USHGA Hang Gliding July 1987

July 1987 $2.50

World Invitational Hang Gliding Championship July 22 to 26 FOR FURTHER INFORMATION AND REGISTRATION CONTACT GROUSE MOUNTAIN RESORTS LIMITED 6400 NANCY GREENE WAY, NORTH VANCOUVER, B.C. V7R 4N4, TELEPHONE: (604) 984-0661

Volume 17

CONTENTS

Issue No. 7

(USPS 017-970-20)

Features 12 Explorations With The Thermal Snooper

Columns 3 Viewpoint

by Vic Powell

Vic discusses the drug issue.

article and photos ©19l!7

by Rici<. Masters An in-depth look at an exciting new soaring instrument.

8 Executive Director's Report

29 Mid-¥ear Accident Report

by Cindy Brickner The updated Hang Gliding Organization

by Doug Hildreth

Departments

Directory.

Bad news. After years of declining fatalities we have eight in the first five months of 1987.

4 Airmail

32 Flying Fitness

6 Update 31 Calendar

©19lf7 by Dennis Pagen How to stay in shape for wrestling thermals.

40 Ratings and Appointments 43 Classified Advertising 46 Index To Advertisers

35 Parachute and Equipment Care articles and photos by Rob Kells 'Thlcing care of the hardware with which you trUst your life.

39 Loop Droop photos submitted by Jean Letourneau A photo essay on how not to loop a hang glider.

Page 39

COVER: Ken deRussy makes a Fourth of July flight from Rincon, near Santa Barbara, California. Photo by Ines Roberts. · cENTERSPREAD: John Heiney in his Delta Wmg Mystic 155 at Lake Elsinore, California.

Photo by John Heiney.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: Tbe 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 marerial do so at their own risk.

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

JULY 1987

0 Nf_._.fIFTYI Wills Wing Welcomes A New Fledgling To The Flock

The new Wills Wing SPORT 1 50 is now HGMA CERTIFIED and in production. Like its larger brother, the Sport 16 7, the SPORT 1 50 is a true high performance glider, offering competition class performance without ~ornpromise. Like the 167 , the SPORT 150 utilizes 7075 T6 tubing in the main airframe spars and all cambered battens, providing a combination of superior strength and light weight that is simply unavailable anywhere else. The 1 50 ' s light weight and small control bar size make ground handling, launching, and landing especially easy for pilots of smaller stature. In the air, the SPORT 150 is all Wills Wing; superb handling combined with performance that is unmatched by any other glider of this size. Smaller pilots: the wait is over. The 150 is here.

SPORT 1 50 SPECIFICATIONS SPAN AREA GLIDER WEIGHT PILOT WEIGHT PILOT SKILL

31.5 FT 150 SQ. FT 54 LBS 12 5 . 2 10 LBS (With all gear) USHGA Ill

NOTE : USHGA IV is recommended if pilot is within 15 lbs of minimum weight.

1208 H East Walnut, Santa Ana, CA

(714) 547-1344

Te/ex 67 8668

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

Staff Photographers Erik Fair, Staff Writer Harry Martin, Illustrator

Office Staff Cindy Brickner, &ecutive Director

Joyce Isles, Ratings Marla Harrington, Member Services

VIEWPOINT

Protecting Member Investment

by Vic Powell

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 1: Jeff Bennett, Ken Godwin. REGION 2: Russ Locke, Jay Busby. REGION 3: Steve Hawxhurst, Walt Dodge. REGION 4: Jim Zeise!, Bob Buxton.

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

REGION 7: Bruce Case, John Woi1mde. REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims.

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

HONORARY DIRECTORS: Bill Bennett, Mark Bennett, Joe Bulger, Eric Fair, Bettina Gray, Doug Hildreth, Gregg Lawless, Mike Meier, Rich Pfeiffer, Bob Thomp· son. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is I.he offlcjaJ US, representative of the Federation Aeronautique Internationale (FAI), the world governing

body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities 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 con-

tribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission lo other hang gliding publications. HANG GLIDING magazine reserves the right lo edit con·

tributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors.

HANG GLIDING magazine (USPS Ol7·9ill) is published monthly by the United States Hang Gliding Assoeiation, Inc., whose mailing address is: P.O. Box 500, Pearblossom, CA 93553; telephone (805) 944-5333.

Second·class postage is paid al Los Angeles, Calif. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. The USHGA is a member· controlled educational and scieniific organization dedicated to exploring all facets of ullralight flight.

Membership is open to anyone interested in this realm of flight. Dues for full membership are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $77.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 500, PEARBLOSSOM, CA 93553.

JULY 1987

VOLUME 17, ISSUE No. 7

You and USHGA have a year-long contract. In exchange for your membership the Association promises to do certain things.

They are outlined in USHGA's Bylaws, usually unread until there is trouble. Now there is trouble.

USHGA'S PART Bylaws state the purpose of an association and establish its limits of operation. They form an agreement that protects member investment. They can help the organization remain focused on its mission, to resist being diverted from its purpose by emotional pressure. USHGA's purpose is clearly stated in its bylaws.

Article I section 2 states: "The primary purposes of the Association are to: engage in the development, study and use of hang gliders and the sport of hang gliding; make available and disseminate knowledge about hang gliders and hang gliding; promote the organization of meets and competition for the flying of hang gliders; select pilots for national and international competition; promote the training and rating of students interested in learning the art of hang gliding; and promote safety and safe flying practices."

All other sections of the bylaws, and provisions in the Association's Standard Operating Procedure, derive from these purposes. Certain actions however, although not specifically delineated, are outside the organization's jurisdiction.

THE TROUBLE A question arises whether Association programs should be established because of alleged drug abuse by members. The board has responded by approving three programs: threat to test members for drug use; a Drug Free Consulting Subcommittee; and a drug statement program.

Four drugs are of concern to many board members; marijuana, PCP, cocaine and heroine. These are controlled substances, it is

against the law to either possess or to use them. The executive and judiciary branches of governments, not USHGA, have jurisdiction controlling drug abuse and enforcing drug laws. It is not USHGA's role to identify or capture criminals. Therefore USHGA should not establish programs regarding actions that are already against the law, to do so is unnecessary and outside its purpose.

SILENCE CAN PROHIBIT An association conducts its activities on the assumption that its members obey laws. To operate otherwise requires that the entire body of criminal law be incorporated into by laws and that the Association have prosecutorial authority, which is not possible under our legal system. It is thus not necessary to list in the organization's bylaws illegal actions in order to prevent creation of programs.

An important distinction exists between communicating to members about drug abuse and establishing Association drug programs.

There is nothing in the bylaws preventing members from stating their views about drugs.

An effective method could be an article in the magazine or a letter to the editor. Member generated pressure against drug abuse is a legitimate action.

THE DIFFERENCE Failure of an item to be mentioned in the bylaws does not prohibit creation of programs.

Computers serve as an example. They are used in the sport at headquarters and during competition administration. Computers are not listed in the bylaws, just as drugs are not mentioned. One might question whether the Association could establish programs for computer operation.

In this instance a test for appropriateness of a program exists: is the subject lawful? A program could be established for their use in hang gliding competition and not violate the bylaws.

The difference in creating programs for computer operation as compared to drug abuse is that possession of or using a computer is not against the law.

WHAT'S THE HARM By creating drug programs the board has acted beyond its purpose, taking upon itself a

: 3

VIEWPOINT role reserved for government. The programs demonstrate a reckless disregard for the reputation of innocent members who could be accused of abuse on the basis of error-prone test results and a disregard for liability of the Association and program expenses which would be met by your member dues. And the board has shown a disregard for the sport's image by establishing drug programs when the Association's own statistics reveal that no accident has been attributed to either drug or alcohol abuse. The USHGA board already has plenty to do without stepping outside its contract with members.

YOUR PART

Let's get USHGA focused on its purpose by getting it out of the drug business and back to hang gliding. The board should declare as void all its drug programs. Your letter or phone call to your director can help get the message to the board that it should end its drug programs. I urge you to contact your regional director and tell him your views about USHGA operating outside its bylaws .•

AIRMAIL DRUG ABUSE IS PILOT ERROR Dear Editor, Nancy Reagan would be proud of USHGA drug policy; I am not. This method of dealing with the emotional problems of members really stinks. I question the wisdom of this action.

I am sad to hear Vic Powell has resigned and consider the loss of his experience a mistake. He resigned to bring attention to this issue.

What makes me sick is the fact the USHGA now chooses to "play doctor" on its members without contemplating the liability of this action, nor the damage that will be done to the integrity of USHGA members and association efforts in aviation. This is a real mistake.

Drug abuse is a form of "pilot error," I ask that reconsideration be given to USHGA drug policy and a possible program created that could deal with "all forms of pilot error" instead.

Does the USHGA have the time, money and energy to deal with pilots' psychological and medical problems? What percentage of

members "abuse drugs" and what Region needs help most? Where are these facts coming from?

It's strange that USHGA accident records do not reflect a serious problem with drugs, so who says the USHGA needs a "national program for drug abuse?" Is this the purpose of the USHGA? I think this is an insult to World Team pilots and USHGA members to even consider drug testing. Now, our association gets a black eye where one is not deserved. To me, our pilots love our sport and the gift of flight and choose not to abuse it. Drugs are no more an issue in the USHGA than sex or rock 'n roll.

Should the USHGA concern itself with the private life and health considerations of its members? Does this mean we will one day have moral and marital counseling? Maybe they should check us for lice and bedbugs. I also would like to know who defines "abuse" of drugs?

Perhaps we should consider a counseling program for Owens Valley pilots who visit Janie's Ranch. They may need it more than

IN RESPONSE TO : A RESIGNATION Dear Editor, I totally agree with Vic Powell's feelings concerning the drug testing and abuse program. Allowing such a valuable person to the organization to slip away over an obvious violation of the USHGA's bylaws is not good.

Is the drug testing program really deserving of such attention if the idea results in the loss of invaluable seasoned personnel? Again, especially when the bylaws concern only hang gliding, not what members do with their personal lives.

Please try hard to stay on track with the organization's bylaws. When the board feels they have refined the USHGA completely then bring up new ideas and present them to us all for consideration.

The perniciousness created by the loss of Vic Powell could very well result in the USHGA moving backwards instead of ahead.

There's no one I know of who could begin to fill his shoes.

I have never heard of a drug-related accident in hang gliding. I am very upset over this whole thing. The USHGA has plenty to do and the skill to do it. Why get involved in something you know nothing about?

Bruce D. Hawk Hawk AirSports Knoxville, TN

4

HANG GLIDING

AIRMAIL anyone else.

I ask that sanity return to USHGA policy, and hope Vic Powell will return to help our sport and the USHGA. Please reconsider USHGA drug policy, before further damage is done.

Jerry Kitchens Lightwing Aviation Arlington, Texas

DRUG POLICY Dear Editor, I am not pleased with the recent decision of the USHGA Board of Directors to involve the association in dealing with any potential drug problems. Drugs are not threatening the activities of the sport, at least not here in the MidAtlantic region. If, however, there are drug related problems in other areas of the country, then these issues can be dealt with through the existing USHGA rules and regulations. AB a member each of us has the responsibility to maintain and defend our self-regulated status.

And thus instructors, observers or any member may prevent an impaired person from flying at a sanctioned event or a controlled site.

The use of drug testing or any involvement beyond an observer's reasonable judgement to disqualify an obviously impaired person from competition is seriously in violation of the USHGA bylaws.

There are many other issues that threaten our association, such as public image, site preservation and insurance. I have to wonder if the Directors are so bored with the important issues, like insurance, that they have to get involved with drug issues this extensively.

I am not interested in having USHGA funds or energies spent on non-hang gliding issues.

So please, let's focus on what we are really all about - hang gliding.

Robert Brecka Phoenix, Maryland Dear Editor, For the record, at our last meeting the North Texas Hang Gliding Association voted unanimously against the USHGA drug policy.

After open discussion we concluded that more risk and damage is being created to hurt USHGA, its membership and our sport than help provided. We feel that any form of drug abuse is pilot error, and maintain USHGA drug policy deviates from the Association's purpose. In our meeting many reasons were cited that USHGA drug policy should be declared "out of order and void."

JULY 1987

Also, let it be known that no Region 11 pilot, club member, examiner, observer, flight instructor, or Regional competitor has ever been called down for drug abuse. We do not feel drug abuse is an issue in the USHGA. We challenge anyone to prove USHGA Region 11 pilots "abuse drugs." It is our hope Mr. Vic Powell will return to the USHGA as an active leader.

Rick Chastain, President NTH GA Dallas-Ft. Worth, TX

COMPU-NERD QUALIFICATIONS Dear Editor, Randy (Great Lama) Bergum's article regarding computation of Great Circle distances in the April "if! issue certainly sparked the interest of many pilots here in Silicon Valley, CA, where most of us are employed as highly overpaid computer nerds when we are neither flying nor recuperating from ill-timed crescendo flares.

The consensus here is that while the intent is commendable, the Great Lama is severely lacking in basic (sic) compu-nerd skills. First of all, no self-respecting computer nerd (if such a phrase isn't a contradiction of terms) would ever consider writing a program in BASIC, preferring instead a more sophisticated language such as PASCAL. Also, the use of comments in the code is indicative of a raw rookie; real programmers never comment (if it's hard to read, that's because it was hard to write). Finally, his program fails to account for possible singularities in data, as flights that cross the poles, equator, or the Prime Meridian would obtain bogus results.

C. (Compu-Nerd) Perry Palo Alto, CA

THANKS Dear Editor, I have been reading Hang Gliding magazine since 1979, and I think it's about time I said thanks. The quality of the articles and especially the photography is excellent. How you are able to squeeze so much quality out of the funds you receive is beyond me. I'm sure I'm speaking for all of us when I say, "Thanks!"

Mike Vuylsteke Manistee, MI

OLD GLIDER REVIEW Dear Editor, Recent letters regarding older gliders suggest a service for members. Many beginning pilots buy a glider without knowing anything about its possible flight problems.

I consider myself lucky to have purchased a 1980 Super Lancer 200 and had a great time with it before buying a new Eclipse 19. It was easy to launch and land, and in general had no surprises.

What I suggest is a "pick of the litter" article regarding older gliders, telling us which ones have the best safety record and are easy to fly. Beginning pilots will continue to buy old gliders and this information might help some avoid a perhaps fatal mistake.

Bob Bradley Yarmouth, Maine

Good ideal-Ed.

-- , Ho.1111, it up.

San \liego.

IMPROVING IMAGE Enclosed is evidence of our sport's improving media image. I snapped the photo with a disc camera on Sepulveda Boulevard right near the entrance to Los Angeles International Airport. Tens of thousands of cars pass by during everyday rush hours. If the magazine wants, it can use my photo. I hereby waive my customary multi-thousand dollar fee for my Oscar-winning-class photography.

Larry Witherspoon Manhattan Beach, CA

Hang Gliding welcomes letters to the editor.

Try to make your Zeller concise, and please submit it typewritten and double-spaced. If typing is not possible, please print double-spaced. -Ed.

5

UPDATE HANG GLIDING SPECTACULAR

by Vic Powell One of hang gliding's great events was successfully conducted at Jockey Ridge State Park in Nags Head, North Carolina, May 8-10, 1987. The 15th annual Hang Gliding Spectacular proved once again to be one of the sport's more classy and fun meets.

The competition had two divisions, novice-beginner and intermediate-advanced, and was conducted over the same course for both groups. It provided one of the better learning experiences for flyers and was great fun.

The social program at a local pub on Friday evening included videotapes, movies, and plenty of opportunity for the There-1Was assortment of truths. On Saturday evening an auction was held and a street dance featured a super rock and roll band that had everyone jumping.

At the awards ceremonies on Sunday each flyer received a personalized certificate. The winners of three places in each division received handsome wood and metal plaques.

Inventor of the flexible wing concept, Francis Rogallo, addressed the group.

Rogallo said that the Hang Gliding Spectacular serves as an unofficial birthday of the sport. He noted that 1973 was the year when the sport first became popular and swept across the nation, and that the Spectacular was the first national meet. He said it is further unique in that the wind and site conditions in which the flyers operate are similar to those in which the Wright Brothers conducted their gliding experiments during 1900 to 1902.

The Spectacular has been held at Jockey Ridge each year since 1973. To my knowledge it is the oldest annual hang gliding meet in the world. It is surely a worthy showcase for the sport's birthday celebration.

Roger Coxon, manager of the First Flight School at Kitty Hawk Kites, served as meet director of the smoothly operating event. Jim Johns, previous winner of the event and currently manager of Kitty Hawk Kites West, traveled from California to take on the competition and captured first place in the intermediate-advanced division. Pete Olsen of Virginia Beach won first place in the 6

novice-beginner category.

But do you know who is the real hero of the Hang Gliding Spectacular? It's John Harris, president of Kitty Hawk Kites. He and the employees of KHK have, since the early years, sponsored and promoted the event.

