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

• MEMBERSHIP APPLICATION

,I111111·----------

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

CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __ Z I P - - - - PHONE (

SEX (M)(F)

D NEW MEMBER

BIRTH DATE

D RENEW/USHGA # _ _ _ _ __

FULL MEMBER

FAMILY MEMBER

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

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

SUBSCRIPTION ONLY - - - - - ·

STUDENT MEMBER - - - - - -

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

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

D FULL MEMBER ($39.00, $42.00 foreign) D FAMILY MEMBER(S) ($19.50 each) D STUDENT MEMBER ($10.00) D SUBSCRIPTION, one year ($29.00, $32.00 foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign) Charge Card Service Charge Charge my D MasterCard DVISA Total Card No . _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ 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.

Signature - - - - - - - - - - - - - - -

P.O Box 500, Pearblossom, California 93553

(805) 944-5333

Revised 6/86

Volume 17

CONTENTS

Issue No. 9

(USPS 017-970-20)

Features 16 Owens Valley Record Flights

Columns 14 USHGA Reports

anicle and photos by Laura Daltry An in-depth and entertaining chronicle of Larry Tudor and Joe Bostik's fl ights of June 30, 1987.

29 Safety Forum

Call for USHGA award nominations.

by Joseph Sherman Why do fatal accidents still happen? [f there's a doubt, there is no doubt.

24 218 Miles - The Hard Way

Departments 3 Airmail 5 Ratings and Appointments 8 Update 9 Calendar of Events 12 Competition Corner 47 Classified Advertising 52 Index To Advertisers 52 Stolen Wings

anicle and photos by IJob Thompson Bob Thompson and Hans Heydrich break the 200-mile barrier in Arizona.

33 The 1987 U.S. Hang Gliding Nationals by Tom Kreyche photos by George Hamilton Howard Osterlund emerges as winner of the Nationals, Joe Bostilc as CPS National Champion.

39 Pilot Report MOYES MISSION by Paul Bums Pau l takes a look at a fun-to-fly design from the Moyes Boys.

44 Jets In The Owens Valley by LCDR D.C Cooper The Owens Valley is a beehive of military jet activity. Heads up! Page 33

COVER: Mitch McAleer picks up a linle speed in his HP II for an aero maneuver at the recent Grouse Mt. meet. Photo by Mitch McAleer.

CENTERSPR.EAD: Climbing to cloudbase over Flagstaff, AZ during 218-mile XC flight . Photo by Bob Thompson.

DISCLAIMER OF WARRANTIES IN POBLICATIONS: The material presented here is published as pan 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. opi.nion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © United States Hang Gliding Association, lnc. 1987. All rights reserved to Hang Gliding Magazine and individual contributors. SEPTEMBER

1987

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fin makes the yaw/roll coupling automatic and maximizes yaw stability. Small size handling, high speed capabilities, big size floatability, plus slow speed handling makes SEE OWINGS the Mercedes in gliders." SEEDWINGS INC offers: The Standard 510 8 160, the 3/4 Race B Model, and the Full Race 510 B for those who want the ultimate in performance. Prices start at S2595. Allow four to eight weeks for delivery. HGMA Certified.

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•

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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, ll/ustrator

Office Staff Cindy Brickner, Executive Director Joyce Isles, Ratings Maria Harrington, Member Services USHGA Officers: Russ Locke, President Dick Heckman, Vice Preside/I/ Bob Collins, Secretary Dan Johnson, Treasurer Executive Committee: Russ Locke Dick Heckman Bob Collins Dan Johnson Cindy Brickner REGION I: Jeff Bennett, Ken Godwin. REGION 2: Russ Locke, Jay Busby. REGION 3: Steve Hawxhurst, Walt Dodge. REGION 4: Jim Zeiset, Bob Buxton. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: Bruce Case, John Woiwode. REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims. REGION 10: Rick Jacob, Dick Heckman. REGION 11: Warren Richardson. REGION 12: Pete Foumia, Paul Rikert. DIRECTORS AT LAROE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabelh Sharp. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennnett, Mark Bennett, Joe Bulger, Eric Fair, Bettina Gray, Doug Hildrelh, Gregg Lawless, Mike Meier, Rich Pfeiffer, Bob Thompson. The United States Hang Gliding Association Inc. is

a division of the Nationa1 Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAT). of the world governing body for sport aviation. The NAA, which represents lhe U.S. at PAI meetings, has delegated to lhe USHOA 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 melhods and safety. Contributions are welcome. Anyone is invited to contribute articles1 photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine (USPS 017-970) is published monthly by lhe United States Hang Gliding Association, Inc., whose mailing address is: P.O. Box 500, Pearblossom, CA 93553; telephone (805) 944-5333. Second-class postage is paid at Pearblossom, Calif. The typesetting is provided by 1st Impression Typesening Service, Buena Park, Calif. The USHOA is a membercontrolled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in lhis 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 l\\<J 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 10: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 500, PEARBLOSSOM, CA 93553.

