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

April 1987 $2.50

By popular demand, "The Right Stuff" returns ... now in book form!

NEW FOR 'Bl!

Hang Gliding According to Pfeiffer: Skills For the Advancing Pilot The most comprehensive guide yet for expanding your knowledge and skills. With 244 richly i Ilustrated pages, loads of true stories, and complete subject index. You'll learn:

Improve your skills: proper launch techniques • proper landings , forced or crash landings • angle of attack control • prone transitions • glider repair , pre-soaring and beginning soaring skills o first altitude flights Learn unique aspects of the sport: the term "wuffo" • LJSf--Gt\-approved wind di rection signal • Doo Dah Days • what's cool, what's uncool • pear people , intermediate syndrome • advanced syndrome Please rush me copies of RIGHT STLFF For New Hang GI ider Pi lots at $7.95 each, plus shipping: $1 first copy, $.25 each additional (airmail $2.50 first copy, $1 each additional in N:Jrth America, $6 each elsewhere). Californians pis. add $.48 sales tax per copy. Total: , Mail form with check payable in U.S. dollars to: Publi tee, P.O. Box 4342, Laguna Beach CA 92652.

Please rush me _ _ copies of Hang GI idi ng 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 ei'sewhere). Californians please add $.60 sales tax per copy. Total: • Mail form with check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach, CA 92652.

Name

City

State/Zip - - - - - - - - - - - ... Dealer inquiries invited - 714/497-6100 ...

State/Zip _ _ _ __ , .. Dealer inquiries invited - 714/497-6100 ...

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Soaring Principles Competition Flying Cross-Country Flying Equipment Speed-to-Fly Calculations

Ansco 1090 Camera with Auto Focus At Last Year's Prices! Complete In-Flight Photographic Outfit ......... $139.95 _Includes the following:

1. Ansco 1090 35mm camera. 2. Bogen mounting system. 3. Twenty foot remote. Camera features:

•Auto focus •Auto flash turn on/turn off •Auto film wind •Auto film rewind •Auto exposure-38 mm f/3.8 coated glass lens •Built in sensor flash •Film run indicator •Battery saving circuitry •Shutter lock. Complete system... ... . . . . . . . .. $139.95 Bogen mounting system only, including arm . 59.59 Ansco 1090 Camera only . ..... 69.95 20' bulb type air release for most cameras . . 13.95 Extra arm for VCR camera.. 15.00

INSTRUMENTS

FLY THE OWENS VALLEY! JUNE 13 - 22 FLY HAWAII AUGUST 8 - 15 This year treat yourself to a hang gliding vacation in paradise with all the details laken care of. Trip includes: 'Airfare & Accommodations . 6 days on Oahu 'Airfare & Accommodations . 2 Days on Maui 'Rental Car & Fuel Both Islands 'Driver 'Packing & Shipping Your Glider to Oahu 'Rental Glider on Maui 'Windsurfing at Kailua · (Lesson & Rental) 'Snorkeling in Hanauma Bay, Fish Sanctuary 'Site Seeing & Free Time Oahu accomodations are at a new highrise, 2 blocks from Wakiki Beach; 2 people per room. There you'll fly at famous Makapuu Point, where the lift is as incredible as the scenery. Then you'll go to Maui and stay at the Palms Motel on a tropical beach. Here your guide will take you to the awesome Haleakala Volcano for a 10,000' vertical flight. Trip Fee: $1295, Non Pilots $1095. 'Prepaid reservations required at least 30 days in advance. (408) 384-2622, P.O. Box 828, Marina, CA 93933.

Let our guides show you X-C~Flying at its best in the incredible OWENS

VALLEY.

Guide Service is provided by USHGA Certified Advanced Instructors and experienced OV Guides who know the weather patterns, best X-C Routes, and site protocol. All transportation and retrieval is provided by a radio equipped 4 wd and a driver who knows how to find you! With these details taken care of, you'll fly Sierras and the White Mountains, at launches like Piute, Gunter, and Horseshoe Meadows. Trip Includes: *Guide *Driver *Rides Up & Retrieval *X-C Seminar *Lodging *Advanced Instruction *7 Flying Days, Weather Permitting

Total Cost $395. Call for reservations: Kitty Hawk Kites (408) 384-2622, P.O. Box 828, Marina, CA 93933.

Ball-Model 651 flight deck. Variometer with altimeter in 1o· steps. . $449.95 Ball-Model 652 flight deck. Variometer with altimeter and airspeed. . 489.95 LITEK-Model VE-35. 179.95 LITEK-Model VE-7 variometer, (superceeds model VE-10). 159.95 LITEK-Model VE-12.. 159.95 LITEK-Model VE 12-0V. 169.95 MAKIKI-Model 1 (flask & static source not included) 38.50 MAKIKI-Model 2 variometer, tube mount . . 79.95 AFRO-Cross Country 8000a. Includes airspeed, variometer, altimeter, speed ring and UD calculator . 699.95 AFRO-Owens Valley 8000a. Includes airspeed, variometer and altimeter . 609.95 AFRO-CUMULUS 8000a-lncludes Altimeter & Analog Vario. 529.95 AERO COCKPIT 86-Analog Vario, Digital Altimeter . 529.95 AEROCOM 1 HF-Analog Vario, Digital Altimeter 379.95 AERO ANALOG VARIO.. 269.95 SYSTEK-Systek II variometer with 199.95 kwik clamp.

MICROFLIGHT PROO/JCTS 1109 Copperwood Road Hixson, Tennessee 37343 U.S. Orders (Except TENN)-

1-8QQ-24 7-6955 TENN and lnternational-1-615-843-1761 Ultralight/Hang Gliding Catalog-$1.00 MasterCard, VISA, Discover, COD rt~ and Checks accepted-Personal Checks must clear prior to shipment. · ·· Add $3.00 shipping to all orders.

I ,,_, I

[CD]

017-970-20)

1986 USHGA awards by Vic Powell. Calendar photos solicited. Safety and Training Committee report.

by Lee Owen Ojlirpa

Thermal triggers and radio controlled chase vehicles.

by Pete Lehmann Pete sets a Region IX record with a 106-rnile flight. by R1mdy Bergum

Calculating Great Circle distances.

Page 27

by Kamron Blevins

A nostalgic fly--in in honor of a supporter of the sport.

DettiJ!f uv,nrn,atu'IC the

launch Site and local

meteorology.

Page 32

by L. Bynum

Pilot Larry Benwatt claims an incredible flight to 60,000 foet!

Page 34 COVER: Eric Raymond at Fiesch, Switzerland flying over the Aletsch glacier in a Magic IV 155. Photo by the pilot. CENTERSPREAD: "Bird's eye view of Big Sur," Plaskett Creek, CA. Steve Huckcrt won the "Canon '86" grand prize with this photo taken from his HP. 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 npon 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 contribntors. APRIi 1987

Ricky Duncan continues the incredible winning streak of the Moyes GTR, by taking out 1st place at the Swan Premium World Masters. Ricky said, "The GTR out-climbed everything in sight and also proved to be, by result, the fastest glider at th1""'!:lqj1&i:;~ championships." To testify to this there were four GTR's in the first 10 places; Ricky Duncan, Steve Moyes, Russell Duncan and Danny Scott. With the GTR's amazing winning record it is beyond doubt the best glider in 1987. - ,-"'1 The Championships were a tremendous success. There was competition 11 out of the 14 days and the pilots flew 54,()(X) kilometres. The success of this championship should lead to an even bigger success for the World Championships in Australia in 1988. If you want to win that Championship or any other, buy a Moyes GTR and make it easy on yourself. Moyes California 22021 COYello Street Canoga Park, LosAngelesCa91303 (818) 887 3361 Fax (818) 702 061 :.:;2""""fll"'IIIIIIIIIIIIIII,..;~,.........._ Moyes Australia 173 Bronte Road, Waverley NSW 2024 Australia Tel(02) 387 5114Fax(02) 387 4472TelexMl2l822SY3246

Gil Dodgen, Editor/An Director Janie Dodgen, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Writer Harry Martin, lllustrator

AIRMAIL THERMAL TOURS

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

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

Executive Committee: Russ Locke Dick Heckman Bob Collins Dan Johnson Cindy Brickner REGION I: Jeff Bennett, Ken Godwin. REGION 2: Russ Locke, Jay Busby. REGION 3: Steve Hawxhurst, Walt Dodge. REGION 4: Jim Zeiset, Bab Buxton. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: Bruce Case, Jahn Woiwode. REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims. REGION 10: Rick Jacob, Dick Heckman. REGION 11: Warren Richardson. REGION 12: Pete Fournia, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Eliuibeth Sharp. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, Mark Bennett, Joe Bulger, Eric Fair, Bettina Gray, Doug Hildreth, Gregg Lawless, Mike Meier, Rich Pfeiffer, Bab Thompson. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FAD, the world governing

body far sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated ta the USHGA supervision of FAI-reJated hang gliding activilies such 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. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be re· turned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of sub-

mission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit con· tributions 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, Las Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Las Angeles, Calif. 90066; telephone (213) 390-3065, 398-0198. Second-class postage is paid at Las Ange!<>s, Calif. The typesetting is provided by 1st Impression Typesening 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, li/7.00 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 ASSOCJATION, P.O. BOX 66306, LOS ANGELES, CA 90066.

APRIL 1987

VOLUME 17, ISSUE No. 4

perfect machine. My dinosaur met the HOMA requirements at the time. I feel that with proper training a new pilot can learn basic flying skills with these old machines. Because of their more docile flying characteristics I think they may even be safer than modem gliders.

Dear Editor, European thermal tour's raffle is over and the winner of a partial tour has been chosen. Due to the fact that the raffle was a last minute decision with about two-and-a-half months to publicize and sell 100 tickets we fell short of our goal. With only 35 tickets sold we could not give away a complete tour. However, George Dipirrio of Sterling, Massachusetts (our winner) will be able to apply a credit of $700 to the cost of a tour. Also enclosed is a check for $53.50 that is a donation to USHGA general fund. As advertised, $1.50 from each ticket was to be donated to USHGA. One zealous ticket purchaser included an extra dollar to USHGA's benefit. The acceptance of this donation by USHGA should not be construed by anyone as a proclamation by the association that it is in any way backing or involved in the business of European Thermal Tours. The only connection between us is that the directors of E.T.T. are members of USHGA, and we are happy to show our support of our national club. Plans are already being made for hang gliding and parapente tours in 1988. There will be parapente tours in the Alps this summer and to the Atlas Mountains of Morrocco in February and March of 1988. Yes, we will also do another raffle, better planned and publicized this time! For those who participated in the raffle this year, thank you.

Jeff Cotter Honolulu, HI

Ron White Spencer, MA

GRAND PRIZE PHOTOGRAPHY

LEARNING TO FLY WITH OLDER GLIDERS Dear Editor, I am not one to take issue with my fellow pilots, however, the letter from Kamron Blevins, in the February issue, regarding the safety of old standards, requires another viewpoint. I learned to fly in 1975-76. My first glider was a Chandelle Rogallo. It cost me $150 and the guy I sold it to used it to learn to fly just as I did. I then bought my current "dinosaur," a brand new $1,400 Electra Flyer Cirrus 5A. I for one enjoy flying slow and easy and landing slow and easy. I can catch thermals as well as anyone. I'm not into competition, speed or XC. For the weekend pilot who wants to become totally anti-stressed it's the

James Hall Spanaway, WA Although these older gliders did meet HGMA standards at the time, many are no longer considered safe. Modern aerodynamic and structural standards are much more stringent. Gliders like the Cirrus 5 were known for their tendency to turn upside down and break in strong thermal conditions.-Ed.

PHOTO CREDIT Dear Editor, It's great to see your photo on the cover of your favorite mag; the joy can only be matched by seeing your name in the credits. The three pilots seen in the February cover photo are Paul Morgan (red and yellow), Rod Herzig (red and white), and myself enjoying a superb day on Oahu's windward side. Here's wishing you the best of lift and aloha.

Dear Editor, I am writing to inform you of my recent good fortune of winning a grand prize in the "Canon '86" photo contest with my "Bird's Eye View of Big Sur." A total of 94 prizes were awarded in four categories, with one grand prize in each category. The divisions were Non-Single Lens Reflex, S.L.R. People, S.L.R. - Places and S.L.R. Sports. I entered three shots in the Sports category and two under Places. Three of my glider shots made the finals and the one of Big Sur won the Grand Prize in Sports. I feel this could be a significant 'shot-in-thearm' for the public image of our sport. Pictures from all over the U.S. of various sports were submitted, i.e., skiing, moto-cross, sailing, baseball, racing, etc. and they chose a picture of hang gliding! The promoters of the contest told me that my winning photo will possibly be used in camera trade shows, in

AIRMAIL Canon camera brochures, and maybe newsstand magazines like Modern Photography. Enclosed is a copy of my notification of winning. I chose the alternate grand prize of professional camera equipment (valued at near $4,000 - Ed.) Enough of tooting my own horn. Here are a few other slides I've taken for your stock photography file or a future calendar. Steve Huckert Tehachapi, CA Steve reminds us of a great chance to publicize our sport. T11ere are many local photography exhibits and competitions. Drag out a few of your favorite shots and enter them! It may not win as big a prize, but it can show off your favorite glider, launch site or pilot in local or regional area evems.-C.B.

SITE INFO Dear Editor, As a result of some recent (and not-sorecent) problems and misunderstandings we'd like to take advantage of Hang Gliding magazine's circulation to get some information to the hang gliding public. The Free Spirit Flight Hang Gliding Club has always welcomed visitors to Southern New York soaring sites, but we do have rules and, due to an apparent lack of information, these rules are not being observed. Our sites in the Elmira area are ideal for student flights thanks to many hours of work to open the launches and maintain a good rapport with the local public and, as a result, the annual Free Spirit Hang Gliding Festival has become popular with pilots of all skill levels. These sites, however, are regulated and waivers are not being signed and training fees are not being paid. We wouldn't waste the space to dictate our rules to the whole USHGA, we'd just like to have pilots contact the club to fly our site. Some of the landowners are losing their enthusiasm for our sport due to misuse of their property, mostly caused by a lack of knowledge of the sites, not a lack of respect. Any pilot or group that would like information on our area and its flying sites can write to: Free Spirit FLight P.O. Box 13 Elmira, NY 14902 We have maps and brochures that outline our hang gliding activities and can also offer

information on other points of interest, such as the National Soaring Museum and Schweitzer Aircraft. We love company and always enjoy intraducing our unique flying sites to new pilots; we just need to be mindful of the needs of the landowners and the public. We hope that we'll hear from other clubs and are participating in a newsletter exchange with many, so drop us a line and come play in the New York sky. Free Spirit Flight Elmira, NY

HORSESHOE RESERVATIONS Dear Editor, Neither I nor the Cross Country Pilots Association have anything whatsoever to do with the commercial business charging $3 per day for reservations at Horseshoe Meadows Launch in the Owens Valley. I am opposed to reservations at flying sites. I am opposed to seasonal fees in excess of $25. This situation is a direct result of the lack of active participation of the membership of the XCPA. Rick Masters #30816 P.O. Box 478 Independence, CA 93526 (619) 878-2255

STOP MANIPULATING US Dear Editor, It was bad enough having to "subsidize" two page "letters" to the editor, but I find the February glider review just too much to take. Here we have a vested dealer closely associated with a manufacturer authoring an "objective article" (mine), and enlightening us as to what "the" performing hang glider really is (and all with our association paying the cost of publishing!) Amazing. Does someone out there really think that we pilots are naive, and don't realize when a job is being done on us? Articles are beginning to sound more and more like they are being written straight from the factory (look at them). Do you really believe that the precise use of words and expensive graphics were just a li'l ole opinion there, folksies? They are carefully written articles to incite your imagination and buying dollar to one specific glider manufacturer. And worse than not being objective is that these types of articles claim to substantiate "The Performer" in hang gliding. They don't.

