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

Close Out!

George Worthington's Book

"In Search of World Records'' ~-· __,J;c _- ._,'

ELEVEN WORLD HANG GLIDING RECORDS Three California Soaring Distance Records Distinguished Flying Cross

Mini Carabiner

Limited number of books remaining

Handy accessory-sized 60mm carabiner to keep your harness boot out of the dirt. Or use as key chain that represents your sport!

To order send check or money order to Hang Gliding Press, P.O. Box 22552-H, San Diego, CA 92122. Hard cover $18.95, soft cover, $13.95 plus $1.50 for postage and handling.

NOT for flight suspension. $3.50 each, postpaid from: USHGA P.O. Box 66306 Los Angeles, CA 90066

The Hall Airspeed Indicator A precision instrument for the serious pilot. Rugged, dependable and easy to read.

Airspeed Indicator with Long Bracket

Control Bar Protectors

Airspeed Indicator . . ...... $21.50 Long Bracket . 6.50 Foreign & C.0.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1· 118" 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

UP-Audio

Dual Batteries

Call Our Toll Free Reservation Line 1-800-821-2712 In Arizona Call Collect 1-263-6679 Ask for Operator 58 More /orlf0k!!l10ittlf at your U+IAUL Center

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

Your USHGA now pays 30¢ for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine. The Post Office returns undeliverable magazines to us and charges us 30¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation.

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Features A Flight For Breath

Columns 3 Viewpoint

by Barry Price photo by Chris Voith The Tennessee Tree Toppers raise more than $7,000 for the Cystic Fibrosis Foundation.

by Mike Meier Mike addresses the change-the-name issue with a different slant.

8 Tow Lines

19 Grouse Mountain '86

by Tommy Crump Keel towing with Sylvester's Kite Team.

by Steve Best photos by Leroy Grannis Results of the now famous world invitational hang gliding contest.

14 Safety Forum An important report on cable failures. Be sure to read this one! The USHGA Accident Review Committee asks for your help.

27 Wingtips © by Dennis Pagen Some tips on landing, wing loading and mylar.

32 USHGA President by Russ Locke Russ talks about the rating system and recent violations of the now-expired tandem exemption.

30 Fly the Friendly Skies Of Winter

Departments

article and photos by Dave Dunning Just because the air is getting cooler doesn't mean you have to give up flying!

33 Deja Vu And More

Page 19

article and photos by Randy Cobb Plaskett Creek may not produce 100-mile flights but it's one of the most beautiful flying sites in the country.

Page 30

COVER: John Heiney in his 155 Mystic and Airstream harness over Lake Elsinore, CA. Photo by the pilot. 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.

OCTOBER 1986

4 Airmail 6 USHGA Chapter Newsletter 11 Update 13 HGMA Certificates Of Compliance 36 Ratings And Appointments 40 Competition Corner 41 Classified Advertising 44 Stolen Wings 44 Index To Advertisers

TWICE AS MUCH FUN

THE SENSOR FOR EVERYONE. Seedwings intrcxiuces the NEW STANDARD MODEL SENSOR 510 B, a glider that offers the ultimate in sink rate, handling and stability, for the pilot who flies primarily for pleasure. "Weekend warriors" will find they can soar to the top of the stack with the Standard Sensor 510 B, by virtue of its superior turning ability and the best sink rate in the business. Pilots who thought they weren't strong enough to fly the most high performance glider cross-country can now fly more miles with minimum effort by utilizing the Standard 510 B's incredible climb rate, thermaling ability and effortless handling. Overall handling, stability and performance is unmatched by any other intermediate, (skill level 3) glider.

THE MOST SUCCESSFUL SENSOR YET. The Standard B is every inch a Sensor 510, with all racing options removed except those that improve handling and stability - the keel fin and the faired kingpost with its elevated suspention point. A supple sail with a small increase in twist (billow) is the key to handling ease, and the Standard 510 B's sail offers what our customers have come to expect - the finest in quality, innovation and workmanship. If its pure fun you want from your hours in the air, you can't do better than a New Standard Model Sensor 510 B. (For intermediate pilots and above.)

Donnita Kilbourne - "This new glider handles better than my 147 Harrier and 160 Duck and

the performance is tops on the stack.'' Debbie Roecker - "I've wanted to fly a Sensor for years. This is one of my most memorable flights ever.'' You will also get test flights by the manufacturer, the dealer and thorough product support.

THE LIGHTEST HANDLING NEW GLIDER IN THE WORLD HAS

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10 less ribs than its VG model, count them. The same as on the original 510, years ago. An empty weight of 66 lbs. 160 square feet of area. A 17 feet length in the bag.

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Price $2595.00 your custom sail colors.

Feature PIiot: Donnita Kilbourne Photo: Bob Trampenau

• 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, Illustrator 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

&ecutive Committee:

Russ Locke Dick Heckman Bob Collins Dan Johnson Cindy Brickner

REGION I: Ken Godwin, Jeff Bennet!. REGION 2: Gary Hodges, Russ Locke. REGION 3: Ken de Russy, Steve Hawxhurst. REGION 4: Bob Thompson, Jim Zeiset. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: John-Woiwode, Bruce Case. REGION 8: Robert Collins. REGION 9: William Criste, William Richards. REGION 10: Steve Coan, Rick Jacobs. REGION 11: Warren Richarson. REGION !2: Paul Rikert, Pete Foumia. DIRECJDRS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIREC!DRS: Bill Bennett, Walt Dodge, Eric Fair, Bettina Gray, Doug Hildreth, Mike Meier. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FA!), the v.mld governing body for sport aviation. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of FAI-related 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. by a means of op-en communication and to

advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles 1 photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc., whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and wh9se offices are located at 1!423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065, 398--0198. Second-class postage is paid at Los Angeles, Calif. and at additional mailiog offices. The typesetting is pl'O'lided by !st Impression Typesetting Service, Buena Park, Calif. The USHOA is a membercontrolled educational and scientific organi2ation dedicattd to exploring all facetS of ultralight flight. Membership is open to anyone interested in thls realm of flight. Dues for full membership are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $17.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label form a recent jssue. POSTMASTER: SBND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LGS ANGELES, CA 90066.

OCTOBER )986

VIEWPOINtr

Rewriting History by Mike Meier There's no question about it. Flying a hang glider is one of the most exhilarating, serene, joyous, fantastic, profound, romantic and downright satisfying experiences a human being can have. So the question is, why don't more people fly hang gliders? We probably have between six and seven thousand regularly active hang glider pilots in the United States. You can argue that it's more than that if you want to, but I'll bet a six pack I can back up my figures better than you can back up yours. Let's say 7,000. That's just under 3/1,000 of one percent of the population. That is, 3/10 of one percent of one percent. One out of every 35,000 people. We are indeed rare birds. How come? The explanation I hear most often is "bad public image." It usually goes something liike this: "The general public doesn't know anything about hang gliding and thinks we're all deathseeking crazies because the media doesn't give us any coverage except when they're sensationalizing about how dangerous and crazy we are and the public all thinks we're death seeking crazies because they all remember the days of the standard Rogallos when we were all so ignorant that we flew impossibly unsafe aircraft that killed hundreds of people in full luff dives and back then we really were death seeking crazies (because no intelligent or stable person would have flown such an aircraft) and now that we've left those dangerous days of unsafe equipment behind us and our sport is so much safer let's change our name to Sky Sailing so nobody will know what we are and we can start over with a fresh public image and pretty soon thousands of new people will enter the sport." This perspective conveniently gives us someone else to blame for our lack of growth and acceptance as a sport. We don't need to do any uncomfortable soul searching or ask any difficult questions about why more people don't fly hang gliders; we just blame the media. I can't help but feel, however, that this represents a pretty inaccurate analysis of both our history and our present situation. For one thing, I don't think the media would be joumalistically irresponsible if they did portray hang gliding as a dangerous activity. We pretty consistently kill about one per thousand per year. If you plan on a ten-year career in hang gliding, that makes your

statistical chances of dying in a hang glider about one percent. That's pretty high. Yes, yes, I know that virtually all of those deaths are caused by blatant, stupid pilot errors and can be prevented and that the statistics don't mean anything necessarily for any specific pilot, but the fact remains that hang glider pilots continue to die on a pretty regular basis. For another thing, I don't buy the idea that the media has treated us unfavorably in recent years. I've been personally involved in providing information or consultation for a half dozen newspaper stories and an equal number of television pieces on hang gliding during the last three years. In every case, the media people I have dealt with were conscientious, objective, reasonably accurate, and portrayed our sport in a very favorable light. We've got· ten quite a bit of very good and very positive national media attention recently. I do remember some very unfavorable and distorted media treatment of our sport back in the early seventies, but ironically it seems now to have been not much more distorted than the treatment those early days are now receiving in our own media from some of our own people. I don't think hang gliding is inherently all that much safer than it was in the days of the standard Rogallo. It is, I think, statistically safer, but I think that most of the improvement in safety has come from changes in the pilots and the pilots' attitudes, not from changes in the gliders. I don't know how many of those within our sport who now seem to characterize all of the early pilots as deathseeking crazies flying impossibly dangerous equipment were flying hang gliders back in the standard Rogallo days (1971 to 1975), but I think the standard Rogallo has gotten a reputation it doesn't deserve. As an aircraft, it had serious limitations, no question about that. It was marginally stable at best, and was prone to slip dangerously in steeply banked prolonged turns unless the proper degree of positive pitch was applied. On the other hand, all aircraft have limitations. The standard Rogallo required certain specific knowledge and skills to fly it safely. This too is true of all aircraft. If one flew a standard Rogallo without regard for those limitations, or without having the required skill and

VIEWPOINT

I I

knowledge, one was likely to be killed. Such always has been and still is the case in any form of aviation. There were a lot of ignorant pilots back then, and many of them died for their ignorance. There were a few standard Rogallos which were, through improper design, probably so lacking in stability as to be seriously unsafe. Most, however, were neither unstable nor unreasonably unsafe. Equipment failures in the early days were common, but most had little to do with any inherent deficiency in the design concept of the standard Rogallo. Most fatal equipment failures in those days were the result of crudely done repairs, lack of adequate maintenance and other factors which reflect more on the pilot's lack of appreciation for the seriousness of what he was doing. Most standard Rogallos were capable of performing all of the maneuvers incidental to what was then considered normal flying without spontaneously entering into fatal full luff dives or other unrecoverable attitudes. Back then, as today, the major cause of fatal accidents was gross pilot error. A great many of us flew standard Rogallos and survived. I didn't think then that what we were doing was unreasonably unsafe, nor do I now think that it was. This is not to say that modern hang gliders are not better, safer aircraft; they absolutely are. But as the aircraft have improved, and their limitations have been expanded, some pilots have continued to push each new generation of aircraft to the edge of, and sometimes beyond those limitations. I don't think that it is inherently less dangerous or less crazy to race down the Owens Valley just ahead of a raging monster gust front in a modem hang glider than it was to do whipstalls in a standard Rogallo, or tether one to the bumper of a car in gale-force winds. Either act is at, or perhaps beyond the very limit of the aircraft's capabilities. No, what separates the pilots of today from those of a dozen years ago is primarily the level of education, and experience, and the attitude of the average pilot. The average pilot has a much greater respect today for the demands inherent in flying an aircraft, and unlike his counterpart of 12 years ago, he fully recognizes hang gliding as a form of aviation. The average hang glider pilot today is in his mid 30's, has more than five years of hang gliding experience, is wealthier, wiser, and more cautious than his counterpart of 12 years ago. Such a group couldn't help but be safer as pilots. It is for this reason that I have a problem with those who want to change our sport to sky sailing, and tum our gliders into sky sails

and pilots into sailors. It was, I think, this same attitude that led some people to refer to hang gliding in the early days as "sky surfing," and it was this lack of recognition of hang gliding as a form of aviation with all the associated demands and potential dangers that helped to kill a lot of early "sky surfers" who never realized that flying can be practiced safely only by pilots, not surfers (or sailors). Finally, I don't buy the line about the average person outside the sport having an unshakeable preconceived notion that we are crazy and our sport is impossibly dangerous. I've talked to a lot of those people. Some, it is true, felt hang gliding to be quite dangerous, but all of those were receptive to my explanation that the actual danger for any given pilot depended more on his attitude than anything else. Mai;iy spectators I have talked to impressed me with their intelligent questions and their fascination with and envy of what we do, though few of them expressed any desire to try it themselves. And this, I think, may be the key. As fascinated as we pilots are with flight, we may lose sight of the fact that while such fascination may indeed be almost universal, the desire to actively pursue flight is relatively rare. Pilots in all forms of sport aviation always seem confounded by the fact that more people don't choose to become pilots. In hang gliding, which is both the most spectacular and the least popular form of sport aviation, we are particularly confused by this. But there is a difference between being fascinated by flight and wanting to fly oneself. And with respect to hang gliding, the ratio that defines that difference is, at present, something on the order of 35,000 to one. This is not to say that hang gliding cannot or will not ever become more popular than it is. Nor do I wish to denigrate the efforts to promote hang gliding of people such as those involved in Fly America. I make my living from hang gliding, and I'm all for promoting it. But I'm not interested in rewriting the history of our sport to do so, nor in trying to pretend that we're not involved in aviation when that's exactly what we're doing. I think it's time we recognize that there may be other reasons for our lack of popularity as a sport than just bad press. Judging by the disparity in all forms of sport aviation between the number of people fascinated by flight and the number who actually pursue it, those reasons are likely to be more subtle and more pervasive than just an occasional unfavorable newspaper article or a name lacking in romance.•

AIRMAIL NOf FOR THE MASSES Dear Editor, Couple of comments on the general state of the sport. I think the change-the-name idea is silly. It's "hang gliding," for better or worse, and we're not going to fool anyone or change image with semantics. I like "hang gliding," long may it wave. Declining membership and participation is troublesome and to me still somewhat puzzling, but I think we have to accept it and learn to live with the facts. It is strange, you can go to any supermarket in Wyoming, Utah, wherever, and find three fullcolor magazines about surfing. Good magazines too, lots of stuff in them. There just can't be that many surfers nationwide. I read Swfer when it was a quarterly, and they've certainly prospered. Sort of the same thing with skiing; most "skiers" only do it maybe once a year for a few days. Hellishly expensive. Maybe it's the sportswear connection and sexy image that makes the difference; maybe if we wore more spandex? Realistically though, I think the direction of the sport should be lean and mean - survivability with 5,000 nationwide. Maybe it's not a sport for the masses, and that's fine with me. Something special, for special people. People who fly see it one time, know it's something they have to do and nothing can keep them away. The rest, nothing could get them to try it. It really does take a lot of skill to do well and safely - a lot of dedication to learn. The three-dimensional spacial orientation is difficult for a lot of people, and it's very unforgiving of sloppiness. But I still think that working for exposure is good, and will maybe bring more of the right people into the sport. If all 5,000 of us wrote to the TV sports department we probably would see the Nats covered on Wide World or something. Why not publish some addresses and have a little letter writing campaign? Locally, the last Regional meet I attended wasn't even mentioned on the local sports page, though they certainly would have covered it if they had been notified and they would have brought some spectators with them. Next time I'll take care of it. Brian Black Ogden, Utah

DISSENT Dear Editor, I was quite surprised to read the letters (8/86) concerning "The Great Debate" because everyone of them supported a name

HANG GLIDING

IIEL1A WIii&

Accessories AIRMAIL change. Changing the name of our sport is a dumb idea. It reminds me of such insulting consumer marketing nonsense as putting a blue triangle on the same old toothpaste and telling the world that, "presto chango" it now fights plaque better. (What is plaque, anyway?) Are we really that superficial? Changing the name will not conjure up a more positive image. If people know what hang gliding is and they think it is crazy, changing the name will make no difference. And for those who are tired of constantly explaining to the ignorant that we do not get tired of hanging on, try explaining skysailing, sail wing flying or sky doggin'. Not only will you spend as much time talking as before, you '11 have to continually tell the rest of the world why we changed our name. I'm very proud of belonging to a sport that has organized and managed itself as well as hang gliding. And I'm equally proud of its humble and more risky beginnings. I suppose those riskier days have given legitimate reasons for some people to think we are crazy but I will not abandon that past for marketing reasons, especially since most of us would not be flying now if it were not for those "crazy people" ten years ago. Like with any other activity once considered crazy, name changes will make no difference. Only over time, as we continue our enviable safety record and organize substantive things like the Silent Airshow, will we change our image. And it is changing. I hang glide to escape the often stupid world of business. I'd rather leave the superficial "positive mental image" stuff to Mr. Whipple! Jim Long Palo Alto, CA

See Viewpoint in this issue. By the way, the name "hang gliding" is not a modern invention. It was used before the turn of the century, in German, by Otto Lilienthal.-Ed.

