unit building. The offlee faces a four-lane street and sides on a residential street. Glass windows down the west side allow us to see a lone palm tree that is our indicator of possible winds at the beach training hill. The contents of the office are more interesting than the surroundings. We have a small library of books that have been purchased or donated over the years, which are available to members for recreational or research reading. Newsletters from clubs around the country are here. Back issues of Ground Skimmer and Hang Gliding magazine are also available. The walls display a collection of photographs from the early days of the sport. Taras Kiceniuk, Jr., Richard Miller and Chris Wills are portrayed flying early Rogallo and rigid wing designs. More recently, snapshots mailed from across the country create a bulletin board effect on another wall. Posters from contests and centerfolds from magazines are displayed. The point of this is to encourage you to think of the office as yours. This is the central hub of hang gliding across the U.S. Feel free to visit the office when traveling through Los Angeles. We're only minutes from LAX airport and four blocks off the freeway. We'll be busy with the business of the day, but not too busy to say hello and make you welcome.

THE USHGA LIBRARY The USHGA library currently includes about forty different titles of hang gliding and aviation publications. We have the current publications, of course, but 30

between consenting USHGA rated pilots. This rating is authorized by USHGA Observers after administering the written test and witnessing the proper flight skills.

These are the guidelines established by USHGA for tandem flying. The Safety & Training Committee would like to thank the Tandem Subcommittee for their contributions to the establishment of these guidelines: Greg DeWolf, Joe Greblo, Rnb McKenzie and many others. The exemption for tandem flying has not yet been renewed by the FAA as of July 1. Any pilots wishing to be informed when the exemption goes into effect may contact the USHGA office. Tandem flying, without the exemption in effect is illegal under FAR Part 103.

USHGA Tandem Requirements, addition to Part 104 (adopted 5-2-86) Subpart A - Administration l. The USHGA has established a two-

tiered system of requirements for tandem ("two-place" or "dual") flying: Class 1 for recreational tandem flying, and Class 2 for instructional tandem flying. These requirements are in addition to those established by the Federal Aviation Administration (FAA) tandem exemption. 2. All necessary information will be distributed and administered through the existing Pilot Proficiency Program. (Although they are not available at present, a Study Guide, flight and written test requirements, and Observer information packages are being developed for distribution by late Summer 1986. Until that time, only those pilots designated by the USHGA Safety and Training Committee and/or Tandem Sub-Committee will be issued new Tandem ratings.) 3. The Class 1 Tandem rating involves minimal requirements and regulation, as this fonn of flying takes place only

are much more stringent, and require a substantial amount of tandem experience, as they allow lessons and flights involving an inexperienced USHGA Student rated passenger. This rating is authorized only by the office of the USHGA, after the applicant pilot submits proof of complying with all requirements, ineluding successful completion of a USHGA Class 2 Tandem Certification Clinic. (NOTE: Clinics of this type are scheduled in the near future by both Kitty Hawk West and Windsports, Intl. Hang Gliding Schools, from which criteria will be developed for future USHGA-sanctioned Tandem Certification Clinics.) 5. NOTE: The USHGA has a procedure to rescind any Tandem rating. Subpart B - Pilot Rating Requirements

1. Class 1 Tandem: - Current USHGA Advanced rating,

AND·'

- Minimum 200 hours of logged airtime, OR 100 hours with flights of at least 500 vertical descent. 2. Class 2 Tandem: - Current USHGA Advanced rating,

AND·

' - Current USHGA Instructor certification, with (a) minimum of 25 class 1 tandem flights of at least 500 feet vertical descent, OR (b) minimum 500 hours logged airtime with 50 class 1 tandem flights of at least 500 feet vertical descent,

AND·

' - Successful completion of USHGA Class 2 Tandem Certification Clinic. Subpart C - Operating Restrictions and Limitations

1. Class 1 Tandem: - May fly tandem recreational flights only with passengers holding cur-

HANG GLIDING

USHGA REPORTS rent USHGA Beginner rating or higher; - Maximum allowable passenger "hook-in" weight is 120% of that of the pilot-in-command "hook-in" weight; - Maximum allowable wing loading 2.0 lbs . per sq . ft . 2. Class 2 Tandem: - Pilot may offer instructional or recreational tandem flights; - Pitssenger/student must hold current USHGA Student rating or higher; - Maximum allowable passenger "hook-in" weight to be determined by the pilot-in-command (according to experience, conditions, etc. although in general this should be limited to the same 120%

as above) ; - Maximum allowable wing loading 2.0 lbs. per sq. ft. 3. It is suggested that pilot-in-command fly on the side allowing free throw of back-up parachute with dominant hand (i.e. right-handed pilot flies to right of passenger). 4. NOTE: Prior to all tandem flights , the passenger or student must be informed that such flights are conducted under an exemption granted by the FAA.

5. NOTE: Possession of FAA's Part 103 - FAR Grant of Exemption #3875 - is mandatory while flying tandem.

endorsed as such by the manufacturers (who should reluctantly agree to endorse a few models, given these pilot restrictions). 2. At least one back-up parachute (minimum 22 gore emergency reserve system) is required on all tandem flights of more than 100 feet vertical descent. 3. Appropriate helmets are required for both occupants during flight. 4 . Separate hang straps and back-up straps required for both occupants during flight.

5. Choice of other equipment is up to the individual pilot-in-command.

Subpart D - Equipment Requirements 1. Gliders used for tandem should be

Contact your nearest dealer or Delta Wing today! I

AUGUST 1986

DeWolf and .Raoul Mazzoni photos by DeWolf

Drozda about to leave the ATOL

ly America's dry tun was completed June 17, 1986 and was determined to be a rous·· success. We linked five flights and covered a total distance of 400 miles along a predetermined route from L.A. to North· em Nevada, all in nine days. The concept of sailing (interconnecting cross country flights) was proved and our average daily was twice what we anticipated. We a previously unflown cross country route with a 143-mile flight, originating 50 miles nmth of downtown Los Angeles and at Independence Airport, 25 miles north of Horseshoe Meadows in the Owens Valley. We proved that long flights and outrageous altitude could be produced in the without climbing mountains, by a 92-mile 11,500' altitude gain flight from a 1,500' tow and a 85-mile,