I also find it disturbing hearing some pilots say they aren't writing into the magazine anymore, for fear of having a two-page assassination letter published back against them. How about a little editorial discretion here? And if we are going to allow isolated performance claims to be printed then how about at least arranging fair publishing space for our other manufacturers? There are other opinions. Several flyers in our area, for instance, are champion competition pilots that choose to fly a different "state of the art" machine. Why? Well, it's difficult to find out if they are not given equal space. Sensor-ed, not censored, Steve McQuilliams Santa Cruz, CA

PARACHUTE FABRIC ADVISORY Dear Editor, I strongly urge that you publish the following warning. The facts may be verified by contacting an FAA-licensed rigger. The FAA has issued a bulletin warning that some parachute fabric manufactured by George Harris (type F-111 manufactured in 1981 and 1982) may have serious defects that could lead to catastrophic failure upon deployment. Since this material was widely used in parachute production by a number of American companies through 1984, any pilot with an American-made parachute manufactured between 1981 and 1984 should IMMEDIATELY have it inspected by a licensed rigger to determine if the parachute is safe. Some riggers will perform the inspection without charge, others may charge a small fee for their time, but the minor expense could save your life. Do it now, before you fly again. Stephen Sharp 76 Benthaven Pl. Boulder, CO 80303

RIGID WINGS Dear Editor, Regarding your letter entitled "Craziness," I think your point is well taken. I'm presently involved in convincing the Springfield Public Schools to allow me to build a hang glider/ ultralight with my industrial arts classes. The idea is not going over especially well. Concerns of liability are mentioned. Perhaps home building is not a big movement within our community, but it would be

HANG GLIDING

AIRMAIL nice to read about it in Hang Gliding once in a while, and what about rigid wings? Do the manufacturers really "own" this publication? On another topic, I'd like to see the hang gliding community embrace foot-launched gliders equipped with motors for launching purposes. I'm not interested in a 245 lb. craft that sinks like a rock when the motor is shut off. I feel I have more in common with the hang gliding community than the ultralight folks. My powered Easy Riser (Mac 101) nears completion and I hope to begin construction of an Icarus V with my junior/senior high school students in the near future! Al Courtines Springfield, MA

I publish everything I can get my hands on about rigid wings, and encourage submissions at every opportunity. What you see in rhis magazine reflects rhe in1erest.-Ed.

FLYING WITH THE BIRDS Dear Editor, In the January edition of Airmail, Gil Dodgen expressed feelings of joy and the rewards that come to us through close encounters with our feathered friends. Here in the East, on three awesome occasions, I've flown with bald eagles - twice during XC flights at altitudes near 7000 feet and once while thermaling at Grandfather Mt. Such special experiences can only come to those of us who participate in this incredible sport. Hang gliding has given me the best 91h years of my life. I will never quit. A few years ago while floating in a wonder wind over High Top Mt. in Virginia, a red tail hawk allowed me to pull up right next to him. We looked into each others eyes with curiosity. When he finally pulled away, I felt that he had given me his approval. It was great! Doug Rice Raleigh, NC

PARAGLIDING IN JAPAN Dear Editor, In Japan thousands of people are enjoying paragliding and the sport has recently been incorporated into the Hang Gliding Association. I have been enjoying paragliding for two years in Japan and Hawaii. There are several reasons why this sport is growing so fast. It is easy to learn, less risky and cheaper. This sport is accepted by many non-serious flyers, but many of them have also become interested in hang gliding. In my opinion it is good for all of us because more people are able to learn to fly easily. Akira Nakadai Shirasato, Japan

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

Hang G Ii ding Books by Dennis Pagen e 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 SKY-DETAILS ON: GENERAL WEATHER• TURBULENCE' ROTOR~ • WINO SHADOW • SEA BREEZES • WIND GRADIENT RIDGE LIFT *THERMALS• MORE. $6.95 • HANG GLIDING TECHNIQUES THE LATEST BOOK FROM SPORT AVIATIDN PUBLICATIONS For the novice to ad'/Bnced pi 101. this book continues the learning that began with Flying Skills. _ • Learn about lhermal soaring - A full 31 pages on thermal techniques will have you soaring like an ace. • Learn about speeds to lly - the key to eff1cien1 flying whether in competition or cross,country. • Learn about cross,counlry flying - How to fly further with safety. Also: Perfecting !urns • Handling turbulence • Flying at altilude • Using ridge lift • Design concepts • _Parachutes • Performance tuning • Cardinal speeds • Harness adJustment • Competition and much more 1

- - - - - - - • ALSO AVAILABLE . ._ _ _ _ _ __ POWERED ULTRALIGHT FLYING Powered Ultralight Flying will answer your questions and improve your flying. This book is written for beginners to advanced pilots with over 125 photos and drawings to clearly illuslrate even the more complex subjects. All our books are written from an ultralight pilot's point of view so you get the facts you need, not rehashed information from general aviation.

APRIL

1987

• POWERED ULTRALIGHT TRAINING COURSE This is the only training course written by an ultralight instructor. Eleven lessons and eleven related groundschools (twenty-two chapters) make this an ideal lext for self-leaching and training schools. Learn to fly safely in a carefully designed step·by·step manner. This manual is used by safety conscious schools internationally.

* * * DEALER INQUIRIES INVITED * * *

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

1SEND CHECK OR CASH TO· 1 SPORT AVIATION PUBLICATIONS I Dennis Pagen I Dept. G, P.O. Box Rn1 I State Cc11ege. "'A. 16801 'Please rush me the books listed below:

',ou_.A_(HITY I u Flying Conditions ($6.95) I CJ Hang Gliding Flying Skills ($6.95) I [J Hang Gliding Techniques ($6.95) I Powered Uitralight Flying ($11.95) : [.lPowered Ullralighl Training Course ($9.95)

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

l Total amount for all books$

_ _ _ _ __

/ Post_ag}l and Hane/ling __________ ____1_c.?~ l Overseas airmail if desired ($4.00/book) _ __ ( TOTAL ENCLOSED - - - - - - - - - - - / SEND TO (P!ease Print}:

! NAME - - - - - - - - - - - - ]ADDRESS ICITY,STATE COUNTRYi ZIP

endure season after season. The SKY LIFE knit shirt, designed and sized for both men and women, can be comfortably worn on the ground or in the sky. The care that has gone into the making of this shirt is evident in the details. The material is a soft breathable 100% cotton pique that features a shrink and wrinkle resistant finish, taped shoulder seams, a reinformed neck seam , and a lengthened tail for a clean finish and a great fit. The embroidered hang glider, now a SKY LIFE trademark, is the same distinctive design as found on the original SKY LIFE necktie worn by pilots the world over. Flying colors range from brights in yellow, jade, white, and magenta to darks in navy, black, and forest green . $29.95 each or $27 .95 each for two or more .

men

women

34-36

8-10

38-40

42-44

14-16

46-48

navy

magenta

green

yellow

jade

black

white

total mdse . $_ _ _ tax· $_ _ _ ship*· $_ _ _ grand total$ _ __ • NY residents only. • • $2 .75 for one sh irt, $1 .00 for each add'I shirt. Allow for immediate delivery

... ~~~~~~~~~~~~State~~~~~~~~~~~

_ _ _ _ __ _ _ _ Tel. (

UPDATE HELP NEEDED TO REOPEN SITE The sand dunes of Dockweiler Beach/Playa Del Rey in Los Angeles are closed to hang gliding for no reason except that the city has a policy against allowing hang gliding. Your letters are needed to help reopen the site. This is one of the original hang gliding sites dating back to the late 1960s, and the site has an excellent safety record as a premier site for beginner students to learn, or advanced pilots to practice takeoffs and landings or try new gliders. There is no other site as well-suited as Dockweiler Beach/Playa Del Rey in the L.A. area. A Department Official read a newspaper article about hang gliding at Dockweiler Beach and decided to put a stop to it. The site is controlled by the L.A. City Recreation and Parks Department, which has a long-standing policy against hang gliding, enacted during the fledgling days of ground skimming in Southern California. Business at a couple of the largest hang gliding schools has been stalled, which could impact manufacturers everywhere, as well as the USHGA. Progess in negotiations has been slow, however letters from pilots are helpful. In addition to the points above you might mention that pilots are responsible, self-regulated people who have a right to their recreation, as well as any other ideas you may have. Please write to:

Total Membership Credits For The Month of February 1987

Place Name

No. of Memberships

Tradewinds Hang Gliding

Santa Barbara Hang Gliding Center

Mission Soaring Center

Hang Flight Systems Hang Gliding Center of San Diego Lookout Mountain Flight Park

Aeolus Golden Sky Sails Hang Glider Emporium Windsports Int'!

4 4

Desert VaJley Hang Gliders

2 2 2 2 2

Arizona Windsports Glidepath Hang Gliders West Hawk Air Sports High Sierra Maui School of Hang Gliding Wasatch Wings

ERIC RAYMOND FEATURED GUEST SPEAKER AT OWENS VALLEY XC-SEMINAR

4 4

Nova Air San Francisco Windsports Treasure Valley Hang Gliding

Delta Wing Gliders is pleased to announce they have been appointed West Coast Distributors for AWL Towing Systems. Units are kept in inventory. Installation, service and spare parts are immediately available. Contact: Delta Wing, P.O. Box 483, Van Nuys, CA 91408 (818) 787-6600.

Airplay'n Doug Johnson Windgypsy Fly America

DELTA WING NOW ATOL DISTRIBUTOR

3 3

I I 1 1 I

l I

Eric Raymond will be the featured guest speaker at the 5th Owens Valley Hang Gliding Seminar held at Horseshoe Meadows, June Yl - July 5, 1987. The XC clinic is organized by Achim Hageman's worldwide hang gliding safaris with special emphasis on high altitude launch, high altitude flying, XC techniques, use of cameras, oxygen and radios. The fee is $395 and includes transfer from LAX, camp accommodation, transportation, retrieval, registration fee for Horseshoe Meadows and two lectures by Eric Raymond. Sign up is limited to 10 pilots on a first come first serve basis. For more information contact: Achim Hageman, Santa Barbara Hang Gliding Center, 29 State St., Santa Barbara, CA 93101 (805) 962-8999.

Mr. James Hadaway

L.A. City Recreation & Parks Dept. 200 N. Main Street, 13th Floor Los Angeles, CA 90012 Also send a duplicate to Mr. Bill Robertson, President, Recreation & Parks Commission, at the same address.

PARAGLIDING MANUAL "The Paragliding Manual," by B. Dubuis and P. Gilligan, is 75 pages with 80 illustrations. Price $19. 95 + $1.50 postage and handling. Contact: Importabec, 1297A, Ste-Marie, C.P. 2055, Marieville, Quebec JOL ljO CANADA

APRIL 1987

CIRRUS 8000 VARIO

STANWELL PARK FREESTYLE '88

Air Tech Electronics announces the introduction of the Cirrus 8000, a speed bar mounted flight deck that is total energy compensated, comes with a McCready speed ring, digital altimeter, digital airspeed indicator, two vario response times, sink alarm and new battery saving electronics (80 hours). It is also radio frequency shielded to protect from interference by microwave towers or FM radios. For more information contact: Air Tech Electronics, 29 State St., Santa Barbara, CA 93101.

Next year will be a big year for hang gliding in Australia, with the World Championships to be held at Mt. Buffalo beginning on January 26. There will be another competition, however, which may also turn out to be something of an international event ... It's the Stanwell Park Freestyle Hang Gliding Championship to be held from January 1-10 at Stanwell Park near Sydney. The last competition was held in March of '86 with nearly $3,000 worth of cash, trophies and prizes. More importantly perhaps is the custodianship of

portrayed reindeer by wearing antlers on their helmets. They pulled Santa's sleigh with help from elves Tennyson Zendt, Lisa House and Melissa House. feet long with a 30-foot wingspan, the float cleared street decorations along the parade route by only inches."

the Dan Racanelli memorial trophy. pilot who is interested in competing may send for a complete information package to: '88, 3a Raymond Road, Thirroul NSW 2515 AlJSTRALIA tel. (042) 671 880.

AIRTIME POD HARNESSES

September, to which we have invited Mr. Dennis Pagen as meet director. Also, the Greek Hang Federa·· tion is trying to at Mt. Olympus (the mythical mountain of the ancient Greek Gods) the First Balkanian Gliding Championship. Stay tuned for more info.

TURBO OPTION Airtime

of Sussex, introduces the "Pod Lite" and "Pod Plus" hang gliding harnesses. The Pod Lite 2.5 kilos and uses no tubes or boards. The is 195 pounds. The Pod Plus is a fully enclosed foam-filled harness that sells for 210 pounds. Contact: Airtime Gliding, Portslade Station, Portland Rd., Hove, Sussex BN3 5SG England tel. (0273) 424861.

HANG GLIDING FLOAT

GREEK CHAMPIONSHIPS At the end of October, 1986 the first Greek Gliding Championship was completed. The championship was eomof five competitions which took place in Thesseloniki, Chalkis, Seres, Verria, and in Athens. Thirty pilots participated from the 14 hang gliding clubs in Greece. The purpose of the meet was to establish the National Team that would represent Greece in the 6th World Championships in Australia in 1988. The results were:

Albatross Aeronautics is proud to introduce the ultimate in hang glider accessories, a turbo modification kit. Although neither HGMA certified nor endorsed by any manufacturer, this revolutionary unit has been fully tested and is easily installed on most modern gliders. Price $19.95, or fully installed and tested for $29.95 plus shipping. Contact: Albatross Aeronautics, P.O. Box 1473, Palo Alto, CA 94302.

GLIDER I) Michael Theocharis

2) Dimitris Ganotis 3) Fotis Kambiotis 4) Lillian LeBlanc 5) Dimitris Tsironas 6) Takis Anestidis

The Billings Cloud Street Drifters recently won a first place trophy for a gliding parade float. In an effort to promote good cheer, help improve our and provide the public with a first hand, close look at hang gliding, the club got and made the most float ever seen in Montana! Following is an excerpt from an article printed in Billings' Gazette: "Of all the sights they saw, hang gliding reindeer were perhaps the most imaginative. The Billings Cloud Street Drifters Gliding Club mounted five hang gliders on the entry, which took the trophy for best t1 oat. glider pilots Keith Myhre, Jeff Feldman, Lori Ryan, Duane House and Billy Snyder 8

Mystic 177 Mystic 177 Streak 180 Mystic 166 Profile 17 Profile l7

Our plans for 1987, except for varions local competitions, are to have onr National Championship in Verria at Mt. Vermion (6,000 feet) for eight consecutive days during the first half of

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Recommended pilot proficiency level min ..................... Hang II

Specification Sheet For Vision Eclipse 14

Bridle measurements inner ....................... 57.25" middle ..................... 80.25" outer ...................... 103.75" (Measured from the rear wire exit point from the kingpost cap to the batten application line at the trailing edge.)

