USHGA Hang Gliding May 1987

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331 14th St., Dept. HG Colorado Springs, Colorado 80904

017-970-20)

l:,y Cindy Brickner A detailed review of the recent USHGA Board of Directors meeting in Boulder, Colorado.

hy Russ Locke Russ looks at flying in the Owens Valley, the site of the 1987 U.S. Nationals.

by Richard Annis A review of the 1986 Colorado cross-country contest..

Dennis Pagen look at what happt~ns to your behavior as it approaches the

Page 32 COVER: Skip Brown looks down on High Rock, a popular Maryland flying site. Photo by the pilot.

CENTERSPREAD: Joe Sherman soars his Comet over Massanutten Ridge in Virginia, an eastern XC site. Air-to-air photo by Skip Brown.

DISCLAIMER OI<' WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members.

The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material.

All individuals relying upon the material do so at their own risk.

Copyright © United States Hang Gliding Association, Inc. 1987. All rights reserved to Hang Gliding Magazine and individual contributors.

MAY 1987

In all harnesses the pilot rotates upward as the bar is pulled in for more airspeed, creating frontal drag.

Only with the CG 1000 can r.ou remain ~ara/lej with grav,ty, the airflow by adj usting the pilot center (In flight) , re d ucing f rontal and parasitic drag!

- Foot controlled CG -5 comfort adjustments -6000 lb backup webbing - Internal glider bag storage

o

Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray, John Heiney,

AIRMAIL

Staff Photographers

Erik Fair, Staff Writer Harry Martin, Illustrator

Office Staff Cindy Brickner, Executive Director Amy Gray, Manager Joyce Isles, Ratings Marian Fleming, Membership USHGA Officers: Russ Locke, President Dick Heckman, Vice President Bob Collins, Secretary Dan Johnson, Treasurer 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, Bob Buxton.

REGION 5: Mike King. REGION 6: Steve Michalik.

REGION 7: Bruce Case, John Woi";:xle. REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims.

REGION 10: Rick Jacob, Dick Heckman. REGION 11: Warren Richardson. REGION 12: Pete Pournia, Paul Rikert. DIRECfORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EXOFFICIO DIRECfOR: Everett Langworthy.

HONORARY DIRECfORS: Bill Bennett, Mark Bennett, Joe Bulger, Eric Fair, Bettina Gray, Doug Hildreth, Gregg Lawless, Mike Meier, Rich Pfeiffer, Bob Thomp· son. 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 (FAO, the world governing

body for sport aviation. The NAA, which represents the U.S. at PAI meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities 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. Con· tributions 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 contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors.

HANG GLIDING magazine (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065, 398-0198. Second-class postage is paid at Los Angeles, Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. The USHGA is a member-controlled educational and scientific organiz.ation dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full member· ship are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $17.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a

mailing label form a recent issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 66306, LOS ANGELES, CA 90066.

MAY 1987

VOLUME 17, ISSUE No. 5

FLYING WIRE UPDATE Dear Editor, Thanks to Dennis Pagen for his valuable article "Wire Wisdom" (Jan. '87), and to Greg Shaw for "Beyond the Cover Bag" (Nov. '86).

Dennis adds constructive comments to my son's and my article (Oct. '86) "Safe Working Life of Hang Glider Flying Wires."

We have since tested single nicos on wires and have found the nicos to elongate and the wires to slip at approximately 65 % of the loads which wires using two nicos yielded at.

It was interesting to note the problem encountered with a Comet's side-wire failure the same glider type we investigated following a parachute save. Comets and other similarly aged gliders should be inspected very closely with a view to replacement of any wire about which there is uncertainty. New wires are not expensive.

Despite the fact that we found it difficult to initially visually detect aging weakness (other than a definite strand break) in old side wires, which we bench tested to destruction at 40 % of their assumed strength, nicos and tangs certainly should be made clearly visible for preflight inspection. That does at least provide a chance of preventing a pilot from becoming another hang glider "drop-out."

My article gave some emphasis to the additional role which corrosion played in reducing wire strength, but it must not be overlooked that serious weakening of the wires we tested had occurred by crushing at nico application, and by progressive bending over time. Corrosion was merely a third factor. It accelerated the time in which the wires reached their disasterous final yielding point. Progressive flexure alone, given another year or longer, would have provided the same horrifying result.

Vern Rule P.O. Box 2667 Auckland, New Zealand

The following letter was sell/ to USHGA Accide111 Review Chairman Doug Hildreth.-Ed.

assume the population of pilots exceeding 60 years old is small, therefore making this age group a high risk group. Furthermore, with pilots spending more hours in the air (39 minutes per flight on average) it is reasonable that fatigue is becoming an important factor.

We should make more use of these facts and target safety information accordingly.

The bulk of safety articles I read in newsletters and Hang Gliding magazine and discussions at club meetings are aimed at safety procedures that tend to be more technical than personal. That is, they highlight weather information, glider condition and the more direct pilot skills. There has been excellent information on health but little on mental preparation and less on physical conditioning. I think we should stress these subjects in the coming year.

Below are suggested topics that warrant further discussion. l.· Pilots should be in good physical condition. Reaction time is improved as is judgement, strength and flexibility. These add up to reduce injury and improve glider control, and in turn add to our enjoyment and performance.

2. Pilots over 60 run a higher risk of injury.

Awareness of the statistics is important in- . formation for our membership.

3. A check list that starts days before flying can be helpful to the weekend pilot. This should include specific strength and stretching exercises, equipment preparation, weather monitor, transportation, etc.

4. In-flight fatigue should be monitored and managed by the pilot. For example, inflight stretching exercises will greatly relax fatigued muscles and are of particular value prior to landing.

I know it's easy for me to make general suggestions and it's something else to write an article on these subjects. However, I think you got the point. The age and fatigue factors in the reported fatalities seem to stand out. I assume the injury profiles are similar. It seems this is a tangible area in which to focus safety and training information.

Peter Fournia Penfield, NY

AGE AND FATIGUE Dear Doug, I read your 1986 Accident Review with great interest, as all of us do.

A couple of things jumped out in your report of the five fatalities. Three of the five pilots exceeded 60 years of age and in two to three cases pilots were fatigued. It's safe to

HANG GLIDING COMMUNICATIONS Dear Editor, There is a growing need for good communications for hang gliding and XC flying.

Lately the trend is to use 2-meter FM radios (amateur radio). This is an excellent choice

AIRMAIL considering the size, range, clarity of communication, etc. There's only one problem; without the proper license it's illegal.

Ok, so you get the license. Now you're legal, but your driver in the retrieval vehicle is not. Ultimately hang glider pilots get in trouble with the Federal Communications Commission. Bad public image.

Here's my idea: USHGA (all us pilots) approaches the FCC with a proposal for an organizational license so that all USHGA members can use a special assigned frequency like a business band, a frequency near the two-meter ham band. We could get our radios modified to that frequency or buy business band radios.

The approach to the FCC would be that there are only a small number of pilots interested in using this type of communication - serious XC pilots. Probably fewer than 2,000 pilots would sink $400-$600 into a couple of radios anyway. To the FCC this means we are not crowding the airwaves.

Before we get into trouble we should approach the FCC as a professional organization and get started on obtaining our own independent communication channel. It may take years to get a license issued.

Chris Pyle Seymour, TN

GLIDER RATINGS Dear Editor, Regarding Paul Voight's very good article in February Hang Gliding, his ratings of the Comet I disturb me. I personally learned to fly, starting from my fourth lesson in March '84 on a 185 C-I. Rating the landing characteristics, as well as mushing and parachutability, as low as he did next to the WW Sport and Harrier, is nothing short of AMAZING! I'm questioning whether it is because the handling of newer gliders has improved that much, that he is biased or lacking knowledge, or that he is comparing old, used gliders with brand new ones.

writing, I delayed by reading the latest issue of Hang Gliding, with the 1986 Accident Review. I'm shocked, five deaths from the same basic cause, head or neck injuries! I don't consider myself to be an expert, but the information has compelled me to write.

Let's face it, our heads and necks are not designed to absorb very high loads and injuries to these areas easily result in paralysis or death. I believe there are some safety measures each one of us can enact. They are: • Do not enter or remain in the prone position when your altitude is less than 50-100 feet.

• If you fly prone consider wearing a fullface helmet.

• Consider using an airspeed indicator when ridge flying, or for initial high flights by students or with new gliders.

• Maybe we all should be flying supine.

Another item which could be of great benefit would be an airspeed indicator with an adjustable audio threshold. The audio could be set to activate at some safe level above stall speed. For test purposes I use an electric airspeed on my new glider. The unit was designed to be used on model aircraft (Condor Industries) and is very small and light weight.

It is a simple arrangement that uses a small propeller (one-inch diameter) and a photoelectric cell which counts the blades passing by and sends the information to an encoder.

The complete unit weighs only a few ounces.

Perhaps one of our members could design a unit like this with an audio threshold. I suspect it would sell well.

Let me close by saying that I know it looks neat to come zooming in prone, inches off the deck, and then flare to that perfect stand-up landing, but think of the risk. Remember to keep in mind your limits and the limits of your glider. Let's make 1987 a better year, its safety is left in the hands of each and every one of us. Please fly safe.

Roi Klingerg Sunnyvale, CA

David Bobrowski Telluride, CO

DOCTOR OF HANG GLIDING HEAD AND NECK INJURIES Dear Editor, So, here I sit at my typewriter filled with enthusiasm, ready to report on the first test flights of my new wing. Because I hate

4

Dear Editor, After spending nine intermittent years and thousands of dollars on post high school education in pursuit of a doctorate, I was intrigued to recently run across THE degree, probably the one I really wanted anyway: A

Doctorate of Hang Gliding! Yup, Fergle University of Cincinnati, Ohio offers mailorder doctorates, and included in their "official catalogue" is a mail-order Doctor of Hang Gliding. The requirements? $13.00, and that includes with the diploma a T-shirt. Of course, if you want to go all out, you can spend $18.50 and get a sweatshirt with your doctorate.

In with my doctorate were some random ramblings by Chris Wigert, Dean of Deans at Fergle. Some exerpts: "If you look at the Harvard catalogue and the Spiegel catalog, there is really a big gap in the catalogue business ... Actually we hope to make enough money to just buy Ohio State or the University of Oklahoma. We all have about the same academic standards."

Other doctorates besides Hang Gliding?

Fergle offers such diverse disciplines as Computer Crime, Elevator Music, and Holistic Proctology.

One might ask what qualifications does this "University" have to give out (once one completes the purchase requirement) to a Doctor of Hang Gliding? I see one: Their school motto is "Disce Aut Morere," which roughly translated means, "Learn or Die." With tongue solidly in cheek, Dr. John Woiwode

For more information, write to Ferg/e University, Box 2505, Cincinnati, Ohio 45201.

WALT'S POINT IN 1987

Letters to the editor usually appear as written by the sender. In this instance, the length of the letters was prohibitive to printing in total. Also, we believe that Hang Gliding did not receive copies of the entire carrespondence, as reference to each other's letters didn't tally. Ui! have edited these letters significantly to try to present the information to Owens Uilley pilots prior to the summer season. Apologies to the authors.

-C. Brickner Howard Gerrish, Steve York and Mark Egan write from Ridgecrest, CA in response to the reservation system announced for Walt's Point in the February issue of Hang Gliding. They objected to the following points presented: Daily use fees were announced with no season cap so local pilots face a big expense to fly Horseshoe all summer; 24 gliders on launch was an unreasonably small number; no provision was made for "walk-on, no-reservation pilots"; the Forest Service didn't ask the hang

HANG GLIDING

AIRMAIL gliding conununity to regulate the launch; and Rod Schmidt shouldn't have the authority to shut down the launch. They suggest that pilots objecting to the system write to the Forest Service and chamber of commerce in Lone Pine, to Rod Schmidt, and to boycott the reservation system.

Apparently other pilots have also responded to the notice of a reservation system. Rod Schmidt writes with these answers: The expenses of site regulation increase on a per-use basis, so user fees will be on a per-use basis; next year a season fee will be considered; the number of gliders allowed on launch is amended to "site saturation"; no infringement on the road will be allowed; based on early response 15 reserved spots per day will be available; walk-on pilots will set up on firstcome space-available basis; Howard is right, the Forest Service didn't solicit a site manager, Rod stepped in to address the problems of sanitation and road crowding before the USFS closed the site; and Rod believes most pilots exercise good judgement in determining unsafe launch conditions.

Russ Locke, as a regional director, tried to assist in reaching an agreement between the parties. Russ offers this perspective: "The suggestion that pilots write to the Ranger or the chamber of commerce in Lone Pine to express dissatisfaction is potentially very dangerous; involving the non-hang gliding public in our differences of opinion will only eventually result in one action - loss of the flying site.

Writing letters to Rod to express dissatisfaction is exactly the right thing to do. Boycotting the reservation system is your and other pilots' right."

We hope this exchange is informative to prospective Owens Valley pilots. For those who wish to reach Horseshoe reservations a phone has been installed: (619) 876-4334. For those needing driver services there are two available: XCPA, P.O. Box 458, Independence, CA 93526 and Trailhead Shuttle Service, P.O. Box 218, Independence, CA 93526 (619) 878-2333.

Contact: Rod Schmidt, P.O. Box 540, Lone Pine, CA 93545 and Howard Gerrish, 1309 T Nimitz Ave., Ridgecrest, CA 93555 (619) 446-6921.

PARASAILS ARE HANG GLIDERS Dear Editor, Although I know of no universally accepted definition of a hang glider, the foot-launched parachute definitely seems like it's a hang glider to me. It's pilot-carriable, foot launch and landable, the pilot hangs in the breeze,

MAY 1987

it's weight shift controlled, employs a flexible wing, and it has (albeit low) soaring performance. Why should we, as an organization of hang glider pilots tum our noses up at this developing group of fellow hang gliding enthusiasts? Other letter writers have drawn a parallel between USHGA's stance on ultralights and this new sport, but I think that you can't put ultralights and foot-launched parachutes on the same level for the simple reason that an ultralight is a powered airplane and the so-called paraglider is an unpowered glider.

I question whether we should narrow the focus and definition of our sport and organization by excluding this new group of hang flyers. I believe that the job of the USHGA is to promote hang gliding in all its evolutionary (and revolutionary) forms, not to restrict the growth of foot-launched soaring and gliding flight.

J.C. Brown Albuquerque, New Mexico

LEFT-HANDED VARIO Dear Editor, I would like to point out a correction to Dennis Pagen's article on the Lindsay Ruddock vario altimeter. The instrument is availble for right-hand mount on request (and always has been) although the manufacturer's stock item is a left-hand mount. If a significant number of U.S. purchasers declare themselves to be dust devil hounds and require right-hand mounts, they will be available · from stock here. The customer is always right.

In England, with mellow thermals, left-hand mounting has been the customers' preference to date.

As always, Dennis' article was thoughtprovoking and well-observed.

Bob Fisher Houston, TX

The following letter was sent to USHGA President Russ Locke.-&!.

A RESIGNATION March 9, 1987 Dear Russ, I am greatly disappointed that the USHGA board of directors has broadened its interpretation of the Bylaws. The sport of hang gliding

has a sufficient number of issues and opportunities to fully occupy the board's time during its meetings without additionally addressing the problems of life. I refer to the statement about drug abuse and the threat of drug testing approved by the board at its meeting in Boulder, Colorado, March 2, 1987.

Many people have volunteered time, effort and funds to USHGA because it is an organization serving the sport of hang gliding.

There is no similar organization established to specifically meet the sport's needs. I am interested that USHGA continue to serve as a volunteer hang gliding association, and I have worked to support the association's programs, but I am not interested in it becoming a drug rehabilitation organization or otherwise consuming its efforts in addressing non-hang gliding issues. There are groups already in existence with greater resources and expertise to address drug and other problems.

If the Bylaws are to be interpreted so that USHGA must express itself about problems of the world, there are issues other than drugs that have a proportionately larger effect on members, and are more dangerous because the individual does not choose to acquire ihe problem. High blood pressure, cholesterol level and diabetes are among many important issues to consider in this sport from standpoints of health, safety, emotional involvement, or media exposure. One or more of these factors may have been the basis for action by the board, and exist in these problems as well.

Under the broadened interpretation of the Bylaws the board is being very narrow in focusing only on the drug issue.

I believe the threat of drug testing represents a significant departure from the Bylaws. It threatens members with an invasion of their privacy, and relinquishment of freedom of choice in how they conduct their lives, in order to participate in an association program.

Further, the threat does not specify drugs for which a member is to be tested, although the Olympic testing program covering 109 drugs - the majority of which are not illegal and many of which are contained in over the counter preparations not requiring a prescription - was discussed during the board meeting. I do not accept the view that USHGA has the authority to tell members how to conduct their lives. I believe a testing program pits the Association against its members. That is not a position in which I want to place USHGA. The Board should be encouraging members to participate in association programs, not theatening those who do.

I don't know anyone who favors drug abuse, or any of the other problems cited. I believe that these matters are not within the Associa-

5

IIEL1A It/IN&

Accessories AIRMAIL tion's jurisdiction. In my view it is a distortion of the organization, a well-meaning effort but nonetheless inappropriate, to establish official point-of-view statements on drug abuse or threats of testing members for drug use.