THANKS Dear Editor, Just a quick note to give credit where credit is due. Cindy Brickner and the rest of the staff at USHGA are doing a bang-up job. I have needed some things done lately and they have really bent over backwards accommodating me. Keep up the good work! (Have you noticed how much faster the magazine is getting out?) Scott Greenawalt Instructor/Observer Region VI

OCTOBER 1986

GOOD LUCK DAN Dear Editor, In the August issue of Whole Air magazine, Dan Johnson informed us that this would be the last issue and that SpoH Flyer newsletter would be expanding its coverage of hang glider information. The reasons for this change are straight forward and I'm sure no one can argue with them. Earning a living in hang gliding has been a struggle for those who have chosen to attempt it. However, this is a significant loss to our information network since, in my opinion, Whole Air magazine and Dan Johnson were one and the same. I seriously doubt that any publicaton without Dan working full time at the helm will be able to measure up to what we have come to expect from Whole Air. I'd like to wish Dan the best of luck in his future interests. While we may be reading fewer of his editorials, maybe some of us will be seeing more of him in the air. Russ Locke President - USHGA

CERTIFICATION NOTICE Dear Editor, An ad for the Seedwings Standard Model 510B Sensor which appeared in your September issue contained the statement, "You will also get HOMA airworthiness certification, ..." This statement may be misleading to some of your readers. No documentation package has been submitted, nor any HOMA certificate issued for the Standard Model Sensor 510B as of the date of this letter (September 8, 1986). HOMA policy prohibits advertising that a glider is or will be certified unless a certificate has actually been issued. Mike Meier HOMA President

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DEALER INQUIRIES INVITED

USHGA Chapter Newsletter

Conversion by Roger Sharf Reprinted from The lankee Flyer, Connecticut Hang Glider Association. An interesting thing happens to all converts. Be it religious, political or whatever, the common thread is a turnabout in one's beliefs. Why and how does it happen? No one really knows but there are some theories. Physicists think it has something to do with "seeing the light." Theologists feel it comes from being touched by the hand of God. I believe the biologists. I think it has something to do with being bitten by some species of bug. When I met my lovely wife she discovered early on that I was into hang gliding. No surprise. If I'm not flying, I'm thinking about flying. It was obvious to her and everyone else that it was a blatant suicide gesture and she could not understand why anyone would want to do that. I tried to tell her that it teaches you responsibility, discipline, patience, awareness, coordination and scads of other things. She of course told me I was full of shit. I explained to her that the wonderful sensations of flight are welcome in every child's dream. She said that she used to wake up feeling airsick after those dreams. Next I tried the poetic/romantic route. I said, "Hang gliding lets mortal man escape his earthly confines to fly with eagles and to view the world with God." She told me she was very hungry and needed to eat something. I had the feeling I married a diehard wuffo. As a last resort I said, "You just can't believe what a great feeling it is. It is the most incredible experience in the world." She looked at me like she was really pissed. She said, "You love that stupid sport more than you do me." I realized I was really pushing it so I replied, "I only love flying on nice thermally warm summer days more than you." I took that statement back after two painful sternal punches and a flat refusal of any sex for 6

several months. Well, we got married and began spending lots of time together. She slowly began to accept my suicidal tendencies. She even learned how to launch me. And a good little launch assistant she was. She would walk up to launch, kick some dirt into the air, check the wind direction and give me her opinion about the conditions. I knew something in her mind was changing by the way she treated wuffos. She answered all of their questions whether she knew the answer or not. The conversations would turn into discussions. She was the center of attention; nobody cared about me until I was ready to fly. One time I know she was lecturing to them 'cause I heard her quizzing some poor kid about the different kinds of clouds. There seemed to be a lot less discussion when I wanted to go flying. At first I would fly sites with good nearby shopping. That would always get her to come. After a while she didn't seem to mind all the bugs, the long hikes, the several hour drives, etc. I believe she was actually getting into it. She began to appreciate my excitement after a great day of CU's, thermals, wingovers, 360s, out and backs, gettin' high, sinkin' out, final approaches and flares. Then one day she said to me, "I don't think I'll ever want to fly alone, but if we're ever gonna go tandem, I'll need the basic ground schooling. Don't you think so?" I quickly looked up at the sky hoping to see that special light the physicists spoke about. I don't think two weeks went by before she was on the training hill for her first lesson. It went really well, to say the least. From a hundred yards away, I saw her feet lift off the ground for the first time. She maintained a record-breaking altitude of five feet for several seconds, and just before earth called her back down, she flared and executed a perfect landing. I heard a loud "YIPPEE." She popped out from underneath the glider, jumped up and down a few times and began rolling the diver back up the hill. After several flights, she looked like a bonified sky-pup. I couldn't believe it. On the way back home, she would not

shut up. She talked about each launch, every flight (in detail I did not think existed) and finally those real smooth landings. "Show off," I thought. Shouldn't have told her about my first twenty flights and all of the belly landings, tip stalls and crashes. Just before she went to sleep she garbled something about a real nice used Lite Dream she saw for sale, and how perfect it would be for a person her weight. I looked for the light, but it was pitch dark out, except for a passing headlight. I looked over and noticed she had several welts on her. The price you pay from being outside on a hot summer day. Suddenly I realized the biologists were right. Conversion requires being bitten by a bug, and I'm positive I know which it is. Your friend and mine; it's the mosquito.•

D HANG GLIDER NAVY WITH GREEN & GOLD SILK DETAIL

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HANG GLIDING

at a Showo

How many times have coworkers looked confused while you tried to explain hang gliding? How often have you wanted to catch that special view while flying? Here's a chance to show off our special perspective, the beautiful scenery and brag on our sport. The 1987 Hang Gliding Calendar is a big 12 x 24 inches, with 13 brilliant, exhilarating photos by such noted

photographers as Doug Barnette, Leroy Grannis, John Heiney and many newcomers. The 1987 Calendar can be proudly displayed in home or office. Order several and reward a driver, surprise a parent or brag to a friend Show off hang gliding with this quality calendar that is both beautiful and practical.

Only $8.50, plus $1.50 postage per order. Californians please add 6% sales tax. From USHGA, P.O. Box 66306, Los Angeles, CA 90066 (213) 390-3065

by Tommy Crump

have spent the last couple of evenings looking through our past videos to determine exactly when I became exposed to the center-of-mass tow system. My first exposure was the middle of June 1983 doing some hard towing at Gordon in a field. We were release. The Kite Team first tried the center--of-mass system, or skyting method, with a belt around the waist the last of July 1983 on the James River. The same day I flew with my version of a release mechanism, a modification of the other methods. Other people were releases and horse releases. I had a good in-line release from John Williamson and I had it as an apex release with a pull line to the base tube. It was a two-to-one system at that time. Sometime thereafter, late '83 or '84, I got away from the two-toone system and went to the one-to-one

system. The one-to-one system consisted of a rope tied to the keel out to the apex and then back to the arrangement encircling the flyer. The bridle had a spreader bar with a ring in the front so that you could be towed without any side pressure. I used this system up until the middle of August 1985. Some weeks after Bill Moyes was here in July 1985, we did some experimenting with a boom release that he had had success with in Australia. He had described it to me on the phone, and when he came to Virginia we used it successfully. The boom stuck out past the nose with a bungee that pulled it up. After we tried it in Virginia, John Williamson experimented with it in Maryland. The points that Bill Moyes made about the boom are: The boom offers a stationary place to mount the release, not dangling on a rope. The release mechanism handle is on the base

tube where you can put your hand on it without letting go of the base bar, to release yourself in an awkward situation without letting your body fall out of control. Skip Springer and I were trying to develop a different release mechanism that would not involve the boom, and that would do away with the apex release which was activated by taking your hand off the glider and reaching a line or rope to get yourself released. So fooling and experimenting with some releases we already had at Moore's Brick Cottages, Sylvester's Tow Kite Team came up with a variety of different ways that a release could be secured to the keel. At that time I experimented with a Moyes A-frame re·· lease that I had. The overhead release the A-frame was turned around back .. wards so the rope ran down through manent rings on the side of the harness and out in front. The first bridle had a spreader bar in front with a short V pull, or a bridle with an overhead or front rope that went through some under the keel and then back to the release through the A-frame. The LEFT: Close-up of the release mechanism. BELOW: The complete system.

HANG GLIDJNG

TOW LINES method seemed to work successfully that first weekend, the middle of August 1985, that we tried it. I have experimented with the system, have modified it and am using it at this time. The modification is a keel release mounted in front of the A-frame with the bridle going through the harness rings and up to the release. When the rings on the harness are in the proper position and the release is hooked on the keel in its proper place, no push-out or pull-in is necessary under tow. The overhead or the front rope of the bridle comes up to the same release. When the flyer releases all the ropes go clear; the overhead rope drops clear away and the two back ropes, body ropes or lower ropes, fall or are pulled straight through the harness rings and are gone, clear of the flyer. You have an unhampered flight immediately upon release. The system has been released under tow, shortly after takeoff and at peak altitudes, under tension, and all have released properly. Most releases, naturally, are made after the boat has stopped. Because of the long bridle, fifteen feet long, there is no pressure on the flyer and the tow flight is as close as I can imagine to free flight. The one thing that keeps it from being the same as free flight is that as you near the top, or as you are peaking out, the overhead rope comes down to the base bar and you have to move your head off to one side to get away from it. Other than that, it is a very comfortable, smooth and reliable tow arrangement. It could replace all the different types of tow arrangements that exist, whether it be three-ring releases, dog/horse releases, a variety of number one releases, apex releases and number two releases. Some things I have noticed in some of the center-of-mass release mechanisms are: 1) breakage or failure of dog/horse releases, 2) three-rings are somewhat of a hassle to hook up and may prematurely release or snag on something, causing them to come open. Some of the threaded releases I have seen, where the release is on the keel or a jam cleat-type of release, will whip around and smack

OCTOBER 1986

the flyer on the leg, between the legs or in the face, or it may wrap around the base tube or hang up. These arrangemen ts all have their pitfalls, but as far as I can see the particular release mechanism that I am using does not readily show any pitfalls. In a release system simplicity is important. In the keel towing system you must be careful to thread the bridle lines through the rings on the side of the harness, not through the harness straps, and hook it on the release. The bracket that holds the release is simple in design and fits right on the Moyes A-frame arrangement. A similar bracket could be adapted to most any hang glider Aframe. The particular bracket and release I have folds up with the hang glider and the release folds up when you take the A-frame apart. It folds right up in the bag and zips up nice and neat so you don't have to hook up the release separately when you set the glider up. Advantages and disadvantages of the Sylvester's Kite Team keel towing system: The disadvantages of the system are few. You have to keep 15 feet of bridle rope straight. Three lines must be separated and hooked up. If the bridle arrangement drops in the woods, it could get tangled or snarled. The advantages are: The system slides on a carabiner. If the system malfunctions you can, when the boat stops, pull up the line and set yourself free using the carabiner. When you release you are totally free of all lines. There is nothing to hang up on anything on your landing approach nothing for you to step on or trip on. Once you release there is no time invalved in pulling up release ropes or bridles and hanging them on the wires. Once you release you're done; you are totally free as with the old Moyes system. In a tight situation, or shortly after takeoff, if you have to release you don't have any ropes to be fooling with. A ring or a float is put on the bridle to prevent the kite from nosing over on takeoff, because of the inertia of the pilot wanting to stay behind as the glider lifts off. A float also keeps you from losing your bridle in the water if it comes loose from the carabiner. A for-

tunate safety feature is that if a bottom line breaks, the bridle will thread through the carabiner at the tow point; that leaves you standing there rather than jerking the nose of the glider over as with the old systems. If the top rope breaks you will probably just take off and fly away. The tow bridle does not hook to the harness in any way that would create additional pull on the harness or harness straps. This is another safety point. The release that I am using works every time and is mechanically sound. You need not have an additional release in case this one fails. A good mechanical release, under most all circumstances, is going to release every time. There are some things that you must rely on hundreds or thousands of times without failure. A release mechanism that is properly designed can do that. The particular release that I am using now is a modified Moyes release which allows you to reach up and push the gate open with your hand to release the ropes. Back when the center-of-mass system first appeared in our area I was still flying the Moyes double release A-frame, even while other people were using the new system. I became convinced that the center-of-mass system was effective when Skip Springer had several aborted takeoffs with the tow bar system on his beginning flights. After several of those we switched to the center-of-mass system and away he went with no more problems. One problem that some skyting bridles or release mechanisms solve is that if a pilot fails to hook in the arrangement will release him from the tow. Our solution is to set the glider up at the beginning of the day, hook the harness to the glider and then never unhook it again. You step in and out of the harness. With our keel towing system we don't actually tow the pilot; we tow from the keel with the pilot between the body bridles. The body bridle does control the pilot in pitch but not as much in roll as with some skyting systems. We welcome your comments. Contact: Tommy Crump, P.O. Box 813, Chester, Virginia 23831 (804) 748-7886.

1986. It's a brand new season, but it's the same old story.

1st Place · 1st Place · 1st Place· 1st Place · 1st Place· 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place · 1st Place ·

Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing Sport Wills Wing Sport Wills Wing Sport Wills Wing HP Wills Wing Sport Wills Wing Sport Wills Wing Sport Wills Wing Sport Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP Wills Wing HP

1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986 1986

PHOTO BY LEROY GRANNIS

U.S. National Champion - Rick Rawlings U.S. Nationals World Class Champion - Rick Rawlings New FA! World Record - 215 Miles - Larry Tudor Grouse Mountain Aerobatic Meet - Mitch McAleer Grouse Mountain Spot Landing Contest - Rob Kells Grouse Mountain Womens Championship · Cindy Drozda 14th Annual Cochrane Meet - Willi Muller Region 3 Championships - Butch Peachy Western Canadian Championships - Willi Muller Alberta XC Meet - Willi Muller Region 12 Championships · Paul Voight German Women's Championship Tyrolean World Masters Austrian National Championships Region 4 Regionals - Jim Lee Chelan Classic Buffalo Mountain Australian XC Meet · Rick Rawlings USHGA No.I Ranked Pilot - Rick Rawlings

100 MILE AND LOCAL RECORD XC FLIGHTS OUTSIDE THE OWENS VALLEY Wills Wing HP 1986 - 106 Miles - PA State Record · Pete Lehman Wills Wing HP 1986 - 109 Miles - Jim Zeiset Wills Wing Sport - 1986 - 135 Miles - Willi Muller Wills Wing Sport · 1986 · 145 Miles - Bob Thompson Wills Wing HP 1986 - 116 Miles - Indiana State Record · Mike Boerschig Wills Wing HP 1986 - 173 Miles - New Mexico State Record Jim Lee Wills Wing HP 1986 - 150 Miles - Colorado State Record - Ian Huss Wills Wing Duck 1986 - 108 Miles - Richard Annis

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STEW SMITH DIES IN LANDING MISHAP Stew Smith, internationally rr,now1nP.r1 hang glider pilot and 1984 U.S. Champion, was killed in a landing mishap during the Masters at father Mountain, North Carolina on September 5. News of the tragedy reaches us just as we go to press so details arc still unclear. However, accident occurred on landing at Meadows," an alternate landing site known for its turbulence. Stew had recently set a cross country record miles at Grandfather (see July, 1986 Hang Gliding). Stew is survived by his wife and young children. Donations can be to the Stewart Smith Memorial Apery County Bank, Newland, NC

SILVER WINGS Silver Creek Co. has expanded now Silver Wings, Inc. In addition selling harnesses, parachutes, ments, gliders, and parts they now beginner hang gliding instruction in northern Virginia area. Silver Wings is now importing hanger harnesses from Blackhawk Industries of New Zealand. known for their pod harnesses, now manufacture a knee hanger harness pulley. These harnesses are reputed excellent for since they free leg movement for running. $129. Contact: John Middleton at 533-1965.

l<'I,Y AMERICA UPDATE AND TOWING SEMINARS Fly America is now officially a nia Corporation, however their status has not yet been granted. Fly America T-shirts are available for plus $2.50 P&H in small, medium, and extra large. The logo is tw,:i-co1c>r. red and blue, on white shirts. If enough interest is generated FA

OCTOBER 1986

bring Jerry Forburgcr to California for two Air Time Of Lubbock towing seminars. The dates are slated for Oct. 25-26 in Los Angeles, and Nov. 1-2 in San Francisco. The cost of each is $JOO payable at least one week in advance to Fly America and is non-refundable. A combined minimum of 20 pilots is required to hold the seminars, however if this is not achieved all money will be refunded. f<A is still interested in sponsors and a knowledgeable accountant who can help them obtain non-profit status. Contact: Fly America, 316 S. Rodeo Dr., Beverly Hills, CA 90212 (213) 596-7642.