NITTE: These specifications are intended only as a guideline for determining whether a given glider is a certified model, and whether it is in the certified configuration. Be aware, however, that no set of specifications, however detailed, can guarantee the ability to determine whether a glider is the same model as was certified, or is in the same configuration in which it was certified, or has those performance, stability, and structural characteristics required by the certification standards. Glider Model: VISION-ECLIPSE 14 (Genesis) Glider weight (without coverbag) 48 lbs. Leading edge tube a. Distance from the noseplate anchor hole to: 1. crossbar attachment hole: ... lll'h" 2. rearmost sail attachment pt ... 201" b. Outside diameter at: 1. nose ................... 1.625" 2. crossbar ................. 1.625" 3. rear sail attachment point .. 1.625" Cross bar tube a. "Pin to Pin" ............... 95.25" b. Outside diameter ............ 1.875" Keel tube - least and greatest distance from leading edge nose bolts to: a. Crossbar plate hinge pin (plates must be resting on keel) .... 40.5" ±1" b. Hang loop .............. 56.25"±1" Sail cord length at: a. 3' from root .................. 76" b. 3' from tip ................... 37" Total span ...................... 28.5' Placards and test flight stickers located in front of the kingpost on the keel. Recommended pilot flying weight range ...... , ........ 95-165 lbs. APRIL 1987

Calendar APRIL 18-19: The Great Race, Lookout Mt., TN. 21-mile ridge race from Lookout Flight Park to Point Park and back. One of hang gliding's fun events. Two classes: competition gliders and sporting gliders. Prizes and trophies. $30 entry (includes dinner). Contact: Lookout Mt. Flight Park (404) 398-3541.

April 24-26: 7th Annual Monterey Bay Steeple Chase, Monterey, CA. Airshow and four divisions: Pro, Amateur, Womens, Vision. Day prizes of $100. Intermediate rating, no pods, 50 pilots max. Contact: Kitty Hawk Kites West (408) 384-2622.

May 1-3: American XC Hang Gliding Championships, Moore Mt., Lenoir, NC. Registration on the mountain May 1, 9:00 AM. Contact: ACC Championships, NCHGA, 701 Northampton Dr., Cary, NC 27511 (919) 467-5262 (Air Times).

May 23-25: 7th annual Dry Canyon Fly-In, Alamogordo, NM. Pilots meeting 8 AM in LZ on Indian Wells Blvd. near International Space Hall of Fame. Entry fee $20 in advance, $25 in LZ. USHGA members only. Contact: Scot Trueblood, P.O. Box ll31, Ruidoso, NM 88345 or Riker Davis (505) 257-2873. June 9-14: Manufacturers League Meet. Contact: Wills Wing, Inc., 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344. July 3-12: Owens Valley XC Classic. Contact: Tom Kreyche, P.O. Box 1535, Bishop, CA 93514 (619) 873-8367.

Sept, 17-29: International hang gliding film festival, St. Hilaire Du Touvet, !sere, FRANCE. Contact: 38720 Saint-Hilaire Du Touvet. Tel. 76 08 33 99. Oct. 15-17: Aircraft Owners and Pilots Association annual convention at Baily's Grand Hotel, Las Vegas, NV. Contact: Ann Kilian, AOPA 421, Aviation Way, Frederick, MD 21701 (301) 695-2052.

April 24-26: Monterey Bay Steeple Chase. May 16-17: Marina Beach soaring clinic. May 23-24: Mountain flying clinic. June 6: XC clinic. June 7: Chute clinic. June 13-21: Owens Valley XC tour. July 18: Chute clinic. July 19: Mountain flying clinic. Aug. 8-15: Hawaii tour. Contact: KHK West (408) 384-2622.

MAY 2-3: Mt. Zebo Zoar Pig weekend at Dardanelle, Ark. Hang Ills must have Hang IV voucher pilot. Also have chute, helmet, logbook and current USHGA membership. Contact: Larry Haney, 1601 N. Shackleford #131-4, Little Rock, AK 72211 (501) 224-2186.

May 8·10: 15th Annual Hang Gliding Spectacular. Kitty Hawk Kites East. Contact: P.O. Box 340, Nags Head, NC 27959 (919) 441-4124.

May 9-10: Second Annual Women's Fun FlyIn/Demo Daze at Ed Levin near Milpitas, CA. Small and medium sized gliders to demo. USHGA membership required. Contact: Lynda Nelson, 210 Calderon Ave., Apt. 2, Mountain View, CA 94041.

May 23-25. Region 6 regionals. XC fonnat; three 100+ mile flights from Buffalo Mt. have been recorded. Contact: Rick Chastain, 1134 Bear Creek, DeSoto, TX 75115 (214) 223-2307.

........

at a Showo The 1987

Calendar

~ 26\ _-1----~ _\ --~- . I . ·. . . I .

:;.::·- 1:· ...

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

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

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

1977 R.V. Wills--dcvelopment of accident reports and analysis. 1g73 Bill Bcnnctt---·introduction of practical parachute. 1979 not awarded 1980 John Lake---contributions to safety and training. 1981 not awarded 1982 Pete Brock, production and 1983 Dennis Pagen-··communication of safety & flying techniques. 1984 Donnell Hcwett--devclopment of safe towing practices. 1985 Mike Mcier--dcvclopment of competition point system.

by Vic

accepts Presidential Citation award from Russ Locke. Photo

awards administered by USHGA were in Boulder, Col·· meeting of the Board of Directors. The awards outstanding activity in several areas of the sport.

PRESIDENTIAL CITATION·-·Richard Boone As a and builder, Richard Boone has led in the effort to adapt new concepts and technology to production hang He introduced the floating crossbar, which helped to increase pilot control, and developed the strutted hang glider that eliminates need for structural wire bracing above the wing. A charter member of the Hang Glider Manufac· turcrs Assocation, he has served as its President and He has served more than a decade as a member of its Certification Review Board. In JCJ78 he was a U.S. representative in Switzerland APRIL 1987

Cin-

at the first international certification The Presidential Citation is presented to an individual considered to have made significant contributions to the sport. The activities need not have occurred in the current year. Commissioned in 1972, it is the oldest and highest noncompetition honor. PAST RECIPIENTS Volmer Jenscn·---developmcnt of controlled fixed wing. 1973 Francis Rogallo-invention of flexwing concept. 1974 Bill Bennett, Bob Dickenson, Bill Moycs-··dcvclopment of triangle control bar. 1975 Richard Miller--developmcnt of flex-wing hang glider Jg/6 Lloyd Lichcr--lcadership in creating USHGA

1972

EXCEPTIONAL SERVICE AWARD-·Lawlcss Lawless is effort in designing computer programs for USHGA headquarters, and overseeing the purchase and installation of the computer system. His actions have provided the means for increased service to members while saving thousands of dollars in programming costs. The Exceptional Service Award is nr,,o,,nff•n to the member who has provided the most outstanding volunteer service to USHGA at the national, regional, or local level during the current year. The award was commissioned in 1983. PAST RECIPIENTS 1983 Vic Powell-·liaison to national organizations. 1984 Erik Fair--fund raising for USHGA and the world team. 1985 Liz Sharp--compctition system development and support.

CA Improved service to members and site development have been strong characteristics of the Sy !mar Gliding Association. Reaching out to local government and residents near fly .. ing sites, installation of a phone weather station, and landing site construction pro .. reflect member involvement and support of their organization. The award recognizes the Chapter con-

USHGA REPORTS sidered to have conducted in the current year the most outstanding programs in beginner and novice activities, site procurement, safety, membership development and retention, USHGA membership development, and civic service. The award was commissioned in 1983. PAST RECIPIENTS 1983 Capitol Hang Glider Association and Maryland Hang Gliding Association. 1984 Tennessee Tree Toppers. 1985 Wings of Rogallo.

NEWSLETTER OF THE YEARBRANCHES, Tennessee Tree Toppers BRANCHES is recognized for its excellence in support of the sport and its sponsoring organization. The publication has shown consistent high level effort on the part of its editor, Duane Henry. Chapter activities and beauty of the sport are exhibited in a crisp, professional magazine format. The award recognizes the most outstanding hang glider newsletter in the current year for service to members, layout, article variety, safety promotion, and pictures. The award was commissioned in 1983. PAST RECIPIENTS 1983 WINDWRITER, Houston Hang Gliding Association. 1984 AIR TIMES, North Carolina Hang Gliding Association. 1985 SKY LINE, Capitol Hang Glider Association.

COMMENDATION Gary Scheer-For his longterm leadership in development of the sport in Region 11. He has served as a Chapterelected official and active instructor, introducing people to the sport and to USHGA. HAWK TALK Newsletter, Southern New York Hang Glider Pilots Association. For its free spirited method of communication and service to members through articles, pictures and original artwork. The award recognizes a member, Chapter or its newsletter exhibiting volunteer service to the sport that is of excellent

quality and significant importance to the Association. The volunteer work may have been completed during the current year. The award was commissioned in 1985. PAST RECIPIENTS 1985 Doug Hildreth-accident statistics and analysis. Free Spirit Hang Gliding Club, Elmira, NY-annual Labor Day weekend competition. BRANCHES Newsletter, Tennessee Tree Toppers-production quality.

THANK YOU The nominations for awards reveal that there is effort of excellent quality being conducted throughout the country by USHGA members. The Awards Committee enjoyed being informed of the many worthwhile projects undertaken and completed last year. We ask that this year you nominate an individual, Chapter or newsletter when the call for nominations is made in the October issue of this publication. It can help bring national attention and acclaim to those who are helping hang gliding continue to progress. USHGA enjoys saying "Thank You" to its members.•

1988 USHGA CALENDAR PHOTOS SOLICITED

The 1987 USHGA calendar has been judged adequately successful to warrant a 1988 calendar. At the spring Board of Directors meeting it was decided to do it again with some positive changes. Publications Committee chairman Bob Thompson will coordinate the 1988 design effort and is soliciting color slides for possible use. The composite format for the 1988 calendar has been modified as follows: 1) Mostly modern gliders; 2) A mixture of seasons and geographic areas; 3) Examples of: cliff or slope launch, towing, high altitude XC flight,

tandem, contest flying, spot landing, aerobatic, training, sunset, fixed wing, social, spectacular scenery, other (classic [bamboo bomber, etc.], HGMA vehicle testing, mall displays, etc.) Criteria for selection will be: 1) How well the picture depicts the activity; 2) Clarity and quality of the image; 3) A mix of glider models so as to not show a large bias towards any manufacturer; 4) Color slides are solicited only; 5) Horizontal shots are preferred; however, square or vertical shots will be considered. Included in the 1988 calendar will also be dates of: 1) Specific major holidays 2) Historical significance in hang gliding: Otto Lilienthal's birthday, significant hang glider flights (world record flights and other non-official records such as Jim Lee's 167-mile flight back in the early 1980's, etc.) For those individual members, clubs, businesses, and professional photographers who are interested in contributing, please send your colors slides in some mode whereby the slide is protected to: Bob Thompson, Chairman USHGA Publications Committee, 4319 W. Larkspur, Glendale, AZ 85304. Slides which are considered to be usable will be retained until use, or until a higher quality similar slide is obtained. As soon as deemed not usable, slides will be returned to the owner. Please include with each slide: A onesentence description, credit to the photographer and return address. No financial remuneration will be provided by USHGA. There are still some 1987 calendars available from the USHGA office. They are being made available to clubs at a very reduced rate ($4.00 + shipping) for use by club officers for beneficial purposes such as gifts to politicians, community leaders, land owners, etc. Contact Cindy Brickner at the USHGA office for these. For those of you who still don't have this year's calendar, you are really missing a good thing and they are still available to you at the standard rate. •

HANG GLIDING

USHGA RE ORTS

Safety and Training Committee Report by Mike King Over the past winter and into this spring, your USHGA Safety and Training Committee has been hard at work on many different items. Some of you may feel these things are "trivial," but they're the type of things which really help us all, help the sport of hang gliding grow in a semi-controlled manner, and help improve the quality of our flying experiences, through self-regulated freedom. Let's take a look at what this operating branch of your Board of Directors has been up to lately. TANDEM One of the biggest projects was completion of the new Tandem (2-place) Requirements, which are now in effect. As those of you who fly tandem should know, the FAA's grant of exemption from FAR Part 103 has been renewed for another couple of years, but there are some rather definite requirements which must be met for safety reasons. Thanks to the efforts of Joe Greblo and other dedicated individuals too numerous to mention, we have developed Class 1 and Class 2 tandem clinics, study guides, and exams. Good examples of learning experiences and the tandem training potential have already been seen through the clinics put together by Delta Wing Gliders, Greg DeWolf, etc. For more information, contact your Regional Director or the USHGA office.

INSTRUCTION For already Certified instructors and other pilots with the skills, patience and desire to become certified as a USHGA Instructor, we've done a couple of things. First, the process of recertification has been streamlined, such that your Regional Director can selectively "waive" the stricter requirements of ICP attendance every three years, by reviewing your "student log" and verifying your current activity and continued APRIL 1987

teaching proficiency to the office. Periodic ICP attendance and completion is still mandatory, at slight) y longer time intervals still to be decided by the board. Of course, we're asking wmething in return for saving you all th s time and other expense; a new annual reporting form has been developed which will be sent to all current certified instructors. Simple to fill out, it will p10vide the USHGA with a lot of the statistical data on questions which we've a, ways been asked by insurance companies, potential sponsors, and many other v.orthwhile sources, but have never been able to accurately answer. Meanwhile, the ICP manual has been completely rewritten and mcdernized, and the new copies will be available soon (for a small fee to cover printing and postage) from the office. Ea,:h and every active and potential instructor should get one of these new manuals, arld since we're always looking for ways to improve things, you're welcome to pnvide constructive criticism or other i11put for the next revision, RATINGS EXAMS Speaking of improving things, at long last (some say six years too late!) we're about to have brand new Intermediate and Advanced written exams! By the time you read this they should be available, and will be distributed to current Examiners and Observen: as quickly as possible, (Please don't forget, those faithful employees in the USr(GA office are only human, and in spite of how our Executive Director cracks the whip, they can only accomplish so much in a day's time!) TOWING Look for some improved guidelines on tow-launching systems to be published soon, too. These have been under development for nearly two ye3rs, and

with the knowledgeable assistance of Donnell Hewett, the Cross Country Tow Pilots Association, and again, too many others to individually mention, we're pretty certain that you 'II be seeing these by early summer, For those of you who are more anxious, your Regional Director might have the final approved version a bit sooner. "Truck towing," the popular launch system developed by the ATOL folks, will also be included in an alternate section of the guildelines as soon as possible. Indeed, with news of the recent exploits in Australia and other parts of the world, the future's lookin' brighter for flatland thermallers all the time\

ON THE STRUCTURAL SIDE Thanks to Greg Shaw and many others who've written articles over the past several months, spurred on by the Public Relations Committee (of all people!), and necessitated by our ever-present accident review reports (although statistically the sport of hang gliding appears to be a wee bit "safer" all the time, even one serious accident is too many), we are developing a comprehensive glider/airframe "troubleshooting" manual. The manufacturers, active shops and dealerships, and individual pilots will all be involved in this ongoing project. If you would like to contribute, contact your Regional Director, who will forward your input to the appropriate Safety and Training Sub-Committee. And meanwhile, pay attention to your owner's manuals, and the recommendations to do (or have done for you) more frequent glider/airframe inspections. The information you'll gain, and the hurt you might prevent, can help a lot of others. HARNESSES TOO While we're discussing potential structural problems which can affect our hang gliding safety, another of the USHGA's Safety and Training Sub-Committees has been working on guidelines for harness construction and testing standards, A recent serious accident in Colorado was harness-related, and points out the need for research in this direction. With the increased aerobatic flight 13

USHGA REPORTS capabilities of gliders and pilots, as our sport matures, it has been suggested numerous times that the DHV (German) harness standards, used in some form by most European harness manufacturers, be adopted in this country. We'd like your input. If you or anyone you know is active in harness design, construction, repair, etc., please assist by sending your ideas to us.