At the board meeting I voted against adoption of the statement and the testing threat. I believe they were two of the finest votes I ever cast for members. Since I strongly disagree with these policies, do not support them, and do not want to be associated with them, the honorable thing for me to do is step down. I believe that the Board will be better served in its new undertakings if it has an individual occupying the director-at-large position I presently hold who is in accord with its views and can provide guidance in its new attitude toward members.

Therefore today I resign from the position of director-at-large, resign chairmanship of the Awards Committee, and resign committee memberships.

Vic Powell Annandale, VA

found to have weakened material in the vicinity of the mesh-covered holes that make the parachutes steerable. The cause of the weakened material has been attributed to an interaction between a chemical used to finish the mesh and the nylon ripstop material.

Pioneer has identified 141 canopies with a potential problem and has recalled them. So far no other manufacturer has found a problem with, or use of, the mesh.

Since the weakened material has been found in the area next to the mesh there is no reason to believe that there is any problem with the material F-111. Since hang glider parachutes are made without mesh there is no reason for hang glider pilots to worry about the problem.

It is a good idea, though, to have a licensed rigger inspect a parachute now and then, especially since most hang glider pilots only repack their parachutes every couple of years whether they need it or not.

Gary Douris (Member Parachute Industry Association) Free Flight Enterprises Lake Elsinore, CA

ANOTHER COMPUTER Dear Editor, At the National Board Meeting, it became quite obvious that we desperately need a second IBM compatible work station, that is, a computer with two floppy disks, hopefully 5-1/4 inch each and a 20 megabyte hard disk with a viewer. Although we have one, it looks like we will have to buy another (something we really cannot yet afford) unless we can find one of our members who has an extra Compaq or other IBM compatible piece of machinery lying out there idle. It might even be possible for us to accept it on a Jong-term borrow-lease-rental basis from the owner without the owner giving up the right to continue to depreciate the item in his/her business. I am sure the USHGA would be more than happy to pay for the cost of boxing and shipping the item from the local computer store to Los Angeles.

Dick Cassetta Sacremento, CA

PARACHUTE ADVISORY UPDATE Dear Editor, In 1981-82 Pioneer parachute company manufactured a series of reserve parachutes in the Kxx and K22 series that have since been

6

AN APOLOGY From: Russ Locke

Date: March 15, 1987

To: Denise Bennett Mark Bennett Kenny Brown Paul Clock Lee Fisher

Jeff Huey Jim Lee Kathy Lee Pete Lehmann Rick Rawlings

At our recent meeting in Denver, we discussed the fact that several of you feel slighted by the actions of myself and some of the other members of the Board of Directors.

It was felt that we focused on what went wrong as opposed to what went right at the recent meet.

It's unfortunate that we had a series of incidents in international competition in recent years. In a way, we have come to expect these sorts of problems. That doesn't excuse that kind of thinking, but it needs to be recognized to be dealt with.

As a team you worked extremely well together in Canada and I know that you are proud of that accomplishment. You have set a standard for future international teams to work towards. On behalf of the USHGA Board, I apologize for any frustration you have felt because of lack of recognition of your efforts.

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DEALER INQUIRIES INVITED

HANG GL!DJNG

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Penny Tingstad

Auburn, WA

Jim Reynolds

Keith Evert Rawland Glass Roderick Holt Kevin Hugh Kean Bogdan Legomski Allan Oertle, Sr. Darrell Weldon Robert Wentworth Keith Young ·

San Luis Obispo, CA Angwin, CA Santa Clara, CA San Jose, CA Sunnyvale, CA Union City, CA Stockton, CA Palo Alto, CA Campbell, CA

Achim Hageman Charlie Whitehill Pat Denevan Jim Woodward Lani Akiona Jim Woodward Chris Crescioli Dave Bowen Jim Woodward

Theodore Barsenas Mark Cenovich

San Diego, CA Isla Vista, CA

Lani Akiona Achim Hageman

Brian Blackwood Richard Clark Doug Jensen Martin Noye

Phoenix, AZ Chandler, AZ West Valley City, UT Tempe, AZ

Doug Gordon Doug Gordon Kevin Stowe Doug Gordon

Lisa Tote

Boise, ID

Mike King

Jon McArnarney

Elkhart, KS

Ron Kenney

Roger Easunan Steve Petri

W. Lafayette, IN Newburgh, IN

Matt Tober Matt Taber

7 7

Steve Booth Paul Masters

Newport News, VA Strongville, OH

Richard Cobb Doug Gordon

9 9

2 2 2

2

Doug Roberts Jeffrey Spencer Tom Hanks Perry Hudson Ronald Maynard

Jamul, CA Tanana, CA Honeyville, UT Mesa, AZ Tempe, AZ

Gregg Law less Ted Boyse Robert Millman Doug Gordon Doug Gordon

Warren Bowker, Jr.

Richfield, KS

Ron Kenney

Kirk Bauman John White

Wausau, WI Noblesville, IN

Erik Fair Matt Taber

7

Kevin Beck Stan Cobb Roger French

Pettisville, OH Seabrook, MD Waverly, OH

Matt Taber Eric Logan Mario Manzo

9 9 9

Bruce Larsen Debra Taber Numan Warren

Atlanta, GA Chattanooga, TN Gadsden, AL

Matt Taber Matt Tober Matt Taber

10 10 10

George Gonzalez Don Kreger

El Paso, TX Arlington, TX

Paul Michaud Gary Scheer

11 11

3 4 4 4

2

2 2 2 2

4 4 4

4 INTERMEDIATE RATINGS NAME

John Place Paul Schimmele David Taylor

Chattanooga, TN Chattanooga, TN Eliz.abeth City, NC

Matt Taber Matt Tober Rob Bachman

CITY, STATE

INSTRUCTOR

Russ Christenson Tony Hillis

Federal Way, WA Arlington, WA

Dave Rodriguez Mike Daily

Stephen Estrin Monika Gerber Scott Kurth Anthony Lawrence Ed Poe Tom Smith

San Jose, CA Santa Cruz, CA San Luis Obispo, CA Daly City, CA San Jose, CA Chico, CA

Pat Denevan Pat Denevan Achim Hageman Charlie Whitehill Dan Murphy Dave Freeman

Diego Agudelo Ray Albrektson William Cromie Paul Gangl Gabriel Ikonomov Fred Mandilk Thomas Penchoen

La Jolla, CA San Bernardino, CA San Diego, CA Escondido, CA San Diego, CA Grand Terrace, CA Sepulveda, CA

Ken Baier Rob McKenzie John Ryan John Ryan John Ryan Debbi Renshaw Joe Greblo

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OBSERVER

REGION

Roger Butler George Hamilton Terry Kenney Michael Meirer

Lakeport, CA W. Sacramento, CA Modesto, CA Santa Cruz, CA

Jon James Stephen Smith Ken Muscio Walt Nielsen

Ray Godfrey

Dave Loudenback

San Diego, CA Torrance, CA

John Ryan Ted Boyse

Tim Delaney Marcus Knowlden James McCallum

Gunnison, CO Toole, UT Toole, UT

George Hewitt Dave Rodriguez Dave Rodriguez

K.C. Benn

Evanston, WY

Dave Rodriguez

Bruce Burrus

Oklahoma City, OK

Chuck Hall

Garry Carpenter Richard Morse

Shadyside, OH Arlington, VA

Mike DelSignore Dean Rogers

9 9

2

Mario Crespi Alvin Slatton

Chattanooga, TN Sale Creek, TN

Matt Taber Matt Taber

10 IO

2 2 2 2

Bruce Baxter Gary Irland

W. Milford, NJ Martville, NY

Thomas Aguero Dan Guido

12 12

10 10 10

NOVICE RATINGS NAME

CITY, STATE

REGION

3 3 3

2 2 2

4 4

ADVANCED RATINGS

NAME

CITY, STATE

OBSERVER

REGION

Wallace Anderson Achim Hageman Mark Lilledahl

2 2 2

J

3 3

J

Terri Cirimelli Chris Gallagher Victor Landry

Belmont, CA Lompoc, CA San Jose, CA

HANG GLIDING

RATINGS AND APPOINTMENTS Dave Biddle &!war Souza Freitas

INSI'RUCTORS Lake Elsinore, CA

Paul Bums Debbi Renshaw

Long Beach, CA

NAME Kevin McClure Mark Orsborn Jeff White

Phoenix, AZ Broomfield, CO Denver, CO

Bob Stout Mark Windsheimer Richard Annis

Mike Fitzgerald

Minneapolis, MN

Bruce Carlson

Preston Steven Morrisey

Gaithersburg, MD

Dean Rogers

John Welden

Birmingham, AL

Earl Chambers

10

Stephen Botes

Mahwah, NJ

Paul Voight

12

Eiji Kojima

Chiba, Japan

Bill Bennett

FOR

4 4

ADMIN/ DIRECTOR

CITY, STATE

Tom Johns (B)

Everett, WA

Johns/Locke

Joel Greger (A) Asher Kaiser (B) Niel Kjar (B) Dan Skadal (A)

Dana Point, CA Encinitas, CA Honolulu, HI Orange, CA

Ryan/DeRussy Ryan/DeRussy Darling/DeRussy Skadal/Fair

Harold Austin (B)

Royal Oak, MI

DeWolf/Woiwode

REGION

EXAMINERS NAME MASTER RATINGS NAME Cindy Drozda Ian Huss

CITY, STATE Boulder, CO Boulder, CO

DIRECTOR

CITY, STATE

CITY, SfATE

Billings, MT Missoula, MT

Mike King Mike King

Bruce Hawk

Knoxville, TN

Dick Heckman

IO

Vince Collins

Irving, TX

Warren Richardson

11

REGION

Jim Zeiset Jim Zeiset

AWARDS

ADMINISrRA10R

Buck McMinn

Chelan, WA

Joe Greblo

Colin Perry

Palo Alto, CA

Joe Greblo

Lawrence Mace John Ryan

Santa Monica, CA San Diego, CA

Joe Greblo Joe Greblo

REGION

2

OBSERVERS APPOINTMENTS NAME

CITY, SfATE

EXAMINER

Steve Aden

Corvallis, OR

Dick Gammon

Jim Goebl Ray Leonard

Oroville, CA Glenbrook, NV

David Freeman Gary Wood

Ken Baier Roman Dodson

Del Mar, CA Sepulveda, CA

Larry Mace

REGION

BRONZE

SILVER

DIAMOND

F. Dahlberg

Bruce Burrus Robert Henderson

Lawrence "Pete" Lehmann

Mark Fleming James Fox Thomas Gaw Daniel Hartowicz Steven Holte Ken Howells Wendy Kamm Mark LaBelle C. Mack Lipe Douglas Hamilton-Michon Julian Pearson Al Wright

The Hall Airspeed Indicator

2 2

A precision instrument tor the serious pilot. Rugged, dependable and easy to read.

Gregg Lawless

Michael Gregg David Sharp

Albuquerque, NM Albuquerque, NM

David Ray David Ray

Kenneth Baumer (SP) Brian Johnson (SP)

Grand Forks AFB, ND Whitefish, MT

Mike King Mike King

Kevin Fleet

Chesapeake, VA

John Harris

4 4

Airspeed Indicator with Long Bracket

Airspeed Indicator ......... $21.50 Long Bracket . .

6.50 Foreign & C.O.D. Orders add $2.00 Control Bar Protectors

5" diameter ABS plastic wheels.

Specily 1" or 1·1/B" conlml bar.

Control Bar Protectors

MAY 1987

REGION

Roger Lockwood Lee Metzgar

TANDEM RATINGS NAME

DIRECTOR

Wheels - $20.00/pair Foreign & C.O.D. orders add $2.00 Hall Brothers P.O. Box 771-H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders (801) 829-3232

9

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 tme,~ ~ ~,t,, 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. The Championships were a tremendous success. There was competition 11 out of the 14 days and the pilots flew 54,000 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 Covello Street Canoga Park,

Los AngelesCa91303 (818) 887 3361 Fax (818) 702 061~2...,...,.........._~--...._ Moyes Australia 173 Bronte Road, Waverley NSW 2024 Australia Tel(02) 387 5114Fax(02) 387 4472TelexAAl2l822SY3246

UPDATE PACIFIC WINDCRAFI' LTD. JOINS AIRWAVE GLIDERS An alliance has been effected between Pacific Windcraft Ltd., maker of the Vision series recreational hang glider, and Airwave Gliders, maker of the Magic. Accordingly, Pacific Windcraft of Salinas, California will now be doing business as Pacific Airwave.

Despite the fact that Airwave has taken a shareholding in Pacific Airwave, the move is seen by both companies as more of a merger of two organizations with common interests and aspirations.

By joining forces with Airwave Gliders, Pacific Airwave will be able to take advantage of Airwave Gliders' sales and distribution network in Europe and throughout the world, as well as add the Magic to its product line.

Equally, Airwave Gliders will have access to a modern manufacturing facility in the U.S. and will be able to immediately complement the Magic line with the leisure class Vision series glider.

As an immediate consequence of the agreement, Airwave's Isle of Wight factory in England will produce the new 1987 Vision Mark IV for Europe, and Pacific Airwave will be building Magics at its Salinas factory for the American market.

The respective management teams of each company will continue as before except that Kenny Brown, Airwave's former U.S. distributor, will be joining Pacific Airwave to lead its sales operation.

Commenting on the new venture, JeanMichel Bernasconi, chief executive of Pacific Airwave, said, "I am certain that this alliance can only be in the best interest of our customers. The benefits are immediate: we will now have a glider line covering everybody from the beginner on the training hill to the World Champion, which will be backed by a world-wide network of professional schools and dealers which is second to none. Furthermore, we'll be pooling our research and development, manufacturing, and purchasing to further boost the performance and quality of our gliders while remaining competitive in the

MAY 1987

marketplace.''

Contact: Pacific Airwave, P.O. Box 4381, Salinas, CA 93912 (408) 422-2299, Telex: 4944863 PACWIN.

RIGHT STUFF "Once you put the training hill behind you ...you effectively enter the single most dangerous stage of your hang gliding career.''

So asserts Erik Fair in his new book, RIGHT STUFF For New Hang Glider Pilots (ISBN 0-913581-00-3, 176 pages, $7.95 softcover, Publitec Editions, P.O. Box 4342, Laguna Beach, CA 92652 (714) 497-6100).

Produced in response to popular demand, the book recreates articles from the author's acclaimed "The Right Stuff' instructional column for new hang glider pilots, originally appearing in Hang Gliding magazine. Fair's stated objective is to assist the Novice pilot through this "most dangerous stage" so that he/she can "develop into a living Intermediate then Advanced pilot."

Supplemented with numerous illustrations and seasoned with frequent touches of humor, the text suggests how to deal with various aspects of the Novice stage in a manner that will maximize the pilot's safety and enjoyment. Articles cover: launches, landings (including foreed landings and crash landings), transitions from launch position to prone, speed range exploration, first altitude flights, pre-soaring techniques, beginning soaring skills, ridge lift flight, thermal lift flight, and other skills.

Fair also discusses pieces of hang gliding "esoterica" such as: the term "wuffo;" Intermediate Sydrome and Advanced Pilot Syndrome (and how to avoid both); what's cool and what's uncool at launch, in dealing with drivers, and in lift shared with other pilots; approved wind direction signals; how to handle "pear people;" the "Doo Dah Day" and how to make best use of it.

Fair is a hang gliding instructor certified by the USHGA, the owner of a hang gliding school and retail business in Santa Ana, California, and a staff writer for Hang Gliding magazine.

SEAGULL AIRCRAFT PURCHASED

BY ARIZONA WINDSPORTS Seagull Aircraft, on of the largest manufacturers of hang gliders in the seventies has been purchased from Kitty Hawk Kites by Arizona Windsports.

Seagull popularized gliders constructed with curved leading edges and keels.

Their most popular models were the Seahawk and Meter series. The Seahawk is still considered by many instructors to be one of the best trainers ever made.

A full supply of replacement parts are available through Arizona Windsports for pilots flying Seagull classics. Contact: Doug Gordon, 1114 Cornell Drive, Tempe AZ 85283 (602) 897-7121.

CLINCH MOUNTAIN XC CONTEST This is the first annual XC contest held at Clinch Mountain, Knoxville, TN. The goal is to fly the longest distance and the entry fee is $20. The contest ends Dec. 31, 1987. Flights must originate from one of the four launches on Clinch Mtn. Prize money will be awarded to first, second, and third places. An additional bonus will be awarded by Hawk Air Sports if the flight is over 60 miles. For more information and to enter to contest contact: Chris Pyle, P.O. Box 585, Seymour TN 37865.

PINE MT. CWSED DURING REGIONALS Pine Mountain, site of the Region I regionals this year, will be closed to all pilots except competitors, May 23-25.

NEW CANADIAN VARIO Lark Electronics introduces the model HV-1 variometer. The compact unit features: up and down audio, sink alarm, adjustable audio threshold, electronic temperature compensation, battery tester, 150 hr. battery life, earphone jack, epoxy-encapsulated and shock-mounted electronics, two-year warranty, free

II

UPDATE adjustment and calibration service and custom carrying case.

The price is $169.00 U.S. Contact: Lark Electronics, 29 Harvest Court, Kitchener, Ontario CANADA N2P 1T3 (519) 748-1856.

NEW CERTIFIED SCHOOL USHGA welcomes a new certified school: Fly High Hang Gliding, Inc., RD 2 Box 561, Pine Bush, NY 12566 (914) 744-3317. Paul Voight is an advanced instructor.