Under his leadership they have provided support and personnel to conduct the competition, establish the social events, and make improvements. Next year they plan to include an "antique kite oldtimers fly-in" during co mpetition lunch break. John, a former member of the USHGA board, has made a significant contribution to the sport in assuring continuity of the meet.

Mark your 1988 calendar for the second weekend in May, and come participate in the 16th birthday celebration of hang gliding.•

SAPlllR AMERICA ON TOUR SAPHIR AMERICA is a newly-formed company which functions primarily as a distributor for certain hang glider products from Europe, previously not available in the U.S. Saphir America is now offering very competitive prices on its product line, even in the face of a devalued dollar and resulting high import costs. To keep prices down, the company manufactures certain parts, under license, in this country.

Paragliding information is also available from Saphir America. Translations of articles from "Drachenflieger" magazine document this sport which is sweeping Europe.

Saphir America's product line includes: the Saphir and Zephir, high performance gliders based on the bowsprit design (with cross bar); the 'Minimum' power system for hang gliders, a uniquely designed machine which enables pilots to fly prone, launch under power and to soar with the engine off; paragliding equipment for the beginning or advanced pilot.

Saphir America is making a summer demonstration tour throughout the U.S. to demonstrate and allow test flights on their equipment. Saphir will be in California in July. To schedule a

demonstration in your area please contact: Saphir America, Hans Josef Frings, P.O. Box 2343, New York, NY 10009 (212) 673-6461.

1987 COCHRANE CUP The 1987 Cochrane Cup Competition is now under way. Ten pilots compete annually. The winner is the pilot who makes the longest flight originating in Canada.

Standings as of May 14 are as follows: 1. Willi Muller 182 miles 176 miles 2. Randy Haney 3. Dale Moore 74 miles The competition ends October 30, 1987.

Contact Muller Hang Gliding Ltd. RR #2, Cochrane, Alberta, Canada TOL OWO (403) 932-6760.

BUSINESS CREDITS Aeolus Hang Gliding .............. 107 Windsports International ............ 16 Hang Glider Emporium ............. 15 Lookout Mountain Flight Park ....... 13 Rochester Area Flyers .............. 10 Airplayin' ......................... 8 Chandelle . . . . . . . . . . . . . . . . . . . . . . . . . 6 Kitty Hawk Kites East ............... 6 Mission Soaring Center .............. 6 Arizona Windsports ................. 4 Kitty Hawk Kites West .............. 4 Mountain Wings .................... 4 The Hang Gliding Center of San Diego 4 Windgypsy ....................... .4 Adventure Wings School of Hang Gliding ........................... 3 Golden Sky Sails ................... 3 Pine Crest Air Park ................. 3 Santa Barbara Hang Gliding .......... 3 Torrey Pines Hang Gliding ........... 3 Free Spirit Sky Surfing .............. 2 Hang Flight Systems ................ 2 Fly America ....................... 1 Maui Soaring Supplies .............. 1 Morningside ....................... 1 Raven Hang Gliding School .......... 1 Susquehanna Flight Park ............. 1

HANG GLIDING

WHERE IS THE LIFT?

INTRODUCING A NEW SOARING INSTRUMENT THE

SNOOPER

THE

(Evolved from the Delta-Therm Instrument) • Indicates nearby thermals which otherwise would be passed without notice.

• Sounds increasing beeps during approach and "boops" prevent a thermal exit.

• Tuned to workable thermals. Little response to thermal puffs and lapse rate.

• Helps identify unworkable gusts and eddies for what they are.

• Clues you to the presence and orientation of horizontal shears.

• And it indicates the phases of a passing thermal for safer launches.

Tested in Owens Valley by Rick Masters: "Each time it beeped I found a thermal."

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

1

The Thermal Snooper weighs 5V2 oz. with battery and clamp. It is self-contained, rugged, weatherproof. Has removable clamp for 1-1/8" diameter tube. Nine volt battery not included. Satisfaction or money back if returned within 30 days. One year full warranty with immediate exchange. Free shipping in USA.

~-1[\g!G TM

: Send check or money order to: : Digi-Log Circuits Co. 1 5711 Tannahill Circle I Huntsville, AL 35802, USA I I Enclosed is $98 for one Thermal Snooper. Please mail it to me.

I

l

: Name

I I Address I I J

I I I I

City, State, Zip

UPDATE USA LA MOUETTE Gerard Thevenot, owner of the La Mouette line in France has appointed Mark Gibson as official USA distributor for La Mouette gliders, trikes and accessories.

After their meeting at the 1987 first intemational Copa Daniel Gremion meet in Mexico, Gerard Thevenot was impressed enough with Mark Gibson's aggressive, competitive flying that he offered him the USA distributorship.

Thevenot swept the 1986 US Masters with the La Mouette Hermes. The Hermes comes in four sizes. It is German certified and can compete in all USA competitions. La Mouette also has the Atlas C for the beginner and the Profile Sport for the recreational pilot.

Mark Gibson is 24 years old and has been flying since the age of 13. He will compete in the World Masters in Kossen, Austria and the Lariano Triangolo Como in Italy. He will be flying a La Mouette Hermes.

After the meets Mark will be returning to the States to promote USA La Mouette gliders. Mark will continue to fly and compete throughout the states this season. Contact: P.O. Box 7257, Bonney Lake, Washington 98390 (206) 862-2651 or 535-0973.

WEATHERSTAR WeatherStar™ is a new aviation weather information system, now

available from Haynes Environmental Systems, Inc. of Minneapolis, MN. The WeatherStar was initially developed for the Aeronautics Department of the Wisconsin Department of Transportation to provide an alternative to escalating costs of standard cornmercial weather data sources. WeatherStar instantly displays any request for flight planning or alphanumeric weather (SAs, FTs, etc.) plus selected DIFAX weather maps featuring scroll, pan, and zoom to any part of the map. The microprocessor system is satellite fed and continuously receives, sorts, stores and updates FAA and NWS weather and NITTAM data on site.

WeatherStar is claimed to be the most cost-effective weather information system available. Cost is a flat rate of $250/mo. which includes system maintenance. Contact: Haynes Environmental Systems Inc., Minneapolis/St. Paul Int'! Airport, 6300 34th Ave. S., Minneapolis, MN 55450 (612) 727-1084.

USAir ALLOWS HANG GLIDER TRANSPORT USAir has announced that they will allow hang gliders as normal checked "excess baggage" on non-stop flights on their B-727-200 airplanes. Additional cost is about $50. If you use this service write them a thank you note. Hopefully more airlines will adopt the practice.

ORGANIZATION DIRECTORY UPDATE

By Cindy Brickner

The

staff is currently updating our records of the many businesses, clubs and individuals that provide services to hang glider pilots. We compile this information into a listing that is provided in every new member packet and renewal packet of information. Perhaps more importantly, this list is provided to every person who inquires to USHGA for more information on our sport.

We have sifted through our insurance files, club newsletters, magazine advertisers and most every source we could find to try to provide a comprehensive listing. The services or entities listed can include the following: manufacturers, dealers, schools, clubs, chapters, instructors for hang gliders or any associated peripheral equipment.

Now we need you to act as proofreaders. Have we included your name and address correctly? Have we left out your favorite shop? Are you the only source/pilot for miles around? Have we got the officer for your club from three years ago listed? If we need to fix it or add it, please give us a call or drop us a line at the new address.

We're doing this to serve you and prospective pilots more effectively. So, please give us a hand. Fly safely.-CB

-

THE BEST AND SAFEST POWER SYSTEM EVER DESIGNED FOR HANG-GLIDERS The

WHY?

NEW

• The thrust is ideally divided, working equally on the glider QQ.Q the pilot.

• The pilot's feet are prevented to get caught in the propeller.

• Low center of gravity and low and moving thrust-line provide superb handling.

• The pilot is in the familiar prone position, there is very little additional drag.

• Attachable to YQJ.!.R hang glider, only a few simple changes needed.

• In air restart · American tubing · New brochures

SAPHIR AMERICA P.O. BOX 2343 • NEW YORK, NY 10009 • TEL. (212) 673-6461

Hang Gliding Organization Directory Aelous H.G. Inc. European Thermal Tours University of Lowell H.G. Club Skyriders of New England Morningside Flight Park Fly Me H.G. Vermont H.G. Assn, Inc Connecticut H.G. Assn Northwind H.G. School Tek Flight Products Connecticut Cosmic Aviation Water Gap H.G. Club Weedhopper Flight Center Saphir America Sky Life So. New York H.G. Pilots Assn.

Windborn USA Long Island H.G. Club Thermal Up, Inc. Mountain Wings, Inc. Fly High Hang Gliding, Inc. Wenham Hang Gliding Center of Gravity Harness Condors H.G. Club Crown City Kites Susquehanna Flight Park, Inc. Ultralight Flight Systems Southern Tier Skysurfers Western NY H.G. Association Eastern Ultralights Finger Lakes Airsports, Inc. Aerial Adventures Rochester Area Flyers Finger Lakes Assn. of Pilots Bath Flight Center Free Spirit Flight H.G.C. I. Daedelus H.G. Club Allegheny Gliders, Inc. Nittany Valley H.G. Club Sky Sails Ltd. Hyner H.G. Club Blue Ridge H.G. Club Hole in the Sky Blue Mountain School of H.G. Endless Skies Windriders H.G. Club Valley Forge Hang Gliding Capitol H.G. Assoc.

Maryland H.G. Assn.

Silver Wings, Inc. Central Virginia H.G. Assoc.

Roanoke Valley H. G. Assn.

UFM of King Sauratown Kites No. Carolina H.G. Assoc.

First Flight Society Kitty Hawk Kites, Inc. Outer Banks H.G. Association Freedom Sports Grandfather Mountain So. Carolina H.G. Assoc.

Southern Air Time, Inc. Tut Skiers & Kite Fliers, Inc. Hang Glider Heaven Lookout Mtn. Flight Park Aerial Dynamics Sequatchie Valley Soaring Microflight Products Tennessee Tree Toppers Pacific Airwave (East) Crystal Air Sports Motel

G.McDonald, C.Searle Martins Pond Road Box 744 Ronald White l O Power St. Chip Doherty, Pres.

One University Avenue Jim Lajoie, Pres.

P.O. Box 144 Jeff Nicolay Dave Hopkins P.O. Box 116 John Pettinato, Pres P.O. Box 282 Alegra Davidson, Pres 6 Harvest Lane 8 Strong Ave. Colebrook Stage Bart & Lynda Blau 14 Terp Road William Sayer, Pres. RD!, Box 621 IOI Trenton Avenue P.O. Box 2343 Hans-Josef Frings 345 W. 21st Street Erik Ecklund Jim Donovan, Pres.

P.O. Box 124 414 Harrison Street Andy Drossman, Pres. 26 Locust P.O. Box 347 Tom Aguero Box 278 Greg Black Paul Voight R.D. 2, Box 562 Jon Wenham 24 Marwood Drive Rt. 173 David Althoff, Pres.

8010 Henry Clay Blvd.

5229 Rt. 91 R.D. 2, Box 434 15 Dean Street Bob Murphy Bob Langer, Pres.

15 Dean Street Jeff Ingersoll l 28 Richmond Jeff Ingersoll 49 Brandel Ave. 2440 Brickyard Road Paul Yarnall P.O. Box 358 Marty Bechenbach D. Fleischman, Pres. 55 Olive Street #3 Stuart Button, Pres.

Box 295 Matt Redsell c/o Hickory Hill Campground Dodge, Marty 959 Oak Street Joanne Derenzo, Pres P.O. Box 13 Pat Brooks, Pres. c/o 88 Walnut Street Pete Lehmann 230 Bausman St. 1184 Onieda Street Dennis Pagen, Pres.

1630 Lincoln Avenue Jeff Sims, Pres.

550 Harding Ave. Bob Beck, Pres.

P.O. Box 6496 Bob Mohr Box 368, 5835 Main Street Bill Maurer 849 Fifth Street Bob Beck R.D. 3 Gerald Doyle, Pres.

819 North Street Jeff Frei in 74 Arbour Ct. Denis Scheele, Pres.

P.O. Box 8808 Fred Permenter, Pres. c/o B Tolbert 251 Robert St #6 John Middleton 6032 N. 20th St. Roger Ritenour, Pres. 2824 Bicknell Road Richard Cobb, Treas. 304 E. Washington St. Tom Thompson 30 I Kingstree Road Jake Alspaugh 3326 Emory Drive Jake Alspaugh, Pres. 701 Northampton Vic Powell P.O. Box 1903 (East) John Harris P.O. Box 340 James Graham, Pres. P.O. Box 433 Steve Coan Cherry Tree Farm Hugh Morton. Pres.

Hwy 221, P.O. Box 128 Stephen Tedstone,Pres 209 Continental Drive 590 North Ave. NW 3537 Castlegate Dr. NW Frances Woodruff P.O. Box 1470 Frances Woodruff Rt. 2, Box 215-H Matt Taber Dennis van Dam P.O. Box 151 Alexander, Roland 222 Weber Street Walsh, Jim 6904 Seminole Rt. 2, Box 210 Denis Michaels 1109 Copperwood Road Denis Michaels, Pres P.O. Box 136 Matt Taber Rt. l, Box 153 B-1 Chuck & Shari Toth 4328 Cummings Hwy.

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Airworks, The Up Over New Mexico, Inc. Sandia Soaring Association Rio Grande Soaring Association Sierra Skysurfers High Sierra Sports, Inc. Sylmar H.G. Assoc.

Moyes California Quick Release Carabiner

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TN 37865 (615) 577-1018 P.O. Box 585 Seymour Knoxville TN 37919 (615) 523-8531 2325 Sutherland Ave. OH 44102 (216) 631-1144 1916 W. 75th St. Cleveland 3400 Pobst Dr. Kettering OH 45420(513) 293-6045 OH 45601 (614) 775-3632 1940 Egypt Pike Chillicothe Portage IN 46368 (219) 762-5365 5202 Bell Ave. 19208 Haviland Dr. South Bend IN 46637 (219) 272-4407 R.R. I, Box 194B Shoals IN 47581 (812) 247-2134 Box 670, Stewart Center, Purdue IN 47906 (317) 463-6730 Unvrsity West Lafayette Norm Lesnow 569 W. Annabelle Hazel Park MI 48030 (313) 399-9433 Ron Hurst MI 49201 c/o 245 West Michigan Avenue Jackson 3901 Zimmerman Flint Harold Austin, Pres MI 49504 (313) 549-4681 c/o Hoofers, 800 Langdon St., Mem. Union Madison WI 53706 (608) 274-0153 Dave Allbright, Pres 1006 Magnolia Lane Madison WI 53713 (608) 255-9687 Larry Smith Rt.l,Box361JJJ HagerCity WI 54014(715)792-2561 Boris Popov 9450 Hudson Blvd.

Lake Elmo MN 55042 (612) 738-8866 Minneapolis MN 55440 (612) 937-1754 Curtis Knutson, Pres. P.O. Box 364 P.O. Box 51 Livingston MT 59047 (406) 728-3561 Billings MT 59102 (406) 628-4538 Doug Swenson, Pres. c/o Stephens, 1041 Miles IL 60007 (312) 640-0171 502 Shadywood Lane Elk Grove Peter Birren Brad Kushner Waukegan IL 60085 (312) 360-0700 300 N. Green Bay Rd. #405 300 N. Green Bay Rd. #405 Waukegan IL 60085 (312) 360-0700 John Licata IL 60087 (312) 244-0749 2050 Delaware Waukegan Evans, Gary Martin Bunner Zion IL 60099 (312) 746-1944 1600 Carmel Bl. Angelo Mantas 1733W.Altgeld Chicago IL 60614(312)929-1547 Box 223 Haviland KS 67059 Ron Kenney P.O. Box 785 Elkhart KS 67950 (316) 697-2577 Pierce, Don Omaha NE 68138 ( 402) 896-2328 8625 Meadow Parkway Bob Hladky 217 E. 23rd Street Kearney NE 68847 (308) 236-5892 NE 68901 2525 W. 7th Hastings Lyle Cogbill #8 Blue Jay Way Conway AR 72032 (501) 327-0698 Larry Haney 1601 N. Shackleford# 131-4 Little Rock AR 72211 (501) 224-2186 Chuck Hall, Pres.

4501 N. Villa Oklahoma City OK 73112(405)843-7745 4501 North Villa Oklahoma City OK 73112(405)947-1980 Stephen Michalik 6717 N.St. Clair Oklahoma City OK 73116 (405) 943-5484 11325 #D North May Oklahoma City OK 73120 (405) 751-3460 Scott Greenwalt Tulsa OK 74108 (918) 1403 S. 135th Avenue Huffman, Michael 301 E. Park Pl. Lancaster TX 75134 (214) 227-4774 Rick Chastain, Pres Bob Fisher TX 77063 3400 Ocee #1701 Houston 7923 Parliament Pl. Austin TX 78759 (5 I 2) 331-6798 Carl Geers 2013 68th St. Lubbock Jerry Forburger TX 79412 (806) 745-9633 Connally Keating CO 80228 (303) 530-0718 P.O. Box 28181 Lakewood P.O.Box2518 Breckenridge CO 80242(303)641-2937 Skip Hewitt, Sec. 4747 Pearl Boulder CO 80301 (303) 449-2135 Richard Ball 15801 W. Colfax Avenue George Greer Golden CO 80401 (303) 278-9566 CO 80424 (303) 468-1380 Bill Sloatman, Pres.