PILOT SKILLS The Board of Directors recently adopted two changes to the Pilot Proficiency System, as recommended by the committee. The first, brought to our attention by the Daedalus Hang Gliding Club in Pennsylvania, involves the altitude gain verification requirement for the Lilienthal Diamond Award. It seems that there aren't quite enough barographs to go around on great days, so instead of the mandatory barograph trace, the application can now state that a positive 5,000 + foot altitude gain was made, "... based on second pilot's observations, and experience of that day's conditions ..." Also, for you pilots working on "Special Skills" sign-offs, please note that the "RLF" requirement has been changed to "... downwind, base, and final approach legs within a 300joot square . .." But let's all remember that "flying into things" continues to be reported as one of the most common ways to have a hang gliding accident, so let's not get too lenient Observers! And until you have truly developed your "RLF" skills by practicing spot landings in bigger, safer LZ's, and can honestly land the glider you're flying in a small area every time, don't try it! Work continues on possible changes to the Master Rating requirements. The committee discussions seem to vary between totally eliminating the rating, and making the requirements much tougher than they have been, to account for improvements in glider performance and pilot knowledge since the original concept of the rating. Some committee members feel that it should be treated as merely an indication of added skills beyond the Advanced Rating, while 14

others would like to see "maturity and leadership" become a more realistic requirement for the Master Rating. More on that later.

FINAL THOUGHTS A quick reminder to all pilots, arising out of complaints from several regions: Lack of recent flying experience can result in sharply eroded skills, so if you haven't gotten to fly enough lately, stick with what you can safely handle, for sure. Revocation of your ratings, per standard procedures, can result from flying so as to endanger yourself or others, so stay current. Watch out for each other. Keep your

eyes open for potential problems like forgotten hang checks (and holler if you have to!), and take responsibility for the safety of each other, because it affects all of us. Hang glider pilots represent a very small, and a very lucky, percentage of the total population. We enjoy a very special sport. Without going into any more discussion, let's all work a little harder to make it a lot safer. We've enjoyed sharing some of these ideas about what the Safety and Training Committee has been doing, and we'll probably do it again soon. Thanks for reading along!•

'Oct.IT LEAVE THE SpoAT THIS

WA'f ,,,

Mool( IN l!

HANG GLIDING

A Cross Country Revolution by Lee Owen Oflirpa

necessity is the mother of invention, then surely pure discomfort must be the father. At best in my case, an utterly unsavory experience was the inspiration for two inventions that are destined to revolutionize crosscountry flying for the serious pilot. Here's how it happened. Last fall was typical flying weather here in West Virginia: All the best days were during the middle of the week when drivers are hard to come by. After passing up several promising flights, I gave in to primary urges and went flying by myself. I launched into a blue sky lined with fleecy streets and before long I was 3,000 over and climbing. I decided to head out cross-country, blithely thinking that I could thumb a ride back to my car. After about twenty miles of fairly easy going, I encountered a great blue hole. My intended path led through a vast area of cloudless sky, so I took a crosswind tack that allowed me to struggle on for another half hour. Alas, my tactics were futile for I eventually reached an ocean of trees that could not be crossed without a guardian angel. Mine was on vacation, so I floundered around for another ten minutes in weak lift before landing in a field near the largest road I could find. I kicked rocks for a while and gazed longingly at the large puffy clouds drifting overhead. Landing after a cross-country flight always leaves me with a shoulda, woulda, coulda feeling, but I had more pressing matters to attend to - mainly, getting home. I had no idea where I was. Probably Timbukthree or East Boondock. However, I figured I could hike out to a major highway; it was a fine September day. I about had my glider in the bag when a small Chevy pickup pulled up. The driver rolled down the window, spat a stream of tobacco and queried: "You lost?" "No ma'am, I just landed here," I explained. I went on to tell her about cross-country flying and how nice it would be to find the nearest road. "We'll give ya a lift," she stated with simple country directness. "I'm Bertha and this APRJL 1987

Thermal triggers. The two stripes indicate explosive charges. Three stripes identify incendiary devices. Both detonate 10 seconds after pulling fuse line.

here's my sister Bernice." She nodded at her passenger who offered me a gap-toothed smile. "You can call us Benie and Bernie." I introduced myself and they stepped out to lend me a hand. I didn't have to look closely to see they weren't a great blessing to the gene pool. They both h,d dreadnaught bodies, porcine paunches and more chins than the Hong Kong phone book. But they were friendly enough, and hey, a ride's a ride. We loaded my glider on the truck and tied it down with a hunk of rope found amidst the litter in the pickup bed. I climbed into the front seat and noticed that they both stepped in simultaneously in 1 neatly choreographed move - probably to keep the truck from rolling over. Pressed a; I was between their immense bulks, I had a chance to examine them more closely. Bernie, the quiet one, wore a T-shirt and bib overalls. She had red eyes and an 84 haircut (a,;quired by driving on route 80 with all four windows down). Bertie was dressed in bright stretch pants and a tortured tank top. Her hair was done in

tight braids that stuck out from her head. She wore a pound of makeup and a sea of perfume that smelled like bug spray. Bernie was merely steeped in natural rank. Mercifully, we drove with the windows down. Before we went more than a few miles, they asked if I minded if they dropped their groceries off at home. "No problem," I said and we turned up an unpaved country lane. After another mile we came to a ramshackle building that they identified as theirs. The yard was decorated with a dilapidated outhouse, old shoes, chickens, garbage and a dead rat. The shack had two rooms: a bedroom and a kitchen with no running water. The floor was strewn with chicken bones and droppings, beer bottles, tin cans, dirty underwear, bread crusts and other bits of offal, detrius and verminous refuse. Their one tribute to culture was a black velvet painting of Elvis in the standard dayglo colors hung like an icon over the bed. After I helped them carry in the groceries, they offered me lunch. I didn't have much of an appetite, but they sat down to a seven 15

Auto control pauel mounted to glider base tube. Control signal receiver with throttle control in

course meal a hot dog and a six-pack. Before long they began to acquire a curious glint in the eyes as they surveyed me up and down. With leering grins they invited me to be their guest. I didn't understand until they carried me bodily into the bedroom and threw me on the unkept bed. I'm not the world's most experienced guy, but I recognize a fomale in heat. My protests were useless as they were under the obsessive control of their pituitaries. went by in a blur of anguish and shame. Once in awhile they'd toss some food my way usually some greasy mumble grunny or po'nuff with a few spacklins thrown in. I was beginning to fear for my life. My opportunity to escape came one evenwhen they were pulling on a jug of white lightning. Eventually they both passed out and were snoring like chain saws. I crawled around rnmmaging for my clothes when a couple squabbling chickens woke up Bernie. I had to high-tail it out the back door and into the woods, buck naked with Bernie in hot pursuit. I hunkered down under a laurel bush as she came dieseling through the underbrush, snorting like a water buffnlo and cursing like a Euphrates fishwife. She passed within fifteen feet of me and I figured I was a goner, but the failing light and her fit of pique served to preserve my freedom. Eventually she gave up the chase and I crawled back to grab a pair of Bernie's bibs airing out on the clothesline. They could 16

Mannequin in place showing. beautiful lifelike features. have handled two of me, but I was desperate enough to wear a dress if I had to. I walked most of that night until I came to a small town and a State Police barracks. When I told my story, the officers on duty just grinned and said I wasn't the first innocent victim of the two Flattus sisters. The next morning the police drove me back to get my glider and clothes. Bertie was still passed out, but Bernie was bellowing all manner of vicious epithets and it took three deputies to restrain her. A~ Shakespeare wrote, "Hell hath no fory like a woman scorned."

THE INVENTIONS I was glad to escape from that scene with my life. When l got back to my ear I found a broken window and four missing hubcaps. The whole experience could have left me bitter and disillusioned with cross-country fly-

ing, but T chose another attitude. I decided to let my bad memories provide the impetus to solve the problems inherent in crosscountry flying, if possible. I concluded that we have two main ob·· stacles when trying to fly far. The first is simply a lack of thermals at the right place and the right time. Sometimes only one thermal strategically placed makes the difforence between a short jaunt or a really long flight. If thermals were more evenly distributed, many more of us could achieve that magic 100 miles, or 300 miles for that matter. The second obstacle is retrieval. Even with a driver and radio contact retrieval is often a problem since roads rarely follow the wind direction and contact is lost. If only there were some way of assuring our vehicles would reach us in a timely fashion, probably more pilots would fly X-C. The solution to the first problem came to me as I sat watching a news program detailing President Reagan's failure at Reykjavik and decision to resume nuclear testing. "That's it!" I exclaimed. "What's good enough for our illustrious president is good enough for me." I was well aware of the possibility of releasing thermals by causing a disturbance on the ground. Why not release thermals with a small explosion? The similarity in appearance between an ideal thermal and a mushroom cloud was not lost on me. I sat down to devise a small bomb that HANG GLIDING

IIEL1A WIN&

Access•ries could be dropped from the air to release a thennal whenever necessary. Now anyone with an understanding of high school chemistry and a willingness to do a little research can make explosives out of readily available materials - kerosene and nitrogen fertilizer, for example. However, I went for the elegant stuff, plastique, for its high explosive to weight ratio, its stability and the capability to mold shaped charges. The results of my work are shown in photo 1. These are simple bombs that explode ten seconds after the fuse is pulled. This allows a drop of over 1,000 feet, and a longer delay can be used over open country. The bombs fit in a convenient holster on the control bar and have been carefully tested to provide a reasonably large and not too virulent thennal. After using these Thermal Triggers for a few flights, I realized an additional wrinkle would be useful. Sometimes one last thermal in the evening is greatly desired, or the sun goes behind a cloud so long that there is not enough warm air on the ground to trigger. For this reason I also designed an incendiary device that starts a small but effective fire, creating its own them1al plume. Of course, this is only effective over grassy or wooded areas. Obviously, neither of these devices can be used over populated areas. Because of the necessity for discretion in their use, they will only be sold to serious, mature cross-country pilots. The expected price is $4.00 per charge which works out to be only around $20.00 per 100-mile flight if a few natural thermals are used along the way. The second problem with cross-country flying - retrieval - was not so easy to solve. However, a bit of tinkering, scrounging and conniving resulted in the conception and construction of a device that will fit any automatic transmission-equipped vehicle and essentially tum it into an RC car. A miniature radio control module fits on the glider control bar and allows a pilot to bring a car along on the ground and have it waiting beside the desired landing field. No more retrieval hassles! Photo 2 shows the receiver and servo system in the vehicle consisting mainly of steering and throttle control. Photo 3 shows the control panel mounted to a control bar. At first, I thought the problem of controlling a glider and a car at the same time would be too much to handle. However, I learned to navigate the car through towns while I was tracking straight between thermals and keep APRIL 1987

the car on straightaways when I was thermaling. The added dimension of complexity actually makes XC flying more fun. I suggest anyone intending to use this system practice on model RC cars first. The introductory price for both the slave and master control systems including complete directions is $350.00. One small additional problem that cropped up was the occurrence of a few small accidents as other drivers were distracted by my driverless vehicle motoring happily along. The solution to this problem is to use a mannequin or life-sized doll advertised in men's magazines properly placed in the driver's seat. This illusion is hard to tell from the real thing at a reasonable distance as shown in photo 4. Now the ball is in your court. If you wish to truly enhance your cross-country potential, try a sampling ofour products. For more infonnation on this and our highly successful Wright Tern glider (see the report in the April, 1986 Hang Gliding) write: RETROGLIDE WINGS, INC. 435 PSEUDO CIRCLE SPURIOUS, WV 78610 As a final note, I have added a bit of excitement and mystery to the game. In a few of the Thermal Triggers I have included a vile concoction that gives off a powerful maloderous Musk of Bernice or the equally execrable Essence of Bertha. These strong scents will drift up to you in the thermal and you'll be able to experience the doublebarreled ugliness that was responsible for starting this revolution in hang gliding crosscountry flying.•

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P.O. Box 483 • Van Nuys, CA 91408 • (818) 787-6600 • Telex No. 65-1425

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

David Anthony Tracy Baker Robert Bosson John Brotzman Louise Cawthon Robert Class Lycio Defaria, Jr. Paul D. Ferazzi Mark Feuerstraeter Edward Fields Michael Heinsohn Glenn Keller Vandy Piatanida Roy Shaibal Terrell Watson

San Jose, CA Los Gatos, CA Fremont, CA San Luis Obispo, CA San Francisco, CA Pleasanton, CA Walnut Creek, CA Los Gatos, CA San Luis Obispo, CA San Jose, CA San Jose, CA Los Gatos, CA Portola Valley, CA Stanford, CA Bakersfield, CA

Pat Denevan Rob Engorn Rob Engom Achim Hageman Eric Beckman Rob Engom Pat Denevan Rob Engom Achim Hageman Rob Engom Rob Engom Rob Engom Charlie Whitehill Dave Bowen Achim Hageman

2 2 2 2 2 2 2 2

Carol Beck Eric Fincke Sean Gillespie Daniel Hudig Roger "Bud" Robinson Willow Thompson

Carpinteria. CA Goleta, CA Kaneole, HI Isla Vista, CA Kailua, HI Isla Vista, CA

Ken de Russy Achim Hageman Lani Akiona Achim Hageman Lani Akiona Achim Hageman

Dennis Haley Dennis Tubbs David Turnbull

Durango, CO Apache Jct., CO Colorado Spgs., CO

Doug Gordon Doug Gordon Ron Wilkinson

Curtis Johnson Mark Kommesser

Siloam Springs, AR Little Rock, AR

Doug Gordon Lawrence Haney

Robert Esty

Torrington, CT

Alegra Davidson

2 2 2 2

4 4

Yousuf Alam Peter Anderson Roy Dickinson Mark Fleming James Fox Richard Garratt Glendon Good Dale Hutchins Gary Jones Glenn King Angela Undem Al Wright

Sylmar, CA Escondido, CA Los Angeles, CA San Diego, CA San Bernardino, CA Redlands, CA Pac. Palisades, CA Carpinteria, CA Sherman Oaks, CA Palm Desert, CA Escondido, CA W. Hollywood, CA

Ted Boyse Dave Wiese Matt Taber Gregg Lawless Debbi Renshaw Debbi Renshaw Joe Greblo Ken deRussy Ted Boyse Scott Smith Dave Wiese Joe Greblo

