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

at a Showo The 1987 Calendar

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 Dennis Pagen A look nt the spectacularly successful USHGA

National fun meet in Elmira, New York.

@1986 by Dennis Pagen Dennis discusses pitch control enhancing devices the rewards and the dangers.

Russ Locke looks back on 1986 and looks ahead to coming year.

Page 14 article and photos by Eric Raymond There have been some amazing advances in MPA technology. Eric introduces Gunther Rochclt and his Musculair.

by Ron White A hang gliding fantasy comes true.

Page 20 by Jim Johns An in-depth look at Pacific Windcraft's fun-to·· fly glider.

Page 35

COVER: Launching over Lake Annecy at La Forclaz, France. Photo by Roland Chirico. Sec story on page 28. DISCLAIMER OJi' 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.

DECEMBER 1986

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 !: Ken Godwin, Jeff Bennett. REGION 2: Gary Hodges, Russ Locke. REGION 3: Ken de Russy, Steve Hawxhurst. REGION 4: Bob Thompson, Jim Zeiset. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: John Woiwode, Bruce Case. REGION 8: Robert Collins. REGION 9: William Criste, William Richards. REGION 10: Steve Coan, Rick Jacobs. REGION ll: Warren Richarson. REGION 12: Paul Rikert, Pete Fournia. DIRECTORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell,

Elizabeth Sharp. EX-OFFICIO DIRECTOR: Evef!?tt Langworthy. HONORARY DIRECTORS: Bill Bennett, Walt Dodge, Eric Fair, Bettina Gray, Doug Hildreth, Mike Meier. The United States Hang Gliding Association

Inc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FA!), the world governing body for sport aviation .. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities "iUCh as r,;_cord 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 open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is 10 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 (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065, 398-0198. Second-class postage is paid at Los Angeles, Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $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 issue. POSTMASTBR: SEND CHANGE OF ADDRESS ID: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 66306, LOS ANGELES, CA 90066.

NOVEMBER 1986

VOL.

AIRMAIL THANKS TIT Dear Editor, I would like to thank Dennis Michels, Pat Kellis, Chuck and Shari Toth and the rest of the Tennessee Tree Toppers for all the work they did on the USHGA's Fall 1986 Board of Directors meeting in Chattanooga. They rolled out the red carpet and left it out for the time we were there. The only thing that wasn't perfect was the weather that Dennis ordered for us. It did, however, provide Walt Dodge and myself the opportunity to entertain the local pilots as they thoroughly enjoyed watching a couple of California boys fold up gliders in a drenching downpour. Again, thanks for all your efforts. They were greatly appreciated. Russ Locke USHGA President

RESPONSE TO PFEIFFER Dear Editor, Rich Pfeiffer asks some "troubling questions" in the Editorial Comments section of his article on the Masters. I agree that Mr. Pfeiffer's questions are troubling; for they involve serious misstatement of fact as well as libelous innuendo. Mr. Pfeiffer begins by blaming the U.S. Competition Points System in part for the somewhat mediocre showing of those U.S. pilots who flew in the Masters this year. Although this may not be quite fair, it is an opinion to which Mr. Pfeiffer is certainly entitled. I would point out, however, that the Masters is only one meet, and that most of the U.S. pilots who are most highly ranked by the CPS didn't fly in the meet. The CPS didn't decide which U.S. pilots flew in the Masters. In the most recent meet in which the CPS did select the U.S. pilots participating, the 1986 American Cup held this summer in Canada, the U.S. team clearly outflew all the other teams in the meet, including teams from Australia, Great Britain, Canada, West Germany and Brazil. Mr. Pfeiffer then moves from matters of opinion to matters of fact, and in every case Mr. Pfeiffer's facts are demonstrably wrong. Mr. Pfeiffer claims that "foreign pilots aren't worth much in the CPS" giving U.S. pilots "less incentive to fly against foreign pilots." Yet the foreign pilots who competed in the Masters were worth a total of 135 CPS points in that meet, raising the Masters point total from the 293 points it would have been worth

16, ISSUE 12

to the 428 that it was awarded. Given high number of CPS points, and the fact that the Masters actually paid pilots $100 just to show up, in addition to paying out more than $12,000 in prize money over the top nine places, it would seem that in this case at least U.S. pilots had every conceivable incentive to fly against foreign pilots. If there was any single factor which kept some of the top U.S. pilots away from the Masters this year it was most likely the long history of extremely unreliable weather which has plagued the Masters through the years. We could certainly make foreign pilots worth more in the CPS, but that would make it even harder than it is now for the average amateur U.S. pilot who can't travel regularly to foreign meets to have much hope of qualifying for a U.S. world team position. Mr. Pfeiffer claims that foreign pilots "have to compete in U.S. meets" to earn U.S. CPS points. This is not true. Any foreign meet sanctioned by the official national aero club of the host country is eligible to earn U.S. CPS points if any U.S. pilots fly in the meet and the meet report is filed. Examples of such meets which have earned U.S. CPS points and which have made foreign pilots worth points in U.S. meets are the 1985 World Championships, the Australian XC Classic, the South African Nationals, Grouse Mountain, The American Cup, and the Venezuelan XC meet. Mr. Pfeiffer claims that the CPS system heavily penalizes meets that aren't flown in ideal conditions. This isn't true either. There are penalties for meets that don't fly a minimum number of rounds or a minimum amount of air time, but the required minimums are pretty easy to meet. For meets that could earn less than 300 points, the required minimums are that at least three rounds and 2.25 hours of total air time must be flown by the meet winner. For more competitive meets with more ranked pilots which would earn more points, the required number of rounds and minimum air time are higher. For the 1986 Masters, at least five rounds and 3.75 hours of air time were required to avoid any point penalty. The 1986 Masters easily exceeded these minimums by a wide margin, and did so without any need for any "waiver" of the so called "20 mph rule." It is the next to the last paragraph of Mr. Pfeiffer's article, however, that I find most disturbing. Mr. Pfeiffer implies that I am unfairly manipulating the CPS by selectively "waiving" or choosing not to waive the "20 mph rule." This is an attack on my integrity and on the integrity of the USHGA competition system itself, and it is a serious charge

HANG GLIDING

AIRMAIL even if made only by implication and innuendo. The fact is that none of the three meets Mr. Pfeiffer cites as evidence of my supposed manipulation was affected in any way at all by the 20 mph rule. There was no penalty applied or waived, nor could there have been any penalty applied or waived to the points in either the 1986 Masters or the 1986 Region LO Regionals which Randy Adams won. The third meet Mr. Pfeiffer cites never existed, so far as I can determine, as I can find no record of it at all in the USHGA competition records. I did discuss the 20 mph rule with Stew Smith while he was organizing this year's Masters. This rule provides for the conversion of distance flown to air time using an average speed of 20 mph when a cross country meet is scored by distance flown rather than by time to a goal. Some such conversion is necessary in the rules since the information needed to compute any possible validity penalty based on a required minimum air time would not exist if only distance and not time were recorded in the meet scoring. Stew said that because cross country speeds were typically slow at Grandfather Mountain, the Masters might be unfairly penalized by the 20 mph conversion of distance to time. I suggested he simply keep track of the actual air time separately and include that with the meet report, since it certainly was nobody's desire that the Masters be unfairly penalized. I didn't waive any rules at any time, for the Masters or for any other meet. Whether computed by distance at 20 mph or by time directly, the Masters easily exceeded the minimum requirements of 5 rounds and 3.75 hours. I have been aware for several years that a small group of pilots has been circulating the rumor that I unfairly manipulate the USHGA points system. It is partly because of the persistent circulation of such rumors in the past that I have largely withdrawn myself from the administration of the points system. I make no decisions with regards to points computations. I am supplied with five numbers for each meet, I plug those into a simple computer program which contains the points computa• tion method which is specified in chapter 13 of the USHGA rule book, and I mail off the hardcopy that comes out. Still, the deliberate spread of rumors of misconduct on my part has persisted. Until now, however, no one has made such an accusation, even by implication or innuendo, either in writing or to my face. Now someone has. I have tried over the years to contribute to the USHGA competition program as best I know how. I have absolutely nothing to hide,

DECEMBER 1986

nor anything to be ashamed of with respect to anything I have done with regard to competition rules or the competition point system. I am somewhat baffled as to why the editor of Hang Gliding magazine would permit Mr. Pfeiffer to use provably false statements and libelous innuendo to attack my character and integrity while purportedly reporting the results of a hang gliding meet. I have known Mr. Pfeiffer for many years, and his actions in this regard do not surprise me. If he is going to accuse me of malfeasance, however, it would behoove him to get his facts straight, and to make a good deal better case for it than he has.

Right now, while this letter is fresh in your mind, please take a moment to send what you can. Please know that all donations of any size will be greatly appreciated by the family of our lost friend, Stew Smith. Please send your contributions payable to The Stewart Smith Fund, Avery County Bank, P.O. Box 246, Newland, NC, 28657

Mike Meier

THANKS

HELPING OUT Dear Editor, By now you all know of the accident at the Masters, resulting in the death of Stew Smith, a well-known competition flier and friend to many. Stew has been a member of USHGA since the mid-seventies. Some of his accomplishments include: finishing second in the World meet in 1983, being selected by the team to carry the flag, and National Champion at the 1984 Nationals at Crestline. He was consistently good in his competition flying and was instrumental in developing competition formats. In Rich Pfeiffer's words, "He was a giver, and gave himself, his house and family - acting as travel agent for the pilots at the '86 Masters." He lived the life of hang gliding, willing to share his vast knowledge with any who asked, lending a hand to any who needed it. He chose a life that revolved around our sport - not a life of luxury, but a life filled with the splendor of flight. As is prehaps the case with many, there was no money left in his slim budget for such things as life insurance. He leaves behind his wife, Kathy, and two small children - the youngest only four months old. They are in need, and we, as an organization, are in a position to help. Each of us probably doesn't think of a dollar as being much to offer, but put that together with a dollar from each of the six or seven thousand members of USHGA and that adds up to six or seven thousand dollars that Kathy doesn't have now. Take a minute to think. For the small sacrifice of the price of a beer at your local hang glider hangout, you can make a difference in his family's immediate financial needs.

Good Winds and Thank You, Stew's fellow fliers from North Carolina

Dear Editor, It has occurred to me that in my haste to write up the National Fly-In before the magazine deadline, I plumb forgot to mention a few individuals who contributed greatly to its success. First, the Elmira, NY (Free Spirit) club president, Joanne Derenzo, spent much time and effort organizing the event through the acquisition of facilities for our seminars and socials. Dan Walter, Site Director extraordinaire, not only led us to a soarable site every day, but also transported a tangle of pilots and a rack of gliders up every hill with his four-by-four. Sue Gale was also everpresent to lend a hand and provide local color. Many others helped in one way or another. I wish to thank them all on behalf of the many happy pilots who shared their sites. On a totally unrelated note, please let me comment on a photo that appeared in the October, 1986 issue of this magazine. The photo in question portrays a towing release system and is found on the lower left of page 8. I liked the article and the towing method presented therein, but the photo made me nervous. It appears that the hang strap can contact the sharp edge of the towing release when the pilot is pulled forward. With the weight of the pilot on the strap it may fray or sever readily. This potential problem is made more serious by the apparent lack of a back-up suspension loop. Plastic edging along the sharp edges of the release may be all that's necessary to eliminate the danger. Dennis Pagen State College, PA

AIRMAIL CERTIFICATION Dear Editor, In response to Bob Trampenau's letter in the November issue, I would like to point out that my opinion regarding the certification status of the New Standard Model 510B 160 is not the issue, and neither is Mr. Trampenau 's opinion on that question. The certification status of the New Standard Model Sensor 510B 160 was determined by the HOMA board of directors at two separate meetings; one held on October 3rd and one held on October 21st. At each of these meetings, after careful consideration and discussion, it was determined that in order for the New Standard Model Sensor 510B 160 to be considered a certified glider, an appropriate addendum would have to be filed covering the various configuration and specification changes. Mr. Trampenau's position throughout has been that the New Standard Model 510B 160 should be considered a certified model without the need for Seedwings to file any addendum. The HOMA board has disagreed. Mr. Trampenau states that "It is the member manufacturer's own discretion that takes precedence in determining whether the glider he is manufacturing is certified." Such a statement, however, is in complete conflict .with the entire history of operation of the HGMA, as well as with the written procedural policies of the HOMA standards. It is, in fact, the discretion of the HOMA board of directors which takes precedence, if there is a question regarding the certification status of a glider. If this were not the case, then there would be no need for the HGMA requirement for documented testing of gliders, and no point in having the HOMA board review that documentation prior to deciding to either grant or deny a certificate of compliance. Mr. Trampenau has attempted in his letter to represent this issue as a conflict between Seedwings and Wills Wing, when in fact the disagreement has been only between Seedwings and the HGMA. Any actions I have taken with respect to this issue have been on behalf of the HOMA board of directors, and have represented their consensus on the issue. If the HOMA board has any problems with anything I have done or with anything Wills Wing has done, I am sure they will take

whatever action they deem appropriate. To bring your readers up to date, Seedwings did, at the October 21st HOMA meeting, file an addendum for some of the configuration and specification changes to the New Standard Model Sensor 510B 160. Other specification changes for the Standard Model, and other configuration changes which, according to Seedwings, are being made to

some individual production Standard Model 510B 160's, have not yet been covered by addendums as of the date of this letter (November 7, 1986), although Seed wings has expressed their intent to file the required documentation. Mike Meier HGMA President

As almost everyone knows the l\fagie IV has consistently been the ,vorld's number one performer during the last two years with countless national championships to its credit plus World and European titles. What is probably not so well known is tlwt despite its performance pedigree, the fundamental design philosophy behind the Magic IV was to produce a glider which would allow pilots of widely differing ability and experience to make the most of their own skill levels and thereby maximise their enjoyment of the sport.

If you tal~ to the John Pendry's of this world or a weekend pilot they will both stress the importance of good handling and quality of construction; t1rn things that come as standard on e1'ery i\.lagic IV.

It is this commitment to providing gliders which are suitable for all serious pilots that has resulted in Ainrnve Gliders developing the widest range of sizes so that you can buy a glider that matches your specific needs. Send for an information pack today and you'll see what we mean or better still arrange a test flight with your local Airwave dealer.

,-----------------,

~§s:miffl@§=::::~AI Rwrr'\ I\ :\IE I Please send me a complete information pack and ~=i I details of my nearest Airwave Dealer. ~ GLIDERS I Name. ~

P.O. Box 1153 • Mercer Island, WA• 98108 Phones #206/622-8132 Shop or 206/537-2297 Office Telex#296585 800 Mercer• Seattle, WA 98108 Dealer inquiries invited.

I I I I I I

Address

I I I I I I I I I

L-----------------~ HANG GLIDING

UPDATE PRO AIR ADVISORY I would like to thank Greg Shaw for his fine article in Nov. '86 (Beyond The Cover Bag). It seems that more than ever older gliders are being actively flown. Many times more experienced pilots on the hill are asked to inspect older gliders, so this information is good for all to know. I think it would be great if others experienced in glider repair could send information to Greg in hopes that the whole industry can benefit. In that light I would like once again to remind pilots that are flying early model Pro Air and Pro Star gliders, manufactured from 1980 to 1982, that are fitted with the kingpost mounted safety wire (illustration #2 in Greg's article) to inspect, and if needed, replace the wire assembly. This can be done by sending the old wire with hardware and $20 to Delta wing, Box 483, Van Nuys, CA 91406 (818) 787-6600. Richard Boone NEW USE FOR YOUR GTR

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Ever considered water skiing with your hang glider? Water skiing with no boat wake is a new experience for this Australian water skier, with speeds of up to 60 mph on Keepit Dam, New South Wales behind Shane Duncan's GTR trike. Shane also tows a barefoot water skier across the glassy water of Keepit Dam, demonstrating the towing power of the new trike. Russell Duncan, Mark Newland, Ken Hill and Lee Scott travelled with Bill Moyes to Cypress Gardens, Florida to deliver new gliders. They brought along their trike and had the most successful towing that Florida has seen, three

DECEMBER 1986

minutes to cloud base, two minutes down and five minutes turn around time. Russell broke the Florida cross country record with a 75-mile free flight and was forced to land when he reached the Gulf of Mexico. PARA GLIDING

In France, Switzerland, Italy, Austria, England and all of Western Europe pilots are taking to a new sport. Schools are selling parasails so fast that they can hardly supply the demand. Para gliding is affordable, the equipment is light (12 pounds total including harness) and easy to carry, and the sport is apparently easy to learn. The new sport is essentially foot-launched high-performance sky diving canopy flying. The parasails claim 4 to 1 glide with 350 fpm sink rates standard Rogallo glide with slightly superior sink rate since their flying speeds are lower. It is reported that nowind takeoffs are even possible. In Europe competitions have already been held. Records claimed include: In Spain, a flight of 36 kilometers in ridge lift. In Switzerland, altitude gains of more than 3,000 feet. In France, an official record of 2 hours 40 minutes. Unofficial claims of 5 hours 20 minutes. Flights from Mont Blanc and most major mountains in Europe. In Pakistan on the Gasherbrun, a peak of 26,000 feet, a French mountain climber, Pierre Gevaux, flew back to base camp while the other members of the expedition took 21/2 days to walk out. It is rumored that in Europe a dispute between the sky diving and hang gliding

federations resulted in the hang gliding community being awarded official jurisdiction over the new sport. Vol Libre, the French hang gliding publication, has been full of articles on the new aviation activity, Since I speak French I've been reviewing the articles with interest. Of concern to me have been reports of the parasails ''folding up like a book" in strong thermal turbulence, with altitude losses of 100-200 feet before reinflation. All things considered the sport sounds like an exciting development to me. Should the USHGA become involved? For more information contact either Pacific Windcraft or Heinz Hefti, 1297 A Ste-Marie, Marieville, Quebec, Canada, JOLlJO (514) 460-2380. -Ed.