WHOLE AIR MAGAZINE CLOSES ITS DOORS The August 1986 issue of Whole Air was the last. Publisher Dan Johnson cites stagnation in the sport as the main reason for the decision to quit, pointing out that the publications business is a big numbers business. The numbers aren't there any more. Whole Air subscribers will receive copies of Sport Flyer to complete their subscription terms, and Dan will continue to write for this sport aviation publication. Sport Flyer will also be increasing its coverage of hang gliding. Whole Air began in May of 1978. At that time it was a black and white newsprint, all adve1tising give-away. The response to the project was great enough that Dan turned Whole Air into a hang gliding publication, which survived for 51 issues. Those of us at USHGA wish Dan the best of luck in his future endeavors, and we thank him for his many fine contributions to the USHGA and the sport of hang gliding.

AIR OVER EVEREST Monday, August 25th saw a strange assemblage of materials parade through the international terminal at Los Angeles Airport. Gliders, harness bags, camera equipment, hiking gear and soft-sided

suitcases were being checked onto a flight for Seoul, Korea. The occasion was the departure of 'Air Over Everest' the objective of achieving soaring flight over the highest mountain on earth. Pilots Bob Carter, Truckee, CA, Steve McKinney, Olympic Valley, CA, and Larry Tudor, Draper, UT, arc part of a fifteen-person expedition that will spend September and October in Tibet. The climbers of the group will assist in the ..... ,.,,, ........ ,.. aspects of the climb and film ascent. The pilots are attempting to fly their gliders over Mt. Everest (29,028 ft.) following a prone launch from skis high on the mountainside. Extensive prcparahave gone into the acquisition of from clothing to oxygen systems for flight. GTE Sprint and Gillette are sponsors of the expedition. Wilderness Experience Sierra Designs and North Face have all donated equipment to the effort. Hang Gliding will report the efforts of these pilots in their reach for the highest bit of sky.--CB

ROGALLO CELEBRATION

Francis Rogallo, the "father of hang " celebrated the anniversary of invention on August 15 at Kitty Hawk He discussed his research and inof the Rogallo wing, the flexible design that lead to the development the hang glider. He described his flyof the first successful prototype of wing in 1948, while he was working an engineer for the National and Space Administration

UPDATE (NASA) The audience enjoyed a film about Rogallo's experience. In celebration of the event, Rogallo cut an anniversary cake for his audience. CARBON DRAGON

Jim Maupin has designed a new footlaunchable wing with airfoils developed by Irv Culver. It has a span of 44 feet. It has 30% chord, full span flaperons. As flaps, they operate from -5° to +15°. As ailerons, they have a 5 to 1 differential and operate from 5 ° down to 25 ° up. They are driven by two vertical pushrods operating inside the fuselage. In flight, the pilot is totally enclosed. The cockpit area is 17 inches wide in the area of the pilot's hips. Twelve inches above this in the shoulder, arm, and elbow area, it is 25 inches wide. The structure consists of two triangular torque boxes down each side. The landing gear door is hinged on one side. When closed and latched, it is a 7.5 G structure. You land on a skid on the bottom of the door. The door extends some distance behind the pilot. If he stumbles and falls forward, his body goes up inside and the airframe hits the ground. This pilot does not get a 120 lb. glider on his back. It is envisioned that the sailplane can and will be flown off the skid, thus allowing an almost unlimited range of launch techniques - foot, auto tow, winch tow, rubber band, six Boy Scouts, etc. The whole glider is designed to 7.5 Gs ultimate, and will be proof loaded to the 5.0 G limit load. The aircraft is estimated to cost $2,000 in materials and requires 1,000 hours to

build. For further information on the Carbon Dragon send $5.00 to: Jim Maupin Ltd., 26338 Zephyr, Harbor City, CA 90710. TOP 27 BUSINESS MEMBERSHIP CREDITS FOR AUGUST, 1986 No. of Memberships

Place

Business Name

Mission Soaring Center

Nova Air

Kitty Hawk Kites East

Hang Glider Emporium

Mountain Wings

Aeolus Santa Barbara HG Center Windsports Int'l

7 7 7

Chandelle Kitty Hawk Kites West

6 6

Eagles Nest Lookout Mtn Flight Park

5 5

Ivory Eagle

Hang Gliders West Morningside Rec Area

3 3

Free Flight Hang Flight Systems Hang Gliding Center SD Hang Gliding Shop Ventura San Francisco Wingspans Susquehanna Flight Park Tradewinds Hang Gliding

2 2 2 2 2 2

Airplay'n Flight School Maui School of Hang Gliding Pine Crest Air Park Ultralight Flight Systems Wills Wing

I I 1 I I

MORE HANG GLIDING SAFARIS Rio De Janeiro is the latest destination for Achim Hageman's worldwide hang gliding safaris. Last year's trip to Rio to celebrate the new year in style was a great success, and resulted in a lot of flying and partying. This year's trip will leave on Dec. 29, 1986. They will be staying in a hotel near the beach for one

week. Double surface gliders are available for rent at the rate of $40 per day in U.S. dollars. The gliders available are: Comet, Magic and Duck. Return date is Jan. 4, 1987. Other destinations include a trip to Hawaii, Dec. 20-27 and a safari to New Zealand, Jan. 17-31, 1987. For the first time there will be a safari to Africa to fly Mt. Kilimanjaro (19,340 ft.) and to fly in the Rifft Valley in Kenya. The Rifft Valley has a 400-mile ridge, and they have received various reports of cloudstreets at 12,000 ft. at 8:30 in the morning. Plans for 1988 include a safari to the World Meet at Mt. Buffalo in Australia and a stop over for diving at the Great Barrier Reef, planned for Dec. '87 to Jan. '88. Contact: Achim Hageman Worldwide Hang Gliding Safaris, 29 State, St., Santa Barbara, CA 93101 (805) 687-3119.

NAA TOUR TO USSR In April NAA sponsored a trip to Czechoslovakia and Russia. It was a great success, and all of the 37 travelers returned tired but satisfied. Because of continuing interest in this type of tour, NAA is now planning a similar one in November to Moscow, Suzdal/Vladimir, Ulyanovsk, and Leningrad from November 11 to November 25, 1986. In planning this tour NAA has applied the lessons learned on the April trip. The tour will include aviation activities plus alternate arrangements so that those interested can concentrate on social and cultural attractions - plus shopping, of course. Dr. Strickler, NANs educator and Russian expert, has already conducted a number of tours to these areas; and NAA is in contact with counterparts in Russia to insure that this will be an interesting and memorable trip. Round trip, all-inclusive fare was quoted at $1,897. Reservations were requested by Sept. 27. If you have a current passport and wish more information on the tour contact the USHGA office.

HANG GLIDING

UPDATE WILLS WING TO DEMO GLIDERS ON EAST COAST Rob Kells will be on hand this month to demo the newest Wills gliders on the

East Coast. Included will be videos, slides and fun. Dates and locations: Chattanooga, TN, Oct. 11-12 - Contact: Sequatchie Valley Soaring (615) 949-2301. Clairmont, NH, Oct. 18-19 Contact: Morningside (603) 542-4416. Ellenville, NY, Oct. 25-26 - Contact: Fly High Hang Gliding (914) 744-3317. Cape Cod, Nov. 1-2 - Contact: Connecticut Cosmic Aviation (203) 267-8980.

HGMA COMPLIANCE VERIFICATION SPECIFICATION SHEET

All dimensions in inches; weight in lbs. NOTE: These specifications are intended only as a guideline for determining whether a given glider is a certified model and whether it is in the certified configuration. Be aware, however, that no set of specifications, however detailed, can guarantee the ability to determine whether a glider is the same model, or is in the same configuration as was certified, or has those performance, stability and structural characteristics required by the certification standards. An owner's manual is required to be delivered with each HGMA certified glider, and it is required that it contain additional airworthiness information.

GLIDER MODEL: LITE DREAM 220 MANUFACTURED BY: Delta Wing 1) Weight of glider with all essential parts and without coverbags and nonessential parts: 65

OCTOBER 1986

2) Leading Edge Dimensions a) Nose plate anchor hole to: I) Crossbar attachment hole: 148.25 2) Rear sail attachment point: 252.50 b) Outside diameter at: 1) Nose: 2 2) Crossbar: 2 3) Rear sail attachment point: 2 3) Crossbar Dimensions: a) Overall pin to pin length from leading edge attachment point to hinge bolt at glider centerline: 131-3/9 b) Largest outside diameter: 2 4) Keel Dimensions; least and greatest allowable distances from the line joiniRg the leading edge nose bolts to: a) The xbar center load bearing pin: 88.50 b) The pilot hang loop: 70 5) Sail Dimensions a) Chord lengths at 1) 3 ft outboard of centerline: 106 2) 3 ft inboard of tip: 42 b) Span (extreme tip to tip): 435 6) Location of Information Placard: Keel Location of test fly sticker: Keel 7) Recommended pilot weight range: 180-400 8) Recommended Pilot Proficiency: I

GLIDER MODEL: LITE MYSTIC 166 MANUFACTURED BY: Delta Wing. 1) Weight of glider with all essential parts and without coverbags and nonessential parts: 64 2) Leading Edge Dimensions a) Nose plate anchor hole to: 1) Crossbar attachment hole: 134.50 2) Rear sail attachment point: 230.50 b) Outside diameter at: 1) Nose: 1.75 2) Crossbar: 1-7 /8 3) Rear sail attachment point: 1.75 3) Crossbar Dimensions: a) Overall pin to pin length from leading edge attachment point to hinge bolt at glider centerline: 107.75 b) Largest outside diameter: 2.00

4) Keel Dimensions; least and greatest allowable distances from the line joining the leading edge nose bolts to: a) The xbar center load bearing pin: 51.50 b) The pilot hang loop: 68-7/8 5) Sail Dimensions a) Chord lengths at 1) 3 ft outboard of centerline: 82.50 2) 3 ft inboard of tip: 36 b) Span (extreme tip to tip): 412 6) Location of Information Placard: Keel Location of test fly sticker: Keel 7) Recommended pilot weight range: 140-200 8) Recommended Pilot Proficiency: III GLIDER MODEL: LITE MYSTIC 177 MANUFACTURED BY: Delta Wing 1) Weight of glider with all essential parts and without coverbags and nonessential parts: 66 2) Leading Edge Dimensions a) Nose plate anchor hole to: 1) Crossbar attachment hole: 143.50 2) Rear sail attachment point: 237 b) Outside diameter at: 1) Nose: 1.75 2) Crossbar: 1-7/8 3) Rear sail attachment point: 1.75 3) Crossbar Dimensions: a) Overall pin to pin length from leading edge attachment point to hinge bolt at glider centerline: 116-5/8 b) Largest outside diameter: 2.25 4) Keel Dimensions; least and greatest allowable distances from the line joining the leading edge nose bolts to: a) The xbar center load bearing pin: 53 b) The pilot hang loop: 71.25 5) Sail Dimensions a) Chord lengths at 1) 3 ft outboard of centerline: 84.25 2) 3 ft inboard of tip: 36 b) Span (extreme tip to tip): 423 6) Location of Information Placard: Keel Location of test fly sticker: Keel 7) Recommended pilot weight range: 170-240 8) Recommended Pilot Proficiency: III

Rule and Vern Rule Reprinted from Airborne

Publication of the New Zealand HCA

Photo 1. End-on view of a broken 7x7, 2.5mm stainless steel flying wire where it emerges from a nico.

News has reached us of a fatality at Ed Levin Park near Milpitas, CA. John Thoe was killed when the cross bar restraint cable jailed on his ProAir Pro-·Stm: All owners of ProAir gliders are urged to inspect this cable, and replace it if necessary, before flying again. This is the most recent in what appears to be an epidemic of cable .failures. I have become aware of at least a half-dozen in recent weeks. Most have gone unpublicized because no injuries were involved. Manufacturers recommend that major load-bearing cables be replaced at least once a year. Once a cable has been kinked it is no longer serviceable and must be replaced. Regular inspection of cables, especially at the nico, must be made a part of your pre-flight routine. Many pilots are now flying gliders that are several years old, and most have 14

probably never had the cables replaced. ff' your glider is more than a year old DO IT NOW. I would like to see January made official USHGA glider refiffbishment month. 17iis is the slow season for the ma.m4acturers and dealers and is a pet:f'ect opportunity to take your glider in and have it completely disassembled, inspected and repaired.-&1.

wires from two double-surface hang gliders were tested at the University of Auckland's School of Engineering. These gliders were carrying wires aged 3 and four years respectively. Some surprises were revealed. In flight, the tensions on hang glider support wires are generally considered to be well below the maximum tensile load values for these

wires. Without engine vibration it is assumed they will last almost indefinitely ... Not so. Wires on both hang gliders were seriously faulted, having broken innercore strands at the exit of the nico-press sleeves. On one glider, plastic heatshrink sheathing covered the sleeves (the inside wing end). Upon cutting away the sheathing, broken outer strands were exposed. Because of the sheathing, they had not been visible during pre-flight in·· spections. Later analysis indicated that numerous strands of this 7x7 2.5mm wire had been broken for some months. On the second glider a nico-press sleeve had been applied incorrectly by being pressed close to the edge. This formed a sharp edge at the wire exit. The inner core had broken strands. This was four-year-old lxl9 3mm wire, which yielded to destruction at 394kg. An undamaged portion of the same wire yielded at 800kg but only at a newly fitted nico-press done especially for the strain test! The wire was crushed by excessive pressure. The other end of this test piece held on an original sleeve. A close inspection of the first wire using electron-microscopy gave deeper insight into its destruction. As can be seen in Photo 1 the wires have broken at three different lengths each length showing a different failure type. l) The first group are short wires, which broke flush with the nico. Higher magnification revealed these had broken due to fatigne (photo's 2 and 3). Corrosion pitting indicates that these wires had been broken for some time (6 months plus). 2) The second group (photo's I and 4) are longer and exhibit varied failures from fatigue to torsional twisting. Aging of these failures show that they have occurred over a period of time (months). Therefore these wires show signs of failure before breaking. 3) The third group (photo 5) are long wires, which have broken under load. They have produced ductile fractures which are distinctly cleaner than the others and are obviously recent fractures. The obvious question is, why the wire failed at all. Destruction tests were made

HANG GLIDING

on new see any appeared. They did, as can be seen by comparison of photo's 7 and 3. Also noted was a 30 % weakening effect on the wires, caused by the nieos crushing the wires (photo 6) creating stress points. These stress points soon cause fatigue and/or weakening of the wire. This is evident in both 2 and 7, as both failures originated at the crush area. A contributing cause of wire failure is corrosion. Salt has entered the encap·· sulated wire, and remained trapped there. Without free oxygen it attacked the wires particularly in the fatigue cracks. This considerably accelerates the failure process (see white spots photo 4). What is commonly not appreciated about stainless steel is that when it is excluded from the air it can react very cor·· rosively with metals (and carbon) with which it would otherwise be reasonably stable. For this reason unpassivated (airexcluded) stainless steel cannot be used in the underwater section of a boat hull or its keel. Unpassivatc:d stainless steel is located on a different place on the galvanic tables and is more reactive. Hense our discovery of corroded strands of stainless steel wire underneath the plastic sheath, where it had an environment of different: metals (the nico) with traces of salt. On the basis of these investigations it is recommended that the following precautions he followed: (I) All plastic (or other) covering be removed from sleeve exits so that air may always freely permeate, and so that the wire strands remain clearly visible for pre-flight inspections. (2) A careful inspection be made of all wires. (3) Nico-press sleeves if crimped close to their be replaced. (4) Load-carrying wires after 75 hours use, or 3 years age, be replaced. (5) Side wires be replaced hy 7x7 3mm wire (not 2.5mm) (cost approximately $30 a set).