10,500' altitude gain flight from a 450' tow from the valley floor at Independence. We set a new Nevada state XC distance record with a 151-mile flight from Silver Peak (20 miles southeast of Coaldale) to the Alta Mira Farms in the Antelope Valley, at the same time tying Joe Greblo's record for the longest cross country flight originating from tow. We proved the feasibility and reliability of a safe new tow system, Air Time of Lubbock's (ATOL) truck towing. We accomplished the entire feat without mishap, nothing broken or bent, no one hurt. The only thing that could have made it better would have been to continue on to the East Coast. But then that is slated to happen next year. Are we excited? You can bet your sweet speed bar we are! DAY ONE 9 June 1986 Cindy Drozda, Raoul Mazzoni, and DeWolf arrived at Avenue P in Palmdale, California and Jerry forburger began to familiarize the three Fly America pilots with his ATOL truck towing &ystem. While Cindy dis·· and set up their gliders, mounted BJ (the tow vehicle) from his trailer and put Raoul to work finding a suitable tow road. Soon we were in position and poised for our first tow. Winds were light and variable not the kind of conditions had found suitable when using other types of towing systems and now it made him nervous, despite Jerry's assurances. That first tow set the pattern for the whole trip. Caution and HANG GLIDING

safety were of paramount importance and success was the rule. Cindy and Greg accomplished five tows apiece in both light and variable, and gusty 15-25 mph winds, which arrived as the convergence pushed through our starting point. Raoul quickly became a proficient driver, maybe a little too proficient, as it caused him to have to drive the following day too. Unfortunately, no cross country miles were laid down that first day, but our disappointment was mitigated by our enthusiastic success with the ATOL tow system. DAY TWO 10 June 1986 Julia Chandler, who is both a hang glider pilot and producer of a hang gliding video, came out to Avenue P early in the morning to videotape the historic beginning of Fly America's dry run. Wanting everything to go off without a hitch the crew assumed their previous day's task. Cindy and Greg flew for the camera in the light northeast winds until 12:30 PM. Then the approaching southwesterlies destabilized conditions enough for Greg to catch a small thermal 300' off the ground, and climb to 12,000 feet in the attendent convergence for a 9,000' altitude gain. The excitement started to fade after an hour and a half as the east-west convergence advanced only five miles to the north. The impatient Greg ended up flying north, out of the convergence, and landing near a dirt airstrip at Avenue J and 80th St. West, a mere ten miles from launch. Back at the airport, as Raoul and Jerry were winding up the tow rope, the owner of the strip approached them demanding to know what was going on. Jerry pointed high into the air and exuberantly babbled about the pilot they had just towed up, who was attempting to fly from the West to the East Coast on a hang glider. They left the fellow gazing into the sky, scratching his head and shouting "good luck." That was Fly America's first experience with the magic that seemed to surround the endeavor. Our next experience was with the owner of the Shady Elms Trailer Park who gave us free showers after listening to our dreams of flying across the continent. The next morning the ranger at Saddle Back Butte State Park interviewed us for the Parks Department's newsletter, and the magic continued all day. DAY THREE 11 June 1986 With two days of experience behind us, we were beginning to recognize a pattern develAuousr 1986

oping. The first day the weak Santa Ana winds abated and the onshore winds pushed through about 4 PM. The pattern repeated itself about two hours earlier the following day. We expected the convergence to reach us around noon this day, but when we arrived at Avenue Hand 80th St. W. at 10:30 AM the thermals were already rolling through from the southwest, signifying the close proximity of the convergence. By the time Jerry and Cindy started towing Greg down the 8-mile tow road, the periods of southwest flow were longer than the lulls. Greg towed up twice, catching a weak thermal after his second 800' release and drifted downwind, slowly gaining altitude. The wind kept picking up. Raoul launched on a 700' tow, but did not encounter any lift. On his second tow the weak link broke at 300' and he drifted in a small thermal back to the beginning of the tow road without gaining any altitude and landed. The best lift was downwind by now but detennination is Raoul's middle name, and his third tow elevated him to 500' AGL - before the rope broke. Undaunted, Raoul released the useless length of rope dangling from his bridle and flew to the nearest thermal. He managed to gain 500' and drift three miles downwind before the thermal dissolved into a puddle of sink. Had he not given Greg the chance to launch first it could have been Raoul instead of Greg relating the following story. "I released from tow in the sink on the upwind side of a thermal. Immediately I 180ed and dove downwind. Within ten seconds the security of lift surrounded me and I banked my HP just enough to stay in the small bubble. I recently modified my thermaling tactics for XC flying to (1) drift downwind with zero sink and (2) search the area immediately downwind for the thermal I had just fallen out of. I was using these tactics successfully now as I played tag with that elusive parcel of lift. "The zero sink slowly turned to 800 fpm up after fifteen minutes and five miles of drifting, and my HP and I climbed to almost 8,000' MSL. I could see a couple of dust devils downwind to the north so I set course in that direction. Soon I was plummeting in strong sink, but was entering familiar territory at Rosamond, where I had taken sailplane lessons. Remembering the locations of the resident thermals and the strong sink surrounding them I sped through the earth suck and plowed into a boomer at 1,000' above the ground. "Quickly I was at 10,300' over the uncon-

trolled airport and retraced the first half of an out and return flight that I had made to Mojave, in a 1-26 years ago. The lift was sketchy over Soledad Mountain and nonexistent beyond. Searching at the south end of town for lift over a large dirt area, that I was also considering as a landing zone, I noticed a dust devil to the south slowly moving my way. The realization then hit me that I had simply outrun the convergence and if I could just remain aloft another ten minutes the convergence would again surround me in strong lift. "Sure enough, soon the ragged thermal I was working at 600' AGL turned large, smooth and powerful. At 12,000' MSL I saw the fellow who had been watching, expecting to see me land, get back into his car and drive away as I turned north again. "Now I tried to be aware of when I flew out of the convergence. The first condition I encountered after leaving that saving thermal was relatively smooth, buoyant air. That was followed by turbulent, choppy, mostly unusable lift (the interface of the two air masses) and then mostly stable air with moderate sized areas of light lift and strong sink. I found that, if I worked the light lift out in front, within a couple of minutes it would turn large and powerful as the convergence caught up with me. I flew slower and more cautiously after that and paused at the southern tip of the Sierra Nevadas, to climb to my greatest altitude of the flight 14,000'. "I lost 8,000' covering the 10 miles of unlandable territory surrounding Red Rock canyon, while the valley floor rose 1,000' below me. At 3,000' AGL I worked some light lift which quickly became supercharged by the approaching convergence. The next 20 miles were easy as I rode the crest of that northward bound air mass, directly above Route 14, at approximately 25 mph. "Near Inyokern, Route 14 intersects Route 395 and runs along the base of the Sierras. At this point I became excited at two sights in the distance. One was snow-covered peaks some 40 miles to the north and the other was a cloud street forming over the peaks five miles west of where I was flying. I repeatedly tried to reach that cloud street, but the 10,000' altitude I was attaining was not enough to get me past the strong sink just to the east of the street. As I started to plummet in the sink I would dive back to the valley, where I'd be met by a beautiful strong, round thermal that would propel back to 8-10,000'. "Finally, just south of Horseshoe