"FEEL THE FREEDOM" AERIAL EXPO The second annual Feel The Freedom Aerial Exposition, sponsored by Randy and Cher Novak, will be held Memorial Day weekend, May 23-25, at the Treehouse Fun Ranch, 17809 Glen Helen Rd., Devore, California.

Last year the event, held at the clothing-optional resort, featured hang gliding, ultralights, helicopters, radiocontrolled models, the "Buff Divers" nude skydiving team and the "Flying Bares" nude hang gliding team. Included this year will be a "There I was, thought I was gonna die" story-telling contest.

The event received nationwide news media exposure last year.

The ranch has hotel accommodations and camping facilities. Contact: Randy Novak, 7263 Cedar St., San Bernardino, CA 92404 (714) 884-4161.

deployed parachutes. Over 3,000 unit sales have been made worldwide, resulting in 24 lives saved in the last three years. The company is also entering a diversification of its product line which will include a radar-oriented collison avoidance device. Contact: BRS, Fleming Field - 1845 Henry Ave., S. Saint Paul, MN 55075 (612) 457-7491.

AVITEK AV-2 VARIO The Avtek AV-2 vario from Avtek Electronics features: a digital altimeter (0 to 20,000 feet in 10-foot increments), a vertical speed indicator (0 to ± 3,000 fpm), dual damping, auto-zeroing vario, 30 hr. battery life, battery tester, locking power switch and earphone jack. The unit measures 6" x 4.5" x 1.75" and weighs 14 ounces. It comes with a universal mounting bracket and "gripper clips."

Contact: Ross Hay, Avtek Electronics Ltr., 427 Manora Dr. NE, Calgary, Alberta CANADA TIA 4R2 (403) 235-1850.

FLIGHT OF THE KLINGBERG WING

by Roi Klingberg

BRS MOVES INTO NEW CORPORATE HEADQUARTERS SOUTH ST. PAUL, MN - After three years in Lake Elmo, BRS moved into much larger and more efficient quarters.

The new facility is located on this city's Fleming Field airport in the Inver Grove Heights area.

BRS Incorporated is an aerospace holding company that designs and manufactures a range of aviation safety products including ballistic and rocket12

The glider and I have just come to a stop and I can hear the cheers rising up from the sand dune. After more than three years of fun, hard work and some frustration the payoff has arrived. The flight was extremely modest by today's standards: 5.2 seconds, 150 feet in length, with a maximum altitude of about four feet. Yet, in my 15 years of flying this short hop was by far the most thrilling. Hopefully the door to even higher

levels of performance, for foot-launched aircraft, has been opened.

The most excruciating part of the project was the three weeks prior to the first flight, which was spent waiting for good weather. The tedium seemed endless.

Good weather arrived at Dillon Beach on February 28. By 8:00 AM I arrived at the beach with the glider and my crew.

At 10:00 AM the breeze started to blow upslope at about five mph. We were ready, or so I thought. Twenty feet up a gentle slope I began my takeoff run. At least I tried to run. Unfortunately the seat was binding with the pilot's cage.

This prevented me from achieving anything more than a fast walk that resembled a duck's waddle. I clearly heard laughing from the neighboring hang gliding class. A wuffo from the class came over and suggested that if I just kept running, a liftoff would soon follow.

Undaunted, we proceeded to modify the hang straps. Allowing more slack in the straps would solve the problem, but I would be riding too low in the glider.

For the first test, without the lower door or canopy, this inconvenience was deemed to be acceptable. After a couple of test runs down the dune we were really ready. Backing further up the slope I now had plenty of room for the takeoff run. After a run of about 30 feet I eased the control stick back and the glider briskly rotated and lifted off. I stabilized the airspeed at slightly more than stall speed, about 25 mph. As the flight proceeded some light turbulence caused the right wing to drop. I corrected with the ailerons and subsequent analysis showed that five degrees of roll was corrected in less than 0.8 second. Yes, the controls are quite effective, even near stall speed.

As I approached touchdown, a sloping part of the dune caught the right wing tip causing a muffed landing. There was no damage to the glider or myself. The flight was a complete success.

With the problem of the seat being too low I decided to continue the test flights another day. Besides, there was cold champagne waiting! Later this summer, after more flights have been completed, I will write a more extensive article.•

HANG GLIDING

UPDATE Tourist Office, Christian Sarbach, Case Postale 323, CH-1936 Verbier, Switzerland.

Calendar of Events 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 2•3: Mt. Nebl Zoar Pig weekend at Dardanelle, Ark. Hang ills must have Hang IV voucher pile:. 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 7-10: Region IV Regionals at Willow Creek, Gunnison, CO. Pre-registration $75. Triangles and Race to Goal. Contact: Liz Sharp, 5555 Bowron Place, Longmont, CO 80501 (303) 530-0718.

May 15-18: Basic Instructor Certification Program. May 18-20: Advanced ICP. Intermediate Soaring Clinic in Salt Lake City, UT. May 21-24: Contact: Al Godman, 205 W. Cornwall Ct., Lafayette, CO 80026 (303) 666-9963.

May 8·11: ICP, towing seminar, tandem clinic, Boise, ID. Contact: Mike King (208) 362-1848.

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 9: Pre-registration deadline for Region 12 qualifier. Meet to be held at Mt. Uthsayantha, Stamford, NY. 30 pilot limit. Contact: Marty Beckenbach, 87'h Main St., P.O. Box 358, Macedon, NY 14502 (315) 986-4438.

May 20-25. Region ill Regionals at Laguna Mtn. and Horse Canyon in San Diego county. Entry deadline May 13 ($100). 40 pilots max. Contact: John Ryan (619) 450-9008. Mail entry to: The Hang Gliding Center, 4206K Sorrento Valley Blvd., San Diego, CA 92121.

MAY 1987

May 23-25: Otto Lilienthal Day, Crestline, CA. Earn a Lilienthal bronze or silver award. Bring log book. Barbeque. Contact: Rob McKenzie (714) 883-8488.

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

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 membrs only. Contact: Scot Trueblood, P.O. Box 1131, Ruidoso, NM 88345 or Riker Davis (505) 257-2873.

May 23·25: Memorial weekend fly-in, Dayton, WY. Contact: Mike King (208) 362-1848.

June 9-14: Manufacturers League Meet. Contact: Wills Wing, Inc., 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344.

June 12·14: Nebrasky tow seminar and XC meet, Ogallala, NE. Contact: Hugh Martin (402) 463-6255.

June 13, 20: Region 11 Regionals. Two weekends, June 13 - expert class, open distance XC or XC race to goal. Also novice class. June 20 - finalists. Entry fee $20.

Contact: Steve Bums, 1712 Waterston, Auston, TX 78703 (512) 474-1669.

June 20-21: 4th annual fly-in and pig roast.

Grant, MT. Contact: Monte Elliot (406) 681-3144.

June 26-28: South Idaho XC meet (King Mtn.), Moore, ID. Contact: Mike King (208) 362-1848.

July 11-19: U.S. National Hang Gliding championships, Gunter launch, Owens Valley, CA. July 22-26: Tenth Annual World Invitational Hang Gliding Championship, Grouse Mountain, Vancouver, BC CANADA. All Hang IVs may apply. Contact: Valerie Lang, 6400 Nancy Greene Way, North Vancouver, BC V7R 4N4 (604) 984-0661.

Sept. 5-7: Tenth Annual Free spirit Hang Gliding Festival held at Draht Hill, Elmira, NY. Club team and open class competitions. Beginner to Advanced pilots welcome. Ultralights, towing, aerobatics. Camping. Pre-registration required. 125 pilots max. Contact: Free Spirit Flight HGCI, P.O. Box 13, Dept. HG, Elmira, NY 14901.

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 Bally's Grand Hotel, Las Vegas, NV. Contact: Ann Kilian, AOPA 421, Aviation Way, Frederick, MD 21701 (301) 695-2052.

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.

/

THE l~@D=Du ~l~@[}=l]u PARAGLIDER Think about it ... hike or X-C ski in and FLY OUT! Foot-launched PARAGLIDER weighs only

July 3·12: Owens Valley XC Classic. Contact: Tom Kreyche, P.O. Box 1535, Bishop, CA 93514 (619) 873-8367.

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 glidiAg knowledge makes it easy to learn. U.S. made.

Great for boat towing, too. Call or write:

July 6-12: World Championships of Paragliding, Attelas mountains near Verbier, Switzerland.

Preregistration by May 15. Contact: Verbier

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

LIGHT FLIGHT ~ '-

13

by

14

Lehmann

HANG GLIDING

THE BASIC MIS-CONCEPTION So, you want to go cross-country? After having endured the alternating tedium and excitement of getting your Hang III, and thirty or so hours of air time you figure it is time to start going XC. All you need is an "XC day." We all know what that means: 10-15 mph straight-in winds, 500+fpm climb rates, high cloud base, and lots of cumies so you can cloud hop your way 100 miles downwind to land at an isolated women's college (depending upon one's gender or sexual preference), there to be welcomed as a sky god with all the rights and privileges attendant to such an exalted rank.

I have good news and bad news. The good news is that days like that do happen, even if the locals are unlikely to fulfill your most lecherous expectations. The bad news is that in the East they are extremely rare. Excellent XC days occur perhaps half a dozen times a year and there is a good chance that they will fall on a workday. Far worse news is that if you have been holding off from going XC because you have not yet seen such conditions, it is likely that you won't have the skills, knowledge, and psychological makeup to take advantage of a magical day when it arrives. Cross-country flying is like any other skill in the sport; it has to be learned, and will probably take longer to learn than anticipated. Because you only rarely encounter days on which even your grandmother could go XC, it is necessary to start learning during the less-than-perfect days we normally experience. Fortunately this learning experience itself can reward you with many miles of flying on days which do not resemble the stereotypical ideal day. It takes time and effort, but the rewards are there if you are willing to learn. And only with the thermalling ability, tactical decision-making skills and regional topographic knowledge obtained on the lighter days, will you be able to go very far on the "good" days.

PURPOSE OF TlilS ARTICLE In the hang gliding literature, crosscountry flying has been treated too simplistically as a straightforward technical

OPPOSITE: John Scott at 1,200' above Tempelton, PA launch. The normally tight landing area in upper right is further restricted by flooding. Don Glasgow soars below. Photo by John Scott.

MAY

1987

exercise focusing on thermal generators and the necessary speeds to fly. Such an approach is a partial and misleading description of what is involved in mastering crosscountry flying in Eastern conditions. It ignores important psychological factors which seem to hinder pilots in even starting to fly cross-country. In addition, there are secondary flying skills which make important contributions to one's ability to continue flying towards the horizon in a part of the country where lift is often light, doesn't go very high, and where LZ's can be small and scarce. Too much of what we read on XC flying emphasizes record flights in excellent conditions. This article is not intended for hot XC pilots or competition aces. It is for the Hang III-IV pilots who have not yet gone XC because they lack the necessary spur to kick them off the ridge, and not because they do not have the required basic flying skills. It is my hope that this article will act as a prod to making that break with their past flying habits.

Before going any further, it needs to be said that XC flying is only one of many ways in which to enjoy hang gliding. I am an XC pilot and this article is directed to those pilots who aspire to XC flight. This in no way implies that this is the best or only way to enjoy the sport. To some extent hang gliding may have become too XC-oriented. We are in a very free-form sport, one with few rules and regulations by the standards of our society. If you as a pilot are uninterested in, or do not have the skills to become an XC pilot, do not let the prevailing strong peer pressure to become an XC pilot coerce you into it.

There is no rule that says you have to go cross-country. Enjoy the sport in whatever fashion suits your inclinations and capabilities. Do not let the current fashionability of XC flying diminish your delight in hang flight, whether it be as a rookie on the training hills, an aerobatic pilot or a ridge soarer.

INHIBITIONS: AIRTIME, OLDER PILOIS, AND GETTING PICKED UP For all the constant talk of cross-country flying amongst Eastern pilots there is in fact only a small minority of pilots who consistently do so. 1\vo of the main reasons for this phenomenon are historical in nature and represent a carryover from the days of less capable gliders and less skillful pilots. The third reason is that people are concerned about getting picked up after their flights.

Air Time The first historical hindrance is the pilot's preoccupation with accumulating air time as an indicator of skill and achievement. In the early days air time was all that one could achieve, but now an emphasis on air time will almost certainly conflict with the goal of going XC. This is because, particularly in the early phases of learning XC flying, there is a high probability that you will make mistakes and land quickly. Had you stayed on the ridge, you would still be in the air with all your buddies accumulating air time rather than sitting alone in a field feeling slightly foolish. Do not worry about feeling foolish if you are serious about becoming an XC pilot. You will soon discover that even a short, half-hour XC flight can be more rewarding than two hours of flying on a crowded ridge. As an XC pilot in the East it is unlikely that you will ever get more air time than a ridge pilot, but, in my biased opinion, the air time will be of a higher quality. You will become a more accomplished pilot in all facets of your flying, and you will be confronted by an almost infinite variety of new situations on every flight. The bottom line remains, however: in the East you simply will not get as much air time.

You should not let it bother you because you are moving into a new form of flying where the benchmarks by which one measures achievement are no longer limited to air time.

Older Pilots The second historical factor that inhibits the development of XC pilots is the presence of longtime pilots who go back to the early days when the glider's poor performance and our general lack of knowledge made XC flying an unattainable dream. Based on my own experience at many flying sites, a large percentage of these "old" pilots are stuck at flying like they did on their Super Lancer even though they now own a B-Sensor. The problem is that in hang gliding the respected older pilots establish the norms of behavior and performance for the newer pilots.

Rookies typically emulate the older pilots.

This attitude makes good sense from the safety point of view, but can inhibit the development of XC pilots if the bulk of the older pilots are historically ridgebound.

What newer pilot wants to be sitting alone in a field ten miles over the back when all the local heroes are back at the main LZ talking about air time, who outsinks whom, and their bitchin' wingovers? This situation i~ 15

addition to instrumentation (vario, altimeter, dock) other items can reduce disorientation and map on base tube), increase confidence communication (radio) and facilitate and rel:deval (cash, credit for

even further if the older pilot~ believe that a flying site has no XC potential at all because no one has ever gone XC from the site. This creates a vicious circle wherein no one goos XC because no one ever tried, and no one ever tries because no one has ever gone XC before. If a newer pilot wants to break the umbilical cord to the under such circumstances it will to overcome the hissome extra torical to stay on the Most find reasons not to go XC; it is up to you to realize that what those pilots think there are also many reasons to go.

16

Picked The other great inhibition to going XC is concern about getting back to the hill. There are two ways to look at the problem. The first is philosophical. As Eastern pilots we fly To do so we have usually invested thousands of dollars in the sport by the time one adds up the cost of lessons, equipment and travel expenses. It seems foolish to let the difficulties involved in getpicked up you of the ultimate fruits of a sport into which you have invested so much time, effort and money. On a more orn1cnca1 level, remember that we arc in the

Eastern US. Unless you are dumb enough to land in the trees in a huge forest, there are roads, houses and phones almost everywhere. This is not Nevada. You are not go-· to get stranded, die of thirst or get AIDS at Janie's Ranch. You may be inconvcnienc·ed, but you will get picked up. Or, failing that, you can hitch a ride back. Remember, you will be flying over and landing in rural areas, not the South Bronx. In my cnce, rural people have been incredibly nice about telephoning, feeding me, providing rides to the main road or even rides back to launch. Hitching works so well in the country that if you have flown less than twenty miles it is likely that you can get back to launch more quickly by hitching than you can by waiting for another pilot to finish flying and come to pick you up. (Granted you will probably still have to pick up your glider on the way home.) Finally, you can offer to pay a local to give you a ride back with yonr glider. (Fly with some light tic-down rope if you can.) Remember what I said about the costs of flying. In the East we spend a lot of money to be in this sport, where we get an annual average of between twenty and thirty hours. So what difference does ten or twenty dollars make when you can get a de-· cent XC flight for the extra v11.~11,111ua,rn,, Because the problem of getting picked up weighs so heavily with rookie cross-country pilots there is a section on how to get home later in this article.

HANG GLIDING

SECONDARY FLYING SKILLS: RLF AND THERMALLING PERSISTENCE Most of what has been written on XC flyfoeuses on speeds-to-fly and the best courses to fly to find the next thermal.

Because that infonnation is readily available elsewhere I will not address those two subwhich is not to deny their importance.

I feel, though, that they only become really important once a pilot has made the first few flights over the back. This article is aimed at getting pilots to make that first big step.

Refining one's XC skills comes later.

This section looks at two skills which, while not terribly sexy, are vitally important in a where lift is often small, light and inconsistent and LZ's are sometimes demanding.

The first skill is the ability to consistently land your in a restricted landing field (RLF). While it is fairly obvious that this skill is important from a safety point of view, less obvious is the fact that the greater your skill and confidence in landing in small LZ's the greater will be your chances of flying fur.

This is because you will less often have to blow off an extra 1,000 feet of altitude to make it to a LZ that is further away.

As we in the East typically do not get very high this is terribly wasteful. Fm example, suppose that you have been getting to 5,000 feet AGL over wooded terrain with a mix of good, large LZ's and small ones which are adequate for an accomplished lander. The exr>erienc:ed pilot who can go as low as 1,000 feet in search of lift and still be assured of making a safe LZ amid the trees enjoys a tremendous advantage over the less confident pilot who is having to give up the search for lift at 2,000 feet to make it to a larger field.

After topping out, the pilot with poorer landskills in this scenario has 3,000 feet of altitude with which to search for lift, evade terrain and otherwise continue the flight. The better landing pilot has, however, 4,000 feet to work with. else being equal, the extra 1,000 feet gives him a 33 % increase in chances of finding more lift.