P.O. Box 982 Breckenridge Chris McKeage, Pres Box 881844 Steamboat Plz CO 80488 (303) 879-4603 824 Maple Ft. Collins CO 80521 (303) 482-5754 331 14th St. Dept. HG Colorado Springs CO 80904 (303) 632-4959 Mark Klingensmith c/o 7475 Goldfield Dr. Widefield CO 80911 (303) 528-8944 Ron Wilkinson P.O. Box 25985 Colorado Springs CO 80936 (303) 591-0103 P.O. Box 456 Telluride CO 81435 (303) 728-9937 J.R. Nershi, Pres.

Jim Shaw CO 81612(303) 925-1431 P.O. Box 1816 Aspen Jim E. Bowman, Jr. Parkman WY 82838 (307) 655-9315 P.O. Box I 050 Rt. l Burley ID 83319 (208) 654-2615 Gillette, Frank Mike and Lisa King 11716 Fairview Boise ID 83704 (208) 376-7914 Steve Rathbun, Pres. 12225 S. Midvalley Rd. Cedar City UT 84020 (801) 572-4526 P.O. Box 771-H Morgan UT 84050 (801) 829-3232 Riverton UT 84065 (801) 254-2242 D & J Rodriguez 12129 S. 2160 W. 9173 Falcon Circle Dana Byerley Sandy UT 84091 (801) 943-1005 Allegro, Tony AZ 85 (602) 749-9741 Bob Thompson Glendale AZ 85304 (602) 938-9550 4319 W. Larkspur Jim Grissom, Pres.

AZ 85304 (602) 939-1076 Glendale 4319 W. Larkspur Doug Gordon Tempe AZ 85283 (602) 897-7121 I 114 W. Cornell Drive Mark Sawyer, Pres.

AZ 8571 I (602) 790-3507 Tucson 5306 E. 18th c/o 3125 E. Hemberg AZ 86004 (602) Flagstaff 3900 Van Buren NE NM 87110 (505) 884-6851 Albuquerque 5368 Thomas Place NE NM 8711 I (505) 292-0647 Albuquerque David Ray, Pres.

P.O. Box 14571 NM87191 (505) 821-6935 Albuquerque Box 1374 NM 88004 (505) 326-0649 Dave Church, Pres.

Las Cruces NV 89503 (702) Sam Penrod l I 25 Wyoming Avenue Reno NV 89701 (702) 885-1891 2303 N. Carson St. Gary Wood Carson City I 0653 Russett Street CA 91040 (818) 352-6164 Les King,Pres Sunland Steve Moyes 2202 l Covello Street CA 91303 (818) 887-3361 Canoga Park 19431-41 Business Ctr. Dr. North ridge CA 91324 (818)

Windsports International Hang Glider Manufacturer's Asn Delta Wing Kites and Gliders Winds & Things Torrey Pines H.G. Assn Accelerated Flight Systems H.G. Center of San Diego Ultralite Flyers Organization Wind Gypsy Ultralight Soaring Software Crestline Soaring Society Pine Crest Air Park Orange County H.G. Association Publitec Wills Wing, Inc. Hang Flight Systems High Energy Sports South Coast Air Products Hang Glider Shop, The Afro Electronics USA UCSB/Cal Poly H.G. Club Air Tech Electronics Santa Barbara H.G. Center Hang Glider Emporium Santa Barbara H.G. Assn.

Roberts Glider Instruments Seedwings San Luis Obispo Soaring Assn Owens Valley X.C.P.A. Walt's Point Soaring Society Central Valley H.G. Club Dunlap Flight Park Aerial Photogrphy Search & Res Hang Gliding Hangar Women With Wings Pacific Airwave Kitty Hawk Kites, Inc.(West) Coastal Condors Wings of Rogallo Chandelle H.G. Center Fellow Feathers San Francisco Windsports Albatross Aeronautics Hang Gliders West Marin Cty. H.G. Association Mission Soaring Center Monterey Bay H.G. Association Mother Lode Skyriders Sonoma Wings Bright Star Hang Gliders No. Calif. H.G. Association Tahoe-Sierra Wave Flyers Cloud Street Gang Northern California Skymasters Maui School of H.G. Maui Soaring Supplies Life Support Systems Hawaii Tradewinds Hang Gliding Hawaiian Hang Gliding Assoc.

Oregon H.G. Assoc.

Valleyville H.G. Association Rogue Valley H.G. Assn Litek Sky Sailors Supply Wings H.G. Sales & Flight Sch Oregon Desert Flyers Light Flight Thin Air, Ltd. Free Spirit Sky Surfing Cloudbase Country Club Big Bird Wings Recreational Equipment, Inc. Airplay'n H.G. School Capitol City Gliders Desert Soaring Club Alaska Sky Sailor Assn.

16145 Victory Blvd.

23119 Burbank Blvd.

13620 Saticoy or P.O. Box 483 I 0642 Lower Azusa Rd. Brad Hall, Pres.

P.O. Box 357 Fred Lawley 435 S. Cedros #31 John Ryan 4206-K Sorrento Valley Blvd.

Bob Bockstahler,Pres P.O. Box 81665 Paul Burns 33041 Walls St. 33274 Baldwin Bl. Jim Ward, Pres.

P.O. Box 1628 Juanita Jackson 6555 N. Pine Street Art Kassel, VP P.O. Box 6831 Maggie Rowe P.O. Box 4342 Heiney, John I 05 W. Cordoba Ave. Meier, Kells,Pearson 1208-H E. Walnut Erik Fair 1202-M E. Walnut 2312 W. 2nd Street Rich Pfeiffer 3875 Telegraph Rd. #A-176 Jim Woods 8887 N. Ventura Achim Hageman 29 State Street Achim Hageman 29 State St. Achim Hageman 29 State St. Achim Hageman 29 State St. Ken de Russy 613 N. Milpas Jerry Sturmer, Pres.

613 N. Milpas Gilbert Roberts 3340 Cliff Drive 5760 Thornwood Drive #3 Bob Trampenau 229 Sea View Perry Judd, Pres.

Box 478 Rick Masters Rod Schmidt P.O. Box 540 Robert Soares, Pres.

18462 Tollhouse Road Dave Bowen P.O. Box 13 John E. Beebe P.O. Box 54 Dan or Tim Fleming 1446 North Van Ness Loreen Ozaki, Pres.

424 Noice Drive # 10 J.M. Bernasconi P.O. Box 4384 Jim Johns P.O. Box 828 Jim Shumaker, Pres. P.O. Box 828 Gerry Mc Faull, Pres I 084 Wentworth St. #4 Wally Anderson 488 Manor Plaza Jay Busby, Pres.

2340 Pacific Ave. #205 Walt Nielsen 3620 Wawona Street Colin Perry P.O. Box 1473 Lowell Levinger 6-C Pamaron Steve Walkup, Pres.

410 Oak Avenue Pat Denevan 1116 Wrigley Way Steve Espinosa, VP P.O. Box 385 Tim Morley, Pres.

P.O. Box 4763 Ralph Hyde, Pres. c/o R. Hyde 2062 Nordyke Ave. B & S Strickland 4391 Panorama Drive Randy Austin, Pres.

2406 Dennison Dr. Craig Beck, Pres.

P.O. Box 79 James Crosley, Pres. 3 21 S. Bu tie Drive Tom Ivicevich, Pres.

3360 Harlan P.O. Box 1119 Sam Nottage R.R. 2, Box 780 104-D Lagoon Dr. Lani Akiona, Pres.

276 Paiko Drive Mark Carson P.O. Box 26265 Dave Proffitt, Pres.

P.O. Box 897 Gerald Clark 3616 Gilham Road Roger Hoyt, Pres.

P.O. Box 311 Chuck Knavale 4326 Fish Hatchery Road 8266 Hwy 238 Terry Tibbetts P.O. Box 63 Robin Ritter, Pres.

818 NW 17th Bill Arras 7843 SW 77th St. 524 221 st Street Kamron Blevins 22814 Atlas Rd. Kamron Blevins, Pres P.O. Box 629 Fitz Fitzgerald 1203 NE 82nd P.O. Box C-88125 Dave Chadwick 800 Mercer 1335 Woodglen St. NE Jim Revnolds Jim St(oup, VP 48 Cosmic Lane Jim Egger, Pres.

SR2, Box 4499 Joe Greblo Mark West, Pres.

Bill Bennett

Van Nuys Woodland Hills Van Nuys El Monte Solana Beach Solana Beach San Diego San Diego Lake Elsinore Lake Elsinore San Bernardino San Bernardino Fullerton Laguna Beach San Clemente Santa Ana Santa Ana Santa Ana Ventura Ventura Santa Barbara Santa Barbara Santa Barbara Santa Barbara Santa Barbara Santa Barbara Santa Barbara Santa Barbara Shell Beach Independence Lone Pine Clovis Dunlap Tollhouse Fresno Salinas Salinas Marina Marina Mountain View Pacifica San Francisco San Francisco Palo Alto Ignacio San Anselmo Milpitas Santa Cruz Modesto Santa Rosa Santa Rosa Davis Tahoe Vista Willows Redding Pai a Kula Honolulu Honolulu Honolulu Oregon City Eugene Medford Grants Pass Jacksonville Selma Bend Redmond Bothell Bothell Issaquah Seattle Seattle Seattle Olympia Richland Chugiak

CA 91406 (818) 988-0111 CA 91367 CA 91408 (818) 787-6600 CA 91731 (818) 912-3159 CA 92075 (619) 436-6631 CA 92075 (619) 481-7400 CA 92121 (619) 450-9008 CA 92138 (619) 291-1996 CA 92330 (714) 678-5418 CA 92330 (714) 678-3931 CA 92402 (714) 338-5321 CA 92407 (714) 887-9275 CA 92634 (714) 540-9391 CA 92652 (714) 497-6100 CA 92672 (714) 669-3184 CA 92701 (714) 547-1344 CA 92701 (714) 542-7444 CA 92703 (714) 972-8186 CA 93003 (805) 643-9550 CA 93011 (805) 649-2470 CA 93101(805)687-3119 CA 93101 (805) 962-8999 CA 93101 (805) 687-3119 CA 93101 (805) 687-3119 CA 93103 (805) 965-3733 CA 93103 (805) 962-8042 CA 93109 (805) 682-1088 CA 93117 (805) 967-4848 CA 93449 (805) 489-2225 CA 93526 (619) 878-2255 CA 93545 (619) 876-4334 CA 93612 (209) 297-9317 CA 93621 (209) 338-2422 CA 93667 (209) 298-9522 CA 93728 (209) 264-7627 CA 93906 (408) 449-1672 CA 93907 ( 408) 422-2299 CA 93933 ( 408) 384-2622 CA 93933 ( 408) 384-5682 CA 94043 (415) 656-4823 CA 94044 (415) 359-6800 CA 94115 (415) 641-5680 CA 94116 (415) 753-8828 CA 94302(408) 744-1223 CA 94947 (415) 883-3494 CA 94960(415) 875-3706 CA 95035 (408) 262-1055 CA 95061 (408) 688-7157 CA 95352 (209) 523-6652 CA 95401 (707) 526-2295 CA 95404 (707) 576-7627 CA 95616 (916) 756-8830 CA 95732(916) 583-6136 CA 95988 (916) 893-5807 CA 96001 (916) 243-8494 HI 96779 (808) 579-8077 HI 96790 (808) 878-1271 HI 96819 (808) 836-3669 HI 96821 (808) 396-8557 HI 96825 (808) 595-7119 OR 97045 (503) 656-5686 OR 97401 (503) 344-5144 OR 97501 (503) 597-2020 OR 97527 (503) 479-6633 OR 97530 (503) 899-8064 OR 97538 (503) 597-2020 OR 97701 (503) 382-6020 OR 97756 (503) 388-2967 WA 9800 I (206) 825-3782 WA 98021 (206) 778-7860 WA 98027 (206) 255-0202 WA 98109 (206) 523-2436 WA 98188 (206) WA 98199 (206) 459-8389 WA 98506 (206) 459-8389 WA 99352 (509) 375-4271 AK 99567 ( ) 745-8253

Explorations With The

'11 IE L SNOOPER article and photos ©1987 by Rick Masters a great privilege for me to have Virtually all soaring lbeenhassobeen deeply involved in testing the first of what is unquestionably the most instruments to date prototypes significant development in soaring instruhave relied on ments since the advent of the variometer.

This anicle is my way of expressing my grachanges in atmos- titude to Alan Fisher for the dramatic improvements Thennal Snooper has made pheric pressure. in my personaltheflying ability, and for expandThis seems to make ing the horizons of all soaring pilots, sense until one stops regardless ofthe type ofaircraft they may fly.

The serenity of the summer sky is an ilto consider that the lusion.

If suddenly, by magic, we could see the movements and shapes defined by the prime mover behind temperature and pressure interfaces of difatmospheric ferent segments of air, we would find ourselves in a biz.arre theater more alien than dynamics is not any distant planet. And we would be well on the way to deciphering the enigma of pressure. It is meteorology.

Unfortunately, masked by its own transtemperature. parency, the sky gives hints to its nature only by its effects on other things. We are left to theorize what action of the air caused a cloud to form, established a lenticular above a mountain range, carried an eagle to cloudbase, formed a destructive tornado, or brought a drought to Africa.

As soaring pilots we are constantly challenged to visualize the most efficient aerial pathway to altitude and distance. In this quest we employ various tools, most notably: the variometer. This instrument measures the rate of change in atmospheric pressure. Its sister instrument the altimeter measures the change in pressure.

12

Virtually all soaring pilots rely primarily on pressure-sensitive instruments to aid their understanding of an energetic and constantly changing atmosphere. This seems perfectly normal until one considers that the prime mover, the originator, and force behind atmospheric dynamics is not pressure.

It is temperature.

How would a temperature-sensitive instrument be used in soaring? This question has intrigued several researchers. The first significant experiments were made in the 1960s with sailplanes. A new development in solid-state electronics was the "thermistor," a device that varied electrical resistance with minute changes in temperature. By mounting a thermistor on each wingtip, the researchers reasoned, it would be a simple matter to turn in the direction of the warmer thermistor to locate a thermal. Unfortunately, in practice this was not effective.

There were several problems. The speed of the sailplane and the extended response time of the early thermistors conspired to provide essentially useless data. The distance between wingtips did not seem to be great enough to generate a reliable temperature difference. And sinking into warmer air or rising into cooler air wrought havoc with all attempts at measurement.

But even if these problems had been overcome, the basic premise dictated that the thermal have a relatively laminar temperature gradient from periphery to core. If this is not the case - if, for instance, thermals shed pockets of warm air which separate HANG GLIDING

beyond wingspan distances as they rise then the concept of thermal location using wingtip sensors is flawed.

In 1984 I was fascinated to discover that the world's most accomplished cross-country hang glider pilot, 'Ibdor, was sensitive to small changes in temperature of the air he felt on his face. Sensing small increments in temperature he frequently tracked wann bands of lift along the crest of shears. Could the ability to sense these small changes in temperature be a factor in 'fudor's consistent-· Iy stunning performances? I was determined to find out. own ability to feel small variations in temperature is rather limited. I tried flying with thermometers, but even the most sensitive were too slow in response to allow me to develop a strategy that offered any indica·· tion of positive result~. What I needed was a very fast rate-of-change thermometer that functioned much like an audio variometer.

Unfortunately, such an instrument didn't exist. And despite my training in Mechanical Engineering, J did not have the electronic expertise to develop one. In October, 1984 I wrote to a prominent hang gliding instrument ""'""'"''r hoping to stimulate his interest in

RIGHT: The author ""'"""."""" the Sierra range at 14,000

JULY 1987

13

a development project: ... In my discussions with Tudor and other leading pilots, I have found that significant decisions concerning proximity to thermals and orientation of shear lines are made on the basis of perceived temperature increase. With our slow speed, we can determine the differential with a 180° tum, possibly obtaining a superior measurement than possible with a sailplane ...

I am greatly interested in doing whatever I can to help develop such a device by doing flight tests in the Owens Valley conditions. Contrary to popular belief, thermal conditions exist year round in the Owens and the nearby launches are seldom closed by snow.

Although the idea was received with interest, I was told the costs involved for developing a prototype and the time constraints of other ongoing projects, not to

,..

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---

mention that such an instrument would probably appeal to a very small market, would tend to keep any research on the back burner.

So for a year and a half the idea remained nothing but a remote yet tantalizing prospect.

Then in May, 1986 I was utterly astounded to come across an article in the June Whole Air Magazine titled "The Thermal Snooper"

by Alan and Jeff Fisher!