Meadows, while was thrashed by a particularly gang of turbulence, I decided not to return to the Sierras, but to work the center of the I was below 8,000' as I Horseshoe and my vario gave up, random altitudes and lift information at me. I hit the switch and tried to be thankful that at least it was much now. Then I tried to determine if I would make it to Lone Pine. lift and being shoved along by a 20 mph tailwind got me to the Alabama Hills, where I worked up to somewhere around 8,000'. If I hadn't been so weary I have tried heading for the Moun· tains, which looked as if they were working even at this late hour of 6:00 PM. In· stead I flew a final glide in the buoyant tail· wind to Airport where was for me with an ice cold brewski. "In 6 1/2 hours I had flown 143 miles, cross coundoubling my try distance record and fulfilling a nvc:-vtiarold dream of flying from near LA into the Owens Valley, not to mention beginning to prove the concept of Fly America over a prc,vicmslly unflown XC route. All this, and because we would be starting from this spot on the next flight, we didn't even have ,urn'whr:rr: to drive. So we a fow beers, dined and settled in for the night." DAY FOUR 12 June 1986

the east side of the valley he got as low as 2,000' AGL before locating lift that eventually boosted him to 16,000' MSL. He was at 15,000' over White Mountain Peak but was feeling hypoxic and decided against going over the backside. He flew to the end of the range (Boundary and Montgomery Peak) and landed a couple of miles north of Janie's Ranch for a total of 85 miles. Meanwhile Cindy had crossed over to the Inyo Mountains at Mazourka due to the sink she encountered on the Sierras. She cross., ed Westguard Pass and zoomed along the Whites in her Spm1 to White Mountain Peak, where with the aid of oxygen she climbed to 18,000' MSL and went over the backside. Cindy worked light lift over Fish Lake Valley in the early evening setting sun and then glid· ed over the Silver Peak Range to near a VOR transmitter seven miles east of Coaldale, for an eight o'clock landing. Her outstanding contribution to Fly America for the day was 92 miles and landing on a beautiful paved tow road where we could launch the following day. needed welding and Bingo, Raoul's dog, had gotten a foxtail in his ear. By two o'clock Raoul and had gotten Bingo and the trailer in Bishop and were on their way back, when BJ blew a rear tire, destroy., ing his fiberglass fender in the process. We the tire and repaired the fender with a CB radio antenna and long strips of the ubi., quitous duct tape, which matched BJ's grey paint job But, by the time we drew on a taillight with a magic marker and simulated the red lens with a piece of red sail tape, it was too late to fly. We all felt that we had missed a good day. DAY FIVE 13 June 1986 We arrived at the tow road southwest of Independence at 10 AM. The northerly, eata· batic flow was dominant. Lift was present, but the road was only suitable for towing into a southerly wind, so we watched as a eouof gliders, which had launched at Horseshoe Meadows, flew overhead and we waited for the flow to reverse. As the wind started blowing from every which direction, Raoul towed up and released at 450' AGL into a rowdy little foothill thermal that he worked up to 12,000'. By the time Cindy found lift on her third tow, Raoul was 10 miles down range at 15,000' MSL. Raoul flew over the tops of the Sierras all the way to Bishop, where he crossed the Owens Valley to the White Mountains. On

DAY SIX, SEVEN AND EIGHT 14, 15, 16 June 1986 The next three days were an exercise in futility. We tried flying east in a south wind because that was the route we had planned on following. Not only were we trying to fly cross wind in 15-25 mph air but we were try., ing to do it on the lee side of a large mountain. We decided to be gracious at this time and let fly the impossible air. The

Cindy Drozda.

HANG GLIDING

longest flight of the three days was a 10-mile, hour and 20 minute agony! That flight put us on a dry lake where we had some fun, even though we could never break away, despite the plethora of dust devils surrounding us. Greg had a theory that any place where a pilot was forced down would be a sink hole and consequently would be a lousy launch area. This theory held true in triplicate for the dry lake on the downwind side of Lone Mountain. After sinking to the ground there at 3 :10 PM on a day filled with visible lift, and unsuccessfully trying to get up and out after relaunching a few times from the halfmile diameter lake bed, we decided to try circle towing. It was approaching sunset and the winds had died down to light and variable. Cindy drove, while Raoul launched Greg, as Jerry sat and watched amused in the middle of the circular track. It was a real circus! Driving on the periphery of the dry lake Cindy did an amazing job as she circuited that dust bowl, half the time in a four-wheel drift, trying to maintain enough speed to keep the tow line taut. At first it was easy for Greg to circumnavigate the lake by always flying to the outside of the circle. But, as he gained altitude and the tow line lengthened, Cindy and Raoul would be racing along one side of the lake while Greg was careening down the other side in the opposite direction. The tow line became the diameter of the circle and everyone wondered what would wind up happening when the VW caught up to Greg. Greg finally fretted that this fiasco was too much to fathom and freed the line and flew to a feet first landing. We drew the vehicles into a circle, ate dinner and bedded down for the night, all a bit dizzier than when we had started this trip. The desolation of the desert does strange things to a mind and the next day saw us attempt to drag Cindy and Raoul into the air at this same location. The wind, the dust devils and the Fly America crew all started early that morning. Raoul and Cindy had a total of eight tows, some that literally dropped them off at the top of dust devils, but they couldn't even sustain let alone gain altitude. It was then that we decided that dust devils don't necessarily mean more lift, just more dust. The downwash of air coming over the top of Lone Mountain standing 4,000' above us had defeated our attempts to fly through the area. We decided to drop back and punt. Fly America drove to the small silver and AUGUST 1986