Tim Delaney Calvin Earl Teri Hill Randy Kerr Rob Kertesz John Langham Clay Muise Robert Schick

Gunnison, CO Ogden, UT Clearfield, UT Colorado Spgs., CO Sandy, UT Colorado Spgs., CO Colorado Spgs., CO Salt Lake City, UT

Jim Zeiset Gary Lagrone Gary Lagrone Jim Zeise! Gary Lagrone Jim Zeiset Jim Zeiset Dave Rodriguez

Dave Driscoll Lon Streib Peter Swanson

Caldwell, ID Idaho City, ID Missoula, MT

Mike King Mike King Roger Lockwood

Dwight Smitherman

Haviland, KS

Hugh Martin

Marc Schumacher

Detroit, MI

William Henry

Doug Hamilton-Michon

Northampton, MA

Rob Bricknell

Robert Frederickson William Ozkaptan

Greenbelt, MD Alexandria, VA

Eric Logan Gary Elhart

Doraville, GA Tampa, FL Decatur, GA

Matt Taber Matt Taber Matt Taber

10 IO IO

Rochester, NY APO,NY

Bob McGovern Gary Elhart

Kevin Beck Doug Mihalega

Pettisville, OH Cortland, OH

Matt Taber Mark Kline

9 9

Greg Grant Tyrone Jackson Thomas Ward

Bruce Larsen J.R. Sneed

Atlanta, GA Marietta, CA

Matt Taber Matt Taber

10 10

Scott Grove Ronald Oudean

4 4

INTERMEDIATE RATINGS NOVICE RATINGS NAME NAME

CITY, STATE

INSTRUCTOR

Arthur Fleming Scott Kennedy Collins Loupe

Seattle, WA Tacoma, WA Chelan, WA

Dave Chadwick James Reynolds Buck Mc Minn

Will Barrentine Ed Hart Laramie Work Heinen Rob Hitchcock Bill Horat Rob Lay Dan Leahy Wayne Oster George Proudfoot Robert Simmons

San Jose, CA Sunnyvale, CA Dunlap, CA San Francisco, CA Tracy, CA San Anselmo, CA Fremont, CA Redwood Valley, CA Fremont, CA Los Altos, CA

Jim Woodward Dan Murphy David Bowen Charlie Whitehill Pat Denevan Jeff Mott Jim Woodward Jeff Mott Jim Woodward Jim Woodward

CITY, STATE

OBSERVER

REGION

2 2 2 2 2 2 2 2

David Straub

Seattle, WA

Mike Daily

Mark Furst Joe Hasting Roger Jackson Roy Lautoma Hugo Steemers

S. San Francisco, CA Larkspur, CA S. San Francisco, CA Placerville, CA Tulo Alto, CA

Charlie Whitehill Connie Lee Bowen Charlie Whitehill Richard Cassetta David Hoke

Lou Appell Jeffrey Feldstein Tim Larson Randy Lehfeldt Rob Levin John Loftus

Channel Islands, CA La Crescenta, CA San Diego, CA Redlands, CA N. Hollywood, CA Costa Mesa, CA

Ken de Russy Ted Boyse John Ryan Debbi Renshaw Joe Greblo Jim Mc Kee

2 2 2 2

HANG GLIDING

RATINGS AND APPOINTMENTS OBSERVERS APPOINTMENTS

Larry Passafuma Mark Story

San Diego, CA El Cajon, CA

John Ryan John Ryan

David Frechette

Putnam, CT

Paul Voight

George Reeves Jim Springer William Vaughn

Kill Devil His, NC Cloudland, GA Key West, FL

Steve Wendt Matt Taber Roger Coxon

IO 10 IO

Ted Boyse Dino Dinaso Rob McKenzie Scott T. Smith

Sepulveda, CA Sylmar, CA San Bernardino, CA Palm Desert, CA

Joe Greblo Larry Mace Erik Fair Erik FAir

Daniela Barelli Gianni Zanetti

Prosito, Switzerland San Vinore, Switzerland

Iosep Koprivec Josep Koprivec

FOR FOR

Arthur Barrick Dean A. Rogers, Sr.

Ft. Loudon, PA Centreville, VA

Richard Hays Eric Logan

Reuben DeVries

Wappingers Falls, NY

Paul Voight

NAME

CITY, STATE

EXAMINER

REGION

9 9

ADVANCED RATINGS BASIC INSTRUCTOR APPOINTMENTS NAME

OBSERVER

CITY, STATE

REGION NAME

John Hack

Spokane, WA

Larry Strom

Paul Getty Kenneth Johnson Bob Ortiz Paul Sussman

Lodi, CA Bakersfield, CA El Sobrante, CA Livermore, CA

Carter Josephs Dave Bowen Charlie Whitehill Jay Busby

Jon Scott Purdy John Zeagler

Hollywood, CA La Jolla, CA

Joe Greblo Steve Hawxhurst

Donnie Anderson

Traverse City, Ml

William Fifer

Charles Carder William T. Scott, Jr.

Gaithersburg, MD Ellicott City, MD

Arthur Newman Richard Hays

Mauricio Tovar

Miami, FL

Bill Bennett

Jeff Leach

Sask, Canada

Bill Bennett

FOR

MASTER RATINGS NAME

CITY, STATE

DIRECTOR

Robert Mc Kenzie Terry Wilkins

San Bernardino, CA Altaloma, CA

Rob Kells Rob Kells

Warren Flatte

Fort Smith, AR

Steve Michalik

REGION

TANDEM RATINGS Class Two CITY, STATE

DIRECTOR

REGION

Wally Anderson Jim Johns

San Anselmo, CA Marina, CA

Russ Lucke Russ Locke

2 2

Mike Benson Leo Bynum

Honolulu, HI Sierra Madre, CA

Joe Greblo Mike King

NAME

APRIL 1987

CITY, STATE

AD MIN/ DIRECTOR

REGION

Howard Brown Brad Hays John Middleton Reaen Permenter Arthur Newman Dennis Schelle Gaston Servant Robert Stilwell

Stevensville, MD Cockeysville, MD Arlington, VA Whitehall, MD Gaithersburg, MD Baltimore, MD Wheaton, MD Columbia, MD

Pagen/Pagen Pagen/Pagen Pagen/Pagen Pagen/Pagen Pagen/Pageh Pagen/Pagen Pagen/Pagen Pagen/Pagen

9 9 9 9 9 9

John Wallen

Wingdale, NY

De Wolf/Rikert

AWARDS BRONZE

SILVER

GOLD

Patrick Brook Dean Rogers, Sr. James Anderson James Coan B.J. Schulte Russ Bailey B.J. Schulte Peter Wellhofer Will Barrentine Perr Suhr Barry Bjork Chuck Drake Dave Driscoll Paul Gazis Robert Henderson Marcus Knowlden Paul Kokes Tony Laminack Dan Leahy Edward Lee Harry Martin Ed Poe Dave Prather Kenneth Sandifer Keith Sawa Deborah Schmidt Paul Senter Glenn Simpson Kent Speaks Keith Waldrop Tim Wood Anthony Hitchings received his Bronze Award in December and his name was misspelled in our February issue. Our apologies, Anthony Hitchings.

.•

This winter was blustery as usual for the locals in Orange County, California fighting colds, flu and other ailments. In the search for a panacea to the hibernation blues, the past year's Hang Gliding magazines were perused, with great interest in the recent record attempts in 1986. Noting that the buzzphrase "Great Circle distance" was mentioned constantly, and not knowing how to calculate it, it was time to go back to school to get educated. I thought to myself, "What's the big deal with this Great Circle Distance Method? Does it require spiritual revelation? Do I have to know Erik Fair personally or what?" In search of an answer, the local shops were queried, but alas, to no avail. Searching through past issues of Hang Gliding, the formula was found in the February 1982 issue, but after a few tries I quickly learned that it is a very tedious affair, requiring zillions of calculations to arrive at an answer. ("Zillions, and zillions ..." Carl Sagan.) This business of spherical geometry is not for me. Wanting to learn more, I contacted the Shell Answer Man, Steve Pearson, who sent me yet a more complex formula. Not one to give up, I figured that this was work for the computer. A few hours later the job was finished, and I was ready to tackle the globe. The formula is as follows: a = 60 arccos ( cos(b)cos(c) + sin(b)sin(c)cos(A) ) where: b = 90 - Latitude of location 1 c = 90 - Latitude of location 2 A = absolute value of (Longitude 1 Longitude 2) The program presented here was written in Basic for the broadest applications and should run on many of the portables out today with no problems. just bring one along on your next flight and pick your landing spots - say, three or four hundred miles? No, that's impossible, everyone knows you'll tum inside out if you fly more than 250 miles . . . It will produce the angle of Great Circle covered in degrees, the distance in nautical miles, statute miles, and kilometers (FAI friendly). There are a few strange looking gyrations in this set of commands which may puzzle some of you hackers. These are caused by limitations of the software (Basic 3.0 of MSDOS 3.1) in which the trig function ARCCOS does not exist and is substituted by a twenty dollar formula using ATN(X). If you have a newer version then three or four lines can be eliminated using APRIL 1987

My Search For The Truth, or How to Calculate Great Circle Distances by Randy (the Great Llama) Bergum

the proper function. A few words on the concept: When the powers that be decided to map the world they defined the equator to be a "Great Circle," or one that has its diameter passing through the geometric center of the earth. This circle is divided into 360 degrees, and each degree is divided into 60 minutes. One nautical mile is equal to one minute (on a Great Circle only) which makes for some interesting things. F'rinstance: Traveling due north or south, one can calculate the distance covered just by counting minutes traveled in the changes of latitude (39° N - 3'1° N =

2° = 120 minutes = 120 nautical miles). This concept doesn't work going east or west unless you are on the equator because of the narrowing distance between the lines of longitude. Imagine sections of an orange as you approach the navel. Taking this one step further, if you travel one nautical mile in one hour, the velocity is called a knot (kt.) which is what boats do and people tie. Now that I have attained the highest sphere of consciousness and understanding, I must meet with my friends at the high mountains in the Himalayas. Seems like there's some flying to do.•

10 CLS 20 PRIXT "THIS IS THE GREAT CIRCLE CALCULATIOX PROGRAM" 30 PR Ii':T 40 PRINT "ENTER THE LATITCDE OF LOCATIOJ #l AS FOLLOWS:" 50 INPUT "DEGREES: "; LADl 60 !XPCT ")l!NUTES: "; LA)ll 70 BPUT "SECOl\'DS: ";LASl 80 PRINT "ENTER THE LONGITCDE OF LOCATIOJ #1 AS FOLLOWS:" 90 !XPCT "DEGREES: "; LODI 100 IXPCT "MINUTES: ";LOMl 110 UiPUT "SECO!iDS: ";LOSl 120 PRINT "ENTER THE LATITUDE OF LOCATIO~ 2 AS FOLLOWS:" 130 INPUT "DEGREES: ";LAD2 140 !:-/PUT ")l!NUTES: ";LA)!2 150 r;,;pur "SECONDS: "; LAS2 160 PRINT "ENTER THE LONGITUDE OF LOCATION 2 AS FOLLOWS:" 170 INPCT "DEGREES: ";LOD2 180 !XPUT "MINUTES: ";LOM2 190 INPUT "SECONDS: ";LOS2 200 LATl LADl+LAMl/BO+LASl/3600 210 LONI = LOD1+LOM1/60+L0Sl/3600 220 LAT2 = LAD2-LAM2/60+LAS2/3600 230 LOX2 = LOD2+LOM2/60+LOS2/3600 240 COLATl = 90 - LATl 250 COLAT2 = 90 - LAT2 260 C = ABS(LONl - LON2) 270 REM ALL ANGLES MUST BE EXPRESSED IN RADIAXS 280 RE)! R IS THE FACTOR TO CONVERT FROM DEGREES TO RADIANS 290 R .017453292# 300 V CDS(COLATl*R) 310 W COS(COLAT2*R) 320 X SIN(COLAT1*R) 330 Y S!N(COLAT2*R) 340 G COS(C*R) 350 K (V*W+X*Y*G) 360 A -ATN(K/SQR(-K*K+l))+l.570796 370 NM = 60*A/R 380 SM= NM*l.15077 390 KM= SM/.62137119# 400 PRI)IT 410 PRINT "THE ANGLE OF THE GREAT CIRCLE COVERED IS: AIR; 420 PRINT 430 PRINT "DISTANCE IX XACTICAL MILES rs, "; NM 440 PRINT "DISTANCE IK STATCTE MILES JS: SM 450 PRINT "DISTANCE IN KILOMETERS IS: KM 460 PRIXT 470 !!\PUT "RUN ANOTHER (Y or N)";llS 480 IF XS= "Y" THEN GOTO 10 ELSE GOTO 490 490 EXD

"DEGREES"

btJ

was I mad. The forecast for the day, May 5, had looked so promising. Good wind velocity and direction coupled with the likelihood of a low humidity, post-frontal day. 1bgether they folfilled the necessary conditions for a hundred--mile cross-country flight: fine altitude gains, fast drift, and a good route through the mountains which begin 50 miles downwind of the launch at le1:npclt1)n, PA, that is, as long as the clouds did not overdevelop as they had the before. Sadly that is exactly what they to do under the effect of the moist air coming down from Lake Eric one hundred miles to our north. the time I launched as the wind dummy at II: 30 AM there was 75 % cloud coverage, and it was getting worse by the minute. I soon found a good thermal and was climbing away behind launch at 6-7(X) fpm towards the very overdeveloped clouds above. But at around 4,()0()' AGL the lift died. My search pattern for another thermal found nothing but strong sink and I landed in a rage 21 minutes and 6 miles from launch. I called in for a ride back to the hill and to break down my HP as fast as if it were a Lancer because the overcast was to break up and I was frantic to get another flight. While waiting for Tim Kelly's mercifully quick I was constantly scanning the skies for other gliders whieh I was APRIL 1987

Lehmann

sure would be flying overhead on their way to long flights while I was stuck on the ground. However, only Marty Eiler could be heard on the radio, and it sounded as if he were getting a repeat of my flight. After a quick ride back to the hill under an improving sky, I discovered that the weather god was playing games with all of us this day. Most of those who had launched after me had gotten sled rides to the landing field 480 feet below launch. strange. I, along with everyone else, set up and by 2:00 PM we were ready to relaunch. Conditions were confusing. The wind velocity had begun to pick up to about 15-20 mph with some stronger gusts, and the overcast had broken up. However, the remaining cumics were oddly shaped, and the consensus was that they were not active. After half an hour of watching, it seemed that some of the clouds were active again so I decided to launch and test the air rather than fume on the ridge. The air proved to be a nasty mix of turbulence, broken and unworkable thermals and strong wind. After twenty minutes of being pounded over the the air began to change with more and slightly larger thermals coming through. They were still too small and turbulent, and I was still too low to do any 360's in them, but I was getting higher. Finally I hit a larger,

strong thermal at 600' in which I could get two full turns to assess its quality before committing myself to going over the back. As it went higher the thcrmal's size increased and the climb rate diminished to about 300 fpm, but it gradually got me to cloudbase at 6,400' AGL. As I was approaching the cloud I saw the glint of Mike Neuman's surf~ coated Sensor climbing like a bandit through 3,500' about two or three miles behind me. We now began a classic 50-mile journey of cloud hopping from one 600 fpm thermal to the next. At first we were separated by a couple of miles, but at about the fifteen-mile point near Keystone Lake I decided that it might be advantageous for us to team fly, so I waited at cloud base for five minutes until I could relocate Mike whom I had lost sight of in the mean time. He was on a track a bit to the nmth of mine so I headed north until I intersected his course. We then flew the next 25 miles together until we became separated around Spangler where Mike got low. During this period I was often out at cloud base and once made it to 7,000' AGL. Several times I noticed that my flight suit, gloves and tow bridle were covered with frost in the fifteen air. out ahead of Mike while he climbed back up, I saw the wide wooded barrier of Allegheny Mountain ahead of Zl