The Thermal Snooper Alan Fisher lives in Huntsville, Alabama, where NASA has its Marshal Space Flight Center. Much of his career was spent designing special radio equipment for the early scientific satellites, including those that mapped the Van Allen radiation belt. Today, as the owener of Digi-Log Circuits, he manufactures a magnetic card reader. And when he can find the time, he pursues other projects he describes as "interesting and

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FINDING THE SLOUGHING THERMAL When using the Thermal Snooper to locate sloughing thermals, the same techniques are used as when locating thermals with a vario. The Snooper and vario work in unison, enhancing the likelihood of finding lift. Think of them as one instrument. The Snooper is the more sensitive aspect of this device. It tells you a thermal is nearby. The vario tells you when you are actually touching a thermal. It verifies your guess.

The Snooper will beep when it senses the warm eddies sloughed from the thermal [1).

If the beeps stop, immediately execute a 270° turn that leads back to the central point of the beeping [2).

Regardless of which way you choose, you will intersect the thermal. The snooper will continue to beep as you approach the core, but the vario and tactile feedback must be employed to center it [3].

14

worthwhile."

When his son Jeff began hang gliding, the need for an instrument that indicated lift became apparent to Alan. Not being a pilot himself, he was not inhibited by the conventional logic that would have led to the building of a form of barometric variometer.

Instead, he chose a fresh approach. ''Air rises primarily because it is warmer than the surrounding air," he reasoned in the article. "That is clearly the case for thermals.

And even though wind movement rather than air temperature is the prime cause of ridge lift, that air is also likely warmer because it has been deflected from a lower level.

Therefore an indicator of subtle increases in airstream temperature might well alert a pilot to nearby lift and greatly assist him in finding, and remaining, in its warmest core."

With this simple concept in mind, Alan designed his first temperature variometer. He knew nothing about previous attempts along similar lines other than having heard a rumor that a hang glider pilot somewhere had found his own temperature-sensitive instrument to be useless in flight. Undaunted, Alan created a prototype unit for Jeff, who eagerly headed off to his local flying site.

Unfortunately, the first Thermal Snooper proved useless in flight.

But Alan was certain his concept was solid. The glass bead thermistors that nestled under their protective shield were definitely capable of measuring the small temperature changes required. The instrument simply needed tuning. Further adjustments were needed in sensitivity, time lag, lapse rate damping, and more esoteric technical aspects of the design. He doggedly kept at it. And by the third model, Jeff began getting positive results.

In November, 1985 Jeff entered a weekend cross-country competition at Walker's Gap, Alabama. He was the only pilot without a variometer. Yet, with only 50 hours of flying experience, he placed third.

In the article, he expressed his excitement over the Thermal Snooper's potential: "I was amazed to hear its pitch rise seconds before feeling any indications of a thermal ahead.

And once within a thermal, it warned me if I circled too close to the edge. The first thermal indicated took me to 1,500 feet above launch. I was able to track its movement all the way up.

"Whenever I had to revert to ridge lift to maintain, the device then distinguished between gusts and thermals. I was now no longer wasting turns to work what I otherwise might have thought to be a thermal."

HANG GLIDING

Alan had succeeded in developing an instmment that promised incredible in cmc1c11cy. And I was particularly imby the Thermal Snooper having Jeffs concept of a thermal. that the effects of a at the sink-to-lift boundary," me to realize that air he wrote. "It •"l',""""'"'"'Y outside the shear action is deteeheated."

I had not suspec:tect this, either. I wondered how many other readers had realized the im· If true, it would have a tremen"' on the future of cross-country because it would our ability to sense thermals, resulting in longer flights. was the instrument Alan's Thermal I had been for. I had to get my hands on one. Like the vario, it promised to serve as another of eyes that would the limitations of my own. joining vario, Thermal and intellect, the mystery of the sky would unfold as never before.

I drafted a letter to Alan to conduct a flight program for the Ther"' mal in the Owens I included a copy film Aoli, Comet Clones And to demonstrate the conditions Pod that exist in the Owens and, I assured him, throughout the year on a lesser level.

I was confident there was no better place in the northern for winter Sure the Thermal Snooper arrived in Owens in late 1986. It was nothing but a small circuit board, the components coated with a thick of cream-colored epoxy to protect the elements. Att1ched to the board was a nine,.

VOit

a C'T\/Ot,11-fll'11J('l1 \1}1CO£LJ<;;l\O\Al

instrument. into place and the .'in,nm,i•.r immediately started much like a Litck vario I'd once owned. After a few minutes the circuit~ normalized and it down. Alan claimed that it once for each fractional rise in temperature, and once for each fractional near the thermistors. The A big formed on my face and wouldn't go away.

Fall had come to the Owens Valley, bring· the smooth winds and the ther·· JULY 1987

mals that would quietly disappear at the level of the highest It was a time to relax, a time to come down from the intense highs of the cross-country season and again enjoy for sake. The advanced pilots had gone home, burned out, sated. The intermediates worked the ridge lift of their local hills and longed for the next summer to hone their thermaling skills. Someday they would discover the Owens Valley in the fall and But for now, as always this time of year, I was alone.

The I favor in fall is Mazourka. It stands out from the northern Inyos in the path of the valley winds. In the summer, long and shallow Santa Rita Canyon gathers the south wind and guides it to the summit. It was at the head of this canyon I had located the 1984, and part of the 1985, Owens Valley XC competitions. But in the fall and spring, the north wind collides with Mazourka, rushing up its cascading flank to offer thermal-rich lift, while ten miles to the north Tinnemaha Reservoir indicates the wind strength and direction in the valley.

From the summit at 9,140 MSL the view is inspiring all the more so because Mazourka is the only mountain launch in the Owens Valley to offer an unobstrnctcd view in all directions. To the east, the main spine of the 11,000'+ MSL Inyo range marches north to descend into the rolling hills of w~·.stonM Pass, then rises again as the great White Mountains. Westward, the raw of the Sierra Nevada rear from the valley floor to form an unbroken wall,

reaching over 14,000 feet. Between these awesome ranges the boulder-strewn alluvium, pockmarked by magenta cinder cones and scarred with tmtured fields of dark lava, is cut by narrow, brnsh-choked streams that gmgle from every canyon only to be seized by the Los Aqueduct, leav·" ing the meandering Owens River to strngpitifully southward alone in a futile at·· tempt to moisten the red eye of Owens Lake.

The day was extraordinary. A broken cloud street of the classic type with flatbottomed, underdeveloped cumulus had established itself along 100 miles of the InyoWhite range. Cloudbase beckoned a mile above Mazourka. Across the valley, the crest of the Sierra was laced with a narrow and continuous band of cloud. Only the t1llest snowcapped peaks pierced the cloudtops.

On Mazourka summit the wind was light to moderate (5 to 15 mph), driven from the north but due to thermal resulting in a predominant northeast with an occasional west. But every few minutes the wind would straighten and hold north, the optimum direction for launch, for 20 seconds or Several of ravens and hawks, the lords of Mazourka, drifted on thermals above me. I decided to set up.

The I'd chosen for this was a Pacific Wings "Racer," a fast European design that had carried me 178 miles from Horseshoe earlier in the season.

My hook-in weight of 215 pounds resulted in a wing loading of nearly two pounds per square foot, and therefore demanded an ag·15

gressive thermaling technique with tight turns centering the core for effective altitude gains. Because of this, I felt the Express would be ideal for testing the Thermal Snooper.

I clamped the Snooper to my instrument mount and turned it on. Its beeps and boops were easily discernible from the chirps and buzzes of my variometer. I assumed the Snooper would quiet down after the circuits normalized - but it didn't. That was my first surprise.

Instead of remaining silent like my vario, the Snooper was giving me a running commentary about the quality of thermal cycles rolling through launch. When a freshening breeze began to tease the first flag 100 feet down the mountainside, it would begin to beep hesitantly. Then, as the nearer flags became agitated, the beeps would increase excitedly. If the thermal was centered and all the flags stood out from the north, the Snooper would fall silent. But when the flags skewed off to the east or west as a thermal passed to the side, the Snooper would immediately follow its beeps with a series of low boops.

Fascinated, I stood at takeoff for 20 minutes. For each cycle that passed through, the Snooper gave an indication of its size by the duration and frequency of its beeping.

A few beeps meant a small, short-lived thermal. Many beeps told of the arrival of a large thermal. At some point during each thermal's passing, the Snooper would begin to boop - a few boops for small thermals, many hoops for large thermals. It was obvious that these boops warned of the "down side" of the thermal's cycle.

Years of observation had led me to attribute the majority of takeoff accidents in thermal conditions to pilots launching into the tail end or down-side of thermal cycles.

It took a lot of practice to read thermals accurately, and some pilots just never became adept at it. Now here I was with a tiny instrument clearly identifying both the up and down sides of each cycle! I was impressed.

Even if the Thermal Snooper didn't do anything else, it promised to make mountain flying a lot safer.

But surely, if it could read thermals on the ground, it could read them in the air. I eagerly shouldered the Express. When the

MASTERING THE SWUGHING THERMAL The Thermal Snooper allows the pilot to recognize the presence of a thermal from far outside the point where his vario would register anything. First the warm eddies are sensed [1] and the Thermal Snooper begins to beep while the vario remains silent. Next [21 the vario may indicate sink, but the Snooper will continue beeping. Entering the ascending outer layer of the thermal [3], the vario will register lift as the Snooper continues to beep. Finally [41 when the thermal is cored, the vario registers lift but the Snooper is silent because the temperature of the core is constant.

16

Snooper announced another large cycle, I was airborne by my fourth step. The air was straight, smooth, and lifting. The vario began chirping. The Snooper fell silent.

When I am first to launch I never attempt to work the occasionally treacherous takeoff thermal. It has never proved necessary for me in the Owens because there is always another just as good nearby. So I flew fast and straight, away from launch and out of the lift. The vario went silent and the Snooper began to boop just like it had on the ground during a downcycle. With the gentle ridge lift helping sustain me, I turned to seek out the resident thermal "snake" on the knife-edged western shoulder of Mazourka.

As usual, it was there. But the Snooper started beeping just as the glider encountered a bit of sink prior to the lift. "Odd," I thought, "that the vario would register sink and the Snooper a thermal, simultaneously ..." Then the vario started screaming. I banked up the Express and centered in 600 fpm lift. And the Snooper quieted down to nothing.

I deliberately left the snake at 11,000' MSL, knowing I could return at any time.

The Snooper booped as I flew out, then became silent as I turned upwind of the ridge in search of a random thermal. I'd lost 1,000 feet when the Snooper began beeping. The vario, however, continued to indicate the 150 fpm sink the Express averaged in glide. After ten seconds or so the Snooper hooped a few times and fell silent. The vario remained unchanged.

"I must have passed by a thermal," I thought. ''A thermal far enough awey that my vario couldn't sense it, but close enough that the Snooper could!"

Eager to give the theory a try, I sent the Express into a thermal search pattern. I began with an evenly banked 270° tum. Finding nothing, I rolled out, wings level, and prepared to cross my previous path to repeat the tum on the other side. But almost immediately the Snooper began to beep. After a few seconds more, the vario chirped and a wingtip lifted. I counted to three, then threw the Express into a climbing tum. The Snooper quieted down as I centered the core, and the vario sang 600 fpm up.

I left the thermal and searched out many others. Each time, the Snooper would alert me to the presence of a thermal long before the vario. If the Snooper kept beeping I would run right into the thermal. If the Snooper stopped beeping I would execute a search pattern. I only guessed the correct HANG GLIDING

direction to tum about half the time, but a waiting somewhere along thermal was the search pattern. I was amazed that every time the sang out a series of beeps, I found a thermal of what the variometcr indicated. And I was finding thermals that, without the Snooper, I would simply have by, never even suspectheir existence.

The implications were tremendous.

"Wow!" I thought. "this thing is going to boost the average cross-country flight by a whole bunch of miles!"

I rode the last thermal in this series to cloudbase at 14,500' MSL and headed southward in a mist of ice particles. The ge11en1tir1g lift, however, and altitude at 1,000 fpm. The constantly at a slow, the rate of in rate. It was temperature as I descended into warmer air.

This its ability to sense thermals, but I found one with my vario over Mazourka with 10,000' MSL. This thermal was the roughest I'd encountered. It kicked me out, sending the vario and into paroxysms of buzz .. and booping during the dive. The dive was so wild that upon recovery I didn't know which direction to go. I initiated a wide, sw13cping tum, hoping to stumble back into it, but the so I rolled out and hit the thermal dead-center. It felt broken up and multi··cored. The vario wouldn't me a steady because of sink were mixed in with 1,000 up. The likewise, was constantly and hooping. I for core I could work and was rewarded hy the :-.nornr11:~r quieting down a hit. I remained in this area, for although the air felt almost exthe same, the average lift indicated by the altimeter was much improved. favorite challenge in fall and north w incl conditions is to try to cross the area of rotorlcss sink that exists for a few miles south of Mazourka Peak by riding a thermal onto the crest of the Inyos. Once there, it is often possible to make a 20-mile out and return along this rismg range.

With this in mind, I left the broken thermal and, only light sink at altitude, reached the crest 11 miles south of Mazourka with a healthy 12,000' MSL. At this point I discovered another function of the Thermal /:im:ior,er.

I was to find a thermal snake leaning downwind of a north-facing peak. On a the that descend from the up the north wind, tum it JULY 1987

The author at 7,500 feet over Bishop, California.

eastward, and herd the thermals into the mountain where they blend into continuous asc,ending streams. Unlike the Sierra, where these streams tend to exit high ridge points far out from the peaks, the terrain of the Inyos leads the streams to the very crest. So I was envisioning a highway of thermal snakes waving like sea grass in current along the crest when the vario chirped.

I banked up the Express to enter the ther··

ma! and was rewarded with a physical sensation of vertical acceleration. But not until I was halfway through the tum did I notice that the Snooper had remained silent.

"What's this?" I wondered. "Has the Snooper stopped working?"

At that moment the glider dropped into strong sink. I continued the tum, hit lift again, and again passed into sink. The altimeter told me I had lost 200 feet in each 17

360. The Snooper's silence continued.

I flew southward and hit more lift. Again, the Snooper was silent. But this time, instead of turning, I slowed the glider until the lift diminished, then sped up, anticipating sink.

Sure enough, it was there, stronger than before.

"These aren't thermals, they're eddies!"

I realized, remembering how Jeff Fisher had encountered the same phenomenon at Walker's Gap. Because eddies are constant in temperature, unlike thermals, the Snooper remained silent passing through them while the vario registered their effect. By its very silence, the Snooper was providing me with information just as valuable as any gleaned from the sounds it made. I was gradually becoming more proficient in interpreting its functions: beeps, boops, rate of each and, for cores and now for eddies, silence.

I've encountered eddies on virtually every cross-country flight of my 3,400 miles of accumulated straight line distance in and from Owens Valley. But thanks to the Thermal Snooper I won't be fooled anymore. I was beginning to get an idea of what a powerful tool the Snooper could be. All these inefficiencies it helped to eliminate were quickly adding up to big gains in cross-country performance!

The sink was growing worse with every foot I lost. I began to notice a growing headwind from the east, out of Saline Valley. I tried to find a thermal rolling up the east face of the range, but I was running out of altitude fast. When my flying wires jerked in the growing turbulence, I pulled in the speed bar and sped westward, away from the Inyos.

Although a few pilots have made a lee-side run of these mountains, it is not the type of flying I enjoy. Thermal turbulence can make me shout with exhilaration, but lee turbulence is inherently dangerous and I tend to distance myself from it.

The tailwind really allowed me to cover ground during my "escape." Strangely, the Snooper did not boop very enthusiastically during this descent. I assumed the easterly wind was flowing over the crest and down the west face, feeding cooler air to the lower altitudes. After a four-mile glide I turned north with 2,800' AGL to investigate the southern foothills of Mazourka. This area often provides thermal lift regardless of wind direction, but what I found there exceeded my expectations.

The wind was out of the north once again at 2,500' AGL. I was penetrating at five to 18

ten mph ground speed in 150 fpm sink. But as I approached the first foothills, where the great wedge of Mazourka begins its long climb northward from the valley floor, the sink dropped to zero in glass smooth air.

Something unusual was going on. As I continued north against the wind one, two, three miles, I realized I was in a shear.

I couldn't believe my luck - to have encountered a shear on my first flight with the Thermal Snooper! I was very excited. I began a series of long-legged S-turns. The Snooper never beeped, but when I headed too far away from Mazourka or approached too closely to its rising flank, the Snooper would give out a solitary boop. Between these boop points I located the crest of the shear. Slowing down, I soared against the wind in 50 fpm lift for six miles. Then, as Mazourka rose past my altitude, the shear disintegrated.

I returned along the shear to its southern end, then ran north again for a few miles.

I was astounded to realize that the Snooper was helping me map the shear, define its character, and determine its orientation. I hadn't really expected this most esoteric of potential applications for the Snooper to actually work on the first try. But it did! Wow, was I excited! I'm still excited! Summertime shears, here I come ...

By the way the shear set up I deduced that the descending easterly out of the Inyos had pushed underneath the warmer air flowing southward down the valley, causing it to well up and over the cooler air along Mazourka's western flank. This created an invisible ridge standing out in front of Mazourka that the Snooper magically allowed me to see.