P.S. FROM THE AHGC PRESIDENT One of these wires showed broken strands only after healthy bending and twisting to see inside it. The other looked perfectly serviceable as well. The point is, a visual inspection is not good OcroBER 1986

Photo 3. A 60% crush damaged stmnd from photo 2. Manufacturer induced failure.

ii®f'Mll 1·. Photo 7. A closer look at the marked rectangle area in photo 6.

remove the salt water that seeps along the wire into the nico. The average novice Lancer 4 pilot wouldn't load a side wire much over 40kg but a double surface kite doing wingovcrs could in-· crease this three times.

enough. The life of a cable can vary so much depending on its treatment. Auckland wires will inevitably come in contact with salt. I have always thought salt didn't hurt stainless steel too much. would now suggest any wire that has been immersed in salt water be thrown away. Even sand carries salt. Even thorough washing in fresh water doesn't seem to

Nicopresses arc oval-shaped copper sleeves used for making splices in The sleeves go over the two strands and are compressed with a special tool, the nicopress splicer. The tested strength of these joints is more than the cable Some unsophisticated manufacturers put two nicoprcsses on instead of one. This makes the joint more likely to fail than if only one is used because the 15

SAFETY FORUM is stiffer. Instead of flexing under load, it pulls back and forth, thus loosening the splice (see diagram). In many tests, the

pressures. These test results, it is hoped, will assist nicopress splicers for optimum adjustment (for maximum cable strengths). Inclusive with these tests we will be investigating the claims about single nicos being stronger. •

Statistics double nicopressed cables always failed before the single. One would think engineers being aware of this would use the safest method of single nicopresses. After all, they cost 20 cents each, so it's cheeper and takes less time to use the safe method. The startling fact is that only one manufacturer in the entire ultralight industry uses the safer single nico method of splicing cables, and that is Wills Wing hang glider company of Santa Ana. Why? Perhaps some builders simply don't know the single nico is stronger and less likely to fail or it could be they just copied what someone else was doing. Others, who are aware one nicopress is stronger say, "An extra nico over the cut end is a good way to keep the end from scratching anything and there really isn't that much difference in strength." I think the reason is that the average person buying an ultralight sees two nicopresses on the cables and assumes its "common sense two must be twice as strong as one." Another probable reason is that the manufacturers are not about to argue with their buyers' "common sense" so they go ahead and put on the less reliable doubles as a sop. Comments: In our recent report (see 'Cloud Base' Feb.'86) the nicopress joint was found to be weaker than the cable, evidently because excessive pressure on application shattered the crystaline structure of the stainless steel wires. Shortly we will be investigating a new batch of test-cables with nicos which are applied under various pre-determined

From the USHGA Accident Review Committee

One

of our human frailties is the compulsion to compare; almost everything gets compared to everything else. In hang gliding we are afflicted with this malady as well. We compare the performance of our machines, the handling, the ease of launch and landing, and of course, which pilot is best. One of our long-standing comparisons has been to compare our sport with others in terms of safety. We are really doing pretty well in that category, but we do need some more information for keeping the public up to date as to how we are really doing and portray an appropriate image for our sport. In order to do that, we need good statistics, and for that we need your help. We have always had a problem in hang gliding to determine the appropriate denominator. As you know, an accident rate or a fatality rate needs both a numerator and a denominator. The numerator has been fairly easy to obtain. We simply count up the number of deaths over the year, and at least for the past few years we have been very accurate in that category. Accident rate is a little harder, since the numerator depends upon you sending in accident reports. The denominator for the fatalityaccident equations is the problem. Traditionally we have used the total number of hang glider pilots in the United States. Of course, we had no idea what that number was, so we made some guesses

based on USHGA membership, number of gliders sold or someone standing up at the Board meeting and saying, "Well in my region USHGA membership versus nonmembership has a ratio of 1:1, therefore, there must be X number of pilots in the United States." I think you can see the problem. Probably the best information we have comes from the USHGA's questionnaire sent out each November with the ballot for regional director. We have the number of USHGA members. We have an idea of how many air hours per year they fly. We know how many gliders they own and we know how many flights per year they have. Well, sort of. There are several possible denominators to use in the equation. One is simply the number of pilots flying in the United States. Another is the number of flights (launches and landings). Another is the number of air hours per year. Another possibility is to include students. Including students who take a one-day lesson can be justified on the basis that we include them in the numerator (if one of them is killed, they get counted), so it is only fair to include them in the denominator as well. Obviously the more numbers in the denominator, the lower the fatality rate. General aviation has traditionally used air hours as their denominator. What the USHGA would like to do is to create accurate 1986 fatality rates. To do this, we need your help. The past two years have demonstrated our questionnaire return rate to be 17 and 24 % respectively. Our questions this year include attempts to determine how many hang glider pilots there are, how many flights they have, how many air hours they fly and how many accidents they have. By filling out the questionnaire and sending it in, whether or not you are voting for a regional director, you will be helping us a great deal to accurately reflect the safety of our sport and improve our image to the general public. We thank you in advance for returning the questionnaire when it appears in next month's magazine.•

HANG GLIDING

by photo by

has been heard at most local flying sites, one "wuffo" to another, "Reckon why they jump off these bluffa?" Another says we just haul these things around for looks. Well, that does happen sometimes when the wind and weather aren't the way we would like. I would like to inform readers of Hang Gliding that we here in TTT land have added a new dimension to our list of events this past year. Last winter my wife Cindy and l proposed to the Tennessee Tree Topper Club that we put on a fly-a-thon for a worthy organization. Friends, the Cystic Fibrosis Foundation is definitely worthy and in need of support. I know what a lot of you are think·· "Who doesn't need suppmt and gee, Pw•n11rm,m is out for a donation." One reason why we think this way is that we arc usually uninformed. What do you think when you want to go flying, "Is there enough air to get me up?" After research and discussions with others involved with CF it was clear to sec these kids think about the same "Can I get enough air to breath, then I'll get The TTT Club thought it was a great idea. The format was proposed as tl1is: We would nm an XC event for six weeks in the spring, allowing all interested 0CTO!IER 1986

pilots a chance at a good weekend. The rules were basic TTT XC rules with one exception; all flights under JOO miles were on the honor system, over JOO miles and I would personally check to it was legit. We didn't have any over JOO this year, but maybe next. The second part was a spot landing contest held at Lookout Mountain. My good friend Jerry Dodgen, whom some of you know, from Hotlanta, Georgia, talked to me and talked with Matt Tabor and got it all lined up. We had soft drinks and beer for donations and charged to park. It took two weekends to accomplish, but was worth the effort. Jerry proved to be an invaluable asset to me. He also was top money raiser with over $6,000. I won't go into all the details but Jerry went as far as setting up his glider in the lobby of his office building with signs and information around it. Thanks Jerry! While I'm on the subject, my wife Cindy did most of the correspondence and phoning for me. Without her help and her idea for this we would have just been out there scratching for lift. We did have some good flights and we ended the XC in conjunction with our regionals. Let me tell you about Michael Smith. Michael is a bright-eyed 10-year-old with

a spark in his eye and determination in an that he does. Michael came out to Henson's Gap, our site here in the beautiful Sequatchie Valley, with Margaret Craft, the mother of a CF daughter. Her daughter was out of town so she brought Michael. They both live in the Chattanooga area and Margaret is very active in CF. She has been President of local organizations and gives ta! ks at universities and for civic organizations. She informed us that there has been substantial progress recently in new treatments. The only fear she as well as others have is that funding will not continue. CF is unlike most diseases, it does not show on the outside until it has almost destroyed the young body it has attacked. The average life expectancy is in the early teens; a few make it to young adulthood, but only with treatment. Margaret's daughter and Michael are fortunate in that they are active enough to help their respiratory systems loosen up, but have to take many

Michael Smith, M~1ra,1ret Price (CF tlv-:>-lth1111, Michels President). On .,,.,,...uuv·Cliff and Gail Whitney.

pills (up to 50 a day) so their digestive systems will function. We were very proud as we presented a check for over $7,000 to Cystic Fibrosis and I would like to propose that we as the national USHGA adopt Cystic Fibrosis as a yearly benefit. It not only helps children with CF, it brings to attention the need for help to fight an unseen but deadly disease. It also helps the public see that we as pilots who fly from these mountains aren't as crazy as they thought. My special thanks to all those pilots that helped and flew, Lookout Mountain Airspace and the TTT who made this possible. Marianne Campbell, Community Developer of CF from Nashville came down to Lookout Mountain for a firsthand look see, enjoyed the day and was pleased and amazed with our enthusiasm and our thrilling sport. My thanks to IBM of Chattanooga for their donation and Russ Locke for his personal donation. I am very proud of our hang gliding community, the Tennessee Tree Toppers and to have been chairman for this, our first CF event. Thank you one and all.

For more information on Cystic Fibrosis contact your state chapte1: If each region put on one benefit a year we would help save the lives of children who might live to be as old as we are, and perhaps even join our ranks. • (Continued from page 31)

(Fly The Friendly Skies) the best time for flying hang gliders, but if you're like me and can't stand to put it up when the temperatures begin to fall, the winter has something to offer too. It really hones your thermalling skills when you're trying to gain some altitude in a small, weakcored winter thermal (yes Virginia, their really are winter time thermals). Ridge lift is the most abundant source of lift during the winter. Contrary to some opinions, cold air is thick, not thin, and sometimes it is possible to maintain on a ridge in very light winds. One of the most beautiful sights I have ever seen occurred during a winter flight from Short Mountain in western Arkansas. Soon after getting up in crystal smooth ridge lift

on the northeast side of the mountain, a glint of light caught my eye and I looked just in time to see a frozen waterfall flash into a rainbow spectrum of color as the sun happened to be at the perfect angle to refract light through the ice. The frozen waterfall was back in a small gulley and I would never have seen it otherwise. I criss-crossed that spot on the ridge hoping to see that light again, but couldn't get things to line up just right the second time. No matter, that first sight is filed away in my head for the rest of my life. So don't sit around the house this winter dreaming of summer. Stuff yourself into some thermal underwear and get out for some flying. Here in central Arkansas we're fortunate in that the winters are usually fairly mild. There are lots of days when the temperatures get into the 40s and 50s. A friend of mine from New York recalled that if the thermometer showed above 10 ° he and his buddies would get excited by the "heat wave" and go to their favorite sites. So it's all relative, even if you just take the old single surface diver to the training hill to brush up on your launches and landings, you'll be glad you did. It'll help you be ready when summer rolls around again.•

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HANG GLIDING

Mitch McAleer launches his HP for the aero competition.

Grouse Mountain '86 •

OCTOBER 1986

by Steve Best

photos by Leroy Grannis

Mike Meier swooped over the photographic tumpoint on top of Mount Fromme with only 50 feet to spare in the second round of the '86 Grouse Mountain Invitational. Expecting the back of the mountain to fall away as gently as the front , he was surprised to find himself hanging above a 4,000-foot sheer drop-off, and in the grip of a vicious rotor which dumped him below the top of the ridge. Keeping his wing tip right on the trees to stay in the up-side of the rotor, Mike headed down the ridge until he found a notch where he could blast through to the windward side of the mountain and scoot back to the landing field. That second round provided the best flying of the '86 Grouse Meet, a meet characterized by unseasonal low clouds. Only three

of the scheduled ten rounds of pylon racing got off, providing rather inconclusive results in the Men's category, but clearly indicating the potential of the new mountain-top photo course. For anyone unfamiliar with Grouse mountain, it is 4,100 feet of coastal British Columbia, Canada mountain. High-tech aerial tramways painlessly transport pilots, spectators and gliders to the top, with its spectacular view of the Port of Vancouver and the rniniscule landing field below. Along with the Masters at Grandfather Mountain , the Ninth Annual Grouse Mountain World Invitational Hang Gliding Championship, sponsored by Kodak Canada Ltd. and VU13 TV, is one of North America's two major money meets with $7,000 in prize money. 19

'°'"''"-'""' top male and female pilots from all over Canada, the U.S. and such far away places as Australia and Japan, came to Grouse this year to try for a share of the purse, flying in three Men's pylon Women's pylon racing and aero·· batics. This year the organizers had increased the challenge of the pylon by laying ont photographic tnrnpoints on two of the flankmountain peaks. A third turnpoint at the main chalet featured a thirty-foot diameter mechanized clock. photographing the clock, pilots could record their time for each circuit of the course.

DAY ONE

ROUND ONE l)'pical hot clear July weather was inter·· rupted the day before the meet began. A cool &ystem from the Pacific kept the mountain socked in with clouds for the entire practice day. The clouds for the first day of the competition, slowly rising up the mountain as the day wore on. Launch finally cleared around 5:00 and the 23 heats of one-on-one competitors quickly took to the skies. With the first tumpoint hidden above the clond base, the first round became a duration event, with gaggles at cloud base over the chalet and scattered down the face of the mountain. Mike Meier won his heat and had the best landing of the day to take first place in the Men's. Four pilots tied for second: Dewolf, Russell Duncan, Dudley Mead and Dale Moore. In the Women's, Cindy Dmzda and Connie Bowen both won their heats to tic for first with Karen Schenk third. The aerobatic pilots launched last to put in a practice round. 20

DAY TWO The clouds finally lifted enough at 4:30 to 'launch one wind dummy and three aerobatic pilots before closing back in solidly. The meet directors, Harvey and Richard Blackmore, moved the day's event to the mountain-top pub for beer and videos, followed by an evening of dining and dancon the town.