If you don't think that is an important margin, in mind that we are not talking about Chelan-style Western flying. Out there, one's last tnm in search of lift can often be made within 100 feet of landing, and altitudes of 9,000 feet AGL are common.

This means that not only do you gain vast amounts of altitnde, but it is all useful for furthering the flight. In the East you will MAY 1987

Mike Neuman stands in the LZ where he ended his 98-mile flight. He landed at the bottom of the bowl, behind the tree line, in 30 mph winds after rotored behind the mountain seen in the It was the LZ available.

by Pete Lehmann.

be very high and terrain obstacles will often prevent you from using your last 1,000 feet of altitude to search for lift. Altitude is precious around here, and excellent landing skills can effectively increase the usable altitude available to you.

Persistence The second underemphasized skill is persistence while thermalling. When discussthermalling, pilots tend to emphasize elegance and absolute climb rates. But for going XC in the East these features are secondary in importance to sheer pigheaded tenacity. At low altitudes our the1mals can be very small and gnarly. They are workable, but not in any smooth elegant fashion. You have to behave like a bulldog: bite the bastard and don't let go. You may get thrown out, slip out because you overbanked, or you may fly in and out of it because it is simply too small. But, if you are gaining even 10 feet a tum, it pays to stay with it. There is an excellent chance that it will eventually improve such that more conventional techniques will work.

A more common experience in this area is that lift will be reasonably strong lower down but then diminish with altitude. I have often observed less experienced pilots leave thermals at that point. This is usually a mistake. Thermals are not homogeneous; they rarely a constant diameter, rate of

climb, or drift. On light, high pressure days it is very common for one to find large variations in climb rates in one thermal. Sometimes the climb rate even goes to zero until one can find another core to continue the climb. As these conditions commonly occur on cloudless days there is often no visual clue as to where the thermal is really going.

Because of the absence of a reassuring cloud, pilots often assume that a weakening thermal is going nowhere and up on it. In fact, there are several possible explanations for what is happening: it is passing through a mild inversion and will accelerate later; the rate or even direction of thermal drift may have changed so that the pilot may have flown out of the core. The exact cause is not important, but the remedy is: STAY WITH IT until you are very sure that it is dead. As a rule of thumb I usually keep looking until I have lost 200 feet and then depart feeling masonably sure that I have topped out. I cannot overemphasiz.e how important it is to stay with lift. We do not get very high so it is crucial to use every bit of lift available, and by being persistent you will find a surprising amount of it. I have made it to 6,300 feet AGL on an inverted, blue thermal day. It took nearly half an hour to get there after being released from tow at 2,000 feet, but by being patient, it was there for the taking.

Keep in mind too that on a downwind crosscountry flight the higher you stay, the faster 17

your rate of drift is going to be even while thermalling.

These suggestions to stay with garbage lift as long as possible may sound too conservative to some pilots. Indeed, on days where I have good indicators of strong lift elsewhere (clouds, rapidly climbing gliders, or birds) I will head for it. But on most Eastern XC flights you will be without other gliders soon after leaving the ridge, many of your XC days will have blue skies, and there are not that many hawks around. (This is not to mention the lamentable absence of dust devils in our part of the country.) In short, you have to milk the very last bit of lift that you have in hand. Leaving garbage lift without any assurance of finding decent lift elsewhere is just gambling, and unlikely to be worthwhile in the long run.

PSYCHOWGICAL INHIBITIONS AND

COUNTERMEASURES Turning downwind from your home ridge often produces a distinct feeling of loneliness and being lost. The causes of this are twofold. First, virtually all previous flying has been done in the company of other pilots.

Indeed, we are usually cautioned against flying alone for safety reasons. Second, and more important in its inhibiting effect on rookie XC pilots, we take for granted how much knowledge we have accumulated about our home site. There you know where to look for lift, how far it is to the LZ and how to set up a proper approach to deal with known quirks and dangers. You will quickly discover that once over the back you are on your own, and, despite your theoretical knowledge of thermal generators, there is no substitute for having a house thermal or pocket of ridge lift to fall back on. It is also likely that you will experience a feeling of being lost. Unless you are an airplane pilot you will probably be disoriented. The world no longer resembles the one seen from the ridge as the familiar landmarks are seen from new angles and then rapidly disappear below the horizon. If there are no cloud shadows on the ground to show wind drift and thus serve as guide to the desired downwind course direction, you can very easily deviate from your desired course as the disorientation worsens. The solution to these problems of being lonely and lost lies in a combination of preparation and equipment.

Preparation The preparation involves extensive familiarization with the terrain over which 18

you plan to fly. The simplest method is map study. Road maps are helpful, but far from adequate for our needs. On the other hand, the 1:24,000 scale quadrangles are too detailed unless one requires very specific information about a particular topographic problem. The best maps are the 1:250,000 U.S. Geographical Society regional maps which provide the detail we need about the availability of landable terrain, roads, and barriers such as mountains, woods, lakes and urban areas. When used in conjunction with FAA sectional maps which provide information about airports, and other controlled or prohibited airspaces, you will have enough information to pre-plan a number of likely routes out of your home site. Do not limit yourself to one preferred route, as there is enough variation in conditions and drift to allow, or force other routes. After years of scheming 100-mile routes from Tempelton, Pennsylvania, the first three flights all followed one unexpected course.

To supplement maps one should drive, or better yet, if you have a friend with a light plane, fly over the terrain. (If you split the cost with other pilots it is not too expensive.)

Each perspective will add to your confidence regarding landing areas, routes to fly, thermal generators, ridges you might use and hazards to be avoided.

Beyond these practical considerations, however, is the intangible but critical psychological advantage of knowing where you are at all times in relation to your origin and any desired goal. It is psychologically much harder to keep going without a firm goal and an understanding of how to attain it. This goes beyond merely knowing the mechanical aspects of where to fly. If you go cross-country you are entering into a realm where there are many new variables, unlike staying on a ridge where there are many constants. Even a ten-mile ridge can become a familiar friend quite quickly. But when you go over the back you are confronted by an enormous variety of possibilities. As a gliding, non-powered pilot you do not have much time to make correct decisions about where to go, be it to find lift or assure yourself a ride back. Most of us become paralyzed to some extent when faced with too many possibilities. By familiarizing ourselves with the terrain over which we will fly, we are reducing the number of decisions which have to be made on the spur of the moment, and thereby creating more time with which to deal with those problems that cannot be handled ahead of time. This means

that the decisions we do make are more likely to be correct. That in turn will increase our self-confidence generally, so that we try to acocmplish new things with more assurance that we are making the right moves.

Equipment Three items of equipment that can help counter the feeling of being lost and alone are a radio, a compass and a map holder.

AB most XC flights will be done solo, radio communications can provide reassurance that you are not alone in the world and that you will be picked up. On occasion it can be used to obtain useful information from other more experienced pilots or ones that are encountering different conditions elsewhere. It can also function as a spur to your ego by giving you the incentive to go further than your buddy. Do not let using the radio intrude on your primary task of efficiently working lift. If the chatter of others is disturbing you, ask them to quiet down, and if they do not, tum the radio off until you need it. Just remember not to always turn it off, as you will also miss useful information, thus defeating the purpose of buying the radio in the first place.

On blue thermal days even a simple compass (best mounted on the base tube) can be invaluable for keeping a course. (An expensive one is only necessary if you plan on doing some illegal cloud flying.) AB silly as it may sound, you may need help to know in which direction to fly once you get very far from launch unless you have a solid prior knowledge of the terrain over which you will be flying. Before launching, figure out a likely course based upon the prevailing winds and the topographic features downwind, which you want to use or avoid, and then fly that heading any time you leave a thermal.

Finally, you can fly with some form of map display. While this is of some utility, particularly if you are trying to direct a chase crew to follow you, a map may be more trouble than it is worth so long as you have done a reasonable job of map familiarization prior to the flight. However, if you feel that it might ease your mind, then take one along.

In any case, do take along a good map in your harness so that upon landing you can give precise directions to your chase crew.

Besides, for bragging purposes you will always want to know exactly how far you have flown. In short, thorough familiarization with possible routes, good communications and a compass will prevent you from prematurely abandoning a flight because of HANG GLIDING

the disquieting effects of alone.

lost and

GETTING HOME Discussions with newer pilots about crosscountry inevitably come around to the subject back to the hill. Not only is it a deterrent to cross--eountry for many pilots, but I suspect that it is pro-bably the most one. For that reason this section will go into great detail in the many different ways home.

Before any further a few remarks are in order, of how you are to get home. First, find out exactly where you are, not just at what point in space you are located, but how that spot can be reached on the ground by an automobile driver. Shortcuts on country back roads arc a waste of time as they are far more likely arc to save to get the driver lost than time. the way, NEVER rely solely on in· formation by in the LZ. Their km)wledize of where they live is often so poor that I sometimes wonder if they find their way home by following a trail of breadcrumbs. up is very much Second, to Murphy's Law. The fact that information of your location usually passes at least one other person means that it is to become And with every further relaying of that information the nn,,hli,nn is to become worse. Therefore, information brief and be very, very clear. Do not assume anything has been understood until the actual driver repeats it back to you.

The Personal Chaser The ideal method up is not in a bar by an attractive member of the op·· sex. It is to have a driver who follows you on the you al your area. Por your driver to be able to follow you you will need some equipment and you will need to brief your driver. of equipment is a radio.

The critical Without it a driver can hardly follow a glider in the East because roads are straight t1at. Gliders are very hard and the land if one doesn't know where to look, and they take shortcuts unavailable to cars. A radio is essential to overcome these A radio is how-ever only as as the information relayed on it. For that reason map is MAY 1987

Author Pete Lehmann in his HP. Photo necessary for the driver so that he can make some sense of the pilot's instructions.

Without a map it is useless for the pilot to tell the driver he is over some topographic feature that the driver cannot st>e. If the pilot is with a map it is important that the driver have a copy of that same map, because due to differences in the scales, types and ages of maps they may show conflicting features such as road nmnbers, lakes, and town names. If the pilot and the driver remain in reasonable proximity to one another, a pair of binoculars is of great help to the driver in locating and identifying the correct This is particularly true if there is more than one in the air. Finally, a compass is even more useful for a driver than for a pilot. The driver is often out of sight of good landmarks visible to the pilot, and because will have been following curvroads they are much more likely to become disoriented.

Drivers arc made, not born. As the pilot it is your responsibility to brief them on what you intend to do, what route you might follow, how you want to use the radio, etc.

Before you launch use a map to explain roughly what corridor you are likely to follow. Tell them what to do if they lose contact with you on the radio: stop immediately and call in to a prearranged place? along that corridor for half an hour?

Think these possibilities through before you launch. the radio is not something everybody is accustomed to. Be certain that they

John Scott. understand the fimction of the squelch control. It does not do anyone any good if the driver has the radio so squelched that he cannot hear your transmissions (believe me, it happens). Inform the driver if you want to chatter to a minimum. Make sure he confinns having received your transmissions, and that he does not assume you have understood his transmissions before he hears a confirmation. Let him know that wind noise can affect your hearing and that there will be times when you cannot reply immediately. Tell him that reception and transmission are best on top of hills and with the engine off, so that if you are exIJeri1enic:ing communications problems he should try those remedies.

The best tactic for a driver is to try to stay in visual contact with the pilot. This is not that easy though, due to the small size of gliders and the indirect routes followed by most roads. To assure visual contact during the flight it is best for the driver to leave launch as soon as the pilot has launched, if not sooner. The reason for this is that the single biggest delay involved in chasing a glider is usually on the road down from launeh. The bigger the launch hill and the nastier the road down, the worse is the delay for the driver and the less the likelihood that he will catch up with the pilot. Even a half-.. hour delay may mean that the glider will get at least a ten--milc head start on the driver.

On a day that is clearly an XC day the opti-mal solution is to station your driver somewhere downwind along your night path, 19

at a landmark from the air.

As the pilot the landmark he will be able to see the piekup vehicle. From there on the pilot will be able to direct the driver in such a fashion that contact is never lost between the two. cvc:ry!:hirig you and your driver do become revert to the procedures outlined below in the section on callin.

Radio Links On many occasions where you do not get very far, or where there is another pilot in the air who can relay information hack to launch, it is possible to your LZ's location to a driver back at launch. This and quickly can location of your lauding area before actually landing near a mutuallyknown topographic feature (town, road junC·· tion, lake, etc.). It is important to try to do this while still in the air because the radio will work far better from even a few hun·· dred feet than it will on the ground. To improve communications both before and after you have landed try to use another still airborne pilot to act as a link for you. This can let you rely on the CB even if you are as much as 30 miles from launch.

In In my area the most common means ofbcup is for one of the other pilots to come and get the cross--country pilot after the on the is done. This is by your leaving a telephone message at a spot. This can be the property owner at your site, a local shop, a bar or someone's home. If pv,,M,,,c, establish a arrangement with fellow pilots because you will often go XC when you least expect it. A great aid in making all of these phone calls is a telephone credit card; don't leave home without it.

Your call should contain very brief directions (route numbers, color of house, etc.), the time you called, and most importantly, a number at which you can be reached in case of difficulty. Take for make sure that your message will be clear to a driver who might be a complete stranger to the area. have the message read back to you to that it corresponds with what you told the message taker.

If you and your vehicle both have radios you should calculate the absolute minimum time it could take before your ride

20

The author soars lempelton in surrounded farge trees is Deming.

mid-winter ail:. The small landing field to fields encountered downwind. Photo

could get to you. At that time go to a spot which offers good radio reception and commands a good view of the road. Turn on your radio and squelch it so that you do not get any extraneous noise that will drain your batteries. In any case, check battery condition as they will often be drained after a long flight. If they are weak, replace them with extras that you should always have with you.

Good batteries are essential for good groundto-ground communications as terrain obstructions will severely limit range. The importance of good radio communications leads me to carry both a back-up pack of batteries which can be plugged into the radio, as well as a further full set of batteries that, if necessary, can be used to replace the radio's Ni-Cads.

Now, patience. It will invariably take I onger than before you get picked up due 1:0 the inevitable foul-ups. As long waits are the rule I always fly with a paperback book in my harness. This makes the time pass more quickly, and it you from getting too worried about whether you have been lost or forgotten. If the pickup is more than an hour later than the longest time you think it should take, go back to the place from which you called and see if the pickup crew has called for further instructions. don't worry too much. If someone says they are coming, they will find you eventually. Just he broken down and ready to go. Drivers get surly if they have to wait for you to break down.

Dave

Home on Your Own ff you are without a chase crew you have several options, all of which are to some extent reliant upon the good will of the local populace. As was mentioned above are almost universally well disposed to XC pilots. However, you can do several to further improve their disposition to help you get home.

Rule Ill is that if they have seen you land they feel involved in your flight This enthusiasm can be very helpful to you, and to encourage it I start yelling and yahooing for the last few hundred feet above the Most people never look up at the and might not see your landing even if it takes place within a hundred yards of where arc standing.

Be courteous. Ask if they mind your landon their property, and offer to move if they do mind. Answer their questions in a friendly manner and English, not hang gliding jargon. As many country people are religious (not to mention Amish in no,11m,v,vania) don't swear too and if you have a beer with you (an essential provision in my view) ask they if they mind you ctr1nk1rrn:.

Once you arc broken down explain that you are hitching back and ask for directions.

Depending upon their friendliness they may offer, or you may ask for a ride at least to the main road. Depending upon how far you have to go, how much of a hurry you are in, or what kiud of vehicle they have you may want to offer them some money to drive you HANG GLIDING

back to the site. There are endless variations on the possibilities. Just keep in mind that the nicer you are, the more accommodating they are likely to be. And it is my experience that they are much more likely to be helpful than not. I have had people volunteer to drive as much as thirty miles out of their way to give me and my glider a ride back to the hill.

While that is an extreme case it is representative of the general kindness with which I have been received at the end of XC flights.

Finally, if you do have to hitchhike, make sure that you use well travelled roads, even if they represent a longer route. Take along your helmet or possibly your harness too.

They make you stand out from the run-ofthe-mill hitchhiker in a non-threatening way, and this makes people curious enough to stop. If you have a CB radio, take it along, tune it to channel 19 and try to get a ride by announcing your predicament to passing traffic.

ditions than is generally believed: cumies, clear skies, light-lift days and, yes, even complete overcast. For example, one of our club's pilots went 25 miles on an overcast day while rarely getting over 2,000 feet AGL. The same applies to different sites. Just because no one has gone XC from a site certainly does not mean that it can't be done.

For years our southwest site was held to have no XC potential until one pilot set a new regional record from the site. Now long XC flights have become commonplace from that site. As I said at the beginning of this article, if you want to get one of those fantasy flights we all talk about, you are going to have to pay your dues. When I got our first hundred-miler I had no real idea that it would be possible on that day. I just took what was there and made the best of it. It was not an obviously phenomenal day. Keep trying. You can do nothing but improve your skills and judgement with each effort, and even a short flight is a delightful experience.

tain that in the end the law of gravity will win, and I will have to land. But every minute that I can postpone that inevitable moment, and every additional mile I fly is a personal triumph greater than the satisfaction experienced by staying in the air above a ridge. For me, going XC is like playing three-dimensional chess with the law of gravity - a game in which many of the pieces are invisible. The fact that I cannot see all of the pieces (thermals, for instance) increases the uncertainty, but it also heightens the sense of accomplishment when I do find a series of thermals that enable me to stay in the air and explore previously unknown territory.

