USHGA Hang Gliding January 1987 by US Hang Gliding & Paragliding Association

January 1987 $2.50

UNITED STATES HANG GLIDING ASSOCIATION

times coworkers looked confused while you tried to explain hang gliding? have you wanted to catch that special a chance to show off view while flying? our the beautiful scenery 1987 Gliding 12 X with 13 photos by such noted

photographers as Doug Barnette, Leroy Grannis, John Heiney and many newcomers. The 1987 Calendar can be proudly displayed 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.

6% 90066

(USPS 017-970-20)

Roger Hoyt breaks the 50-mile barrier in Southern Oregon. Gilbert Roberts relates the trials and triumphs of his first 50-mile flight in the Owens Valley.

by Mike Sandlin illustration by Vic Powell Two meter amateur radio a new standard for hang gliding communications.

The recently updated USHGA Tandem requirements addition to Part 104. by Scott Greenawalt How a carefully-staged mall show can generate enthusiasm for the sport.

4 Airmail 8 Update 34 Ratings And Appointments Classified Advertising 42 Stolen Wings Index Advertisers

by Dave Stubbs illustration by Greg Shaw

A boyhood dream of flight.

article and photos by Dick Gammon The politics of reopening a hang gliding site.

Page 27

by Dave Stubbs photos by Barbara Cox The third annual silent aerial extravaganza hosted by Wings Of Rogallo.

COVER: Tom Low at the top of a loop at the Silent Airshow. Photo by Dennis McEntirc. CENTERSPREAD: Chuck Dugan over takeoff in a Sensor at Telluride. Photo by Leroy Grannis. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © United States Hang Gliding Association, Inc. 1987. All rights reserved to Hang Gliding Magazine and individual contributors.

JANUARY 1987

Gil Dodgen, Editor/Art Director Janie Dodgen, Producrion David Pounds, Design Consultant Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Writer Harry Martin, J/lustrator Office Staff· Cindy Brickner, Executive Director Amy Gray, Manager Joyce Isles, Ratings Marian Fleming, Membership

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

Dick Heckman Bob Collins Dan Johnson Cindy Brickner REGION I: Ken Godwin, Jeff Bennett. REGION 2: Gary Hodges, Russ Locke. REGION 3: Ken de Russy, Steve Hawxhurst. REGION 4: Bob Thompson, Jim Zeiset. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: John Woiwode, Bruce Case. REGION 8: Robert Collins. REGION 9: William Criste, William Richards. REGION 10: Steve Coan, Rick Jacobs. REGION 11: Warren Richarson. REGION 12: Paul Rikert, Pete Fournia. DIRECTORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell,

Elizabeth Sharp. EX-OFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, Walt Dodge, Eric Fair, Bettina Gray, Doug Hildreth, Mike Meier. The Uni1ed States Hang Gliding Associa1ion

Inc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the

Federation Aeronamique Internationale (FAI), the worJd governing body for sport aviation .. The NAA, which

represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities 'iUCh as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Con· tributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications, HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine (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 Typese«ing 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, $77.00 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. POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 66306, LOS ANGELES, CA 90066.

VOL. 17, ISSUE 1

AIRMAIL MORE WIRE INFO Dear Editor, The typewriter had barely cooled and the article mailed before I had something come to my attention that needed to be added to my article, "Beyond The Coverbag" (November Safety Forum). I took the covers off a couple of side flying wires to discover badly frayed wires. The covers were the moulded type clipped permanently to the thimble/tang junction to keep the wire straight on the tang. You can't see through the cover and it can't be pulled back, so the fray was overlooked until I went in for an unrelated reason. The wire was well-used, but a major contribution to the fray was the placement of the two nico sleeves only \4" apart. Nico sleeve standards require a minimum of Yi'' between sleeves, and these wires were perfect examples of the wisdom of that requirement. The frays were between the nico sleeves. So nip the restraints that hold the covers down so that you can slide them back to inspect the wire during every preflight. If that gets tiring, get your shop to rebuild the wires with button-type "no-kinks" and do away with the covers altogether. This is one of the few cases where I felt the double nico arrangement compromised the wire life. Many people have asked me about double nicos, alarmed by the article on wires in the October issue. In my opinion, salt had more to do with the cases described than did the method of swaging. I have replaced many hundreds of wires, both single and double nico swaged. Neither type shows a greater rate of failure. Salt, abuse, and workmanship are the factors worthy of concern. I must also take issue with the discussion of bending in that wire article. More times than not, the second short length of wire acts as a stress relief much like the spring around the base of the power cord on your mother's iron (assuming hang glider pilots don't own irons). The heat shrink over a single nico wire does the same thing to a lesser degree. The idea is to get the wire to curve in response to a bending force rather than kink sharply over the edge of the nico sleeve. So you can argue for either type of construction. Bear with me through one more related topic. Inspect your wires carefully for loose and/or damaged thimbles. I sometimes see wires poorly built with the thimble loose in the loop of wire. This allows the wire loop to bend and flex, and we all know where that leads. Thirty wet noodle lashes to the manufacturer who lets poor workmanship like that slip by. Some thimbles have long, thin points where they meet at the nico. Flex the

wire a little, and the tabs bend right over. You now have a loose thimble and the above mentioned problem. Have the wire rebuilt with a good short-tabbed thimble. I apologize for the runaway mouth. There just seems to be a lot to be said on this subject. I assume this won't be the last word. Three cheers for our strong national organization which helps get the word out on these important issues. Gregory Shaw Cupertino, CA MORE SAFETY INFO Dear Editor, Your October Safety Forum editorial comments and the reference to the apparent "epidemic of cable failures" prompted me to report that a few of us have also had problems with the kingpost-crossbar restraint cable on ProAir gliders. While routine inspection and periodic replacement of cables are essential for all gliders, it is also probably a good idea to install nylon shock cord safety back-ups to cables that are subject to a lot of bending and twisting at the nico or that may be difficult to fully inspect (because of opaque plastic coatings) such as the crossbar restraint cables on ProAirs. The kingpost restraint loop on my glider snapped at the nico but the previously installed 4-mm shock cord back-up apparently held the crossbar in position without incident as I didn't discover the break until my next preflight. On another ProAir safety matter, all nuts and bolts should be carefully checked for proper "snugness," especially at the nose assembly. Should these develop slack there is a possibility of fracturing the Delrin plugs and seriously weakening the slotted spars. Jack Eckert Stewartsville, NJ OPPORTUNITY KNOCKS Dear Editor, Paraslope soaring is about to take off in the United States, and the USHGA is in a position to fly along. The Board of Directors should take immediate steps, perhaps by forming a paraslope conunittee, to assure that paraslope pilots join us in a united effort for the betterment of foot-launched gliding and soaring flight. While few of us are probably interested in trading our HP's or Magics for slope parachutes, it would be shortsighted to underestimate the potential popularity of the

HANG GLIDING

sport. Paraslope soaring has exploded across Europe during the last several years. There are thousands of American skydivers already equipped to start flying tomorrow. There will be many new pilots - and some coming out of retirement attracted to the sport by the fact that slope parachute rigs weigh less than 15 pounds, can be carried to launch in a day-· pack sized container and cost, brand new, not much over $1,000. No, bladewings they're not. But there have been significant distance and duration flights by anyone's standards under slope parachutes. Given a suitably active market for their pro· duct, and freed from the need to design for terminal velocity deployment, I believe we can also expect significantly higher performance slope chutes from the manufactnrers soon. It's going to happen. The only question is whether we're going to be a part of it. Here's a "ground floor" opportunity to develop training protocols, informational support and magazine coverage, regional and national competition formats and support for record attempt~. Face it, if we don't do it and do it now, someone else, like the United States Parachuting Association, will. Can we afford to pass up a larger and broader-based membership, increased ad and dues revenues, a larger pool of potential hang glider pilots, a stronger USHGA? Think about it! Mark L. Langenfeld Madison, WI

under the jurisdiction of the hang gliding body. This means we should start it off right for a change and immediately organize the USHGA to have instrnctors appointed, give the pilots a rating or a sign off and give the participants some rules and guidelines to go by. This was discussed at the last board meeting in Chattanooga and it was decided to wait for more information and input before making any decisions, This is fine, however we had better make some effective decisions at the next board meeting and get things organized before people start buying, using them and landing where they are not supposed to be. The manufacturers claim up to 4/1, ex· pcct 3/ I, but decide you only have 2/ l when flying anywhere but a known 2/l site. Otherwise you could end up in the trees, roof tops or worse yet power lines, fences, etc. The rating or sign-off would be easy for a hang glider pilot with a rating, perhaps a oneday course, however newcomers with no knowledge of weather, glide angles, gradients or wind velocity and effect would certainly need a slightly more intensive training period to obtain a parawing rating. These things are great, are a lot of fun, cheap, easy to fly, light-weight, easy to carry and will ceitainly introduce a lot of people to hang gliding who normally would not ever consider the sport. I know of about 50 parawings that are "on the way," so let's get organized and make everything legal, controlled and a benefit to all involved. Bill Bennett Delta Wing Van Nuys, CA.

KUDOS

Dear Editor The "Parawing" or parachute glider is here and no doubt here to stay. In Europe it is the rage with a quoted 5-10 times greater following than hang gliding. Now that it is here what do we do with it? Well, if we do not act responsibly we will be doing the same thing we did with hang gliders in the early days and with ultralites later on, that is, little or nothing. The parapente, as it is called in France, has already been accepted by the CIVL and FAI as being a type of hang glider and therefore

JANUARY 1987

Dear Editor, After filling out my ballot/questionnaire, I felt I wanted to say more, so I'm writing this letter. I think Gil Dodgen should be congratulated on his excellent work as editor of Hang Gliding. The magazine has improved over the last few years to the point where it's probably the best-produced magazine of its size, and this was done during decreasing membership and a financial crunch. There's a good balance between aiticles aimed at beginners and more experienced pilots. The photography is better than ever. My only real complaint is that the magazine's too thin! All in all, it's no surprise Hang Gliding won a Maggie. In the last year, a couple of letters have appeared criticizing Dodgcn's editing of the magazine. Although some valid issues were

raised, their overall tone was extremely negative. One even suggested Dodgen resign. A problem with "letters" columns is that people usually only write in when they perceive something to be wrong, taking it for granted when things arc well. Gil, you may be taken for granted, but that doesn't mean you 're not appreciated. Keep up the good work. Angelo Mantas Oak Lawn, IL

1hanks, Angelo!-t:d. DURATION RECORD Dear Editor, Special thanks to Cindy Brickner and the USHGA staff for supporting the 34-hour duration flight that was completed on June 4, 1986. Also I would like to thank the NAA for their acknow ledgcment of the flight. The HHGA ground crew and support people made it successful. I decided this duration flight to Charles Lindbergh's 60th anniversary and all the glider pilots who seek freedom, safety and fun in the sky. Thank you again, USHGA. Keep up the good work! Jim Will Honolulu, HI

REMEMBERING STEW Dear Editor, I am a 19-year-old pilot from Argentina, and Hang Gliding magazine reader since 1982. The intention of this letter is to express my feelings about Stewart Smith's accident. In August, 1983 I started reading about him, when he got second place in the World Championship in Tegelbcrg, and from then I had been always reading about him. From all that I've read I learned some things about Stew, that he flew Sensor, was a good sportsman, great pilot and overall a great man. And I think that if someone gew to appreciate a per-· son only by reading about him, it's because everybody must like him. What I read about you Stew, will always be in my mind. Luis Perez Cordoba, Argentina

AIRMAIL TOWING SAFETY Dear Editor, In reference to Rodney Nicholson's letter in the November issue: We are sure happy to hear of so many other clubs finding towing useful. However, I am concerned about the number of accidents related to tow flying. Breaking new sky in flight has always been dangerous but so many injuries are unnecessary. In Manitoba, where we have fewer hills than our eastern neighbors, we have put a good deal of effort into our system. Line tension is something everyone plays with. Since Mr. Nicholson did not elaborate on the system they are using I will offer our club's experience. Douglas Beckingham 202-302 Hamilton Ave. Winnipeg, Manitoba CANADA R2Y lW8 (204) 889-9985 Dear Editor, Regarding the letter in Airmail in the November issue: I am new to towing but I feel the fewer metal objects you have on the tow line the less chance there is that you will have an injury. The metal ring Nicholson is using is useless. We break weak links occasionally but only because of too much pressure; the rope loop doesn't ever present a problem. Don't use metal rings, have the spotter wear goggles and keep spectators away. Roger Lockwood Missoula, MT

Dear Editor, I had heard of similar accidents involving rope snap back injuries so I designed my tow system to prevent them: the bridle rope is made of at least 1/8" dacron rope (dacron is low in stretch), bridle junction - throw that ring away. Go to a sailboat shop and get the smallest and lightest pulley that will handle the tow pressure. Release. This bridle system stays with the glider. I use two loops of the same dacron rope, about 4" and 8" long. Half of the longer loop goes through the end loop on the tow line (this must be dacron rope as poly will hang up) then half of the short loop goes through the end of the long loop. Holding this junction (short through long loop) short loop pointing up, bend towards you, down 'till it lays parallel and on each side of the other half of the short loop. Now pass the straight part

of a 2-3" hitch pin through the four lines of the short loop, over the first, under the next two and over the last. Tie your release line to the hitch pin. Tow lines. Use a dacron rope leader between the bridle and weak link and between the weak link and regular tow line. Don't use any metal rings to hold the weak link. In other words, keep the mass and stretch in the first 100' to a minimum. For added safety pilots and crew should wear safety goggles and/or a plexiglass shield for the crew. Always test any changes before using. While on the topic of safety: It's a tragedy when a top pilot dies in our sport. Maybe there's more to learn than what Pagen said or didn't say, like what kind of helmet Stew was wearing. I recommend: 1) Never approach the ground in a prone position. If you don't know why - ask someone, it's simple. 2) Wear adequate head protection. Our gliders are certified and our harnesses, parachutes and suspension systems should be, and so should there be a minimum helmet standard, like DOT-Z90. There are good soaring helmets (under $25) that are also DOT-Z90. If your helmet isn't DOT-Z90 what proof do you have that it isn't a brain bucket? The worst helmets are those that survive a crash that the pilot doesn't. Bruce Mahoney Tulsa, OK

PARTY MACHINE, TTT-STYLE Dear Editor, Some have said that the Tree Toppers are overly preoccupied with partying. While some merit might exist in that feeling, parties can also bring some dramatic benefits. The 1986 Octoberfest on the occasion of the Fall, 1986 USHGA Board of Directors meeting was one such. The Tree Topper Party Machine achieved a major victory for good by raising about $4,500 in contributions for Kathy Smith (wife of Stew Smith). If no other good came from the extravaganza, that would easily be enough. Couple the event, however, with the presence of the USHGA Board of Directors -to quote Director Vic Powell, "... the arrival of the Grand and Glorious" - and you get some more points. Add the opportunity for numerous visiting pilots to rub shoulders with those directors, and it gets better still. Then of course, when you top it off with the good grub, good tunes, and general good times

enjoyed by all, even the most conservative Tree Topper or USHGA member must grudgingly admit that TTT parties are A-OK. ''A-OK" doesn't even get it, to be sure. It was a good old fashioned barn burner extraordinaire! No doubt about it, though, the four grand plus raised in a single evening elevated the TTT Party Machine several notches in the minds of those directors from all corners of the USA. And whatever Kathy Smith's financial situation, the good feelings that should follow an effort of this magnitude have simply got to help assuage those terrible feelings of loss she and her two children must feel at every moment. It was a wonderful thing, that auction engineered by Dennis Michels, Cliff Whitney, and called by auctioneer Chuck Toth. Everyone who witnessed it, and especially those who contributed to it, must carry with them warm feelings of friendship and charity. Those feelings don't come every day for most of us. In my mind the auction and the good it triggered was the highlight of the weekend. That was hardly all, though. The TTT did its usual bang-up job of hosting the Board of Directors meeting. Having attended all of these affairs since 1983, I can easily say - perhaps with a bit of bias and personal pride in my TTT membership that this topped 'em all, far and away. Dennis Michels, with liberal help from Pat Kellis, Dave Schmidt, Cliff and Gail Whitney, Dave Freeman, and numerous other club members, deserve a round of applause for their efforts. I know USHGA Executive Director, Cindy Brickner, has already sent a thank you. While they may not be forthcoming from each director, the talk I heard all through those dawn-todusk meetings was positive indeed. The flying was not so hot, I understand. (Of course, along with my fellow directors, I couldn't have gotten away even if it had been great.) Yet I heard no complaints form the many visiting pilots, as that party made up for any excessive hang waiting. The fact is, had it been one of Chattanooga's typically superb soaring weekends, the board members would've been torn between doing the job they travelled here for, and trying to get some air under their wings. A few did manage to hang around for the Tuesday and Wednesday that followed and got exposed to some proper soaring weather. Meanwhile, back to the party ... I arrived too late to personally scarf up any of the grub. But judging from the six-foot pile of barbequed chicken bones, it sure didn't look like anyone was bashful about getting