lithium mining town of Silver Peak 30 miles southwest of the dry lake in an attempt to use Lone Mountain to our advantage. It never happened, but let Greg explain. DAY NINE 17 June 1986 "We spent the night just off the southern end of the VOR road that Cindy had landed on four days earlier. It looked as if it would be the perfect tow road, long, straight and without obstructions, running south down the monocline at the base of Lone Mountain, directly into the wind. The plan was to work up the south side of Lone and get high enough over the peak to scramble over the back, but the best laid plans ... "My first tow was a 9:30 AM into 10 gusting to 25 mph winds, with enough dust in the air over the dry lake bed in front of us to make it look as if the whole lake was lifting off. I towed twice, releasing each time at 1,000' AGL in the extremely turbulent air. It was a credit to the tow system and Jerry Forburger that I was comfortable towing up in conditions that I was scared to land in. I found lift on both those flights and worked the moderate thermals as I rocketed over the ground in the 30 mph wind. Each time, the lift weakened to zero sink and I bailed out at the top of the pass. "It was 15 miles from the top of the pass to the next upslope at the Monte Cristo Range and I wanted to be in at least light lift while traversing the slight down slope that lay between. It looked as if the lift was more pervasive further south along the road from where we were towing so we decided that I would stay on tow longer, until encountering it. (My digital altimeter was broken and would only give me an intelligible reading if there was a "2" in the hundreds column and I happened to be looking at it at that time.) I gained two thousand feet in slightly over a mile on tow and then proceeded to plummet in massive sink, still on line. It was so scary sinking out that fast, in high winds on tow, that I almost released. I held on as we creeped forward, still a mile or more from our planned release point, when a large, strong, smooth thermal lifted my spirits and I gladly released. "The thermal carried me to about 3,000' AGL before losing most of its strength at the top of the pass, but I chose to stay with it. I had gained another 3,000' or so by the time I passed over the VOR and began to enter the rugged moonscape of the Monte Cristo Range. The fascination with the terrain

below turned to fear as gravity and the air mass conspired to have me examine the ground below more closely. "I dove cross wind to Route 95 and the columbus Salt Marsh (sure looked dry to me). At about a thousand feet AGL I noticed three dust devils in a perfectly straight line running north-south just to the east of the road. Those dust devils marked the convergence that I followed for the next 125 miles. The path I followed took me over Pilot Peak and Table Mountain east of Mina and Luning, to Gabbs where dust devils were a poppin' and the first cummies were forming. "I flew the next 60 miles under a cloudstreet, without making a tum other than a dogleg to the right, leaving the Fly America chase crew in the dust, literally. From Eastgate, on Route 50, Cindy, Raoul and Jerry embarked on a 60-mile drive on a dirt road, north through the Edwards Creek Valley, over some foothills and into the Antelope Valley, that left the inside of their vehicles powdered with a red silt. "The scariest portion of the flight was flying the forty miles between Gabbs and Route 50, over rugged terrain east of Route 23 and being pounded by the worst turbulence of the flight. I interpreted this turbulence as signifying the fact that I had fallen out of the convergence, so I altered my course to the west where I soon found strong smooth lift again. "Entering the Antelope Valley I saw the Alta Mira Farms, the first sign of civilization in 80 miles. My chase crew was an hour behind me, winding their way through the mountains on a dirt path, with little more than my cryptic directions to guide them. The well-defined cloud street angled slightly to the east, but I fell out of the convergence as my weary body was cfrawn towards the lush green fields to the north. My vario had quit an hour before, nature was calling, and with my chase crew so far behind my mind could not convince my fatigued flesh to head out into that desolate desert again, and so I landed at 4:20 PM. A better pilot than I might have gone on to set a new world record, but I was satisfied with setting a new personal mark of 151 miles on that six-hour flight. LAST DAY 18 June 1986 We had blown out two tires the day before chasing Greg, and the vehicles were absolutely filthy. We spent the morning in Battle (continued on page 38)

article and photos l7y Mike Boerschig

I awoke on the morning of April the 8th, 1986, I switched on the weather radio to hear the National Weather Service forecasting clear skies with northwesterly surface winds at 10 to 20 mph for the tristate area of southeast Indiana, southwest Ohio and northern Kentucky. My favorite local flying site is a 400-foot northwest facing ridge overlooking the Laughery Creek Valley near Rising Sun, Indiana, and since I was off work for the day, it didn't take long to figure out how I was going to spend my day. A few calls and a couple of hours later, Ron Kellerman, Tom Primavera and I were headed for launch with our gliders on the roof and cross country on the brain. Arriving at launch we were greeted with winds straight in cycling to about 20 and a few cumis beginning to form off to the nmih. Tom, flying his antique Moyes Maxi, was set up first and thrown off into what looked like perfect conditions. As Tom soared easily overhead Ron launched his Comet, soon to be joined by yours truly in his HP at around 11:45. The air was violent. About the first hour of the flight was spent battling the turbulence with the hopes that the air would smooth out with a little more altitude. The wind seemed to be getting stronger and it was becoming quite a battle just staying with the ridge, but I had not hit anything that I felt was solid enough to drift over the back with yet. I was not enjoying the air and was kicking around the idea of landing when I saw Ron circling up in a good one. After entering the thermal it didn't take long to figure out that this was the one I'd been waiting for. Climbing out with the vario pegged much of the time, I was amazed at how turbulent the air was even within the "sanctity" of the core. It wasn't long All altitudes are given ATO (above takeojj) because in this neck of the woods surface elevations vary foss than 500 Jeer, so ATO will be roughly equivalent to AGL. For all you MSL nuts out there takeoff is 850 feet MSL

LEFr: Looking north into Ohio from near Falmouth, Kentucky with the Licking River meandering along 6,000 feet below, one-third of the way into a 116-mile flight from a 400' hill.