If you are a person who has the confidence to deal with the unknown, and has the desire to explore it alone, you have the makings of a cross-country pilot, and it is to you that this introduction to Eastern XC flying is directed.•

LAST THOUGHTS There are two more basic points to be made.

First, as the Sergeant on Hill Street Blues used to say, "Let's all be careful out there."

As soon as you leave a familiar flying site to go XC you are entering a strange new environment, most importantly when you are going into land. Unexpected turbulence, wind direction, obstacles and terrain irregularities are all possibilities close to the ground. Setting up a landing after an XC flight is the equivalent of going to a new site and flying without any input from the locals.

The chances are you will make some mistakes out of ignorance of local conditions.

Don't be paranoid, it is counter-productive, but do keep your eyes open for the worst and be ready to react instantly to it. If you have consistent trouble setting up and executing landings at your home site do not go crosscountry until you get them right.

Second, if you do not go to the hill and take a whack at what is offered, you are not going anywhere. As Mike Neuman says, "Ya gotta be there." There is no substitute. At this juncture we still cannot predict XC conditions with any reliability, and if you are a rookie XC pilot you are that much less likely to properly assess a given day's XC potential. If you want to go XC you are unfortunately going to have to use a shotgun approach to hitting a decent XC day. Do not be prejudiced. Obviously some days are vastly better than others for going XC, but you can go XC under a much greater variety of conMAY 1987

CONCLUSION If what I have written above makes crosscountry flying sound like work, it is because that was, in part, my intent. Too many pilots talk about going cross-country as though it is something you fall into once you have your Intermediate rating. That is nonsense. Just as you had to learn additional skills and knowledge to advance from being a rank beginner to being a Hang III, so too do you have to master specific skills and adopt different mental attitudes to become a competent XC pilot. There are no shortcuts.

If it can be work, they why do it? The only answer I can give is a purely personal one, but from talking with other XC pilots I suspect it is not unique to me.

When discussing hang gliding with wuffos many of us use expressions which include some reference to experiencing the freedom of birds. For me, going cross-country is an extension of that analogy. By breaking the bond to the hill from which I have launched I am like the hawks with whom I fly on that ridge. They too migrate far afield, venturing into the great world beyond the ridge, above which we normally fly, and which defines and constrains most of my flying.

The freedom to venture beyond the limits imposed by the lift bands of my home site is very precious to me and is the embodiment of hang gliding as I understand it. I know of no greater thrill than leaving a ridge to pit my skill and experience against the law of gravity in a new environment. It is cer-

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21

USHGA REPORTS

1987 USHGA Board Of Directors Meeting

by Cindy Brickner okay, you asked for it, here it is: a more comprehensive report on the Board's actions. The subject of accountability to the members has been considered by the Board and members alike.

I hope this helps to resolve some of the concern.- Cindy Brickner

SPRING 1987 BOARD MEETING REPORT

Attendance: Brickner, Busby, Buxton, Case, Collins, Dodge, Godwin, Heckman, Jacob, Johnson, Kells, King, Locke, Michalik, Pagen, Powell, Rikert, Sharp, Sims, Woiwode, Saturday late arrivals were Hawxhurst, Zeiset.

Absent were: J. Bennett, P. Fournia, W.W. Richards, W. Richardson.

Minutes of October meeting were discussed and amended. Staff reports from Executive Director and Editor were received. Membership in USHGA was up by 410 over 1985. More ratings were issued in 1986 than in 1985. USHGA sold more merchandise in 1986 and the calendar project was break-even. Staff worked directly with members on site problems to a greater degree than before.

Financial recordkeeping has improved, and financial health is better than before.

The office is still looking to implement a general ledger system in the PC. The magazine price is competitive, keeping costs down. Advertising revenue is slightly up, indicating healthy markets for manufacturers?

Old Business We expect no separation from powered ultralights in the FAA's review of Part 103. We had asked them to create a separate section specifying unpowered ultralight activities and regulations (hang 22

gliding).

Pagen proposed a bylaws change/board restructuring with the following impact: A one-third minority vote in a Committee session would initiate either a published roll call vote or a referendum to the membership. This motion failed.

Pfeiffer conveyed Kathy Smith's thank you to the Board.

Bulger submitted report on USOC affiliation. Due to U.S. Federal law, and USHGNs chain of command to the PAI, there will be a delay in working out our application for USOC membership.

The general Session then accepted a guest presentation by Dr. John Houck on the procedures used in drug testing programs for the NFL and Southern California Edison's nuclear plant employees.

Sharp moved we reverse all competition rules changes adopted at Chattanooga, and uphold the 1986-87 rulebook. This motion carried on an 11 to 8 ballot.

Committee Reports The Elections and Allocations Committee reported the population distribution of members versus Director representation. It was moved to shift allocation at fall 1987 election to remove one director each from Regions 1 and 7 and add them to Regions 2 and 3. This motion carried, 14 to 4.

General Session heard further information from Dr. Houck on the request of the Competition Committee prior to Dr. Houck's scheduled departure. Kells moved to refer drug testing program issue to the World Team Committee. Motion carried.

The Publication Committee reported plans to continue the Calendar project in 1987-88. Requested to Finance Committee the allocation in budget to print a 52-page magazine for balance of year.

The Insurance Committee reported a

positive outlook from our agent for renewal of policy with new carrier at same or reduced rate. Site premiums to be adjusted to $160 first site, $160 second site and $105 for all additional sites.

Good record in 1986, only two claims for property damage totalling $4,000. (This news has changed radically since the meeting. See separate report.-CB.) The Site Procurement Committee reported little change in site actions.

Recommend to Insurance Committee to make available $1 million site coverage this year for sensitive sites. Godwin moved committee developed a manual of guidelines in financing solutions for site acquisitions. Motion carried. (Members able to share their purchasing experience contact Steve Michalik, 450! N. Villa, Oklahoma City, OK 73112.)

The Finance Committee report was good news for year-end 1986, with a gain in net worth of over $30,000. The budget for 1987 was set as flat line from 1986 actual expense and revenue, with the following adjustments: advertising rates increased 10 %, capital outlay for second computer authorized, magazine up to 52 pages, committee expenses established.

Insurance authorized. Investigating a 'private label' hang gliding credit card through USHGA. The Competition Committee report recommended that the USHGA contest rulebook be amended only once annually at the fall meeting for the following season. Suggested changes must be submitted in writing 30 days before the fall meeting to the Competition Committee Chairman. The 1988 World Team will not be chosen from 1987 CPs or earlier contest (with the exception of '87 regionals which qualify for '88 Nationals entries). The bid for 1987 Nationals was accepted from the Owens Valley pending further investigation by Locke, Pfeiffer, HANG GLIDING

· Kells. There is a bid for an early Spring Nationals in 1988 from Chattanooga. If a region holds no Regionals after 1987 Nationals and before 1988 Nationals, entry slots are qualified based on 1987 Regionals.

The Bylaws Committee report included some administrative changes to USHGA standard procedures to reflect current office procedures. The Committee did not recommend adoption of roll call or referendum items discussed. Considered were the interrelation of USHGA and a tax-exempt foundation established and operated by USHGA. The foundation would solicit and accept donations, and provide an Olympic-system function in the future.

The Paragliding Committee reported a recommended statement of position for the Board as follows: "USHGA has a responsibility to investigate the ramifications of this developing form of aviation for the protection of our established sites and our reputation in local communities.

For clarification of overlap or melding of the two disciplines, we charge the committee members to complete research on listed action items. Based on those findings we can make more informed decisions or recommendations on affiliation or adoption of parasailing." Meanwhile, clubs should realize that allowing use of their sites by paragliders is at their discretion. USHGA believes paraglider operations would not be covered by our standard liability insurance policy.

Membership and Development Committee reports the recommended adoption of four new awards for membership recruitment. These awards to be for highest recruitment of new members by 1) Schools, 2) Regions, 3) Chapter Nationwide, and 4) Chapter Regionwide. Development budget increased to allow outside recruitment to the public, ongoing services to members.

A new Public Relations Guide is available through the office to help foster interaction with local media.

The World Team Committee reported several fund-raising projects, to begin with a glider raffle through the summer.

A Code of Conduct and pilot waiver is being formulated for World Team pilots.

MAY 1987

USHGA REPORTS There was no concensus on a drug testing program, mandatory or voluntary.

No action will be taken by committee until association policy is formed. A policy was forwarded by the Committee for consideration by the Board as follows: "USHGA condemns the use of illegal substances and the abuse of legal substances. The USHGA further encourages members with substance abuse problems to seek help." This policy was adopted by roll call vote, 13 for, 5 against, with 2 abstentions.

Bruce Case will collect information on prospective World Team staff volunteers and help create job descriptions. (Interested parties respond to Bruce at 3031 45th Ave. SW, Minneapolis, MN 55406:)Dodge moved that drug test program idea be reviewed and considered at fall meeting. Motion carried. Powell moved we institute blood pressure, cholesterol and diabetes screening programs. Motion failed for lack of a second. Kells moved we inform 'top 50 pilots' from CPS that there may be a drug testing program in place prior to the coming World Championships. (Implying that a test program would involve World Team pilots only). Motion carried.

Safety and Training Committee reported Advanced rating requirements changed to 75 hours total time with 25 hours in thermal conditions. Master rating requirements changed to: 150 hours to 400, more XC distances, more altitude gains, balloon drop points eliminated, attend ICP but not required to be an instructor.

Establish a Drug, Free :Consulting Subcommittee to make available through the magazine a contact point for information on maintaining a drug free lifestyle.

Mocho to write letter for distribution to Chapters on establishing a Safety Committee locally. An annual letter to instructors will ask for activity level with students and summary accident reporting.

Instructors will be required to attend an ICP every three years, unless Director signs an activity endorsement to extend clinic requirement to six years. Outline for two-day ICP was reviewed and approved by Committee.

Jacob/Michalik moved to defer any action by Drug Free Consulting Subcommittee until after further consideration by Board, and limit published information to warnings on the danger of substance abuse. Motion fails on a 6 to 6 ballot.

Heckman/Godwin/Rikert moved to delete changes to Master rating. Motion failed on a 4 to 10 ballot.

New Business Heckman presented an Italian invitation to send a U.S. team to Italy this summer.

In light of upcoming World Championships, was directed to respond that an informal team from our membership was all we could offer.

Pagen moved we establish a procedure to allow one-third of Board to initiate a published roll call vote of Board actions.

Motion failed by 8 to 8 ballot. Pagen moved we establish procedure to allow one-third of Board to initiate a referendum to the membership. Motion failed.

Next Board meeting location was established as Boston, Massachusetts on October 3-5, 1987. • *INSURANCE USHGA members should have received a post card advising them of the current situation regarding our group liability policy. Chapters will receive direct mailings on renewal procedures for sites needing landowner coverage. Regional Directors have a description of current activities on this topic. USHGA will send copies of this same information to members on request-CB

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USHGA PRESIDENT

The 1987 U.S. Nationals Owens Valley, CA July 11-19

by Russ Locke Let's talk flying vacations. We'll start by assuming that our pilot is average, which from the last questionnaire means that he's a Hang 4 or strong Hang 3, with six to seven years of experience and flew about 45 flights last year accumulating 35 hours of air time.

Now let's take that pilot with his week or two of vacation and plop him down on the Eastern slopes of the SierraNevada mountain range in California.

Our pilot steps off an 8,000-foot MSL launch at around 9:30 in the morning into a big lazy thermal that steadily pushes him upwards. At about 7,000 feet over launch he turns north and heads up range over 13,000 to 14,000+ feet MSL mountain peaks that extend for over a 100 miles. The beauty of the Sierras, (the home of Kings Canyon and Yosemite National Parks) is always breathtaking no matter how many times one flies over it.

On this particular day, our pilot is 50 + miles into the flight when he decides to follow another well-worn path through the sky. He turns east and flies several miles across a desert valley to another range of 13,000+ feet MSL mountains known as the Whites. It's getting later in the day (it's almost 1:00 in the afternoon!) and the western slopes are heating up. Our pilot continues his flight north until he reaches the end of the range at a 13,441-foot peak called Montgomery.

I think most of you know by now I'm talking about the Owens Valley. You'll also notice I didn't relate any of the traditional sail-slapping, white-knuckle stories that we so often hear when talking about the Owens. It's true, those flight conditions do exist in the Owens, but they can be avoided. Having spent MAY 1987

successive week-long vacations in the Owens the last three years, I can assure you that it is not only my favorite place to fly, but it is by a wide margin.

Now let's go back to our pilot, who is circling lazily at around 15,000' MSL or about 1,500 feet over Montgomery Peak, trying to decide whether or not to land and have a beer at Janies (near the base of the mountain) or continue north and try to turn this flight into 150 + miles.

Janies is a brothel (that's whore house for you unsophisticates) which is perfectly legal in parts of Nevada and it's landing strip with wind sock is 103 miles from the Horseshoe Meadows launch.

For that and several other reasons it ends up being a favorite landing area.

However, let's back up to the beginning of this article and change one thing in our pilot description. Let's make our pilot a lady, which helps make her decision since she isn't allowed inside Janies (house rules!). So since she can't get in out of the heat, she has decided to gain more altitude and head north across Montgomery Pass towards Mina and hopefully Gabbs. Now while she's circling before she heads out, let's pause and change subjects.

Let's talk about competition. My, how fast our mood changes! What is competition anyway? The standard answer is an organized group of pilots stretching their skill limits and the limits of their gliders in an effort to beat each other in a points system designed to feed large egos. Well, you won't get any argument from me that the above description fits some elements of many competitions. But as I have mentioned in past articles, there is a definite trend back to fun flying in the country and that trend is spilling over in-

to our competitions. The enjoyment of sharing the air with fellow pilots, challenging our skills and taking pride in our accomplishments has become a reality in many meets. For many pilots, competitions have actually become fun.

What, you might ask, does this have to do with our lady pilot currently circling the skies above Montgomery Peak? She could very well be in a competition and at the same time accomplishing a number of firsts: her first competition, her first flight in the Owens, her highest altitude gain, her longest flight, etc. She may also be accomplishing those firsts without any more stress than just being on one of those vacations that most of us love, but need a break from when they're all over.

This year's Nationals will take place in the Owens off Gunter launch (30 + miles South of Montgomery Peak), July 11th through the 19th. The meet will be slightly different than past meets. Iron man (200-mile, 10-hour) tasks will not be called. Safety considerations will be given high priority in this meet. Optional tasks will be called and provisions will be made for each pilot to execute the safest call there is - the decision not to launch. There will be 80+ pilots in this meet and the main intent is to make the meet fun for all. This can be done in a fashion that still allows us to effectively evaluate the top pilots.

One of the rules I tell pilots who want to fly the Owens for the first time is to fly it with a pilot who has flown there before. In this year's Nationals, there will be plenty of those pilots, in addition to an experienced meet staff all there to make sure everyone has a safe enjoyable experience. If you: • are a pilot who does reasonably well in your regionals or • are a pilot who has wanted for some time to travel to central California to fly the Owens or • are a pilot who wants to fly more cross-country or • you just get a kick out of hooking the big one, getting cold and going far, you should consider being a part of this year's meet.•

Tl

at a Showo The 1987 Calendar

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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.

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From USHGA, P.O. Box 66306, Los Angeles, CA 90066 (213) 390-3065

by I'd like to tell you of a Plaee of Wonder, The Land Down Under! Well, it worked for Paul Anyway, this isn't your typical tourist log, but what typical tourist has 18' long suitcases'? The smart kind! And if that was also your answer, read on.

This is the straight story about a plaee that has captured my imagination for many years. No, not the Playboy Mansion AUSTRALIA. First and foremost, Australia way from just about everywhere exis a cept New Zealand. But I guess that doesn't count if you believe the Aussies, who'll tell you New Zealand is just an offshore island of Australia. Ah, but the Kiwis counter with the claim that Australia is the west island of New Zealand. The battle rages on hut this Yank has better things to do like clean the Cook" at the old specs for a "Shcilas" on Bondi Beach. Wait, wow, what?

Oh, sorry. That is, I have to clean my binoculars for a bit of beach viewing at Bondi Beach. Topless you know. Arhm. Oh, on to the flying.

MAY 1987

Well, does 50 kilometers of soarablc coastline in December make your mouth water and your imagination soar. Stanwell Park is the premier site for coastal flying in the Sydney area and probably all of Australia. It offers top landing, views of and Wollongong. The truth is you can almost fly from Sydney to Wollongong, some 40 odd miles. And that's on a light day! With flying like this, it's not hard to understand why the Aussies are so friendly. Another big reason for the "G'day" attitude is in the numbers 15 million people "squashed" into a tiny, tiny country the size of the Continental United States! In fact, they are so overcrowded that last month there was a three-minute delay in traffic leaving Sydney at rush hour. Truthfully, it is rare to wait in a queue (oops, line) and in general there seem to be enough facilities for everyone, as well as free gas barbies at the beach to toss those shrimp on. The question I have is, how do Aussies afford shrimp (lobster)? They are almost as expensive down under as they are in the U.S. Hmmm?

Maybe Paul Hogan is working as an agent for the Aussie tourist bureau? Nah! Impossible. Aussies in general are incredibly friendly, even the ones who don't know where Stanwell Park is! On the other side of the coin though, most Australians out-California even the most devout beach tan Californian. Where else could you have drive--in liquor stores, topless beaches and a surf carnival to end all beach smack in the middle of the Christmas season!