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• Slower Descent Rates

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• Adds strength to area of greatest stress during

opening shock

ALL SEAMS REIN FORCED WITH TYPE Ill WEBBING • Necessary for strength in the event of a high speed opening

• Helps to distribute opening shock load • Important in the event of a high speed opening

400 LB. TUBULAR NYLON SUSPENSION LINES • Stretch characteristics help reduce opening shock load on canopy, harness, and pilot

TYPE XVIII BRIDLE

• Sewn with 5 cord thread • Strength rated at 6000 lbs.

DROP TESTS TO FAAC23B TSO STANDARDS COMFORT PACK DEPLOYMENT BAG • Safety locks

• Protective side line cover • UV resistant material

, , , THEN YOU WANT A Hi"H ENERGY SPORTS PARACHUTE! Forc0.~plete information on all High Energy Sports Products, contact your local High Energy Sports Dealer or:

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UPDATE KLINGBERG WING UPDATE

Due to some minor mechanical problems with the control system, flight testing of the Klingberg Wing has been delayed until November. Using a temporary plastic sail, ground testing started on September 14. The testing was conducted in a stationary position while data were collected on angle of attack, airspeed, lift and rolling moments. The results were better than expected. Compared to conventional configurations the ground handling was excellent. With the CG of the glider several feet lower the pilot's balance was greatly enhanced. The shoulder straps allow the weight to be carried and leave the hands free for operation of the controls. The controls were found to be effective at speeds as low as five mph. These combined capabilities make it very easy to "fly" the wing in a takeoff position. Control responses were quite brisk and similar in nature to the flight test model. No coupling of roll and yaw occurred unless forced by rapid roll reversals. The adverse yaw during rolling movements was small and easily countered by the spoilers. The data that were collected, once reduced and corrected for ground effect, proved to be close to the computer predictions. With the above information in hand expectations for a successful first test flight are high. Work has started on the sail, which is about 90 percent complete. Once some modifications to the ribs and elevon hinges are completed Roi Klingberg will be ready for that first flight. Stay tuned.

SOLAR WINGS ACE Solar Wings of Great Britain announces the Ace which is being imported by Flight Research. The manufacturer claims improved performance through the use of 100% double surface tips, which, they claim, reduce twist without the need for a super tight sail. The glider is manufactured in 150, 160, and 170 sizes with 31.5 to 34-foot spans. Weights are advertised at 63, 70 and 74 pounds respectively. Contact: Flight Research, RD 2, Box lOIC, Airport Rd., Bliarstown, NJ 07825 (201) 362-9733.

NEW FROM AIRWAVE Airwave announces the 133 Mini Magic for pilots in the 100-120 pound weight range. The Magic IV 133 is now in production and Airwave claims that it retains all of the flying characteristics of the well-known Magic series of gliders. The specs include: 133 sq. ft. area, 53 lbs. (out of bag), aspect ratio 6.5, 17 battens total, half ribs and Magic trimmer optional, list price $2,400. Airwave also announces the Airwave sweatshirt. The shirt features dropped shoulders, fashionable patches with the Airwave logo, durable polycotton fabric and two colors, red and navy. Contact: U.S. Airwave 800 Mercer, Seattle, WA 98109 (206) 622-8132.

MAST-AIR FLIGHT RECORDERS

features never before available: Dual scale variometer 0-5,000 ft., altitude in 10-ft. increments, altitude gain or loss, chronometer or elapsed time, time versus altitude display, air temperature, barometric pressure in inches and maximum altitude reached. Size 5"x3"xl.5", weight - 11 oz., battery 9-volt alkaline (50 to 100 hrs.). The Mast-Air 03 can also be connected to a Memomast to record every function of the flight. The Memomast is housed in the same 5"x3" case as the Mast-Air and is connected by a short cable. The Memomast can then later be plugged into a standard IBM-compatible printer and will supply a complete readout of the entire flight including altitude versus elapsed time. For competition the instruments can be used together to provide a verifiable account of each flight. The system can also take the place of a

SOUTHERN CALIFORNIA FLYING TOUR December 27 - January 3 Build your hang gliding experience this winter and have fun flying five or more of Southern California's premier sites. Traveling with a small group, you will be introduced to all flying sites by a guide and advanced USHGA certified instructor. This gives you the best opportunity to learn new sites. Southern California has more consistent winter flying than almost anywhere. All sites on the tour have easy launches and large landing fields. Trip includes: * Guide Service *Coaching on thermalling & other advanced techniques *Rating Tets *Rides Up *Retrieval * Accommodation and Camping Fees Sites:

The microprocessor has made its way into hang gliding. The new Mast-Air 03 is a lightweight computer-controlled information center supplying a number of

Kagel I Crestline I Elsinore I Torrey Pines (Hang IV) I Little Black Mtn. I Blossom Valley For Advanced Hang II thru Hang IV. Call for details. Cost $395.00. Early reservations recommended for out-of-state pilots. Holiday airline schedules fill up early. Jim Johns at Kitty Hawk Kites, Hwy #1Reservation Rd., P.O. Box 828, Marina, CA 93933 (408) 384-2622.

HANG GLIDING

UPDATE barograph for record attempts. Contact: California Power Systems, 790 139th Ave. #4, San Leandro, CA 94578 (415) 357-2403.

MONTANA XC CHALLENGE The cross country season in Montana is abruptly coming to an end with Montana's eternal winter upon us. This was the first attempt at organizing a cross country meet for this state. We had 18 entries total. The state has roughly 40 active pilots. We definitely have more existing and potential flying sites than there are pilots. Too little time, not enough pilots. The results of the 1986 Montana Cross Country Challenge are as follows: First Place: Robert Brohaugh, Great Falls, 70 Miles; Second Place: Carlin Onstad, Great Falls, 64 Miles; Third Place: Barney Hallin, Livingston, 57 Miles; Fourth Place: James Gaither, Great Falls, 41 Miles; Fifth Place: Conrad Agte, Missoula, 27 Miles; Sixth Place: Roger Lockwood, Missoula, 10 Miles, tow flight. Congratulations and thanks to all the pilots who entered and supported this event.

DELTA WING TANDEM SEMINARS Delta Wing is sponsoring USHGAsanctioned tandem certification clinics for both Class I and Class II. The first clinic was held Nov. 21-22, and future seminars are planned for 1987. The seminars include two days of foot-launch tandem instruction and one day of tow-launch instruction. Contact: Delta Wing.

MT. NEBO XC GLIDE OUT

The first Mt. Nebo XC Glide-Out was held on August 30, 31, and September 1 at Mt. Nebo State Park in Dardanelle, Arkansas. Mt. Nebo is a 1200-foot site with east and south launches. It is also

DECEMBER 1986

the only Arkansas State Park that allows any hang gliding. Pilots from five states gathered for the event. Local pilot Jeff Brault won the contest with a 23-miler on Monday. Jeff is also the holder of the 33-mile Mt. Nebo XC record. Mark Stump of Fayetteville, AR won the 2nd place trophy with his 19.5-mile flight. Trophies for first and second place were designed, built and donated by Dave Dunning of Little Rock. Great work, Dave! All of the pilots would like to thank Mt. Nebo State Park, especially Park Superintendent Terence Austin, for the opportunity to hold and fly in the first Mt. Nebo XC Glide-Out.

FIRST WOMEN'S WORLD HANG GLIDING CHAMPIONSHIP

TEAM PLACINGS Place

Country

1 2 3 4 5 6 7 8

France Germany England Switzerland Italy Australia Austria Belgium Spain Greece Holland

9 10 11

Place Pilot Glider 1st Jeff Brault Streak 160 2nd Mark Stump Fledge 3 3rd Troy Fant C2-l65 4th Michael Newman Vision 20 5th Larry Haney Esprit 18 6th Dave Bash Moyes Missile

Distance 23 miles 19.5 miles 17.5 miles 15.5 miles 9 miles 5 miles

AFRICAN SAFARI UPDATE Achim Hageman' s hang gliding safari to Kenya and Tanzania will leave on February 14, 1987. Besides flying off Mt. Kilimanjaro (19,340 ft.), which takes four days to climb, they will do a land rover expedition to Angorgoro Crater in Tanzania, a fantastic flying spot, and also to Lake Manyara to fly with the Pink Flamingos. Guide service will be provided by local leaders who speak Swahili and are familiar with the flying sites. The Rifft Valley in Kenya is another flying site with great flying potential. It has a 400-mile ridge and convection thermals up to 25,000 feet. Some of these sites are inside the famous Serengetti National Park with unlimited wild life. Contact: Achim Hageman, Santa Barbara Hang Gliding Center, 29 State Street, Santa Barbara, CA 93101 (805) 687-3119.

INDIVIDUAL PLACING Place Name 1 2 3 4 5 6 7 8 9

Judy Leden Ornella Magnaguano Petra Bader Jenny Ganderton Rosi Brams Daniele Taba Reidunn Rugland Fabienne Lemaire Ilona Albrecht Odile Monrozier

Country England Italy Germany England Germany France France France Germany France

BLACKHAWK POD HARNESS Introductory price $250 incl shipping ($295 starting 12-1-86)

Aeroc,, imic; comfortable; light weight, back pack carryins, case; glove, parachute, ballast, glider bag storage compartments; opening & closing lines; velcro override; 2 sizes. In stock or custom make in 3 weeks. Manufactured in New Zealand for:

Silver Wings, Inc. I John Middleton• 6032 N. 20th Street Arlington, Virginia 22205 (703) 533-1965 • Also daa!er for: Ball, Litek, Roberts, LEAF. CGH)()(l, Robertson. High Energy, Delta Wing, & used equipment

USHGA REPORTS

Executive Director's Report by Cindy Brickner Well, you thought the first columns were a flash in the pan? I'd rather think I took a break and left room for flying news when I didn't have big news to contribute. Now there's news. Guess what. There's no calendar for 1987 in this issue of the magazine. We warned you back in May that we planned a whiz-bang special calendar and that you'd have to buy it this fall. It is pretty, it will be a good gift for everyone on your list and you do need to buy them, now! After the winter Board of Director's meeting, I've got some things to let you in on. Allocation of Directors USHGA Bylaws say that directorships will be allocated to regions based on the USHGA population percentage in the region (a representative system). Upon reviewing the population distribution of members, we found that one-third of the USHGA membership lives in Regions 2 and 3. But it was decided that no changes would be made to director allocation to continue representation in regions with small percentages of membership. However, Las Vegas area pilots voiced a concern over validity of representation during the February '86 meeting. The resolution chosen for their situation is this: Las Vegas, Nevada, will be appended to Region 3 effective February 1, 1987, barring a significant objection from other Las Vegas pilots. Members invited to comment (to the office, in writing) on this issue have zip codes within the range of 89000 to 89199. Finances We spent two years talking about how bad things were. USHGA asked each of you to send contributions to keep things

going. The response was tremendous, THANKS, and we're still in business. More significantly, the office has changed some internal procedures, purchasing, collections, mailing policy, that have resulted in a more effective use of your dues. Combined with a year of steady membership levels - don't faint we're in the black up to September 30! Don't get too excited. We're only about $1500 ahead, but we intend to continue to make careful headway. We can still use your help. Renew your membership promptly and if you're feeling like we're doing a good job, send an extra dollar or two to the general fund, Hang Gliding magazine or the World Team. Also, buy calendars! Another cost-saving measure the Board approved is for the relocation of the office out of the expensive West Los Angeles area. Where will USHGA move to? We don't have a new address yet, but will keep you posted. Along those lines of thought, it was requested that the office conduct a search for a possible permanent headquarters location, anywhere in the U.S. If you live in a community that is actively recruiting new businesses to relocate, please contact me at the office. As a sports association, we are a desirable $350,000 per year business.

Training, Tandem Flying, Ratings The Safety & Training Committee submitted a Student Rating level as an addition to the Pilot Proficiency Program. This rating is to be issued with either a three-month $10 membership or a brand new one-year membership for students as they complete a basic ground school review. Student Rating applications are currently available from the office. The FAA has issued a new exemption to USHGA for recreational and instruc-

tional two-place flying. This exemption requires that flights take place between rated USHGA members. Recreational flights may take place between an Advanced pilot with Class One Tandem rating and a Beginner or higher rated co-pilot. Instructional flights may take place between a USHGA Instructor with Advanced rating and Class Two Tandem Rating and a Student rated co-pilot. Pilots with tandem ratings under the prior exemption have been contacted with information to resume tandem privileges. Pilots meeting the criteria for Class One (200 hours or 100 hours with 500 flights) may take a written test from a designated observer. Pilots wanting Class 1\vo tandem privileges must meet criteria, take a written test from Directors and attend a Class 1\vo Tandem clinic. Tandem ratings will be recorded on membership/rating cards. Copies of the exemption and Student rating applications will be issued to qualified tandem pilots. Changes were proposed to the Safety & Training Committee for the requirements of the Master pilot rating. The proposal was discussed and then referred to Committee for further discussion and consideration at the next Board meeting. Direct your comments to John Woiwode (Region 7) regarding Master rating changes. All Observers, Examiners: the special skill for restricted landing field was required to be demonstrated in a 200' square. This area has been increased to a 300' square to reflect changes in glider performance, effective immediately. Competition Suffice to say, I do not yet understand the CPS. (Anyone else in this position?) But we do have a new Competition Committee Chairman, Rick Jacob (Region 10). Rick promises an article in January's issue to present changes adopted by the Board in Chattanooga and ask for written suggestions regarding those proposals. Persons wanting to contribute to this subject, contact Rick. Now, who's going to host the 1987 Nationals? The bidding process requests

HANG GLIDING

USHGA REPORTS that bids for the Nationals be made to USHGA by December 30. Basic information on bidding: contest launch sites must be insured, contest officials should have event organization experience, the office can send you a complete set of checklists for planning. Have the contest visit you this summer.