With regret, I left the shear to search for sink. The shadows of the Sierra were halfway across the valley. Soon the sun would abandon the Inyos and the autumn cold would set in. It was time to retrieve my van from the peak. I spiraled down and set up a landing approach. It was in these final moments that the Snooper surprised me again.

It had been hooping occasionally during my descent, but a 20 feet it started beeping excitedly.

"Oh, no! I'm flying into a thermal that's breaking off!" I thought, sucking in the bar.

But it wasn't a thermal, it was dead air. My 20 mph headwind suddenly vanished severe wind gradient. I hadn't expected it.

The presence of the shear and the lateness of the day had suckered me into thinking the wind would be blowing all the way to the ground. But the Snooper had sensed the

warm, still air and warned me. My extra speed allowed a good landing.

I sent Alan Fisher a report of the flight.

He, too, was excited and encouraged by all the additional applications that were being discovered for his instrument. Our major concern was with the Snooper's hooping during rapid descent. Over the following months Alan sent me several different versions of the device in attempts to overcome the problem without degrading its performance.

Further Explorations In November I'd been playing around in light thermal lift over Santa Rita Flats with a friend soaring a 1939 Piper, engine off.

When he headed out, I resumed the downwind leg to my motorcycle, parked ten miles south of Mazourka summit. Halfway there the lift faded. I found myself at 400 feet searching for lift along the line of abruptly falling hills on Mazourka's western flank.

I'd grown quite used to the Snooper by now. I no longer regarded it as an instrument separate from my vario. Instead, the vario was now a complete instrument operating on principles of temperature and pressure - as seemed perfectly logical. Indeed, what seemed illogical was the fact that the soaring community had relied for a generation on an incomplete device!

As I ran the ridge the Snooper would tend to get excited in the most promising areas.

I'd slow down then, and hunt around, happy to find zero sink to extend my glide. After a series of mashed-up crosswind hummocks that offered little in the way of lift, I came to a prominent descending ridgeline that formed a bowl to the north wind. Confident of finding lift there, I cut a path along its face. The Snooper beeped agitatedly - but there was not lift.

"Strange," I thought. "Why would the Snooper go off when there's no lift?"

I became suddenly uncomfortable without knowing why. I moved away from the ridge and sped up a bit. The Snooper continued to beep quickly. The hairs on the back of my neck stood up. Then, as I flew past the falling crest of the ridge, heading west into the valley, the rotor hit me. It threw the Express into a snap-roll to the left, hurling me toward the rocks. I stuffed the bar and countered with a roll to the right, clearing the ridge with several wingspans to spare. Later, it bothered me to realize that I would have passed much closer to the ridge if I'd not had the Snooper, thinking that the wind had died HANG GLIDING

when in fact it had actually reversed direction and strengthened while I'd been working the lee, unsuspecting.

What had happened to trigger the Snooper? I surmised that the new south wind had placed a "cap" over the leeside pocket.

Trapped in the sunlight, it had heated up with nowhere to go. Then, of course, I flew into it.

By March the Snooper had evolved into a compact hunk of epoxy about half the size of a pack of cigarettes, looking utterly indestructible apart from the fragile, shielded thermistors. Alan had solved the problem of its beeping when rapidly descending into warmer air with some circuit design wizardry that was totally beyond my comprehension. Now the choice for this summer's production run had narrowed down to two nearly identical units, both of which I was flying with. Alan said they differed only in response time, but one became my favorite and was chosen for production.

One afternoon I left Mazourka with 12,000' MSL and reached the Inyos only to discover the easterlies flowing downslope.

I flew out into the valley but found no lift.

1\vo miles from my motorcycle, I was down to 300 feet. Not wishing to walk, I concentrated on the Snooper's occasional beeping to circle in warmer areas of ground heat.

Although my variometer was indicating nothing but zero sink, after a series of 360s I would find myself 30 feet or so higher.

Gaining what little I could, I would head north and repeat the turns the next time the Snooper beeped.

I lost 200 feet during the first mile and completed the second with only 100. After landing, I got a funny feeling that I could have kept going indefinitely at 100 feet. I have al ways admired the exceptional pilots who could do this kind of thing but I had never been particularly good at it. Now the Snooper was making it almost easy.

April 25 was a day of record high temperatures, producing summerlike flying conditions on the Sierra. I was chasing two other pilots who had left the Sierra for the Whites.

But I stayed on the Sierra for a few miles farther, hoping for a big altitude gain on Mt. Tinnemaha that would allow me to cross to the Whites at a point north of Black Mountain and possibly get ahead of them.

This strategy got me into trouble. For some reason the south wind turned easterly at Tinnemaha just as bad turbulence drove me from the mountains at a low altitude. I was unable to penetrate this wind. My opJULY 1987

tions were to land in a rugged area of the alluvial fan or to find a drifting thermal, ride it across Big Pine Canyon and up to Coyote Flat. But if I lost the thermal between the canyon and mountain flat, I knew I could get into a desperate situation, one that would make landing on the alluvial fan look like a picnic.

Down to a few hundred feet over ugly terrain, no radio, no retrieval, no nothing and the Snooper beeped. I hunted around for the thermal. It wasn't much, but a least I'd stopped sinking. I drifted on the weird wind over nasty Big Pine Canyon, trying to find the core where the Snooper would quiet down. Finally, I found it. I even started to get comfortable, climbing now at 50 fpm.

Then the Snooper started hooping on one side of my circles. I adjusted my turns, leading them more to the north, until the

"I will not be surprised if the Thennal Snooper becomes a standard feature of every flight deck, be it on a dacron or fiberglass soaring machine. What does surprise me, and continues to surprise me, are the new applications being found for the Snooper."

Snooper went silent once more. The thermal had changed direction in a wind shift.

Now I was heading north.

The Snooper made it a lot easier to stay in the core as the thermal rose through different bands of wind direction, much easier than it had ever been with just a variometer.

"Just wait until the flatland pilots get their hands on Snoopers," I thought, drifting for 30 miles up the center of Owens Valley.

"They'll go nuts!"

New Visions Using the large fall and spring thermals of Mazourka as a guide, I estimate that the Snooper senses a thermal at twice the distance from the core as does the variometer.

This distance decreases as the power of the thermal increases. In the 2,000 fpm thermals

I encountered on the Sierra in late April 1987, the Snooper led the vario by only a second.

Perhaps the speed of a rapidly ascending thermal prevents the parcels of heated air shed by the thermal from spreading outward as easily as seems to be the case with slower thermals. Of course, in such powerful conditions the vario and Snooper become much less important to the pilot than in weak conditions.

If we consider a thermal as a sphere for purposes of calculation, the Thermal Snooper increases the radius of detectability by a factor of two for encounters along any horizontal line. In cross section on a vertical plane, each thermal offers the Snooper four times the detectable area as it does the variometer. And in volume each thermal is eight times as large for the Snooper as it is for the vario. Theoretically, at the very least, a pilot skilled in the use of a Snooper should be able to detect twice as many thermals as a pilot with only a vario, although I suspect that the actual capability is much more than doubled.

Of course, thermals are not spheres. Contemporary theory envisions a rapidly rising bubble of warm air pushing its way through the relatively stable air in its path, As it passes, cooler air rushes around and below to fill in the area it has vacated. This causes sink around the thermal. This theory was developed by observation from sailplanes.

But a Thermal Snooper mounted on a hang glider traveling 20 mph suggests a slightly different picture - one that may revolutionize soaring techniques.

Imagine discrete segments of warm air from the thermal's outer layer being constantly torn away and set spinning by friction with the cooler air through which the thermal is rising. The thermal will be completely surrounded by these swirling segments of warm air, and they will continue to move outward as they cool. These are what the Snooper senses. I have termed this new vision of a thermal the "sloughing thermal."

I will not be in the least surprised if the Thermal Snooper becomes a standard feature of every flight deck, be it on a Dacron or fiberglass soaring machine. What does surprise me, and continues to surprise me, are the new applications being found for the Snooper. I am eager to discuss with pilots what they are learning with their Snoopers.

Please write to Rick Masters, P.O. Box 478, Independence, CA 93526.

Good Snooping! • 19

USHGA PRESIDENT

Accidents

by Russ Locke Nineteen-eighty-seven has not been a good year so far. As of the end of May we already have seven reported deaths and one missing pilot who appears to be number eight. But I suppose we shouldn't be surprised. Our accident rate continues to be significant and the causes of fatal accidents are the same as the causes of all accidents. As long as we fail to do something to lower our accident rate, we'll continue to lose pilots and friends.

In the last two years better than twothirds of all accidents were crashes on launch or landing. That's the normal starting point for any discussion on hang gliding safety. It's easy to talk about weak runs, poor landing approaches, etc., but maybe the real problem is more subtle. Maybe the real problem starts before we pick up a glider. Maybe it's our attitude. Newer high performance gliders are harder to land, true, but I'd love to have a nickle for every time I've heard that used as an excuse for slamming a glider in. How about launches.

Good strong launches are usually praised by surrounding pilots. That may be fine, but the reality is that good launch technique should be so common that hardly anybody notices.

Accident reporting is another indicator that we as a group don't take this as seriously as we should. Accident statistics form the basis for us to be able to take positive action. However, somewhere between half and three-fourths of all our data come from the USHGA questionnaire. That means that most of us only tum in accident information when it's real convenient for us. I am only aware of one manufacturer who turns in accident information. I have no information on how many of our dealers and schools tum in accident information, but I would be surprised if we couldn't be doing a much better job in this area.

Many of our accidents involve distrac-

tions. Many times we refer to failure to hook in or correctly set up a glider as being problems of technique. In some cases that may be true, but it may be just another case of misplaced blame.

Wandering around and socializing at launch while we're in the process of setting up our glider and then hurrying to launch in order to keep up with everybody are sure ways to get into trouble.

Personally, I see a lot of this.

We've made great strides in equipment and glider construction. However, a leading glider manufacturer has commented that today's gliders aren't any safer than the gliders of ten years ago.

He points out that pilots fly today's gliders as close to the edge of their capabilities as they did the older models.

Sure, today's gliders are stronger, handle better, etc., but we (as a group) fly them in conditions we wouldn't have flown gliders in ten years ago. It seems that the

growth and maturity of pilots has not kept up with the growth in glider and equipment design.

What to do? First and foremost, we can examine ourselves. Have we become complacent about our flying? Do we laugh off the mistakes of others even though those mistakes could have serious implications? Do we have a "why not" or "it's not my concern" attitude if we see another pilot doing something that's obviously foolhardy? Do we understand in what kinds of conditions we will choose not to fly? Hopefully the answer is "when I'm not having fun." Having a small amount of tension on launch is good. Not paying attention to that feeling or ignoring it when it becomes more than a small amount is not good. Having fun should be our prime motivation for flying, and getting hurt or dying certainly impacts the amount of fun we're having.•

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20

HANG GLIDING

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.

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Mid~ear Accident Report

by Doug Hildreth After several years of watching our fatality rate fall steadily, I must now inform you that 1987 will be a bad year. We have eight fatalities so far, and the flying season has just barely arrived. (Written in May.) Each and every one of us must take extra care and effort to assure that neither we nor our close flying friends become a statistic.

The enclosed table lists the fatality reports we have received so far. The last couple are pretty sketchy. I strongly hope that none have occurred between this writing and publication.

Let me make three basic points: 1. The cause of fatal hang gliding accidents is exactly the same as the cause of ALL hang gliding accidents.

2. Just because you don't usually do something that has caused a fatality doesn't mean you might not be in that situation someday.

3. Yes, it can happen to YOU. Now some specific "lecturing" on the specific accident reports this year. Hopefully by making an impression with the following examples you will be less likely to make the mistakes that your brothers have already made for you.

FAILURE TO HOOK IN The first fatality in 1987 was a failure to hook in. There were six last year. We don't seem to be doing much better. Much has been written about this subject in the past.

It is totally preventable. The most common predisposing factor is distraction. You must develop your own habit pattern. You must make sure your "buddy" is hooked-in before you launch him.

Hook in - hang check.

Hook in - step through the control bar.

Hook in - lift the glider, feel the straps come tight.

Say loudly "hooked in" immediately before you say "clear."

During your parachute clinic, practice climbing into the control bar. Practice throwJULY 1987

ing the parachute while holding on. Mentally rehearse exactly what you would do at each stage should this ever happen to you.

with their limited thermal experience, and turned back into the hill.

CROSS-COUNTRY HARNESS PROBLEMS Again this year pilots are forgetting to put their legs through the leg straps in the harness. They promptly fall to their armpits on launching. This too has happened in years past, and is not new, but that does not make it any less serious. If the pilot successfully gets into the boot and goes prone, landing is still difficult. Stay in the boot until after the flare.

The fatality report usually includes an experienced cross-country pilot killed when something went wrong near the end of his flight: wind shifts on landing, building conditions on landing, strong gusts, thermals, restricted landing fields and certainly fatigue.

Whereas this is an unavoidable risk, it can be minimized by appropriate preparation and in-flight monitoring.

TOWING

CROSS BAR RESTRAINT CABLES Last year we had a fatality because a cross bar restraint cable failed. These cables have failed before, just as other cables have fatigued and broken over the years.

But the new problem is failure to properly assemble and preflight the cross bar restraint system. Failure to release/uncleat the tensioning line after securing the cross bar restraint cable(s) may result in serious control problems.

In the fatal accident the line was not released/uncleated and it was wrapped around the one cross tube to prevent the cord from falling out of the double surface. The result was an uncontrollable tum because of asymmetric tension on one cross tube, causing a crash immediately after launch.

Improper assembly of the control bar apex to the keel (forgetting to put the pin in) has also occurred recently. AB. in other cases, the glider flew away from the hill, then collapsed with a successful parachute save.

STRONG WEATHER We all know we need strong conditions to achieve many of our goals. The art, of course, is matching one's skill to the conditions. Frequently novice and intermediate pilots have trouble doing this on their own, and desperately need more advanced pilots to help them. Most of the scratching stalls, which have caused two fatalities so far, have occurred with less experienced pilots flying too close to the hill, being hit by a thermal which was stronger than they could handle

We were pleased there were no towing fatalities last year, particularly in light of the increased activity. But we have our first 1987 towing fatality; details have not arrived at this writing but continuous efforts to disseminate towing information, through clinics, in the magazine, and by those people who really know what's going on is essential. Launching in midday thermals early in one's experience is just a dangerous as trying to land in them - some of those thermals are pretty strong. Wind direction and strength are less crucial than with foot launch, so strict attention to their changes may not occur.

Although stall-lockouts are less frequent, most problems occur within 100-150 feet after launch and usually involve a "stall" at the time of the "emergency release" with resultant dive, often downwind.

REMINDER The causes of fatal accidents are the same as causes of all accidents: Crash on launch.

Crash on landing.

In-flight stall.

Strong weather.

Flew into something.

Failure to hook in.

Improper assembly (inadequate preflight) is an up and coming contender. Our gliders are more complex. Check everything that goes together. If something doesn't feel right, take it apart and start over, and ask someone (conlinued on page 31)

29

1987 FATALITIES (As of May) DATE

NAME

AGE

EXPERIENCE

LOCATION

CAUSE

GLIDER

1/3

John Preston

26

Novice

Sylmar, CA

Flight Designs Super Lancer

Failure to hook in.

2/8

Ron Brantigan

50

Intermediate

Ed Levin, CA

Flight Designs Super Lancer

Scratching stall.

3/20

Dennis Pimentel

Advanced

Ft. Funston, CA

4/10

Kevin Beck

29

Novice

Lookout Mountain, Tennessee

Pacific Windcraft Vision

Thermal-induced stall - turned back into hill.

4/16

Darrell Newsom

21

Intermediate

Pocatello, Idaho

UP Comet 2

Severe left tum - failure to release cross bar tensioning cord.

4/21

Jim Malek

Advanced

Albuquerque, NM

Comet OVR

Experienced pilot under tow, problems, release, dove into ground - details not available.

5/9

Dave Partlow

Intermediate

Glacier National Park, Montana

UP Gemini

Launched in strong conditions, "disappeared."

5/16

Mat Malinowski

Goldendale, WA

Spirit 205

Recently returned to flying.

High wind launch - turned into hill.

25

Test flight, uncontrollable turn, flew into cliff.

The other three points Pete makes, good physical condition, having a check list, and monitoring in-flight fatigue, are items I agree with. The statistics show where the main problems reside. It isn't the old guys who are establishing the accident reputation of the sport.

Older Pilots Not At Risk Where does that young whippersnapper Pete Foumia get off trashing the old guys? (Age and Fatigue, Airmail, May, 1987). He cites 1986 Accident Subcommittee statistics in which three of the five fatalities last year involved people over age 60, and then makes the strangest analysis. He writes, ''Pilots over 60 run a higher risk of injury." Pete's entitled to his opinion, but here's one gray eagle who doesn't agree. One year doesn't make a trend.