SEPTEMBER 1987

VOLUME 17, ISSUE No. 9

AIRMAIL ARROGANT EDITOR Dear Editor, Oh Lord, it's hard to be humble, when you 're perfect in every way! Or so goes the country western tune. However, unfortunately no one's perfect, even award-winning editors. A wise and sagacious editor gives due and proper respect and deference to his readership, as well as advertisers, as both "pay the freight." Your letters to the editor regulations of type or print double-spaced is a double-think, totalitarian regulation that has no place in a magazine, in a society that prides itself in freedom of expression, as well as a gratuitous insult to your readership, as if you regard them as your editorial lackeys or flunkies. It gives an impression of editorial presumptuousness, pompousness and arrogance. Edwin Sward Worcester, MA Many of our readers may not be aware that Hang Gliding does not actual/y have a staff I'm it. I'm editor, art director and paste-up man, answering service, ad agency and sales, secretary, errand boy and proofreader. I am also responsible for contracting with suppliers and keeping costs under colllrol. There are two reasons for my request that letters be submitted typed or printed and double-spaced. The first is legibility. Occasional/y I receive a Jetter that seems to be fa// of good ideas that I can't read. That's fmstrating. I also hate to misspel/ a name in prilll. The second reason for the request is that handwritten letters must be typed up by the secretary (that's me) before being submitted to the typesetters. The double spacing leaves room for proofreading marks and instmctions. It also helps prevent the typesetter's eyes from skipping lines, which is a pain for them and for me. I do publish handwritten single-spaced letters like yours, but it's a lot of trouble. I'm only asking our colllributors to make life a little easier. -Gil

COMPLIMENTS Dear Editor, I just wanted to add my voice to that of Mike Vuylsteke's in offering my thanks to you all for the superb efforts that go into the production of the magazine each month. In par-

ticular, the improvements over the last two years have made it a slick, professionally done periodical that is now as truly national as the USHGA itself. The magazine, in my opinion, ranks along with the best of any periodical serving a common interest group such as the AOPA Pilot, Soaring, and Sailing. Out of all the magazines I get each month Hang Gliding is the only one that still gets read cover-tocover and generally first! Thank you for doing a consistently outstanding job in reporting what is going on in hang gliding across the nation and around the world. I am enclosing an additional contribution which I hope will help you sustain the effort. Jules Gilpatrick Sacramento, CA Thanks for the compliments Jules. It should be poillled out that much of the credit must go to our members and readers who write most of the articles. There is a tremendous amount of tale/I/, enthusiasm and imagination in the hang gliding community. - Ed.

DISAPPOINTMENT Dear Editor, Your April issue was very disappointing. If I wanted to read fiction I would buy a comic book. D.C. Bushey South Glen Falls, NY

BAD IMAGE Dear Editor, Have you seen your 1987 Spring and Summer Sears Catalog yet? If not, take a look at the television section. Pictured on one of the big screens is a hang glider and pilot. The pilot is standing in the control frame, with no harness on, launching off of what seems to be Mount Everest. Now I know that this is an old picture of an old standard, maybe even an old way of flying old standards! But these days are gone. I think our sport should not be portrayed to the public this way. Would your mom let you fly hang gliders if she saw this? "Mac" McAllister Fly Creek, NY

AIRMAIL NOVICE PILOTS GETTIN' DOWN Dear Editor, Flying a hang glider is easy. However, operating one safely requires the student pilot to develop strong flying skills in a variety of weather conditions. The skills are not unlike any others; you learn through practice - the more practice the more advanced the skill level. In this sport the recreational mountain pilot very rarely gets enough practice. He is constantly refining his flying technique each time he flies. Hopefully before flying from the mountains he has refined all basic operational skills in a wide range of weather conditions. If he has not there will be problems. To avoid these problems the novice pilot should become an advanced competent hill flyer before flying from the mountains, demonstrating he is completely familiar with flying in calm to unstable air on the hills. Below are a few tips for the novice pilot. Ask yourself how confident you are with a given hang gliding skill before progressing to a new one. If your instructor is doing an acceptable job you should be completely "burned out" at each skill level before progressing along to another. If the instructor is pushing you faster than you care to proceed then ask him to slow down. If he persists, find another instructor. A good instructor will seldom slow your pace unless he foresees a problem due to improper decision making on your part. Remember, you are ultimately responsible for yourself. Always think and listen to yourself. The instructor is there only as a guide to keep you from moving too rapidly. A good instructor will constantly be asking you questions to help build your confidence and increase your understanding. Before beginning your mountain flying you should have 100 to 150 flights from hills. This will allow ample opportunity to fly in calm to unstable air. There is nothing more dangerous in this sport than exceeding your skill level. If you spend months on the hills before flying a mountain, so be it; you will be all the more relaxed and prepared when the mountain flying begins. The mountains are not going anywhere. You will soar, it just takes time, practice and patience. These are personal opinions not necessarily endorsed by the USHGA. Bruce D. Hawk Knoxville, TN