Parasails What's a parasail? It is a ram air canopy that is self-launchable from a slope, typically with a swing seat. They are soarable in ridge and thermal lift. This sport is becoming very popular in Europe among hang glider pilots, hikers, climbers and skiers. Our international governing committee, CIVL, has determined that when they are foot-launched and soaring they are a type of hang glider. (Remember the Rogallo flexible kite design? Don't judge too quickly here.) While USHGA works with the U.S. Parachute Association and our insurance company, please don't invite parasail pilots to an insured site under the presumption that they' re covered under our insurance. We don't have that question answered yet. In closing, complete your questionnaire, return your ballot, fill out accident reports and buy a calendar. Meanwhile, fly safely. •

ROGALLO BIOGRAPHY by Vic Powell

The

story of Francis and Gertrude Rogallo and the invention of the flying wing that bears their name will be published in mid-1987 by the First Flight Society, of Kitty Hawk, North Carolina. An author has been selected and Rog has agreed to make available extensive material in his files about the invention and development of the flexwing concept. The device serves as the basis for today's hang glider. The First Flight Society is the organization that conducts an annual observance on December 17 of the DECEMBER 1986

Wright Brothers' first powered flight. Rog is a member of the Society's board of directors and is a resident of Kitty Hawk. Never before told in book form, the Rogallo story will review and illustrate the exciting discovery and development made on their own time by Rog and his wife, wind tunnel tests conducted by NASA, the government's involvement in considering using it as a space vehicle recovery platform, the problems of royalty payment and patent protection, and the entire fascinating story of the Rogallo wing and its inventors. The book is expected to be distributed and sold world-wide. Fonner USHGA director John Harris, president of Kitty Hawk Kites, is a member of the Society's board of directors and serves as coordinator and fundraiser for the book project. To fund writing and printing, the Society is seeking sponsors. Each individual, group, or organization donating $500 will be listed in the book as a sponsor. Each donation is tax deductible. USHGA urges its members and Chapters to become sponsors. To have your name or Chapter listed as a sponsor please make $500 payment payable to First Flight Society. Indicate on the check it is for the Rogallo Book Project. If the sponsor is other than the writer of the check please indicate the name of the sponsor, such as name of the USHGA Chapter, so that proper listing will be made. Deadline for receipt of payment is February 28, 1987. USHGA will be a sponsor. Contributions to USHGA to defray the $500 cost of sponsorship are sought. In an agreement with the Society each $50 contributor to the USHGA sponsorship will be listed under USHGA's title. For this category of sponsorship make the $50 check payable to First Flight Society, indicate that the check is for the Rogallo Book Project, and state the name to be listed under USHGA. Send payment to: First Flight Society P.O. Box 1903 Kitty Hawk, NC 27949

This is your one-time opportunity to have your name or your Chapter associated with the inventors of the flexwing in this first-of-its-kind exciting book that will be of interest to hang glider flyers around the world. Do it now.

LIABILITY INSURANCE DEDUCTIBLE SHARING The present liability insurance requires a deductible of $1,000 to be paid by the member incurring the claim. Our old policy had only a $500 deductible. This was a requirement put on us by the insurance industry in order to purchase a policy within our price range. Even with this concession, our premiums were raised over 70%. The BOD felt as though many members might have difficulty paying the entire deductible. Therefore, a risksharing program was approved. Under this program a pilot is responsible for the first $500 of any liability claim. Between $500 and $1,000 the member will be responsible for 50 % and the association 50 %. Several examples follow. $750 claim: first $500; pilot pays all = $500; next $250; pilot pays 50% = $125; USHGA pays $125. $10,000 claim: first $500; pilot pays all = $500; next $500; pilot pays 50% = $250; USHGA pays $250. Next $9,000: insurance company pays all. The procedure to file a claim is to contact the office. After determination of liability by the insurance company the member will be sent a bill for their portion of the claim. USHGA will send to the damaged party the applicable deductible amount.

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.

"Clear!" he means it. Photo

all these years of I didn't think that I would learn new truths about the sport of hang gliding. However, here is a new one: it is only gliding meets that are rnr,mt,,pfl to bring bad weather, not fly-ins. In fact, the National enjoyed such weather that we should no doubt con·· sider it divine intervention by the fun or some other blithe spirt. Would you believe unlimited for everyone through the of the fly-in? This is unheard of in five the East. at the fly-in was rewarded with such flying that perpetual smiles were eornmonplace. as a vague conThe National cept several years ago. The idea was to have to fly a convention where pilot, could new sites, make new friends and learn more about With the support of the manufacturers, seminars, demonstrations and would allow everyone to become familiar with the latest equipment. The plan· ning of a few fun events would tainment for and down tually we envisioned the National to become a showcase for our sport much like a scaled-down version of the Experimental Aircraft Association's at Oshkosh, Wisconsin. was all of the The first National above and more. Herc's how it went: The first (Monday, August dawned cold and windy, We were in Elmira, New York with a site to handle every wind direction, hut little recourse in the case of high winds or rain. It looked like hacky time. However, a loose vote indicated that we should go to Harris Hill and kick rocks. Imagine our surwhen we found the Harris Hill launch displaying a straight-in 15 mph breeze. Pilots started scrambling and gliders were 12

erected in record time. Soon a colorful swarm was buzzing around launch and spiraling up in the passing thermals. With 2,000 feet clearance over the mountain we could cross over the Harris Hill glidcrport and ride the ridge to the right. After a 3,5()().foot Leo Higley, Ken Brown and I went for an easy crosswind glide of about six miles to land at Draht Hill, another local site. Hours of air time were accumulated by all and Leo Higley won the flight of the day award (a free National Fly-In T-shirt). That we held a parachute seminar in the local armory. We spoke about parachute care and usage then gave everyone a a parachute deploychance to ment. A was hung from the rafters and a pilot in full dress hooked in. Helpers known as "turbulators" held each wing and the keel to swing the glider wildly to simulate in distress. The pilot then was given a a to toss his or her parachute and was timed from the signal to deployment. These times from 1- 1/2 seconds to indeterminate that is, the pilot couldn't get the chute out. The exercise was an eye opener for everyone and there were quite a few repeaters. The next step was to repack all these parachutes. We had a couple dozen para· chutes of about six different brands all !in-· cd up and ready to stuff. We demonstrated the proper methods in a step-by-step manner then each pilot had a go at his own chute. Marty Dodge and I supervised each pllot until everyone performed a successful In all it was a very beneficial seminar according to the group of thirty or so attendees. The second day exhibited a southwest so we went to the local site known as

Katydid. We caravaned up in four--whccl drive vehicles and carried in about l(Xl yards. This minor hassle was more than compen·· less sated for by the closeness of the site than 10 miles from our campsite. Again we were met with soaring condi· tions. Everyone bobbed up and down in thermals for three hours or so. A contingent of pilots rolled in from Morningside flight park in New Hampshire to share the air and add to the general craziness. landed with happy faces, latched on to a beer and promptly voted Kenny Brown as winner of best flight of the day. Wear your T-shirt with pride Kenny. That c:vening we were all guests of Bob he paid our way into the museum on Harris H.ill, Bob's father, took us on a guided tour and readily answered all our questions with his vast knowledge and ""'""'''"" in aerodynamics and sailplane flying. We all learned how similar the experience of the sailplane pilot was to our flying today. By the third clay, the wind had swapped to the northwest. There was nothing to do but head back to Harris Hill and soar our fool heads of. Chris Starbuck received the best flight award with an XC jaunt to Draht Hill. I only stayed up for two hours as I wanted to be fresh for that evening's hang lying contest. What can pilots do better than bend downtubes, guzzle beer and rue the weather? Why, hang lie, of course. Wednesday night was a party with a loosely put together pro .. gram of song and dance and a presentation of the biggest hang lie. Pilots told of their the magnificent feats in the air (and rest of us to believe them). I was on a roll HANG GLIDING

about how I set the cross-country towing record when I got jerked off the stage by the hook. Kenny Brown led us in a verse of well·· rehearsed song dedicated to Bob Trampcncau with apologies to Janis Joplin. It went something like this: Oh Lord, won't you huy me a Sensor VG.

My friends all fly Magics, they're skyinl! out on me. l wait for delivery, a year, maybe three. Oh Lord, won't you buy me a &nsor VG.

There was bizarre behavior, embarrass·· mcnt and bawdy tales abounding, but by far the most example of humanity run rampant was Jan Siskind of Ladies lntcrna· tional Pilots Society (LIPS) and her innuendo-laden talc unfit to print in a family Blame it on the Tequila, Jan! There was also triumph. For his ingenous and almost believable story, Brent Pack received first prize as selected by our panel of three lady pilots. His award? You guessed it, a National Fly-In T-shirt. The next day was also a Harris J.Iill day. The routine of soaring to our hearts content was broken by an excellent seminar pre .. sentcd by Ed Miller of Pacific Windcraft. Eel had a complete airframe of an Eclipse set up so we could sec all the details of construction. The fine points of this glider's strnc .. turc were explained to enlighten us all. Friday morning, the last day, began with seminars by Ken Brown demonstrating his line, Jean-Michel Bernasconi displaying his Eclipse, Bob Trampeneau tonting his Sensor and Rob Kells presenting his Sport. as an individual who puts on seminars for a living, I must say they all did DECEMBER 1986

an admirable job. I certainly learned a lot as did the rest of the pilots, judging from the comments. noon the seminars were complete and we all trekked out to good ol' dependable Harris Hill. The highlight of the day was hooking into a demo glider, soaring for half an hour or so, landing on top to hook into another design and catching some more air. I flew the new Sensor Standard, a Sport, a Magic IV and a Vision Eclipse. Other qualified pilots flew the gliders of their choice to their hea1t's content. Friday evening's entertainment consisted of a banquet at the local Mexican restaurant. The gathering included many pilots who had arrived for the weekend Free Spirit Flight annual meet. that time those of us who had been flying together all week Jong were a pretty tightly knit group and we turned our last gathering into anything but a solemn affair. Brown again led us in his now infamous song and some of the week's highlights and low points were reviewed. Awards were given to Anne Horgan of Massachusetts, Chris Starbuck of Tennessee and Sue Gale of Elmira. Sue won hers for

being the best pilot of the fly··in, which means the pilot with the biggest smile, since the main purpose of the fly .. in was to have fun.

Again, judging from the smiles all around, everyone present any time throughout the week shared Susie's enthusiasm. Perhaps the best part of my week was the chance to see my old friend Tom Peghiny. Those readers long in the sport will remember Tom as the "boy wonder" who still holds the record of having won more hang gliding meets than anyone else in the world. Other well-known participants in our sport who showed up were Jeff Burnett, Jeff Nicolay, Marilyn Nichols, George Whitehill and Dick GilmarAircraft). All of tin (formerly of these folks were around in the early days of our sport. The National Fly.. In turned out to be one big reunion blessed with perfect weather, wild entertainment, warm camaraderie and gobs of great flying. In short, it came out exactly as we planned, which is the main thing that distinguishes it from hang gliding meet~. Such a success deserves a repeat next year. II 13

definition of luck is when preparation meets opportunity. Unfortunately, the reverse is also true: lack of preparation meeting the wrong opportunity can result in disasterous luck. Such was the case when at least two pilots modified their gliders with pitch devices that were set up improperly. Their lack of preparation resulted in severe accidents. The preparation we speak of here is taking the time to understand how pitch devices work and how to set them up properly. Since these devices are popular, it will benefit us all to understand them. We are speaking of French Connections, Pitchys, Speed Rails and others of the kind.

WHAT THEY DO Pitch devices are intended for the sole purpose of reducing pitch pressures. For those readers new to the sport, let me explain. Pitch control is moving the nose of the glider up or down by moving the control bar forward or back. Because our gliders are stable they have a great desire to return to a preset position known as trim. If we try to override this desire and push out or pull in beyond this trim position, we encounter resistance (bar pressure). A pitch device can reduce this resistance while maintaining stability - if they are properly set up. The way a pitch device works is easily understood if you imagine what happens when we shift our weight. Since we are hanging like a pendulum, when we move our body we describe an arc. The trim position is the low point of this arc. If we move out of trim, we raise our body as we swing up the arc. This means we are doing work against gravity which is felt as a force in our arms. Now imagine that as we move our body we also move our hang point so that our body doesn't have to rise as we move out of trim. We would then feel reduced or no bar pressure. Figure 1 illustrates this principle. Pitch devices are a mechanical method of virtually moving our hang point forward or 14

back as we move our body forward or back. Another way of looking at the process is to imagine that they simulate a much higher hang point so the radius of the arc is much longer arid the amount of rise is much less for a given amount of forward or back displacement.

THE PROPER SET-UP It should be noted again that pitch devices do not affect the pitch stability of a glider if they are attached properly. On the other hand, an improperly set up pitch device can allow a pilot to get behind the stability point or have an excess of bar pressure. Here are the simple steps for setting up all pitch devices currently on the market. 1) Set your glider up and enlist the help of a trusty friend. Hook in to your glider and have the friend raise or lower the keel until you swing to the position relative to the control bar that you are in during normal hands off (trim) flight. Normally, this will be near your minimum sink bar position. Now permanently fix the keel in this position by setting it on a bench, ladder or some such support. This is the attitude in which your glider flies at trim. This position is the guide to setting up your pitch device. Note that you may have to place your control bar on a support to allow you to swing free of the ground as shown in figure 2.

2) Next, attach the rear of the pitch device just behind your normal hang point. The pitch device should be moved forward and back along the keel so that when the device is swung to its rearward position, it coincides with your previously set normal trim hang point. This is illustrated in figure 3. You can hang a small weight on your normal hang strap to keep it from moving while you make this adjustment. 3) Finally, attach the front of the pitch device in its proper position (see the discussion below). Now raise and lower this front position until you trim out at your normal trim position, that is, at the rearof the pitch device (see figure 3). So there you go - three easy steps. To review, find your normal trim hang point; place the pitch device so that its rearmost position is at this hang point; then raise and lower the front of the pitch device until you trim out in this rearmost position. From this we can see that a pitch device is used in the speed range at trim speed and above (this is proper since the speeds below trim speed are at or near a stall). If you set your pitch device too far back you will be able to get behind the rearmost point of stability and may have problems controlling the glider in pitch and yaw. If you lower the front of the pitch device too much you may find the glider enters a dive which requires a strong push out force to terminate.

BoDY RA 15/EE.S THIS DISrANC!E.

r!GUR.E. /.

HANG GLIDING

SPECIAL PROBLEMS Figure 4 shows the most common pitch devices. Note that they all project an arc at the ends of their swing (we don't want to eliminate all bar pressure). The shape of this arc can be affected by how we spread the main straps of the devices. For example, if the straps of a French Connection or Speed Rail are spread apart the arc drops off at both ends and becomes longer. If the straps are brought together, the arc becomes a shortened hump. Both of these patterns are unstable. For this reason the main straps or suppon bars must be venical on a French Connection and a Speed Rail. The patterns for different main strap positions are shown in figure 4. A Pitchy is somewhat different as it requires the main straps to be somewhat spread for proper working. Spreading them too much flattens the arc while bringing them together deepens the arc; the former making matters less stable, the latter, more stable. The directions that accompany a Pitchy state that the main straps should be twelve inches apart. However, if you lengthen or shorten your main straps, this will not hold true. In this case you should correct the spread so as to preserve the same angle that the straps make with one another. The relative length of the straps is a matter for serious consideration. You will find the proper length by following the steps outlined above. These devices normally come with the front strap about four inches longer than the back strap. However, with gliders lacking a keel pocket, the keel is at a lesser angle with respect to the horizontal

5UPPoRT KEEL AT PROP~fZ H£1GHT P/.....ACe BAI<. AT HANDS-OFr -rR.!Jv'l

Po:srnow. P!/....OT .SW/;./G-S FR.EE.

f=IGURE 2...

''The preparation we speak of here is taking the time to understand how pitch devices work and how to set them up properly. Since these devices are popular it will benefit us all to understand them.''

so a shorter front strap is required. You cannot change your pitch device from one glider to another without making a strap length correction. One pilot did this and experienced a fatal accident when he swung forward unexpectedly during takeoff. Another problem to watch for is the

ADJU:ST

-rHJ::5 L.IENGTH NE.'Xr.

chance that your pitch device may get caught in front of or behind the control bar. If this is possible you must add a limiter line to keep the device in place. Also, be sure that the pitch device cannot contact a vital part of your glider and wear or cut material. Make sure your secondary hang strap is strong (it will take quite a jolt if the pitch device breaks) and long enough to allow the full range of the pitch device to be utilized. One final problem is the application of a pitch device to a glider that has a hang point attached to the kingpost. The result of this is that the rear main support strap may be much longer than the front strap. This may cause the arcs of the pitch devices to change. With a French Connection or a Speed Rail there may not be much problem if the support straps are kept parallel. With a Pitchy that requires the support straps to be spread·, a longer rear strap will destabilize the rear. Stewart Smith used a line at the keel to hold the rear strap of his Pitchy at the proper angle. Theoretically this should work, and I feel the only problem with Stew's Pitchy set-up was that it was back too far. However, the reader is strongly warned that any experiments of this nature are turning you into a test pilot with all the associated dangers. None of these set-ups have been on a test vehicle and no one can assure the safety of operation of any pitch device and glider combination that hasn't been tested with hours of airtime.

FLYING WITH DEVICES

PftCI-I DEV/Cc:.

JN REARWAK'D

posrno;v F!GV/<c:. 3.