Thanks to Doug Hildreth's excellent record keeping and communication to members in Hang Gliding as chairman of the Accident Subcommittee, statistics on the age of those involved in fatalities is available for the last six years. The table reveals that along with some additional information involving accidents.

Over a six-year period I believe that one can expect to discern trends. The statistics show that a 30-some year old Advanced rated flyer is most likely to stuff it on launch and suffer a head or face injury. How Pete arrives at his analysis is beyond me unless he chooses to ignore previous statistics.

30

The old guys know that they must run fast to attain airspeed for a safe liftoff. Only one of the over age-60 fatalities in 1986 involved launch, a novice-rated flyer attempting to get into his stirrup stalled and turned into the hill.

Vic Powell Annandale, VA

ABSTRACT OF HANG GLIDING INCIDENTS 1981

1982

1983

1984

1985

1986

Oldest age

52

50

42

43

58

73

Youngest

14

18

22

20

22

38

Average

30

32

32

30

33

55

Most numerous rating

Advanced

Advanced

Advanced

Novice

(tie) Novice/ Intenned.

Advanced

Most numerous incident

stall on launch

stall

flight

crash on launch

crash on launch

crash on launch

crash on launch

Most numerous

head and

head and

head and

leg

injury

face

face

face

head and face

head and face

in

HANG GLIDING

Calendar of Events July 6·12: World Championships of Paragliding, Attelas mountains near Verbier, Switzerland.

Preregistration by May 15. Contact: Verbier Tourist Office, Christian Sarbach, Case Postale 323, CH-1936 Verbier, Switzerland.

July 11·12 or 18-19: Sixth annual Mt. Harrison Fly-In, Burley, Idaho. Contact: Frank Gillette (208) 654-2615.

July 11-19: U.S. Nationals, Gunter launch, Owens Valley, CA. Contact: Tom Kreyche/Mark Axen P.O. Box 1535, Bishop, CA 93514 (619) 873-8367.

July 22·26: Tenth Annual World Invitational Hang Gliding Championship, Grouse Mountain, Vancouver, BC CANADA. All Hang IVs may app!Y: Contact: Valerie Lang, 6400 Nancy

Greene Way, North Vancouver, BC V7R 4N4 (604) 984-0661.

July 27-Aug. 2: Canadian Nationals, Cache Creek, British Columbia. $100 entry. 60 Canadian 10 foreign competitors. Contact: Elaine White, 24245 61st Ave., Langley, BC CANADA V3A 6H4 (6]4) 533-4456.

Aug. 1•9: Sun Valley spectacular, Hailey, Idaho.

Contact: Chris Kastner (208) 788-3891.

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. Bop 13, Dept. HG, Elmira, NY 14901.

(continue<l from page 29)

(Accidents) else to check it out.

I think we are all excited and optimistic about the growth of the sport which will occur over the next few years. We have gone through a period of quiescence and static, even declining membership, but for a variety of reasons we are growing again. I think most of us are genuinely excited about teaching others to share what we enjoy. But with the influx of new pilots we will have more student and intermediate accidents: more crashes on launch, more crashes on landing, more intermediate in-flight stalls with early altitude experience, and more advancing pilots exposing themselves to stronger conditions than they are ready for.

The problems of a few years back, with the gung-ho new pilot who already knows everything, will give our instructors headaches once again.

The trend toward longer instructor supervision is indeed excellent. The bridge of a buddy or a club helping the novice and intermediate with constructive evaluation of his performance and flights, without putting him down, is what our brotherhood is all about.

Promote a strong club, anxious to help new pilots earn their wings and learn to soar with safety.• JULY 1987

Sept. 5-7: Second Annual Mt. Nebo XC GlideOut, Dardanelle, Ark. Entry fee, Hang Ills must be accompanied by Hang IV voucher.

Chute, log book, USHGA membership required. Contact: Larry Haney, 1601 N. Shackleford No. 131-4, Little Rock, Ark. 72211 (501) 224-2186.

Sept. 9-10: Grandfather Mt. Masters of Hang Gliding, Grandfather Mt., North Carolina.

Sept. 14-20: Telluride Hang Gliding Festival, Telluride, CO. $70 preregistration to: Telluride Air Force, Box 456, Telluride, CO 81435.

(303) 728-3475, 728-4772.

Sept. 17-29: International hang gliding film festival, St. Hilaire Du Touvet, !sere, FRANCE. Contact: 38720 Saint-Hilaire Du Touvet. Tel. 76 08 33 99.

Oct. 15•17: Aircraft Owners and Pilots Association annual convention at Baily's Grand Hotel, Las Vegas, NV. Contact: Ann Kilian, AOPA 421, Aviation Way, Frederick, MD 21701 (301) 695-2052.

July 18: Chute clinic. July 19: Mountain flying clinic. Aug. 8·15: Hawaii tour. Contact: KHK West (408) 384-2622.

Until Sept. 15: '87 Montana XC Challenge. Contact: Roger Lockwood, 1217 Terry, Billings, MT 59102 (406) 245-6793.

Flying Fitness article and illustrations ©1987 by Dennis Pagen

Funny, but you rarely see Arnold Schwarzenegger clones hooking into a hang glider. Perhaps that's due to the obvious fact that bulging, rippling muscles produce more drag, but for whatever reason, so many of us would-be birds look more like Kermit the Amphibian than Conan the Barbarian.

Of course, some of us take secret pleasure in the knowledge that excelling at hang gliding requires more finesse than brawn.

After a lifetime of having sand kicked in our faces, being chosen last on the baseball team and ending up with the fat friend on a double date, we feel it's only just when the few All-American football prospects among us fail to achieve the superior sink rates that our frail bodies afford.

But just when we begin to feel our slightman's-burden lifting, along comes hang gliding as a physical sport. True, modern glider designs have wrought profound miracles in the handling department, but still, two hours in pounding thermals takes its toll, even when riding the most docile ship. It's a fact that a certain amount of physical strength is required to control and maintain equilibrium on a contemporary hang glider. The more capable we are of handling the physical demands of flight, the better or at least safer pilots we will be. (Isn't safer better?)

This article addresses some of the questions posed by Pete Fournia in the May issue of Hang Gliding. These are questions concerning the role of physical conditioning in the occurrence of accidents. We will proceed a step further and look at recommended conditioning procedures for hang glider pilots.

We won't turn you into an Arnie clone, but we just may give you a new perspective on being in flying trim.

WHY FITNESS? We inhabit a marvelous but imperfect machine. Our bodies run efficiently but run down. Our bodies wear wonderfully but wear out. It's simply a matter of time. The critical time tends to be in our mid to late 30s for 32

that's when joints and ligaments begin to stiffen, bone mass dwindles faster than replacement and muscle tone deteriorates.

The good news is the fact that we can delay or slow the erosion of our youthful vigor and agility through a program of regular exercise. The bad news is that if you wait until you're 35 to start running marathons and pumping iron you may not have the mental resolve to be a serious contender in the health race. Before we address the problem of easing into an exercise program tailored to a pilot's needs, let's look at these needs.

First of all, we must admit to the possibility that bumps, bashes and bounces (or worse) are an occasional happenstance in our sport. Once admitting that we are not invincible, it follows that we should do two things: We should take all reasonable care to prevent accidents in the first place and we should prepare our bodies to best handle rapid decelerations caused by that great decelerator, the earth.

Anyone who has participated in organized sports has heard of the importance of conditioning and flexibility in preventing injuries. This makes sense, for more flexible joints and greater muscle density help disperse shock loads. Furthermore, it has been shown that repetitive exercise produces more solid bone structure, a nice thing to have if you ricochet offterra very finna. This point cannot be overemphasized. Every time you nose in a glider, your physical shape can make the difference between merely bruising your ego or traumatizing your soma.

Conditioning can make a difference in the incidence of accidents. It should be obvious that a better conditioned pilot is less likely to suffer fatigue during a flight of a given length. Fatigue has been implicated in accidents at all levels of our sport. Fatigue causes loss of judgement, through loss of concentration and results in random errors.

We caution instructors to constantly monitor the fatigue factor in their students for this

HAt,i.~- GL\DttJG-

c O r-J"T'R.O '- E)(.£1Z.C IS"E. •.

F,GUR.E. \.

HANG GLIDING

reason. Beyond the training level, you are the pilot in command and you must be able to detect and deal with fatigue. Can you do it? It is infinitely better to prevent fatigue in the first place by being somewhat immune through conditioning.

Cross-country flying places more physical demands on a pilot than does mere bobbing around over launch. This is because XC flights usually last longer and require more mental energy which talces its physical toll (adrenaline and all that). There is no doubt that many potential long flights have been terminated because the pilot lost resolve as fatigue set it. Don't fall out from flaccidity while your friends keep on trekking. Get in shape you would-be migrators.

Today, upper level competition is basically an endurance contest. If you have any hopes of being an aerial wonder, working out should be part of your regimen. I know several world-class pilots who exercise seriously so as to better withstand the rigors of multiple days in the desert air. I personally find that I can comfortably fly a much tighter glider when I am properly conditioned compared to when I'm not. This is made dramatically clear to me after a typical winter slack season.

Hopefully these musings will convince you of the desirability in terms of safety and performance of exercise in relation to hang gliding. Now let's discover the best way to pursue this exercise.

MOTIVATING FOR LIFE Before we begin, let me explain the background of which I base my statements.

When I was a youngster an angel of the Lord appeared before me and declared: "You will grow up to become Mr. Universe." I could hardly believe this seemingly honest angel, considering my wispy physique. However, I decided to trust Providence and began to work out. Since that time I have run light years of distance, pumped universes of iron and eaten enough health food to rival McD's forty billion burgers. All to no avail. I still look like that skinny kid that the angel chose as the butt of his practical joke. However, along the way I picked up a load of knowledge on physical conditioning that comes from reading continuously about health matters, having several physical therapist type friends and hanging around weight rooms.

I have also competed in college sports, been a ski instructor and currently certify hang gliding instructors, which activity leads to sharing of information pertinent to this discussion.

JULY 1987

Fi G-U'R.£_2...

Now we must answer the question why, since we are flying for fun, do we want to add dimension to our flying that threatens to be distinctly not fun. There are several ways to approach this question, and approach it we must for motivation is one of the important adjuncts of physical conditioning.

First, we've already provided the primary motivating factors; you will be a safer and better pilot if you are in shape. Secondly, when you do get in shape your mental attitude improves so that the end result of a workout is actually a pleasurable feeling of accomplishment. Finally - and this is a bit of personal philosophy - no matter how much pain and sweat I endure now, I know it will pay off in the long run in premiums of better health later in life. It's a matter of looking at the big picture. Staying in reasonable shape will assure me that I will be able to enjoy our sport well into old age. To me that's worth the effort expended in present tense. If you, dear reader, believe otherwise, well, break out the bon bons and I'll look for someone else to fly with when I'm seventy.

GETTING TOUGH What type of exercise should you do? We can distinguish two broad categories. They are aerobic and anaerobic exercise. Briefly, aerobic exercise is physical activity that takes place at a rate below the level where an oxy-

gen debt and lactic acid build-up occurs in the muscles. Anaerobic exercise is the converse.

For maximum performance in hang gliding you need both endurance (for longer flights) and strength (for strong thermals).

Aerobics exercise is most often associated with endurance and anaerobics with strength training. If we are talking weight lifting, aerobic exercise would consist of using light weights so that forty or more repetitions (reps) can be completed per set. Anaerobic exercise would use weights that fatigue the muscles within three to twelve reps.

Here's a suggested regimen. For overall body endurance and general good health, run, swim or cycle about three times a week for at least twenty minutes. Long slow distance is favored here, although I'd rather run a couple of miles fast than ten miles slowly. It has been written that if you run more than two miles at a stretch three times a week you are running for some reason other than maximum health. Food for thought.

These types of activities, especially swimming, provide endurance type exercise for the upper body. If you wish to add more endurance to your arms and shoulders to accommodate the special requirements of hang gliding, use lighter weights and high reps with the strength exercises outlined below.

When we refer to anaerobic workouts we 33

IIEL1A WIN&

Accessories may be speaking of power lifting, body building, plyometrics or strength training.

Power lifting seeks maximum strength of a few muscle groups through very low reps at the highest possible weight. This pursuit is not for the Sunday lifter and can result in chronic injuries to the careless. Body building strives for maximum size (not necessarily strength) of all muscle groups and requires so much time that you would have little left to fly. Plyometrics has long been a secret of top flight coaches and is just now being touted to the general public. This technique produces explosive power useful to many sports by repeating sudden bursts of forceful contractions of the muscles. The potential for injury exists with this technique.

By far the most reasonable workout for hang gliding consists of strength training.

This means using weights or resistance (when using Nautilus or Universal machines) that allow you to perform three sets of eight to twelve reps. If you reach twelve reps in a set, you should add enough weight to bring the reps down to eight and repeat this process as you gain strength.

We will concentrate on the upper body, although you may wish to work the legs as well so as to facilitate your landing run and avoid looking top-heavy. A reasonable workout consists of bench presses (lay on your back and push the weights up) lat pulls (like doing chin-ups), pull-overs (lay on a bench and move weights from your chest up, back and down behind your head) and flies (lie on your back on a bench as previously and swing your arms out and down).

The exercise I have found best by far is one I devised specifically for hang gliding.

It consists of lying on one side on a bench and raising and lowering a weight with one arm as shown in figure 1. This simulates the control action in hang gliding and I suggest this one activity even if no other exercises are performed. The motions we use in flying are not common in everyday life, so unless you have the weather and time to fly many hours a week, only this exercise will prepare you for the big one on the weekend.

The above exercises can be performed in a simple basement gym. If you don't own weights and can't find a health club, you can still work your upper body. The three general exercises are pushups, chin-ups and dips.

Pushups are an endurance exercise unless you wear a pack with added weight. Chinups and dips require simple construction of a suitable bar about eight feet up for the former and two bars about chest height for the latter (dips are shown in figure 2). Add 34

to this the specific exercise outlined in the previous paragraph by simply using a suitable brick for a weight and you have a pretty well rounded upper body workout.

A bit should be mentioned here concerning pacing. For old birds, the introduction of a sudden exercise program can make the body squeal in protest. Soreness of the muscles is a natural occurrence when building up strength. This soreness only lasts a couple of days. Excessive soreness means you worked out too hard for the current condition of your muscles. Don't overdo it at first or you will set yourself back and ultimately reduce your fun quotient. Also beware of a hard workout a day or two before an expected good flying day; you may be defeating your purpose.

A reasonable regimen is strength training every three days or so (twice a week) and endurance training every two days (three times a weeek). It doesn't hurt to combine both types of workout at a single session as long as you are working different muscle groups and you don't over-exhaust yourself in general.

The main point to remember is that you cannot expect to perform as you did a decade ago if you haven't maintained a regular program of exercise. Our entire lifestyle is of importance here. Other factors like smoking, drinking and excessive philandering help tip the balance out of our favor. Diet, sleep and fear (remember adrenalin) as well as harness comfort and glider personality all add to the equation. The important point to know is that being in good physical shape can help make up for all manner of deficiencies of the above-mentioned type. I highly recommend any upper body exercise (except open beer can hefting) for pilots of all levels.

Let's be streamlined but tough.•

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HANG GLIDING

article is taken from the nwr<1r-h111t" seminars. It is written in the that you will take this information and put it to use in your flying, to increase your flight THIS IS NOT ABOUT HOW TO REPACK YOUR PARACHUTE! I suggest you leave the to someone who does it often.

Over the last three years I've done eleven 'chute seminars and about 300 'chutes. It is apparent that many pilots are their 'chutes and other equipment for percent of the systems were improperly maintained, and FIVE TO TEN PERCENT OF THESE PARACHUTES WOULD NOT HAVE OPENED UNDER ANY CIRCUMSTANCES! That's fifteen to who would have been seriousor killed had needed their 'chute!

THE E<>UIP'MI<.:NT Your is only one part of a system. As with auy system it is only as as the weakest link.

THE HARNESS All properly-built harnesses are very are well-maintained. If you are strong not sure about your harness ask your dealer or the manufacturer about the that has been done to insure that it was and built properly. Most harnesses will not survive temiinal free full; none are adequate if not properly maintained. The best source of technical information on harnesses is THE PARACHUTE and available from MANUAL by Dan JULY

1987

m .. 11uw1)'. Publications, P.O. Box 4232, Santa Barbara, CA 93103.

THE CARABINER Last year a Palm Springs pilot had his aluminum locking 'biner break in his hand when he was hooking in! Aluminum 'bincrs are strong enough (1,800 to 2,700 kilos, 4,000 to 6,000 lbs.) when new but they arc more """"hnl" to from being banged around than steel 'biners. I strongly recommend that you buy a 5,000 ldlo (11,000 lb.) steel earabiner. It's a good idea to take a small quick link or pcrlon rope, and connect the parachute bridle to the main support straps of your harness. If your 'biner ever did fail you would still be connected to your 'chute. Be sure that the locking gate faces forward and the 'chute bridle is on the back of the 'biner, so that if your gate is unlocked and you deploy, your 'chute will not disconnect from the 'biner.