Dear Editor, Most pilots I know have solved the problem of getting up (most of the time), but some have difficulty in getting down in small hot landing areas. This letter recommends a possible solution as to what to do if you 're on final glide; you've done lots of turns and/or you're cruising in, but you seem to be flying higher and farther than you want to. A quick 360 might seem like a solution, but it could put you back in the same air that put you there in the first place, or too low to finish it. Try this: Unproned in a high drag stance pull in and over to one side just long en_ough so that the glider starts to turn, then pull in and over to the other side and repeat if necessary. It works; you'll lose far more altitude than just pulling in and won't build up a lot of excess speed.

pilot, Jim Shaw, to configure his hand fairing/ instruments as shown on the cover photo he must: 1) Connect his instruments AFTER launch. 2) Slide his left hand fairing on the base

bar AFTER launch. 3) Never get cold enough to use the hand

fairings. 4) Say, "Far out!" after he lands at John

Denver's place in Aspen. 5) Always fly crooked when using hand

fairings. 6) Search for a useable LZ at the party at Dr. Hunter S. Thompson's. Joel Howard Baker, MT

EXPLORATIONS Bruce Mahoney Tulsa, OK

AN IDEA Dear Editor, I couldn't help but notice the drawing by Carl Boddie on the USHGA membership application form. I think it would make a great T-shirt or emblem, and would bring in a fair amount of revenue. You could even have a small screen made up to go over the pocket of a "golf' shirt, (it seems to work for Wills Wing!), and would probably appeal to our new, more sophisticated pilot. Bruce "Manks" Rio, NY

Dear Editor, "Explorations With The Thermal Snooper" by Rick Masters was a super article. I felt I was right there flying along checking out the capabilities of the Thermal Snooper. Well done you guys. Thanks. Louis Sussman Nevada City, CA

Hang Gliding welcomes letters to the editor. Try to make your letter concise, and please submit it typewritten and double-spaced. If typing is not possible, please print double-spaced. -Ed.

BLACKHAWK POD HARNESS Only $295 including shipping

MYSTERIOUS COVER

Dear Editor, Just as the May, 1987 cover photo caused chagrin to another Montanan (see Peter Gray's letter to ''Airmail" in the June 1987 issue), it has been found that the cover photo of June, 1987 has perplexed others from the Big Sky of Montana. A hastily prepared and unscientific poll of an insignificant number of fellow pilots of the BS (Big Sky) agrees that in order for cover

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HANG GLIDING

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCIDR

REGION

Tom B. Clark Sean Collins Ray Crosby Carlanne Giese Bryan Johnson Ingrid Otteson David Rabern Brian L. Roach Anondo Stangl Erik Vistica

Morgan Hill, CA Sunnyvale, CA Hayward, CA Castro Valley, CA Cupertino, CA San Luis Obispo, CA Vanderberg, CA San Jose, CA Stanford, CA Palo Alto, CA

Jim Woodward Rob Engom Fred Hutchinson Dan Murphy Rob Enghom Achim Hageman David Curry Jim Woodward Mark Kline Haydn Redfern

2 2 2

Pen Rose Baldwin Bridget Bergen Kathleen Davis Ardyth Foley Mark Mallett John Page Randy Schenk Heinz Schenker Elizabeth Shaw Abby Smith David Smith

Lakewood, CA Honolulu, HI Aiea,HI Honolulu, HI Los Alamitos, CA Norton AFB, CA Canoga Park, CA Honolulu, HI Honolulu, HI Long Beach, CA Long Beach, CA

Joe Greblo Neil Kjar Neil Kjar Neil Kjar Mel Asher Debbi Renshaw Karen Schenk Neil Kjar Neil Kjar Buzz Chalmers Buzz Chalmers