DAY THREE

ROUND TWO

After a couple of games of softball in the landing field, the clouds began to lift off the mountain and competitors headed up for a flight in the kind of conditions they had been waiting for. The aerobatic pilots were first off for what proved to be a rather exciting round. Aaron Swepston, the third pilot off, was midway through his routine when he topped out in

a loop with 110 airspeed. His glider, a modi·· fied Magic, tumbled once and then stabilized upside down. Aaron spent the next 600-700 feet trying to right the glider, finally throwing his chute 300-400 feet above the ground. Aaron landed unhurt with ve1y minor damage to the glider. Donnell Hewett (of Skyting fame) was watching and managed to catch the thing 011 video a rare piece of documentation. Conditions for the pylon competitors were exceptional for so late in the day, with twenty-two of the men rounding one or more of the pylons. Two pilots (Rick Rawlings and Danny Scott) rounded six pylons for two complete circuits of the course. Three pilots discovered the breaking strength of their camera retention devices, watching their cameras spin down into the wilds below. At the end of the round, Rob Kells had won the day to move into first overall in the Men's. Jim Bamford and Danny Scott had tied for second for the day for third and fourth (respectively) overall, and Mike Meier had slid to second overall. In the Women's, Connie Bowen and Cindy Drozda again won their heats with Connie taking a narrow lead for first overall. Karen Schenk again finished third. The day ended with another less eventful round of aerobatics.

DAY FOUR With three days and only two rounds behind them, and with the leaders in the Men's Pylons separated only by landing points, the meet directors decided to make a cut to the top twenty-eight and t1y for two rounds of "open window" competition, where the winner would be decided in the

HANG GLIDING

air. Unfortunately, the weather refused to cooperate, with the worst day of clouds yet. Competitors watched the video of Aaron's chute deployment, enjoyed live entertainment in the outdoor beer garden and took in some of the festival activities planned for the spectators during Hang Gliding Week. One pilot, Paul Voight from New York, found himself "volunteered" as a fire eater in a circus act! At 5:00 PM the day's flying was called off and action adjourned to the Competitors' Party and Steak Dinner (complete with live music and, of course, clouds) in the mountain-top Beer Garden.

DAY FIVE - ROUND THREE Sunday, the last day of the meet, provided more promising weather. By mid-afternoon, the clouds had lifted enough to allow for a round of aerobatics. The aerobatic pilots were closely followed by the women, again flying one-and-one heats. Kate Dunn of Georgia's "Tut Fliers" had the highest score for the day, but it wasn't enough to overcome a zero she had received in the first round for landing just outside the landing field. Cindy Drozda won her heat to move up and finish first overall, followed by Connie Bowen and Karen Schenk. With only one scheduled round remaining and a gloomy forecast for the next day, the meet directors decided to make this round decisive, calling an "open window" with pilots drawing for launch order. Twentyeight pilots were launched in twenty-two minutes, coming together in one monster gaggle in front of the mountain. With no pylons reachable, the pilots hung onto every bit of marginal lift they could find to rack up air time. As the lift shut down, the congestion in the landing field was awesome. When they analyzed the scores, the meet directors elected (as called for in the rules) to normalize the flight scores to the last pilot launched. This resulted in twenty-two pilots being tied for flight points and the contest being decided by - you guessed it - landing scores. There were only a few changes

OPPOSITE, TOP: Barry Bateman in his Kodak Kite over the tram towers. LEIT: A gaggle forms in the light lift. CENTERSPREAD: Barry Bateman over the tight LZ.

1986 Grouse Mountain World Invitational Hang Gliding Championship Results PLACE

NAME

RESIDENCE

GLIDER

POINTS

Santa Ana, CA Encinitas, CA San Clemente, CA Santa Ana, CA Knoxville, TN Seattle, WA

Wills Wing HP UP Europa Lola Delta Wing Mystic Wills Wing HP Wills Wing HP Airwave Magic 3

Cindy Drozda Connie Lee Bowen Karen Schenk Kate Dunn

Boulder, CO Dunlap, CA Berkeley, CA Lookout Mtn., TN

Wills Wing Sport La Mouette Profil UP C2 Moyes GTR

3012 2952 2401

Rob Kells Jeff Huey Jim Bamford Mike Meier Dale Moore Howard Osterlund Danny Scott Russel Duncan Rick Rawlings Jim Lee Eiichie Tanaka Mark Bourbonnais Ken Brown Dave Henly 'Chip' George Borradaile David Bowen Paul Clock

Santa Ana, CA Anchorage, AK Savona, B.C. Tustin, CA Regina, Sask Campbell, CA Stanwell Park, Aust Charlestown, Aust Canoga Park, CA Albuquerque, NM Japan Mississauga, Ont Seattle, WA Sausalito, CA Surrey, B.C. Dunlap, CA Spokane, WA

Wills Wing Sport Airwave Magic 4 Airwave Magic Wills Wing Sport Sensor 510 VG La Mouette Hermes Moyes GTR Moyes GTR Wills Wing Wills Wing HP Moyes GTR Wills Wing HP Airwave Magic Airwave Magic Wills Wing Sport Airwave Magic Pacific Windcraft Eclipse

2412 2410

Dudley Mead Mark Dunn Rick Duncan Art Gillies Lee Scott Tony Schmidt Paul Voight Steve Alford Ken Ramsay Bob England Rick Mercier Jim Zeiset Barry Bateman David Thompson Dave Little Gerry Charlesbois Greg DeWolf Pete Lehmann Jeff Herschkowitz Rob Petty Robert Combs David Chernoff Robert Sinclair David Ferguson

San Fransisco, CA Lookout Mtn., TN Charlestown, Aust Burnaby, B.C. Lorne, Aust. Delta, B.C. Pine Bush, NY Kirkland, WA North Vancouver, B.C. Burbank, CA Calgary, Alberta Salida, CO Vancouver, B.C. Charlotte, NC Bothell, WA Honolulu, HI Long Beach, CA Pittsburgh, PA Incline Village, NV Port Washington, NY Carlsbad, California Nakusp, B.C. Invermere, B.C. Niagara Falls, Ont

AEROBATICS 1

2 3 4

5 DSQ

Mitch McAleer Chuck Dugan John Heiney Dan Skadal Frank Rogers 'Tip' Aaron Swepston

WOMEN'S l

2 3 4

1799

MEN'S 1 2 3 4

6 7 8

9 9

9 12 13

14 15

16 16 18 19 20

21 22 23 24 25

26 27 28 29 30 31

32 33 34 35 36 37 38 39 40

Moyes GTR Moyes GTR Magic 4 Moyes GTR Wills Wing Sport Wills Wing Magic 3 Magic 3

Wills Wing HP Airwave Magic 4 Sensor 510 VG Wills Wing HP UP 02 Europa Wills Wing HP Wills Wing HP Airwave Magic 4 Wills Wing Duck Wills Wing Harrier

2400 2399 2394 2393 2391 2388 2387

2387 2387 2386 2382 2380 2376 2375 2375 2366 2365 2360 2351 2289 2280 2202

2192 2149 2064 1994 1549 1542 1354

1342 1284 1137

1043 1033

966 801

712 700 Wills Wing HP

DSQ

Most Sportsmanlike Pilot - Mark Dunn

OCTOBER 1986

the sky to third place. Dan Skadal and Tip Rogers also showed off flashier routines as the meet progressed, getting over farther and farther. Aaron Swepston has shown a lot of potential at Grouse despite some bad luck. In '85 he was given an honorable mention for his aerobatic routines despite being disqualified for landing out. This year he was disqualified for "hitting the silk." If he can keep it in the field and stay under it next year, we can expect to see a good finish from this gutsy Seattle pilot.

MR. NICE GUY in the standings for the top ten pilots. Rob Kells hung on to first overall, Jeff Huey moved up from eleventh to second, Jim Bamford remained in the third spot and Mike Meier slid from second to fourth.

Tim UPSIDE-DOWN BOYS With a 3,400-foot drop to the landing field and a whole city full of spectators, Gronsc a avenue for an acrobatic meet. For the second year in a row, the Grouse Invitational featured an aerobatic category with $1,000 in money. And for the second year in a row Wills sailmaker and test pilot Mitch McAleer walked away with first place and $500. Mitch's unwavering control of a hurlglider has to be seen to be believed. His routines feature smooth transitions between cleanly executed loops, spins, roll·-overs and climb-overs. They also pack in as many 180° right-upside-down maneuvers as possible to

attain the highest difficulty score. Onee below the aerobatic envelope, Mitch amused the erowd with harness spins, flying backwards on the wires and perfect bullseye landings. Mitch is the undisputed king of the adrenaline junkies in this newest and most spectacular branch of the sport. It was rumored that Mitch didn't have gas money to get back to California if he failed to win the meet. Chuck Dugan flew a pat1.icularly "beautiful" hot pink and lime green Europa to a second place in the aerobatics. Chuck's routines in confidence as the meet progressed, culminating in 180° maneuvers in the final round. This year we saw fully executed spins for the first time in the acrobatic competition, and John Heiney did more of them than anybody. With smoke bombs mounted on his wingtips rather than his control bar, John left helix trails as he spun down out of

Mark "Curly" Dunn of Georgia's "Tut Fliers" was this year's recipient of the perpetual "Chris Bulger Most Sportsmanlike Pilot" award. When his opponent, Ken Brown's film did not turn out in the second round, Mark testified that Ken had made two pylons, costing Mark the heat.

SUMMARY The 1986 Grouse Meet featured excellent organization and a challenging new format for pylon racing. Unfortunately, the worst July weather in the nine-year history of the meet mled out a conclusive result in the Men's category, given the scoring system, although clear winners emerged in the Women's and Aerobatics. Next year's meet directors are reported to be working on a new scoring system for the "if/ meet, where they look forward to the return of some of the world's top pilots to Grouse Mountain under clearer skies.11111

"I got my first long Suntlgers. I was most 1rr11,rt-•,wr1 some IJirds ancl bucJs in ,1 fiight to over I 60 miles . Bob Thompson

ago. using my I r1ad. Spotting me extend my

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"I am certain that my Suntiger to my seconcJ place finish in the Class Nationals 1986. We l1ad hazy cJays as well as bright sunshine during the contest. l,ut witr1 the Suntlgers I could easily sec ancJ at a distance. I am convincec1 all pilots should wear for ,ind safety T11anksl John Byrd. Gliding Pilot US National C/1ampion, 1983 F'or a catalog ancJ inrormc1tion on SuntkJer products. call or write: .-.u .. uuec,r.. Dept. HG

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rr,c,-.,E~ the Birdmen from Down Under

photo by Russ Douglas

ten years ago I a monthly column cntitle,d "Wingtips" for Glider Rider of those yearn I wrote hut for the la:;t couple we have turned our attention to and Glider Rider has been renamed Ultralight However, I am left with a notebook full of Most of these aren't of a full·blown article, so with your dear reader, I'd like to present them from time to time in this under the title will be The and random which suits my varied, idea of creative freedom. On the other hand, to pass tips sug· I am totally others credit where due) or cover a upon request as long as it fits the format of this For this pnr· pose l can be reached at 1184 Oneida St., PA 16801. State And now, for our article, here a few items you may find ,,.,,,..,.,,"';"

LANDING WOES We address because many pilots continue to have them. Some on the Their

iron

the control bar. This and lack of prevents

Ocronrrn 1986

them from the glider's subtle clues to proper flare The result is a mis· timed push·out and a bad landing. A feed·· back situation is set up whereby a bad Ian·· increases tension which increases the chances of a had landing, and so forth. Another feedback process that can make the worse is when a glider stalls one before the other. When this occurs, the stalled first and drags the ground ,v,,u .. ,.,,, in a nose··in. Such an abrupt stop will stretch the sail asymmetrically since the on the wing to the outside of the turn will he forcibly jerked forward. The consequence is a worsened stall problem since the that didn't stall now has a looser sail and is even less prone to stall. """·1wt.0rn lanclings will result in more turn· nose·ins that will become harder to pre· the sail becomes progressively more The end result of both feedback processes outlined above is an inability of the pilot to flare Evidence of this can be witnessed at any landing field as pilots come in and run their or drop the nose. far the most common problem in evi· dcnce on the landing field is too slow and too little flare control action. If you have less than picture land·· here is what to do. First, have someone with (an instructor perhaps) watch your landings for two things: how

vigorously you perfonn your flare and whether or not one tip drops when you flare. Note that if you don't flare properly then the problem of one wing stalling before the other may never show up so you have to solve the improper flare problem first. In both cases, a video tape recorder works wonders. I strongly recommend using one to watch your flare technique and glider response. Now try relaxing when you come in for landing by holding the down tubes with only a thumb and forefinger or just the open palm (note: this technique is not recommended in turbulent conditions). The idea is to develop a feel for your glider's response and to concentrate on flare timing. A relaxed yet attentive attitude will help you produce a fully extended forward and upward flare which is necessary for a proper landing. If one wing of your glider stalls first, it may be necessary to pull the sail at the tips in an asymmetrical manner. This means you must tighten the sail on the side that is not stalling by fastening it further out on the tip. The tips cannot be evenly attached if you have stretched one side more than the other. Be sure to check the battens by comparing both sides after every hard landing. In some cases you may have to camber the outer two or three battens asymmetrically to stop the asymmetrical stall problem. A dealer, expert pilot or manufacturer may assist you here. It is extremely important to have your glider stalling straight ahead in order to land properly. Note that an asymmetrical stall may show up on landing only, not in the air because of increased tip area loading in ground effect. You may well find that your landing problems are not a result of poor technique, but a poorly maintained glider.

WINGWADING CONSEQUENCES We all know that wing loading (that is, how much weight we put on our gliders) affects sink rate and flying speeds. However, there are other affects that fewer pilots know about. Two of these are pitch trim and roll stability. Our membrane wings twist as they extend towards the tip. This twist is called washout and is both good and bad. Washout in combination with wing sweepback provides pitch stability. On the other hand, washout hurts performance, so we must reach a compromise. We control the amount of washout by sail tension. When we place a fatter pilot on our glider the extra weight produces more twist or 28

washout as well as bending in the leading edges. As a result, the fatter pilot must move the hang point forward in order to maintain the same trim (or hands off) angle of attack. For example, if your glider is trimmed to fly hands off at minimum sink speed, a fatter pilot will find the glider tends to stall when he or she lets go of the control bar. Move the hang point forward as you add weight and rearward as you reduce weight (in half inch increments). This is useful infonnation when buying a used glider and covers the first effect. The second effect, roll stability, is similar. When you increase wing loading you increase the twist which changes the dihedral of your glider. Much of roll stability comes from dihedral or an angling of the wings when viewed from the rear. With more weight on a glider, the wings twist more so that mGre effective dihedral is present. The result is that the glider will roll out of a turn easier and be easier to control in turublence, but will be harder to initiate in roll (that is, harder to turn). The important point to learn from all this is that every glider has an ideal wing loading which produces the best handing and stability balance. If you are much lighter than this wing loading you may have to "high side" the control bar as the glider will tend to overbank. If you are heavier than the ideal wing loading you may experience a slow roll response and a tendency to roll out of a turn. The solution to this problem is to change the dihedral. This can be accomplished by changing the length of either the base tube or the lower side wires. If you are on the light end of your glider's weight range you may wish to lengthen the base tube or side wires. If you are heavy, you may wish to shorten them. The amount to lengthen or shorten these items must come by trial and error unless you are experienced in these matters. Start with 1.4-inch increments. Changing the base tube length is far easier than changing the wire lengths. For lengthening a base tube I use an insert with various holes drilled to give me the different test lengths. Now a word of caution: changing a glider in this manner will probably put it in an uncertified fonn. Pitch stability will probably not be altered, but side wires will be looser or tighter. If you lengthen your base tu be or side wires there will be a slight addiional time lag before your reflex bridles kick in during a severe downward pitching. If you shorten these items you may have to lengthen

your upper side cables and reflex bridles to maintain proper handling. Obviously this is not a matter for an inexperienced person to mess with. In fact, I recommend every pilot consult the manufacturer of the glider in question before making any changes of this nature. One more note of caution must be made. NEVER drill or use a hole closer than 5/s' from the end of a base tube. Always leave at least Yi 6' of material between holes - more is preferred. The reason I include the above discussion is not to induce anyone to modify his or her glider, but to point out phenomena of hang glider design. The decision to modify your glider should be made between you and your manufacturer or dealer and only needs to be addressed if you feel you have a handling problem due to the fact that you are on the extreme end of a glider's recommended wing loading. The final word is that we are now paying over two thousand dollars for our gliders and it is worthwhile to spend a little extra to get customized tuning.