THE

HANG

BRIDLE

AND rn;rRAVIOLET All of the nylon, polyester, and kevlar materials used in hang gliding will become weaker from exposure to the sun. The sunlight causes more deterioration to your sail than the stresses of air time. Don't set up your glider until you're ready to fly, and break it down as soon as you land. your harness in a gear bag and out of direct your parachute to sunlight. If you the summer stm for one week (out of the conit would reduce its strength by 52 %!

It is thinner material than your sail, which is thinner than your parachute bridle; the

thinner materials will deteriorate more quickly but they all get weaker from sunlight exposure. It's a real good idea to REPLACE YOUR MAIN SUPPORT STRAPS, HANG LOOP, SAFETY, AND 'CHUTE BRIDLE ONCE A YEAR OR MORE OFTEN IF THEY SHOW ANY WEAR! The sail on your glider is good for about 250 to 450 hours of sunlight exposure before you should retire the glider or the sail.

THE BRIDLE Most older 'chutes were made with oneinch tubular nylon bridles. This material, if properly sewn, will break at 4,000 lbs. There have been two cases in which the pilot successfully deployed in an emergency, but the bridle was severed by hardware or cables on the glider. Fortunately neither pilot was badly hurt. standard is one-inch flat webbing, type 18 or type 24. Properly sewn it's good for 6,000 lbs., but more importantly it is less to be severed if you it. BRIDLE LENGfH SHOULD BE AT LEAST TWENTY FEET. If the bridle docs not reach the end of the wing there is a possibilitiy of the lines tangling on a batten or tip strut.

PUT A SHEATH OVER YOUR BRIDLE TO PROrECT IT FROM UV. These are readily available and will make it more likely that your bridle will last more than one season.

ABOVE: The author demonstrates one of the of under canopy.

35

is ,-··--···-··· pa1raclt11.1.lte bridles. The one-inch flat webb1in~ more resistent to link which attaches the 'chute mai.ns. If the 'biner still be hooked to youi· 'chute.

LEf"f: Below is the the older Above is the newer type which houses lines in a separate compartment for more reliable openings. ABOVE with pin locks. These prevent accidental de1,10·vmenl:s.

that ten--liner for a car cover. Most current use twenty lines. KEEP YOUR 'CHUTE AWAY FROM EXCESSIVE HEAT. It is not a good idea to store your gear near a heater, over a catalytic converter in the bed of a truck, or in the trunk of your car, etc. If you have any questions about the condition of your canopy have it checked by a qualified or return it to the manufacturer for iuspec:tion.

Standard conical pa1·acl:mti~s common type used in have been some chutes made. A line the center that is shorter holds the apex of the eanopy down to increase the in11att!d diameter, thus redluemg the sink rate. This was then made smaller to reduce and bulk. The function of size; the time is smaller the canopy the faster it opens. The shock is a function the faster it opens the load. fow years back we did tests on a small apex chute. It so hard that at 90 mph blew

THE LINES All modern use "v-tabs" to attach the lines to the skirt of the cnaopy. This technique distributes the shock into the skirt of the canopy.

dramatic but still noticeable. are with 'chute that has only ten lim;s have it modified by a certified ger, or better yet new 'chute and use

TUE DEPLOYMENT BAG different deployment bags have been dci,ig11ed over the years. The purpose of the is to get the canopy and lines away from wn!ck.age cleanly and to provide deployment. Most of the malfunc-

36

tions I have seen during practice deployment~ at 'chute seminars have centered around deployment problems.

RUBBER BANDS IF YOUR SYSTEM RELIES ON RUBBER BANDS YOU MUST REPLACE THEM AT LEAST ONCE EVERY SIX MONTHS! They should be replaced more often if you live in the hotter because the heat will tend to melt them on the gromSome mets they go through on the use a bungie for a final stow. Bungies arc better than rubber bands from a wear standpoint, but are more critical to adjust. If the bungie is too loose it doesn't do its job, if it's too tight the 'chute will not come out of the container. [ think the best design for a deployment bag to date is a double overlapping flap that uses rubber bands. The main advantage is that all of the lines are stored in a second layer pocket; this greatly reduces the chance HANG GLIDING

of the lines on deploy· ment. The older open ended worked very well and saved many lives but, if the rubber bands were not up to spec the 'chute would just fall out of the when the pilot tried to heave it. YOU MUST USE THE PROPER SIZE AND TYPE RUBBER BANDS! Some lines are thinner than others. lines are thin do not double the rub·· ber bands over the lines they will when you deploy use a smaller rubber band instead.

PIN LOCKS [F YOU DON'T HAVE A PIN LOCK SYSTEM, GET ONE! The only thing worse than not a 'chute is having one that could by accident. There are many cases where this has happened. If you've landed under canopy you know that you do not want this unless you have an emergem,,y. harness makers used twoinch velcro on internal "faired" 'chute con-

tainers to try and prevent accidental deployments. The problem with two-inch velcro is that many pilots are not strong to pull the 'chute out of the container.

Contact your dealer to get his advice on your system, if he doesn't know enough about it he will know someone who does.

DEPIJJYMENT SE(}UI~NC:E LOOK, GRASP, PULL, LOOK, THROW, PULL. LOOK for the handle.

GRASP the handle. PULL the deployment from the container; with most systems a down-and-out motion at about 45 ° works best. LOOK for clear air. THROW towards clear air and into the direction of spin. PULL the bridle; reach back to your main support strap to locate it and give it a stern yank. If the 'chute doesn't open pull it back and repeat the throw.

After you are under canopy stand up in the control bar if you can find it, or climb to the highest point possible in the glider; let the structure of the glider take as much JULY 1987

as possible.

It is sometimes possible to steer the glider by weight shift from side to side in the control bar. If possible steer away from power lines and freeways, and land into the wind.

IT'S A GOOD HABIT TO GRASP THE DEPLOYMENT HANDLE EVERY FLIGHT. You should memorize the deployment sequence until it is automatic. In practice deployments in the simulator we have seen deployment times range from three to ten seconds. Assuming your broken glider

is falling at sixty miles per hom (88 fps) three seconds is 264 feet, while if you take ten seconds you'll fall 884 feet. If you needed your 'chute and you were at 500 feet you'd wish you had practiced! DO NOT DO INAIR PRACrICE DEPLOYMENTS! They are very dangerous. Practice in a simulator.

ABOVE: Double paracl:imte system. Note strap so one hook knife on 'chute can be cut in case wind drift takes the obstacle.

37

.BALLISTIC PARACHUTES There are four types of mc:chani.calllyde1,lo'ved parachute systems: systems that deploy a "pilot" 'chute that pulls the main 'ehute out of the container are, in my opinion, the worst of both worlds. are slow like hand deployments and are remotely-mounted. mechanical in nature they might not work in some cases. In all remotely-mounted systems it is tliat the glider wn:X:kagc could get in the way of the dt~ployment.

Pr,r,f,,rtii'" systems use a slug electri,callv or mechanically with a gunpowder This slug pulls the 'chute from its container allowing for a one-andone-half second deployment. Its advantage is its are a high recoil and its size, and remote mechanical natun~.

Mortar systems use charge to fire a canopy out of a tube like

a cannon ball. This system is also very fast.

It~ major drawback is the very high recoil.

It would in most cases break whatever structure it was mounted to on deployment, and of course it's remote and mechanical.

The rocket-deployed system seems to have the most to offer hang glider pilot~ for future systems. It is very fast getting the 'chute out, yet has almost no recoil. Again, we have the problem of remote mounting and mechanical things that could let us down. I think it wise to always carry the hand-deployed chute on your harness, and when the new rocket system is available use it as a primary due to its speed, and use your hand deploy as a backup.

I hope that you never need to use your parachute, but if you do be ready! The best way to avoid using your parachute is to FLY SAFELY! Special thanks to Vincene Muller for badgering me into writing this. II

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

Thank you for your cooperation.

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HANG GLIDING

on the north side of Mount Yamaska in mounted camera the ill-fated maneuver and subsequent parachute Letourneau of the Association de Vol Libre du uu"""""

JULY 1987

Photos submitted

39

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

Walter Jordan

Little Rock, AR

Lawrence Haney

6

Tarruny Burcar Steve Petri Viveka Von Rosen

Cross Plains, WI Newburgh, IN Dearborn, MI

Matt Taber Matt Taber Matt Taber

7 7

Benjamin Clark

Bethel, CT

Rob Bicknell

4 4

Nevin Diehl Denny Dobbins Tom Elliott Stanley Melton David Pritchard

Laurel, MN Chesapeake, VA McGaheysville, VA Norristown, PA Grafton, VA

Roger Coxon Roger Coxon Matt Taber Roger Coxon Roger Coxon

9 9 9 9 9

CITY, STATE

INSTRUCTOR

REGION

Greg Voevodsky

Portola Valley, CA

Achim Hageman

2

John Betteridge Catherine Levine

San Clemente, CA Sierra Madre, CA

Dan Skadal Mike King

Claudie Houghton Paul Smith

Tempe, AZ Colorado Springs, CO

Doug Gordon Ron Wilkinson

Philip Olson

Great Falls, MT

Roger Lockwood

Ray Cline Steve Williams Joseph Zuvanich

Little Rock, AR Little Rock, AR Ponca City, OK

Lawrence Haney Lawrence Haney Mark Kline

6 6 6

Randy Martin Jerry Place Michael Schnabel David Taylor

Marietta, GA Chattanooga, TN Shelbyville, TN Elizabeth City, NC

Matt Taber Matt Taber Matt Taber Rob Bachman

10 10 10 10

Charles Fencl David McDermott Donald Whiteman, Jr.

O'Fallen, IL Wheeling, IL Carmel, IN

Matt Taber Matt Taber Matt Taber

7 7

Thomas Leveille

Danbury, CT

Roger Coxon

Henry Bittner Kimberley A. Coney Curt DeChow Gregg Feder

Shoreham, NY Liberty, NY Geneva, NY Woodmere, NY

Thomas Aguero Paul Voight Tom Forster Greg Black

12 12 12 12

John Kovac David Mason Daniel Wagner

Louisville, KY Parsons, WV Boron, OH

Matt Taber Matt Taber Rob Bachman

9 9 9

Joella Barone Aaron Knight Ralph Knight Mark Martin James Traywick Barbara Wiedemann John Zlidrozny

Tyner, NC Tyner, NC Tyner, NC Clarksville, TN Atlanta, GA Huntsville, AL Youngsville, NC

Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Roger Coxon

10 10 10 10 10 10 10

NOVICE RATINGS NAME

CITY, STATE

INSTRUCTOR

INTERMEDIATE RATINGS NAME

OBSERVER

REGION

Brent Burgess

Eugene, OR

Brad Goosela

David O'Neal Kip Shaw Jim Tigan Morokita Tomohisa

Reno, NV KCNP, CA Sacramento, CA San Francisco, CA

Ray Leonard Connie Lee Bowen Mike Lake Walt Nielsen

M. Ronald Bottorff Robert Bruce Laukka

Ventura, CA Thousand Oaks, CA

Ken deRussy fol Boyse

Steve Anderson R.D. Bonnell Kelly Lance

Evergreen, CO Alamogordo, NM Golden, CO

Jim Shaw Paul Michaud John West

4 4 4

Carlin Onstad

Carter, MT

Roger Lockwood

5

Gary Newt

Dubuque, IA

James Hale

7

William Garrison Todd Nash John Vaughn

Waxham, NC Kennesaw, GA Douglasville, GA

Tom Barsons Matt Taber Matt Tuer

10 10 10

Dave Dutton

Beaver Dams, NY

Marty Dodge

12

2 2 2 2

REGION

Michael Suchy

Tillamook, OR

Dick Garrunon

David Biser Michael Brock Louise Cawthon Gregory Jepson

Tuolumne, CA Redwood City, CA San Francisco, CA Reno, NV

Ken Muscio Wallace Anderson Karen Schenk Ray Leonard

Phillip Aucheter Allison Baumhefner Jeff Gritsch Allan Torbenseb Phillip Walker

Long Beach, CA Del Mar, CA Santa Barbara, CA Tehachapi, CA Santee, CA

Greg DeWolf Ken Baier Ken deRussy Steve Huckert Rob McKenzie

Parker Hobson Michael Orr Chip Verrill

Tularosa, NM LaLuz, NM Boulder, CO

Paul Michaud Paul Michaud Mark Orsborn

4 4

NAME

Donald Lepinsky J. Morse

Missoula, MT Osage Beach, MO

Russ Gelfan Roger Coxon

5 5

Paul Gaston

40

CITY, STATE

2

2 2 2

ADVANCED RATINGS

4

CITY, STATE Eugene, OR

OBSERVER

REGION

Brad Goosela

HANG GLIDING

RATINGS AND APPOINTMENTS James Dowling Ben Ibe David Lapp Steve Marx Ewald Riechert

Castella, CA San Jose, CA Santa Clara, CA Santa Clara, CA San Ramon, CA

Phil Sergent Dave Shelton Joseph Bova Charles Price Pat Denevan

John Beaman Jeffrey Locke

Puunene, HI N. Hollywood, CA

David Darling Larry Mace

Nelson Lewis

Charlottesville, VA

Roger Ritenour

Rob Bachman Merle T. Jones

Nags Head, NC Lookout Mountain, TN

Roger Coxon Matt Taber

10 10

Phil Wiseman

Cedar Park, TX

Steve Burns

u

Ben Cahill

Maplewood, NJ

Bill Watters

12

TANDEM RATINGS

Kevin Purcell James Orr Jeffrey Walker

Kentfield, CA Menlo Park, CA Milpitas, CA

Thomas 0. Gill Thomas 0. Gill Thomas 0. Gill

Robert Bockstahler Joseph Duffie William Henry George Horeth

Encinitas, CA San Diego, CA San Diego, CA Poway, CA

Gregg Lawless Gregg Lawless Gregg Lawless Gregg Lawless

Cindy Drozda Ian Huss (SQ) Chris McKeage (R)

Boulder, CO Boulder, CO Steamboat Springs, CO

Jim Zeiset Jim Zeiset Jim Zeiset

Raymond Metcalf

Augusta, KS

Charles Hall

John Borden, Jr.

Richmond, VA

Roger Ritenour

G.W. Meadows David Thompson (R)

Germanton, NC Charlotte, NC

Rick Jacob Rick Jacob

10 10

Joel Lehman Joseph Sunday

Lindenhurst, NY Ringwood, NJ

Paul Voight Paul Voight

12 12

(CLASS ONE)

NAME Jeff Hoff Chris McKeage

CITY, STATE

Honolulu, HI Steamboat Plaza, CO

ADMINISTRATOR

REGION

Mike Benson Jim Zeiset

0 4~!!~BO~~E~~~!Efp~!~oo~~~;

(CLASS TWO)

NAME Larry Majchrzak

CTIY, STATE Wentachee, WA

ADMINISTRATOR

SO - Special Observer R - Recertification

REGION MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $495

Joe Greblo

EXAMINERS

NAME Rob McKenzie

CTIY, STATE San Bernardino, CA

ADMINISTRATOR

REGION

Walt Dodge

OBSERVERS APPOINTMENTS

NAME

CITY, STATE

EXAMINER

James Conrad Wes Roberts Dave Thomason Will Williams

Grants Pass, OR Grants Pass, OR Grants Pass, OR Grants Pass, OR

Dick Gammon Dick Gammon Dick Gammon Dick Gammon

Jim Higley Rick Hawkins Robert 0. Johnson Pat Page

Oakland, CA Sunnyvale, CA Fremont, CA Sunnyvale, CA

Wallace Anderson Thomas 0. Gill Thomas 0. Gill Thomas 0. Gill

JULY 1987

REGION

2

2

MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590

MODEL M20 WRIST VARIO $200

STREAMLINED TUBE ADAPTER

Available from hang glider manufacturers and dealers

41

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Alto- Vario LCD II , large LC- Display · distinct climb/ sink audio alarms • RF screened , range 7000m (9999 m option)

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

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A

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j

I NAME - - - - - - - - - - - - / ADDRESS ICITY,STATE !COUNTRY/ZIP

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

Rogallos

PROAJR DAWN 175-Great condition. Trade for Dream in same condition. (501) 224-2186.

PROSTAR 195-Blue, extra downtubes. Good condition, never crashed! $500. O.B.O. (414) 282-4055. Milwaukee.

COMET 165-Red L.E., white T.E., excellent maintenance, under 40 hours, clean, $900. OBO. (413) 528-1371. Call 6-9 Eastern.

RAVEN 229, Comet 185. Both good condition.

(916) 638-2500, (916) 344-8524.

SUNRISE HANG GLIDING-Spring special. Buy a new Delta Wing glider and get free - Airstream harness - Parachute or lessons. (619) 367-4237.

Ask for Steve. Almost new 220 Dream $1500.

177 V.G. Mystic $1800.

145 LIGHT DREAM-1986 model, well maintained. $1175. (818) 784-7807.

160 ATTACK DUCK-Excellent condition with all faired tubes, Custom sail $1000. Kirk (206) 888-9235.

180 ATTACK DUCK. Best flying Duck I've ever seen. Never damaged. Excellent condition. $1195.

(717) 386-5104.