MILESTONES

us. Only once had a Tempelton pilot made it to the mountain, and no one had ever gotten over it. The mountain is only about 1200' high, but it represents about 5-7 miles of woods with few landing areas. If you go over the mountain to the north of Route 22 you come out over the city of Altoona which fills the next valley. Murphy's Law dictated that as I approached this barrier the clouds would become sparse and I would get low about three miles from the woods. Fortunately, I found a weak thermal that got me up to 4,000' as I drifted rapidly into the wilderness. While still slowly climbing I saw an enormous heron fly by a little below my altitude. As I had never heard of herons flying at such altitudes I tracked him to see what he would do. About 28

a quarter of a mile south of me he flew into a good thermal and began to 360. Seeing that he had a better climb rate than I did, I flew over to his thermal. As we were now at about the same altitude he opened up his circle and did two lazy turns around me before flying off to the west. I continued climbing until the thermal petered out at 5,400' over the first part of the woods. Heading downwind I found moderate sink as I followed fourlane Route 22 over the mountain and down the backside. While I never got below 3,000' I was very concerned that the lee-side rotor on such a windy day would break up any lee-side thermals that might form. For that reason I took the first patch of zero sink that I found in the hopes that it would allow me to drift

far enough away from the mountain to where I could find a legitimate thermal. Drifting at 3,000' I reached the middle of the valley over the intersection of Routes 22 and 220 where I found a thermal that took me to 6,000' over the railyards at Holidays burg. While this was going on I was receiving garbled transmissions from Mike who after climbing back up had decided to take the more northerly route over the mountain. Passing over the reservoir on top of the mountain he could see from the wind shadows on the water exactly how wild the wind had become since we launched. Continuing over the top he kept sinking until he was at 3,000' over the city of Altoona with no good landing areas in sight. It was an unpleasant situaHANG GLIDING

MILESTONES tion until he found a thermal that got him high again. We were now headed ESE in close proximity to one another, but due to our garbled radios we never once knew the exact location of the other. As we approached Lock Mountain, Mike got very low and arrived below ridge height only to find a saving thermal. The next few miles were uneventful as I could stay over 4,500'. That ended as I approached the next real obstacle: the Raystown Lake, a long, thin, manmade body of water bounded to the east by a low mountain beyond which was a fair patch of woods. As I reached the lakeshore I was down to 2,700' with one landing area at the boat put-in point on the far bank of the lake. Halfway across the lake I hit the finest thermal I have ever seen in the East. It was of good size, easily cored and it climbed at a sustained, vario pegging 1,200 fpm. The thermal's appearance couldn't have been better timed, and made me reconsider some of my earlier feelings about the malevolence of the weather gods. Interestingly, it turns out that Mike too found a similarly outstanding thermal in the same general area to get him across Raystown Lake. Continuing downwind I rapidly and uneventfully passed over the large area of woods and a number of smaller ridges before I began a long descent towards the ground. Near the town of Orbisonia I was getting very low, but decided to continue over the back of Black Log Mountain. That mountain was separated from Shade Mountain by only half a mile and by the time I had crossed Black Log I got below the top of Shade. Miraculously, I experienced no rotor from the front mountain. In fact, down in the valley there seemed to be little wind. This lack of wind and turbule.nce emboldened me, down to 500', to try to effect a save on the steep slopes of Shade even though it meant venturing far from the last possible landing field. I quickly found a solid thermal that got me to ridge height and promised to go much higher, when I made an ugly discovery. As soon as the thermal climbed above the shelter of the valley between the two mountains it entered into the very quickly moving

APRIL 1987

Pete soars his HP over takeoff.

horizontal air. Suddenly the glider and I were being driven over the back at an incredible speed. I hoped desperately that by being in a thermal I might be able to climb over the inevitable leeside rotor. As these thoughts were passing through my anxious mind, I saw Mike's Sensor downwind of me at about 3-400' off the deck. In the few seconds I had to observe him I got the impression that he was fighting a gnarly low-altitude thermal in an attemp to effect a low save. It looked like he was being repeatedly thrown out of the thermal, judging by the miniwingovers he was experiencing. In an instant I hit the rotor and began to duplicate Mike's inadvertent aerobatics. Fortunately, we both pulled off good landings in the one field available: a downhill bowl surrounded by high trees on three sides and a powerline on the fourth. We later agreed that our landings were amongst the most horrifying either of us had ever experienced. After standing on my basetube and holding the nose wires for ten minutes while waiting for the wild winds to abate somewhat, I finally carried the glider to a sheltered spot and broke down. It was delightful to have Mike there with me to share in re-telling the tale of a most exciting 98-mile flight, one which

had now given us joint possession of the Region IX distance record. From its turbulent beginning on the ridge to its frightening ending the flight was one long adrenaline rush: the best cloud hopping I have seen, the strongest lift either of us had experienced in the East, the delight of finally making it into the mountains, an unheard of 40 mph ground speed, and last, but certainly not least, the distance.

* ** It was June 25, and I had just gotten back from a two-week non-flying vacation on Cape Cod with Annie. The day we left the Cape to return home to Pittsburgh had been a phenomenal-looking flying day, a view later confirmed by hearing that Dennis Pagen had gotten a 91-mile flight from Pleasant Gap. Not having flown for over three weeks, and feeling that I had missed one of the rare days with potential to get the first 100-mile flight in Region IX made me very eager to make the best of this fine looking early summer's day. By noon when I was ready to launch from our northwest facing, 480-foot ridge near Tempelton, PA there were already plenty of cumies filling the sky. In fact, I was getting worried that I had waited too

MILESTONES long to get to the hill. The clouds were already showing signs of possibly overdeveloping just as they had on the day that Mike Neuman and I had gotten the 98-miler. Anxious not to get shut down, I launched and almost immediately found an excellent thermal which climbed to around 4,000 feet AGL at about 800 fpm before suddenly petering out. It soon became apparent that this was going to be a day of hard work because the lift in the earlier part of the flight was often very light, and despite the presence of the cumulus clouds I could not get near cloud base. To compound matters the wind drift was in the wrong direction. Because I was not getting very high I did not have much altitude to waste on crosswind legs and was having to use my available altitude to reach likely thermal generators or clouds. This meant that I had to accept the drift for the first 25-30 miles. This brought me just past Indiana, PA to the northeast of town. By continuing on this route one would soon arrive in a rugged area of large hills, few thermal generators and even fewer landing areas. These first thirty miles took me over two hours to accomplish, by which time I was already pretty worn out from

almost constantly wrestling with the HP in small, light and often bumpy lift. Luckily for me the lift was very suddenly transformed. The thermals became larger, smoother and faster climbing. The first of these improved thermals finally got me to 5,400' and cloudbase. With this extra altitude I could now change course to counter the southeast drift that was taking me into the woods at the north end of Chestnut Ridge. As there was an excellent looking cloud to the north I flew about three miles due north to reach it. By making the dogleg I now had good country ahead of me to the east. Combined with the abundant lift, this meant that I could finally cover some miles quickly by cloud hopping along my desired route. That route was the one that Mike and I had taken in May and had two important features. First, it would enable me to cross the woods associated with Allegheny Mt. at the narrowest point just south of Altonna, PA. This track would then bring me to the causeway over Raystown Lake which marked the narrowest section of woods to the east of the lake. Crossing the woods at those points was more important on this flight than it had been on the first one in that I had less altitude

and a weaker tailwind with which to cross barriers. In any event, I cloud hopped easily and swiftly for about 35 miles from around Indiana to just past the first mountain west of Altoona. There, like on the first flight, the clouds became much sparser and were at a higher, unattainable altitude. While I could no longer just cloud hop, lift was strong and abundant, and I continued to make good progress over the succeeding valleys and ridges of the Applachian Mountains. Raystown Lake and its attendant woods were crossed uneventfully, and soon I could see fifteen miles ahead of me the characteristic bare rocky spots of Tuscarora ridge shining in the afternoon sun. I knew they represented a one hundred mile flight from Tempelton, and was determined to make it past that ridge.-

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HANG GLIDING

MILESTONES At about five miles short of the ridge I got a thermal to over 5,000'. From that height I could see a few miles north to the place where Mike and I had experienced our eventful landings to end the 98-mile flight. To the east I could see over the Tuscarora ridge and beyond the next, and last, ridge into the coastal plain. I knew that I had the hundredmiler as I could easily glide beyond Tuscarora with the height I had. Leaving the thermal I began what was to be my final glide of the day. For the first time in the flight I did not find a thermal by 3,000'. I kept losing altitude and was down to about 1,000' over the Tusk when I got there. I now made a fateful, and probably incorrect, decision to continue over the top of the ridge to insure that I got my hundred-miler. I was reluctant to use up any of my remaining altitude in a

possibly fruitless search for a thermal. If I had not found a thermal it would have meant that to get my magic eastern hundred-miler I would have to go over the back low and possibly get into another lee-side rotor as Mike and I had done at the end of our 98-miler. In retrospect, I think I should have stayed on the ridge and worked it in search of another thermal. It was only 4:45 PM on one of the year's longest days and the last two thermals had still been strong. There might have been up to another two hours of flying left, but I will never know ... On the other hand, I was so chilled and fatigued at the time I landed near Willow Hill, PA that I could not even set up a decent approach. I misread the terrain so badly that I was forced at the last second to accept a downhill crosswind landing. It is possible that I would not have been in any condition to

continue flying after four hours and forty five minutes of often very physical flying. There is quite a contrast between this flight and the 98-miler. The shorter flight was one of superlatives. It had intense climb rates, altitudes, ground speeds, temperatures and turbulence. The flight was pathbreaking in that we found, by luck, what may be the ideal path through the mountains and woods; a route that may one day enable us to accomplish the first 200-mile flight in the East. After a flight like that this 106-miler was a bit of an anti-climax. Unlike the excitement of the first flight, this one was a lot of hard work. It closely followed an already established route and was essentially an endurance contest against fatigue and the debilitating effects of the cold. Finally, there is the nagging feeling that I should have gone further. •

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APRIL 1987

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USHGA, Box 66306, Los Angeles, CA 90066

by Kamron

like to tell you about the of Old held to honor a Western Washington land owner and supporter of hang gliding. Mr. Barr is a farmer who owns several acres of land near Monroe, Next to his property is a wonderful l ,000-foot high site we call Barr's Mt. Although rarely soarable, Barr Mt. is a good place for first high altitude flights and to try out new

I arrived at the hill at 10:00 AM to lay out the spot landing target and to set up my Seagull 10-1/2 meter and GTR. I was greeted at the field by Richard Gilmore who up his Wings West 18' standard. was He also made a performance/statistics sheet telling about the old glider. Under top speed it read, "Luff Dive (80 to 100 mph straight not recommended!" The day was clear all day so I was very happy about the weather, that last weekend had rain and a low cloud base. However, the was really morning, but we had hopes it would clear up in a couple of hours. I went up to the launch area and set my gliders up (in the sunshine I might add) with a few other pilots. Although the landing field is just out in front of the hill, we could not see it because of the fog. I went back down to see if anybody else had shown up. When I arrived at the bottom I was surto see lots of pilots just standing around. Wondering why weren't going up, I found out they were to see if the would bum off. After telling everyone that it was sunny up top, pilots started to launch. While everyone was for the to clear I was collecting money for the spot landing contest and the flour bomb The cost was $3.00 per person. If you were to land in the bull's-eye you

would receive $5.00. If you were to hit the target with a flour bomb and land in the bull'seye you would get $10.00. Money left over would go to the Cloud Base Country Club. Most everyone was set up by 12:00. All in all, there were about 30 pilots and more than 40 gliders present. The fog was still around however. One more hour went by when finally the fog started to break up. Steve Alford perched himself on launch till a hole in the fog allowed him to see the landfield. That was all he needed. He punched off launch and made his way through the lingering fog. From then it kept improving till we had clear skies. I tried to get the old gliders off first. The most notable olcltime gliders were: Stratus Seahawk Oly Lazer Lancer

Bob Henderson Dave Chadwick Joe Colbo Aaron Swepston Rob Johnson Bob Allard Wayne Bowen Bow & Arrow 10-1/2 Meter Kamron Blevins Wally Miller Standard 18' While everyone flew over the trees and had at least 500-700 feet of altitude to burn off once over the landing field, Wally Miller had to fly around the trees and in for a landing in his standard. Wally's glider is an 18-foot model with an 80° nose angle and 4° of billow. I don't have to tell most of you that those gliders are now considered death ships. Wally had ideal conditions and is a veteran at flying standard Rogallos. We were all impressed. After we flew our old gliders down, Aaron Swepston and I went back to the top and installed smoke bombs on our newer gliders.

I took off first flying my GrR. Once over the landing field I hit the smoke. After com-pleting a series of wangs and rolls I pulled a low button-hook turn off my base leg and set the glider down inside the target. Aaron was next. After turning on the smoke he impressed us all with five very well executed flat spins and a couple of ground wangs. He also planted both feet in the target circle. Of the pilots participating in the spot landing contest, only four pilots got inside the IO-foot outer ring, though no one actually got the three-foot bull's-eye. The pilots who got the target were Aaron Swepston, Dave Chadwick, Rob Johnson, and yours truly. Dave Chadwick, being the nice guy that he is, gave his $5.00 to the club. The rest of us lined our pockets with the eash. Some other miscellaneous awards were given. The "Golden Hammer Award" went to Ikola who had the misfortune of set-· ting his Sensor down rather abruptly. The "Daisy Shaver Award" (a pink lady's shaver on a board) went to Ken Brown for his low and not-so-slow approach. The "Longest Glide Award" went to David Straub who, not once but twice, overshot the target - once landing in the next field. If it's because of his glider I want it. At 6:30 came the main reason for this whole fly-in with the presentation to Mr. Barr of a beautifully carved mahogany model hang glider on an engraved plaque. The award was made and donated by Dan Uchytil, a local pilot and craftsman. For over ten years Mr. Barr has generously let pilots use his huge fields below the 1,000-foot launch. At least 90% of all the pilots in this area took their first high altitude flight here. Thank you Mr. Barr, and thanks to all the pilots who sho~ed up to make this fly-in a success.• HANG GUDIN<,

APRIL ]987

DeWolf

conditions. Photo by

HANG GLIDING

Launching, next to landing, is the most critical skill in hang gliding. It requires awareness, concentration and technique to handle the variety of weather and physical conditions encountered. It is a lot like landing in reverse, only it's easier to pick the exact time of execution. (Maybe a better word would be perfonnance, although some of my launches were closer to the fonner than the latter.) In this article we'll discuss the site and weather conditions; in a future article we'll look at technique.