MYLAR MATTERS Most modem gliders have either Mylar or foam in their leading edges to help form a perfectly smooth airfoil. Unfortunately, after use Mylar can become crinkled, crushed or bent. If your Mylar looks like newspaper in a wastepaper basket, it's time for a fix. Rejuvenating Mylar is simple. Remove it from your glider while the glider is lying on the ground. Place the Mylar on a flat surface (a piece of plywood will suffice) and iron it on both sides. Use the highest polyester setting on your iron (Mylar is polyester) and keep the iron moving. This action will remove most of your Mylar's wrinkles. Warning: don't use your mom's best iron for some sludge may fonn on the iron. When you replace your Mylar, be sure to switch sides. That is, put the left Mylar in the right side and vice versa. This practice will prevent the Mylar from taking a set. If you still have a problem with dips or gaps between battens at your leading edge, you may try adding an extra layer of Mylar or foam. Foam is probably easier to obtain for most pilots. I have seen both soft foam and hard, closed cell foam used to good effect. Whichever type you use, be careful when folding and tying your glider as this is where most damage to leading edge fonners occurs.• HANG GLIDING

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article and photos by Dave Dunning rat! Another flying season draws to a close. The days get shorter and shorter and it gets harder to jump out of bed on these I love fall weather and chill fall the beautiful colors it brings in the trees, but it also depresses me knowing that the cold winter months are fast approaching, a drastic reduction in my air time. I don't want the summer to end; just give me one more warm day for flying, one more good thermal to climb into, one good XC flight, even a short one, before those freezing temperatures set in. But wait, hold on there, you don't have to tuck your glider away and hibernate until It is possible to enjoy flying during the winter months; all it takes is some addi tional preparation before you load up and head for the hills.

air flow. After returning to Mother Earth, shuck a layer or two off before you pack up the glider.

HANDS AND FEET I think I remember a rock band by that name. Anyway, some special consideration may be needed for your appendages. We all wear helmets now, right? Your standard Bell helmet, or any good helmet with a thick layer of styrofoam for crash protection also offers good insulation for your brain from the freezing eold air rushing past your head. If you prefer a hockey or kayaking type helmet you may need extra head protection to keep from numbing out during a winter flight. One of my "upper layers" is a hooded sweat· shirt. I put the hood up before donning my

helmet and it keeps my ears and the back of my neck warm. A bandana or cotton scarf around the neck can be adjusted to cover nose and mouth. Those all-silk balaclavas are great too. I tried a wool scarf once but couldn't stand the itching. I also have a problem with cold air making my eyes water, even though I wear glasses. A pair of motocross glasses solves that. A fullcoverage motorcycle helmet would probably be ideal for winter flying except for its extra weight and reduced peripheral vision. Now for the extremes of the extremities. My hands always get numb and stiff when it's freezing out and I'm trying to set up my glider. I have yet to find a good pair of gloves that will keep my hands warm, yet let me handle a cold wing nut without dropping it. The best compromise seems to be those wool

LAYERS "Additonal preparation" can be expressed in one word: I'm not going to get into how to compute wind chill factors. Simply put, the more layers of clothing be·· tween you and the cold, cold air up there, the more comfortable in flight you will be. The nice thing about layers is that they can be adjusted for comfort while still on the ground. colder? Add another hrl'rl1P•<Oi1'no'I Peal a couple off. can be overdone though; I usually look like the Michelin Man lumbering around just prior to launch. A good comfort gage for the right numbers oflayers is that if you're a little too warm while still on the ground waiting to take off, you will be comfortable in the 30

HANG GLIDING

still have to stop once or twice during the set-up pm· cedurc to re-warm my hands. Once airborne, no problem, a of neoprene primo··mitts let my do the on the base tube in warm eomfor!. Feet are another problem for me. Besides stumbling all over them, they're what get cold first. I've tried difforent insnlated boots and combinations of socks (even powered electric socks, but

reliable) and nothing seems to stop the cold. even made a pair of neoprene foot fairings and did help, but eventually I can't feel my toes anymore and it's time to go land.

style harness and really like the no-hassle takeoffs it me no boot to search frir as in the cocoon, or zipper to close and then open again in a la pod. I just have to bundle up against the cold. The old knee hanger style harness is the least desirable for cold weather flying. The additional layers of clothes along with a tight knee hanger strap really hinders your running ability on launch and landing and can reduce circulation to the legs during J1ight.

HARNESSES

THE SUMMER TIME HLUES

The Streamliner harness is probably the best there is for flying comfort in all temperatures; then you won't need so many of clothing, just enough to keep warm when not flying. I still fly in my old spaghetti

I get the summer time blues in the winter, when I'm looking out the window at snow on the ground and wishing for the hot days of July. There's no question that summer is (continued on page 18)

ABOVE: came from the LEFT: Mid-D1!cembel' out over the Arkansas River in the lift band the author had ever seen. RIGHT: Ridge soaring Petite Jean Mountain in Arkansas.

OCTOBER 1986

USHGA PRESIDENT

Pilot Proficiency System by Russ Locke In the past few years there has been a small but steady stream of requests to update our rating program. The history of the program goes back to the mid 1970's in the form of a proposal drafted by John Lake. He had a peculiar notion that hang gliding was a form of aviation and as such had to concern itself with such topics as stalls, ground effect, density/altitude, etc. Also, about the same time, the Fellow Feathers Hang Gliding Club in San Francisco was instituting a rating program in the Bay Area in order to identify pilots with the skill level necessary to safely fly Fort Funston. The original USHGA's rating program was a combination of these two programs and was adopted with the help of considerable nudging by Eric Fair and his "Right Stuff' column. The USHGA's Pilot Proficiency Program (or Hang Rating System) has a number of uses. It can be a method of evaluating one's own progress as well as a way of evaluating the skills of an unknown pilot. We also use it as a method of rating the flying difficulty of a particular flying site. The program is administered by a network of Instructors and Observers. Instructors issue Hang 1 and 2 and Observers document the skills necessary for Hang 3 and 4 ratings. Is the program administered consistently across the country? No. Should it be? Good question. Flying conditions vary significantly from East to West and North to South and the program should be administered to fit the local flying conditions. For instance, in talking to one of the larger schools in Region 2, they believe that the Hang 1 rating is the most important rating and a great deal of effort should be put into making sure that the student knows how to safely launch and land a hang glider before any rating is issued. Another large school (in Region 3) doesn't believe that a person is 32

a true hang glider pilot until he/she achieves a Hang 2 level. Consequently, they skip over the first rating and concentrate on bringing the student up to that level before they issue a rating. There are many Instructors/Observers who believe the spot landing requirements are out of date with today's modern gliders, and just as many people who believe that because of today's gliders the current spot landing requirements are more important than ever. So what's the answer? It has something to do with understanding what it means to be self-regulated. The FAA has one specific goal and that is to protect the taxpaying public from things that fly over their heads. To accomplish that goal, they have a number of heavy-handed techniques such as fines, imprisonment, etc. However, it costs them a great deal of money to manage those processes and they are perfectly willing to let someone else do it for them as long as they perceive that the public's safety is not in jeopardy. So far, they're pleased with our operation. While we can't go back to a non-paper work type buddy system, it is the method that seems to work best at the local level. Changes are made to the rating system, when it's apparent that those changes are in the best interest of the overall flying community. The changes we made in the tandem regulations this past year are a case in point. We differentiated between a tandem pilot who can take another pilot for a ride and the tandem pilot who can take the unrated pilot for a ride. The difference between an unrated pilot and John Q. Public is a very fine line and we need to be very cautious on that point. If we ever had a serious tandem accident and it was decided that the tandem passenger was not a student but someone who had just paid for a ride in hang glider, we would find ourselves in a

serious discussion with the FAA. The outcome of that discussion would probably be the loss of our exemption altogether. With the exception of Rob McKenzie, there is no one else in this country who can take a non-rated pilot for a recreational ride whether a fee is charged or not. Our rating system is the only tool we have that stands between us and the regulating system used for power pilots in this country. As any tool, it must be updated and continually changed. Most of you understand that. But for the minority of pilots who don't understand that fact (or choose to ignore it), there is no penalty system like the FAA's to keep that group in line. It's up to the pilots in the area to see to it that no one individual jeopardizes the flying privileges of others.•

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HANG GLIDING

heard it in song and I've said it many times, but the true made itself known to me on the weekend of Jnne 7-8, 1986. This weekend saw Mike and Karen Sanders, and Judd, Mark and 1bm Balk and his cohort Anita Plaskett Creek. Plaskett

It had been a long time since I had been there and when I pulled into Sand Dollar picnic area (normal area) I knew it had been too long. Just one a sense of sun on covered mountains witl1 a mild Pacific breeze blowing in. 'lb hang here makes it even more special. I had learned many things fly· here in the past and met many very fine people. Witl1 many old friends we had shared times here that will never he forgotten. In of my heart is at Plaskett a sense, a Creek. To be there with some of these same people on this weekend brought back many memories. Afttir obtaining our daily permits from the Forest Service we loaded up the tmek and headed up to launch. If never seen the view from Plasket Creek launch I feel sorry for you. 3200' MSL and ap· proximately one mile inland you can look up and down the coastline for 10 to 15 miles. weatl1er had onshore winds of 5-IO with coastal condensation clouds for·· over the front a condition that can lead to no visibility and no flying in minutes. All of ns, having had this happen before, set up quickly and launched. I was last off and once in the air noticed Mark and up underneath the clouds in front. The wind was up to create a little lift and with the cool sea air the warm mountainside light thermals were available for help. Approaching the cloud and flying through the out5kirts to retain visibility, I saw the glory around the the cloud. Once shadow of the glider underneath the cloud there was abundant lift to go back up to cloudbase. to another J cruised above I, in the scenery and clean air. Back over Sand Dollar landing area I noticed the wind was continuing to pick up. Wanting to land next to my friends to celebrate our nights, and not on the beach or up the coast, (a bad rotor exists from the cliff when the wind picks up here), I brought it down after an hour of the sweetest air a pilot could hope to find. It was of "deja vu" then that the tme OcrmmR 1986

article and photos by Randy

View from the takeoff at Plaskett Creek in the Big Sur area of Northern California.

became so clear. I was back in time to wh<~n we flew here regularly as if it were pa1t of a ceremony. The good feeling of this day couldn't be surpassed or so I thought. When we first started flying Plaskett Creek most of the flights were sled rides. What else do you expect from a standard Rogallo? As the gliders improved soaring flights started to happen, but it was a lucky day if you could soar. As the years went by I occasionally started hearing stories of pilots getting l,000-1,.500' over launch. For me this was excmciating torture. I had been able to stay up at launch before, but rarely got more tlmn 100-200' over launch. Sunday's weather looked the same. After some of the best blueberry pancakes (thanks to Angie) and bacon and potatoes (thanks to Karen) we finally got to launch

around 1:00 PM. This day there were no clouds forming on the frout ridge and the winds were light out on the ocean. Light cycles were blowing through, which is quite common on days like these but the flight that was in store was far from common on this day. I was first off and made my usual hard left after launch to catch any lift that might be coming up a small canyon. After my usual two or tllrec 360s, at the point where the lift normally stopped, the lift was still there and getting a hit stronger. I was able to drift up the mountainside, at times only feet away from the tree tops. I followed this as far as I could, which got me 200-300' over launch. At this point I headed out away from the mountain to get more vertical altitude and to try some bare brown knolls out in front of launch that have produced lift in the past. 33

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The author on his way to triple-zeros over launch.

I found the lift l somewhat it was small but it was there. My Comet 2 was as good as ever and before I knew it I was 600' over launch. I was ecstatic. Never before had I been this high here. l cruised over to the adjacent ridge where "The Rock Pile," a common place for some thermal lift, is found. Tb my surprise there was nothing happening so I scurried back to my bare knoll hoping it was still happening. It was and I locked into it, this time having it take me to 800' over. I couldn't believe this was happening to me. A couple of people launched below me but weren't as willing to get as close to the tree tops to drift with these small parcels of risair. I watched as they slowly flew the out to the highway. I was still all alone in one of the most beantiful settings I can remember. I was getting lower so I decided to head back to old faithful. Sure enough it was still there. As I banked up to use this little bullet [ was hoping it might take me higher than the previous 800'. I wanted that triple··O number badly. As my altimeter passed 4,000' MSL I knew I didn't have far to go. At 4,150' I hit sink on the backside of my tum. No panic, the lift was still strong, it couldn't have dissipated. I flew back out in front a little ways and presto, there it was. This extra bit took me to 4,250' for my elusive 1,00()' over. I couldn't believe the view. The normally out·of~view landing area was just visible. I could see east into the Salinas Valley and see 34

Lake San Antonio and the expanse of Fort Hunter I started heading south to see if there might be some lift over a vast expanse of bare hills. Flying over this virgin territory was the most rewarding and relax· feeling I think I've ever felt in a hang glider. I flew past Jade Cove with its emerald greens and blues and continued south. I wasn't finding any lift but the worst sink I encountered was 100 fpm down. I headed out to the highway to follow it back north to Sand Dollar. As I passed through 2,000' MSL I could smell the cool Pacific air and vague smells of campfires and pine trees. What a day. I was on top of the world this day and had it all to myself. All yon hard-core pilots might be thinking, "l,000' over, big deal." Unless you've flown Plaskett Creek this story might not mean much. For this pilot it rivaled flights in the Sierras of 17,000' and over 100 miles in distance. In these days of macho altitude gains and mega miles have we forgotten what simple pleasures got this sport going? I hope not. I'll be back at my normal get-high gofar site, but believe me I'll be back at Plaskett Creek too, where a 15-minute sled ride can equal a two-hour flight any time. For this pilot there's deja vu and more.•

Note: Plaskett Creek is a regulated site with a minimum Intermediate rating required. Daily permits must be obtained at Plaskett Creek campground from the host couple.