HANG GLIDING

AIRMAIL their hands on the supply of eats. Special thanks should go to out-of-towner Jim Salmon of Piggly Wiggly fame, and to Joe Maulden as the pivot people behind that mountain-top feast. Barry Price handled the wagon for the band to have a stage, and then of course, stand-in lead singer Dane Ward wow'ed not only all of us with his vocal prowess, but I think he may have set the Detonators (band) back a few yards with his melodic abilities. (Hey, youngster Crystal Toth was no slouch either when she sat in as volunteer keyboardist for a tune or two.) Judging from the many comments I heard from Board members, visitors, and others, it is clear most were very impressed with the Tree Toppers' organization. Of more permanent merit than the excellent bash was the Hensen Gap site itself. Touring the 60- by 35-foot custom-designed and built radial launch ramp, to the nearly-completed club house overlooking the pristine Sequatchie Valley, the campground complete with_ volleyball court and of course highly efficient outhouse, to the colorfully hand-painted stone entrance sign, the four acres of TTT flying park (now valued at about $60,000!) garnered headshakes of approval from all who considered it. Why, just think how many other hang gliding clubs can boast this sort of tangible success and asset? While thanks are being passed around, and not being able to get that successful auction out of my mind, Director-At-Large, 1985 Nationals Meet Director, and Actor/Businessman Walt Dodge deserves the appreciation of everyone, as Walt coughed up some $1,700 (! !) in personal donations to the funds raised by the auction effort. I tell ya folks, since my wife and flying partner, Randee Laskewitz and I had arrived "back home" in Chattanooga a couple weeks before this event, we were able to feel the power of the Tennessee Tree Toppers club very dramatically. From the wild cavorting of TTT partyers, to a smoothly hosted USHGA board meeting, to the memorable achievement of an auction that did some real good, it was a weekend to remember; one that brings home the slogan of the Chattanooga Convention and Visitors Bureau when they say, "Fall (in Chattanooga) is Best of All!" What a productive Board meeting. What a great bunch of people. What a great site. What a great club. What a Party Machine! Dan Johnson Chattanooga, TN

JANUARY

1987

FULL FACE HELMET

CRAZINESS

Dear Editor, I was recently involved in a very critical and emotional situation during final approach, top landing at Willow Creek. My friend had a serious problem with his harness. He was in an extreme head-down attitude to the point where his feet were touching the keel. We are a little unsure of the cause but his face hit first. When I reached him he was unconscious, bleeding from the mouth, nose and ears and his pulse was slow. His helmet told the story. He hit a large rock, putting five 14-inch gouges into the high-density plastic of his helmet. We strapped him to a ladder and got him to the local hospital. He was then flown by a flight-for-life helicopter to a better facility. He is presently undergoing therapy and should be back flying by next summer. I truly feel that his recent purchase of a full-coverage helmet saved his life. The gouges are on the right side from the top down to the mouth protection part, eight inches past where my helmet stops. If you take a look at the accident statistics you will see that head/face impact is the main cause of injuries in the sport. Many of us in Colorado believe that another friend's life was saved by his full-coverage helmet. This is why you will see many of us flying with them.

Dear Editor, A few weeks ago I was soaring at Crestline near San Bernardino, California. I decided to cruise over to Pine Flats, a nearby mountain. When I got there I found a juicy thermal that took me a thousand over. After enjoying the view for a few minutes I noticed a pair of hawks just below the crest of the mountain, so just for fun I flew out and spiraled down to their altitude. One of them split, but the other hung around so I edged over to see what he would do. In our relative motionless state we studied each other. He glanced furtively my way; I watched the subtle adjustments of his wings with intrigue. Finally he folded his wings, plummeted like a rock and was gone. At that moment I thought, "This isn't the greatest thing since sliced bread, this is the bitchin'est thing in the history of the world." Flying sites disappear because landowners are afraid of being sued. Hang glider manufacturers can't get dacron or aluminum tu bing from American manufacturers of these products who are afraid of the liability. The average American spends four to six hours a day decaying in front of the TV, waiting to die of a heart attack induced by boredom and the fear that he won't be able to pay his insurance premiums. When I got into hang gliding in 1973 I couldn't understand why everyone wasn't enraptured with the idea. I still don't understand it. We can soar with the hawks. Crazy? We're the only sane ones left.

Erik Kaye Crested Butte, CO

TO REGION 9 I recently requested a list of all the current USHGA chapters in our region. I was disappointed to find a lack of participation. Now I'm asking everybody to send me their club's mailing address and a phone number, whether or not you want to be in the USHGA's directory. I have a letter to send to your club which has already been sent to the clubs currently on the mailing list. Your response to this letter will help turn our region into a stronger hang gliding community.

Charles Battle 3800 Cathedral Ave., NW Washington, D.C. 20016

Gil Dodgen Editor, Hang Gliding

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

Aerodynamic: comfortable: light weight, back pack carrying 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. 201h Street Arlington, Virginia 22205 (703) 533-1965 • Also dealer for: Ball, Litek, Roberts, LEAF, CG1000, Robertson, High Energy, Delta Wing, & used equipment.

LEAGUE

March '86 there will be available to Region 11 residents the opportunity to log their cross .. country flights and to see their results published locally with those of other Region 11 pilots. Flights must originate within the region. This is intended to bring closer togc~ther all pilots of cross-country skill level in what is a very large They will also get a measurable index of the different flying conditions around the region. Hopefully, travel to the different will increase as well, parts of the in the search for better conditions. The hope is that this will catch on in all the other rcigons and that after the results are submitted to Hang Gliding, USHGA can publish monthly a National Anyone interested in participating should contact Bob Fisher at 3400 Ocee #1701, Houston, TX 77063 for rules and registration form. Note that there is a (non-profit) charge of $2 for stationary and phone calls, which must be paid prior to the flight date of the first flight logged, so don't leave it 'till the last minute.

TANDEM CLINIC

The first Tandem Instructors Clinic for class I and II ratings was held at Delta Wing on November 20-22. The course was administered by Joe Greblo, assisted DeWolf and Eric Fair. by '"'''"'"'""'IS the seminar were John Ryan, Buck McMinn, Larry Majchrzak, Dino Di Naso, Lee Kaiser, Ken Colin Wood, Mace,

1984 National Champion. Date March 12-22, 1987, entry - $100, Advanced pilots only, registration by March 8, tasks XC, out-and-return, triangles. Contact: Miguel Gutierrez, Sierra lxtlan #15 Lomas de Chapultepec, Mexico 11000 D.F. (596) 73-43.

NEW THIS YEAR

MT. EVEREST FLIGHT Fred Lawley, Pat Denevan, Paul Bums, Ted Boyce, Cindy Brickner, Glenn Baldwin, and Rick Rickles. Observers were Bill Bennett and Cindy Brickner. Delta Wing provided 220 Dreams for the seminar and those attending only had to provide harness and helmets. The course was certainly a great success and everyone learned a great deal to pass on to the tandem instructor students in their areas. Delta Wing will be holding more of these seminars and is considering holding them in other areas. If you are interested in having a tandem and towing tandem class in your area give Delta Wing a call.

Information is very sketchy, but Steve McKinney did make a flight from the side of Mt. Everest at the 24,000 ft. level, flew the side of the mountain and landed safely at the 19,000 fl:. level during October. One of Steve's practice flights on Sept. 20 resulted in a rough landing at the 17,000 ft. level. Pilots Larry Tudor and Bob Carter reportedly did not get to fly from the mountain. Due to the onset of winter, the several 1986 Everest expeditions arc now headed homeward. Our progress report is gleaned from information Steve's mother forwarded to the Baltimore Sun newspaper.-CB

AIRFEST

DISTRF-8S BEACON

Airtime of Lubbock in conjunction with Fly America announces the Second Annual Mid-Winter Airfest '87. Featured events include: USHGA Basic Instructor Certification Clinic and Tandem Instructor Certification Clinic administered by Dewolf, using the A'IDL truck towing method of launch. Activities to be centered around the weekend of January 24-25, 1987 in Lubbock, TX. Limited number of pilots. Contact: ATOL, 2013 68th St., Lubbock, TX 79412 (806) 745-6039.

Mal Mar introduces the Rescuer distress beacon designed to clip on a shirt or pocket. It weighs I V2 ounces and is 4\/z'' by l". It emits a flashing strobe light 50-70 times a minute, visible up to two miles at 360 degrees visibility. Shelf life is 12 years. Price $9.95 plus $2 P&H. Contact Mal Mar, 350 E. 17th St., #216, Costa Mesa, CA (714) 631-5433.

I1'IRST INTERNATIONAL MEXICO COMPETITION

Place

For several years the Mexican hang gliding organization has wanted to invite pilots from all over the world to experience their flying. With this in mind they have designed the First Copa Daniel Grcmion Competition in memory of their

Business Credits For The Month of October 1986

Business Name

No. of Memberships

Santa Barbara Hang Gliding Center

Aclous Hang Gliders

Flight Realities Mission Soaring Center

12 12

HANG GLIDING

UPDATE Kitty Hawk Kites East Lookout Mountain Flight Park Telluride Air Force

Chandelle Hang Flight Systems

7 7

Hang Glider Emporium Pine Crest Air Park

6 6

Nova Air

Arizona Windsports Golden Sky Sails Hoofers Hang Gliding Club Hang Gliding Center of San Diego Morningside Rec Area Windsports Int'l. Free Spirit Flight HG Club Hang Gliders West Kitty Hawk Kites West San Francisco Windsports

Top Business Credits For The Month of November 1986

9 9

No. of Memberships

Place Business Name 1

Aeolus Hang Gliders

Mission Soaring Center

Lookout Mtn. Flight Park

Hang Glider Emporium

Airplay'N Flight School Fly America

3 3 3

2 2 2

l l l

2 2 2 2 2 2 2 2

Kite World Kitty Hawk Kites W Morningside Rec Area Santa Barbara Hang Gliding Cntr Skyryders Susquehanna Flight Park Up Over NM

l l l 1 l l l

Hang Gliding Center San Diego

Chandelle Flight Realities Hang Flight Systems Nova Air

3 3 3 3

Albatross Aeronautics Golden Sky Sails Kitty Hawk Kites E Maui School of Hang Gliding Mountain Wings Pine Crest Air Park Tradewinds Windsports Int'!.

VENEZUELAN XC CHAMPIONSHIP This international cross country meet will take place in La Victoria, a small town near Caracas. Dates: registration by Feb. Tl, contest Feb. 28-March 8, 1987. Contact Raymon Cidad 1-(800) 643-0806.

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Enthusiasm for FM. Note harness strap mount position used by most pilots, normally the antenna is mounted

pen Channel D! to beam up! But wait 'till I get my glider in the bag ..." Our hero has just completed yet another stupendous cross-country flight, and is dreamily into the majestic sunset as he casually addresses his interstellar communicator, confident that his retrieval crew is getting every word. This communicator, this radio, has to be good, right? After all, what could be more out of character for an invincible soaring sky warrior, who has landed way far out in the boonies, than to have to thumb it to some hokey gas station to make a phone call which, with luck, might get him up some time before midnight. Radio communication can help prevent midnight retrievals, and some pilots who are really serious about it have, for a number of years, been going a step beyond our standard CB (Citizen's Band) walkie-talkies by using twometer FM (Frequency Modulated) hand-held transceivers, FM is in most ways superior to CB for hang gliding communication, and recent cost reductions in FM equipment down to almost the CB level have made it ,., . .w . .,-=, to propose two-meter FM as the new hang gliding standard. The primary advantage of FM is the abundance of relatively unused frequencies, a total of about 800 at five kilohertz intervals. On all but a few channels there's just nobody JANUARY

1987

and if you hear anything at all, it's one of your flying group trying to call you. Near busy highways or congested areas this provides a tremendous advantage over the cluttered CB frequencies. You no longer suffer the distraction from flying and loss of bat-· tery charge associated with listening to Ron and Blanche trying to decide where to stop for lunch while you monitor the frequency of the day. I've found the useable range of FM to be at least as good as that of CB, and often better, even though my CB used a dipole anten· na in the sail and my FM uses only its little seven-inch flexible rubber antenna. The

superior signal quality inherent in frequency modulated systems contributes to this. I've communicated in the simplex mode (radio to radio, without using a repeater) at low power over a distance of twenty miles, without being in direct line of sight with the person to whom I was talking. FMs are small and light, and can easily be mounted on the pilot's harness, low in front on one shoulder strap. With the radio in this position the pilot can clearly hear incoming messages, and can transmit by speaking directly into the radio while twisting it slightly in his direction with one hand (you have to use that hand anyway to

Table 1. Yaesu FT-203R Capabilities Battery Time

Mode

Current

Power

Standby

30 mA

14.2 Hours

Receive

100 mA

4.3 Hours

Low Power Transmit

140 mA*

0.5 W*

3.0 Hours

High Power Transmit

700 mA

2.5 W

0.6 Hours

*Power of 500 milliwatts is assumed based on a stated power of "a few hundred milliwatts.'' 11

the transmit button). An alternative to this is the voicc··actuated headset, which good transeeivers arc built to accept. Although I have yet to confirm that anyone is successfully using voice actuation without transmitting heavy breathing and harsh language ("'n1rn, you ?ff' etc.! Turn!"). I am told that the microphone can be desensitized by covering it with the finger from an old This prevents breathing and high wind noise from actuating the transmit circuit, but you have to talk to it as if it were a bad dog that had just done something on the mg, that is, loudly and with emphatic clarity, in order to actually send a message. The cost barrier to FM radio use has come down quite a bit in recent years; the price is now down into the CB range. For example, a typical FM two-meter unit, the Yaesu FT-203R, costs $230 complete with nicad battery pack and charger, whereas the archetypical Radio Shack 40-channel, 5-watt unit with batteries, and microphone costs $175 (but either of these units are available at a considerable discount if you shop around or wait for a sale). Amateur radios arc purchased through ham radio stores or by mail order via ham radio m,1ga;1;1111es, but be prepared to furnish your when you order. ..which brings us to the next topic, licensing. You're supposed to have a license from the FCC (Federal Communications Commission) to operate a ham radio, which includes two-meter. The test~ required to attain this license (technician level) are a bartier to twometer use, but not an insurmountable one. We arc highly motivated, right? The bummer here is that much of what we must learn has no relevance to our application. Morse Code, the ability to diagram pentodc tubes, and knowledge of arrays has little to do with the operation of a hand-held transceiver. The licensing and test stmcture of amateur radio is archaic and serves mainly as a barrier to increased participation, and it should be changed. However, for now, it is as it is, and I passed the tests and learned some interesting and useful things along the way. The required tests are "novice," and then "technician," and arc given by local amateur radio clubs. Study materials are available from stores and magazines, and usually will in-· elude a cassette tape for Morse Code practice. Amateur radio clubs provide several services on the two-meter band which can be of great potential benefit to the hang glider pilot One of these services is the operation of " which are powerful radio

transceivers which will automatically receive and rebroadcast your message, thereby greatly increasing your effective range. Repeaters are strategically located, usually 011 the highest ground available, and are ideal for use in long-range, over-mountain situations such as cross-country retrieval. Many repeaters are "open," allowing use by anyone, while some require a code to make them work. Another interesting service, usually of the coded type, is the "phone patch," which is a phone call dialed directly from the hand-held unit via a special repeater setup. It sounds strange to hear a phone call on the radio, complete with tone dialing, rings, "hello" and all that, but the potential is dazzling. Imagine cruising down the Owens Valley at 15,000 feet while making phone calls to your friends at work to tell them what a good time you're having. There's something absurd about this, but there it is. capacity and the amount of useable radio time it can provide are always major concerns with regard to hand-held radios in hang gliding usc. You want some time to talk, for fun and convenience, and you want to maintain reserve battery time for emergencies, but it can be very difficult and distracting to try to maintain a near full charge at all times, especially during a major crosscountry soaring campaign. The technical capacities of FM are similar to CB in this regard, allowing three or four hours of conversation, as shown in Table I. Note that this is three or four hours of continuous talking, and who has time for that while flying? The bottom line is that you can make a couple of flights with it without recharging, and if that's not good enough you can get the larger sized battery pack or rig up an external power supply. In-flight operator technique is important

both for preserving battery charge and communicating effectively. Always use the lowest practical transmit power, and speak slowly and clearly, in full sentences (full sentences are full of redundam.')', which makes a message easier to understand). Avoid very short transmissions like, "Yeah, Bob;' since the first part of the transmission is often lost, and the listener needs time to recognize the sender's voice and to consider the context of the message. Important messages should always be repeated back to the sender for confirmation. When the pilot says, 'Tm on the big ridge, landing in the wash," and you respond, "We hear you are on the third lidgc, heading to the north," the pilot will know immediately that he was not understood, and will make corrections. The radio is also real useful for boosting pilot morale 011 long cross-country flights, allowing the crew to encourage the pilot to keep going and do his best, counteracting the discouraging effects of fatigue and deteriorating conditions. One thing the crew must avoid, however, is being abnoxious by continually making calls that require a response from the pilot, who may be very, very busy. It used to be that I would use a radio only for crnss-country flying, but now my FM is always on my harness, so I just turn it on any time I fly, even locally. Our local FM pilot net adds a new dimension of fun and safety to the sport, and encourages more ambitious flying. I'd like to see two-meter FM become the new standard in hang gliding communication so we can all tune in on these benefits. II

BEWW: The small size of the hand-held FM transceiver is evident in this comparison with the old style CB walkie-talkie.