HANG GLIDING

before I was wrestling my stiff-handling glider through 6,000 feet ATO*, and with the scattered cumis to dot the I was astounded to find that cloudbase was still much higher. As the lift weakened I continued to circle until I had almost drifted to the Ohio River. The altimeter was reading 6,500 feet as I turned downwind. At this point I was to myself, "Self, these are not your everyday local soaring conditions." Across the Ohio River I went, and out hills of I over the to worry, though, when I continued to glide to a point south of the junction of I-:'75 and I-71 without hitting any workable lift to speak of. I had been atnear here on three tempts and was down to about 2,000 feet from the goverwhen I got my nor. What a pleasure it was circling in the rowdy lift and my brains beat out I could see that I was drifting nicely, so I decided to adopt a plan of stay· ing with anything I was going up or maintaining in. I figured that with the tail wind pushing me I was still covering ground while I drifted, and quite simply the I aloft the farther I would go. I also feel that sticking with thermals until they are completely spent reduces the amount of associated sink to be flown through upon exiting the thermal. As I left this thermal at 5,500 I noticed that the southern edge of the scattered cumulus was a little north of my intended flight path so I altered course from a southeast heading to due east to intersect these clouds. Before reaching these clouds I hit other areas of lift and, circling and drifting, managed to stay above 3,000 feet As I hit my first cumi I reached 7,000 feet and it wasn't long before the cold began to take its toll. My Keller harness does such a good job of me wann that I had underestimated what to wear on my upper At this altitude a flannel shirt and a sweatshirt were not enough. As I began to shiver I cursed myself for not at least a windbreaker too. like this one are few and far between in this area so I made up my mind to not let the cold affect my original game plan and continued to work I hit for what AUGUST 1986

seemed like an eternity. At one point I got to 7,500 ATO, the highest gain of the flight. At this altitude I was getting close to cloudbase, which I would estimate was roughly 500 feet higher. I shivered uncontrollably for what seemed like forever but pressed on, telling myself it served me right for being such a fool. As I approached Flemingsburg, Kentucky I could see the band of tree-covered hills that marks the Daniel Boone National Forest area off in the distance. I knew from topo maps I'd studied that the further south I flew the longer I could stay over good landing fields, so I headed due south and let the wind drift carry me on a south-southeasterly course. With no clouds ahead I approached the line of forested hills and began to lose altitude rapidly. The return to warmer altitudes was welcome for a while but as I entered the hilly terrain, landing fields became scarcer and altitude precious once again. I soon found myself below 1,000 feet ATO and locked in on a prospective landing field downwind. I was just beginning to realize that the field I'd chosen was not quite as flat as I'd expected when I felt a reassuring tug and the vario began to beep. I thermalled for all I was worth and climbing to safety could now see Cave Run Lake downwind. Topping out at 5,500 feet ATO I considered landat the campground beach (a place I'd been to on a bicycle trip a year earlier)

now within gliding range. From prt:v1(ms plotting I knew that the 100-mile mark from launch passed through Cave Run Lake somewhere, but I wasn't sure side of that line the campground fell on. Far off in the distance I could make out two towns, one directly downwind with little in the way of prospective landing areas en route, the other due east with more fields visible on the way. Since I was fairly certain now that I would the JOO-mile mark either way, I played conservative and headed due east. more lift on the way I arrived over town with 3,000 feet of altitude to spare. Looking downwind I could make out no towns and very little but a sea of trees I decided to use my altitude to scope a good landing field in the valley below. I chose a field just south of town and after a somewhat turbulent approach made a perfect landing at 4:45 PM to end the flight of my dreams (100 miles from a local site!). Excited as I was I didn't forget the that I had to be at work at the firehouse the next day at 7:00 AM so I made a beeline for the closest house. When I knocked, an old woman peered out through the screen door. With my

BEWW: Author and pilot Mike

a mile a minute I introduced myself and told her that I had flown my hang from Indiana and had just landed in the field next to her house. continued on explaining my plight and asked if I could possibly use her phone to make a long distance credit card call to let my friends know where I was. Then it dawned on me that I didn't even know where I was so I asked her that too. Well as you might imagine this poor woman must have thought I was a raving lunatic. For a minute she just stared at me as though I were a Martian or something, then she told me I was in Hook, Kentucky and that there was a phone across the road I could probably use. I secured my equipment a little better before going to make my call. As luck would have it the Penixs from across the road, along with some other folks, pulled up and after a round of questions about my flight and hang gliding in general asked if they could be of assistance. When we got to their house across the way they put out a welcome mat that was hard to beat. Not only did they let me use their phone, they insisted that I stay and have dinner with them. After dinner

a high school teacher who doubled as the local newspaper reporter came, interviewed me, took my picture and made me feel like a regular celebrity. Then I was taken to meet Mrs. Penix's parents who lived next door. They were fine people and after some pleasant conversation Mrs. Penix's father asked me what kind of music I liked. When I told him I was partial to folk and bluegrass out came his banjo and I was treated to some of the finest three-fingered picking and frailing that I'd run across in a long time. When someone asked if I played any music I told them I pecked around a little on the guitar and Mrs. Penix's father said, "Well, we've got an old guitar around here somewhere but I'm not sure if all the strings are okay." Well I nearly fell off my chair when someone brought out an old Martin guitar that sounded like a million bucks. We spent the rest of the evening playing and singing for all we were worth until my friend arrived and I was forced to leave these getting the necessary !attitudes and longtitudes to my cousin-in-law, Fred (who is a math teacher), he figured out the great circle distance of my flight to be !16. 2 miles. In closing I would like to express my gratitude to Fred for figuring it up, to Rick Mullins, a fellow pilot, for making the long drive to pick me up (and listening to my incessant babbling all the way home) and to the Penix family of Sandy Hook, Kentucky for making me feel more at home than if I'd landed

(l<'ly America)

Lat1gnery Creek wi1ndinll; to the Ohio river. Launch is slot in tree-covered ridge on the

Mountain cleaning things and buying new rubber. There was a northwest cold front passing through and cumulus clouds were everywhere. At noon we were at the Lander airport in Battle Mountain trying to buy the sectionals that we were missing. After explaining Fly America, the airport manager offered us the use of either of their 7500' runways to tow up on. We thought about the offer, looked at the cu's, checked the westerly flow, thought some more and finally declined the offer because we wouldn't be linking our