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HANG GLIDING

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Michael Baker Jeff Bennett Andy Boyer Thomas Burke Gregory Floyd Cooper James E. Donnelley Mark Dunlop William Erickson Jeff Ford Mark Furst Randall Hamilton Kelly C. Hatfield Kevin Herek Roger Jackson John T. Kendall Jeffrey Mark Kletsky Edward C. Lee David Lowin Douglas C. Marbourg Bill Mullett Francis Riley David Stringham

Milpitas, CA Fremont, CA Santa Rosa, CA Fremont, CA Stanford, CA Livermore, CA San Francisco, CA San Jose, CA Tiburon, CA So. San Francisco, CA Mtn. View, CA Olympic Valley, CA Dublin, CA So. San Francisco, CA Hayward, CA Redwood City, CA Saratoga, CA Woodside, CA Menlo Park, CA Sacramento, CA Menlo Park, CA San Jose, CA

Jim Woodward Jim Woodward Jeff Mott Dan Murphy Rob Engorn Dan Murphy Jeff Mott Rob Engorn Jeff Mott Charlie Whitehill Jim Woodward Bob Cartier Jim Woodward Charlie Whitehill Rob Engom Charlie Whitehill Jim Woodward Dan Murphy Jim Woodward Steve Perry Pat Denevan Rob Engorn

Walter Hogeweide Ivor O'Conner Nicole Pennings David Yanell

Kihei, HI Goleta, CA Isla Vista, CA Mill Valley, CA

Sam Nottage Achim Hageman Achim Hageman Achim Hageman

Jeff Allen Charles Cruse, Jr. Lonnie McAllister

Phoenix, AZ Colroado Springs, CO Albuquerque, NM

Doug Gordon Ron Wilkinson Dan Guido

Gerald Ea1ls Susan Snodgrass

Roland, AR Tulsa, OK

Larry Haney Bruce Mahoney

Craig Coleman Peter Miller Albert Whitesell Jeffery B. Yost

Lerna, IL Cedar Lake, MI Middleton, WI Chicago, IL

Rob Kreske Rob Bicknell Joel Greger Chris Crescioli

Jeff Brodlieb William Brown Daniel Calvo Doug Dingman Paul Donahue Katharine Everett Nicholas Kirk Normand Landry Stephen Peterson Robert Porter James Waldron Daniel Walker Carlton Windnagel

Westwood, MA Sudbury, MA Chelmsford, MA Arlington, MA Warren, RJ Belchertown, MA Cambridge, MA Lowell, MA Hartford, CT E. Freetown, MA New Haven, CT Berwick, ME Marborough, MA

Paul Kennedy Paul Kennedy Paul Kennedy T.C. Searle Paul Kennedy Rob Bicknell Paul Kennedy Paul Kennedy Alegra Davidson Rob Bicknell Jim Woodward Rob Bicknell Paul Kennedy

NAME

REGION

2 2

9 9 9 9

NOVICE RATINGS NAME 7 7

8 8 8 8 8

CITY, STATE

INSTRUCTOR

Linda Bailey Roderick Brown Paul Gallagher Paul D. Lewis Doug Wilson

Portland, OR Seattle, WA Bellevue, WA Portland, OR Portland, OR

Ric Bailey David Chadwick Mike Dailey Ric Bailey Terry Tibbetts

Constantine Antonopouls Marvin Blackmon Daniel Green Steve Johnson Karl Myrenne Donald Smith James Swift Andrew Whitehill David Yount

Henderson, NV Hayward, CA Menlo Park, CA Sacramento, CA Fremont, CA San Jose, CA Menlo Park, CA Alameda, CA San Jose, CA

Phil Sherrett Dan Murphy Colin Perry Paul Elkens Rob Engorn Dan Murphy Dan Murphy Charlie Whitehill Pat Denevan

REGION

2 2 2

HANG GLJDING

RATINGS AND APPOINTMENTS William Hunley Christopher Johnson Sam Jones Ronald Kitteridge Glenn Lutts Michael Lynch Peter Mador William Molitor Richard Parzoch D. Pavez Charlene Rehom Danny Ray Robinson Gary W. Sagario Paul Skrable Michael Swisher William Terrell

APO, NY APO, NY APO, NY Binghampton, NY APO, NY APO, NY Rochester, NY APO, NY College Point, NY NY, NY APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY

Paul Kennedy Gary Elhart William Holmes Bob Murphy Gary Elhart Gary Elhart Robert McGovern Gary Elhart Greg Black Paul Voight Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart

12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

Steven Kelsch John Miller

Augsbury, W. Germany Dorset, England

Gary Elhart Dan Guido

FOR FOR

Harry Abraham Lou Appell Niels Austgen Keith Bedard Charles Benson Larry Brill Faustino R. Guzman Stephen Mayo Larry A. Passa Furna Roman Scheidel, Jr. Stephen Scheidel Donald Telford Malcolm Thomson Thomas Tillman Howard Vermillion, Jr. Michael Wills

Stanton, CA Channel Island, CA Santa Ana, CA Sylmar, CA Pasadena, CA Ventura, CA Ventura, CA Pasadena, CA San Diego, CA Vista, CA Vista, CA Orange, CA LaCrescenta, CA Carlsbad, CA Burbank, CA San Diego, CA

Debbi Renshaw Ken DeRussy Dan SKadal Joe Greblo Joe Greblo Ken DeRussy Jim Woods Joe Greblo Chris Kirchhofer Gregg Lawless Gregg Lawless Dan Skadal Joe Greblo Gregg Lawless Larry Mace John Ryan

Russell Bloom Rick Coffelt Vance Franks Brent Lee Genther Ken Hennessy Eric Knutson John Zadik

Provo, UT Chandler, AZ Broomfield, CO Luke AFB, AZ Mesa, AZ Tempe, AZ Tempe, AZ

John Ryan Doug Gordon George Greer Gary Elhart Doug Gordon Doug Gordon Doug Gordon

Ken Durstine James E. Moore

Idaho Falls, ID Hailey, ID

Dave Rodriguez Mike King

Ron Enck George Saucerman

Corvallis, OR Portland, OR

Craig Demott Ric Bailey

Joe Skoviak

Ontonagon, MI

Gary Elhart

Alan J. Ayotte Robert M. Carter

Tungsboro, MA Leominster, MA

Paul Kennedy Rob Bicknell

John Hellgeth Douglas Velie Kevin Walsh

Blacksburg, VA Glen Echo, MD Manassas, VA

Richard Cobb Chris Crescioli Erik Fair

9 9 9

William Bannister Paul S. Clayton Nikki Driver Seigi Kojima Rick Spears Lauren E. Starla Richard Wood Torn Wormington

Santa Rosa, CA Santa Clara, CA San Francisco, CA Sunnyvale, CA Campbell, CA Las Vegas, NV San Francisco, CA Willits, CA

Eric Beckman Jim Johns Walt Nielsen Pat Denevan Dan Murphy Phil Sherrell Wally Anderson David Weise

J. Michael Anderson Gregory Bentley Jorge Albert Delahoz Mike Dinkins Gregg Dyess Matthew Foti Karl Kinkead G.B. McNamee Chuck Pearson Joe Smith Phil Truelove

Winston-Salem, NC Ft. Rucker, AL Miami, FL Ocala, FL West Palm Beach, FL Hollywood, FL Chattanooga, TN Summerfield, FL Cocoa Beach, FL Doraville, GA Gainesville, GA

Rob Bachman Lawrence Battaile Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber

IO IO IO IO IO IO IO IO 10 10 IO

Doug Domokos David Herring Eric Kurihara John Leuck John MaywDm John F. Scott Sandi Sutton

Perris, CA Ventura, CA Honolulu, HI Redondo Beach, CA Mammoth Lakes, CA Los Angeles, CA Santa Barbara, CA

Rob Kreske Dan Skadal Mike Benson Debbi Renshaw Kevin Klinefelter Ken DeRussy Ken DeRussy

Ward Gilbert Claudia Holbrook Robert Johnston

Tempe, AZ S. Jordan, UT Albuquerque, NM

David Weise Gary Lagrone Chuck Woods

Russell Streetman

Houston, TX

Bill Misiaszek

Brent Crosby

Moscow, ID

Larry Strom

Rodney Alston Bert Coleman Gerald Cox Robert M. Crippen, Jr. John McLain Duvall Kenneth Gray Steven Gonzales David Hampe Mark M. Hanneman James Hoover

APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY

Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart

12 12 12 12 12 12 12 12 12 12

Peter Birren Angelo Mantas David Robbins

Elk Grove, IL Oak Lawn, IL New Hope, MN

Martin Bunner Rob Kreske Bruce Carlson

Michael Evans

Rowlett, TX

Gary Scheer

Michael Flanagan Joseph Pfaff Joseph Sunday

Edison, NJ Modena, NY Ringwood, NJ

Thomas Aguero Thomas Aguero Thomas Aguero

12 12 12

OCTOBER 1986

3 3 3

4 4 4 4 4 4 4

INTERMEDIATE RATINGS NAME

CITY, STATE

OBSERVER

REGION

2 2 2 2 2 2 2 2

4 4 4

RATINGS AND APPOINTMENTS OBSERVERS

ADVANCED RATINGS NAME

CITY, STATE

OBSERVER

REGION

Wes Roberts

Grants Pass, OR

Terry Tibbetts

Tim Arai Chester Chen Mike lwanciow Victo Mendez Charles Reed David J. Ross Robert Trumbly Fred Vachss

Danville, CA Brisbane, CA Mtn. View, CA Los Gatos, CA Fair Oaks, CA Mtn. VIew, CA Santa Clara, CA Stanford, CA

Pat Denevan Jay Busby Walt Nielsen Karl Allmendinger Jack Anderson Pat Denevan Russell Douglas Pat Denevan

Dan Conners Nicholas Deluca Michael Alan Hayden Donald A. Keller James La Guardia Jerome Shrum Ronald Worley

Mammoth Lakes, CA Van Nuys, CA La Crescenta, CA Santa Barbara, CA La Habra, CA El Toro, CA Ventura, CA

John Reilly Joe Greblo Joe Greblo Ken DeRussy Dan Skadal John Heiney Tom Truax

Erik Kaye W. Casey Lenox Mark Nesby Russell "Al" Paige

Crested Butte, CO Salt Lake City, UT Grand Junction, CO Littleton, CO

George Hewitt Gary LaGrone Steve Sweat Mark Windsheimer

Bill Finn Rodney Hauser Curtis Wilson

Columbus, IN Cashton, WI Plymouth, MN

Richard Sacher Neal Roland Bruce Carlson

Gary D. Brunell Roger Sharf Edward Stelzel

Worcester, MA Farmington, CT Sandy Hook, CT

Rob Bicknell Deane Williams Rob Bicknell

8 8

Tim Massey

Raleigh, NC

Steve Wendt

Robert Boolukos

Beason, NY

Thomas Amann

Meppen, W. Germany

NAME

CITY, STATE

EXAMINER

REGION

Ken Brown Leland Keller Doug Lange Daryl Magnuson Ed Seager

Seattle, WA Eugene, OR Vancouver, WA Oceanside, OR Vancouver, WA

Mike Daily Dick Gammon Mike Daily Dick Gammon Mike Daily

Paul Banken Chester Chen R - Lynda Nelson Rick Nowack Charles Price Chuck Rebert Mark Thomas Bruce Thompson Fred Vachss

Concord, CA Brisbane, CA Concord, CA San Jose, CA San Jose, CA Menlo Park, CA Mtn. View, CA San Jose, CA Stanford, CA

Pat Denevan Pat Denevan Pat Denevan Pat Denevan Pat Denevan Pat Denevan Pat Denevan Pat Denevan David Bowen

2 2 2

Neal Atkinson N. Neil Kjar Carl Raley Hardy Snyman

San Diego, CA Honolulu, HI Poway, CA Costa Mesa, CA

Steve Hawxhurst David Darling Steve Hawxhurst Steve Hawxhurst

3 3 3

Mark Klingensmith Ronald Wilkinson

Colorado Springs, CO Widefield, CO

Mark Klingensmith Mark Klingensmith

4 4

Dennis Prough

Maze! Park, Ml

Norman Lesnow

David Hopkins

Bucksport, ME

Jeff Nicolay

David Thompson

Charlotte, NC

Rick Jacob

S-R - Warren Puckett

Odessa, TX

Warren Richardson

Anthony C. Barton

APO, NY

Jack Davis

James Donovan

Mario Borraro

Salerno, Italy

Joe Greblo

FOR

For. Equiv.

FOR

R - Recertification S - Special Observer

2 2 2 2 2 2 2 2

4 4 4

2 2 2 2

INSTRUCTORS EXAMINERS B -Basic NAME NAME

CITY, STATE

DIRECTOR

REGION

AD MINI/ DIRECTOR

REGION

Thomas 0. Gill

Santa Clara, CA

Russ Locke

B - Jeff Schuster

Berkeley, CA

Johns/Locke

Hardy Snyman

Costa Mesa, CA

Steve Hawxhurst

B - Mark Orsborn

Aurora, CO

Shaw/Zeiset

Jerry Forburger Warren Puckett

Lubbock, TX Odessa, TX

Warren Richardson Warren Richardson

II II

B - Jerry Forburger

Lubbock, TX

DeWolf/ Hawxhurst

Fair/Fair

FOR

B - Mario Borraro

Salerno, Italy

NOTE: In August magazine, Edward Stelzel was listed as an Observer by error. He was supposed to be listed as an Advanced rated pilot.

HANG GLIDING

RATINGS AWARDS BRONZE

SILVER

GOLD

Lou Appell Peter Birren Bruce Burrus Eric Davidson Orlando Ferrassoli David Freeman Virginia Freeman Adam Hale Bret Hilliker Danny Howell, Jr. William Hunley Michael Jeune Peter Kaserer Ron Lem Norman Lesnow William S. Murphy, Jr. Thomas C. Searle Yul Shaffer George Dan Tatum Norman Tietze

Brent A. Crosby Tim Edwards Brei Hilliker Norman Lesnow

Christel Achmus Connie Lee Bowen Matthew Thoreson

• ~IRWAVE ~GLIDERS ~

Quality: Every Magic IV is hand crafted with the finest materials available. Trend selling 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 together in one great glider, your enjoyment in flying will improve.

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

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

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

Price: Simply put, the best form of economy is buying Quality! Just ask some one (could be you) who has jumped on the "bargain buy" and ended up saying, "I should have bought a Magic." Tubing and Fitting Specifications: The Magic is crafted with 60S1T6, corrosion-resistant Aircraft tubing in~ sizes. Aircraft quality nuts, bolts, fittings, in U..S.~. And la certified to stringent European standards.Available in three sizes ... 155,166,177 square feet. Contact: Call the dealer nearest you (page 11) for more information on how you can become a Magic glider owner. Dealer inquiries invited (see dealer ad for specific area).

COMPETITION CORNER

Southern Idaho XC by Mike King Results from three of our 1986 Region 5 XC Series meets were printed in the August issue. Here are the official results from the fourth meet, the Southern Idaho XC. This was held at a new site, and resulted in over 1,420 miles XC in just three days, by 18 pilots, including many

personal bests, and only the second 100+ miler ever in the state of Idaho. Several additions to the information included in August: The 39-mile flight by John Woiwode, on a borrowed Magic 4, set a new Nebraska state record and begins to prove the potential of tow-

Official Results - 1986 Southern Idaho XC Meet King Mountain, Moore Idaho - June 27-29, 1986 Name 1. Rob Dixon 2. Frank Gillette 3. Ken Cavanaugh 4. John Woiwode 5. Steve Shotwell TIE. Ken Schreck 7. Ian Huss 8. Chris Kastner 9. Cindy Drozda 10. Mike King 11. Eiji Spurlin 12. Tom Hinks 13. Paul Allen 14. Zippy Mattias 15. Mike Smith 16. Darrel Newsom 17. Chris Jensen 18. Joel Howard

Hometown Livingston, MT Declo, ID Pocatello, ID St. Paul, MN Twin Falls, ID Blackfoot, ID Boulder, CO Hailey, ID Boulder, CO Boise, ID Pocatello, ID Ogden, UT Pocatello, ID Hailey, ID Rupert, ID Twin Falls, ID Burley, ID Baker, MT

Glider

Daily Miles

165 C2 0 167 Sport 0 155 Mystic 0 177 Magic 4 0 0 177 Magic 4 45.5 180 Duck 170 HP 0 45.5 Sensor 5108 167 Sport 14.5 166 Magic 4 12.5 170 HP 0 0 166 Magic 4 0 180 Duck 0 160 Sensor 170 HP 0 165 C2 0 180 Attack Duck 0 0 185 C2

69.0 70.0 58.0 70.0 0 59.5 44.0 21.5 26.5 0 0 60.0 0 42.5 16.0 0 0 0

Total 93.0 63.0 66.0 49.0 105.0 0 59.5 32.0 52.0 55.0 67.0 0 53.0 0 16.5 30.0 18.5 6.0

162.0 133.0 124.0 119.0 105.0 105.0 103.5 99.0 93.0 68.0 67.0 60.0 53.0 42.5 32.0 30.0 18.5 6.0

TOTAL = 1,421.0! No Recorded XC Miles 19. Mickey King 20. Jay Moore 21. Dave Kriner 22. Ray Clark

Moore, ID Hailey, ID Pocatello, ID Jerome, ID

164 Gemini 175 Demon 165 C2 160 Duck

Did Not Fly 23. Mark Papke 24. Rob Millman 25. Mark Lichfield 26. Lisa Tate 27. Randy Keller 28. Rick Altig 29. Lou Heinonen