HANG GLIDING

HARNESS VELCRO RADIO MOUNT by VIC POWELL

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MILESTONES

Rogue Valley Record Breaking the 50-Mile Barrier In Southern Oregon by Roger Hoyt

The

50-Mile "barrier" has been officially broken in Southern Oregon. For several years pilots have been knocking at the door, with flights of 41 miles (Joseph Bova), 42 and 44 miles (Terry Tibbetts), 46 miles (Dave Lapp), and 49 miles (Shannon Raby and Rodger Hoyt). Finally on Memorial Weekend, launching from Walker Mountain north of Grants Pass, Rodger Hoyt flew the entire length of the Rogue Valley, 50 1h miles, landing near the Siskyou Summit, a major obstacle to further southbound flight, at the California-Oregon border. Here's the story: "Despite the forecast, Saturday, August 31 began disappointingly clear. But Mark Holiday, Terry Tibbetts, and I were committed to an XC attempt and were set up on Walker launch by 12:30. Several cus were forming and with each cloud our expectations rose a little higher. However, one never knows what's going to happen after launch, so I tried not to get my hopes up, but rather just take it as it came. "The flight didn't start out real positive. Takeoff conditions weren't very good and I had to run nearly to the bottom of the launch slot and was really at top speed before my faithful C2 pulled me into the air. Immediately a smooth climb was begun to 5800', very near the low cloudbase. I was surprised to see the cloudstreets that had formed while we had been preoccupied with our set-up! Although this wasn't really cross-country altitude, I left the hill and followed a cloud street deep into the mountains toward Rogue River, a radical departure from the usual Walker XC route. Since I live in Rogue River, it was a real treat to glide over my home town, but unfortunately the cloud street was breaking up ahead and I reluctantly began picking out a landing field. But without warning I suddenly flew into the best thermal of 14

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HANG GLIDING

MILESTONES the flight, repeatedly screaming 'Yaaahhhooo' as I went up, so loudly I couldn't hear my vario! The vario was unnecessary, however, because I could just watch the ground shrink away with each 360 like a zoom lens run in reverse! "The wind direction here forced me to leave the street and head into the mountains toward Jacksonville, where I stumbled into a strong, turbulent thermal that took all my courage to stay in. Watching my altimeter in amazement as I passed through 8000', I just thought how unusual it was to have such good lift with no cloud, when I looked up to see I was about to be swallowed by a huge,

the thermal locations. "Coming to the end of the valley and unable to cross the Siskyou Summit, I dodged an unwanted thermal and began easing down from 4800', to land 50.6 miles from Walker, after 3.7 hours in the air. As soon as my feet touched the ground I began a wild, uninhibited whooping and hollering, then stopped and looked around. Man, if anyone heard

me, they'd think I'd hurt myself landing and was screaming in pain! Think of the damage that would do to hang gliding's public image! I called my wife, Teresa, to come fetch me and rewarded her with a beautiful dinner at Burger King for her trouble. "Fifty miles was nice, but some day we'll find a way to get over that darned Siskyou Summit and get 100!"•

'/ls soon as my feet touched the ground I began a wild, uninhibited whooping and hollering. Man, if anyone heard me, they'd think I'd hurt myself landing." black-bottomed cumulus! I stuffed the bar and was still going up as I streaked through the edge of the cloud. "This altitude provided an excellent view of Woodrat Mountain and the hang gliders flying there. There were a number of pilots down from Portland for the three-day weekend and I had made several attempts to contact them by CB but got no reply. From here on I was in familiar territory, having flown this area many times from Woodrat, and so knew

FINGER FAIRINGS

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If you talk to the John Pcndry's of this world or a weekend pilot they will both stress the importm1ce of good lrnndling and quality of construction; two things that come as standard on e,·cry i\lagic IV.

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~Jiir

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I I I I I I I

I I

I I I I I I I

~ame. Address..

L-----------------~ 15

by Gilbert Roberts

The camping was so beautiful at Horseshoe Meadows on Memorial Day. We owe a vote of thanks to the Inyo Roads Department for clearing the massive piles of boulders away in time. Many must have thought the road still blocked as the campgrounds were almost deserted. Up there at the 9,100-foot level there were still piles of snow, and icicles formed on the willows during the night, but spring had definitely arrived and the river was in full flood making a steady white noise, the best soporific ever devised. By 9 A.M. we could sit com-· fortably in shirt sleeves as Carol added cheese and chopped onion to the scrambled eggs. And, by an incredible purchase in Lone Pinc (which is almost the back o' beyond) we had had Robertson's thick-cut Dundee marmalade on the campfire toast. So now we were all ready to take on whatever the Owens Valley had in store for us. At the Walt's Point takeoff there were already plenty of gliders being set up, and the wind was coming straight up the slope. "Perfect," I said to Ines as we pulled the gliders off the Subaru and that thrill of expectation let a tiny drop of adrenalin through my veins. We hardly had our bags unzipped before the first pilots were criss-crossing us with their shadows. And before the batten pockets were half filled they had become tiny specks above in the deep blue sky. 16

In spite of the crush we Santa Barbara pilots managed to get off pretty well together and there was a kind of unspoken feeling amongst us that we hadn't come there just to fly, but to "fly distance," so before long Jim Graham, Little John and Owens-novitiate Doug Patterson had crossed the first canyon and were left circling for lift on the next ridge. I waited over the takeoff to see that my wife, Ines, had a good launch. It turned out that she had wrenched her back crossing the jumbled rocks in the set-up area and could barely summon the strength to control her wing in the strong cycles that were by now coming up the slope. When she did get away my friends were out of sight up range, though I could still hear them on the radio. There was a fairly strong southerly flow setting up and I wasn't doing at all well on the first ridge, and the thermals were so broken and slanted that I had to fight my way back into the takeoff bowl to catch a lift. Too busy by now to concentrate on anything else I never saw Ines fly off to Lake Diaz, but instead was very disappointed to see an identical Harrier bucket out of the canyon and land beside Highway 395 at the shores of Owens Lake! Anyway, time to get my act together. Nothing I can do about that from a thermal that is by now going up a steady 800 feet per minute. So I start to cross the canyons toward Whitney Portal.

There are several canyons and spines before you get to Whitney Portal and it's no good having fear of heights if you want to get there, because height is the secret. Launch is at 8,600 feet, which is a decent elevation itself, and on the second ridge I managed to get to 10,000 feet, but you can quickly see that what looked very high from launch and gives a grand view of the campgrounds is just about level with the shoulders of the spines that rise so steeply from the valley floor. And starting to cross the third canyon with only lOK means you arrive at the opposite wall quite well down it. Rugged, awesome, I don't know quite how to describe the terrain on those walls. I have seen a more forbidding aspect over Boundary Peak at the end of the White Mountains, but this is truly impressive and the air currents that swirl around them are an order of magnitude stronger than we coastal pilots ever experience! Somehow the fingers of snow that extend down from the peaks have been frozen so long that they now cannot wait to warm themselves in the air from the valley. That valley air is already in the nineties and it just has to escape the sun's grilling. ABOVE: The Horseshoe meadows takeoff. Photo by Ines Roberts.

HANG GLIDING

MILESTONES Turbulent? Yep! It's turbulent. Don't let anyone tell you it's smooth sailing. Still if you want to get anywhere you have to get the height to do it. Other gliders have been this way, and that's a comfort. But there have been quite a few stories (even one in our own club last year) of hair-raising escapes under parachute after a glider has been inverted, followed by heroic climb-downs and walk-outs. I just can't help thinking a bit about that as I cautiously fly around the spine looking for the lift I know I have to have. Not on the sunny side. Hmmm! that's funny. That south drift must be bending them over, I reason. Whoa there! It's like I flew into an invisible fist, the vario squeals in delight, the glider creaks, the harness straps tighten, I bank sharply and with a death grip on the control bar we are off. It's off the end of the scale on the varios I make, but the altimeter knows what's happening and the figures are a blurr even in 10-foot increments. The awesome rocks and cliffs recede to a safe distance, and soon I am beginning to see over the vast white expanse of jumbled peaks to 'the west. I can pick out Mt. Whitney now as I relax a little, but it is still quite a way off and well set back from the valley. There are several canyons to cross before I get to Whitney Portal, and with more elevation comes more confidence, although it isn't exactly warm at 12K. I feel pretty good and the view is truly stunning every way I tum. It's more of the same, as regards traveling up the range. I lose a couple thousand feet crossing a canyon, but there is an exuberant thermal on the next ridge for sure, just waiting for me to sample its power. Hang On! There we go again. Wow! I can see clearly how gliders get tumbled, so I make sure to fly faster than normal and my French connection gets a work out as I make sure that we don't go too far over. For "steel butterflies," I muse. Good Heavens, there is a butterfly too! Crikey! It's a Monarch in the same thermal at 11,600 feet. I wonder which way he's headed as he disappears above me. Stratosphere I shouldn't wonder! It's time to cross the big one, Whitney JANUARY

1987

Portal. This canyon is a giant. There is a well-paved road at the bottom, and it is nose-to-tail with parked cars. Everybody and their brothers must be hiking up today. I try to remember going up with Howland for his 16th birthday, but there isn't much space for reminiscing; this is business. Even though I have started to cross from 12K it barely seems adequate. There always seems to be sink here as the great massif of the U.S.A.'s tallest peak exhales a chilling blast on its climbers. That's right, last I was here the sink was so bad I had to give up and fly out to the valley. Today it's not quite so strong, 600 feet per minute down ... 800 ... ah ... back to 600. I have the control bar pulled in almost to my hips and the glider is doing its very best to fly fast through sinking air. The opposite wall is a majesty of rock. Wait. What the heck is that? My goodness, some people have no fear! That is another glider's shadow obliquely falling on the shear face, and sharp too. I look for the glider. Yes there he is. That's pretty low for comfort and I am greatful that I have a few hundred feet more altitude than he has. He really seems to be into "cliff soaring." Not for me! Let's get out of here. Where's that thermal? WHERE rs THAT THERMAL? Now I begin to see why he is where he is. Well if that's the only place where the lift is I am not going to join him. That looks really hazardous, and I will take the valley and whatever walking in 100 degree heat before I do that. I try a little farther east, but I am losing altitude steadily. Only 9K now. Sounds like an enormous height but here it's pretty lean pickin's, and the valley floor is at six this side of the Alabamas. Oh well, one more circle. What about this point? Aha, there it is. The vario chirps merrily, I bank it over and the dangers and horrors recede. The other pilot sees my luck and jets in under me and we both go up like ash in a forest fire - out of control but kings of the air once more. I don't know how many ridges and canyons there are on this side of the Sierras. Plenty. I am making pretty steady progress along them, but not

always as high as I would like because I am still trying to catch up with my friends and there isn't much lift above 12K. And sometimes one is tempted to push for two canyons if the thermal is weak on a ridge. Low again now, and opposite a huge tan-colored patch on the valley floor. I bet that looks like the middle of the Gobi Desert if you land out there! I notice another sinister trend. The valley's gotten wider, and the lifeline Highway 395 has now moved all the way to the far side, so to give up anywhere along here will mean landing at nowheresville (with a small "n"). Besides, although I seem to be transmitting well, my radio reception has become virtually unreadable, and it is only with the greatest difficulty that I can make out the voices of the drivers who are following us. Press on! My apprehensions are forgotten as I enter a nice big thermal, and who's this with me? That's no turkey vulture, nor redtail hawk. With wings the color of heavily-creosoted wood this bird is huge. He hardly notices the new world pterodactyl in his thermal. Bye! I hope he is looking where he is going. I wouldn't want a mid-air with him, especially if he puts down that ugly pair of landing gear I can now see on the underside. No need to worry about these pilots! In two turns he has out-soared me by 50 feet, and we are both looking down on a snowscape with two lakes frozen in a gully. Gosh, the color of those things. It's almost an Hawaiian turquoise at the edges. Like an opal emerging, but fully polished. There's an extinct volcano on the valley floor near Big Pine. If you're going for 100 you have to cross here. The game is to be on the Sierra side of it not later than 1 PM, get as high as you can, and set sail for the White Mountains on the other side, hoping to catch a booster thermal off the volcano on the way. Luck and timing are critical. If you are too slow in getting up this far the sun will by now be westering, shadows are beginning to darken the Sierras and the lift will get too weak to make the crossing possible. You could, of course, be saved (continued on page 25) 17

USHGA REPORTS USHGA Tandem Requirements Addition to Part 104 (Approved 11-86) Subpart A - Administration 1) The USHGA has established a twotiered system of requirements for tandem ("two-place" or "dual") flying: Class 1 for recreational tandem flying, and Class 2 for instructional tandem flying. These requirements are in addition to those established by the Federal Aviation Administration (FAA) tandem exemption #4721. 2) All necessary information will be distributed and administered through the existing Pilot Proficiency Program. A Study Guide, flight and written test requirements, and Observer information packages are available from the USHGA office. 3) The Class 1 Tandem rating involves minimal requirements and regulation, as this form of flying takes place only between consenting USHGA rated pilots. This rating is authorized by designated USHGA Observers after administering the written test and witnessing the proper flight skills. 4) Class 2 Tandem rating requirements are much more stringent, and require a substantial amount of tandem experience, as they allow lessons and flights involving an inexperienced and/or USHGA Student rated passenger. This rating is authorized only by the office of the USHGA, after the applicant pilot submits proof of complying with all requirements, including successful completion of a USHGA Class 2 Tandem Certification Clinic. 5) NOTE: The USHGA has a procedure to rescind any Tandem rating.

Subpart B - Pilot Rating Requirements 1) Class 1 Tandem: Current USHGA Advanced rating, and minimum 200 hours of logged airtime, or 100 hours with 500 flights of at least 500 feet vertical descent. 2) Class 2 Tandem: Current USHGA Advanced rating, and current USHGA Instructor certification, with a minimum of 25 Class 1 tandem flights of at least 500 feet vertical descent (requires airtime listed above), and successful completion of USHGA Class 2 Tandem Certification Clinic. 18

Subpart C - Operating Restrictions and Limitations 1) Class I Tandem: May fly tandem recreational flights only with passengers holding current USHGA Beginner rating or higher; maximum allowable passenger "hook-in" weight is 120% of that of the pilot-in-command "hook-in" weight; maximum allowable wing loading 2.0 lbs. per sq. ft. 2) Class 2 Tandem: Pilot may offer instructional or recreational tandem flights; passenger or student must hold current USHGA Student rating or higher; maximum allowable passenger "hook-in" weight to be determined by the pilot-incommand (according to experience, conditions, etc., although in general this should be limited to the same 120 % as above); maximum allowable wing loading 2.0 lbs. per sq. ft. 3) A thorough pre-flight inspection each flight, and periodic complete glider airframe inspections are mandatory. 4) NOTE: Prior to all tandem flights, the passenger or student must be informed that such flights are conducted under an exemption granted by the FAA. 5) NOTE: Possession of FANs Part 103-FAR Grant of Exemption #4721 is mandatory while flying tandem.