flights in the sky sailing fashion. Immediately we jumped into our vehicles and drove to a spot west of Austin, but due to another flat tire, we didn't arrive until 3:00 PM. The cloud street above ~s heading east was just beginning to overdevelop. If we would have been there early in the morning we believe we could have flown to Ely, but then if frogs had wings they wouldn't bump their ass on the ground. That was the final day of the Fly America dry run. We all had pressing matters at home, like writing up this article, and we were very satisfied with our results 400 miles total interconnected flights with a 44-mile per day average, proof of the concept of Fly America, proof of the reliability and effectiveness of the Air Time of Lubbock tow system, and the accomplishment of some personal goals. We threw a little party to celebrate, right there by the side of the road. The conversation lasted well into the night with everyone reminiscing about the trip just completed, as well as expressing dreams not yet realized. Greg's flight from Lancaster to Independence opened the possibility that people, with a three-day weekend and an A1DL winch, could fly instead of drive to the Owens. World distance record attempts could begin south of Horseshoe! You can tow up from near where you land 1111 a long cross country flight, allowing you to follow the weather as well as eliminating the need for a long, late night retrieval back to the same old launch you used the previous day. Raoul envisions traveling bands of Wind Gypsies, who maintain a common winch and travel around in their gliders, moving in whatever direction the wind blows. dreams of turning Fly America into a mobile national fly-in that a pilot could join or leave at any point across the country, and/or the ultimate cross country competition. Jerry sees the problems of diminishing sites eliminated by the A1DL system. With a truck towing system and a mile of fairly straight, unobstructed road near a thermal generator, you have a flying site. Cindy wants to take her A1DL winch to where she saw a cloud street that went on forever and set a new world distance record. Using the tools and systems that this quartet is just beginning to develop the possibilities are unlimited. Can you tell we're excited? How about you?IIII

HANG GLIDING

This month Gliding introduces a new column, "USHGA Newsletter." 'Wii'll be reprinting one or two short articles fmm some of our clubs' newsletters in each issue. In doing so we hope to share some of the .fun, information and excitement contained in these publications. This month we present a contribution from the Sylmar Gliding Association. --Ed 18th was a red letter day in the history the (Kagel), site as members of the California Association paid to our staunchest of supporters, Karl and Mary Dahlsten, on the occasion of their fiftieth wedding am1ivc!rs;ary. The event was attended by most Kagel regulars, as well as some welcome faces from the past. It also seemed that many of our pilots have been busy with activities other than flying since many with their new babies, the crowd's age span about five generations long! The Dahlstens' luck was with us that day brought a weekend: the convergence line which skyrocketed pilots over 5,000 feet above launch, (yours truly climbed out to 10,000' MSL in one truly tasty thermal on the way to West The of the celebration wasn't as but who's gogrumble about steady lift and to feet? altitude We all out to our hearts' content, but were all inevitably lured down to the landing area by the mouth watering wafts of harbeque smoke that were set aloft by finest Carson. Karl and Dahlsten most generously footed the hill for the fixins and took the time and trouble to round up the food and prepare it up right. It was a meal with a floor AUGUST 1986

Martin set up his Fledge and screamed over the LZ, loopin' and and flat spinnin' to the cheers of an enthusiastic audience. Karl and Mary set up court to receive the many visitors who came by and cheer them towards the NEXT fifty years. (Mary mentioned, however, that they were content to shoot for one number 51!) Once all bellies were full of burgers and brewskies, it came time to shower the special pair with gift~. The club pre,sen1tect Karl and Mary with a stained depicting what else? a lone soaring with the Sylmar range in the background. Bob Lafay concocted a great cartoon featuring the Dahlstens themselves, and other similar tokens of affection poured in. After that, the happy couple cut the cake (no face stuffing, they got that ritual out of the way some time ago!), and the of merry pilot~ topped themselves off with the sweets. Many had to be rolled into their vehicles for the ride home. God bless those Dahlstens! Not only have they stood by our side since the first standard parachuted off the old Sylmar launch, hut they have been generous enough to invite us to share in their triumph of having stood by each

other against the test of time. It's not too often that we can successfully gather together a majority of pilots we've each come to know through hang gliding. Sure, we see them here and there, at this site and that, usually in small clusters as we amble up the hill and set up our kites. But on that special Sunday, the Dahlstens helped us all convene in one place and share the excitement of meeting together to rally our appreciation for a couple who have helped make the world of hang gliding the special place that it is. Congratulations Karl and Mary! We'll forever soar with you in our hearts! Ill IIEWW: HGA members at the BIIQ. BOTTOM: Karl and Dahlsten celebrate their 50th am1iv,em,anr long ttuina1sn:1p

Quality: Every Magic IV is hand crafted with the finest materials available. Trend setting fittings and hardware have been incorporated to make the Magic IV a flier of engineering artwork. Minute details (in the sail) ensure that the sail is clean at all speeds. Wear points are eliminated with protective covers.

Availability: In the past, demand for Magics has exceeded supply. For 1986, we have booked more production slots for the peak season, ensuring faster delivery times. Some stock gliders are immediately available. Call the dealer nearest you (see dealer ad, page 11) for further details.

Performance: Just set your goals and the Magic IV will be the superior instrument to help you achieve it: • Be top of the stack through 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 togelher in one great glider, your enjoyment in flying will improve.

Options: Your custom-ordered Magic will be built to your exact specifications: Choose from these options: • Speed Bar; comfortable hand position at all speeds, extra reach for speed • Magic Trimmer (VG); change the geometry to suit existing conditions • Pitchy; lighter bar pressures at speed, lower drag body position • Spring Tips with Tip Fairings; cleaner tip area • Half Ribs; superior high speed glide • 4.2 oz. Trailing Edge Cloth; handling, versatility • 4.4 oz. Firm Dacron TE Cloth; performance stabilized dacron cloth • Sandwich TE Cloth; the ultimate in performances, for pilots willing to sacrifice handling Standard Magics come with the following: • Airfoil Uprights• Airfoil Kingpost • Ball Tips• Breakdown LE • Nose Cone, Choice of Colors, Rainbow or Stripes• 4.2 oz. Main Body• Inspection Zippers

Service: U.S. Airwave provides a warehouse of parts and information to service the Magic line. our continually growing inventory of replacement parts and accessories insures that your new Magic is never out of commission for longer than necessary. By improving on the service with excellent factory support, we've eliminated the fear of buying a European glider. No other distributor can offer you such a complete inventory. We offer next-day UPS delivery on most parts, and our professional dealer network is required to stock high turn-over parts to instantly fix your dinged Magic wing. Furthermore, you can rest assured Airwave Gliders are here to stay in the USA. Resale: High demand for a quality used glider in most guarantees that your investment will not be lost when you resell your Magic {if you ever choose to). A used Magic is always well sought after.

Dealer Inquiries Invited P. 0. Box 1153 • Mercer Island, WA 98109 Phones 206/622-8132 or 537-2297 • Telex 296585 800 Mercer• Seattle, WA 98109

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Airspeed Indicator with Long Bracket

Control Bar Protectors

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).