Pocatello, ID Brigham, UT Ogden, UT Boise, ID Moore, ID Boise, ID Boise, ID

168 Javelin

launching in the eastern part of this generally mountainous region. Just four days after Kevin Christopherson's 150-miler from Whiskey Peak, Woiwode launched from the same site and flew his Magic 4 some 154 miles to a spot near Kemmerer, Wyoming. Although the distance hasn't exactly been verified by the great circle method, it was almost certainly several miles further than Kevin's flight, and John should be congratulated. As far as I know, these two flights rank as the longest in an east-to-west direction. Not to be outdone for long, Kevin Christopherson made a flight on August 16 which measured some 198 miles. Launching again from Whiskey Peak, Kevin flew his Mystic for six hours, at altitudes near 18,000' MSL for short periods, and landed at the Pine Bluffs airport just four miles short of the Nebraska border. The launch was witnessed by Liz Sharp, but Kevin's barograph didn't operate correctly for any official record claim. With the exception of Randy Haney's 204-miler from British Columbia to Montana, and the 198.5-miler reported from Australia, I believe that Kevin's 198 miles is likely the longest flight ever made outside of the Owens Valley. Pilots looking for great XC distance potential should keep Region 5 sites in mind for next summer! •

~AIR TECH ELE~~~~T~o~~u~ AchlmHageman 29 Stale Sim-I Santa Barbara, CA 93101 (805)687-J119

(made first I hour + flight)

134 Gemini 184 Gemino 177 Magic 3 170 HP

Note: 105.0 mile flight by Steve Shotwell was longest 1986 Idaho XC yet; Idaho State XC record is 112 miles by Dr. Paul Allen, August 1985

HANG GLIDING

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

Rogallos DELTA WING'S NATIONWIDE NETV.'ORK OF DEALERS can help you get into the air. Alternative financing plans available. For further information and the address of your nearest dealer, contact: DELTA WING, P.O. Box 483, Van Nuys, CA 91408 (818) 787-6600. COMET !65-Red LE, White TE, excellent maintenance, under 40 hours, clean, $900. OBO. (413) 528-1371. Call 6 - 9 Eastern. 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. COMET 165-Good condition. Pacific blue L.E., light blue DBL. surface, white T.E. $550. Also Wills Wing Alpha 215 - mint condition. Multicolored sail w/training wheels. $350. (612) 263-2997 (H), 937-8000 (W). COMET 165-Excellent condition plus U.S. cocoon harness with parachute. $1200. (808) 486-9636. BEAUTIFUL DREAM 220-Good tandemship. 3 hours airtime. Asking $1600. (405) 363-5189. Gary Whitman. 130 DUCK-Excellent condition, factory performed/ approved modifications, clean at all speeds, low time, light handling. $1250./offer. (415) 644-0614. DUCK 180-Great shape, low hours, need cash. $700. 6' HE harness, chute $400. (904) 247-0318.

HP l.5-Kingpost suspension, full fairings, speed bar, camera zippers, UV cloth! Excellent! Can ship. $1800. Scott (619) 568-5124. 166 MAGIC IV VG-Orange & white, 4.4 oz. T.E. Excellent condition. $1600. (803) 292-1917. OLYMPUS 180-Still in good shape! Fixed washout tips, leech lines. With spare down tubes, 'safety prone' harness. $275. OBO (303) 494-1270. FOR SALE-Phoenix 6D - 185. Good condition. Low hours. Blue leading edge - (from tip) yellow, gold, orange & red. $200. (714) 675-1031 Evenings. PRO STAR II 190-$550., Prostar 60-$450. (619) 270-6671. 1982 PRO STAR-4 hours airtime. Perfect condition, harness, helmet. $1000. or trade for new single surface glider. David Buyak (213) 374-3701. FOR SALE-Wills Wing Raven 229. Good condition. 2 hrs. airtime. $950. (402) 475-0622. 180 SENSOR-Blue, spectrum. All new rigging, bridles, mylar, kevlar TE, great for towing, $650. O.B.O. (602) 683-2002. SENSOR 510 VG 165-Excellent condition white w/orange L.E. Excellent price $1350. Larry (815) 234-5388. SENSOR 510 - 165 - White/red - Literally like new. $1200./0BO. Also Handbury harness, Kevlar chute, Ball Vario (619) 436-9418. STREAK 160-Purple & white. Good condition. Great glide. Extra down tube. $650. (415) 681-8942. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, .. $1600.00 Eclipse 17 . .. . ..... . . . $1300.00 HP 170 .. ...... . . . $ 950.00 Vl8 Vision. .... $ 900.00 C2 165/!86. .. .. $ 190.00 Parachutes . Also Magics, Ducks for sale. Dealer for all major man, We need your used equip. (619) 450-9008. '

Schools and Dealers

FLEDGE III ET-Excellent condition, $1850. Call Eric, days (209) 292-2171 Fresno, CA. I QUIT - UP GEMINI 184-8 hours airtime. Windhaven electric Vario, harness & Windhaven chute. Make offer - any offer. (405) 363-5189. Gary Whitman.

ARIZONA

HARRIER 147-Excellent condition, rainbow & white sail. $875. Eric Raymond harness & chute $350. (619) 944-1646.

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.

HARRIER II 177-Great condition, 50 hours, stored inside. Orange L.E., white T.E., brown D.S. $750. Dave (806) 592-3138.

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

HERMES 15-160 sq. V.G. New. 10 hrs. Buying smaller one. $2000. (209) 431-9698. WILLS WING HP-Good shape. Flies great $1500. Doug Levy, San Diego, CA. (619) 744-7680 or 434-2664. HP-Excellent condition, Dk. bl. L.E., Pacific blue Dbl. surface. 4.5 white main sail, $1300. (619) 457-2900 or (619) 284-5206. HP-Red & white. Excellent condition. $1400. (916) 925-1615. Also Airstream harness, chute, vario, etc.

OCTOBER 1986

ARKANSAS SAIL WINGS HANG GLIDING-Certified instruction. Pacific Windcraft dealer. 1601 N. Shackleford #131-4, Little Rock, AR 72211 (501) 224-2186. CALIFORNIA BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (707) 576-7627.

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, varies, and spare parts. Located minutes from US lOl and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruclion, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills 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-l055 . 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 accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.

CLASSIFIED ADVERTISING 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 Ban Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. HAWAII MAUL SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. RR. 2, Box 780, Kula, HI 96790 (808) 878-1271. MINNESOTA

UTAH

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.

FLY UTAH WITH

THERMAL UP, INC.-Most complete hang gliding shop in area. Located on top of Ellenville mountain. USHGA certified instructor and observer. Concentrated hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, PO Box 347, Gragsmoor, NY 12420. (914) 647-3489.

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

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

International Schools and Dealers

NORTH CAROLINA

NORTHERN SUN, !NC.-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. NEW YORK FLY HIGH HANG GLIDING, INC.-Serving New York City/Albany, Jersey, Connecticut areas. (Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also carry all other major brands, accessories. Certified Instruction. 7 years experience. Quick repairs. Featuring areas most INEXPENSIVE prices. Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. 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.

JAPAN

KITTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959 1-800-334-4,-77, 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. SAURATOWN KITES-Winston Salem (919) 760-1390 or 983-3570. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing, Pacific Windcraft & Delta; new and used equipment. OHIO NORTH COAST HANG GLIDING-Certified instruction. New & used gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH 44102 (216) 631-1144. PENNSYLVANIA SKY SAILS LTD. Hang Gliding School.-USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

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 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.

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I I USHQA CLASSIFIED ADVERTISING ORDER FORM

I 35 cents per word, S3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $10.00 I O..dllne, 20th of the month six wHks berore th11 cover date of the I laaue In which you want your ad (I.e. March 20, for the May luuo). I Bold face or capa 50C per word extra. (Cota not Include llrst lew I words which ire aulomatlcally caps). Special layouts or tabs S20' per I column Inch. : Payment for first three months required In advance.

I Please enter my claulfled ad as follows: I I I t I I Number of words: :

@ .35 •

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

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

Begin with - - - - 19 _ _ _ _ Issue and run for _ _ __ consecutive lssue{s).

My check _ _ money order _ _ is enclosed In the amount of $, _ _ _ _ _ __ Name: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Phone Number: P.O. BOX M30I, LOS ANGELES, CA toOM I (213) 3f0.30la

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HANG GLIDING

CLASSIFIED ADVERTISING Emergency Parachutes

Rigid Wing

Miscellaneous

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.

FLEDGE 2-0riginal owner, good condition $600. Al (717) 826-9883.

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

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.

Ultralight Powered Flight MITCHELL WING-Virtually new! Excellent condition, flown once - with fully enclosed trailer. Must sell. Best offer. All offers considered. (612) 432-3339.

Parts & Accessories

Towing

U.S. NATIONALS T-SH!RTS-Six color silkscreen design depicting Flatland XC from Chelan Butte. Sizes S,M,L,XL. White. Prepaid $11.00 includes postage & handling. RJ's, 13107 Occidental, Yakima, WA 98908.

We sell Airtime in the form of complete TRUCK TOWING SYSTEMS. The safest, most consistent method to get airtime in the flatlands. For Introductory video tape (upgraded version) send $19.95 plus 3.00 (S & H) to Airtime of Lubbock 2013 - 68th St., Lubbock, TX 79412 (806) 745-6039.

Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW! Lots of students ... not enough instructors. Send resume to: Mission Soaring Center, 1116 Wrigley Way, Milpitas, CA 95035.

Publications & Organizations SOARING-Monthly magazine of the Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00. SSA, P.O. Box 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 $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.

Videos & Films

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

THANK YOUS ARE DUE to these members of the Sylmar Hang Gliding Association who have been contributing evening hours as volunteers at the USHGA offices: Craig Baker, Greg DeWolf, Bob Lafay, J. Fred Lucas, Sherrie Lucas, Harry Martin, and Curt Trimble. If you'd like to pitch in in the evenings, call the USHGA Office to catch the schedule. Wages are good company, music and refreshments. Thanks again to the members who have helped. WANTED-Demon hang glider. Sales, 175 squares, must be in excellent condition. (801) 782-8172. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 'h" dia. Inside or outside application. 25C each. Include 15C for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066. BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego, CA 92106 (619) 455-6036. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066. The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps 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 I '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.

U.P. COCOON-Brand new, large, 24' chute, steel carabiner. $300. (404) 325-3268. WINCH-For land towing, stationary, with trailer, hydraulic system for constant line tension, Tecumseh engine, 5000 ft. of line, like new. Tow to 2000 ft. in flat terain with a 10 mph wind! Skyting towing system, with 3-ring circus release. Very safe. I am moving to Europe. $2500. Call (315) 687-3724. WINDSOK-A calibrated, portable design specifically for hang glider pilots. Two sizes seven colors. $250 donation from retail purchase will go to USHGA. Color brochure availab.e Hawk Airsports, P.O. Box 9056. Knoxville, Tennessee (615) 573-9593. Thanks!

OCTOBER

1986

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. "A FEAST OF FLIGHT"-The 1985 U.S. Nationals video (30 min., VHS). Send $25.00 plus $3.00 for shipping to: Cloudbase Country Club, PO Box 629, Issaquah, WA 98027-0629.

• Always there when you need tnem • Warm, comfortable, durable, slide easily across conlrol bar • Instant bare hand dexterity for launch, CB, chute camera • Quality construction, '/,-in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50 1

dealer inquiries invited

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505) 884-6851

CLASSIFIED ADVERTISING Index To Advertisers

Stolen Wings TYPE: 167 Sport. Pacific blue leading edge, gold undersurface, balance white. Contest number 52 on both wings when stolen. No ribs or glider bag with glider. Stolen from Little Black in San Diego, CA on Aug. 18, 1986. CONTACT: The Hang Gliding Center,

(619) 450-9008. TYPE: Raven 229. SAIL: White with orange leading edges and keel pocket. Serial #4900. WHERE AND WHEN: Palm Springs, March 29, 1986. CONTACT: Art Kassel Detective Agency (714) 540-9391. Reward. TYPE: Lancer 145. SAIL: Center out gold, brown, yellow, gold, orange, brown, black tips. Blue bag with orange tips and Flight Designs patch. U.S. Lancer on underside of right wing. WHERE AND WHEN: April 12, 1986, Morristown, TN. CONTACT: Mack Lipe, 653 Central Church Rd., Townhouse, Apt. 6, Morristown, TN 37814 (615) 581-HANG (collect). TYPE: 165 Comet I. SAIL: Red undersurface, orange and yellow upper. LE red. TE white. Keel pocket yellow. WHERE AND WHEN: Kitty Hawk Dunes, NC May 16, 1986. CONTACT: Dave Slodki, eves (718) 454-4734. TYPE: '78 Elite 174. Stolen Dec. '85 Billings, Mont. COLOR: Red leading edge, keel pocket and tips. Yellow sail, blue bag, orange training wheels. CONTACT: Dick Irwin, 512 S. 36th St., Billings, Mont. 59101 (406) 259-2901. Reward.

TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body. Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618. TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward. TYPE: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CONTACT: Robe1t Fullam, 551 Jean St. #302, Oakland, CA 946l0. 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.

Air Tl<ch ............................. 40 Airwave .......................... 29, 39 Airworks ............................. 43 Australian Safaris ...................... 18 Ball Varios ........................... 29 Bennett Delta Wing Gliders ....... 5, 35, BC Hall Brothers ........................ IBC Hang Gliding Press ................... IBC High Energy ...................... 25, 32 Leaf ................................. 39 Litek ................................ 39 Lookout Mt. . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Mast-Air ............................. 35 Microflight ........................... 34 Mission Soaring ....................... 29 Moyes ............................... 26 Pagen Books .......................... 25 Para Publishing ........................ 44 Publitek .............................. 25 Santa Barbara HOA .................... 25 Seedwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Skylife ............................... 6 Suntiger .............................. 24 Systems Tech ........................ IBC

TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. 1, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345. TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078.

USHGA ....................... 7, 39, IFC Wills Wing ........................... 10

RUBBER DOLLARS

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

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

Send For FREE Brochure HANG GLIDING

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• MEMBERSHIP APPLICATION • lllllr.~\

(Please Print)

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

SEX (M)(F)

D NEW MEMBER

BIRTH DATE

D RENEW/USHGA # _ _ _ _ __

___ ____, ~ - - ~ _/

FULL MEMBER

FAMILY MEMBER

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.

SUBSCRIPTION ONLY - - - - - ·

STUDENT MEMBER - - - - - - ·

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.

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,

D D D D

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

FULL MEMBER ($39.00, $42.00 foreign) FAMILY MEMBER(S) ($19.50 each) STUDENT MEMBER ($10.00) SUBSCRIPTION, one year ($29.00, $32.00 foreign)

D SUBSCRIPTION, two years ($53.00, $59.00 foreign) Charge my O MasterCard

OVISA

Charge Card Service Charge Total

Card No., _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature - - - - - - - - - - - - - - -

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

(213) 390-3065

Revised 6/86

DEL1A WIN& FOR 'B&I

The '86 Lite Dream combines the best features of any intermediate glider on the market today . That 's why it continues to be'the #1 selling glider! The Lite Dream offers: more sizes 145 , 165, 185, 205 & 220 ; light weight - 42 lbs. (145 Dream) ; smooth predictable inflight handling ; excellent performance & best price .

Ll1E Known for its excellent performance & ease of handling , the highly competitive Mystic has undergone significant re-engineering to provide this year's pilot with the lightest all Am erican airframe glider available todayl Weight savings have been gained without having to use more expensive & exotic thin-walled tubing ... The Lite Mystic aiso features: 5 sizes - 144, 155 , 166, 177 & 188; foam leading edge pockets ; streamline kingpost and best of all the price .

Ll1EMY511C

Box 483, Van Nuys, CA 91408 s1sn s1-&&00, Telex 65-1425 • Watch next month's ad for the release of Delta Wing's new high performance glider -

the XCEL!