Subpart D - Equipment Requirements 1) At least one back-up parachute (minimum 22 gore emergency reserve system) is required on all tandem flights of more than 100 feet vertical descent. 2) Appropriate helmets are required for both occupants during flight. 3) Separate hang straps and back-up straps required for both occupants during flight. 4) Choice of other equipment is up to the individual pilot-in-command.

Subpart E - Recommendations 1) It is recommended that pilot-incommand fly on the side allowing free throw of back-up parachute with dominant hand (i.e., right-handed pilot flies to right of passenger). 2) It is recommended that Class 1 Tandem pilots attend Class 2 Tandem Certification Clinics.

Kitty Hawk Kites West

CLINICS Basic Instructor Certification February 19-20 - Fee: $150.00 Includes: Print materials, lecture presentations, practical evaluation/ USHGA written exam.

*Basic Instrnctor Certification issued upon successful completion.

Advanced Instructor Certification February 19-22 - Fee: $150.00 Includes: same as Basic ICP, plus: Practical with high altitude students. Advanced training techniques. *Advanced certification and eligibility for USHGA School Certification upon successful completion

Instructor Apprenticeship Days $25.00/Day Learn to teach hang gliding under a USHGA Advanced Instructors Supervision

Class l and II Tandem Certification February 23-24 - Fee: $150.00 Includes: Materials and lecture, practical experience, equipment provided *Class I or II Tandem rating issued upon successful completion

Instructor Certification and Tandem Certification Package Fee $250.00 *Note: USHGA Certifications require certain prerequisite experience and passing of exams. Certifications are not guaranteed.

Kitty Hawk Kites Calendar of Events - Spring '86 Feb. 19-20 Feb. 19-22 Feb. 21 Feb. 23-24 April 24-26 May 23-24 June 6 June 7 June 13-21

Basic JCP Advanced ICP Coastal Condors Owner Extravaganza Tandem Clinic Monterey Bay Steeple Chase Mountain Rating Clinic XC Clinic Chute Clinic Owens Valley Tour

Instructors Wanted Full time for Hang Gliding and Windsurfing lessons. Positions open in March. Please send resume, attention: Jim Johns For more information contact:

Kitty Hawk Kites West P.O. Box 828, Marina, CA 93933 (408) 384-2622

HANG GLIDING

VG: VERSATILE GLIDER

Pilot: John Coy~e Photo: Bob Trampenau

THE PH FACTOR

NEW B FAMILY MEMBER

We're talking about what makes up performance and handling, not acidity. Some manufacturers may have it backward, but most of them have been coming around to our way of thinking. They're using variable geometry these days, or a raised king post suspension point, and a progression of sailcloth that is heavier or stiffer at the trailing edge and lighter or softer in the forward body of the sail. Low twist and therefore performance is obtained by the trailing edge cloth of the sail. These are ideas that Seedwings and the Sensor 510' s have been using for some years. No matter how you add it up, in sum total the B model sensor scores the highest in the performance-handling equation.

Responding to customer request, Seedwings' designer Bob Trampenau introduces the new 3/4 Race 510 B with the in-between sail and performance many pilots have been asking for. Easier to fly than the Full Race version, the Easy 3/4 Race's handling pressures are nearly as light as the Standard's, the one the Hang 3 pilots, ladies and occasional flyers have been raving about. And the Easy 3/4 Race has a VG, the original pilot-operated device that supercharges glide ratio and top speed yet tames the handling for landing. No other glider offers you so many options or model choices as the Sensor 510 B. Versatility is what a Sensor 510 B is all about. No other company offers as much, in research and development, in performance, in handling, in quality, in real product value, in customer satisfaction and pride of ownership as Seedwings.

It makes you wonder - what will the other manufacturers

think of next? Curved wingtips, keel fins, variable geometry?

YOUR CHOICE OF CERTIFIED The advent of airfoil ribs with arrow shaft aft sections and MODELS AND SAILS SEEDWINGS DESIGNS

the use of steel trailing edge reflex cables did much to promote performance, handling, safety and stability in hang gliders. That's why things like raised suspension points and tail fins are important. These ideas may not be new, but their successful use is an innovation that benefits the sport. For instance, most manufacturers offer faired uprights as a performance option for control bars. Did you know that they're hardly more efficient than round down tubes if they're not "toed in" correctly? And did you know that only Seedwings offers them at the proper streamlined angle? Why fly an old-fashioned design that's trying to catch up and offers you less for your money? Buy the one that's got it right the first time!

SEEDWINGS

FULL RACE 510 B V.G. - Includes: a 4.5 oz. calandered trailing edge with Kevlar in the hem, four half ribs per side and round control bar up rights. $2895.00. 3/4 RACE 510B 160 SAIL AND V.G. - Includes: a 4.5 trailing edge with dacron cord in the hem and your choice of half ribs. $2695.00. STANDARD 510 B 160 - Includes: a 3.8 and 4.0 oz. sail with a dacron cord in the trailing edge hem, streamlined king post, nose cone and tail fin. Price starts at $2595.00. This January's starting delivery time is approximately four

to six weeks, so please call and order your new Sensor 510 B early.

• 5760 Thornwood Dr. #3 I Santa Barbara, CA 93117 I (805) 967-4848

photo by Alan Radle

in Oklahoma we face the same problem that most of the count1y is facing. . . few new people entering hang gliding. Don't worry, this is not another article about how depressed the sport is now. Rather, it is about how surprised we were when we found out how much public rcpsonse you can get if you have the right presentation. Back in March I told Kent Officier of Sooner Ultra-Flight that Steve Michalik and I were going to get our instructor certifications from USHGA. His response was something like, "Oh? Docs that mean that you guys are going to take on students and everything?" I hadn't really thought about it very much. At the time I was just thinking about teaching my girlfriend (and Hang IV driver) Katherine Gordon how to fly. I wanted to make sure I was up on the current training techniques. So Steve and I took the course. Then during one of our marathon telephone conversations Kent suggested, "Hey, why don't we have a mall show? You can have our local club (Oklahoma City Hang Gliding Association) bring out some gliders and I'll bring some ultra-light stuff and the wuffos will have a ball gawking and staring." I said, "Well ... Uh ... why don't you check into it and get back to me." Then I remembered back in JfJ77 and ](178 when I was new to the sport and my instructor would put on mall shows to get new students. These things really worked. By the end of a weekend he had signed up a lot of people. As a matter of fact, it was a hang glider display at the University of Oklahoma that originally attracted me to the sport. Hmmm ... maybe this is what we need. Before I knew it I was ram-rodding the effort for the mall show. Then I thought, "People like active, visual, how-to-do-it displays." I immediately thought of the flight simulator I test flew at Telluride this last year. So I contacted Pat Denevan at Mission Soaring Center and he sold me a set of plans for $20.00. At first I thought making this thing was going to cost a fortune; it takes about 50 feet of various types of tubing. My God! I didn't want to invest that kind of money for such a shmi term project. Then I remembered that I had an old Fledge I that had no battens or rudders. Perfect! I have been ttying to give that thing away for over a year. So it was set. I had some free time on my hands due to an accident in March that left me unable to fly until August, so with the help of my "We-can-buildanything" father we started on the project. J went back to Kent and purchased some 20

by Scott Greenawalt odds and ends and finished the simulator. In the next few weeks we fine-tuned the bun-, gees that provide the proper resistance to simulate !fight. The whole thing probably cost $75. I then called Larry Green who owns Metro Sound Productions. I asked him if he would be interested in helping us out with some sound equipment. Quite to my surprise Larry was vc1y excited about the idea and started talking about his ideas. So we were able to acquire a small sound system for free. With that out of the way I could direct my attention to acquiring gliders for display. Steve and I could come up with about five gliders between the two of us. Kent provided a complete trike. Chuck Han brought out his glider as did Fred Henley. Without these people letting us borrow their gliders the show would have been nowhere near as impressive. Thanks everyone! During all of this Kent negotiated with the people at Quail Springs mall here in Oklahoma City for our display. The mall management was very supportitve and hclpC',d us with tables, stanchions, chains and chairs. The mall didn't charge us anything. Then I made about 300 copies of Dennis Pagen's "The Safest Way To Fly?", a brief paper on commonly asked questions about hang gliding and a letter from the F<AA to

Steve Hawxhurst congratulating the USHGA and the HGMA on selt~rcgulation and the safety programs instituted by both. Well, the weekend of May 31 and June l came. We arrived at the mall at 8 :00 AM to set up the display. Everyone carried in and started setting up. I was a little slow getting started because I was directing people. Then it happened. Three of the original gliders failed to show up. While I was setting up the simulator I discovered we had broken the cross piece that attaches the glider to the simulator. lb top it off Larry (with the sound equipment) was nowhere to be found. I was about ready to panic. My father decided to show up at about that time to save the day. I send him home with the dimensions for a new cross piece and asked him to hurry. About 30 minutes before the mall opened Dad returned and we hurriedly set up the simulator. As we finished Larry showed up with the sound. Whew! We were still short three gliders but we had to go with what we had. The mall opened. I asked Katherine, who is quite talented, to make a couple of signs we had forgotten. She went to the hobby store down the street and by 12:00 noon we were in business. Things were slow at first but as time went on they picked up. Larry and I started giving presentations every one-half hour. They HANG GLIDING

included how to pre-flight, launch, fly and land a glider. During each show we managed to plug our local club, USHGA and the HGMA. We also explained a little about glider certification and parachute deployment. When the shoppers left the mall I think they had a much better understanding of how and why we participate in this wonderful sport of ours. Between shows we gave spectators free rides in the simulator. Most got out of the simulator saying things like, "Wow! So that's how you fly one of those things. I didn't know you could control them that easily. Can you give me some information on where I can go for lessons?" We then put them on the club newsletter mailing list. We had about 30 people sign up and say that they were interested in lessons but since we had not anticipated this type of response getting all of those people trained is going to be a problem. But things are looking up. We have just recently discovered that another pilot, Jim Jorski, is building a training hill

on the west side of the city. When completed it will be about 1/z-mile long, 75 feet tall, and have north and south launches. Currently it is about 40 feet tall and has a perfect slope for training in either north or south winds, but the south side cannot be used because of high voltage lines. Jim has been working on this facility for about three years. It is a landfill currently, and one of his next steps is to remove the lines in order to make room for more trash. Some people are already starting to call the site "Point Of The Landfill." All and all we had a lot of fun at the show; we all took turns at the microphone and in the glider. It did entail some hard work. Setting up the gliders and simulator, trying to do a crisp professional show every half hour and answering a lot of questions was not without problems. But a lot of people left the mali that weekend knowing more about hang gliding and fearing it less. In this part of the country I think attitudes are chang-

ing. We did not get the heckling we did back in 1978. People were not asking questions like, "Hey, how do you guys hang on so long? What happens when the wind stops?" Rather they wanted to know about records, structural integrity and what it is like to participate in such a beautiful sport. I hope this is a national trend. If it is, I cannot wait until tomorrow. Some thank-you's are in order here. Without the help of some key people the show would have been a flop. Thanks to MetroSound Productions (A.K.A. Larry Green) for the sound, Sooner Ultraflight Corp. and Kent and Nina Officier for the trike and time spent, Steve Michalik for gliders and time spent, Katherine Gordon for her artwork and patience, Chuck Hall for his age-old advice, Fred Henley, Mike Kitterman and Bill Dirkson for their gliders, Alan Radle for having his camera in the right place at the right time, and my Dad, Jim Greenawalt, for helping me build the simulator. Thanks everyone! •

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JANUARY

1987

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Bounding downstairs on this fresh, Saturday morning I knew it was going to be "the day" for me. Mom was busily preparing another of her famous morning meals and the smell of bacon filled the entire first floor of our Cape Cod style home. I had more important dealings outside in our garage so I snuck out the front door and ran around to the side where "it" was waiting for the final touches. My size was proof that missing meals was a somewhat rare occurrence. With a surge of strength created out of sheer determination, the garage door (normally requiring four hands) exploded upward. There, resting on the floor in the middle of all the family clutter was the reason for my excitement. It wasn't much to look at but it was beautiful to me. The pine structure appeared crude with its rough sawcuts and bent nails hammered flush to the surface, but even the most critical eye could not deny the love that went into it. The final parts needed to finish the assembly were fit hurriedly into place, then nailed home with the grace of motion made famous by nine-year-old boys. One last ingredient to the assembly recipe was missing, however. "Now," I thought, "where am I gonna find me any wheels?" (Grammar had yet to be taught to a third grader and, uh, learned.) I searched through the treasure trove of Stubbs stuff and came up empty handed. Then, with a gasp of inspiration, I ran out the back door, pulled the double cellar doors upward and leaped into the musty, dark environment known to all New England home owners. I groped for the light switch string and once found, gave it a quick jerk. There on a shelf, gathering dust with the other items of forgotten childhood, was my salvation ... roller skates. True, they were my younger sister's skates but that logic never enters the conscious mind of a young, determined brother. Within half an hour the pair of skates were brutally nailed to the undercarriage. I stepped back to admire the craftsmanship when my older sister bicycled up the driveway. "What's THAT?!", she howled. ''An airplane," I answered with characteristic contempt. "Looks more like a plane WRECK!" she shrieked, turning to leave. Aw, what do girls know anyway? (If she only knew what a beautiful minibike her prized Schwinn would make two years from now.) I looked back at my masterpiece and decided that girls had no ideas about anything. Sure, the frame was a little crooked in places and the wheels didn't quite hit the floor at the same time but it was unques24

ON THE

A Boyhood Dream Of Flight by Dave Stubbs tionably the best thing I had ever done and

no one was going to take that away from me! With a quick scan of the floor I spotted a short piece of rope which I tied to the front of my creation. Taking a deep breath I gave the rope a tug and sure enough, the skates rolled my beauty out onto the driveway. A few minor adjustments later, like straightening the skates so it'd pull straight, and I was on my way down to the sledding hill at the local grade school field. It was still early yet, around 7:30, and most of the neighborhood was watching the morning cartoons. I had something much, much ... much, much better to do for today I was going to FLY. Walking along the sidewalk I thought back on all the countless Saturdays and Sundays

spent secretly rummaging through new housing developments and searching for nails and wood. Nails were easy to find - ten minutes of bending over and my pockets would be bulging. My Mom never understood how any child could go through pockets so quickly. Good lumber, on the other hand, was incredibly hard to find. Imagine my excitement when coming across a beautiful eight foot, 1" X 12". At that precise moment I knew my wing was not going to be second rate. Entering the school field I was relieved to find myself the only person in sight. I didn't need to answer any more skeptic's questions concerning my craft. Pulling the plane behind me through the wet, ankle deep grass I watched their blades curl forward as the HANG GLIDING

wing's leading edge slid by, the wood getting dark with moisture. I was in awe of the power I possessed - the ability to change the apparent color of so much grass at one time, much like a tractor mower taking large cuts out of a field. Approaching the 100-foot hill, my senses came alive and focused. The smell of pine was stronger with every breath and distant sounds, carried through crisp, motionless air seemed to explode all about me. I could hear my heartbeat and feel my face becoming hot as I pulled the burdening weight up the hill. With each rest stop I glanced over my shoulder to watch the field getting smaller. "Am I really gonna be able to get off the ground in this?" I wondered. For the first time in this project, self-doubt reared its ugly head. Not wishing to even consider the possibilities of failure I pressed on to the top. The hill seemed many times higher today than on previous hikes and the trees bordering the fifty-foot wide trail appeared much closer, too. I took a few deep breaths to clear the slight dizziness caused by the climb and then turned my plane, pointing it down that very long hill. Without even a thought toward any kind of preflight inspection I boarded her. With a rush of adrenalin and shimmering sensations on my spine I pawed the ground and began my adventure. We accelerated very slowly with the loud scraping noise of small rocks passing underneath, overpowering all other sounds. The ride became increasingly rough causing me to "white knuckle" the side hand holds. Now we were literally bouncing down the hill and my thoughts were rapidly returning to those of failure when the nose magically raised almost imperceptibly. Within twenty feet we rose with dramatic abruptness that took my breath away. I immediately froze as my mind fought to grasp the significance of the situation. We appeared to be thirty feet above the ground when the hill swept underneath and the plane slowly rolled to the right. With fear of overcorrecting I leaned ever so slightly to the left. The ship slowly responded and I found myself so enthralled that I was whispering to myself during each draw of breath. The cool blast of air made my eyes tear until I could barely see anything. I didn't dare wipe them for fear of falling, so I blinked rapidly to reduce the blurred vision. In no time at all we crossed the small field and were floating over leaf barren woodland. Looking straight down through the naked JANUARY