DECEMBER 1986

The first thing you should do once you have properly set up your pitch device by reading the directions that come with it and checking it with the three steps given earlier, is test fly it in gentle conditions. You will notice a reduction in pitch pressures so that your glider may feel unstable. You should 15

Ff<E:NCH

SPEED

---P,,CHY

CONNECT/ON

------

- - - - - - - - - ST.r1E,L6

/_L-&'55 -

still be able to put your bar to your knees and feel a slight forward pressure or release and have the bar move forward to trim position. If this is not the case, you have the front strap too long and must shorten it. Make sure that your hands-off trim point is in the proper position. If not, adjust the front strap. You must maintain your pitch device just

like the rest of your glider. The small radius shackles or links of some devices produce extra wear and stress on the hang straps, so inspect these frequently and replace them every 200 hours or so even if they show no sign of wear. Hopefully this piece will have prepared you for the use of pitch devices to enhance

---- -

'-,

------

StA.!3L/=.

_-TOO

_,,/

STABLE.

control. For further reading you may consult the May and November 1984 issues of this magazine when we previously covered the subject. Be careful when making modifications to your glider and you will be taking a major step toward making all of your luck good.•

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DEL TA WING TRAINING WHEELS. A must !or all beginner and novice level pilots no more sudden stops with these high impact urethane landing wheels Prevents iniuries to hands. etc Less chance of damaging your glider with a hard landing • Lilelime guarantee • Dealers inquire about additional vol. disc • Price .. $40 INSTRUMENTS Ball 620H Vario/Audio Ball 651 Vario/Audio-Altimeter w110 ft. steps Ball 652 VariolAudio-10 tt Altimeter·Airspeed Retrolil Airspeeo to Mooel 651 Ball 670 Airspeed. 2.25 inch. 70 mph Ball M·20 Wrist mounted Audio/Vario . Ball M·20 w1earphone jack L1tek VE 12 wrist mounted. Litek VE 12 wlearphone iack Litek VE 7 Lilek VE 35 Roberts Vario & Alt Hall Windmeter .

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MISC. MATERIALS & SUPPLIES Della wing T shirts S 8.50 Goll shirts . S 12.50 Streamline tubing-1" x 211,·· X .058 wall .$ 7.501h. lnstabushings-ll/1", 1'., ... HI', 1%" .. 2.00 Order 100. .S 1.00 lnstabush insert tor 11,· boll . . .. S .20 Delta Wing stocks all Progressive Aircraft parts & accessories.

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DELTA WING Box483 •, . ,, VAN NUYS, I ' . •Iii.."Ill ' CA 91409 ! 818/797•6600 ., · Telex 65-1425

<"'-

DEALER INQUIRIES INVITED

DECEMBER 1986

USHGA Chapter Newsletter 1936 HANG GLIDER Reprinted from Wind Rider, publication of the Maryland Hang Gliding Assn. A press release from the Associated Press, May 5, 1936 (accompanied by a photo of a Chanute-type contraption) reads as follows: "Redondo Beach, California - After four years of experimental work, Bob Morse, a 28-yearold pilot, has completed what he calls a 'Hang Glider'. It weighs 90 pounds with a wing spread of 22 feet and is designed to take off after a run by the pilot.''

INTERESTING FACTS ABOUT BIRDS Reprinted from the newsletter of the High Ten Tree Toppers, Oklahoma City, OK. Highest Flier. Geese have been seen over the Himalaya in Asia at a height of more than 29,000 feet, the highest reported for a bird in flight. A condor in South America once collided with an airplane at 20,000 feet. Most birds seldom fly higher than 3,000 feet. In migrating, they usually stay under the lowest clouds. Fastest Flier. Common swifts of Europe and Asia can fly as fast as 200 miles an hour for short periods. Airplanes have followed duck hawks and golden eagles swooping down in dives at 180 mph. Some geese and ducks can fly as fast as 70 mph. Largest Bird. The male African ostrich may grow 8 feet tall. A large ostrich may weigh 300 pounds. The South American condor is the largest flying bird. It is about 4-1/2 feet long, and has a wingspread of about 9 feet. The whooping crane, towering 5 feet high, is the tallest bird in the United States. Smallest Bird. The Cuban fairy hummingbird. It is about two inches long and weighs about one tenth of an ounce. The nest of the Cuban fairy hummingbird is the size of half a walnut shell. Greatest Wingspread. The wandering albatross has the greatest wingspread. The wings of this bird stretch 11-1/2 feet

from tip to tip. It can soar for many hours, but is not a fast flier. First Bird. Scientists have found the fossil remains of a reptilelike bird that lived about 125,000,000 years ago. This bird is called Archaeopte,yx, which means ancient one with wings. Greatest Traveler. The Artie tern flies farther than any other bird. It migrates from the Arctic to Antarctica, a round trip of 22,000 miles. Arctic terns leave the Arctic in August, spend our winter months in Antarctica, and return north by mid-June.

OFFICIAL U.S. GOVERNMENT REGULATIONS FOR THE OPERATION OF AIRCRAFf COMMENCING JANUARY, 1920 Reprinted from the Blue Ridge Hang Gliding Club Newsletter, Lehigh Valley, PA. I. Don't take the machine into the air unless you are satisfied it will fly. 2. Never leave the ground with the motor leaking. 3. Don't turn sharply when taxiing. Instead of turning sharp, have someone lift the tail around. 4. In taking off, look at the ground and the air. 5. Never get out of a machine with the motor running until the pilot relieving you can reach the engine controls . 6. Pilot's should carry hankies in a handy position to wipe off goggles. 7. Riding on the steps, wings, or tail of a machine is prohibited. 8. In case the engine fails on takeoff, land straight ahead regardless of obstacles. 9. No machine must taxi faster than a man can walk. 10. Never run motor so that blast will blow on other machines. 11. Learn to gauge altitude, especially on landing. 12. If you see another machine near you, get out of the way.

USHGA Chapter Newsletter (continued from page 27)

13. No two cadets should ever ride together in the same machine. 14. Do not trust altitude instruments. 15. Before you begin a landing glide, see that no machines are under you. 16. Hedge-hopping will not be tolerated. 17. No spins on back or tail slides will be indulged in as they unnecessarily strain the machines. 18. If flying against the wind and you wish to fly with the wind, don't make a sharp turn near the ground. You may crash. 19. Motors have been known to stop during a long glide. If pilot wishes to use motor for landing, he should open throttle. 20. Don't attempt to force machine onto ground with more than flying speed. The result is bouncing and ricocheting. 21. Pilots will not wear spurs while flying.

(USHGA President) explanation is that we have more people taking advantage of the introductory three-month membership. Schools are getting better at getting people over the initial learning phase hump and that should have a positive effect on our membership base in 1987. Tandem training methods are coming into more active use and towing methods appear to be finally having some positive effect on the flatter areas of the country. I expect to see the introduction of more intermediate and smaller gliders and the ratio of women pilots should grow significantly in 1987. I'm not sure which is driving which, but I don't think it matters. In general the trends that have manifested themselves in 1986, such as more diverse pilot population, more fun flying meets, etc. , should

continue in 1987. I hope you all have a very pleasant and safe holiday season. •

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HANG GLIDING

TWICE AS MUCH FUN

THE SENSOR FOR EVERYONE. Seedwings introduces 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

Delivery time on standard model is approximately five weeks. Price $2595.00 your custom sail colors.

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. A pilot hook in weight of 135 lbs. to 225 lbs.

Call Seedwings and one of our dealers today and test fly the most exciting and fun Sensor ever built.

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

Dealer inquiries - please call for details.

Feature Pilot: Donnita Kilbourne

Photo: Bob Trampenau

• SEEDWINGS

Musculair desi11;ner. glider pilot, happily pedals the M11sc11laiir.

HANG GLIDING

has been written about man powered flight since the crossing of the English Channel by the Gossamer Albatross, but development has continued at a rapid pace. Again this progress has been largely clue to yet another competition sponsored by the English industrialist Kremer. The purpose of the latest Kremer is to make MPA (man aircraft) more by awarding 5,000 pounds each time the speed record is increased by % . This must be measured around a pylon course of one mile, and the start and finish must be crossed with at least three meters of altitude. To increase the power available for the flight, the pilot is allowed to store energy on board the aircraft for eight minutes before the flight, in any way the desigm:rs see fit. This could consist of a rubber band, for example, wound up to help turn the prop in flight, or a generator v"'""'""' batteries, which in turn power an electric motor. This system is only about 20% efficient, bnt it seems to be the system of choice. This system was used when a group from the Massachusetts Institute of Technology won the first with the Monarch. The second speed prize was won by Paul group with the Bionic Bat, also using stored energy. Then, just as it seemed we had gone as far as was possible within the limitations of human power, an unknown man introduced a man powered airplane that changed the history of man flight, and set a new standard of efficiency. The man was a German named Gunther Rochelt, and his aircraft was the Musculair, which, flown by his seventeen-year-old son only an average athlete, set a new speed record without stored energy! This means that 01,ly about ha! f the power of the other planes was available, and the difference could only be made up for by optimizing the aerodynamics and drive train, and keeping it as light as possible. Despite the fact that the wings were completely cantilevered, the aircraft weighed only 28 kilograms, and was stressed for three As well as being very efficient, the aircraft was very maneuverable, easy to fly, and it was this aircraft that made the world's first pas:ser1ge1r-cctrn,rmg flight when Roiger took his sister for a flight of 500m. After some refinement~ to the Bionic Bat, team was able to bring the record back to the U.S., using stored energy. Rochelt was unable to better this DllC!lMll!lR 1986

with the Musculair, and rather than install an energy storage system he designed and built Musculair II, which flew the one-mile triangular course in 2 minutes 2 seconds. This is the record cul'l'ently, and no one seems to be rising to the challenge of betit. What explains this unprecedented breakthrough, by an unknown designer, without major financial sponsorship? Before the Gossamer Condor all man powered airplanes resembled sailplanes. The designers tried to achieve high efficiency Pm!l through low drag and high flight changed all that with the Condor, structurally based on the Eipper Antares hang A bowsprit, king post and trideflexers made for the maximum amount of exposed cable, but also a wing loading of only .25 lbs./ft.2• At a cruising speed of only 12 mph, an entirely new control scheme had to be devised, as conventional control surfaces work poorly at these speeds. This proved to be a workable configuration, but these aircraft were too big and sensitive to wind gusts to be practical. When Gunther Rochelt set out to win the eight still available to nonAmericans, he had the advantage of knowhow had solved the same problem, but rather than build a big slow plane to fly around the course, he set out to built his first MPA with a cantilever laminar flow wing of only 177 ft.2 area. All planes had the wings covered

with very thin mylar, but as the wings flex up in flight this covering goes loose and the trueness of the airfoil is lost. "lb avoid this Rochelt covered the front 60 % of the wing with sheet foam to maintain a truer airfoil. MPAs had used a tube All of for the main spar, as this restricts the tor-· sional flexing of the wings. Rochelt enced some torsional problems with the Musculair I, so when he designed the Musculair II he decided to build a wing us-ing the most advanced construction known, that being a stressed skin wing of only 126 ft.2 area, covered completely with fiberglass/ foam/fiberglass sandwich skin. This makes the entire wing into a torsion-resisting tube, and the surface quality can be compared to a fiberglass sailplane. Although the 3Gstressed wing forms a bcautifol curve in flight, the top surface does not distort anywhere on the wing. Not only does the Musculair set new standards for efficiene,-y, but also for practicality. This is the MPA about which many pilots have said, "I want one," and for good reason. I know how practical it is first hand, after transporting it inside my van, and timing the complete set-up at under 10 minutes, with

the Musculair II at couver, BC. Photo

one helper and no tools. Because of its high flight speed and high stress factor the Musculair II can be flown in stronger wind and turbulence with good control. To operate the controls the pilot only has to imagine he is holding the wings in his hands, operating the elevator, rudder and ailerons, all with the T-shaped control stick. The drive train begins with Kevlar slippers in place of pedals, closed with velcro, and molded directly onto the cranks, turning an elliptical chain wheel. With the pedals turning at 100 rpm the propeller turns at 230 rpm. The fine metal chain turns a carbon tube inside the tail boom to drive the propeller, which is 86 % efficient. The very low friction in the drive train, and the control system, help make the Musculair so easy to fly. After having flown both the Bionic Bat and the Musculair II, I find it difficult to describe the thrill of climbing under your own power, and at such a high speed. The speed range on both planes is very narrow, in fact any use of the elevator on either plane would result in a landing, as the drag of the wing is only low at one angle of attack. Climbing can only be achieved by the application of more power. The ailerons on both planes produced large amounts of adverse yaw, hence requiring large amounts of rudder to stay on course. This in tum increases the drag, and therefore the power needed to remain airborne, so control input needs to be precise. Watching the expert pilots such as Bryan Allen and Roy Haggard round the pylon course is truly remarkable - no part of the aircraft may touch the ground - but they fly the turns with the inside wing tip almost touching to take maximum benefit from ground effect. What's in the future? Well MIT has built a long distance MPA named the Daedalus, with which they hope to fly from the island of Crete to the Greek mainland, a flight of 60 miles, fulfilling the myth of Icarus and Daedalus. To do this, they need to reduce the power requirements, and have installed an autopilot to reduce the work load still further. They have selected a 2,000-foot cliff for the takeoff, so the aircraft is equipped with a parachute. The only new cash prize being offered is for a man powered helicopter - $15,000 for a flight of one minute. Anyone interested? For more information write: American Helicopter Society, 217 N. Washington St., Alexandria, VA 22314. The Japanese have a machine built, which has flown for a few seconds. Gunther Rochelt is working on a foldable 24

AIRFOIL. FOR MUSCULAIR I WORTMANN FX-76 MP

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rigid wing hang glider, which should be interesting, but his ultimate goal, as is mine, is to build an ultralight sailplane, powered by a small electric motor of about one horsepower. Initially batteries would be carried, but if solar cells become more available they could provide the needed power. A proper combination of solar cells and batteries would allow enough surplus solar power to be stored to enable the aircraft to remain aloft overnight. This is already being done with unmanned drones, which are staying airborne for months. Since solar cells are out of our reach at

the moment, why not install a pedal-powered generator, then you could recharge the batteries for that low save on a long XC flight. Just think, you could get your exercise while you are soaring, instead of pedaling a srationary bike in front of the TV. I am sure this will all be reality soon, as Gunther Rochelt has already made a batteryequipped solar powered sailplane, and Paul McCready's Solar Challenger has made flights of over 20 minutes, without any solar cells, just rechargeable batteries. Think about the possibilities, solar sailcloth ... •

SPECIFICATIONS

Span Area Aspect Ratio Weight Propeller diameter Wing Loading Minimum flying speed Minimum power needed to fly

Musculair I

Musculair II

72 ft. 177 ft.2 29.3 62 lbs. 8.9 ft. I lb./ft.2 16.7 mph 200 watts=.27hp

64 ft. 126 ft.2 32.5 53 lbs. 8.8 ft. 1.36 lb./ft.2 22.4 mph 250 watts=.33hp

44 ft./min. 38

53 ft./min. 37

Gliding performance Minimum sink rate Best Glide Ratio

HANG GLIDING

USHGA PRESIDENT

Looking Back On '86 And Ahead To '87 by Russ Locke

Wen, Thanksgiving is over and Christmas is almost here; 1986 is almost history. It was a year of significant change for the USHGA and brought other more suitable changes to the sport. Within the USHGA, there are two major differences between this month and a year ago. Our financial situation is better and our office operations under the new Executive Director are running considerably smoother. We knew we had a financial problem in 1985, but it wasn't until the end of that year that we began to understand the specifics. We still weren't sure that we would be able to tum it around fast enough to avoid further complications. In addition we weren't sure we would be able to find insurance for the organization. We did find it and it was, as we expected, considerably more expensive ( + 75 % over 1985). In addition, the broker wanted a larger down payment to finance the package which further complicated our situation. For these reasons, the Board was very apprehensive about hiring another employee at a time when any large extra expense could easily have put us out of business. However, the argument was also made that it was time to hire a professional to manage us out of the situation. We chose to go with that and, thank goodness, it was the right decision. As we exit this year, we still have some catch up to do, but our financial trend continues to be positive. In addition to maintaining office expenses at a flat level, our new Executive Director, Cindy Brickner, has had other significant effects on our operation. The most obvious is the lack of the traditional calendar in this issue of the magazine. One of her last major projects for the Soaring DECEMBER 1986