Well, the time came to tie up the gliders, rev up the "Diahatsu caravan" (Japanese for under-powered) and nearly crash into some poor Sydney-·sider whose only crime was driving on what was to him the proper side of the road. Oh well, at least they fly on the right side of the ridge. We were now on our way to Mount Buffalo via Corryong, two flying sites I have heard many favorable reports about. The coastline of Australia, between Sydney and Melbourne, is tmly spectacular, a bit like California yet very dif~ fcrent. At we turned inland towards

29

the Australian Alps. We passing through gum-tree-covered foothill after l!UJ,n-1.ree:-ccivereo foothill until it started to get flat agaiu. Where were the Alps? Well, it seems this Californian didn't realize that one could fine tune a straight on 99 % of the Australian terrain. So these were Alps? We on through the outback ever southwest. Then, finally, Corryong along the Murry River. This is the area where The Man from Snowy River is said to have come from, for all you movie buffs. The roads thus far had been quite adequate and we were able to maintain good speed even when we stopped pedalling. It seems Aussies have lots of collisions and Aussies also know the American theory that states: rental cars can do anything and go By the looks of our rental caravan you might think we were going to war, and in a sense we were. We were at war with the Aussie countryside. The further from the ci·· ty you get the more serious the rock guards and Roo bars become. The Aussie coun-· tryside has quite an arsenal at its disposal; on the very of the asphalt are windscreen shattering rocks; just beyond the reach of headlights are the Roos. (Picture that little squirrel who darts back and forth in front of you on the highway and add 250 pounds. Finally, there are the guns: the Wombats! No, they don't fly. These lumbering marsupials wander out on the highways and generally park themselves on the dou-

The takeoff at Shmwell Park. Photo

30

View from launch on Mount Buffalo. Photo ble yellow just waiting to become road zas. It seems Aussies have gotten used to tlie of their roads, mm themselves appropriately and don't slow down for anything! That is, unless they are lucky enough to hit it. Then they will stop, toss it in the "boot" and be on their way again.

We rolled into Corryong and had to lock the brakes to avoid sailing past it altogether.

There were no pilots in the area, though rumor had it that somewhere up south there was going to be a big "hand gliding" con-·

Pat Page.

Jim Herd. test. So, encouraged by this wealth oflocal knowledge, we continued along to Bright and Porepunkah which is where the Mount Buffalo Caravan Park is located. This Caravan Park is something of an institution with the Aussie flying community. The campground hosts, casually known as Dot and Lester, were always there to help, and tmly love the sport. Thanks to Dot and Lester this is also the site of the Dan Racanelli Memorial hot tubs. The tubs were eonstmcted for the pilots who come to fly Buffalo as a tribute to Dan. In fact, Dan sugto Lester before the accident that a hot tub would be the perfect thing for the park. He was right! When we drove in we were met by Lester on his Rider Mower which he could be seen on many occasions riding around the camper van park keeping the grass in trim, whether it needed it or not.

The park has its own newly constmcted landing zone, laundry, camping and o'night facilities as well as a radio room.

(Diel you know the Aussies have an FM CB radio system with repeaters?) The camp has played host to the Nationals and will be the center of activity come the '87 World Meet, which, by the way, will be held in '88 to allow for the southern summer. Anyway, Lester had already been alerted to our presence after only a few days in the country, and had been expecting us. Word travels fast in a country with only 1,500 pilots, total! There were finally some local pilots to talk to, and from whom we could maybe find out where the hot spots were going to HANG GLIDING

be. The story was that Buffalo was off, but a ridge site by the name of Buckland Gap was on! But there was one problem. None of the "locals" had ever been there! So, the next day we set off to find this site.

Over the hill and along a dirt road we went until we came upon what looked like the end of the road - quite literally. Aha, the local pilots were up to something. We could see their car on top of a hill in the distance. Since the road ended in the driveway of a ranch house, we decided to go up and ask how to get up there. Well, it seemed the rancher was rather amused by our caravan with the gliders, and he was also curious as to what these friends of ours were doing up on top of his hill. He jumped in his land cruiser and took us straight up the side of the hill, ''No problem, Mate." We rendezvoused with the local pilots who were half way set up; the general idea was to bring the rental caravan up, unload it and send it back down.

WHAT! The first pilot punched off. It was soarable! Down we went to fetch the caravan. Well, it was a rental. Somehow we got that van up the hill, plates crashing, doors opening, gliders swinging, all because it was soarable. I told you this wasn't your typical wuffo vacation. We spent the next two days flying Bucklands Gap. Buffalo never really turned around, so after one very, very turbulent "rotor" coaster ride to the LZ, we packed up and moved on.

Australia has a multitude of landing zones but a noticeable absence of roads leading to them, so XC is a bit more of a challenge.

Also, there are the electric wires. Poles are very far apart and one thin line is the rule, not the exception. Lines can and do run all the way across a field and rarely run for long parallel to roads. Most of this line mania is due to an insufficient supply of telephone poles. Gum trees don't grow straight as a rule, so they make due with what they can.

The easiest way to look for lines is not to necessarily look for the wire, but a likely place in need of electricity, a house pump, etc. Simple - don't you believe it.

The best time to fly the Buffalo area is late December to February (mid-summer) and within the Buffalo area there are sites to cope with almost any wind direction. The pilots of Australia truly enjoy foreign visitors so it is easy to get the scoop on the flying in most areas by asking around. I would recommend when flying in Australia, or anywhere for that matter, that you get the local information from a local. Some areas have restrictions. Landing in the wrong field MAY 1987

in some places could get very ugly, especially if you are the 15th out-of-towner who has landed in the wrong place this week. Respect those who have to live twelve months a year with your mistake. Ask first. Australia is

heaven on earth in the middle of the northern winter and with the World Meet coming up, Northerners are going to discover that Australians don't fly upside down, we do!•

Australia Notes Here are some notes on travel to Australia for the pilot. First, your glider, You can either bring one over from the States or buy one used or new once in Australia. If you plan to bring one over, you can either ship it ahead of time or bring it along with you on the plane. The airlines will take your glider, especially if it's broken down, but on 747s, L-lOlls, and DC-lOs you don't really have to break it down. They will try to charge you, but if you 're lucky, hold your ground and talk sweetly, batting your eyelids a lot, and you can get away pretty cheaply. If you decide to buy a glider out of the country be sure to have receipts; even if you only pay one dollar for that ragwing, have a receipt for the customs man. The Aussies are very worried about foreigners importing diseases, weeds, etc., so clean whatever equipment you do bring with you.

This means dirt, thorns and stickers (seeds).

This will make your passage really easy and will protect a unique place. Check your vario and harness/parachute into the hold of the plane. I know it's not safe to fly without a parachute, but remember D.B. Cooper when the security agent has you spreadeagle against the terminal building.

Some contacts when you get there would be handy so here goes: Sydney will probably be your first port of call in Australia. The Sydney area also happens to be the center of the hang gliding community with the two major manufacturers in Australia located here. First, there's Moyes, located above Bondi Beach at 173 Bronte Road. If you don't get lost trying to find the factory you won't have really experienced Australia.

The other manufacturer, Enterprise Wings, is in Helensburgh, 35 minutes south of Sydney near Stanwell Park. To fly in Australia you will need to show proof of a U.S. rating I-V. The Australian system

is basically identical to the U.S., so if you hold an Advanced rating in the U.S. you will hold an Advanced rating in Australia. To do this, though, you will need to get a temporary membership in the HGFA (Hang Gliding Federation of Australia). This will cost you $5.00 Australian and is good for three months. You can get these forms from any of the factories or shops as well as from Clubs all around Australia. The largest shop in the Sydney area is located at Stanwell Park. Aerial Techniques, run by Chris Boyce, is a major dealer for Moyes and also proved to be invaluable as a host while in the Sydney area. His address is: Aerial Techniques Hang Gliding School, P.O. Box 180, Helens burgh N .S.W., Australia, 2508. The further you move from the Sydney area the more difficult it is to obtain parts, down tubes, etc., so take them with you when you leave the city.

There are several site guides available.

Contact the HGFA for more information on these guides and where to get them. From the few excerpts I have seen it appears that we could learn a thing or two from these detailed guides. There are state hang gliding associations in each state and territory of Australia, so there is some form of flying almost everywhere in the country. The HGFA publication "Sky Sailor" can put you in touch with the people to contact in each state. Their addresses, as well as the main HGFA address, is: HGFA, Suite 508, Sports House 157-161 Gloucester Street, Sydney, NSW 2000, Australia. One final thing: If you wish to make reservations to stay in the Buffalo area, or especially at the Buffalo Caravan Park, contact Len Horsman, Mt. Buffalo Caravan Park, Mt. Buffalo Road, Porepunkah, Victoria 3740, Australia. Hope to see ya up and over down under in '88. • 31

A Question Of

GROUND EFFECT article and illustrations ©1987 by Dennis Fagen

A

short time ago I received a letter from Mark Sawyer of Tucson, Arizona. Mark's letter is entertaining and invites discussion on a subject of interest to hang glider pilots.

Here is the majority of his letter (I omitted two paragraphs for brevity): The monthly meeting of our local hang gliding club had finished a half-hour earlier, and as usual, we were hanging around the parking lot talking about anything that had anything to do with flying. I was talking to a local Observer, and somehow we began discussing the Hang IV written exam and how there were some questions that quite a few supposedly-advanced pilots were getting wrong. As a long-time Hang Ill considering a IV rating in the future, I challenged him to pop one on me, and was asked, "What causes ground effect?"

"Oh, that's easy. It's the cushioning effect of the air compressed between the wing surface and the ground!"

"Nope."

"Huh?" "Well, what you said is what most pilots think, but if you go home and read Dennis Pagen's Hang Gliding and Flying Conditions, you'll see that the main factor in ground effect is the reduction of wing tip vortices."

"Oh, okay," I said, looking down and kicking a small rock, feeling embarrassed that I too was guilty of blowing the answer to a question about one of the most common occurrences in hang gliding.

So that night I went home and reread Pagen's book, and there it was, on pages 49 and 50. I'll try to abbreviate Pagen's own words without changing their context: There may indeed be a small amount of cushioning between the wing and the ground, but the major cause of ground effect is the reduction of wing tip vortices.

Wing tip vortices are caused by air moving reanvard and outward along a wing, then rolling over the top. A large percen-

32

tage of the drag on a kite represents the energy used up in creating wing tip vortices.

In figure 1, the wing on the left is creating vortices along its length, whereas on the right the ground is cancelling some of the downwash on the top of the wing and thereby increasing peifonnance. In the situation pictured in figure 1, one would expect the glider to roll to the left. Ground effect begins at a half wingspan above the suiface, and increases as the glider gets lower.

"Duh, I guess I'm stupid," I told myself as I closed the book, but the new infonnation wouldn't set right in my mind, and by the time I awoke the next morning I had decided the "cushion" theory was correct after all, and was putting together the following arguments against the "vortex" theory: A gliding wing certainly loses much of its energy (i.e., peifomiance) in creating vortices as it cruises through the air, and as it flies just above the suiface of the ground, the ground must of course inteifere with the movement of air within the vortices. But whether this swirling air is affected by the ground has no effect on the glider's peifonnance. The energy to create the vortices has already been spent, and it can never be recovered. The vortices are in the airspace

behind the glider,· they're history, and their disruption will not replenish the energy spent creating them. (An analogy: If you built a house and I burned it down, did I save you the energy of building it?)

There are several defenses for the "cushion" theory, although the first two are rather unscientific. One is that it seems almost instinctively obvious to not only many experienced pilots, but to novice pilots and even wuffos as well. Another is that for myself and for every pilot I've asked, ground effect just "feels" like you 're riding on a cushion of air.

Consider also the harmony with which the "cushion" theory joins with the basic theory of how a wing works: high pressure from below lifts the wing into the low pressure area directly above it. The cushion's increased density not only helps to ''float" the glider from below, it actually enhances the pressure differential above and below the wing. This increased pressure differential translates directly into increased lift, putting a little more L in the LID. Here's one last thing to consider while deciding if the "cushion" theory works for you. ffiltch a hang glider come in groundskimming over a still-air landing field that has knee-high, easily rustled grass. When the wing is just off the deck, where ground effect is at its greatest, you'll see the grass

Figure 1. Wing Tip Vortices and Ground Effect

HANG GLIDING

being blown gently but obviously outward all around the glider, even out in front, just ahead of the glider. Sure, it's very light, but it's there and it's covering a lot of area, much more ground area than the wing area of the glider. There's a significant amount of energy in this slightly compressed air, and it must be doing something.

Whenever I get a letter such as Mark's I am sent scrambling to find out how I learned what I think I know. In this case I had to dig deeply since the original research took place almost twelve years ago. I was also compelled to consult additional material since Mark brings up some questions that are not widely understood yet are basic to our understanding of how our wings work.

In this quest I was assisted by Dr. Mark Maughmer of the Penn State University Aerospace Department. I thank him for his willingness over the years to discuss the more arcane aspects of flight.

I will begin by responding to the ideas in Mark's letter in the order that he has presented them, then finish with a discussion of ground effect. Some of these matters are complex but I will do my best to maintain simplicity.

First I must point out that Mark apparently has an original edition of my book for the current title is Flying Conditions (balloonists, ultralighters, RC modelers and sailplane pilots also use the book) and the material he references is found on pages 51 and 52 of the current edition. The current edition also corrects the spelling of vorticies to vortices and changes the word kite to glider (early hang gliders were fondly referred to as kites).

Now let me clarify the quoted passage.

First, I must point out that ground effect begins when an aircraft is more than a wingspan away from the ground. However, it does not become significant until we are less than half a span above the surface. Due to this factor, you will see a wingspan or half a wingspan used in various publications according to the author's willingness to split hairs.

Next, I must point out that my main source for this material was the Federal Aviation Administration's (FAA) Flight Instructor's Handbook (AC-61-16A). This book is somewhat simplistic and a more rigorous explanation of ground effect appears on pages 271-273 of the FAA's Flight Training Handbook (AC-61-21A). I chose the simple discussion in my book because it really wasn't meant to be a book about aerodynamics. (InMAY 1987

deed, the only reason ground effect appears in Flying Conditions is that I never imagined I would go on to write six more books on sport aviation!)

The figure that Mark includes was meant to show the effects on a wing both close to the ground and away from the ground. It also illustrated the important problem of trying to land across a slope (the close wing lifts more and stalls first). This is a twodimensional picture showing one view of a three-dimensional phenomenon. For additional pictures of wing tip vortices see the next figure in Flying Conditions, page 71 of Hang Gliding Flying Skills (revised edition) and page 61 of Hang Gliding Techniques.

These drawings indicate that the air flows outward below the wing and inward above the wing resulting in a loss of efficiency and the creation of a vortex (swirl) behind each wingtip. The figure that Mark included should not be interpreted to indicate that air is blowing down on the wing. A more proper rendering of the text should read: the ground cancels some of the downwash produced by the wing and also reduces the spanwise flow, thereby increasing performance.

More on this later.

Now to address Mark's "cushion" theory.

He states that reducing vortices after the fact will not affect the energy spent by the wing.

What Mark missed is that an airfoil or wing disturbs the air so that a flow field is created around it - in front, to the sides and behind it. The presence of the ground disturbs this flow field by restricting the vertical component of the airflow. Vortices begin at the leading edge and are a result of the air flowing up and around a wing's tip as it tries to equalize the pressure difference between the top and bottom of the wing. When the ground reduces the vortices, or the rolling over of the air from bottom to top at the tip, the pressure difference is maintained and the wing produces lift more efficiently. The energy to produce vortices has not already been spent if we can stop the vortices in the first place. To correct Mark's house burning analogy: if I burnt your materials before you could begin to build the house, I would indeed save you the energy of building it.

I'm not an arsonist by nature and I'm more interested in destroying vortices. It is interesting to note that increasing the aspect ratio of a wing (widening the span while maintaining the same surface area) improves performance merely by reducing the losses that create tip vortices. Since the lift is spread out over a greater length of wing, there is

a smaller pressure differential (top and bottom) at any given point including the all important tip. Hence, less spanwise flow, less creation of vortices, better performance.

Mark states that the "cushion" theory "seems almost instinctively obvious" to pilots of all levels, as well as innocent bystanders. I would point out that instinct or intuition is always suspect in scientific inquiry and at best may only serve to point in the right direction for serious investigation.

All our senses or instincts, if you will, still tell us the world is flat. For a long time all the instincts of humanity, including those of the Carl Sagans of the day, indicated that the sun, moon and stars rotated around the earth.

More to the subject at hand, the uninitiated instinctively thinks that lift on a wing is produced by air pushing up from below much like water on a boat hull, when in fact, about four-fifths to two-thirds of the lift is produced by the reduced pressure on the upper surface of a wing.

In effect, we can't argue about people's instinctive feelings, but neither can we submit them as scientific evidence. I've never felt that I have been riding on a cushion of air, perhaps because I have never held the belief or I am concentrating too much on flare timing. Certainly it must feel like a cushion of air to many landing pilots, but like the song says, " ... it ain't necessarily so."

This brings us to a critical matter which I spent hours researching. Many laymen have the misconception that air is compressed or rarefied in the vicinity of a wing. In fact, insignificant compression takes place until you try to move the air at a considerable fraction of the speed of sound (the speed of sound is how fast a disturbance propagates through the air). Aerodynarnicists don't even consider the compressibility of the air until they are looking at speeds of over 300 mph.