1987

branches I got the visual sensation one gets driving past a picket fence. It was almost as if I was being hypnotized by the scene spread before me. The trees were so close that I was tempted to brush their peaks with my hand. With a rush of anticipation I shifted my weight to tum her around for the safety of the school field. Life never felt better as we crossed the last row of trees. Several children had arrived and were running after us with shrieks of joy and laughter, their upturned faces filled with excitement. The world looked so different up here that I didn't want to leave but our airspeed was dropping and we slowly descended to earth. The sound of grass brushing the bottom of my wing told me the flight would be ending soon. The ground took hold of the plane's small wheels but we still had a good deal of speed and were heading straight for a baseball backstop. I put both feet out to slow us down but it had no effect as we angled towards the metal obstacle. Just when I thought we might pass cleanly, the right wingtip hit one of the steel supports causing the plane to swing violently, throwing me out of ... bed. I remained on the floor, staring at the ceiling, while my mind assimulated the bitter truth. It was such a cruel trick, allowing me to live out my desire to fly and then taking it all away in a matter of seconds. As a child, I frequently had less lavish dreams of flight; running, jumping, leaping into the air for twenty feet at times. During others I can remember drifting over all kinds of obstacles with no sensations at my disposal other than sight. The subconscious mind is a miraculous thing. It can allow us to break innumerable laws of physics while at the same time fulfilling one of the most sincerest of yearnings - the desire 1D FLY. Two decades have passed and I stand atop the same hill in my dream with the exception that I'm awake and have, resting on my shoulders ... a hang glider. The slope is very gradual but the wind is straight in at ten mph so launching is not a concern. As I level the wings and prepare to launch, my mind races back to the days I ran down this very hill and "belly-flopped" onto my Flexible Flyer. Children from the neighborhood stand on the hill's edge to watch as I start my run. In seven pounding steps I am lifted from the hill by my faithful companion and we fly straight out to the field below. I can hear bicycles racing from behind but I only look ahead to enjoy the scene at hand. With a 10:1 glide I reach midfield with sufficient altitude

to perform a tight 360 before landing. After the rapid answering session with the locals is over and my wing is safely bagged, I sit in the field for a while, looking up at the hill, reflecting upon the significance of my flight. Isn't this the reason we fly hang gliders? To relive our childhood dreams in the most realistic manner possible? With our ability to simply run down a hill to achieve flight, we are living the dreams of countless millions who have come and gone before us. To date, there is no equal to the pure flight characteristics and freedom born in hang gliding ... A dream in motion. • (continued from page 17)

(My First SO Miles)

by a boomer off the volcano. I can't seem to manage more than 12K so it's now or never; I start the long glide towards the volcano. The southerly wind has really picked up a lot and the decision looks good because the quartering angle eats up the miles without much loss of height. The volcano comes up easily from below and the air is as smooth as glass compared to the ripstop activity in the mountains. I wonder how extinct that thing really is. It simply couldn't be mistaken for anything else with its lava flows hardly covered by vegetation. It really should put off a good thermal with all that black tuffa. Thoughts of a 100-mile flight soon die as I look for the elusive lift. It's trashy air - hot, bumpy. The vario bleeps and boos alternately; the altimeter registers its disapproval and pretty soon I am drifting over Big Pine where the air is smoother. But I can feel the clinging warmth of the valley floor and I know the ride is almost over. Suddenly I spot Little John's Volkswagen bus at the turnoff to Westgard Pass, and I can make out Marie's calm voice talking to him. He must be further towards the Whites and still giving it a go. The sight of the bus and a nice green field beside the road is enough. Hey, who wants to do 100 anyway? Isn't 50 enough? I come winging in over the cottonwoods and power lines to land beside a couple very unconcerned horses. They've seen it all before, these descendants of Pegasus! But I have just proved that the Gods are alive and well in the Owens, and I am grateful for their smiling faces today.• 25

and photos lJy Dick Gammon

September '86 issue of Hang Gliding carried a story of the opening of an Oregon launch site through the cooperative efforts of the Rogue Valley Hang Gliding Association, the U.S. Bureau of Land Management and the land owner. The site was the top of Woodrat Mountain, near Grant5 Pass. Effort~ begun by Joseph Bova in 1982 culminated in the successful opening of a custom hang gliding launch on top of the mountain this year. Recently, two more premium launch sites have been secured in Oregon by pilots working cooperatively with owners, bureaucrat~, and property owners: Mount Bachelor and Cape Lookout. Robin Ritter of the Central Oregon Pilots Association worked for the past two years to reopen Mount Bachelor Ski Area to hang gliding. On July thirteenth of this year Robin and nine friends were hosted by Mount Bachelor and given the privilege of displayJANUARY 1987

ing state of the art hang gliding. The pilots gave them a perfect, spectacular show. The mountain operators and tourists loved us. We've been invited back. Robin deserves a big thank you from everyone. Good job! The second site just officially opened is Lookout, on Oregon's rugged north coast. It is the site of "Anderson's," a 300-foot launch into a steep gully that drops to cliffs and the beach. The area is owned by the Oregon State Parks Division. It is known for close encounters with large wilderness birds and fifteen miles of spectacular cross-country scenery. Pilots have been flying the site for nine years with the full knowledge of the Oregon State Parks. A pilot was arrested in May of this year for landing on the beach, the customary landing area for the thousands of flights that have taken place during the past decade. The arrest served notice that the park was closed

to flying activities. Any pilot landing on the beach would be arrested regardless of the origin of his flight. We have landed on the beach fronting the park after flights originating from launches up to seven miles away. No more. If we lost this site we would be losing one of the most spectacular flying sites in the Pacific Northwest. The reasons given for the official closure were that "it was against park regulations to fly there without written permission. Indeed! The rules do say that, but the real reason was that ABOVE: Left-Joe Evans exceeds the to out the last area for 21/2 miles. The launch is to the left of his left wingtip. The terrain is evident. gun barrel:' Anderson's launch as seen from a 300 feet above. M,uk Wittwer is preparing to launch. Tl

a low-ranking employee had been given authority to arrest violators of park rules, and wanted to play tough guy. He had made threats off and on for two years! He thought we would not be able to get a letter of permission from the connty to launch from the roadside on a hazardous blind curve above the park. Park rules did say that such a letter was needed, in addition to verbal pennission from the park ranger. The would-be cop ignored the fact that we had been flying there with everyone's implied consent for nearly a decade. He backed the park into an awkward position, couldn't back off, then turned his boss, the Park Rauger, on to our wingmate. Your author was the first pilot to soar to the far cliffs of Lookout. It is a very place, and for largely selfish reasons r was willing to put myself in the line of fire to reopen the site. I found dead ends when with the local parks people directly. I then sent letters to the Director of State Parks and to our State Representative, explaining the situation. The Representative, Paul Hanneman, called the State Parks Director, Dave lalbot, to discuss the matter. To my the Director called me a few days later and sounded encouraging about reopening the site. Then, two weeks later he sent me a letter concurring with the local supervisor that the park had no suitable launch areas, and that we would have to get 28

pennission from the county to use their road for launches. Prior research on tl1e county and state property had revealed that Tillamook County has an easement which controls the road right-of~way that was being used for launch activities. Even though setup and launch was on or next to the county road and presented potential hazards to drivers, pilots and crews, our perfect nine-year safety record proved that we were able to use the site safely. Getting a letter of pennisison to continue using the road presented a sticky problem, however, since no county attorney in his right mind would recommend that hang gliding launches take place on a blind curve owned by the county. He couldn't set the county up for a liability lawsuit. It was time for some creativity. Economic development. Tourism. Dollars for the county coffers. Tourism is a buzz word on the Oregon coast right now, and it is established fact that people love to watch hang gliding. They ooh and aah, take pictures standing next to our gliders, ask "interesting" questions, and generally feel involved when they're close to flying activity. In short, the tourists love us. One of our commissioners was pa11 of a delegation of public officials invited to Woodrat Mountain for the opening ceremonies there. (Thanks, Joseph!) In short, the time was ripe to "sell" Anderson's to the county on the argument that opening an ad-

vaneed hang gliding site in the county would promote tourism. It could be safe, and create opportunities for economic development through increased visibility of activities for tourism. Anderson's was the natural place for a demonstration site. They bought the argument. A letter, signed by all three County Commissioners, was sent to the Regional Supervisor of State Parks, with copies to all concerned, encouraging the Parks Division to continue to allow hang gliding activity within park boundaries. They didn't quite say we had permission to launch from a blind curve, but they acknowledged that they knew the geography, layout, and history of the area, and approved of continued hang gliding activity at the site. Their letter backed the parks people into a corner. The parks had officially said they would grant us permission to fly there if we had a letter from the county gi ving us their permission to fly. I'm certain they thought we would never secure such a letter, but with some creative wording, the county counsel felt they would not compromise their liability. The county allows dune buggy enthusiasts and motorcyclists to use a sand dune area a mile south of Cape Lookout using a similar strategy. I received a eopy of the parks reply to the county's request that hang gliding be allowed in the area. It was worded in sueh a way that neither our attorney, the county's attorney nor tl1e county commissioners thought we had won the right to fly again. I thought we had, but because tempers were strained, I was hesitant to confront the parks people to thank them for permission. After two weeks I couldn't stand it; I called them. Yes, said the ranger, we were allowed to fly, but ONLY during the times of year stated in the letter. I suggested we get together to draft some rules to protr..ct beach users and tourists from pilots falling out of the sky. He would not consider such a meeting. He said he was not in the business of enforcing rules for hang gliding. He couldn't afford the manpower, and it was up to us to behave ourselves. (Or he could afford the manpower to arrest us!) We had secured official permission to land on the beach between September 30th and May 22nd. These dates were set as a means of "avoiding conflicts" with tourists using the beach during peak summer periods. It also gave the parks a way of "limiting" our victory. No problem, the site requires a west/northwest wind to launch, and those winds only occur in post-frontal conditions. HANG GLIDING

Post frontals move through after storms. Winter. Get the picture? This year, in spite of the closure between May and September, we did not lose a single day of flying. If we secure a new launch, however, we will renegotiate to fly all year. The new launch will allow us to get off in more northerly winds; those prevail during the summer months. More work remains to be done at Anderson's. All agree that the current launch site needs to be relocated to eliminate hazards to traffic and pilots and to create more parking. Signs need to be erected near the beach to inform visitors that they are potentially in a hang gliding landing area and should be alert during flying activity; rules need to be drafted to assure that only qualified pilots with adequate equipment use the site; additional setup area and parking needs to be constructed; and most importantly, a new launch is needed. The county has expressed a willingness to continue to work with us. A possibility exists that we could bulldoze a bank adjacent to a parking area near a potential launch site for more parking space. The extra material could be bladed over the bank on the opposite side of the road, a few small trees and snags could be removed, and viola!, a new launch, more parking, and improved safety for all concerned! The fly in the ointment is the State Park. Hang gliding was not included as an activity in the master plan drafted in 1981. Hence, any changes that affect the park must be approved as being consistent with the established plan. It is interesting to note that no hang gliding representatives were invited to planning meetings during the formation of the master plan, even though the parks people had full

knowledge from here to the state level that hang gliding was a regular activity there. We may have been denied "due process of law" in their actions, and have a good chance of "grandfathering" our activities into the plan anyway. We'll see. In researching the site, it was determined that the county right-of-way extends a good distance west (seaward) of the roadway in an area suited for a launch ramp, and this may be our way out of the dilemma. If we can convince all concerned that building a new

"It was time for some creativity. Economic development. Tourism. Dollars for the county coffers. Tourism is a buzz word on the Oregon coast right now, and it is an established fact that people love to watch hang gliding.'' launch would improve driver safety with no negative effects on the parks, we may get the green light. The next hurdle to overcome will be to convince the parks rulemakers that hang glider pilots are not a bunch of crazies that fall out of the sky haphazardly. The facts somehow escape their intelligence; they don't make a correlation between ten years of safe beach landings on crowded beaches with the idea that we could accomplish ten more years of the same. I think we can. The Oregon Hang Gliding Association has

WHO FoVN't> HIMSf.LF' A C.oLL15loN

invested $300 of club funds to date on this "project." We hired an attorney who got a "not guilty" verdict for the pilot arrested in ·May for landing on the beach. Having the attorney, a statewide pilots association, and a demonstrated determination to "officially" open the site has impressed the State Parks Division. Not altogether favorably, perhaps, but they recognize that we are serious, intelligent and businesslike. I have used utmost diplomacy in dealing with the parks, but the nature of the situation is an adverse one. They are not on our side. I suspect it is because they may have to pay for signs, and for some measure of policing activities if we become a regular park attraction. I will continue to work to convince them that we mean increased revenue for them, not expenses or hassles. In the meantime, we have won the freedom to fly the most beautiful site on the Oregon coast. Pilots who have the qualifications and experience needed to fly the site safely are welcome to experience its charms. If you have a current Hang IV, cliff launch experience, demonstrated ability to regularly execute spot landings, can read highly unstable weather conditions while aloft, and don't mind launching into a gully with your rear wires touching a guard rail, one step to run and your wingtips brushing both sides of the gully, come on over! You'll love it! We recommend that you talk to a pilot who knows the site before planning a trip here however. The site is "open" only a few days a year because of the nature of the weather needed to launch safely and the lack of beach landing area at high tides. Pilots can call me at (503) 842-5626 or Daryl Magnuson at (503) 842-8657. Enjoy!•

ON nJE. so'c.LM.k

N~W~ .••

HS: WAS ;ooN TO l)E VI EWEt> ... Woe ro THI:

W 1TH PcoR. VISION

HA'IE ANY WIT, QUIP~, OR. SMnY TIPS? SicND 1E'M ;o: ON Ti{E WIN(r, 8S5S INDEHNPENCE J\VE.,#'/o"',U\NOG-A PARK, cA. "\\30't

JANUARY 1987

Planning for this year's extravaganza began a full six months prior to the show date. Everyone on our staff slept, ate and drank "airshow;" carrying out tasks assigned by Chairman Karl Allmendinger. The energy and cooperation demonstrated by this small core of dedicated individuals made the Third Annual Silent Airshow a smooth running, pleasurable event. Many new innovative advertising and fund-raising techniques were implemented to draw the anticipated 10,000 to the gate. Wings of Rogallo members answered phones during a public television pledge night, getting many "plugs" in that evening. Kirk Knight edited two 30-second commercials from last year's video masterpiece Hook-In, The Silent Airshow, sending them over the PBS airwaves free of charge. Local businesses were contacted for flight demo sponsorships; a mere fifty dollars (tax deductible) purchased their business logo in the airshow program, a couple of PA announcements and a free gate pass. Several costly ads got placed in local newspapers and hundreds of news bulletins were mailed to the media. Credit for the herculean advertising effort goes to Mission Soaring Center's Roger Watson. This year's airshow had a rather dubious start. Not one drop of rain hit the San Francisco Bay Area all summer until the week of our show. Forecasters predicted showers over the weekend. Without an advertised rain day our event was doomed. Miraculously (?) the meterologists were proved wrong. Saturday the sky opened up, drying the muddy road to the top of Ed Levin Park. Sunday, September 28, we had us an AIRS HOW! With wind conditions identical to the previous two years (cross and backside at 15 mph), we could not fly from the 1700' launch on schedule. While nervous pilots paced the set-up area people poured into the landing area and were treated to a panorama of four colorful hot air balloons giving free tethered rides. Booths on the park green were hawking everything from belt buckles and T-shirts to windsurfing and hang gliding lessons. With the aid of flight simulators local shops did extremely well. (Mission Soaring sold 45 one-day lessons.) The W.O.R. tent had a large screen television showing Kirk Knight's Hook-In. Kirk was again in attendance with his long-lensed, professional video camera to record highlights of the day. His new production should be out in a few months and people 30

by Dave Stubbs

photos by Barbara Cox

are already placing orders. Ken de Russy and Pat Denevan applaud Hook-In for its spectacular camera work and positive image portrayal of hang gliding. After playing musical launch for over an hour with the shifting winds, the show began with David West flying to the Star Spangled Banner, Old Glory waving on his kingpost. Prior to landing he dropped 250 small balloons from a large Hefty bag (good thing he flies with streamlined downtubes). Next, our USHGA President, Russ Locke, gave a short address to the crowd. Then Howard Betts woke 'em up with a dazzling display of hillside landings. After Howie's "cone stamper" landing the crowd turned its eyes to the 600' hill, where pilots began the daylong gliding contest, catching streamers and dropping water-laden balloons on a large target (no, not Russ Locke). By 10:00 AM the stillness in the landing area gave way to a light breeze, causing the hot air balloons to retire. The head count was up to 2,000 by this time. Two radiocontrolled model sailplanes took to the air for a brief time, one of them a beautiful