Society was to produce a bookstore quality calendar for the sailplane pilots. She took that task on for us and produced a calendar that is even nicer than any I have ever seen in a bookstore. (Maybe I'm a little bit prejudiced?) Flying equipment saw some changes in 1986. The four major manufacturers left in the U.S. introduced new high performance gliders in 1986 (or there abouts). The Wills Wing Sport, Seedwing's Sensor 510B, Delta Wing's Lite Mystic and Pacific Windcraft's Vision-Eclipse all had one thing in common, the manufacturers focused on how much fun and how easy these gliders were to fly. It's not clear when general pilot attitudes shifted from having to fly the highest performing glider around to flying one that had reasonably high performance coupled with excellent handling characteristics, but the manufacturers definitely responded to that in 1986. Performances by top pilots were also notable in 1986. Larry Tudor knocked off several 200 + mile flights in the Owens Valley including one for 215 miles that met all the application requirements necessary for an official world record. Likewise, Steve Moyes accomplished a 187-mile out and return in the Owens for another world record; 100 + mile flights became fairly common and 150 + mile flights started cropping up in such untraditional places as Canada and Wyoming. Other flights of note included Jim Will's 36-hour flight off Makapuu Point in Hawaii. It is not a flight that the USHGA could condone, nevertheless it should not be ignored either. Competition for the most part involved the same old issues. The CPS continues

to be a controversial subject. Four regions did not sanction regional competitions in 1986. Many people felt this decline reflected pilots' unhappiness with the current points ranking system. I'm not so sure. The general attitudes of pilots are changing and I suspect that the regions which had successful meets did so because they have responded to these changes. The Regional is no longer considered just a meet to decide winners and losers, but it is also a chance for pilots all over the region to get together, enjoy each other's company, increase their flying skills, etc. I believe the reason that some regions have not had good meets in the last couple of years (except those marred by bad weather) is because they haven't recognized the fact that the Regionals are also an opportunity to get together and have fun. Nineteen hundred and eighty-six was definitely a year for fly-ins. In addition to the standard meets like Telluride and the Wings of Rogallo's Silent Air Show, several clubs such as the Coastal Condors and the Tennessee Tree Toppers held successful benefits. The first National fly-in, formally sponsored by the USHGA, was held by the Free Spirit Hang Gliding Club in Elmira, New York. The Wings of Rogallo sponsored the first "Girls Wanna Have Fun" flyin. All of these events and several others are on the calendar again next year. Nineteen hundred and eighty-six was not without its dark side. Our accident rate has been low the last couple of years, but it still exists, which means some of us lost a flying friend this year. On a national level, Dan Racanelli and Stew Smith joined the list of world class pilots whom we will not be sharing the air space with anymore. We lost some other old friends this year. We saw the last Whole Air magazine and the last "Right Stuff" column. These two literary pieces were standards that many of us thought would always be there. Speaking of old standards, Ultralight Products (UP) closed their doors in 1986 and moved what was left of their operation to Europe. But this is also the time of year we traditionally look forward to what the 25

The Flying Kangaroo's Win Again and Again an Mark Newland started the Kangaroo's onslaught with a great win in the U.S. Nationals flying the GTR 162. Name - - - - -- - - -- - - - Then his Aussie mates all flying the same GTR 162's completed the I Address double in lnvermere. by taking the American Cup. Next the World Masters . . . I If you want to share the feeling of winning in a GTR. get into a Mount I Buffalo World Masters T/Shirt! I Size (tick) S.. M .. L ... XL. .. Just fill in the coupon and post with $12.00 to: : - - - - -- Cheque or Money Order @ $12.00 each . _ ___ _

T Shirt illustration

GTR 162VG USHGMA C ERTIFIED

USHGA PRESIDENT near future holds for us. No one knows for sure what 1987 will bring, but since this is my column, I'll give you my personal opinion, which is probably worth just a little more than the paper it is printed on. If weather conditions in 1987 are similar to 1986, I believe we will see a 250- and maybe a (drum roll) 300-mile flight. Pilots the caliber of Larry Tudor, Steve Moyes, Jim Lee and others have taken their measure of places like the Owens Valley. Their limitation appears to be the soaring window. Since we can't make daylight last any longer, the answer is to fly faster. Gliders like Eric Beckman's Odyssey, which have excellent sink rates at higher speeds, are becoming more available to top notch cross country pilots. I think it's only a matter of time. We will probably see significant changes in competition in this country. I believe we will be a "C" division member of the U.S. Olympic Committee by early Spring. Short term, this will cause a number of minor changes such as drug testing at the Nationals, but there is one big door that it will open for us - the ability to generate funds for our international competition activities. The combination of the nonprofit foundation set up within the USHGA along with official USOC status should make it easier for us to collect donations from U.S. corporations who typically support these types of activities. Traditionally, to generate money for the U.S. World Team, we have had to beg our membership, hold glider raffles, etc. We have sent our team to the last couple of meets on a shoestring budget. That's incredibly tacky when you consider that the USHGA's World Hang Gliding Team is representing the richest and most powerful nation in the world. Our current situation is worse than ever. We don't have enough money in the competition bank account to buy two airline tickets to Australia, let alone finance a whole team's expenses. Further, we don't have a Chairman for the World Team Committee, whose responsibility it is to manage the fund generating and ex-

DECEMBER 1986

pense processes. The meet is only twelve months away. It is our biggest near term challenge since it may be too late to demand upon any corporate sponsorship next year. Corporations typically plan their donation schedules well in advance. I'm still open to suggestions on this one. I expect to see a slight upturn in

membership in 1987. Many schools appear to be prospering with lots of new people trying the sport. So far, with nine months in the financial books, our memb"ership dollars are up for 1986, but our headcount hasn't grown. The logical (continued on page 18)

P.0.Box 66306, Los Angeles, California 90066

(213) 390-3065

October 15, 1986

Mr. Jim Lee P.O. Box 723 Taos Ski Valley, New Mexico 87571 Dear Jim: A number of changes were made to the Competition Rules at the USHGA's 1985 Spring Board meeting in Boise, Idaho. Unfortunately, one of those changes did not get into the 1986 - 1987 Rulebook when it was printed. That rule stated that starting in 1986, we would no longer use foreign meets to calculate our National Champion. As I announced at the National Championships in Chelan, Rick Rawlings is the 1986 National Champion. However, if foreign meets were removed from our calculations, you would have been our National Champion. The point can be made that if the Rulebook had been printed correctly, one or both of you could have changed your flying tactics. Based on that, the USHGA Board of Directors has decided to take the following action: As soon as possible, a duplicate trophy will be sent to you.

"National Champion"

All printed references to the USHGA's 1986 National Champion will list yourself and Rick Rawlings as Co-Champions. We apologize for the mistake and hope that both you and Rick understand. Congratulations on an excellent flying season. Sincerely,

/}~:/,U // Russell Locke President cc: Rick Rawlings

was late winter when I cleeidecl to visit my brother, who is stationed in the Air Force outside Frankfurt, Germany. I thought that while I was in Europe, I'd like to go flying, so I stm1cd looking around for some European connections. When I related my efforts to my friend Mark Chirico, he told me abont a tour that he was getting together, and invited me along. I decided to take him up on his offer, and so begins this little episode. If you arc an adventurous pilot, and don't mind a nine-- or ten-hour jaunt across the ocean in a flying bus, have I got a deal for you! The European Thermal 'four, an experiment composed and arranged by Mark, is in my opinion a complete success. That is, if you don't mind flying every clay from sunrise to sunset, sometimes two or three different sites. The cost of the two-week tour included round trip air, rental of gliders (this year's choices were a Profil, Azur, Atlas, and two Magics), radios, a van, camping foes, and limited hotels. The price also included some of the greatest visuals on the planet, not to mention incredible flying. The part of the tour I joined started at the Zurich where Chuck, Victor, Michell, his girlfriend Diana, and I rcnclez .. vouscd with Mark, his brother Roland our driver, and fellow tour member ·nJckcr. We hcaclec! directly for a rnountain in Goldau, Switzerland called Seheidcgg, l ,186 meters MSL. What an introduction to alpine flying! A cable car ride up, an easy grass launch, plenty of landing area, and gorgeous scenery with mountains everywhere. We all got great flights, but Mark informed us that, "We ain't seen nothin' yet." He was right. We broke down the gliders and hit the road for Fieseh, Switzerland just as the thunderstorm rolled in. Ficsch is the premier site in Switzerland, and maybe all of Europe. Herc you will meet pilots from all over Getting there from Zurich is half' the fun. Soon we were winding and threading our way up Furka Pass and through the wildest terrain this Easterner has ever seen or imagined. Moun .. tains! With sharp points on top, covered with snow, with streams and waterfalls cascading down the sides. No photograph could come close to describing the scenery. That night we slept on top of the world. area on the "l'il'i'"'"""'' Feisch, Photo White. RIGHT: Mark Chirico Mouette Profil at St. A11dres Les the south of France, Photo Chirico.

In the morning, after "brot, und kaffc," and a quick snowball fight, we started down the backside of the mountains just as the clouds began to lift. Again, more breathtaking scenery: powerful mountains and ice cold streams; the water from them is like a vin-tage white wine. We passed a huge green glacier and quaint mountain villages before getting into Ficsch. Once in Ficsch we quickly located the landing area, and soon had the gliders loaded onto the cable car and headed up the Eggcs .. horn to the launch at 1,100 meters AGT,. The place is incredible, surrounded by snowcapped mountains, with valleys going off in every direction. The launch is straight for-ward with a nice ramp (as most sites have in Europe), or you can launch from the easy grass slope next to the ramp. All through the tour it was sclt~launchable. Winds arc usually in the five mph range, so you depend on ther-mal activity to stay np. We stayed in Ficsch for two days with everyone having memorable flights. Even Victor, our 1I pilot was smoking the locals on his first-ever thcrmaling flight. At this point I would like to issue a WARNJNG ... In Switzerland, don't walk on anything green. Use the pavement or pathways. Even walking across a weed patch can bring heavy verbal abuse and threatening gestures. ,.,..,.5 ,,,, .... , 5 pilots may like to know that the 1-•nrm,r,,,n method of teaching hang gliding includes many tandem flights, which greatly speeds the learning process. With six days of instruction many hang zeros arc flying off 3,000-foot AGL mountains. This year's tour included, and next year's tour will include, at least one two-week tonr for beignning

pilots, and will include lessons with Euro .. pean instructors using their methods. In this way beginners can expect to get some awe--· some flying during their two weeks. From Fiesch we headed for France, staying a night in the famous ski resort of Chamonix. Chamonix has some nice mountains, Mont Blanc being the most famous, and the highest. However, we were told that flying would not be allowed until after 5:00 p.m. so we continued on past vineyards and ancient mins toward Annccy is situated on Lake Annccy, a huge clear green lake surronndcd by moun·-tains. There arc more flying sites 30 to 90 minutes from the city than most states can boast. On good days in this area a pilot can fly huge triangles, or make long out-andrcturn flights, hopping from one mountain to the next. After you land, you can go for a swim at the beach, which showcases hun-dreds of the most beautiful women this connoisseur has ever seen. I think there arc men there too, in case any female pilots arc interested, but don't quote me as guaranteeing that situation. Anyway, we started by flying off La Forclaz, a 2,500' AGL mountain ovcrlook-ing the south end of Lake The mountain faces a large valley which abrupt· ly ends where another chain of mountains begins. The site also contains a very generous landing area with alternates. Unfortunately we caught it on a stable day for a 20-mile sled ride. We packed up and made camp on top of Scmnoz, a 2;100' AGT, mountain about eight miles from La Forclaz. There arc a couple of nice hotels on top of this mountain for the

LEFf:

DECEMBER 1986

less hardy. Somnoz is one of the prettiest sites l've ever flown. [t has a huge rock bowl with lone rock pinnacles from the floor, and is surrounded by a patchwork quilt of farm lands. The landing area was adequate, but the srnallest we were to in We took an morning sled ride here the next day. about That atlernoon we flew off 3,000' AGL and a 30-minute drive from Scmnoz. IL was another stable but the airborne view was so gorgeous that even an like me couldn't complain. We on top of we headed for Grand Colombier, 3,000' AGL about miles from on the hanks of the Rhone River.

located next to the landing area. The following morning conditions looked great, and as it turned out this day had my name written all over it. During breakfast in town we watched as several students took morning sled rides. Cumulus clouds to form by 11:00 AM. The group headed up the mountain around 3:00 PM, but when we arrived we noted the absence of local pilots. We were the only ones there, along with a cross wind of seven to ten miles per hour. There were some lulls, and some puffs straight in. We all set up our except for Michell who didn't like the cross wind. Victor and Tucker launched first and sunk out. Chuck, Mark and I decid· eel to launch from the grass slope facing

the air was pretty stable, but bouyant, and it was possible to stick your wing tip into small thermals for an extended sled ride of 30 minutes or so. On an average day you can link these four mountains together into one hell of a cross country flight. The next day we drove to Saix in the town of Samocns, one-and-a-half hours to the northeast When we arrived there we were by the sight of cumulus clouds for the first time since Fiesch. the launch on Saix is a 3,000' AGL and contains a ramp and a rounded grass slope, making it possible to launch in most any direction. We all took off. Michell, Victor and I got sledded but Mark and Chuck out, and Tucker got an hour. That night we at the campground conveniently

headed into the ravine on the left promptly sinking from view. Just when we began to worry we saw him circling up over the top. 1 launched next, but not having the guts Mark has I stayed just out in front of the ravine working punchy thermals, hoping to get high enough to venture in. Chuck went last, and like Mark dived right into the ravine but seemed to have an easier time staying over the top. I worked the punchy thermals for an hour or so gaining altitude and edging into the bowl, then sinking out and diving back for the front several times. As I circled in one turbulent thermal with a hawk below me, I watched him get inve11cd and hoped I wouldn't get a piece of that air. Finally I got

high enough to venture deep inside the ravine where I worked several small thermals with Chuck and Mark, and made it to 1,000' over the top of the mountain. Chuck tired and headed for the landing zone. I spotted Mark one ridge over, and higher than me, so I headed for him. When I arrived I found myself below the top of the mountains by about 200 feet, in a valley between two ridges, thinking that if I got pounded there would be nowhere to land. Luckily I caught a weak thermal, and practically dragging my wing tips on the mountain face worked it up and over. Soon I was above Mark and ten minutes later I reached 3,000 feet over launch. I lost site of Mark, and headed for the next ridge. this time, even with gloves and a sweater, at 6,000' AGL it was cold and J started to shiver uncontrollably as I headed for the next ridge. When I scooted over the top of that, the view before me quickly made me forget the cold. I saw peak after snow-covered peak right to the horizon, with Mont Blanc about six miles away dominating. Then directly below me I spotted a waterfall, the Case Du Roget, and to my left in the green valley were several small villages. The site was overwhelming so much fantastic beauty that I almost Jost it as I felt a lump in my throat, and my eyes get misty. I was at the top of the world, and wondered aloud why I was the one chosen to see all this. I was in total awe. Soon the cold crept back in, so I decided it was time to land, I reached the LZ with 2,500 feet to spare, and by this time I was getting warm again. The vario started beeping and I figured what the hell, J can't let this thermal get away, so I started to dial around. Soon I was a 6,200 feet AGL and directly over launch. I checked out the view and decided to head across the valley to Crimi, a 6,000' AGL snowcapped rock that dominates the landing area. From the ground it doesn't look all that mighty. You know it's high because of the snow on top, but it doesn't really impress you ... that is until you fly over to it. I remember feeling like a gnat as I was being swallowed by the scooped-out face of this suddenly imposing structure. I flew by the face vectoring back across the valley toward the LZ, but decided to turn right, crossing the valley lloor again and heading for another

ABOVE: Mark Chirico over a

Mt Roland Les

mt by OPPOSITE: St. Andres Photo by Roland Chirico.

Chamonix, France.