Hang gliders are not yet that advanced.

You perhaps have learned the ideal gas law that says when pressure goes up, so does density. However, this applies to a closed system (that is, a contained volume of air).

The air we fly through is an open system that exhibits pressure and density only because gravity pulls it downward. The weight of the air above us is what causes the force we feel as pressure. Naturally, as we move higher, this weight and pressure is reduced.

The density of the air is caused by the weight of the air pushing the molecules together. What keeps the molecules from mashing together into a solid is their kinetic or vibrating energy. The air molecules 33

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bounce around and knock each other away from themselves. Due to this kinetic energy, recognized as heat content, each molecule demands a certain amount of personal space under the influence of a given pressure. The only way to compress the air (that is, change the density) in the open atmosphere is to change the amount of air pushing down (that occurs when a high or low pressure system moves through) or move a solid object through the air with a significant speed (well above our airspeeds).

Air molecules - nitrogen, oxygen, water vapor and their cohorts - are small, light and move fairly freely. When you move your hand through the air, the molecules in front of your hand move out of the way and others fill in behind. A flow field is created. If you move your hand faster - out a car window, for example - you feel a real force created by the inertia of the air molecules you are pushing out of the way. This is dynamic pressure. The faster you go the more molecules you meet in a given length of time and the harder you hit them (this is why the force of the wind increases with the square of the velocity). In no way does significant compression occur.

When a wing is close to the ground, it does not compress the air beneath it. The air simply flows out of the way, albeit in a different pattern than when the wing is away from the surface. What you see, Mark, when you observe the grass flaring outward around a landing glider, is simply the air flow field doing its best to move out of the way of the glider plowing through. The same flow happens at all heights, you just can't see it.

If there's anyone who doubts the above statements, I invite you to try an experiment.

34

l5HPN

Take a flight with your vario. Easy enough.

Did you notice anything on landing? ff ground effect was caused by a cushioning effect (which can only be imagined as a compression of the air), your sink alarm should have been screaming just before you touched down. Let's assume a performance increase of 10% in ground effect (a small and barely noticeable change). Let's assume you enter this ground effect over a period of 10 seconds (a generous allowance). This means the density of the air below your wing must increase by 10 % (density and aerodynamic force are directly proportional) within a span of 10 seconds. Since the air density normally changes about 3% per 1,000 feet, your vario would try to indicate an average sink of almost 20,000 feet per minute! My vario does not behave in such a manner when I approach at normal speeds.

A vario is a sensitive instrument capable of measuring infinitesimal changes in pressure. If a wing compressed the air during flight your vario would indicate great sink for a period of many seconds after takeoff (until the small bleed hole equalized pressure) and your altimeter never would read true. It should be noted for you physics buffs that compression or rarefaction of the air around an airfoil would violate Bernoulli's principle that states that the sum of static and dynamic pressure in a fluid must remain constant. Finally, I would like to mention that increasing density below a wing due to a compression effect would not only put a little L into the LID, but also an equal proportion of D. The equations governing the relationship of lift or drag with respect to velocity and density are the same (F = 1hCp psv2, where F is either Lor D, P

is density, S is area and V is velocity).

My conclusion is that the cushion theory is mainly hot air. For this reason (with apologies to Mark) I have long called this the "Whoopee Cushion theory."

So what causes ground effect? The technical books only relate ground effect to the matter of vortices. However, there are four factors that give the illusion of ground effect and all of them need to be understood by us ground skimmers.

The first factor is the wind gradient. As you descend into a reduced headwind (the meaning of a wind gradient is less wind as you approach the surface), your glider accelerates (with respect to the ground) giving you a better glide path (with respect to the ground) and providing the illusion of ground effect (see figure 2).

The second factor is the presence of warm, unstable air at the surface that lifts off as the glider approaches. The "plowing" effect and Mark's observation of blowing grass implies that the glider disturbs the air in front of it.

Rising air released in this manner can prolong a glide close to the ground.

The third factor is simply the bleeding off of airspeed. If you are making your approaches with ample airspeed (as you should), when you slow up, the glider descent is flattened as you trade off kinetic energy (airspeed) for potential energy (height).

Finally, we come to the vortex matter. It should be mentioned that such an authority as Dr. Paul MacCready has stated that we don't know everything about ground effect.

However, many wind tunnel experiments with smoke streams have given us a good picture of how vortices operate and the efHANG GLIDING

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There is no doubt that the lift distribution on a wing is altered by the reduction of spanwise flow due to ground effect. The main result is to distribute the lift towards the outboard areas of the wing.

It is difficult to tell which of the above factors contribute most to the illusion of ground effect on any given landing. For example, if you are approaching in a 20 mph headwind that drops to zero at ground level, you may be descending almost vertically until you get close to the ground at which time you begin to move faster and faster. This appears to be ground effect. On the other hand, textbooks tell us that induced drag (the drag related to vortex production) is reduced by 40 % when the wing is within one chord length of the ground (say six feet). At best glide angle of attack, the induced drag and the parasitic drag (due to airflow around solid forms) are the same value. Thus, if we are coming in at a 10 to 1 glide, this should increase to 12 .5 to 1. Maybe noticeable, maybe not, but cer-

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One final item that we have mentioned in previous articles is the occurrence of a stall at a lower attitude and angle of attack in ground effect than out of ground effect. This is a result of increased loading toward the wingtips and makes a wing more susceptible to stalling during gusts or turn attempts.

The Flight Training Handbook mentioned earlier illustrates the change in stall with angle of attack in ground effect on page The problem with discussions of this sort is that they are either too lengthy or too technical to entertain the average pilot. I'm afraid we may have courted both of these sins in this piece, but we can only simplify so much if we are to truly understand our flying environment. When we are popularizing a complex subject we always face the simplicity/exactitude dilemma. There are many asides left unaddressed, but I hope others have gained as much from this as I have. Thank you for your letter Mark.•

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35

by Richard Annis 1986 the elusive 100-mile flight was achieved in Colorado. Ian Huss flew his HP deep into New Mexico after flying 151 miles. The following weekend, in nearly identical weather conditions, three other pilots exceeded the 100-mile distance.

It was not an exceptional weather year.

What made the difference in 1986 was the skill, experience and sheer determination of the competing pilots. To put it simply, there was no way the 100-mile flight was not going to happen!

Another motivating factor for those competing pilots was the valuable cache of prizes available. A Delta Wing Airstream harness, donated by Bill Bennett and Dick Boone, was up for grabs. Ball Variometers, based in Boulder, donated a new M-20 vario.

Wills Wing offered gear bags, hats and t-shirts, and late in the season showed their ace-in-the-hole, a custom made Z-2 harness! Airwave offered a Pitchy and Jim Zeiset, our Regional Director, offered a two-way communication device, on the local frequent-')'. The Rocky Mountain Hang Gliding Association, sponsors of the exec, donated two custom-made flight suits. It was indeed a lucrative supply of goodies for those who paid their entry fees.

My deepest sympathies go to those pilots who did not enter the contest. Yon lost twice, guys!

A LITTLE HIS'IORY

fan Huss.

36

In the spring of 1982 Eel Goss flew an amazing 98 miles along the Front Range of the Rocky Mountains. He launched in Boulder and landed south of Colorado Springs. Within a month the exec had officially begun, and prizes were promised if you paid your entry fee.

HANG GLIDING

COMPETITION CORNER Unfortunately, Ed's flight (the longest that year) was not official. He did win Class A, however, with a submitted flight of 56 miles. Class B was won by John West who flew 12 miles along the Front Range.

In 1983 Ed Goss again won Class A with an 86-mile flight. Chris Melle won Class B with a 36-mile flight.

Ed Goss held the number one spot in Class A in 1984, when he submitted a 95-mile flight, and Bill Henderson won Class B after flying out of the Telluride valley for 45 miles!

In 1985 Ian Huss took top honors in Class A. He launched from Williams Peak, turned downwind, and after crossing the Continental Divide landed east of the Front Range, for a total of 98.8 miles. This flight was a milestone, since Ian had to cross some very unhospitable terrain. Don Sebastian won Class B with a flight of 33 miles.

In the past six years there have been some great flights not submitted in the contest. Pat Leach flew 75 miles from Mt. Princeton, Ken Grubbs logged two 85-mile-plus flights in two days (one was off tow) and Ed Goss covered 120 Colorado miles in 1985, but launched just outside the Colorado state line, from a site called Cliff Ridge, in Utah. This flight took only three-and-one-half hours!

He landed in Steamboat Springs.

THE FLIGHTS AND SITES A quick scan of the results shows some interesting facts. Brad Koji submitted the most flights. He stomped the local competition very late in the season when he flew from Lookout to Colorado Springs. Jim Zeiset was the early favorite, and his flight from Tanks Ridge was assumed to be over 100 miles until November, when a Great Circle computation showed the actual distance.

Williams Peak is a three-season site, and excels during the summer months.

Since Ian Huss began jumping over the back)n the early 1980's, many pilots have flown to the Continental Divide, a very spectacular ride! An interesting note, however, is the fact that Don

MAY 1987

Sebastian made his award-winning flight on a day when Ian couldn't. That's determination! It is not an easy decision to cross the Divide.

Princeton is a mountain in the Collegiate Range of central Colorado. It is a truly awesome place to launch from, and the cross-country potential is well documented. In this writer's opinion it is the finest site in Colorado, which ineludes Telluride. It has a few drawbacks, however. The access is limited from about the first weekend in July until the first snowfall, usually in late September.

The road up is 4WD, and takes you right to the 12,000' MSL launch. The weather is predictable in the sense that you can count on a rapid overdevelopment on most summer days. In order to fly any great distance you'll have to cross at least one pass, and some long stretches of wilderness. The winds at launch will frequently go from a mellow 5 mph breeze to a raging 50 mph, in a matter of mintues. The dust devils have damaged virtually every glider ever set up at launch, and have put a pilot in the hospital after throwing him and his glider 30 feet in the air. He was trying to hold his glider down.

Lookout Mountain (correct name, Mount Zion) overlooks the City of Golden. It is loved, hated, feared and worshipped, and on just a few days during any year can give you the flight of your life. Pilots have sledded its vertical (1000') in less than one minute, while others have soared up to 18,000' MSL, and it has produced at least one flight in excess of 85 miles. The designated landing area has put a few pilots in the hospital and has broken more downtubes than you can imagine, but pilots still come back for more. On a good day you can launch behind a guy who gains 4-5,000' and spend a few tense moments coring sink and pounding into the LZ. It's the most frequently soared site during the four seasons, but the fact remains that it is an east-facing site in a west wind world.

THE WINNING FLIGHTS Ian Huss flew 151.1 miles in 7 hours and 30 minutes. His highest gain got him to 19,200' MSL. He reported that the

sky was slightly overdeveloped behind him and clear beyond. He followed the Sangre de Cristo Range south from Salida, until reaching Blanca Peak, the last mountain in the range. He then flew due south, then west, chasing some cloud development. He did not exceed 3,000' AGL during the last 30 miles. It was the first time he used up all his oxygen, after spending over four hours above 16,000' MSL. He launched at 11:55 AM and landed ten miles short of Taos, New Mexico. To quote Ian, "That was XC without fear!" His retrieval cost $75 in gas alone!

Richard Annis flew 106. 3 miles in 7 hours and 20 minutes. This particular flight more than doubled his previous distance and duration records. Rich got as high as 19,000' MSL over the Sand Dune National Monument. He spent two hours near launch before heading south.

He reported being chased by an ominous looking cloud south of Poncha Pass, then cruising for over 50 miles in a perfect cloud street along the Sangres. He was first to launch (11: 55 AM) and last to land that day. He lost contact with the retrieval crew upon landing, and spent the next 14 hours in Alamosa, CO trying to hitch a ride. Every penny he had (and some he found in gutters) bought him a bus ticket back to his car. "No regrets," he stated, and his advice to pilots is, "Perserverance Furthers!"

Brad Koji flew 105 miles on the same day as Rich, but he led the way. He was up for five hours, and reported achieving an altitude of 18,500' MSL. His goal that day was simply to break the 100-mile barrier. He believed he could have flown farther. Brad flew with oxygen, which kept him relaxed and clear headed, and he spent the last two hours above 16,000' MSL. His low point was at Poncha Pass when he got down to 11,000' MSL. Dave Crabb flew 85 miles in 5 hours and 30 minutes. Following Brad, and paving the way for Rich, all three pilots got their first view of the San Luis Valley. Dave got up to 18,500' MSL, and since he had no oxygen, suffered from altitude sickness. He had spent a considerable length of time above 16,000' MSL. His goal that day was to better

37

north from the Wet Mountain Photo Ian Huss.

Don Sebastian's flight, the leader in Class B. He reported an easy flight, with many thermals 1,000 fpm. He also got low at Poncha Pass, and his high point was over Crestone, CO. Don Sebastian flew 70 miles in 4 hours. He launched from Williams Peak, and flew east to land in Denver. He a gut-wrenching flight, with not a moment for relaxation. His low point was over at a not-so-low altitude of 12,000' MSL. Don had dccid· ed to cross the Divide before he had left home that morning, since the weather map looked so good. He followed a low pressure disturbance that moved past headed for points east. Don land· eel five miles from his dad's home, where his Father's celebration was taking His high point as at 17,.500' MSL. Connelley claimed third place in Class B with a 35-mile flight from Princeton. He tlcw the same day as Dave, Brad and Rich. He chose to fly the cast side of the de Cristos, into the Wet Mountain Valley. His flight lasted 3 hours and 30 minutes, and he topped out at 19,400' the highest gain that day. Connelly landed near CO. The three flights that follow arc significant, but were not award winners.

Jim Zeisct made his 98.9-mile flight during the but t1ew on a noncompetition day. The Cliff site was plagued by downwind conditions, aud an alternate site had not been secured. Jim's flight lasted hours and 4.5 minutes. He 38

OFFICIAL l<'LIGHTS SUBMITTED IN 1986 Date

Miles

Location

Pilot

4/26 30. 0 Lookout to south of Sedalia, CO 4/26 27.0 Lookout to Sedalia, CO .5/28 68.0 Tanks Ridge to Douglas Pass 5/29 98.9 Tanks Ridge to Cisco, Utah 5/29 42.0 Tanks Ridge to SW of Rangely, CO .5/31 30.0 Tanks Ridge to Bonanza, CO 6/ 1.5 70.6 Williams Peak to Denver, CO 7/4 97 ..5 Princeton to Parker, CO * 8/9 1.51.1 Princeton to San Cristobal, N.M. * 8/16 106.3 Princeton to S of Blanca, CO * 8/16 10.5.0 Princeton to Fort Garland, CO * 8/16 8.5. l Princeton to Blanca Peak, CO * 8/16 35.2 Princeton to Coaldale, CO 8/24 2.5.0 Lookout to N of Boulder, CO ** 10/2.5 77.7 Lookout to Colorado Springs, CO

Glider

Richard Annis Duck 160 Brad Koji HP Jim Zeiset HP Jim Zeiset HP Dave Crabb Duck 160 Connelly Keating C-2 Don Sebastian Sensor 510 Brad Koji HP Ian Huss HP Richard Annis Duck 160 Brad Koji HP Dave Crabb Sport Connelly Keating C-2 Cindy Drozda Sport Brad Koji HP

(*) Winners of the 1986 CXCC (**) Winner of the Class C "side bet" (longest flight off Lookout in 1986)

reached 18,000' MSL, and got to within 1,000' of the ground at least four times.

It was a high wind day, and he remembers that the sky was a perfect blue, with many perfect cumulus clouds.

The unfortunate aspect of this flight was that he arrived back at launch, from his retrieval, just as everyone was moving to the new competition launch at, you

guessed it, Tanks After catching too few hours of sleep, Jim arrived at launch and flew that round of competition. Needless to say, his performance that day did not equal that of the day before.

Cindy Drozda got real high over Lookout one day, when only a few pilots got to soar, and flew north beyond

HANG GLIDING

1- - -

COMPETITION CORNER Boulder. Her best gain took her to 13,000' MSL and when she arrived at Boulder she encountered some sailplane traffic. She then skyed out all of them and continued north. This flight was 25 miles, her best from Lookout.

Although Terry Reynolds was not entered in the exec this flight deserves mention . On August 17 Terry launched just inside the Colorado state line, very near the Cliff ridge launch, and off a 300' hill. Five hours later he landed in Steamboat Springs, where Chris, his driver, was already waiting . They had found the launch that morning. Terry (literally) soared with eagles during that flight. His low point was at 10,000' MSL and he reported that the flight was not too difficult.

That weekend was geat all over the

MAY

1987

region! Kevin Christofferson flew 198 miles in Wyoming, Jim Yocum gained 8,500' over Lookout, and in addition to all those award-winning flights off Princeton, Ian Huss and Cindy Drozda flew 80 miles into the Wet Mountain Valley.

THE GRAND FINALE The word "competition" affects different people in different ways. It obviously has had an adverse effect on most Colorado pilots, since the number of exec entrants has been steadily declining since 1982. In 1986 fewer than 10 pilots registered! Region 4 (which ineludes Colorado) has produced some of the best pilots in the world . No brag, just fact. Any serious competitor, on any level , will tell you that he/she flies their

best when there is something at stake. In the case of the exec, it refers to the entry fee . When you pay the fee, invest the money, you are motivated to perform at your highest level! You cannot win if you do not play the game. And, as the 1986 record states, it only takes one good day to win!