16-foot ASW-12. Pilots on the top launch were fooled by the realistic scale model, thinking it real for a while. Pat Denevan was next with his hilarious barnstonning act. He flew through a paper barn structure, releasing three roosters to the crowd's delight. After a keen display of running agility by the Mission Soaring staff the frightened, flightless, fleeting fowl were foiled (and basted?). No Silent Airshow would be complete without representatives from the truest form of flight - falconry. A red tailed hawk, launching from a trainer's arm, made a beeline for the ridge and disappeared behind a hill (to the astonishment of the crowd, let alone the trainer). After a few minutes it reappeared and nonchalantly landed by its relieved owner. So much for that! The wind died at launch just long enough for yours truly to get off the front side and perform the "Streamer Screamer" to music, catching eight streamers, dropping 200 candy-weighted streamers and cutting through a wall of streamers in the landing area (party supplies in the Bay Area were HANG GLIDING

Odyssey prototype (15:l glide and +18 G's for aerobatics). The museum was a terrific idea and well received by all. A shear played tag with us at launch throughout the day; winds shifted 760 degrees over a five-hour stretch. During one moment the shear centered on the ridge top, allowing simultaneous launches from opposing directions. The second wave of parachutists made their appearance and proved that hitting the spot ain't no big deal. Next, 1bm Low performed a which-way-isup display in his new HP II. Tom had just returned from Telluride where he placed fourth in the acrobatic competition damned impressive since his maiden flight

scarce for a while). Upon touchdown the crowd was allowed to enter the landing area to scoop up the dentist's delights (does a white sale at Macy's form an image?). Mitch McAleer held the crowd's full attention during his "sky writing" demonstration of majestic loops and wingovcrs. Then the skydivers were announced and all eyes strained upwards, searching for the plummeting participants. One guy surprised the audience, and himself, by landing IN the crowd (Hey! Get your boot out of my cooler, Jack!). For the third consecutive year Joe Findley flew his smoke-trailing Red Baron sailplane into the landing area for a .Hang IV spot. On base leg he followed the contour of a bowl in the hills with ten feet clearance; he's a true professional. By noon the beer and food lines were lengthening while cars still entered the park gates. People roamed through Gregg Pujol's display of hang gliding history on their way to the landing area. Several shops donated gliders and Gregg made signs stating each wing's specifications and significant contributions to our sport. Included were: '71 Bamboo Bomber (3:1 glide and $100 to fab), '74 Standard (4:1 glide and $300 new), '77 Eipper Flexi Ill (first tubular fiberglass ribs and dacron sail), '78 Pliable Moose Elite JANUARY 1987

(polyhedral wing, $800, new), '78 Boom Stratus (no crossbar with good energy retention), '78 Mitchell Wing modified to a "Sky Ski" in '84 (pilot in wing, Kasper tips, controllable surfaces including spoilers), '78 Voyager (Eric Raymond made famous), '79 Zodiak (downward pointing tips), '79 Super Lancer (7:1 glide and 10 minute setup), '80 Harrier (under 200 fpm sink and mylar leading edge), '82 Duck (enclosed crossbar), '86 Moyes Racer (variable geometry), '86

TOP: "Blue Baron" Stubbs plucks streamers from Betts. INSET: Mitch McAleer has to be seen to be believed.

in the new wing was during Round 1. Some may have seen him on the 'lbday Show in an enthusiastic report covering the 1elluride event. After three hours of waiting the conditions finally allowed the Men's Synchronized Flying Team to launch. All six gliders maintained a perfect cirelc over the landing area, trailing smoke. Some interesting approaches were observed when they landed simultaneously. The crowd roared its approval. By this time the attendance had peaked near 4,500. The Women's Team then made its showing, towing ten streamers each, playing follow the leader. With the typical Ed Levin inversion gone the air was becoming a turbulent cauldron with 500 fpm thermals everywhere. The last skydiving team, from Fort Ord, jumped from a helicopter. The six servicemen formed a human circle, smoke streaking from their boots. Prior to deployment they separated, fanning out as ifto imitate a blossoming daisy. Launching from the 600' hill Jean-Michel Bernasconi conned the crowd into believing this was his first glider flight. The convincingly awkward, aerial antics were well rewarded by the cheers of thousands. With gliders climbing to 2,500' above launch in turbulent lift, the Blue Baron crew knew their routine would be tough to execute. Gritting their teeth, the evil Baron Von Knockworst (Howard Betts) and Sir Lance Goodbody (Dave Stubbs) performed a dogfight reminiscent of the WW I era. With large insignias on the wings and towed streamers for targets, they pitted their skill against one another to win the hand of a fair young maiden watching from below. The theme music "Those Magnificent Men In Their Flying Machines," of course. They spiralled and dove on each other until Lance tore the last streamer from the Baron's crippled wing, sending the bad guy into a smoke shrouded spin. While taking the maiden's hand Lance was hoodwinked by a pie in the face. Exit Baron and maiden, arm in arm. Fade to black. As the last hang gliding entrant in the show, Dan Murphy demonstrated the case with which a skilled pilot can bring serenity to hair-raising aerial maneuvers. For the

TOP: Pat Denevan during "barnstorming" routine. LEFT: The men's synchronized flight team lands in formation.

HANG GLIDING

onset of the wet season. Special thanks go to 7-Eleven and the Mission Soaring Center for their donation of time and energy, and to all the volunteers who made the Silent Airshow a resounding success. Ill Hook-In is available from Innovation Films, 2535 23rd Ave., San Francisco, CA 94116---Ed.

LEFT: 1bm low (see cover photo) pulls up at the bottom of a maneuver. BEWW: morning balloon display. The

airshow's finale Brett Willat released his sleek, 17-meter ship from the tow plane and proceded to wow the breathless spectators with an aerial ballet. With music pumping through the PA speakers and white, silken wisps of smoke exiting the wingtips, Brett careened his aircraft through an aerial

the finale Brett Willat released his sleek Tl-meter ship from the tow plane and proceeded to wow the breathless spectators with an aerial ballet. There was no doubt as to the winner of this year's Silent Airshow." plethora of loops, rolls and inverted flight. There was no doubt as to the winner of this year's Silent Airshow. With an airshow of this magnitude the day's flight events had to be painstakingly scheduled to reduce "dead time;' keeping the momentum going throughout the day. Our flight director, Frank Romero, and announcer, Bob Vogel, did a flawless job. With the hang gliding contest over Jeff Simpson tallied the score, the winners being: Hank Rappaport (first), Kari Castle (second), and Dave Lukens (third). The Wings of Rogallo's treasurer, Louise Funke, set the club's net earnings at $2,000 which will be forwarded to the MDA. The less-thanexpected turnout was undoubtedly caused by anticipated bad weather over the weekend. Next year we plan to schedule it before the JANUARY 1987

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Dianne Bates Donald Harney

Spokane, WA Kent, WA

Larry Strom David Chadwich

I 1

Richard Arthurs Blair Barnett Michael Brock Farzin Guilak Michaela Guiney Rob Hitchcock Eric Johnson Gordon Link Walter Pallack Ed Poe Charles Shannon John Sulzbach Bob Trevey

Santa Clara, CA Hayw.ird, CA Redwood City, CA Mountain View, CA Santa Clara, Ca San Francisco, CA Fremont, CA Hayward, Ca San Rafael, CA San Jose, CA Napa, CA Redwood City, CA Los Gatos, CA

Dan Murphy Jim Woodward Charlie Whitehill Dan Murphy Dan Murphy Charlie Whitehill Dan Murphy Wallace Anderson Jeff Mott Dan Murphy Achim Hageman Jim Woodward Jim Woodward

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

George Gough Tamarah Haet Gene Hastings Leslie Kramer Peter Manisl:as Adam Martin Mam Miller Carol Moley Robert Parker Bryon Proshold Brian Raineri lames Richardson, Jr. Kevin Riley Grant Schaffer Ward Supplee John Wasserbauer

San Luis Obispo, CA Goleta, CA Redlands, CA San Luis Obispo, CA Goleta, CA Santa Barbara, CA Goleta, CA Solano Beach, CA Edwards AFB, CA San Luis Obispo, CA Diamond Bar, CA Ewa Beach, HI San Luis Obispo, CA San Luis Obispo, CA Goleta, CA Goleta, CA

Achim Hageman Achim Hageman Debbi Renshaw Achim Hageman Achim Hageman Achim Hageman Acnim Hageman Fred Lawley Doug Gordon Achim Hageman Hardy Snyman Gary Lagrone Achim Hageman Achim Hageman Achim Hageman Achim Hageman

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

Charles Waits

Glendale, AZ

Doug Gordon

Walter Jordan

Little Rock, AR

Larry Haney

Tom Arnold Tamara Burcar Ron Farley Scott Moe Robert Palmer

W. Lafayette, IN Madison, WI W. Lafayette, IN Noblesville, IN W. Lafayette, IN

Rob Kreske Matt Taber Rob Kreske Rob Kreske Rob Kreske

7 7 7 7 7

Ted Aurelea Peter Burghardt Manual Da Silva Jeff Cornfield Peter De Angelis John Harvey David Janszen John M. King John Macleod Alan Pond Donald Stoppe Mike Swears

Warwick, RI Brighton, MA Gloucester, MA Boston, MA Needham, MA Gloucester, MA Medford, MA Medford, MA Auburn, ME Lexington, MA Plymouth, NH Beverly, MA

Paul Holteen Paul Kennedy Paul Kennedy Paul Kennedy Paul Kennedy Rob Bachman Paul Kennedy Paul Kennedy Mark Kline Paul Kennedy Rob Bicknell Paul Kennedy

8 8 8 8

8 8

8 8 8 8 8 8

Douglas Burger Robert Chaundry Nevin Diehl Greg Frew Richard Hazlett Richard Phillips Lawrence Simon Paul Sounders Michael Taggart Dan Tourgee

Annapolis, MD Colebrook, PA Laurel, MD Newport News, VA Fredericksburg, VA Alexandria, VA Fairview Park, OH Silver Springs, MD Wooster, OH Riesterstown, MD

Art Barrick Rob Bachman Chris Crescioli Mark Kline Rob Bachman Chris Crescioli Ken Swarm Chris Crescioli Mike Delsignore Chris Crescioli

9 9 9 9 9 9 9 9 9 9

Peter Cegielski Ronald Derham Charles Edwards Timothy Graham Michael Josi Frank Parsley, Jr. Roy Roode John Vaughn Thomas Ward

Durham, NC Margate, FL Winier Springs, FL KAFB, MS Decatur, AL Erwin, TN Biloxi, MS Douglasville, GA Decatur, GA

Chris Crescioli Rob Bachman Matt Taber Matt Taber Matt Taber Chris Crescioli Matt Taber Matt Taber Matt Taber

10 10 JO 10 10 10 10 10 10

Andrea Saplin

Liverpool, NY

Dan Guido

T. Higashimoto

Yokohama, Japan

Achim Hageman

FOR

INSTRUCTOR

REGION

NOVICE RATINGS NAME

CITY, STATE

Jeff Owrey David Sandelius

Seattle, WA Seattle, WA

Dave Chadwick Dave Chadwick

Paul Anderson William Armstrong Mark Berger Mark Cirksena Michael Debiase Diane Dupree otomar Ebenhoecn Paul Gazis Misty Kessler Jeffrey Kletsky David McGhee Alex Moestl Rudy Visaya, Jr. David Walter

Citrus Hts., CA Pacifica, CA Sunnyvale, CA Cupertino, CA Concord, CA Salinas, CA Palo Alto, CA Sunnyvale, CA Olympic Valley, CA Redwood City, CA Orinda, CA San Francisco, CA Fremont, CA Cupertino, CA

Steve Perry Charlie Whitehill Dan Murphy Dan Murphy Rob Engorn Chuck Staedler Charlie Whitehill Wally Anderson Debbi Renshaw Charlie Whitehill Chuck Staedler Wally Anderson Jim Woodward Dan Murphy

2 2 2 2 2 2 2 2 2 2

Anthony Alfrey Bill Arnold Russ Bailey Jamie Campbell David Engel Martin Grasse! Ray Godfrey Bruce Hutchinson Donny Kalis

Los Angeles, CA La Crescenta, CA Escondido, CA Santa Ynez, CA Mission Viejo, CA La Crescenta, CA San Diego, CA Solano Beach, CA Pukalani Bch., Maui, HI N. Hollywood, CA Solano Beach, CA Goleta, CA

Joe Greblo Joe Greblo John Ryan Acnim Hageman Hardy Snyman Joe Greblo John Ryan John Ryan Sam Nottage

3 3 3 3 3 3 3 3 3

Joe Greblo Fred Lawley Achim Hageman

3 3 3

Rob Levin Carol Maley Hans O'Conner

2 2 2 2

HANG GLIDING

RATINGS AND APPOINTMENTS Brett Phillips Dave Prather Michelle Rodriguez Rod Wickham

San Pedro, CA Canyon Country, CA San Pedro, CA San Diego, CA

Dan Skadal Joe Greblo Dan Skadal John Ryan

Jonas Ceelen Danny Elmore Mike Jablonski Walt Kaufman Stephen Klause Marcus Knowlden Aseem Kumar Sieve Major

Denver, CO Arvada, CO Pearce, AZ Salt Lake City, UT Ft. Collins, CO Toole, UT Paradise Valley, AZ Phoenix, AZ

George Greer Doug Gordon Gary Lagrone Gary Lagrone Bob Faris Russ Gelfan Doug Gordon Doug Gordon

Robert Kenny

Elkhart, KS

Larry Bassett Gregory Hines Gerald Luiling

Larry Brill James Fall Joe Renz Darrell Hill Catherine Jackson Joseph Szalai

Ventura, CA Los Angeles, CA San Diego, CA Stanford, CA Port Hueneme, CA Los Angeles, CA

Tom Truax Luigi Chiarani John Ryan Fred Vachss Gary Lagrone Joe Greblo

Dale Bugby Joe Burke Calvin Mills Edwin Stem

Lakewood, CO Boulder, CO Bountiful, UT Sandy, UT

Scott Greenawalt R.A. Godman Gary Lagrone Michael Circuit

James Moore

Hailey, ID

Mike King

Ron Kenney

Matt Kollman

Fayetteville, AR

Larry Haney

La Crosse, WI Fl. Wayne, IN Janesville, WI

Neal Roland Matt Taber Matt Taber

Kathleen Fox Williams

Groton, MA

Bill Blood

Robert Bradley Robert Porter

Yarmouth, ME E. Freetown, MA

Rob Bicknell Rob Bicknell

Richard Donahue Steven Kinsley Bonnie Ruetenik

Philadelphia, PA Washington, DC Burke, VA

Eric Logan Arthur Newman Paul Voight

Mike Barber

Miami, FL

Matt Taber

Thomas Beatty Frank Berna Gary De Van

Beech Creek, PA Hampton, VA Derwood, MD

Jeff Sims Steve Wendt Art Barrick

9 9

Mel Beach Cary Shackleford John Vaughn Keith Waldrop

Smyrna, GA Lookout Mtn., TN Douglasville, GA Charlotte, NC

Matt Taber Matt Taber Matt Taber Chris Crescioli

10 JO 10 10

Doug Jones James Lee Joel Lehman Craig Lewis Richard Parzoch

Matawan, NJ New Hartford, NY Lindenhurst, NY Rockaway, NJ Flushing, NY

Greg Black Dan Guido Greg Black Thomas Aguero Greg Black

12 12 12 12 12

David Schorr

Austin, TX

Carl Geers

Michael Hurst William La Plante Timothy Spain Patricia Venable

APO, NY Altamont, NY APO, NY APO, NY

Gary Elhart Dan Guido Gary Elhart Gary Elhart

12 12 12

Chuck Kranz Martin Ortegon Fred Weaver

San Jose, CA Redwood Estates, CA Mtn. View, CA

Dan Murphy Charles Price Connie Bowen

REGION

Tom Hund Robert Millman Pat Sweeney J. Dee Theobald

Albuquerque, NM Salt Lake City, UT Park City, UT Salt Lake City, UT

Chuck Woods Gary Lagrone Lois Betts Gary Lagrone

Chris Kendall Michael Potvin

Winona, MN Winona, MN

Neal Roland Neal Roland

Ronald Perry

Fairborn, OH

Foreign Equiv. Australia

Robert Coxon

Mantee, NC

Steve Wendt

Vincent Collins

Austin, TX

Steve Burns

Grigoris Katidiotis M. Mohnssen

Brooklyn, NY Baychester, NY OBSERVERS

Paul Voight Jon Wenham

12 12

INTERMEDIATE RATINGS NAME

CITY, STATE

OBSERVER

David Duperon Todd Hyde Richard Kellling Shawn Mason

Lake Stevens, WA Pullman, WA McChord, WA Eugene, OR

Al Gibson Larry Strom Al Gidson Brad Goosela

Marvin Blackmon Charlie Conklin Tom Hall Thomas Harrington Bill Lewis James Orr Charles Rabaut Steve Rappaport Allen Sparks David Yount

Hayward, CA Cupertino, CA Reedley, CA San Rafael, CA Menlo Park, CA Menlo Park, CA Pacific Grove, CA Foster City, CA Las Vegas, NV San lose, CA

Dave Brown Dan Murphy Dave Bowen Dave Bowen Lynda Nelson Dave Bowen Jim Johns Ken Ward Phil Sherrett Pat Denevan

2 2

2 2 2

ADVANCED RATINGS NAME

NAME Stephen Smith

JANUARY 1987

4 4 4

CITY, STATE

W. Sacramento, CA

OBSERVER

EXAMINER

REGION

4 4

REGION

Dick Cassetta

The articles discussing flying wires in the October and November, 1986 issues of Hang Gliding have caused a lot of concern. Good. Pilots need to be periodically stirred from their position of complacency and blind faith. Despite the high quality of these former articles, they did not quite cover all the important points. We therefore take this opportunity to add a bit more wire wisdom.