HANG GLIDING

mountain before my flight path back to the landing area. I arrived with 5,000 feet of altitude to bum off. I've watched the setting sun change the ribbon of river from a dazzling white to an orange glow. T have seen a waterfall and peak after mountain peak. So this time J swear I'm going to land. But by now the whole valley is lifting, and the only way down is 360's on my tips ti! f'm lazy eights and wangs. On my final approach I hear all kinds of yelland see people running towards me. I don't get it. I go for my flare, but my arms don't work and down I come on my nose plate. Tucker, Mark and Roland are all say-, something about four-and-,a-half hours. Tucker grabs my glider while I just wobble around like a drunk. I thought they were fooling. Four-and-a-half hours? "Yeh man, you launched at 5:10, it's 9:40 now," says Chuck. Wow! No wonder I'm so tired and weak. Four-and-a-half hours of fighting gnarly thermals and shivering my timbers. I had lost all track of time, and all track of

myself floating around in a drean1 world 6,000 foet above mother earth. The score for

the day was on and one 19km out-and-return! On my last clay on the tour we headed back to Semnoz. The conditions looked better than it really was, but it was soarable. There were sailplanes flying the ridge, and some decent thermals coming through. We all got flights with Mark and Chuck making several top landings. J had to leave the tour three days early to get back to After all, my original intent was to visit with my brother. What an adventure! With this trip I felt I had com., plcted something in my life. What it is is not easily I only know that I feel more centered, more in touch, closer to a cosmic something. I do know that J must return, and soon! If you missed the tour this year, don't do something dumb like it next year. fou can reach Ronald White at JO Powers St., MA 01562 (617) 885-W/3.-,.Ed. DECF.MllER 1986

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Jack Carver Martin Cox Deborah Johnson Thomas Kopp Anthony Lawrence Raymond McAdoo Theresa Rabaut Donald Studebaker Paul Tamante Jason Venner David Waller Jeff Wilson Colin Wright

Pacific Grove, CA San Jose, CA Oakland, CA San Jose, CA Daly City, CA Cupertino, CA Pacific Grove, CA Berkeley, CA San Jose, CA San Francisco, CA Cupertino, CA Cupertino, CA Sunnyvale, CA

Joel Greger Dan Murphy Charlie Whitehill Dan Murphy Charlie Whitehill Jim Woodward Chuck Staedler Charlie Whitehill Charlie Whitehill Charlie Whitehill Dan Murphy Dan Murphy Jim Woodward

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

Bill Kenney Rod Kruse James Schultz Randall Shultz

Guyman, OK Hot Springs, AR Kansas City, KS Kansas City, KS

Ron Kenney Lawrence Haney Robert Black Robert Black

6 6 6

Kevin Becker John Chapman David Dippon Brian Fisher Erin Handgen Ken Heide Eric Lepak Peter Lepak William Marotti Clayton Osbon Greg R. Pittman Peter Quereini Sanjay Reddy

W. Lafayette, IN Portage, MI W. Lafayette, IN Lafayette, IN Warsaw, IN Duluth, MN Chicago, IL Chicago, IL Ann Arbor, MI Mequon, WI W. Lafayette, IN W. Lafayette, IN W. Lafayette, IN

Rob Kreske Rob Bachman Rob Kreske Rob Kreske Rob Kreske Doug Johnson Brad Kushner Brad Kushner Mark Kline T.C. Searle Rob Kreske Rob Kreske Rob Kreske

7 7 7 7 7 7 7 7 7 7 7 7 7

Larry Barnes Timothy Cosentino George Newburgh Marc Olfamare

Wiscasset, ME Newington, CT Medford, MA Antrim, NH

Rob Bicknell Rob Bicknell T.C. Searle T.C. Searle

8 8 8 8

Bruce Clark Kenneth Cole Jim Corbett Mark Dibner-Dunlap Joseph Gabriel Jerry Haggerty William Hedgepeth Matt Johnson Kit A. Kenny Richard Lombardi William Ray Leslie Warren

Columbus, OH Richmond, VA Norfolk, VA Richmond, VA Manassas, VA Doswell, VA Chester, VA Loysville, PA Centreville, VA Pittsburgh, PA Richmond, VA Fairfax, VA

Mark Kline Mark Kline Mark Kline Mark Kline Mark Kline Matt Taber Roger Coxon Roger Coxon Lawsrence Battaile Roger Coxon Rob Bachman John Harris

9 9 9 9 9 9 9 9 9 9 9 9

Eduardo Delahoz William King Thomas Mayo John McDowell Joe Morris George Wilson

Miami, FL Cary, NC Miami, FL Manteo, NC Winston-Salem, NC Marco Island, FL

Matt Taber Mark Kline Matt Taber Roger Coxon Roger Coxon Roger Coxon

10 10 10

10 10

Mark Franks Scott Franks Rush Pond Guy Spinner

Cherry Hill, NJ Cherry Hill, NJ N. Syracuse, NY Hampton Bays, NY

Chris Crescioli Chris Crescioli Dan Guido Mark Kline

12 12 12 12

NOVICE RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Jerry Block Ralph Braun Rob Johnson Shawn McEvoy John Offenbacher Jim Tigan

Bothell, WA Seattle, WA Seattle, WA Seattle, WA Applegate, OR Wrangeu, AK

Darren Fox David Chadwick Mike Daily David Chadwick Jim Bowman Mike Lake

1 1 1 1 1 1

Joel Hastings Valerie Hoffman Roger Hunter Jim King Jeff Nason James Nicoara

Larkspur, CA San Francisco, CA Fremont, CA Middletown, CA Redwood City, CA Morgan Hill, CA

Charlie Whitehill James McKee Charlie Whitehill Wallace Anderson Rob Engorn Jim Johns

2 2 2 2 2 2

Matthew Caufield Walter Chandler Carl Lawson, Jr. Ricky Kato Robert Laukka Joseph Mason Patrick McNerney Jerry Nave Randy Pastrone Tom Reynolds Timothy Riley Keith Sawa Deborah Schmidt Joseph Smallcomb Mark Story Antonio Villalobos

Carlsbad, CA Long Beach, CA Huntington Beach, CA Los Angeles, CA Thousand Oaks, CA Los Angeles, CA Pasadena, CA Fullerton, CA Upland, CA Huntington Beach, CA Santa Barbara, CA Granada Hills, CA Cathedral, CA Buena Park, CA El Cajon, CA Montebello, CA

Garry Lagrone Erik Fair Dan Skadal Joe Greblo Joe Greblo Joe Greblo Dan Skadal Dan Skadal Erik Fair Dan Skadal Ken DeRussy Joe Greblo Scott Smith Dan Skadal John Ryan Ben Espinoza

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

Trent Brewer Geoffrey Burke Jay Burris, Jr. Todd Coomes Troy Cucarola Tim Evans Kevin Ferguson Bob Korbus James McCallum Lloyd Pierce Steve Yarbrough

Littleton, CO Boulder, CO Westminster, CA Las Cruces, NM Clifton, CO Aurora, CO Albuquerque, NM Boulder, CO Tooele, UT Albuquerque, NM Corrales, NM

Mark Orsborn George Greer Dan Skadal Paul Michaud Gary Pax Mark Orsborn Chuck Woods George Greer Gary Lagrone Chuck Woods Chuck Woods

4 4 4 4 4 4 4 4 4 4 4

Demetrius Gostas Thomas Simon Frank Wilsey Jim Zierden

Sheridan, WY Evanston, WY Dayton, WY Casper, WY

Jim Bowman Gary Lagrone Jim Bowman Jim Bowman

5 5 5 5

John Goodwyn Paul Kokes

Grain Valley, MO Tulsa, OK

Gary Lagrone Bruce Mahoney

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RATINGS AND APPOINTMENTS Jim Freele Joseph Gorski

Menominee, MI Stevens Point, Wl

Mark Orsborn Gary Elhart

Kevin Purcell Rodger Reinhart Mark Riegel Peter Vierhus David Wayne

Oakland, CA Menlo Park, CA San Jose, CA San Jose, CA Hayward, CA

Thomas Gill Pat Denevan Rob Engorn Pat Denevan David Bowen

Don Albanese David Frechette Gui! Michaud

Lowell, MA Putnam, CT Danielson, CT

P.aul Kennedy Rob Bicknell Jeff Nicolay

Alden DeSoto Adam Eisenberg Kim Napier Dave Pierson

Washington, D.C. Elkton, MD Lexington, KY N. Ridgeville, OH

Steve Wendt Mark Vandergalien Matt Taber Mike Delsignore

Paul Carter Timothy Locke Joanne Martinis Brian Skuthorphe Rui Vieira, Jr.

LaCrescenta, CA Wahiawa, HI San Diego, CA Honolulu, HI La Jolla, CA

Joe Greblo Mike Benson Gregg Lawless David Darling John Ryan

Eduardo Delahoz Sonja Gilreath Gene Littlefield Tim Prader David Wood Tim Wood Donald Wucinski

Miami, FL Johnson City, TN St. Petersburg, FL Cloudland, Ga Watertown, TN Hermitage, TN Woodstock, GA

Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Michael Spisak

10 10 10 10 10 10 10

Bret Bailey Gary Hancock Adam Trahan Michael Wade

Albuquerque, NM Salt Lake City, CA Scottsdale, AZ Salt Lake City, UT

Chuck Woods Dave Rodriguez Lani Akiona Gary Lagarone

David Lybarger Douglas Skites

South Bend, IN Chicago, IL

Marc Magar Larry Strom

David Armstrong Jed Campbell

Tyler, TX Bayton Rouge, LA

Charles Hall Matt Taber

George Pilcher

Proctor, VT

Greg LaMadrid

William Beisley Michael Bertelli Christopher Chambers Robert Daniel Terry Davis James Demonic Jim Emory John Gamash Alan Ingwersen James Kale Howard Knowlden Kent Murphy Felix Nazario, Jr. Joseph Norris Kenneth Paninski Andre Scott Dawn Marie Smith Norberto Soto Wayne Sumner Michael Vogel Robert Weaver Everett Webb Ronald Wheless Patte Wright

APO, NY APO, NY Cinnaminson, NJ APO, NY APO, NY Plansboro, NJ APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY APO, NY Ballston Lake, NY 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 Rob Bachman Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Dau Guido 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 12 12 12 12 12 12 12 12 12 12 12 12 12 12

Randel Richardson

Garland, TX

Gary Scheer

Stuart Beggs Kevin Cradduck

Tenafly, NJ Groton, NY

Paul Voight Marty Dodge

12 12

Mark P. Felik

Muchen, W. Germany

Gary Elhart

FOR

INTERMEDIATE RATINGS NAME Ronny Gaal Edward Gama Mark Johnson Michael McGrath Gary Pitts

DECEMBER ]986

CITY, STATE

OBSERVER

Berkeley, CA Oakland, CA San Francisco, CA San Francisco, CA San Francisco, CA

Rob Engorn Thomas Gill Rick Canham Wallace Anderson James McKee

REGION

ADVANCED RATINGS NAME

CITY, STATE

OBSERVER

REGION

Jim Goebl

Oroville, CA

James Crosley

Chris Armenta Aimee Cardoza Jeff Hoff Jim Stimson

San Bernardino, CA Lakeside, CA Honolulu, HI Mammoth Lakes, CA

Debbi Renshaw John Ryan Neil Kjar Kevin Klinefelter

Steve Gordon Frank Hungerford Ario Kerk John King Michael Osborne David Sharp James Whitelaw

Clifton, CO Salt Lake City, UT Grand Junction, CO Golden, CO Clifton, CO Albuquerque, NM Phoenix, AZ

George Hewitt Gary Lagrone George Hewitt Steven Sweat George Hewitt Chuck Woods Bob Thompson

Richard Schroeder

Black River Falls, Wl

Neal Roland

Stuart Kay Richard Tenan

Trumball, CI Avon, CT

Bill Blood Gary Pozzato

Paul Farina

Cincinnati, OH

Mario Manzo

Chris Crescioli Jennifer SMith

Nags Head, NC Kennesaw, GA

Steve Wendt Gary Engelhardt

10 10

Hans 0. Hahn

Cologne, W. Germany

Foreign Equivalent

FOR

RATINGS AND APPOINTMENTS INSTRUCTORS

NAME

CITY, STATE

ADMIN/ DIRECTOR

REGION

B-Kamron Blevins B-Ed Seager

Bothell, WA Vancouver, WA

Daily/Godwin Daily/Godwin

B-John Carrol A-Erik Fair B-David Herring B-Neil Kjar A-Dan Skadal A-George Greer

Whittier, CA Santa Ana, CA Ventura, CA Honolulu, HI Santa Ana, CA Golden, CO

Skadal/Fair Skadal/Fair Skadal/Fair Darling/DeRussy Skadal/Fair Shaw/Zeiset

B-Mike Del Signore B-Joseph Troke

Cleveland, OH Twinsburg, OH

Taber/Jacob Taber/Jacob

B-George Chalmers B-Dave Curry B-Dennis Holland A-Matt Taber B-Neal Vickers

Chattanooga, TN Lookout Mountllin, TN Chattanooga, TN Rising Fawn, GA Rising Fawn, GA

Taber/Jacob Taber/Jacob Taber/Jacob Taber/Jacob Taber/Jacob

lO lO lO 10

A-Thomas Aguero B-Thomas Mackey A-Bill Wiand

Cragsmoor, NY Bedford Hills, NY Walker Valley, NY

Wiand/Rickert Wiand/Rickert Wiand/Rickert

12 12 12

EXAMINER

Dick Heckman Dick Heckman

10 10

Quentin Fleurat Richard Kelly Bruce Mankowich Kevin O'Brien David SLoaki Joseph Todaro Scott Wise Alfred Worsfield

Thornwood, NY Bloomfield, NJ Rio, NY Oakhurst, NJ Flushing, NY New Paltz, NY Oakiand, NJ Wayne, NJ

Paul Voight Paul Voight Paul Voight Gus Johnson Paul Voight Paul Voight Paul Voight Paul Voight

l2 l2 l2 l2 l2 l2 l2 l2

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LILIBNTHAL AWARDS

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Seymour, TN Knoxville, TN.

B - Basic A - Mvanced

NAME

Chris Pyle Greg Wojnowski

REGION

Bronze

Silver

Steve Bridges Lee Burghardt Douglas Cox Mikel Crook Joseph Gorski Demetrius Gostas Robert Howe Kelly Lance Timothy Locke Peter Mador Gary Pitts Timothy Stevens Cliff Sullivan Mam Trahan Frank Valenza

Ron Enck M. Brent Jensen

Gold James Coan

EXAMINERS SO-Larry Strom

Spokane, WA

Ken Godwin

NAME

CITY, STATE

DIRECTOR

REGION

Barbara Blazer Robert Blazer Margi Langlois Manuel Eduardo-Saraiva David West

Mountain View, CA Mounlllin View, CA Las Vegas, NV San Leandro, CA Sunnyvale, CA

Thomas Gill Thomas Gill Russ Locke Thomas Gill Thomas Gill

Bruce Hawk

Knoxville, TN

Dick Heckman

Dan Conners

Mammoth Lakes, CA

Joe Greblo

Charles Cottingham Bob Faris Brad Koji Darrel McKay Dave Witt

Albuquerque, NM Ft. Collins, CO Littleton, CO Fruita, CO Glade Park CO

David Ray Jim Zeiset Jim Zeiset Jim Zeiset Jim Zeiset

Alegra Davidson

Winstead, CT

John Hamelin

Rob Bachman SO-Howard Brown Richard Cobb Roger Coxon James Rowan Robert Tedder

Nags head, NC Stevensville, MD Blacksburg, VA Manteo, NC Cumberland, MD Clinton, MD

John Harris Bill Criste W.W. Richards John Harris Pat Brooks Bill Criste

4 4 4

Call Our Toll Free Reservation Line

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In Arizona Call Collect 1-263-3679 Ask for Operator 58 Mw /2YlfXI!IIIOHtlf at your U-HAUL: Center

HANG GLIDING

ac,v,ua,u.,1y evaluate any a uumber of criteria that the ,;v,uu'""'l!. par··· ty must meet. Among them: I) Sufficient on a to call upon for rrn'Ymt1r1anr10 2) Enough time on the model being tested to become familiar with it ten hours). 3) in a of conditons at several different sites. 4) to fly more than one of the same model to determine whether or not they fly cor1srn.rcnuy. This t(~st report is based on 30 hours of air time on 15 Pacific Windcrnft Vision All but two of the were the 17 and 19 models. The retwo were the new 14. Five thermal sites were flown including Marshall, Sur, Makapuu (Hawaii) and Pines. Conditions from light thermal conditions to lift while tree lines in strong North Carolina! the eight-month test period, my was distributed between the Wills HP, the Airwave the Wills

Dl!CEMllllR 1986

Sport. This provided a good subjective comparison between gliders.