INITIAL EVALUATION The first thing I do when I reach a place that I'm considering launching from is to survey the area and the conditions. I have found that this is best accomplished before setting up my glider for two reasons: It prevents damage to my glider while my attention is elsewhere, and it helps me avoid punching off in questionable circumstances just because I'm already set up. The parameters I check at launch are: The launch path starts at the point where I start my run and extends to a point where I consider myself to be in "free air." By free air I mean free from ground effect, rotors, and any obstacles between me and the landing area. Sometimes the launch path may intersect the ground before reaching free air. These are the launches I try to avoid. The way to detennine that before execution is to sum up the following parameters. The surface is the physical makeup of the portion of the launch path that I will have to run over. I've launched on all sorts of wooden ramps, smooth sand, dirt, loose rocks, sharp stones, boulders, grass, snow and even the tops of bushes. The harder, smoother and less slippery the surface, the easier it is to run on and gain speed quickly, which makes the launch less demanding. Snow, grass, loose rocks and wood (unless it's painted with "no-skid") can all be too slippery to accelerate on, especially when wet. This removes one of the two available methods of acceleration from my launch leaving only gravity to bring me to flying speed. The unevenness of stones and boulders also makes acceleration difficult. Dirt is great except it gets my tennies dirty, and I lied about launching on bushes. The best launch surface is either concrete or wood painted with no-skid (paint with sand in it). The length of the launch path is the total distance from where I start running to where APRIL 1987

I enter free air, and is divided into two parts - the portion where my feet touch the ground and the portion where they don't. In general the shorter the launch path, the less complicated the takeoff. Does this mean that a hop off a cliff is an easier launch than a nicely sloped ramp? Technically yes, even though the consequences of a bad launch could be far more devastating on the cliff. Remember, I'm dealing with each of these parameters as if all the others were in their ideal configuration. As physical circumstances and conditions change, so does the best configuration for each parameter. ti.Slope is the angle the launch path makes with the horizontal. The greater the angle, the steeper the slope. The steeper the slope the quicker I can gain flying speed, the less complicated the launch and the easier the whole process. t:.Slope is the change of slope from one segment of the launch path to the next. A positive A slope means that the path steepens. A positive Aslope (convex launch surface) is highly desirable because it is especially conducive to gaining airspeed (lowering my angle of attack). It also promotes smooth air flow. Zero .o.slope is no problem, but a negative Aslope (concave launch surface) makes launching much more difficult for two reasons: It necessitates a positive angle of attack change (reducing airspeed) and windspeed is decreased in the cupped surface, also diminishing airspeed, b~th during a time when I should be consthntly increasing my airspeed. Obstacles include bushes, trees, people, rocks, tell-tales, ridges, mountains, dogs, gliders (both on the ground and in the air)' rotors, extreme sink or turbulence. Obstacles, both fluid and solid, are always a negative. The fluid hazards like rotors and sink can cause me to run into the solid obstructions. Also, the mobile obstacles, like wuffos, gliders and turbulence are less predictable and more difficult to recognize. The more obstacles present the more of my attention they require and the less consideration I can give to other parameters. It is important to be able to "see" the micrometeorological obstructions as well as the physical ones. I have learned to visualize air movement from watching water in its liquid fonn in creeks and rivers, and in its vaporous form in clouds and fog. I heard someone say, during my early years of hang gliding, that if I could see the air I would never fly in it. I experienced a graphic example of this one day as I stood, enveloped

in clouds, on the top of my favorite flying site. The wind was blowing a smooth 10 mph and I watched as the fog came streaming up the mountain face, filled with swirls and eddies. As the air tumbled over the backside the sink and rotors were excruciatingly evident. I had flown through this ghostly melee, in stronger conditions than this, while setting up for, and on final during top landings. Watching the air now, I was appalled and amazed that I had ever survived such foolish maneuvers. I spent the next two hours on the mountain in the fog, waiting for the clouds to lift. In the fog one thing was perfectly clear, this was a golden opportunity to closely examine micrometeorological events visually and safely. I was able to see where the lee side sink was the strongest and weakest, where the rotors were the most vicious and how high and close to the ground they extended, where convergence zones set up and where the air was the most laminar. I studied the phenomena from every angle and developed a new understanding and appreciation for air movement. Position is the location of launch on the mountain in relationship to the landing zone. The ideal launch is within a 5 to 1 glide, and affords an unobstructed view of the landing area. Direction· is the compass point the launch faces. This is important in helping to determine conditions. It is necessary to know compass heading in the landing area and on launch so that I can compare the wind direction for consistency. This helps me to avoid launching into a rotor masquerading as the prevailing wind. Conditions refers to every aspect of air movement, temperature and moisture content. This also depends on energy input such as solar heating. Once the physical characteristics of a launch are determined, then it.5 temperament in varied conditions should be ascertained. A change of conditions can tum a normally ideal launch site into a ferocious glider muncher. The following is a list of conditions I inventory upon arrival at launch: Time of day refers to the time on your watch or sun dial. Knowing the time helps me figure whether thermal activity and wind velocity should be increasing or decreasing. Normally the strongest part of the day starts about an hour after the sun reaches its apex and continues for two to three hours. As a rule, the thermals are smaller and more tur35

bulcnt the two hours before max conditions than they arc two hours after this time. rate is the change in air temperature with altitude. air cools at 5.5 °P per 1,000 feet altitude gain. A lapse rate greater than this indicates unstable conditions (fun), lower means stability (thermals will decrease in strength as they rise). A very good indicator of conditions is whether launch is more or less than 5.5 °P/ 1,000' cooler than the landing zone. If it is more than that I know I will be flying in unstable air, if less, the airmass is stable. If the air is warmer on top of the mountain I know there is an inversion present. Stable air does not preclude the formation of thermals but it certainly inhibits their maximum altitude. In my it also makes the thermals stronger close to the ground and smaller in diameter. My guess is that the stability eauses the air to be heated to a higher relative temperature before it is triggered. This would cause an increased ini·· tial velocity and greater turbulence. It also seems to cause the thermal cycles to be shorter. All this translates into additional and less predictable turbulence on launch. A temperature inversion within 1,00().. 2,000 below launch means smooooooth air. Thermals will be weak if present at all. lakeoff should be uneventful. I do remember that the higher the air temperature, the higher my stall speed. Wind is air movernent. I divide it into several categories to describe it fully. Since air is the medium I am suspended in, what.. ever movement it undergoes affects my JlyU nderstanding its motion is the most important knowledge I can acquire for sate flight. Wind speed is the average velocity the air is moving over the ground. It equals my airspeed on the ground before I start movand determines how fast I will have to nm to obtain flying speed. The ideal wind for the easiest, least complicated launch is 10 to 15 mph. Direction is the direction.from which the wind is blowing. A north wind is blowing FROM the north and is cold. The best direction for the wind to be blowing is whatever direction the launch points. Gust factor is the rate of change of wind velocity. I measure it in Li.mph per second. The ideal gust factor is zero. I get nervous if it is 2 or 3 and question my sanity for waut.. ing to fly in a factor of 5. In anything above 5, there is no question about sanity. Consistency deals with the predictability 36

Kehoe in mid launch. Different conditions necessitate different techniques. by Greg DeWolf of the conditions. Patterned conditions are easier to predict. I always like to be able to predict what the air is going to do from the time I start my mn until I'm in free air. Before I launch I wait through a least a cou .. pie of c..-ycles to insure that I can take off into at least 10 - 20 seconds of relatively gustfree air. If the air is not that predictable it's probably because launch is in some sort of rotor. I've seen this demonstrated mauy times while I sat in the lee side rotor, with the wind blowing straight up intermittently and unpredict.. ably. This can also happen when the wind is blowing over a ridge or other obstacle in front of launch. I've launched in such conditions and most of the time made it to the landing area; but sometimes I didn't. The flight was always rowdy, very seldom soarable and never worth the risk of bodily Jn .. jury. There is a difference between thermal and rotor turbulence. The latter is random and not worth flying in, the former is at least predictable and can provide wonderful flights. I'm glad that I've spent time on the ground in rotors learning to tell them apart. Cycles deal with changing conditions that occur in repeatable patterns. A c-ycle starts at any time a certain phenomenon occurs and ends when it recurs. Cycles are worth noticing and learning. Understanding lift c-ycles can help me soar when others are landing and help me lauuch safely and into lift. It seems to me that all conditions cycle in a

recognizable manner, that is, all but rotors. Convergence occurs when air masses moving in opposite directions meet. Along this line the air has only one direction to move up! The conditions on launch, when convergence is overhead, are fickle. It may first blow hard up then hard down, or hard from one direction and lightly from the other as the air masses bully each other back and forth. At first I found it difficult to tell the difference between convergence and rotor, but soon it became apparent. Convergence cycles predictably. The cycles normally last between five and fifteen minutes and can be consistent enough to launch into safely. The conditions can also be very rewarding to fly in. Sometimes convergence can be recognized by sight or smell. The air masses may differ from each other visually if one has more moisture in it than the other. In Los Angeles one body of air usually has smog in it and I can smell the difference. Often clouds will form a street over the convergence line and sometimes dust devils will mark the line of enhanced lift. All these parameters interact to determine the techniques and timing used to launch safely. The interaction is complicated but I will attempt to explain their relationships in a future article. In the meantime check out your favorite launch with these parameters in mind. II HANG GLIDING

APRIL 1987

Benwatt has given new meaning to the phrases "specking out" and "goin' to the moon'' with an incredible flight taking him above 60,000 ft. Although he was not a barograph during his recordbreaking flight from Pine Mountain near the California, he is expecting of. town of fieial recognition from the USHGA. "It didn't even look like it was gonna be that good of a day,'' Ben watt said in a recent phone interview. "It was cold and a little Not good thermal conditions. If I'd have thought it was gonna be that good I'd have borrowed Doob's barograph like I usually do. I only had that stupid wrist altimeter that wraps around every 4,000 feet so ya got to remember. But I got witnesses and I had my camera, Benwatt said. There to be prcfrontal conditions with strong winds aloft at Pine that day. Benwatt indicated that he believed he was caught in a wave. vario didn't quite peg-out but it hit about l 500 fpm and just stayed there! pointing west, fighting the headwind. It seemed like I was really getting high in a too high. Then I noticed that I could see Santa Barbara and the coast south to L.A. and maybe down as far as Mexico! I wasn't sure until I got the photos back. I knew I was too high and I was I knew from when I got that way

" he said, referonce before in to an island-hopping flight last year where he flew 27 miles across open water in the Isles of Langerhans. '' After that I was really to get weird and I knew I was in trouble bnt was just too blotto to care or even do about it. and arms were ly like when you on 'em wrong. tired and remember that I was couldn't get down. I must have because I didn't remember was at about 8,000 feet over the h10,11u"rn to Barstow about 35 miles east of Pine. I to land near the in of a wicked headache and very sick. I was up and my headache didn't go away for several That is real had stuff. ' ' that confirmed Severn! pilots that they saw Benwatt getting incredibly including one pilot who tl10ught Benwatt was at least 5,000 to I0,0()0 feet above him when he topped out at about l 6,000 a similar A query of some Air Force pilots at nearby Edwards AFB revealed that an altitude of at least 60,000 feet would he necessary and Santa Barbara to see both Los from that location. This information with several photos have been submitted to the USHGA to substantiate Ben watt's claim. Ill 37

IT'S THE CHOICE THAT'S IMPOKfANT

IT WORKS FOR YOU Variable geometry was invented during the days when it seemed flex wings would never be able to compete with rigid wings. Needing a "soft" glider to launch and land, and a "hard" glider to maximize glide and speed, Bob Trampenau found his new invention was so successful that some people wanted to make it illegal for competition. Many of the first competitions where Sensor VG's entered were pressured to rule that 510 pilots had to fly with their VG's tied off in one position only! Now all that has changed, of course. Nine out of ten world-class gliders offer the VG. and the device has found popular acceptance. It not only works, the VG makes flying more fun and

offers more exciting possibilities for everyday pilots flying everyday gliders.

SEEDWINGS ORIGINAL FIRSTS But the VG isn't the only good thing Seedwings brought to hang gliding. Here are a few of our other firsts : First to make use of fiberglass wingtips. First to use enclosed crosstubes. First to employ airfoiled ribs with flexible shafts. First to use steel reflex cables. First to offer wraparound Mylar leading edges. First with a US certified Kevlar reinforced T E hem. First with a US certified, VG system. First with a US certified, raised hang point. First with angled, streamlined downtubes. First to employ a properly located tail fin. Can you imagine what contemporary hang gliders would look like if they were built without any of these Seedwings innovations?

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The choice is at your fingertips.

•

5760 Thornwood Dr. #3 I Santa Barbara, CA 93117 I 805 967 4848

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 COMET 165-60 hrs, new wires very well kept. Yellow/spectrum. $575. Phila. (215) 363-6500 ext. 285. C-2 185 COMET-Low hours. Excellent condition. Spectrum color. $595. or trade for 220 Dream or 229 Raven - Steal! (714) 643-2261. COMET C2 165-Good condition. $675. Garage stored for 2 years. Orange & white. Jim (303) 424-5119 COMET 135-Low airtime. Excellent condition. $1100. (619) 270-6306. COMET I 165-Airframe excellent cond. Sail FC $450. OBO (805) 654-0592. 155 DAWN-Good condition, elec. blue leading edge and double surface, white body, $700. (818) 762-8ITT8. DEMON 175-Good condition, great performer. $500. OBO (714) 952-8987. 145 LITE DREAM-Brand new, never flown. Red LE, white body. $1450. OBO (714) 391-2812. 220 DREAM-JO hours. $1100. firm. No shipping, Ball wrist vario-New. T. E. and clamp $150. Windhaven Chute $150. (405) 363-5189. BRAND NEW-Dreams, Vision Eclipses, $1680. each (303) 278-9566. 180 ATTACK DUCK-Excellent condition with speed bar $1300. or $1600. with harness, parachute, flight deck. (805) 653-7488. Ventura, CA. 180 ATTACK DUCK- Great condition, excellent performer. Red leading edge and dbl surface all else white. Faired downrubes and king post, $875. or best. (It's a buyers market.) Call Rick in Palm Springs, (619) 328-1737, (619) 568-2100. DUCK 130-Flies great! $800./0BO. Short cocoon, chute. (408) 338-9874. 160 DUCK-Low airtime, blue with rainbow spectrum and white trailing edge. Excellent condition, but 190# pilot needs a bigger wing! $550. or best offer. (206) 383-1134. 180 DUCK-35 hours airtime, near new condition, rainbow top and bottom, make offer. (715) 359-9264. 180 PATRIOTIC DUCK- Blue L.E., red center, white T.E., great shape, low hours, $800 UP. Mosquito 196, like new. $400. Can ship both. (206) 851-9083, eves. UP GEMINI 164-Mint cond., 30 hrs. Black mylar LE, white, red - no logos, tip battens. $800. FD knee hangar $75. Steve (803) 268-4527, 297-8820. WANTED-Gemini 164 sail, airframe, or wrecked glider. Joseph (503) 482-4477 .