Duck 160-Excellent condition. White/blue. $700. obo (714) 542-8410 Tom. 164 GEMINI & accessories. Extremely low airtime.

Royal blue leading edge-trailing edge with spectrum inserts. Make reasonable offer. (703) 860-4207.

UP GEMINI 185-good condition, excellent training glider. $600 O.B.O. (805) 489-1970.

177 HARRIER-harness, chute, helmet, vario, altimeter. All excellent cond. $1250. obo.

Flagstaff, AZ (602) 526-3620.

HARRIER I 147-Black L.E., rainbow spectrum. 50 hours. $900 negotiable. Cocoon harness and chute, $300. (206) 892-4915.

HARRIER II 147-Team blue spectrum. Excellent condition. $650. (619) 439-2019.

HARRIER 147-good condition, white with red L.E., rainbow trailing. $600. (702) 361-2257.

HP I-Super flying glider. $1,000. (602) 938-9550.

HP II-Race Face. Low time, flies great. $2,200.

(602) 938-9550.

LITE MYSTIC 177-new 7/86, excellent condition. $1100. Bill, (805) 484-5574.

JULY 1987

ARKANSAS OZARK MOUNTAJN HANG GLIDERS-Sales, service and certified instruction. New and used equipment. Wills Wing, Moyes, La Mouette, Eric Raymond harnesses, Ball and Litek. Primo Air Mitts. 8 Blue Jay Way, Conway, AR 72032. (501) 327-0698.

FOR SALE-Raven 229 with harness, helmet, 20 gore chute and equipment bag for $500. Richard (818) 342-7575.

SAJL WINGS HANG GLIDING-Certified instruction. Authorized agent for Pacific Airwave, CG 1000 Harnesses. Cocoon harnesses in stock.

5'10" - 6'1". 1601 N. Shackleford #131-4, Littie Rock, AR 72211 (501) 224-2186.

SENSOR 510 VGB 160-Full race with spoilers.

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

CALIFORNIA

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

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

SENSOR 510 VG 180-White/light blue, dark blue L.B. Half ribs. Under IO hours TT. Mint. $1300.

Eddie Shoff, (704) 667-5213 work.

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.

SENSOR 510 B VG-flown just three months. Never damaged. Red L.E., blue bottom. $2095. (717) 386-5104.

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.

168 SKYHAWK-Almost new, great first glider. $1,100. (602) 938-9550.

188 SKYHAWK-Great shape, flown very little. All white top surface, orange LE, red under surface. $850 O.B.O. (619) 589-9085.

SKYHAWK 168-Good condition, low airtime, new wires. Blue, rainbow spectrum, white trailing edge. $1200. 20-gore chute, sky blue, excellent condition. $225. (213) 430-1278.

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

Located minutes from US 101 and flying sites.

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

WILLS WING SPORT EUROPEAN-Mint condition, seven hours total. Speedbar. $2100.

(707) 763-8884.

WANTED FOR TRAJNING, Eaglet in good condition. Call Fred, (301) 357-4144 after 5 p.m.

WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

New Lt. Mystics ... . . . . . . . ........ ... $2100.00 New Polaris Delta 16 .. ..... ... . .$1200.00 New Lazor 175, 195 .. ..... ........... $1200.00 New 215, 155, 6D's . .... ..... . .. . ... $1250.00 New 22 gore Parachutes .. ....... .$ 270.00 Call us anytime to learn about these beginner gliders, ship anywhere, Golden Sky Sails, Inc. (303) 278-9566.

Schools and Dealers

LA MOUETTE PROFIL 15-(158 ft) Light weight (55 lbs). Excellent handling - high performance. $875.ioffer. (408) 395-1210.

MAGIC 4 RACER 166-New, blue/white, VG, fairing. (801) 254-6141.

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

149 RAVEN-unique coloring. Good beginner glider.

(818) 789-0112.

RAVEN 209, excellent condition, $700. Carl, (805) 685-n86.

TWO DELTA WING hang gliders like new. Older models. Best offer (312) 645-3908.

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

Replacement parts for SEAGULL classica.

Highly competitive prices on all major brands.

1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121.

MOYES MAXI II 195-orange and green, tow bar and D.C. winch. G.C. $2000. (704) 243-1576.

COMET 185-New wires. Excellent condition. Rainbow sail, flies great! $695./0BO (805) 647-70'r/.

COMET C-2 165-15 hrs. In garage last 2 yrs.

Brown, white and gold. $1000. or best. (619) 561-2945.

ARIZONA

MYSTIC 166 VG-25 hours, excellent condition.

Pacific blue L.E., spectrum, white T.E. $1200.

Doug, (818) 357-9479.

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

I I

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, 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. 1116 Wrigley Way, Milpitas, CA 95035 (408) 262-1055.

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.

43

CLASSIFIED ADVERTISING 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) 962-8999.

WINDSPORTS INT.-Since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.

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) 278-9566.

CONNECTICUT CONNECTICUT COSMIC AVIATION-14 Terp.

Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and Airwave. Ultralight also available.

USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN.

Litek, Roberts, Air Tech & T. V. Tow Systems products, ... since 1981. New and used equipment, sales, USHGA certified instruction, information ... EVERYTHING YOU NEED! Call, write or stop by our new location: 11716 Fairview, Boise, ID 83704. Mike & Lisa King.

(208) 376-7914.

KANSAS PRAIRJE HANG GLIDERS-Try our flatland soaring - ATOL - Sales, instruction - Box 785, Elkhart, KS 67950 (316) 697-2577.

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.

NEVADA

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

HAWAII MAUI SOARJNG SUPPLIES-Certified Instructors.

Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.

IDAHO TREASURE VALLEY HANG GLIDERSProudly distributing Pacific Airwave, Delta Wing, Saphir, La Mouette, UP, Ultralight Soaring Software, High Energy Sports, Sky Systems,

HIGH SIERRA SPORTS, INC. - 2303 N. Carson St., Carson City, NV. (702) 885-1891, 2205V, E. Glendale Ave., Sparks, NV. (702) 356-6622.

Northern Nevada's complete hang gliding shop.

2 great locations! USHGA Certified Instructors/USHGA Region II Examiner. 2 USHGA Tandem Instructors I Observers. Lessons! Rentals! Full service dept. Complete repair facility!

Exclusive Wills Wing and Delta Wing dealers.

Open year round. Full line of accessories.

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

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

SUSQUEHANNA FLIGHT PARK INC.-Central New York's Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O - 160', jeep rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153.

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 KJTTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959. 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Windsurfing sales and instruction also available.

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

--------------------------------------------------------· USHGA CLASSIFIED ADVERTISING ORDER FORM

Section (please circle)

40 cents per word, $4.00 minimum. (phone numbers - 2 words, P.O. Box - 1 word) Photos - $11.00 Deadline, 20th of the month, six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue).

Schools and Dealers

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

Prepayment required unless account established.

Please enter my classified ad as follows:

Aogallos

Emergency Chutes Ullralight Powered Flight

Parts & Accessories

:

Rigid Wings

I I II f I I I I I I I I II

Business & Employment Opportunities Publications & Organizations Miscellaneous

Begin with _____ 19 _____ issue and run for _ _ _ __ consecutive issue(s).

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

Address:----------------------

I Number of words: :

@ . 40 =

Phone Number:

P.O. BOX 500, PEARBLOSSOM, CA 93553 I (804) 944-5333

I I

:

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

44

HANG GLIDING

CLASSIFIED ADVERTISING 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.

International Schools and Dealers CANADA

BRAND NEW-22 gore parachutes. Ship anywhere.

(303) 278-9566.

Parts & Accessories

PENNSYLVANIA SKY SA1LS LTD. Hang Gliding School.-USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

TENNESSEE HAWK AIRSPORTS-Hang gliding equipment.

USHGA certified hang gliding instruction. Come fly Clinch Mountain the longest ridge in the United States. Distributor for the Portable Windsok. The indicator chosen and used for Everest 86'. 2325 Sutherland Ave., Knoxville, Tennessee 37919 (615) 523-8531.

LOOKOUT MOUNTA1N FLIGHT PARK-Our specialties: first mountain flights, mountain and thermal soaring, complete certified training.

Package plans, group rates, USHGA ratings, glider rentals, free camping, local site info. Pro Shop with new and used gliders (all major brands) in stock, complete equipment/accessory lines, parts, repair service. We need your used gliders and equipment! USHGA Novice pilots can fly 1,340' Lookout Mountain and soar Lookout's 12-mile ridge (distance record, 130.9 miles; altitude gain, 10,400') Send $1. (refundable with any purchase) for new brochure, rates, directions, accommodations info. LMFP, Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. Located 20 minutes from Chattanooga, Tennessee. (404) 398-3541.

UTAH FLY UT AH WITH

HANG GLIDING LTD. -For the ultimate highDISTRIBUTOR 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.

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.

JAPAN

~

~~~ DISTRIBUTOR major brands hang gliders (Airwave, Magic), instruments, parachutes. Tokyo 03/447/5560, Yugawara 0465/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141. FAX 0465 636641.

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.

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

Ron Hurst, P.O. Box 270, CH-8401, Winterthur, Switzerland.

Emergency Parachutes SOUTH WIND HANG GLIDING SCHOOL Delta Wing Products, certified beginner and advanced instruction, 9173 Falcon Cr., Sandy, Utah 84092 (801) 943-1005.

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

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

WASHINGTON AlRPLA 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) 467-8466.

JULY 1987

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

MANAGER WANTED Experienced person to manage full-service hang gliding facility in Southern California. Salary $20,000 to begin plus incentives, bonuses, stock options, etc.

Send resumes marked "manager" care of 1840 Fair Ave., Simi Valley, CA 93063.

NEW PRIMO GRIPPERS-Slide easily on bar but grip for control. Cost $25.00. Dealer discounts on three or more pair. Ozark Mountain Hang Gliders, 8 Blue lay Way, Conway, AR. 72032 (501) 327-0698.

Rigid Wings FLEDGE III - Xlnt condition. 9 hours. Red top, yellow bottom. $1550. OBO, Wayne. (404) 428-1783.

FLEDGE III-Excellent condition. Low airtime, complete with Fox Bat trike. Deluxe. $1600.

(305) 657-2173.

45

CLASSIFIED ADVERTISING Ultralight Powered Flight KASPERWING-New. In storage 3 yrs. Blue, green, and yellow. $1200. or best. (619) 561-2945.

Business & ~mployment 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.

Miscellaneous

HA~-~IIDING ,1.,~,,,-.r,1...,,.~.,Jo.l.ill,dFlk>ll~.of·

~;,~i,, ,;,,',LlinJ •h.-J ,<Md• ,~,_.\oortl.-H

dfc<0&u1,,,. .. ~ , ;

,i;,,.-lJ•'><i<+d.•M u!!,ull<,;I

:.... :f*'l1i.c<'.

'DEFINITION OF HANG GLIDING' shirts. 100% white cotton, S-M-L-XL, 12. Specify front logo - Otto silhouette, hang gliding, company emblem. The Hang Glider Sight, 5801 Kingston Road, Oklahoma City, OK 73122.

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

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

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

Publications & Organizations

ARE YOU, A FRIEND or family member having a problem with alcohol or drugs? Would you like someone to talk to about it? (415) 369-0733.

MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over 100 photos and input from Hang Gliding' s greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 plus $1.00 shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705. Also, Hang Gliding romance "Soar and Surrender" $3.95 shipped.

FUN FLYING! MAGAZINE-Needs articles, stories, pictures, about UL's, hang gliding, sky diving, ballooning, soaring and homebuilts.

Stories must be true and unpublished. Contact FUN - FLYING! Magazine, PO Box 423, Huntington, PA 16652. Write for subscription and advertising information.

Videos & Films

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 V," dia. Inside or outside application. 25C each.

P.O. Box 500, Pearblossom, CA 93553.

.l.,,,.,. 1.. u~,ub

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.

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

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

Chuck & Shari Toth.

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

Men's sizes in BLUE and TAN - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 500, Pearblossom, CA 93553. (805) 944-5333.

The rate for classified advertising is 40C 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 55C per word 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 1 ~ months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 500, Pearblossom, CA 93553. (805) 944-5333.

Index To Advertisers

IF YOU WANT YOUR PARACHUTE TO HAVE ..

Airte.:h .............................. 22

FLAT CIRCULAR SOLID GORE CONST.

Ball Varios ........................... 41

• Low Volume • Faster Openings

Bennett Delta Wing Gliders ........ 27, 34, 48, IBC ,BC

VENT CAP COVERING APEX HOLE

Brauniger ............................ 42

V," TUBULAR NYLON REINFORCEMENT AT APEX • Adds strength to area of greatest stress during opening shock ALL SEAMS REINFORCED WITH TYPE Ill WEBBING

Hall Brothers ......................... 42 High Energy ....................... 26,46 KHK ................................ 26

• High Drag Benefits

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

• Necessary for strength in

the event of a high speed

La Mouette ........................... 28

opening

LEAF ............................... 28

V·TABS AT EACH LINE ATTACHMENT

Lindsay Ruddock ...................... 38

• Helps to distribute opening shock load

Lookout Mt. .......................... 22 Mast Air ............................. 27

• Important in the event of a

high speed opening

400 LB. TUBULAR NYLON SUSPENSION LINES

• Stretch characteristics help reduce opening shock load on canopy, harness, and pilot

Pacific Airwave ................ 22, 26, 31 Pagen Books ......................... .42 Publite.: .............................. 20 Saphir ............................... 8

SOAR through "THE GRAND CANYON" right in your own living room! 2-hour spectacular helicopter exploration. Breathtaking music.

Critically acclaimed. VHS or BETA. Details FREE. Beerger Productions, 3217-Y Arville, Las Vegas, NV 89102 (702) 876-2328.

TYPE XVIII BRIDLE • Sewn with 5 cord thread

• Strength rated at 6000 lbs.

DROP TESTS TO FAAC23B TSO STANDARDS

Seedwings ............................ 21

COMFORT PACK DEPLOYMENT BAG

Silver Wings .......................... 34

• Protective side line cover • UV resistant material

Systems Te.:h ......................... 42

, , , THEN YOU WANT A HIGH ENERGY SPORTS PARACHUTE! For complete information on all High Energy Sports Products, contact your local High Energy Sports

Thermal Snooper . . . . . . . . . . . . . . . . . . . . . . 7 USHGA .......................... 23, 47 Wills Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

• Safety locks

Dealer or:

~

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

,I111111··--------~

• MEMBERSHIP APPLICATION

NAME----------,-,--=--,--------

(Please Print) ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ __

w

ZIP _ _ _ _ PHONE (

SEX (M)(F)

D NEW MEMBER

BIRTH DATE

___ ___~ - - - _)

FULL MEMBER

FAMILY MEMBER

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

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

SUBSCRIPTION ONLY - - - - - ·

STUDENT MEMBER - - - - - -

D $29.00 SUBSCRIPTION ($32.00 foreign)

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.

for one year.

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

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

D D D D

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

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

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

OVISA

Charge Card Service Charge Total

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

P.O Box 500, Pearblossom, California 93553

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CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __

D RENEW/USHGA # _ _ _ _ __

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(805) 944.5333

Revised 6/86

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C amous Renaissance artist,

squares. Lite Mystics in sizes fro inventor and hang ..--,6,,------==--:----------,--,..;~ 144 to 188 squares. The newly glider designer Leonardo Da released Excel is already a · Vind was way ahead of his able in 16o and 18o sizes, time. He knew that Mau \ with a 140 model on t · Js the measure of all f drawing board. · things. It's a pity that I But Delta Wing has .,more modern hang glidmore to offer than j~ - ing manufacturers don't a great selection of gl' ~e note of Leonardo's In order to assure our '.:dcxtnne. tamers that our gliders · I[~ an is indeed the the safest possible, we em m~e of all things, then tools that even Leonardo wiiy-~ Delta Wing's comwould have traded all his petitlotJcontinue to offer a inventions for: the West Syspaltjy selection of one, tern. If order to most JNO~:J# maybe two sizes of their gliders? Why do prepare our gliders for certification, we employ ·,. _ they continue to force pilots to make Mark West's computer ·\. themselves fit into these gliders? If our aided test vehicle, ~.;,.. form of flight is truly free, then why which samples all ~-;;:.." are we forced to lose weight or load combined aero.\_. up with ballast to accommodate dynamic forces .: gliders that obviously do not on our gliders ·,:, fit us? during each At Delta Wing, we've test run. Our -:i'.-_ learned from history. We gliders must -~ adhere to the classic rinass this, the dples wliiai lionor Man most exacting, in flight -EVERY Man. accurate testing available. You won't find many other hang glia That's why Delta .,: ·-- Wing offers all models of manufacturers going to these lengths to assure -~ gliders in sizes to fit EVERY safest product possible! · pilot, no matter how big or So come check out classical theory and mode small he or she may be. technology in action: see how the Delta Wing ~ Lite Dreams from 145 to 240 measures up!

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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