MEET THE ECLIPSE Before unzipping the bag the battens must be removed. Those unfamiliar with Pacific Windcraft's will be to find the battens attached to the bag. The entire bundle of battens are slipped out of a slot near the tail, and set aside before set-up. The bag itself unzips both ways to facilitate removal. inside the bag covers both ends of the control bar to it from rubbing the sail. The safefaired downtubes and bar, which are folded in the next and assembled using a 1A" bolt and At this point the control bar apex may be connected to the keel fitting for normal set-up, or during high winds, left unconnected to assemble the glider laying flat. Once the wings have been spread, the faired kingpost plugs on to the keel. Next the ribs go in all The nose rib stays in when broken down. The entire rib set is made from 7CJ75 alloy and is light. It also holds its camber flattening) much better than

the conventional 6061 alloy ribs. Tensioning the crossbars is done from the rear keel. The pull-back cables (two of them, each 3/32" 7x7) and the rear kingpost wire are fixed together on a shackle and secured behind the machined fitting on the keel. Now the control bar apex is secured by flipping the "swan catch" into and ning it with a ball-lock pin. I personally don't too like this system for two reasons. much effort is required to either engage or release the "swan catch." Second, considerable shifting action on the downtubes is also required to get the ball-lock pin holes lined up. (Note: The latest has been redesigned in this area and no uses the swan catch.) The final step in assembly is securing the nose fairing. I usually com· bine this with a pre-flight check starting at the nose. Pre-flighting reveals some interesting construction details. For example, velcro tion ports are located in the undersurfacc near the crossbar/leading edge junction. At the wing tip the sail is mated to the leading tube by a delrin ball (about the size of an ball) fixed in a webbing socket. It seems to allow excellent swivel and 35

resistance to binding, even in sand. However, I've heard of instances where the sail becomes detached during set-up when the sail is slack - hence the need for a proper pre-flight. With no washout tips on the Eclipse, certified positive pitching is accomplished with only luff lines (reflex bridles). Other features revealed in pre-flight are full-length zippers in the undersurface for access and inspection, and finally, the odd absence of a keel pocket. This is accomplished by running a 3/4" diameter tube into the sail behind the kingpost and parallel with the keel. A webbing strap connects it to the keel and limits upward or sideways sail travel. GROUND HANDLING In moderate winds (enough to wire fly the glider), the Eclipse ground handles OK. I mean just that too - not much better nor much worse than any other glider. By virtue of its tight wires the Eclipse does handle a little better than its loose-wire counterparts. In light or still winds, however, the Eclipse stands above any contemporary glider on the market. There are three reasons for this weight, balance and wingspan. The VE17 weighs only 60 pounds. It has a fairly short span (30'5") when compared to other double surface gliders. Perhaps more importantly, the designer took great pains in control bar location to get it to balance properly. The result is pleasing. LAUNCHING For the same reasons (weight, balance and wingspan), launch itself is easy on the Eclipse in very light wind as well as in severely strong conditions. On one occasion in strong winds I was able to foot-launch fromflat ground and back into the lift band to soar a small bluff and tree line in North Carolina. (In fairness, Dan Skadal did the same with his Sport.). Any Hang I pilot should be able to launch an Eclipse.

extra-dense leading edge foam option. (Comments are withheld on the VE14 due to lack of experience in this area.) The VE19 will accept more bar push-out, particularly in turns, than the VE17 will. This technique seems to improve tum efficiency somewhat, whereas the 17 seems to fly more efficiently at low bank angles with little or no bar push-out (much like the Delta Wing Dream 160 flies). With the dense LE foam option both the 17 and the 19 exhibit this characteristic to a slightly larger degree (less push-out is required). When pulling in on the bar, pitch pressure builds evenly, but remains light to moderate. A pitch device such as a rail or pitchy is not necessary. I have not flown an Eclipse with a raised hang point (i.e., Bernasconi Connection), however, I have flown Visions with this system, and in my opinion, raised hang points are overrated and don't seem to make much difference (sorry, Jean Michel!). Anyway, the best way to describe pitch pressure is to say lighter than a Magic and slightly more than the HP. ROLL Probably the most striking thing about the way an Elcipse rolls is how fast it does so. Both the VE17 and the VE19 roll quickly. Roll-in and roll-out are pretty even. Here's a run-down of my impressions: Roll pressure in - Excellent (one hand in smooth air); Roll pressure out - Same as above; Roll response (initiation response) - Fast; Roll rate (after initiation) - Extremely fast. At times I was guilty of overcontrol, reminding me of my first flight on a Raven

years ago! If a sports car isn't what you want, the handling can be damped somewhat for the new pilot by restricting the cross bar travel (shift). Adverse yaw is considerably less prevalent than on most double surface gliders. General feedback is good and the handling characteristics are quite predictable. There are no surprises. The tips don't "stick" in turns, and you don't get locked out in thermals. To balance this a little, I have heard one pilot who test flew three Eclipses say he felt it got "squirrelly" at high speed. I have not noticed this trait. My only negative comments about the glider are that the lack of a keel pocket seems to allow the glider to fly sideways a bit, and I don't like the way it feels in very high bank 360 degree turns (a conunon complaint I have about many gliders). PERFORMANCE This is where being objective gets really tough. There don't seem to be any real surprises here. I'll give my subjective opinions first and the grounds on which I based them later. In general, the Eclipse series seems to fall between recreational class and competition class. The sink rate is better than its predecessor, the Vision, which wasn't any slouch! The Eclipse surprised me several times in marginal lift. Several days at Marina Beach I flew the ridge with no whitecaps visible on the water. I did have an opportunity to fly a VE17 in strong ridge lift and watch a Sport climb above me repeatedly with different pilots demoing it. On other oc-

PITCH There are some behavior differences between the VE17 and the VE19 here. There also seems to be a slight difference in the pitch characteristics of the regular leading edge configuration when compared to the

RIGHT: The author pilots the Vision Eclipse. Note low twist. Photo by Michael Helms.

HANG GLIDING

casions, I stayed up while many good pilots went down in Magics and HPs. I subjectively think the sink rate is almost as good as some of the "competition class" gliders. Glide performance, again, holds no revelations - better than its predecessor, but not quite as good as the competition class. I did have an opportunity to compare glide with a Sport in an evening glass-off at Dunlap. In this case I was flying the Sport and someone else was flying the VE17. At slow speed, the glide and sink seemed almost exactly the same. At higher speeds the Sport seemed to pull ahead and stay above. Basically, the Eclipse series gliders glide very well at slower speeds. On top of that, the larger Eclipse 19 seems to outglide the VE17. These impressions are based on frequent observations of pilots "shooting the gap" at Marina to go down the ridge. Slow speed glide is the name of the game here. It's very obvious that Magics consistently go over higher than almost anything. Next highest are the HPs and Sports (similar altitudes). Under them is the VE19, then the VE17. After that come a menage of Ducks, Comets, Visions and Pro Stars, until finally you get to the ones that can't make it across the gap at all (sorry, guys). We have a lot of pilots of varying skill levels flying these gliders, so I think this is a fairly objective observation. Speedwise, the Eclipse does go fast - at some expense in glide. During the steeple chase air race the large Eclipse, competing against all other gliders, turned in the best time for day money on one of the three days. Although I had no opportunity to do hard comparisons on high speed glide, the Eclipse seemed to have more trouble shooting gaps in the ridge at high speed than at low speed. LANDING Factors I deem important for ease of landing are as follows: 1) Maneuverability (and roll authority) on approach 2) Pitch feedback (airspeed) 3) Flare authority 4) How critical flare timing is 5) Parachutability The Eclipse, being a good handling shortspan glider, is easy to maneuver on approach. If a wing is picked up by turbulence it's no big problem to get back on course. The flip side of this is on final approach learning to relax and not overcontrol. As with all contemporary double surface DECEMBER 1986

VISION ECLIPSE BOX SCORES 0 = Poor I 10 = Exceptional Eclipse VE17 & 19

Magic IV (166)

Comet I (165)

9 7 8 5

6 7 8 5

9 7 8 9 9 10 9

8 5 8 8 8 IO 8 8 8 7 8

General Characteristics Set-up time & ease Ground handling Static balance Wire tension

7 7 7

9 9 10 10

Flight Characteristics Bar pressure roll Bar pressure pitch Roll pressure time Roll rate after initiation 45 ° to 45 ° roll reversal Roll/pitch coupling Speed range Sink rate performance Glide low speed Glide high speed Thermal tracking (auto core)

7 10 7 9 6 9 9 9 9 10

9 IO

10 10 9 8 8 8 7 9

10 9 8

7 6 7 8

7 8 9 10

Landing Characteristics Flare authority Flare speed error tolerance Parachutability Directional control at mush

10 9

8 8

8 8 8 8

SPECIFICATIONS

Span Nose angle Aspect ratio Sail area Glider weight Number of ribs (per side): top bottom Recommended wing loading Maximum stall speed Minimum top speed Vne (never exceed) Load limits: positive negative Recommended USHGA rating

VE17

VE19

30'5" 122 ° 5.44 171 sq. ft. 60 lbs.

32' 122 ° 5.53 185 sq. ft. 64 lbs.

7 2 130-200 lbs. 25 mph 35 mph 46 mph

7 2 150-250 lbs. 25 mph 35 mph 46 mph

53 mph@ 30° 37 mph@ -30° II-V

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION of August 12, 1970: Title 39, United States code.) Section I. Title of publication: HANG GLIDING 2. Date of filing: October 8, 1986 3. Frequency of issue: Monthly 4. • Location of known office of publication: 11423 Washington Blvd., Los Angeles, CA 90066 (Mailing Address: P,O. Box 66306, Los Angeles, CA 90066). 5. Location of the headquarters or general business offices of the publishers: 11423 Washington Blvd., Los Angeles, CA 9(J066. (Mailing address: P.O. Box 66306, Los Angeles, CA 90066.) 6. Names and addresses of publisher, editor, and managing editor. Publisher: United States Hang Gliding Association, Inc., 1!423 Washington Blvd., Los Angeles, CA 90066, P.O. Box 66306, Los Angeles, CA 90066. Editor and managing editor: Gil Dodgen, 12642 Dottie Circle, Garden Grove, CA 92641. 7. Owner: Unit<x! States Hang Gliding Association, Inc., Box 66306, Los Angeles, CA 90066. Its or:. ficcrs arc: Russ Locke, President, 1!024 Holly Tree Ln., Cupertino, CA 95014; Richard Heckman, Vice President, 3401 Lookout Dr., Huntsville, AL 35801; Robert Collins, 7 Washington St., Bedford, MA 01730; Johnson, Treasurer, P.O. Box 144, Lookout Mtn., TN 37350; Cindy Brickner, Executive Director, P.O. Box 66306, Los Angeles, CA 90066. 8. Known bondholders, moitgages, and other security holders owning or holding 1 percent or more of total amounts of bonds, mortgages or other securities: none. 9. For optional completion by publishers mailing at the regular rates (Section 132 .121, Postal Service Manual) 39 U. S.C. 3626 provides in pertinent Part:

"No person who would have been entitled to mail matter under former section 4359 of this title shall mail such matter at the rates providrAi under this subsection unless he files annually with tl1e Postal Service a written request for permission to mail matter at such rates.

im1pm1ar1t to get all the yaw out DropJping a here is more than on a Vision. On effect the feedback relative to how much it's ret:aining and when it's to stall. Flare critical. In other

is a good performer and a sweetheart to fly. I've seen it teach more than one person to fly. the VE19 and the VE17 are HGMA-certified. The VE14 is flying and documentation for certification now, but is not yet certified. Ill

works very well.

Standard Features: Faired king post Foam Color choice 6061 airframe with 7ITT5 alloy ribs

SlJMMARY 1b sum it up, the se1ies is a classic effort to fine tune the cornm·omLise between and hai1dllng. watched the stage for two years while Jean Michel and Bob worked on it, I understand that cornpr·om1ise doesn't come

Op,tional Eq11llp1me11t Factory Installed: :sate-e,ctge faired downtubes bar

In accordance with the provisions of this statute, I hereby request permission to mail the publication in Item I at the reduced postage rates presently authorized by 39 U.S.C. 3626. 10. Extent and nature of circulation: (A) Total No. copies printed: 8,500 av./ mo. preceding 12 mo.; 8,600 for Volume 16, Issue 10. (Bl) Paid circulation through dealers and carriers, street vendors and counter sales: 1,686 av.Imo. prccrAiing 12 mo; 1,687 for Volume 16, Issue 10. (B2) i"<lid circulation, mail subscriptions: 6,393 av.Imo. preceding 12 mo.; 6,638 for Volume 16, Issue 10. (C) Total paid circulation: 8,079 av.Imo. for preceding 12 mo., 8,325 for Volume 16, Issue 10. (D) Free distribution by mail, carrier or other means, samplcs, complimentary, and other free copies: 92 av.Imo. preceding 12 mo.; 124 for Volume 16, Issue 10. (E) Total distribution: 8,171 av.Imo. preceding 12 mo.; 8,449 for Volume 16, Issue 10. (Fl) Office use, Jett-over, unaccounted, spoiled after printing: 201 av.Imo. preceding 12 mo.; 151 for Volume 16, Issue 10. (F2) Returns from news agents: 128 av.Imo. preceding 12 mo.; 0 for Volume 16, Issue 10. (G) Total: 8,500 av. Imo. preceding 12 mo., 8,600 for Volume 16, Issue 10. I certify that the statements made by me above arc cor-

rect and complete. Signed by: Cynthia Brickner, Executive Director.

HANG GLIDING

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 tom or tom loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them to inspect.

Rogallos COMET 165-Red LE, White TE, excellent maintenance, under 40 hours, clean, $900. OBO. (413) 528-1371. Call 6 - 9 Eastern. COMET 165-Good condition. Pac:ific 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). C2-l65-Rainbow sail. Excellent condition. Flies great. Less than 25 hr. airtime. $HOO. Price dropping monthly! Gary (607) 7.77-1662. P.O. Box 714, Ithaca, NY 1485!. BRAND NEW 220 DREAM-Zero hours. Better price than dealers cost. Wtll ship. Call Gary (405) 363-5189. 165 LIGHT DREAM-Blue and white, excellent condition, knee hanger harness. $1300. Call Bill (213) 370-6282. 180 DUCK-Two color green. New flying wires, speedbar. Good condition, flies great. $600. O.B.O. Call (412) 733-2262. DUCK 160-Excellent condition. Low hours. $900. OBO (805) 773-5292. 2 - 180 DUCKS-Low hours. Excellent condition $750. Attack Duck tips (factory modified) (612) 872-4311 Office, (612) 937-1754 Home. GEMINI-164-Custom spectrum, A-I $595. (619) 942-0994. GLIDEZILLA-Fitted with VG and King Post suspended hang point. Handles nice. $1200. (209) 784-4618.

MAGIC !II-177-With V.G. Blue L.E. and white. $1000. firm. Roger (406) 542-2598 MT.

CALIFORNIA

WILLS WING RAVEN 229-Supine rigged. $500. (916) 265-9284. Louis Sussman.

BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (707) 576-7627.

SENSOR 510 VG 165-Excellent condition white w/orange L.E. Excellent price $1350. Larry (815) 234-5388. SENSOR 180-V.G., excellent condition, less than 10 hours $1750. (612) 872-4311 office, (612) 937-1754 home. 168 SKYHAWK-50 hrs. Red LE. White body. $1200. OBO. Floyd (805) 834-2071. SPORT 167-7075 tubing, 6 months old, excellent condition. $2100. (818) 709-3705 ext. 125. Days. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsport, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. Eclipse 17. . ... $1500.00 HP 170.. . ... $1300.00 Vision 18 . . . . ... $1050.00 . ...... $1800.00 Magic III 177... We are looking for good used equipment. (619) 450-9008. Attention: Finance these new or nearly new gliders with your Visa or Mastercard: 167 Sport 7075 ... $2700 180 Attack Duck . .. .. .. .. .. . .. .$1095. 177 Harrier I . . . . . ..... $ 995. 168 Skyhawk .$1450. 209 Raven . . . . . . . . . $ 695. CASH for used equipment. Hang Glider Emporium (805) 965-3733. Golden Sky Sails stocks gliders. Some used, most new, will ship anywhere. Lt Mystic 188 (Fully equipped) . ..... $1985. Mystic 155 ... .. $1985. Vision Eclipse 19. .$1600. Lt Dream 220 .. .. $1600. Lt. Dream 145, 165 .. $1400. Polaris Delta I 6 .. .$1200. Raven 229 .. . .$1000. Streak 160 .... .. $ 750. Duck 180 .$ 700. Lancer 180, 200 .. . . $ 400.