HISTORY Over two years ago I wrote an article covering wires for an ultralight magazine. I was promptly contacted by an engineer from the American Telegraph company who said, "Hey, you haven't told the whole story." Well, part of the whole story is that American Telegraph holds the patent on the process of using nicopress fittings to hold cables on wires. Years ago, flying wires on aircraft were attached by various means, the most popular of which was to lash them with a small wire. This method was labor intensive and had doubtful quality control. Along came the American Telegraph company with the nicopress fitting that they had developed for telephone guy wires. The aviation community was filled with delight over such a useful invention. Unfortunately, another invention - liability suits - prevented mutual delight on the part of American Telegraph. Then the FAA stepped in and certified the use of nicopress fittings, thereby relieving the American Telegraph company of liability. Today, nicopress fittings are produced under license for use in the automotive, aviation and construction markets. Unfortunately, the company has never condoned the use of nicopress fittings for hang gliders. The simple reason is that the profit to liability ratio is too small. The sales to the hang glider industry are but a drop in the bucket and like the sources of aluminum and dacron in this country, the nico makers would be happy ifwe disappeared. The unfortunate aspect of this state of affairs is that the hang gliding industry does not have the benefit of direct contact with the engineers who designed and tested the cable system.

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HANG GLIDING

NI COS Some manufacturers of hang gliders obviously have gone to primary sources to learn the correct procedures. For dealers, shops, home builders and the rest of the manufacturers, we offer the following guidelines. A correct wire connection is shown in figure 1. Here a cable is attached to a tang by means of a thimble and a simple nicopress sleeve. Let's look at each component. The nico sleeve is a nickle-plated copper oval (hence the name) that is pressed on the cable with a tool that has a precisely shaped jaw. Figure 2 shows a nico before and after compression. When the sleeve is compressed in this manner it flows into the crevices of the cable and forms a more or less permanent bond. A used nico that has been cut apart will show a perfect imprint of the cable. The proper way to press a nico is with the jaws of the tool centered on the nico. This allows a portion of the nico to extend beyond the jaws on either side. The result is a flare at the ends of the nico as shown in the figures. If the ends of the nico are not open as shown, the application is improper and dangerous because the cable can bend against the nico edge and break quite readily. So here's our first warning: IF YOU HAVE CABLES WITH NICOS PRESSED AT THE ENDS, REPLACE THEM IMMEDIATELY. THEY ARE UNSAFE. When using a nicopress tool it is important to hold it closed for several seconds to allow the copper to cold flow and realign to the new shape. If this is not done then the bond will not be as strong as possible. Each nico job should be identical. A simple gauge is available that checks for the proper width of the pressed nico. Besides a hurried worker, the cause of an improper nico fitting is a worn tool. The jaws of the tool wear with each squeeze. This results in too little pressure and reduced nico grip on the cables. Also, the stop on the tool can get worn which results in too much pressure on the nico. The problem here is damaging the cable. To prevent these disorders, nicos should be gauged every fifty or fewer applications.

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CABLES You may have noticed that the cable in figure 1 has only one nicopress fitting. This is the only approved method. Covering the end of the cable with another nico is dangerous because the cut ends of the hidden cable can cut into the main cable and promote failure. Using a second nico wastes JANUARY

1987

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time, costs more, adds weight (sixteen extra nicos weigh about 1/10 pound) and reduces reliability. Now that we're convinced that double nicos are undesirable, we're faced with the problem of finishing off the exposed and potentially harmful cable end. In my opinion, the best way is to simply tape it with a couple of wraps between the end and the main cable so that it doesn't cut. The next best method is clear heat-shrink tubing. This latter technique doesn't allow the fitting to dry out very readily and promotes corrosion. Furthezmore, the heat-shrink tubing prevents a real serious inspection of the cable where it exits the nico. When a cable breaks it breaks at the nico due to the stress of compression and concentration of bending loads. The cable most commonly used on a hang glider is 3/32" (diameter) stainless steel (galvanized cable is just as strong but less corrosion resistant). This cable with a properly applied nico fitting is rated at 920 pounds. Since the side wire loads on our gliders are less than 100 pounds under one G load, these cables should be amply strong. The problem with cable strength comes from abuse. Operation near salt water is a serious culprit. It should be noted that the analysis of cable corrosion that appeared in the October issue took place in New Zealand where a good portion of the flying occurs near salt water. With this in mind, I would recommend a little more lenient replacement schedule for inland flyers. I believe that 100 hours or two years is a sufficiently frequent replacement schedule. We should point out that the cables that carry the most load and are the most critical are the side wires and the crossbar retainer wire (if present). I have never heard of a problem with any other cable. I personally witnessed a side cable failure many years ago. Fortunately the pilot was only about 15 feet up when it happened, for he plummeted. Inspection of the cable showed that it had been three quarters broken for a long time as rust had formed on the old breaks. The cable itself was kinked, twisted and bent right at the end of an improperly applied nico. So much for the era of homebuilt kits with no owner's manuals.

NEVER KINKS These little devices deserve special attention because they are culprits in some cable failures. Never Kinks are plastic inserts that supposedly keep a thimble from kinking on 38

a tang (see figure 3). The problem arises because Never Kinks do not allow the thimble to swing freely in the tang. That, of course, is what they're designed to do, but the result is a stiffly held thimble that causes bending where the cable exits the nico - just what we don't want. Recently, a pilot experienced a side cable failure on a Comet. The cable failed at the crossbar/leading edge junction. Thank God for parachutes. Upon inspecting the cable, it was found to have been partially broken for a long time at the nico end. When the heat-shrink was cut back from the cable on the opposite side of the glider, it too was found to be partially broken! The investigation revealed that during folding of the glider, the Never Kinks held the cable at an unsuitable angle which caused it to be bent when the glider was packed away. Here is our second warning: ALWAYS CAREFULLY STRAIGHTEN YOUR CABLES AT THE CROSSBAR WHEN PACKING YOUR GLIDER. This rule applies to gliders without Never Kinks as well, because thimbles can readily get twisted on gliders without Never Kinks. The way to solve these problems is to use a stiff clear plastic tubing to cover the tang, loop and nico fitting, thereby preventing any bending at the nico (see figure 4). Several manufacturers are now using this method. It should be noted that ours is the only application that nozmally allows cables to be folded repeatedly, so these problems are unique to hang gliders.

have elongated. Thin tangs are often responsible for elongated thimbles, since they concentrate the load on a smaller area. One of the reasons for using Never Kinks is to prevent thimbles from elongating too easily. The designer must make an overall safety decision here. A cable should never be attached without a thimble generally. The setup shown in figure Sa should never be used, as Greg Shaw indicated in his November article. If such an arrangement must be used, it is better to loosen the loop so the same angle that a thimble produces is achieved as in Sb. This, of course, creates a loose loop, but it is ultimately much stronger. This completes our little nugget of wire wisdom. Use it to be wire wise. Understand the function and limits of all your glider's components down to the lowly nicos for safety and security throughout your flying career. Wires and their accounterments are hard to inspect, but with proper care during the folding phase and a reasonable replacement schedule, you can be sure that yours are plenty strong enough to do their job.•

IF YOU WANT YOUR PARACHUTE TO HAVE .. FLAT CIRCULAR SOLID GORE CONST. • High Drag Benefits • Low Volume • Faster Openings

VENT CAP COVERING APEX HOLE

• Quicker Openings • Slower Descent Rates o Reduced Risk of Apex Line Entanglement

1/2" TUBULAR NYLON REINFORCEMENT AT APEX • Adds strength to area of

greatest stress during opening shock

ALL SEAMS REINFORCED WITH TYPE Ill WEBBING

• Necessary for strength in lhe event of a high speed opening

THThfBLES Thimbles are the metal ferrules that protect the wire cable as it passes through a tang,

turnbuckle or eyebolt. In hang gliding construction it is common practice to use a thimble designed for 1/8" cable on 3/32" cable. The larger thimble affords more protection to the cable and helps prevent it from pulling off the thimble in the event of a kink. The only problem with using a larger thimble is that the cable loop doesn't nestle nicely into the nico. To solve this, most manufacturers remove the points from the thimbles for a closer fit. This practice is fine as long as a burr is not left on the thimble and a proper flare is formed in the nico. Under excessive loading a thimble will elongate. This is easy to see and is a good sign of too much stress on a cable. You should replace your cables if the thimbles

V·TABS AT EACH LINE ATIACHMENT • 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 wilh 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 HIGH ENERGY SPORTS PARACHUTE! For complete information on all High Energy Sports Products, contact your local High Energy Sports Dealer or:

~ff~ 2236 W. 2nd St. • Santa Ana, CA 92703 (714) 972·8186

HANG GLIDING

CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly 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 I QUIT! Comet 165, La Mouette Cocoon and parachute, Ball vario, Bell helmet. Make offer Francois (415) 861-5410. COMET 165-60 hrs, new wires very well kept. Yellow/spectrum. $575. Phila. (215) 363-6500 ext. 285. C2-165-Rainbow sail. Excellent condition. Flies great. Less than 25 hr. airtime. $1000. Price dropping monthly! Gary (6CJI) 277-1662. P.O. Box 714, Ithaca, NY 14851. 165 LIGHT DREAM-Blue and white, excellent condition, knee hanger harness. $\300. Call Bill (2\3) 370-6282. 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. 160 DUCK-Red, orange, yellow, 20 hours. Flylite harness, FFE chute, Bell helmet. Roberts vario, fairings - $1675./offer. Steve (805) 963-2244. IN DEBT AND DESPERATE!-All offers considered. Will ship 180 Duck: good condition, 35 hours, dealer inspected $590. Roberts vario/altimeter: manufacturer inspected $190. Free Flight Parachute: like new, factory inspected and repacked $290. Call Mad Max (805) 482-9920. ECLIPSE 17-Excellent condition. Black leading edge, white trailing edge. Red double surface. $1650. Tom (303) 524-9625. FLEDGE IIB-Very good condition. $550. Negotiable (804) 596-5559.

WILLS WING RAVEN 229-Supine rigged. $500. (916) 265-9284. Louis Sussman. RAVEN 229-Immacu!ate black LE, TE, and tips. Red sail with one gold panel. Still crinkles. $850 Firm (213) 498-1737. SENSOR 510 VG !65-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 \67-7CJ75 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 941!6 (415) 753-8828. .$1500.00 Eclipse 17. HP 170 ... ... ' ' ' ... ..... ... ... .... . .$1300.00 Vision 18 ... ..... .... . ... . ..... $!050.00 ... .... .... .... . .$1800.00 Magic llI 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. " .... ... ... ... .. $1450. 168 Skyhawk 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. (303) 278-9566 Lt Mystic 188 (Fully equipped) . .... . ...... $1985. Mystic 155 .... ... ..... ... . ..... . .. $1985. Vision Eclipse 19. .... ... ....... .$1600. Lt Dream 220 ... ..... ..... ... .... .$1600. Lt. Dream 145, 165 ....... ..... ····· .. .$1400. Polaris Delta 16 . ..... ... ... ..... $1200. ... ... . . ... . .. $1000. Raven 229. ... ... ... Streak 160 ..... ... ... .... .. ... . .. .. .. $ 750. Duck 180 .... ... .... ..... ..... . ... . .. $ 700. Lancer I 80, 200 .. .... .... . .. .... . .. ... . .$ 400.

Schools and Dealers

WANTED-134 Gemini with low airtime for beginning pilot & (604) 358-7189 or leave message at (604) 365-7462.

ALABAMA

UP GLIDEZILLA-Orange w/white. Xlnt condition. Speed bar/rail. Make offer (805) 653-0633.

LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541.

177 HARRIER I-Last year made. White wired wedge. Excel. cond. 100 hrs. Bought HP $450. (805) 481-3854. HARRIER 177-Good shape, beautiful rainbow & green sail. 183 logged flights. 223 hours of pure happiness! $650. Also, Duck 160 excellent shape. Nice colors. Less than 12 hours. $750. obo Jack (916) 677-7723.

ARJZONA ARIZONA WINDSPORTS-Largest Hang Gliding center in the southwest. Certified Instruction ulilizing the World's only man-made trainer hill. Highly competitive prices on all major brands. Call us last. l !14 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121.

HP-Very clean sail. Flies great. $1300. GTR - New condition. Great handling and performance. $1800. (801) 254-6141.

ARIZONA WINDWORKS-Certified instruction, new and used gliders, parts and accessories. 2301 W. Charter Oak Road, Phoenix, AZ 85029 (602) 997-5364, 870-9878.

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.

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

HP 170-5 hr. Like new. VG. (415) 665-6419. $1800.

JANUARY

1987

ARKANSAS OZARK MOUNTAIN HANG GLIDERS-Sales, service ,and instruction. New and used equipment. Wills Wing, Moyes, Airwave, Keller harnesses, Ball and Litek. Makers of Primo Air Mitts. 8 Blue Jay Way, Conway, AR 72032. (501) 327-0698. SAIL WINGS HANG GLIDING-Certified instruction. Pacific Windcraft dealer. 160! N. Shackleford #131-4, Little Rock, AR 72211 (50!) 224-2186. CALIFORNIA BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (707) 576-7627. CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hang gliding shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800. HANG FLIGHT SYSTEMS-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 IL Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varios, and spare parts . Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours . 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. SJNCE 1973, CERTIFIED, FREE BROCHURE! 6-C Pameron, Ignacio, CA 94947. (415) 883-3494. DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! MISSION SOARING CENTER-Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 1116 Wrigley Way, Milpitas, CA 95035 (408) 262-1055. PINECREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. SAN FRANCISCO WINDSPORTS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828.

CLASSIFIED ADVERTISING SANTA BARBARA HANG GLIDING CENTER-Certified instruction, glider and equipment sale. 29 Suite St., SanUl Barbara, CA 93101. (805) 687-31[9. WINDSPORTS JNT,-Since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. 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) 398-354 l. HAWAII MAUI SOARING SUPPLIES-Certified Instructors. Sales, service and renuils. RR. 2, Box 780, Kula, HI 96790 (808) 878-127 l. 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. ConUlct: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

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

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

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

SUSQUEHANNA FLIGHT PARK INC.-Central New Yorks Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O - 160', jeep- rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153. THERMAL UP, INC.-Most complete hang gliding shop in area. Located on top of Ellenville mounuiin. 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. NORTH CAROLINA KITTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959. 919441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Ultralight training and sales available as well as windsurfing sales and instruction.