APRIL 1987

GEMINI 164-Yellow, blue, white. Very good condition. Cocoon harness w/chute. Vario, altimeter. (313) 247-7135. GEMINI 184-150 hours. Very good condition. Mylar. (?ITT) 869-9164. 164 GEMINI-Black with rainbow spectrum, sail and frame in very good shape. New flying wires. Excellent glider for beginning or intermediate pilot. $795. or best offer. Phone: (206) 383-1134. UP GLIDEZILLA-White with red leading edge and yellow double surface. Speed bar and rail. 5 hours - Like new. $1600. or best offer. Ralph (216) 659-4435. MOYES GTR 162-1986. One season demo. Very good condition. $1795. Chris (303) 879-4603. WANTED HARRIER 187-Got one you're not using? Louis (916) 265-9284. HARRIER I 147-Black L.E., rainbow spectrum. 50 Hrs.-$900./neg. Cocoon harness and chute $300. (206) 892-4919.

PROFIL 17/FRENCH CONNECTION-Clean. 40 hrs, gold leading edge, rainbow sail. $1000. or trade for 220 Lite Dream. Call Deva (916) 723-2549. RAVEN 209-Good condition, Keel out y,g,o,r,p,w, $450. (714) 832-8968. WANTED: RAVEN 229-and large harness. Call (702) 831-3063. SENSOR-510 VGB - 160 - Like new. Rainbow sail. Blue leading edge. Price $2500. Call Bill Blood (603) 437-0512. 165 SENSOR 510VG-Excellent condition, Half battens. (406) 862-6667 Eve. Whitefish, Mt. SENSOR 510-B MODEL-160 VG, half ribs. Blue and white. Outstanding condition. $1595. Jim (805) 967-3388. SENSOR 510B VG-Exclnt cond. low hrs. Red L.E., rainbow undersurf. $2250. Fledge III E.T. Exclnt cond. $1600. (209) 292-2171/292-0155, ask for Eric.

HP 1.5-Kingpost hang system update, Flies great-$1200. (714) 661-5098.

SENSOR 510 VG 165-Spectrum lower surface w/blue L.E. Good condition. Highest bidder wins. Nelson (804) 977-1068.

HP-White tempercoat L.E. Gold lower surface, faired bar, U.P. speedbar. Excellent condition. $1200. Pat (818) 332-3639.

SENSOR 510 VGB-Full race dacron w/1/2 ribs & faired tubes. New 5/86. Clean, Red L.E. gold U.S. $1500. OBO (805) 484-0651.

HP-HP II conversion, camera mt. zippers, faired tubing, 6 months old. Very, very clean. $2000. (619) 755-0044.

168 SKYHAWK-30 hours. Dark blue LE, spectrum wedge, light blue TE, Custom black frame. Immaculate! $1250. (213) 379-0242.

HP 1.5-0nly 30 flights with an average of over 50 miles per flight. Excellent condition, excellent performer. Never trashed. $1400. OBO (612) 227-6733 days. Bruce.

WANTED-Wills Wing Sport or Sport American. (619) 789-3103.

HP 1 1/2-Just factory updated to kingpost hang system. Red L.E., white 4.5, blue dub. Excellent condition. Faired downtubes, K.P., speed bar and camera zips. $1500. W.W. Flylight harness and Ball 652 also available. Call Pat (213) 836-7360. HP-Very clean sail. Flies great. Speed bar, safe edge down tubes. Steal at $1200. (801) 254-6141. 168 JAVELIN-(Salinas). White sail, red L.E. Good condition. Southern Califoomia $800. Negotiable. (805) 273-790! after 6 pm. FD LANCER 190-Excellent cond., under 20 hours, spare parts. $350., also Robertson supine harness $35 never used. (619) 222-9915. MAGIC 4 RACER-Excellent condition, Blue, light blue, and white. $1895. firm. John (612) 624-ITT44 days, (612) 647-1898 eves. l77 MAGIC ID-with V.G. $1000., firm. Roger (406) 542-2598 Mt.

STREAK 160-Brown & white main upper sail, rainbow and yellow double lower sail, will ship $400. Call (303) 237-5921. 170 VISION ECLIPSE-JO hours. $1000. firm. No shipping. Ball wrist vario · New. T.E. and clamp. $150. Windhaven chute $150. (405) 363-5189. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. Eclipse 17 ..... ... ....... . .... .. $1500.00 ..... ' ' ' ' .. $1300.00 HP 170 . ....... ....... Vision 18 ... .... ....... ····· .. $1050.00 Magic ID 177. ......... ........ . .... . .$1800.00 We are looking for good used equipment. (619) 450-9008.

'"\

THE [U@[}={]lf lf[lJ@[H]lf

MAGIC 166-White Tri-Ply cloth, red leading edge, red double surface. Flies great. Clean, sweet glider. $900. Rick Jesuroga (303) 666-8913.

PARAGLIDER

MYSTIC 166 VG-25 hrs. perfect condition. Pac. blue LE, spectrum, white TE, $1600. Doug (818) 357-9479.

Think about it ... hike or X-C ski in and Fl Y OUT! Foot-launched PARAGLIDER weighs only 12 lbs .. has 4-1 glide and is safe because it's a parachute. Be one of the first in the U.S. in a sport that is sweeping Europe. Hang gliding knowledge makes it easy to learn. U.S. made. Call or write:

PRO DAWN 155-Excellent condition, super custom sail, $900. 080. Evenings (218) 624-4500.

7843 S.W 77th St.•Redmond. OR 97756•503-388-2967

MOYES MAXI 208-Beautiful sail with low UV exposure. Stored 4+ years. Clean, strong and easy landing. $400. (804) 295-2585.

LIGHT FLIGHT ~ '\..

CLASSIFIED ADVERTISING New Lt Mystics 188, 155 . . . .. each $1985. New Lt. Dreams 220, 165, 145 ....... each $1600. New Vision Eclipses . . . . . . . . . . . ...... $1725. .... $1200. New Polaris Delta 16 Ship anywhere, all test flown, Golden Sky Sails Inc. 15801 W. Colfax Ave., Golden, Co. (303) 278-9566.

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.

Windsports Inventory sale of HOMA Certified gliders. Delta Wing Gliders 166 Mystic V.G. .... $1300. 177 Mystic V.G. . ... $1400. 160 Streak ... . .. ... $ 600. 180 Streak .. . .$ 750. 220 Dream . .$1200. Wills Wing Gliders 167 Sport (7075) ..... ...... $1800. 170 HP 1.5 ... . ........... $1400. Flight Designs Gliders 180 Super Lancer ...... . .$ 450. 200 Super Lancer ...... . .$ 600. Windsports will inspect the glider, replace the side wires, both hang straps and test fly each glider. A $181. value for only $50. Windsports International (818) 988-0111.

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.

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

SAN FRANCISCO WINDSPORTS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER-Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 687-3119. WINDSPORTS INT.-Since 1974 (forn1erly So. Cal. Hang Gliding Schools). Largest and most complete HANG GUDINO center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. COLORADO

ARIZONA ARIZONA \VINDSPORTS-Largest hang gliding center in the southwest. Certified Instruction utilizing the world's only man-made trainer hill. Highly competitive prices on all major brands. Call us last. l l 14 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121. ARIZONA WINDWORKS-Certified instruction, new and used gliders, parts and accessories. 2301 W. Charter Oak Road, Phoenix, AZ 85029 (602) 997-5364, 870-9878. DESERT HANG GLIDERS USHGA Certified School-Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304 (602) 439-0789, 938-9550.

GOLDEN SKY SAILS-USHGA Certified School, dealer all brands. Lowest prices on new gliders. Bell Helmets in stock. 15801 West Colfax, Golden, CO. 80401. (303) 278-9566. CONNECTICUT CONNECTICUT COSMIC AVIATION-14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN.

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. 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 II. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLJDER 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 IOI and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Windcraft, U.P. Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008. HANG GLIDERS WEST- ULTRALIGHT FLIGHT CENTER-New and used gliders. SINCE 1973, CERTIFIED, FREE BROCHURE! 6-C Pameron, Ignacio, CA 94947, (415) 883-3494.

I-------------------------------------------------------·

I USHGA CLASSIFIED ADVERTISING ORDER FORM I 40 cents per word, $4.00 minimum.

I (phone numbers -

2 words, P.O. Box -

1 word)

Photos - $11.00 Deadline, 20th of the month, six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue).

I I I Boldface or caps 55¢ per word extra. (Does not include first few words I which are automatically caps). Special layouts or tabs $22 per column inch.

Prepayment required unless account established. Please enter my classified ad as follows:

Section (please circle) Rogallos Schools and Dealers Emergency Chutes

Ultralight Powered Flight

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

Begin with _ _ _ _ _ 19 _ _ _ _ _ issue and run for _ _ _ __ consecutive issue(s). My check _ _ _ money order _ _ _ is enclosed in the amount of

$ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Name: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Number of words: _ _ _ _ _ _ _ _ @ .40 =

Phone Number: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ P.O. BOX 66306, LOS ANGELES, CA 90066 / (213) 390-3065

----~----~---------------------------------------------40

HANG GLIDING

CLASSIFIED ADVERTISING GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. IDAHO TREASURE VALLEY HANG GLIDERS-Service, sales, instruction. EVERYTHII\'G YOU NEED! P.O. Box 746, Nampa, ID 83653. (208) 362-1848. MINNESOTA NORTHERN SUN, INC.-Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866. NEW YORK FLY HIGH HANG GLIDING, INC.-Serving New York City/Albany, Jersey, Connecticut areas. (Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also carry all other major brands, accessories. Certified Instruction. 7 years experience. Quick repairs. Featuring areas most INEXPENSIVE prices. Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

1916 W. 75th St., Cleveland, OH 44102 (216) 631-1144. PENNSYLVANIA SKY SAILS LTD. Hang Gliding School.-USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

THERMAL UP, INC.-Most complete hang gliding shop in area. Located on top of Ellenville mountain. USHGA certified instructor and observer. Concentrated hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, PO Box 347, Cragsmoor, NY 12420. (914) 647-3489. NORTH CAROLINA KITTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959. 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Windsurfing sales and instruction also available. 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.

JAPAN

TENNESSEE LOOKOUT MOUNTAIN FLIGHT PARK-Our specialties: first mountain flights, mountain and thermal soaring, complete certified training. Package plans, group rates, USHGA ratings, glider rentals, free camping, local site info. Pro Shop with new and used gliders (all major 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 Mountain and soar Lookout's 12-mile ridge (distance record, 130. 9 miles; altitude gain, 10,400') Send $1. (refundable with any purchase) for new brochure, rates, directions, accommodations info. LMFP, Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. Located 20 minutes from Chattanooga, Tennessee. (404) 398-3541. UTAH FLY UT AH WITH

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

rentals. Rod Porteous. (403) 235-4653. 2207 42nd Street SE, Calgary, Alberta, Canada T2B 104.

DISTRJBUTOR major brands hang gliders (Airwave, Magic), instruments, parachutes. Tokyo 03/447/5560, Yugawara 0465/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141. FAX 0465 63664!. 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

Delta Wing Products, certified instruction, 9173 Falcon Cr., Sandy, Utah 84092 (801) 943-1005. WASATCH WINGS, INC.-USHGA certified hang gliding school, dealers for Wills Wing. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242. VIRGINIA SILVER WINGS INC.-Certified instruction & equipment sales. N. VA. (703) 533-1965. WASHINGTON

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

Parts & Accessories

AIRPLA Y'N PRO SHOP & Hang Gliding School. The only full time, full service hang gliding shop in Washington. Complete inventory for Airwave & other major brands. 800 Mercer, Seattle, WA 98109. (206) 467-8644.

International Schools and Dealers CANADA

HANG GLIDING LTD.

QUICK RELEASE CARABINER-Breaking l0,000 lbs. $24.95. Extra 5/16 ball lock pin $10. DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.

-For the ultimate high-

OHIO NORTH COAST HANG GLIDING-Certified Instruction. New & used gliders. Specializing in Pacific Windcraft gliders. Mike Del Signore,

APRJL 1987

DISTRIBUTOR FOR Polaris from Italy. Dealer for Solar Wings of England and Delta Wing of Southern California. Instruction, sales, service,

CLASSIFIED ADVERTISING Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 phis $LOO shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.

Videos & Films

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

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

Rigid Wings EASY RISER-Custom aluminum trailer, excellent craftsmanship and condition. $500. Cincinnati (513) 961-2817. Paul.

Miscellaneous

BELL HELMETS-in stock. $80. (303) 278-9566.

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

RAYBAN SUNGLASSES-All models. 50% off list. (303)278-9566.

WANTED-Demon hang glider. Sails, 175 squares, must be in excellent condition. (801) 782-8172.

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

CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF! 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821- 2546. Chuck & Shari Toth.

Index To Advertisers Airtech .............................. 44 Airworks ............................. 8 Ball Varios ........................... 44 Bennett Delta Wing Gliders ... 17, 18, 19, BC Hall Brothers ......................... 31 High Energy ...................... 8, 30

KHK ............................... IFC Light Flight. .......................... 39 Litek ............................... .43 Lookout Mt. .......................... 43

Microflight .......................... IFC

YOUR OWN GLIDEPORT-Three tracts of five acres each on Lookout Mountain between Fort Payne, AL. and Chattanooga, TN. Two hours from Atlanta, one hour from Birmingham, thirty minutes from Chattanooga. Only $7,900. per tract. Melvin Alred, P.O. Box 1344, Rome, GA 30161. (404) 295-2255.

Moyes ............................... 2 Pagen Books . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Publitec ............................. IFC Saphir ............................... 44

Publications & Organizations

Seed wings ............................ 38 Silver Wings .......................... 17 Skylife ............................... 6

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.

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 1 ~ months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA 90066.

Mast Air ............................ .43

WANTED: INSTRUCTORS: Full time, will train. Golden, Colorado. (303) 278-9566.

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

90066. 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.

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

New Primo Grippers-Slide easily on bar but grip for control. Colors: Red, Royal Blue, Rainbow. Two delivery for stock colors. Cost $25 .00. Dealer discounts on three or more pair. Ozark Mountain Hang Gliders, 118 Blue Jay Way, Conway, AR 72032 (501) 327-0698.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3'h'' dia. Inside or outside application. 25C each. Include l5C for postage and handling with each order. P.O. Box 66306, Los Angeles, CA

Systems Tech ......................... 31 USHGA ......................... 10, IBC WOODEN Hang Glider sculptures. $75. + shipping. Daniel Uchytil (206) 527-2632.

Wills Wing ........................... 26

HANG GLIDING

new

•

The latest in high performance gliders from Europe

•

Parasailing equipment and the latest info

•

Minimum PowerSystem for H ,mg-Gliders etc ...

MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $495

MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590

Don't hesitate to the biggest possible survey of the market!

Call or write to:

MODEL M20 WRIST VARIO $200

New York, N 10009 12) I STREAMLINED TUBE ADAPTER

Available from hang glider manufacturers and dealers

,1I11111••--------• MEMBERSHIP APPLICATION • Ulllr.!\

0.··

NAME~-------------(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 O N L Y - - - - - -

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.

Charge my D MasterCard

DVISA

D FULL MEMBER ($39.00, $42.00 foreign) D FAMILY MEMBER(S} ($19.50 each) D STUDENT MEMBER ($10.00) D SUBSCRIPTION, one year ($29.00, $32.00 foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign) Charge Card Service Charge Total

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

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

(213) 390-3065

Revised 6/86