Schools and Dealers

UP GLIDEZILLA-Orange w/white. Xlnt condition. Speed bar/rail. Make offer (805) 653-0633. HARRIER II 177-Great condition, 50 hours, stored inside. Orange L.E., white T.E., brown D.S. $750. Dave (806) 592-3138. 177 HARRIER I-Last year made. White wired wedge. Excel. cond. 100 hrs. Bought HP $450. (805) 481-3854. HARRIER I 187-Xlnt condition. Black with red, orange and yellow stripes. $600. (213) 254-2682. HP-Very clean sail. Flies great. $1300. GTR - New condition. Great handling and performance. $1800. (801) 254-6141. HP-Red L.E. and dbl. surface, 4.5 white main body, 6 months old. Excellent! $1900. or best offer. San Francisco (415) 282-5795. MAGIC 155-Low airtime - rainbow, speedbar, etc. $1050. obo. (209) 227-8050. Steve.

DECEMBER 1986

ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. ARIZONA ARIZONA WINDSPORTS-Certified instruction utilizing skyting and the World's only man-made trainer hill. New & used gliders, accessories, parts & repairs. 1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS USHGA Certified School.- Supine specialists. 43 19 W. Larkspur, Glendale, AZ 85304 (602) 938-9550. ARKANSAS SAIL WINGS HANG GLIDING-Certified instruction. Pacific Windcraft dealer. 1601 N. Shackleford #131-4, Little Rock, AR 72211 (501) 224-2186.

CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hung gliding shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800. HANG FLIGHT SYSTEMS-USHGA Certified training program featuring the combined talents of Dan Skadal, Erik Fair, and Rob McKenzie. We sell and service all major brands of gliders and accessories. New and used. Sport, Skyhawk, HP II. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varios, and spare parts. Located minutes from US 101 and flying sites. 613 N. Mi/pas, Santa Barbara, California 93103 (805) 965-3733.

THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, 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. 11]6 Wrigley Way, Milpitas, CA 95035 (408) 262-1055 . 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. Lcca! 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. WJNDSPORTS 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) 988-011 l.

CLASSIFIED ADVERTISING CONNECTICUT CONNECTICUT COSMIC AVIATION-14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. HAWAII MAUI SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. RR. 2, Box 780, Kula, HI 96790 (808) 878-1271. MINNESOTA NORTHERN SUN, INC.-Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866. 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 Scylines and Manta. Sail, airframe repairs on all makes, RIC e{!Uipment. Main St., Kerhonkson, NY 12446 (914) 626-5555. SUSQUEHANNA FLIGHT PARK INC.-Central New Yorks Hang Gliding Center. Certified instruction, sales & service for all major manufac-

turers. Training hill O - 160', jeep rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153. 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.

brands) in stock, complete e{!Uipment/accessory lines, parts, repair service. We need your used gliders and e{!Uipment! USHGA Novice pilots can fly 1,340' Lookout Mountain and soar Lookout's 12-mile ridge (distance record, 130.9 miles; altitude gain, 10,400') Send $1. (refundable with any purchase) for new brochure, rates, directions, accommodations info. LMFP, Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. Located 20 minutes from Chattanooga, Tennessee. (404) 398-3541. UTAH FLY UT AH WITH

NORTH CAROLINA KITTY HAWK KITES, lNC.-P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, In NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and par1s. 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.

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

International Schools and Dealers

OHIO NORTH COAST HANG GLIDING-Certified instruction. New & used gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH 44102 (216) 631-1144.

JAPAN

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

6UN JtllllE COUNTlfY #C

~~~

TENNESSEE LOOKOUT MOUNTAIN FLIGHT PARK-Our specialties: first mountain flights, mountain and thermal soaring, complete certified training. Package plans, group rates, USHGA ratings, glider rentals, free camping, local site info. Pro Shop with new and used gliders (all major

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

-~~---------------------·---------------------------------

t USHGA CLASSIFIED ADVERTISING ORDER FORM

I 35 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box I PhOtos - S10.00

1 word)

Section (please circle) Rogallos Schools and Dealers Emergency Chutes

I Deadline, 20th of the month six weeks before the cover date of the

I Issue In which you want your ad (I.e. March 20, for the May Issue). I B::>Jd face o~ caps 50c per word extra. (Does not Include first few I words which are aulomatlcally caps). Special layouts or tabs S20'per I column Inch. I Payment for first three months required In advance. I I Pteue enter my classified ad III follows: I I I

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 $ _ _ _ _ _ __

I I Number of words:

@ .35 •

Phone Number:

P.O. BOX 8830e, LOS ANGELES, CA 900N I (213) 390.30e5

L---------------------------------------------------------1 40

HANG GLIDING

CLASSIFIED ADVERTISING SW1TZERLAND 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.

Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta wing Kites & Gliders, lnc. P.O. Box 493, Van Nuys, CA 91408 (818) 787-6600, telex no. 65-1425. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installed and replaced. S.F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. 28 FOOT hand developed parachute for ultralight aircraft, new in box $350. or trade for hang gliding parachute. (814) 583-5316.

CUSTOM FITTED "C.G. 1000" HARNESSContact Southern California's only factory authorized agent for details. Luigi Chiarani, 14323 Aztec St., Sylmar, CA 91342. (818) 362-1776. WINDSOK-A calibrated, portable design specifically for hang glider pilots. Two sizes seven colors. $2. 50 donation from re rail purchase will go to USHGA. Color brochure available. Hawk Airsports, P.O. Box 9056, Knoxville, Tennessee 37940-0056 (615) 573-9593. Thanks!

MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over I 00 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

HELP-Need control bar, deflexor rods for Seagull Seahawk 180. Consider whole glider for right price. Write Seahawk, 2501 Riverfront A-306. Littlerock, AR 72202. LOWWINDS WINDSOCKS-Best for our sport 3 ft. x JO in. Bright colors. $9.50 +C.0.D. Bruce Riche, 20 Howland Pl., Long Branch, NJ 07740. (201) 571-4670.

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

Parts & Accessories

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.

SPECIAL OFFER • TWO FOR THE PRICE OF ONEIi

--.i-Hang Gliding and Windsurfing instructor positions opening this Spring. Management positions available. Opportunities for advancement. Write Roger Coxon, Kitty Hawk Kites, P.O. Box 340, Nags Head, NC 27959.

500 SLIDES, Great music, shown in 40 minutes on VHS or Beta. Only $39. Doug Rice, 3920 Blue Ridge Rd., Raleigh, NC 27612. (919) 783-8445.

Publications & Organizations QUICK RELEASE CARABINER-Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.

Rigid Wings SOARING-Monthly magazine of the Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $35. Info kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241.

FINGER FAIRINGS 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. 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 JO mph wind! Skyting towing system, with 3-ring circus release. Very safe. I am moving to Europe. $2500. Call (315) 687-3724.

DECEMBER 1986

NOW YOU CAN SHOW YOUR FRIENDS WHAT ITS ALL ABOUT. THE INSPIRING 'KANG GLIDING I' NOW COMES TOGETHER WITH THE Al.l. NEW 'HANO GLIDING 11',

,.tr

• Always there when you need them • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 114 -in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50

MITCHELL B-IO-Complete with spoilers, foor launch cage, trike with engine, trailer and parachute system. Must sell. Best offer. All offers considered. Robert (714) 336-1716.

Towing

DON'T STOP FLYING - Just because it's winter. Drag out your Owens Valley suit and go Truck Towing. Complete Truck Towing Systems. For new introductory video tape send $19. 95 + 3.00 (S & H) to Airtime of Lubbock, 2013 68th St., Lubbock, Texas 79412. (806) 745-6039.

dealer inquiries invited

THE AIRWORKS 3900 Van Buren NE Albuquerque, NM 87110 (505)

884-6851

CLASSIFIED ADVERTISING Miscellaneous SAILMAKING SUPPLIES & hardware. All fabric types. Infonnation and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. WANTED-Demon hang glider. Sales, 175 squares, must be in excellent condition. (80!) 782-8172. WANTED: UP SO-mile XC Club shirt in good condition. Will pay top dollar. Call collect (503) 582-2650.

BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego, CA 92106 (619) 455-6036. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066. The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps SOC per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing I 1/, 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.

TYPE: '78 Elite 174. Stolen Dec. '85 Billings, Mont. COLOR: Red leading edge, keel pocket and tips. Yellow sail, blue bag, orange training wheels. CONTACT: Dick Irwin, 512 S. 36th St., Billings, Mont. 59101 (406) 259-2901. Reward.

TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. 1, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345.

Index To Advertisers Air Tech ............................. 18

HANG GLIDING-Thank you cards with a simple "Thanks" inside. Folded: $6.50 a dozen or $20. for fifty. Unfolded: $6.00 a dozen or $16. for fifty. Call or write: Tek Flight Products, Colebrook Stage, Winsted, CT 06098. (203) 379-1668. CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FFI 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821- 2546. Chuck & Shari Toth. WOODEN HANG GLIDING SCULPTURES-Oak, Walnut, Maple, Padonk, faired Brass control bar and king post, speed bar, 14" wing span. Magic, Mystic, HP, Sensor, GTR. $75. + shipping. Uchytil's Custom Woodworking, 7108 5th Ave NE, Seattle, WA 98115. (206) 527-2632.

HANG GLIDING CHRISTMAS CARDS. Unique hand made in old black and white etching style. 75C each or $7 .00 for an assortment of twelve or $25.00 for 50, plus 10% for shipping. Call Alegra Davidson (203) 379-1668 or send a self addressed, stamped envelope for assortment selection to: Tek Flight Products, Colebrook Stage, Winsted, CT 06098. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/," dia. Inside or outside application. 25C each. Include !SC for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066.

Airwave ..............'. . . . . . . . . . . . . . . . 6

Stolen Wings TYPE: Electra Flyer Cirrus SB, and Dove. SAIL: CSB spectrum. Dove, blue center, white, blue tip. WHERE & WHEN: Sept. 7, 1986 5 miles north of Denton, TX off 1~35. CONTACT: Jerry Kitchens, 220-C S. Smithbarry Rd., Arlington, TX 76013 (817) 465-1450.

Airworks ............................. 41 Ball Varios ........................... 18 Bennett Delta Wing Gliders ...... 17, 43, BC Hall Brothers ............. , ........... 44 High Energy ....................... 7, 44 Kitty Hawk West . . . . . . . . . . . . . . . . . . . . . . 8

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.

Moyes ............................... 26

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.

Seedwings ............................ 19

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.

Litek ................................ 18 Mast Air ............................. 32

Fagen Books .......................... 16 Publitek .............................. 44 Santa Barbara HGA .................... 44

Silver Wings .......................... 9 Systems Tech ......................... 44 U-Haul .............................................. 34 USHGA ........................ IFC, IBC Wills Wing .......................... 2, 3

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing 1 Y2 months preceding the cover date, i.e., March 20 for the May issue.

HANG GLIDING

We Build Our Harnesses & Parachutes to the toughest standards we can find ... our own! /Heavily Padded ShOulders

r,,&7.J)1~·~~ Continuous Webbing sewn with Five Cord Thread

~ Hang Gliding Tours

Safety Back Strap

Hawaii $1195.00 Dec. 20-27, 1986 (Makapuu Pt.) Rio de Janeiro Dec. 29-Jan. 4, 1986

$1295.00

New Zealand Jan. 17-31, 1987

$1995.00

Each Harness~ Custom Sized

CORDOURA' Reinforced Boot

* \', ' , * * * * * * * *

OPTIONS: %", or 1" Foam Racing Boot No Foam Steel Carabine, THcRMA/R™ Insulation Radio Holder Ballast Boot Stash Pouch Extra Pockels Higgins Hinge Fly Flap Chevron Stripes You Name It! Two Week Delivery

$1995.00

SANT A BARBARA HANG GLIDING CENTER 29 State Street Santa Barbara, Calif. 93101

(805) 687-3119

Two Week Delivery

Name

Street - - - - - - - - - - - - -

2236 W. 2nd Street • Santa Ana, CA 92703

. .,

The most comprehensive guide yet for expanding your knowledge and skills. With 244 richly illustrated pages, loads of true stories, and complete subject index. You'll learn: • Soaring Principles • Competition Flying • Cross-Country Flying • Equipment • Speed-to-Fly Calculations Please rush me copies of Hang Glid·ing According to Pfeiffer at $9.95 each, plus shipping: $1 first copy, $.25 each additional (airmail $2.50 first copy, $1 each additional in North America, $6 each elsewhere). Californians please add $.60 sales tax per copy. Total: • Mail form with check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach, CA 92652.

FLY WITH THE BEST SYSTEM AVAILABLE ... FLY WITH

FOR INFO PAK SEND $3.00 TO:

\..

Hidden Glider Bag Storage

Folds inlo full size Gear Bag with Adjustable Back Straps

Mt. Kilimanjaro (19,340') $2471.00 Rifft Valley, KENYA/TANZANIA Feb. 14-28, 1987 World Meet 1988 Australia Mt., Buffalo Dec. 26-Jan 9, 1988

-Adjustable Padded Leg Straps

Hang Gliding According to Pfeiffer: Skills For the Advancing PIiot

(714) 972-81 86

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

The Hall Airspeed Indicator

714/497-6100 ...

FLYING VACATION VENEZUELAN STYLE

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 6.50 Long Bracket . Foreign & C.O.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1·1/8" control bar. Wheels - $20.00/pair Foreign & C.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

IFYOU WANT TO HAVE A GREAT FLYING VACATION AND ALSO WANT TO HAVE FUN YOU WILL NEVER FORGET THE 15 DAYS I HAVE PLANNED FOR YOU. IN AN ORANGE FARM RESORT75°F DAY TIME TEMPERATURE YOU WILL STAY IN A WATER FRONT CABIN, ENJOY A FRESH WATER LAGUNE WITH ROW BOATS, HORSES AND TROPICAL CASCADES NEARBY. A GREAT FLY SITE IS LOCATED 30 MINUTOS FROM THE RESORT AND THE WEATHER AND FLYING CONDITIONS DURING THIS TIME OF THE YEAR ARE EXCE LLENT. YOU WILL GETTO FLY AMONG VALLEYS AND PLAINS WITH CLOUD BASE AT 10.000. IN A TWO DAYS TRIP ENJOY THE EXOTIC BEACHES OF THE MARGARITA ISLAND. BRING ALONG YOUR GLIDER, 2 MTS. FM RADIO AND YOUR FRIENDS. GET READY FOR SUNNY WEATHER AND A LOT OF FUN.

FLYING VACATION VENEZUELAN STYLE, FROM FEB 5 TO FEB 20 SYSTEMS TECHNOLOGY, INC. P.O. Box 585 Seymour, TN 37865 Chris Pyle

PACKAGE PRICE: $1250,oo PER PERSON. INCLUDES: Room and board and transportation from the moment you arrive in Venezuela. FOR MORE INFORMATION AND RESERVATION CALL NOW: RAY CIDAD (904) 423.2305 -423.1636 P.O. BOX 987 NEW SMYRNA BEACH, FL. 32069

• MEMBERSHIP APPLICATION

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

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

SUBSCRIPTION ONLY - - - - - ·

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

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

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.

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

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

foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign) Charge Card Service Charge Charge my D MasterCard OVISA Total Card No. _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature - - - - - - - - - - - - - - -

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

(213) 390-3065

Revised 6/86

Four good reasons to hook into a

DREA HANGI Love at first flight! From the very first time your LITE DREAM lifts your feet off the ground, you'll be amazed at how responsive and easy to fly she is. You'll know it's the beginning of a lasting, exciting relationship.

As you g ·ow accustomed to your LITE DREAM, you'll notice how quickly your flying skills improve. You'll delight at how the LITE DREAM ls maneuverable as she is forgiving as you advance rapidly through the learning stages.

Reach mg oward higher altitudes, your LITE DREAM still amazes, performing with grace and ease. As you perfect your talents, the LITE DREAM is ready to accept new challenges, even aerobatics!

HANGW Many advanced pilots choose to renew the learning cycle by introducing newcomers to hang gliding with a thrilling tandem flight. The easy handling 220 LITE DREAM (the ONLY glider HGMA certified to 400 lbs. hook in weight), maximizes the .excitement and safety of tandem flying.

THE LITE DREA:;M~-~ ~r:...i AN ENDURING CLASSIC AT EVERY LEVEL

FAR & ABOVE, AMERICAS #1 CHOICE FOR TRAINING BY USHGA CERTIFIED HANG GLIDING INSTRUCTORS & SCHOOLS

LIGHT WEIGHT LONG-LASTING VALUE HANDLES LIKE A DREAM P.O. Box 483, van Nuys, CA 91408 • (818) 787-6600