TENNESSEE LOOKOUT MOUNTAIN FLIGHT PARK-Our specialties: first mounuiin flights, mounuiin 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 brands) in stock, complete equipment/accessory lines, parts, repair service. We need your used gliders and equipment! USHGA Novice pilots can fly 1,340' Lookout MounUlin and soar Lookout's 12-mile ridge (disUlnce 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 ChatUlnooga, Tennessee. (404) 398-3541. UTAH FLY UTAH WITH

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

DelUl Wing Products, certified instruction, 9173 Falcon Cr., Sandy, UUlh 84092 (801) 943-1005.

EAGLES FLIGHT-Moyes, Ohio. Certified Instruction. GTR's. New and used gliders. Joe Troke, 1790-0 Rolling Hills Dr., Twinsburg, OH 44087. (216) 425-9853.

WASATCH WINGS, INC.-USHGA certified hang gliding school, dealers for Wills Wing. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242.

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

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/ (phone numbers - 2 words, P.O. Box -

Schools and Dealers

I USHGA CLASSIFIED ADVERTISING ORDER FOAM I 35 cents per word, $3.00 minimum.

I Photos -

1 word)

Parts & Accessories

Rogallos

Rigid Wings

Business & Employment Opportunities

Emergency Chutes

$10.00

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

I I Bold face o'r caps 50c per word extra. (Does not Include first few I words which are aulomatlcally caps). Special layouts or tabs $20' per I column Inch. I Payment for first three months required In advance. I I Please enter my classlfled ad as follows: I I I

Ultralight Powered Flight

Issue tn which you wanl your ad (I.a. March 20, for the May Issue).

Publications & Organizations Miscellaneous

Begin wllh _ _ __ 19 _ _ _ _ Issue and run for _ _ __ consecutive issue{s). My check _ _ money order _ _ is enclosed In the amount of $, _ _ _ _ _ _ _

Name: _ _~ - - ~ - - ~ - - - - - - - - - - Address:_~---~----~~-~------

I Number of words: I I

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Phone Number:

P.O. BOX N30I, LOS ANGELES, CA 900M I (213) 390·3085

L---------------------------------------------------------I 40

HANG GLIDING

CLASSIFIED ADVERTISING International Schools and Dealers JAPAN

~~~ Distributor major brands hang gliders (Airwave, Magic), instruments, parachutes and ultralights. Tokyo 03/443/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141. SWITZERLAND 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 CONTA1NER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta wing Kites & Gliders, Inc. P.O. Box 493, Van Nuys, CA 91408 (818) 787-6600, telex no. 65-1425.

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

PRIMO AIR MITS-Re<l, royal blue, black. Primo I for coated base tubes. Primo II use with or without inside tube. New Primo Gripper black only, nylon inside. "Tex-skin" surface outside and in tube for grip on bar. $25 .00 retail. Dealer discount on three or more pair. Ozark Mountain Hang Gliders, 8 Blue Jay Way, Conway, AR 72032 (501) 327-0698. RIGGING-$2.00 foot. Send me your tire<l and worn out rigging. I'll duplicate. Specify any changes such as never-kinks, and heatshrink. Single nico only. American durable goods. Former Seagull and See<lwings employee. Joe Bouffard, 2717 De La Vina #11, Santa Barbara, CA 93105.

Business & Employment Opportunities Experience<l USHGA Certifie<l Instructors neede<l NOW! Lots of students ... not enough instructors. Send resume to: Mission Soaring Center, 1116 Wrigley Way, Milpitas, CA 95035.

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

Rigid Wings MITCHELL B-10-Complete with spoilers, foor launch cage, trike with engine, trailer and parachute system. Must sell. Best offer. All offers considered. Robert (714) 336-1716.

Miscellaneous SAILMAKING SUPPLIES & hardware. All fabric types. Information 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. (801) 782-8172.

Parts & Accessories 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. INSTRUCTORS WANTED-Exciting career opportunities for the right people. Wi!l train if qualifie<l. Work at what you enjoy most: live and fly on beautiful Lookout Mountain (Chattanooga area). Call us. Lookout Mountain Flight Park, (404) 398-3541.

JANUARY 1987

Videos & Films

CUSTOM FITTED "C.G. 1000" HARNESSContact Southern California's only factory authorize<l agent for details. Luigi Chiarani, 14323 Aztec St., Sylmar, CA 91342. (818) 362-1776.

ALL BRANDS - Bought, sold, and repacke<l. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installe<l and rep!ace<l. S.F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

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

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

Publications & Organizations 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.

CRYSTAL AlR 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. FF! 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821- 2546. Chuck & Shari Toth. WOODEN HANG GLIDING SCULPTURES-Oak Walnut, Maple, Padonk, faire<l Brass control b;r and king post, spee<l 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. WANTED-Gemini power system for hang glider. Flip Purvis, (315) 343-4600. PO Box 87, Oswego, NY 13126. Bumper Stickers-"! (HEART) HANG GLIDING". $2.00 Sail Wing Hang Gliding, 1601 N. Shackleford #131-4, Little Rock, AR 72211. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3V," dia. Inside or outside application. 25C each. Include 15C for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066.

IIEL1A WIN&

Accessaries CLASSIFIED ADVERTISING BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego, CA 92106 (619) 455-6036. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066. The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps 50C per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing IV, 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 Airwave .............................. 15

Stolen Wings

Airworks ............................. 15

AIRSTREAM HARNESS The low drag profile harness features: • Adjustable C.G. • Faired parachule & ballast container. • Adjustable foot stirrup. • Custom sizes to fit all pilots. • Large choice of colors. ........,_........,._____. • Price. . .$340 ROMER HELMET Made by German manufacturer with over 125 yrs. of experience. it was designed to pro· vide a lighf weight helmet that gives maximum protec1ion. • DOT approved. • Exe. temporal protection. • Special ear openings • Made of polycarbonate. • Available in Y. 0. White. • Price. .S 75

L----=----l

HIGH ENERGY SPORTS "BUS" PARACHUTE High quality chute designed to withstand hiQhSpeed openings. • Built to TSO standards. . • All seams reinforced . • V tabs at each line attachment. • Type XVIII bridle . rated at 6000 lbs. . • Deployment Bag w/cont. ..__ _ _ _ _ __.. • Price. .$395

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

TYPE: Electra Flyer Cirrus SB, and Dove. SAIL: C5B 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.

ATOL ............................... 21

• Fast deployment time.

Ball Varios . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

• 20.4· canopy. • Total system wt. 3.3 kg. • Price. . .S545 ,.__.__ _ _ _......_..

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.

Kitty Hawk West ...................... 18

TYPE: Raven 229. SAIL: White with orange leading edges and keel pocket. Serial #4900. WHERE AND WHEN: Palm Springs, March 29, 1986. CONTACT: Art Kassel Detective Agency (714) 540-9391. Reward. TYPE: Lancer 145. SAIL: Center out gold, brown, yellow, gold, orange, brown, black tips. Blue bag with orange tips and Flight Designs patch. U.S. Lancer on underside of right wing. WHERE AND WHEN: April 12, 1986, Morristown, TN. CONTACT: Mack Lipe, 653 Central Church Rd., Townhouse, Apt. 6, Morristown, TN 37814 (615) 581-HANG (collect). TYPE: 165 Comet I. SAIL: Red undersurface, orange and yellow upper. LE red. TE white. Keel pocket yellow. WHERE AND WHEN: Kitty Hawk Dunes, NC May 16, 1986. CONTACT: Dave Slodki, eves (718) 454-4734.

Bennett Delta Wing Gliders ...... 26, 42, BC Hall Brothers ......................... 44 High Energy ...................... 38, 44

LEAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Litek ................................ 44 Mast Air ............................. 26 Moyes .............................. .43 Pagen Books .......................... 43 Publitek .............................. 44 Santa Barbara HGA ................... .44 Seedwings ............................ 19 Silver Wings . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Systems Tech ......................... 44 USHGA .................... 10, IFC, IBC Wills Wing .......................... 2, 3

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

• t 8 gore chute.

DELTA WING TRAINING WHEELS, A must lor all beginner and novice level pilots no more sudden stops with these high impact. urethane landing wheels. Prevents injuries to hands. etc. . Less chance of damaging your glider with a hard landing. • Lifetime guarantee. • Dealers inquire abDut additional vol. disc. • Price.. . .$40 INSTRUMENTS Ball 620H Vario/Audio ... $280.00 Ball 651 Vario/Audio-Altimeter w/10 ft. steps. .$495.00 Ball 652 Vario/Audio-10 tt. Altimeter-Airspeed ... $590.00 Retrofit Airspeed to Model 651 . . . ... $130.00 Ball 670 Airspeed. 2.25 inch. 70 mph . .$125.00 Ball M-20 Wrist mounted Audio/Vario .. $200.00 Ball M-20 w/earphone jack. . ..... $250.00 Litek VE 12 wrist mounted. . .. $169.00 Litek VE 12 w/earphone jack. .$179.00 Litek VE 7. . .$169.00 Litek VE 35. . .$198.00 Roberts Vario & Alt . .$295.00 Hall Windmeter. . ... S 21.50 MISC, MATERIALS & SUPPLIES Delta wing T shirts .. S 8.50 Golf shirts .. . .. ..... S 12.50 Streamline tubing-I" x 21/2" X .058 wall .. S 7.50/h. lnstabushings-11/i'', 1',\", H,', 1W' .... S 2.00 Order 100... . .S 1.00 lnstabush insert for bolt. . .S .20 Delta Wing stocks all Progressive Aircraft parts & accessories.

•1,·

See your Delta Wing dealer nearest you or contact:

DELTA WING Box 483

VAN NUYS, CA 91408 818/787-6600 Telex 65°1425

DEALER INQUIRIES INVITED

HANG GLIDING

When you buy a Moyes Delta Glider, you own The Legend Bill Moyes dreamed of free flight from boyhood. He watched the gulls float effortlessly on the air currents and he longed to join them. His dreams became reality when he developed his first kite that was to fly him into the record books. Bill achieved stable controllable personal flight for the first time in history and a major sport was born. As Bill developed his gliders he continued setting world records for distance and height. Bill's son, Steve Moyes, carried on the legend with a list of world records and championship wins unparalleled in hangliding. Steve, as Chief Designer for Moyes Delta Gliders has added his expertise to Bill's and together they have developed an edge of superiority in all their gliders. To become part of the legend contact ...

Moyes California 22021 Covello St., Canoga Park California 91303. Tel: (818) 887 3361 Fax: (818) 702 0612 Moyes Delta Gliders P/L., 173 Bronte Rd., Waverley 2024 N.S.W Australia Tel: (02) 387 5114 Fax: (02) 387 44 72 TELEX INTSY AA10101 Moyesglide.

IMPROVE YOUR FL YING! Learn the secrets of the pros from hang gliding 's most widely read author.

Hang Gliding Books by Dennis Pagen • HANG GLIDING FLYING SKILLS-DETAILS ON : BEGINNING FLIGHT * INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN * GLIDER REPAIR * SELECTING EQUIPMENT* THERMALING * MORE . $6 .95 •FLYING CONDITIONS-THE - ROAD MAP TO THE SK Y - DE TAILS ON : GENERAL WEATHER* TURBULENCE* ROTORS • WIND SHADOW * SEA BREEZES • WIND GRADIENT * RIDGE LIFT *THERMALS• MORE . $6 .95 • HANG GLIDING TECHNIQUES THE LATEST BOOK FROM SPORT AVIATI ON PUBLICATIONS For the novice to advanced piiot , this book continues the learning that began with Flying Skills. • Learn about thermal soaring - A full 31 pages on thermal techniques will have you soaring like an ace. • Learn about speeds to lly - the key to elficient flying whether in competi t ion or cross-country . • Learn about cross-country flying - How to fly further with safet y. Also: Perfect ing turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Ca rdinal speeds • Harness adjustment • Competition and much mo re!

- - - - - - - - ALSO AVAILABLE ,.._ _ _ _ _ __ POWERED ULTRALIGHT FL YING Powered Ultralight Flying will answer your questions and Improve your flying. Th is book is written for beginners to advanced pi lots w ith over 125 photos and drawings to c lea rl y illustrate even the more complex subjects . All our books are written from an ultraligh t pilot 's point of view so you get the facts you need , not rehashed in formation from genera l aviation .

• POWERED ULTRALIGHT TRAINING COURSE This is the on ly t ra ini ng co urse written by an ultrali ght instructor. Eleven lessons and eleven re lated gro und sc ho ols (t went y-two chapters) make this an idea l te xt for self-teac hing and tra ining schools . Learn to fly safely in a carefu ll y designed step-by-step manner. Th is manual is used by safety conscious school s internationally.

* * * DEALER INQUIRIES INVITED * * *

r--------------------

1s ENo CHECK OR CASH TO ·

I SPORT AVIATION PUBLICATIONS I Dennis Pagen I Dept. G, P.O. Box ~n'. I Sta te Cc 11ege, '?A. 16801 :Please rush me the books listed below: 10UANTITY

I I

I I :

Flying Conditions ($6.95) Han g Glid i ng Flying Skills ($6.95) Hang Gl iding Techniques ($6.95) Po wered Ult ralight Fl ying ($11 .95) QPowered Ul tra light Tra i ni ng Co urse ($9.95)

D O O

I Save 10% · order two or more books! I Save · 111 five books for only $35.95!

j Tot al amou nt fo r al l books$ _ _ _ __ 1.25 1 Po st age and Hand~ I Overs ea s airma il if desired ($4 .00/boo k) _ _ I TOTAL ENCLOSED I SEND TO (P!ea se Pri nt):

!NAME-----------:ADDRESS I CITY, STATE - -- - - - - -!COUNTRY/ ZIP

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

Hang Gliding Tours Mt. Kilimanjaro (19,340') $2,495.00 Rifft Valley, KENYA/TANZANIA February 14-28, 1987

/Heavily Padded Shoulders Continuous Webbing sewn with Five Cord Thread Safety Back Strap -Adjustable Padded Leg Straps

Each Harness~ Custom Sized

Hidden Glider Bag Storage

Folds into full size Gear Bag with Adjustable Back Straps

CORDOURA' Reinforced Boot

Two Week Delivery

OPTIONS: Va", 14", or 1" Foam Racing Boot No Foam Steel Carabiner TH::RMA/R'" Insulation Radio Holder Ballast Boot Stash Pouch Extra Pockets Higgins Hinge Fly Flap Chevron Stripes You Name II! Two Week Delivery

29 State Street Santa Barbara, Calif. 93101 (805) 687-3119

The most compreheneive guide yet for expanding your knowledge and skills. With 244 richly illustrated pages, loads of true stories, and complete subject index. You'll learn: • Soaring Principles • Competition Flying • Cross-Country Flying • Equipment • Speed-to-Fly Calculations Please rush me copies of Hang GI idin g 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

Name

2'¥~

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

(714) 972-8186

State/Zip - - - - - - - - - - - - - •

FOR INFO PAK SEND $3.00 TO:

SANT A BARBARA HANG GLIDING CENTER

Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot

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

City

... Dealer inquiries invited -

The Hall Airspeed Indicator A precision instrument

for the serious pilot. Rugged, dependable and easy to read.

Airspeed Jndlcalor wllh Long Bracket

Conlrol Bar Protectors

Airspeed Indicator . . $21.50 Long Bracket . 6.50 Foreign & c.o.D. Orders add $2.00 Control Bar Proteclors 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·Audlo

Dual Batteries

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

714/497-6100 ...

,IIIIIII·---------• MEMBERSHIP APPLICATION • lllllr..\

NAME _ _ _ _---c:=-=----=~~-----(Please Print)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _

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

SEX (M)(F)

D NEW MEMBER

BIRTH DATE

D RENEW/USHGA # _ _ _ _ __

FULL MEMBER

FAMILY MEMBER

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

ANNUAL DUES: $19.50 for each family Member, who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine. NAME--------------0 NEW MEMBER D RENEW/USHGA # _ __

SUBSCRIPTION ONLY - - - - - ·

STUDENT MEMBER - - - - - - ·

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

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

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

D D D D

Charge my D MasterCard

D SUBSCRIPTION, two years ($53.00, $59.00 foreign) Charge Card Service Charge

DVISA

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

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 . rs 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 1::,row accustomed to your LITE DREAM, you'll notice how quickly your flying skills improve. You'll delight at how the LITE DREAM is maneuverable as she is forgiving as you advance rapidly through the learning stages.

ee-hing toward 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'

HANGIV Many a @nee 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 DREAM-;::~ . .~ AN ENDURING CLASSIC AT EVERY LEVEL

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

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