A precision instrument for the serious pilot. Rugged, dependable and easy to read. Airspeed Indicator . . . $21.50 Long Bracket . 6.50 Foreign & C.0.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00/pair Foreign & C.O.D. orders add $2.00 Hall Brothers P.O. Box 771-H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders (801) 829-3232

s,stek Vario I Altimeter 0·15,000 FT Altimeter

Tubing and Fitting Specifications: The Magic is crafted with 6061T6, corrosion-resistant Aircraft tubing in ~sizes. Aircraft quality nuts, bolts, fittings, in U.S..~- And~ certified to stringent European standards. Available in three sizes ... 155, 166,177 square feet.

The Hall Airspeed Indicator

-,__

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."

UP-Audio

Dual Batteries

______.

New Model VE-12 Mini-VarioM11111nal frontal area (less than 4' · sq rn ). anrl weighs rn al a leather -Irle 8 oz Model VE-12 Mini-Vario ... $179.00 Ball Clamw• (Required)...... 18.00

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

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Model VE-35 Vario-Mounted ,n standard aircraft case. Model VE-35 .. . .. . . . .. .. $198.00 Optional Quik Clamp (Shown) .. Call Model VE-36 Sailplane Varioldentrcal to VE-35. for mstrument panel mountmg Model VE-36 .. . . $198.00

T;tek Grants 4326 Fish Hatchery Road Pass, Oregon 97527

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Phone 503-4 79-6633

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 tom 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 ATTENTION!!-Trade your Skyhawk, Dream, Harrier or Gemini for a Duck or a Comet! We need used chutes and Condors. WW Sport ............... : ..... ... . .$2375 WW HP (20 hrs.) ..... ....... . . from $1850 WW Duck (3) ... ....... ....... . . from$ 795 WW Skyhawk 168 ...... ...... ........ $1650 WW Harrier I & II (3) ......... .. from$ 795 UP Comet I & II (5) ····· ...... ... from$ 600 DW Dream (2) ... ········ .. ...... from $ 850

Hang Glider Emporium, CA (805) 965-3733. DELTA WING'S NATIONWIDE NETWORK OF DEALERS can help you get into the air. Alternative financing plans available. For further information and the address of your nearest dealer, contact: DELTA WING, P.O. Box. 483, Van Nuys, CA 91408 (818) 787-6600.

OLYMPUS 180-Still good shape! With 'safety· prone' harness. $300. Will consider trade for parachute. (303) 494-1270. FOR SALE-Wills Wing Raven 229. Good condition. 2 hrs. airtime. $950. (402) 475-0622. FOR SALE-1980 Sabre 170. Verry little airtime. Ineludes roof rack and wheels. $650. Call Mary (301) 667-9577 or Kim (301) 592-9573. CLASSIC SEAGULL JO-METER-Perfect condition, Free to right person (213) 827-5075. 180 SENSOR-Blue, spectrum. All new rigging, bridles, mylar, kevlar TE, great for towing, $950. O.B.O. (602) 683-2002. 180 SENSOR-V.G. Half battens, great shape. Rainbow sail. $1250. (805) 541-1275. SKYHAWK 188-Excellent, low time, new in January 1985, harness. $1300. (214) 255-0135. 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. VISION 18-Supreme condition. Inland flights only. Harness/chute extra. (916) 934-2411. FOR SALE: Wills Wing 179. Excellent condition with harness, parachute, helmet, carrying racks. $700. or best offer. Call after 5 pm. (213) 329-4440.

BICLA MAXI II-German built, breaks to two meters, harness, helmet, $1150. Call (215) 681-5042.

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

C-2 165-Half ribs, red w/white t.e. 60 hours, never crashed, excellent condition. (307) 733-9408. Jackson, WY. $1100.

WANTED-Sail for C2-165. Good condition. Bill (616) 941-7044.

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

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).

165 COMET-White and orange. Sail very clean. $575. Mike (412) 898-3219. COMET-I 165-Custom span-cut multi-colored sail. (Black, red, orange, gold, yellow, white.) SHARP!! Well cared for. $600. References/ Escrow/Shipping supplied by HANG GLIDER EMPORIUM of SB. Gary (805) 682-0904. 151 CONDOR-Great shape. $500. obo. WW Stirrup harness - Small $75.00 (805) 963-4896. Rita, evenings.

ECLIPSE 17 ~1800.00 HP170 $1400.00 V18 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.

Schools and Dealers

180 ATTACK DUCK-Wills team colors, near mint cond., $995. or BO. (7(J/) 763-8884.

ARIZONA

180 DUCK-Good flying-good handling. Yellow/Gold w/extras $500. High Energy harness w-chute $350. Litek Vario/Altimaster altimeter $175. Bell helmet $25. All for $1000. David (714) 937-2800. In CA, WA, OR (800) 854-6011.

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.

PACIFIC WINDCRAFT ESPIRIT 178-Great condition. $800. (408) 338-6515.

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

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

AUGUST 1986

ARKANSAS SAIL WINGS HANG GLIDING-Certified Instruction. Pacific Windcraft dealer. 1601 N. Shackleford 11131-4, Little Rock, AR 72211. (501) 224-2186.

CALIFORNIA BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (7(J]) 584-7088 CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hang gliding shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800. HANG FLIGHT SYSTEMS-Certified instruction program. Featuring Wills Wing gliders and accessories. HP, Skyhawk, demos available to qualified pilots. 1202 E. Walnut, Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varios, and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. We proudly offer Wills Wing, Delta Wing, Pacific Windcraft, U.P. Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008. HANG GLIDERS WEST - ULTRALIGHT FLIGHT CENTER-New and used gliders. SINCE 1973, CERTIFIED, FREE BROCHURE! 6-C Pameron, Ignacio, CA 94947. (415) 883-3494. DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! MISSION SOARING CENTER-Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 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 PINECREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. ''Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. SAN FRANCISCO WINDSPORTS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER-Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 687-3119. WINDSPORTS INT.-Since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and

CLASSIFIED ADVERTISING 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.

MOUNTAIN WINGS, INC.-6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. Delta Wing, Pacific Windcraft, Seedwings, Wills Wing and Skylines and Manta. Sail, airframe repairs on all makes, R/C equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555. SUSQUHHANNA FLIGHT PARK INC.-Central New Yorks Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O - 160', jeep rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153. WESTERN NEW YORK-Hang gliding and Certified Instruction. Rochester Area Flyers. Call Dave (716) 454-2179.