The Rocky Mountain Hang Gliding Association, sponsors of the exec, would like to thank the following: Wills Wing, Delta Wing, Airwave (U.S.), Ball Variometers, Hall Brothers and all the pilots who entered the contest. The competing pilots would like to thank the following : Jim Zeiset (our Fearless Leader and one of the guys!), the RMHGA, Wills Wing, Delta Wing, Airwave, Ball Varios, Hall Brothers and of course, the Wind Gods. •

39

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180 DUCK-35 hours airtime, near new condition, rainbow top and bottom, make offer. (715) 359-9264.

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.

GEMINI 164-Yellow, blue, white. Very good condition. Cocoon harness w/chute. Vario, altimeter.

(313) 247-7135.

GEMINI 1&4-150 hours. Very good condition.

Mylar. (707) 869-9164.

164 GEMrNI-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 GLJDEZJLLA-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.

MAY 1987

MOYES GI'R-Irnmaculate, JO months old $1600.

(503) 757-8940.

WANTED-Wills Wing Sport or Sport American.

(619) 789-3103.

HARRJER I 147-Black L.E., rainbow spectrum. 50 Hrs.-$900./neg. Cocoon harness and chute $300. (206) 892-4919.

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 HP 170 .............. ..... . ... ... .... $1300.00 Vision 18 ........ ... ... ..... ... . . ... $1050.00 Magic III 177 ........... ..... ... ..... $1800.00 We are looking for good used equipment. (619) 450-9008.

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

HP I 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 can1era 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.

HP-Like new condition! 10-15 hrs. airtime. Faired downtubes and speed bar. Gold leading edge, spectrum upper wedge, dark blue double surface. $1500. or best offer. Must sell. Larry (703) 989-7438 evenings.

HP I 1/2-Dark blue, Pacific blue, white. Faired downtubes, speed bar, all factory updates. Excellent glider - references. $1200. (714) 661-5098.

HP-Like new. 5 Hrs. $1700. Best offer (415) 665-6419.

168 JAVELIN-(Salinas). White sail, red L.E. Good condition. Southern Califoomia $800.

Negotiable. (805) 273-7901 after 6 pm.

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

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

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

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

RAVEN 209-Good condition, Keel out y,g,o,r,p,w, $450. (714) 832-8968.

229 RAVEN-Good condition. $600. obo Call John.

Nashville. (615) 758-8048.

SENSOR-510 VGB - 160 - Like new. Rainbow sail. Blue leading edge. Price $2500. Call Bill Blood (603) 437-0512.

SENSOR 5lOB VG-Exclnt cond. low hrs. Red L.B., rainbow undersurf. $2250. Fledge ill E.T. Exclnt cond. $1600. (209) 292-2171/292-0155, ask for Eric.

SENSOR 510 VGB-160 - Brand new condition.

Western North Carolina. Rainbow spectra sail.

Slick white leading edge. Price $2300. Call Wayne Michael (704) 628-3204.

SENSOR 510 VGB 160-Pull race with spoilers.

Like new. 8 hrs. airtime. Blue leading edge, red lower surface $2400. (715) 792-2561.

1982 WHITE SENSOR 210-Good condition. New knee strap harness, red. Will pay half of shipping charges $400. (805) 498-1538.

SENSOR 180-Good cond. Rainbow sail V.G.H.B.K.T. 1150. Pro Star II 190. Good cond.

Black lead, red sail. (805) 541-1275.

Brand new Parachutes 22 gore .... ......... $ 300.

New Vision Eclipses .......... ... . ... .... $1725.

Lt. Dreams 220,165,145 ......... .. . ...... $1500.

Mystic 155, Last one .......... ..... ...... $1825.

New Polaris 16 ......................... $1200.

We ship anywhere, all test flown, Golden Sky Sails Inc. (303) 278-9566 Hang Gliding Hangar Fresno, CA 167 Sport Am. (new) .......... . .. ....... $2250.

133 Magic/VG ............ ..... . . .. .. . . . $1950.

170 HP I ............... ...... . . ........ $1250.

200 Duck (new) ......... ....... .... ..... $ 950.

180 At. Duck ......... ......... . ...... .. $ 850.

165 & 185 Comet II ............. . ..... . .$ 900.

175 Demon ........ ............ . ....... . $ 450.

135 Comet I .................. . . .. " .... $ 400.

Fledge JIB ............... ...... ......... $ 350.

Moyes Maxi III ................ .. ....... $ 350.

180 Lazor .................. . .. .. ....... $ 300.

209 Litek Varios .................... each $ 175.

(209) 264-7627 or 431-2324 Windsports Inventory sale of HGMA 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 Intemational (818) 988-0111.

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

ARIZONA ARIZONA WINDSPORTS-Largest hang gliding center in the southwest. Certified Instruction utilizing the world's only man-made trainer hill.

Replacement parts for SEAGULL classics.

Highly competitive prices on all major brands.

1114 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.

41

Four good reasons to hook into a

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

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

ee-hing toward higher altitudes, your LITE DREAM still amazes. performing with grace and ease As you perfect your talents, the LITE DREAM is ready to · accept new challenges. even aerobatics'

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

THE LITE DREAM-;::~ . .~ AN ENDURING CLASSIC AT EVERY LEVEL

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

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

~3oo TAAPf. IN F<)~ 'fO\I~ OLD (rLll)fF. WI\EN You·Su'{ A N£W' )(,!L,. Ol"'M\'$TI(. ... TltrsoFFE~ 6001' fo'L

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

CLASSIFIED ADVERTISING DESERT HANG GLIDERS USHGA Certified School-Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304 (602) 439-0789, 938-9550.

ARKANSAS SAJL WINGS HANG GLIDING-Certified Instruction. Authorized Pacific Windcraft, Airwave, CG 1000 agent. New PWC cocoons in stock.

1601 N. Shackleford #131-4, Little Rick, AR 72211 (501) 224-2186.

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

CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hang gliding shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800.

HANG FLIGHT SYSTEMS-USHGA Certified training program featuring the combined talents of Dan Skadal, Erik Fair, and Rob McKenzie.

We sell and service all major brands of gliders and accessories. New and used. Sport, Skyhawk, HP II. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444.

HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varies, and spare parts.

Located minutes from US 101 and flying sites.

613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours.

Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Windcraft, U.P. Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008.

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. ll16 Wrigley Way, Milpitas, CA 95035 (408) 262-1055.

OWENS VALLEY-In-flight cross country instruction: $35. 100-mile route and valley crossing: $35. Driver/pilot ground school: $10. Glider and equipment rental, sales, repair. USHGA Special Observer. Rick Masters, Box 478, Independence, CA 93526 (619) 878-2255.

PINE CREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275.

SAN FRANCISCO WINDSPORTS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors.

Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828.

SANTA BARBARA HANG GLIDING CENTER-Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 687-3119.

WINDSPORTS INT.-Since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most e<>mplete HANG GL1D1NG 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 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) 2,S-9566.

CONNECTICUT

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

HAWAII MAUI SOARING SUPPUES-Certified Instructors, Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.

IDAHO TREASURE VALLEY HANG GLIDERS-Service smes - instruction. EVERYTHING YOU NEED! P.O. BOx 746, Nampa, ID 83653. (208) 362-1848.

MICHIGAN PRO HANG GLIDERS-Since 1978. USHGA Certified. Beginner - Advanced lessons in foot launch, towing, air towing and now Step Towing, Ratings by Advanced Instructor, Observer, Examiner, Norm Lesnow. Dealer, Wills, Delta, Manta. Other brands available. Accessories, parts, repairs. XC flying from our southeast Michigan flight park. Come fly tandem on the Lite Dream 220. Call (313) 399-9433 or write 569 W. Annabelle, Hazel Park, MI 48030.

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.

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. · _________________________________ ,

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

: USHGA CLASSIFIED ADVERTISING ORDER FORM

I 40 cents per word, $4.00 minimum.

I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $11.00 I Deadline, 20th of the month, six weeks before the cover date of !he I issue in which you want your ad (i.e. March 20, for the May issue).

I Boldface or caps 5511: per word extra. (Does not include first few words I which are automatically caps). Special layouts or tabs $22 per column I inch.

I Prepayment required unless account established.

I Please enter my classilied ad as follows: I I I I I I I Number of words:

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 f o r - - - - consecutive lssue(s).

My check _ _ _ money order _ _ _ is enclosed in the amount of $~~~~~~~~~~~~~~~~~~-

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

Phone Number: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

P.O. BOX 66306, LOS ANGELES, CA 90066 / (213) 390·3065

I

~-------------------------------------------------------44

HANG GLIDING

CLASSIFIED ADVE 1TISING 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 FLCGHT 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.

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.

UTAH FLY UTAH WITH

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 20 & 22 Gore Chute. Brand new, never unwrapped, $200 each. Call Bill (818) 989-4745.

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.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installed and replaced. S.F. Windsports (fonnerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

Parts & Accessories

VIRGINIA SILVER WINGS INC.-Certified instruction & equipment sales. N. VA. (703) 533-1965.

WASHINGTON 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

SAURATOWN KITES-Winston Salem (919) 922-1942. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing, Pacific Windcraft & Delta; new and used equipment.

QUICK RELEASE CARABINER-Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10.

DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.

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

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

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.

HANG GLIDING LTD. -for the ultimate high-

DISTRIBUTOR FOR Polaris from Italy. Dealer for Solar Wings of England and Delta Wing of Southern California. Instruction, sales, service, rentals. Rod Porteous. (403) 235-4653. 2207 42nd Street SE, Calgary, Alberta, Canada T2B 104.

JAPAN

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.

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

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

DISTRIBUTOR major brands hang gliders (Airwave, Magic), instruments, parachutes. Tokyo 03/447/5560, Yugawara 0465/63/0173, Kurumayama Hang School 0266/68/27?.4 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141. FAX 0465 636641.

SWITZERLAND SWISS ALP HANG GLIDING SAFARI--On vacation in North America until February 1988.

For showing of mm and slides of flying in Switzerland contact Ron Hurst, 1600 Hatch

MAY 1987

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.

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.

WANTED: INSTRUCTORS: Full time, will train.

Golden, Colorado. (303) 278-9566.

45

OVERDRIVE

A LITTLE SOMETHING FOR YOUR RIGHT HAND There used to be two kinds of gliders: those with plenty of performance but little handling ease; and those with good handlingmaybe even a good sink rate, but without the speed and glide required for truly high performance. Pilots had to choose between "sport" flying or performance flying.

The advent of variable geometry changed that unhappy situation. At last a pilot can degrade his performance for better handling during launches or landings or flying in tight, crowded thermals.

Seed wings designer Bob Trampenau believed it was possible to combine performance and handling to the point that nearly every pilot could be accommodated, so everyone could have screaming eagle performance and light handling with confidencebuilding ease of control. To achieve this. it requires a glider with inflight variable billow (overdrive) or variable geometry and a raised CG. to a point above the sail.

Trampenau developed and was the first to certify in the US both the VG and the kingpost hang system.

Incorporating these innovations with his already-successful Sensor design, he achieved results never before seen-a high performance glider with pleasant and predictable easy handling.

The Standard model. the 3/4 Race and the Full Race VG 510 B outdates notions that a pilot has to own two gliders to have both performance and handling, or fly a glider that sacrafices either performance or handling. Outhandled by none, the 510-B outperforms them all! So if you're a hang 3, hang 4 or hang 5, we've got what you want-superb handling, blazing speed, and the best combined sink rate and glide ratio available anywhere.

Pilots, you owe it to yourself to test our claims! Test fly a new 510-B from your nearest Seewings dealer.

Dealers, you owe it to your customers to have a new 510 Bin stock.

Feel what stability is like when it's combined with agility and quick responsive handling, how a great sink rate can hold up across a very broad speed range, what a solid landing flare can do for your confidence and ability. You'll see why we say the new 510-B is the best glider you can buy anywhere at any price. But don't wait too long, the season is here and orders are corning in and going out faster than ever. Get your B model now, so you can top the pack and watch your buddies gaggle below, down in the bullfeather zone.

Teflon padded sail mounts. A new factory development-Teflon at the point where the sail rides and pivots on the frame. The Teflon increases roll rate, decreases roll pressures and is available as a retrofit from the factory. Included on all new gliders.

The Sensor 510 B 160 Standard, 3/4 Race and Full Race VG models, HGMA certified. Dealer Inquires Invited.

• SEEDWINGS INCORPORATED. 5760 THORNWOOD DR . SANTA BARBARA. CA 93117. 805-967-4848

SEED\X/INGS

M

men

women

34-36

8-10

38-40

12

42-44

14-16

46-48

18

navy

magenta

green

yellow

jade

black

white

total mdse. $ _ _ _ tax • $_ _ _ ship•• $ _ __ grand total $ _ __ • NY residents only. • • $2 .75 for one shirt , $1.00 for each add'I shirt . Allow for immediate delivery Name~~~--~-~-~~~--~~~-~~~~-~~~~-

Address _ _ _ _ _ _ __ _ _ _ _ _ __ _ _ _ __ _ __ _ City _ _ _ _ __ _ _ _ _ _ _State-- - - - -- - -- -_ _ _ _ _ _ _ _ __ Tel. (

CLASSIFIED ADVERTISING 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.

INSTRUCTORS WANTED-Exciting career opportunities for the right people. Will train if qualified. Work at what you enjoy most: live and fly on beautiful Lookout Mountain (Chattanooga area). Call us. Lookout Mountain Flight Park (404) 398-3541.

HELP WANTED IMMEDIATELY! 5 full time and 5 part time instructors needed. Sales and repair experience helpful although not necessary! Call (415) 731-7766. Contact Valerie.

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

Miscellaneous SAILMAKING SUPPLIES & hardware. All fabric types. Information and colorful samples $1.

Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426.

Index To Advertisers Airtech .......................... 40, IFC Airworks ............................. 23

WANTED-Demon hang glider. Sails, 175 squares, must be in excellent condition. (801) 7&2-8172.

Ball Varlas ...................... IFC, 26

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

Chuck & Shari Toth.

Bennett Delta Wing Gliders .... 6, 53, 54, BC

WANTED: Barograph. (307) 237-4237 Days. Steve.

KHK ............................... .40

DON BAKER-Where are you? Please call me!

Leave message at (213) 450-7742. Esther.

Light Flight ........................... 13

TOW SYSTEM-Complete with a slightly used high speed electric bumper mounted reel, 3000 feet of new tow rope and a new magnetic hood mount hydraulic pressure gauge. Will produce 2000 foot tows. $450. Gary (312) 244-0749 evenings.

C.G. 1()00 ............................ 2 Hall Brothers . . . . . . . . . . . . . . . . . . . . . . . . . 9 High Energy ...................... 35, 40

Lookout Mt. ......................... .40 Mast Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Moyes ............................... 10 NPSC .............................. lFC Fagen Books .......................... 26

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

Publitec .............................. 26 Raymond ............................. 39 Saphir ............................... 35

Seedwings ........................... .46

s7.

Videos & Films

Silver Wings .......................... 48 Skylife ............................... 47 Systems Tech ........................ IFC USHGA ......................... 28, !BC Wills Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 WOODEN Hang Glider sculptures. $75. +shipping.

Daniel Uchytil (206) 527-2632.

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

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 ('102) &'16-232&.

OWENS VALLEY-Don Partridge's legendary 1981 XC Classic on film! AOLI, COMET CLONES & POD PEOPLE - Widely praised as the best hang gliding film ever made. Winner: 1982 Gray Prize. 60 minutes, color. VHS or Beta. Special: $49.95. Rick Masters, Box 478, Independence, CA 93526. C.O.D. (619) 878-2255.

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

48

BLACKHAWK POD HARNESS Only $295 including shipping

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6 % tax.

Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

The rate for classifieo advertising is .40 per word (or group of characters). Minimum charge, $4.00. A fee of $11.00 is charged for each photograph or logo. Bold face or caps .55 per WQrd extra.

Underline words to be bold. Special layouts of tabs $22.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing l 'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA 90066.

Aerodynamic; exlremety comfortable; superb workmanship; light weight: warm: back pack caf(lJing case; 9kri1e, parachute, ballast, & glider bag storage compartments: opening 8 closing linas: velcro overlide: 2 sizes. ln sloek or custom made in 3 weeks.

Manulaclured in New Zealand for:

Sll\ler Wings 1nt/Jalrn Middleton 6032 N. 20th Street k!ington, Virginia 222(15 (703} 533-1965 Oealer inquiries welcomed.

Also Knee Hanger Harnesses aYai!able.

HANG GLIDING

• MEMBERSHIP APPLICATION

,II11111··---------

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

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

~

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

SEX (M)(F)

D NEW MEMBER

BIRTH DATE

D RENEW/USHGA # _ _ _ _ __

FULL MEMBER

FAMILY ME:MBER

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 maga:zine.

NAME D NEW MEMBER

D RENEW/USHGA # _ __

SUBSCRIPTION ONLY - - - - - ·

STUDENT MEMBER - - - - - - ·

D $29.00 SUBSCRIPTION ($32.00 foreign) for one year.

D $53.00 SUBSCRIPTION ($59.00 foreign) for two years.

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

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

D D D D

FULL MEMBER ($39.00, $42.00 foreign) FAMILY MEMBER(S) (ai19.50 each) STUDENT MEMBER ($,10.00) SUBSCRIPTION, one year ($29.00, $32.00 foreign)

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

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

(213) 390-3065

Revised 6/86

NG.