UTAH FLY UTAH WITH

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

NORTH CAROLINA

HAWAII MAUL SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. RR. 2, Box 780, Kula, ID 96790 (808) 878-1271. MINNESOfA

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

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

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

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

NEW YORK

PENNSYLVANIA FLY filGH 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.

International Schools and Dealers 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, Yugawaramachi, Kanagawaken, Japan 141. SWITZERLAND

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

SWISS ALP HANG GLIDING SAFARI-On vacation in North America until February 1988. For showing of film and slides of flying in Switzerland contact Ron Hurst, 1600 Hatch Road, Jackson, MI 49201. Agenda 1987: East Canada, Northeastern US September/October. Southeastern US November/December. Mexico, February/April. Western US, May/June. Western Canada, July. Alaska, August.

--------------------------------------------------------USHGA CLASSIFIED ADVERTISING ORDER FORM 35 cents per word, $3.00 minimum. (phone numbers - 2 words, P.O. Box -

1 word)

Photos - $10.00 Deadline, 20th of the month six weeks before the cover date of the Issue In which you want your ad (I.e. March 20, for the May laaua). Bold face or capa 50C per word extra. (Dou not Include first few words which are automatically caps). Special layouts or tabs S20per column Inch. Payment for first three months required In advance.

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

Begin with 19 consecutive lssue{s).

Parts & Accessories Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous.

Issue and run tor _ _ __

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

Please enter my claaalfled ad III follows:

Name:---------------------Address: _____________________

t I

Number or words:

-------@ .35 • - - - - - - -

Phone Number: P.O. BOX 88308, LOS ANGELES, CA 900M I (213) 31().3085

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

HANG GLIDING

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

Parts & Accessories

Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW! Lots of students ... not enough instructors. Send resume to: Mission Soaring Center, 11!6 Wrigley Way, Milpitas, CA 95035.

Rigid Wings 1979 FLEDGE 2-B-Good cond. White, yellow, red sail $600. S. Calif. Roy (714) 775-0672.

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

~blic&tions & -orgamzauons 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.

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.

MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over 100 photos and input from Hang Gliding's greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 plus $1.00 shipping. 5 or more, $4. 95 plus $LOO each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.

·-~-~-~~~-~~-~

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men',; sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066. The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps 50C per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing l'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA

90066

Hang Gliding According to Pfeiffer: Skills \For the Advancing PIiot

BALL ARIO 620 It - $125. Thomas 2000 Altimeter $85. Raymond competition cocoon 5'10'!.._6'. $125. Mike (412) 898-3219. SOAR through "THE GRAND CANYON" right in your own living room! 2-hour spectacular helicopter exploration. Breathtaking music. Critically acclaimed. VHS or BETA. Details FREE. Beerger Productions, 3217-Y Arville, Las Vegas, NV 89102 (702) 876-2328.

Miscellaneous THANK YOU to the Sylmar Hang Gliding Association members who have been donating some evening hours to help with projects at USHGA. Craig Baker, Hardy Snyman, Curt Trimble and John Watt, thanks. CB.

AUGUST 1986

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.

Videos & Films

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

NEW PRIMO II AIR MITIS-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.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 Y,'' dia. Inside or outside application. 25C each. Include 15 c for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066.

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. (9fJ7) 747-5858 312A Charteris, Sitka, Alaska 99835.

The most compreheneive 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 • Competition Flying • Cross-Country Flying • Equipment • 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 capy, $1 each additional in North America, $6 each elsewhere). Californians please add $.60 sales tax per copy. Total: , Mail form with check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach, CA 92652. Name Street City State/Zip------------• ... Dealer inquiries invited - 714/497-6100 , ..

CLASSIFIED ADVERTISING 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.

Index To Advertisers TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward. TYPE: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CONTACT: Robert Fullam, 551 Jean St. #302, Oakland, CA 94610. TYPE: 165 Demon. SAIL: Brown LE, orange TE. Disconnected nose batten, slightly ripped velcro on underside. CONTACT: Scott Nichols, Box 3035, Aspen, CO, 920-1295. TYPE: UP Gemini 164, 81', #164053. Orange leading edge and keel pockets, white sail, no mylar. FROM: hangar at Morningside Recreation Area, Claremont, NH. WHEN: Sometime in November, 1983. CONTACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539.

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.

Airwave .......................... 40, 11 Airworks ............................. 20 Ball Varios ......... , ................. 11 Bennett Delta Wing Gliders .......... 21, 31 Coonskin Inn ......................... 19 Hall Brothers ......................... 40 High Energy .......................... 20 Kitty Hawk West ...................... 26 Litek ................................ 40 Mission Soaring ....................... 11 Pagen Books .......................... 29 Para Publishing ........................ 44 Publitek .............................. 43 Saphir ............................... 9 Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Silver Creek ............... , .......... 20 Systems Tech ......................... 40 Sun Tiger ............................ 17 USHGA ..................... 9, IBC, IFC Wills Wing ........................... 7

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.

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MAHBIIDS by Maratys Wills. Entertainingly takes the reader from hang gilding's past to its soaring present. 8 pg color. 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIACATIOH MANUAL. Complete require· ments, syllabus, teaching methods. HAHG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurling. FL YING COHDITIGHS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HANG GLIDING AHO FL YING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING lECHHIQUES by Dennis Pagen. Tech· niques for cross-country, compelilion & powered flight. MANNED KmHG by Dan Poynter. Handbook on 10w launch llying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight ol Gossamer Condor. FEDERAL AVIATIGH REGULATIONS FDA PILOTS. 1983 Edition. Hang gliding pertinent information. FAI SPORTING CODE FOR HANG OLIDIHG. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dan Poynter. For beginners. An asset lo instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signotrs (all levels), glossary or terms, awards.

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ITEMS .. HEW .. USHGA 'HANO GLIDING' T-SHIIT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: SM L X·L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X·L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USHGA BELT BUCKLE. Solid bronze, custom design, reliel sculpture. 311, x 2'1<. USHGA SEW·OH EMBLEM. 3" dia., full color (red wings, sunburst wlblack print). USHGA EMBLEM OCCAL. 31h" dia., full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.

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

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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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