Michael Gursira Ronald Sorenson

Colorado Springs, CO Tucson, AZ

Ron Wtlkinson Doug Gordon

Dan Davis J. Bruce Eickelman Rod Lecouteur Rod Lecouteur, Jr Veronica Lecouter Michael Steven Brett Wuthrich

Chicago, IL Naperville, IL Newaygo, Ml Newaygo, MI Newaygo, Ml Evenston, IL Verona, WI

Doug Gordon Rob Bachman Rob Kreske Rob Kreske Rob Kreske Martin Bunner Buzz Chalmers

Valerie Barber Salinas Briseno Gregory Clark Julie Parsons Alex Wellman

Falmouth, MA New Ipswich, NH Hartford, CT Meriden, CT Amherst, MA

Rob Bicknell Jim Woodward Rob Bicknell Rob Bicknell Rob Bicknell

John C. Bennett Ill Paul Canham M. Ford Cochran Joseph Demchik William Forest Ill Richard Hanley Cathy Koontz Gregory Krause Allen MacEachren Randy Maddox Craig Rogers Colin Sandercock Thomas Sullivan Glen Tischner

Fairfax, VA Norfolk, VA Annandale, VA King of Prussia, PA Rockville, MD Maumee, OH Pittsburg, PA Glen Burnie, MD State College, PA Germantown, MD Blacksburg, VA Arlington, VA Severna Park, MD Sterling, VA

Rob Bachman Rob Bachman Chris Thompson Buzz Chalmers Chris Thompson Rob Bachman Pat Brooks Fred Permenter Chris Thompson Steve Wendt Richard Cobb Rob Bachman Rob Bachman Chris Thompson

SEPTEMBER 1987

2 2 2 2 2 2

Jim Amodeo Wtlliam Boger Hiram Brown Robert Burleigh Nick Lee John Letourneau Jeffery Milliron Victor Milliron Michael Nowak Dan Shell Connie Thompson Robert Walton Ill Martin Yas

Macon, GA Charlotte, NC Nashville, TN Athens, GA Mableton, GA Atlanta, GA Madison, FL Madison, FL Cocoa Beach, FL Montgomery, AL Pembroke Pines, FL Castle Hayne, NC Nashville, TN

Buzz Chalmers Chris Thompson Buzz Chalmers Buzz Chalmers Buzz Chalmers Matt Taber Buzz Chalmers Buzz Chalmers Buzz Chalmers David Curry Matt Taber Rob Bachman Buzz Chalmers

10 10 10 10 IO IO IO 10 10 10 10

George Collins Philip Corneilson, Jr Kris Dimmick Ilana Kingsley Daniel La Sota Kathryn La Sota Kevin Richard Robert Robb

Saugerties, NY Troy, NY Cortland, NY Oneonta, NY Huntington, NY Huntington, NY Wingdale, NY APO, NY

Dan Guido Rob Bachman Dan Guido Dan Guido Paul Holteen Paul Holteen John Wallen Gary Elhart

I2 I2 I2 I2 I2 I2 12 12

Timothy Hubbell Robert Lamb John Rupcic

Cayman Islands, WI Bristol, UK Ontario, Canada

Buzz Chalmers Roger Coxon Matt Taber

FOR FOR FOR

IO IO

NOVICE RATINGS NAME

7 7

9 9 9 9

9 9 9

CITY, STATE

INSTRUCIDR

Brent Graham Paul Watkins Brian Wheeler

Livermore, CA Reno, NV Travis AFB, CA

Gary Lagrone Ray Leonard Dave Rodriguez

Jerry Gray David Jennings Dianne McKenzie Craig Murray Paul Sabadin Steven Smith Bryan Yute

Alta Loma, CA Port Hueneme, CA San Bernardino, CA Carslbad, CA Santa Ana, CA Thousand Oaks, CA La Mesa, CA

Robert McKenzie Jim Woods Rob McKenzie Debbie Renshaw Rob McKenzie Jim Woods John Ryan

Andrew Allen Gary Banks James Barney Mark Bennett Ron Cowboy Susan Earley Lyle Henderson Adam Hoyt Tania Hoyt Bob Jackola Wayne Loeber Todd Loulias Tom Swift

Gunnison, CO Salt Lake City, UT Tucson, AZ Littleton, CO W. Jordan, CO Lakewood, CO Salt Lake City, UT Tucson, AZ Tucson, AZ Mesa, AZ Park City, UT Midvale, UT Scottsdale, AZ

Gary Lagrone Dave Rodriguez Doug Gordon George Greer Gary Lagrone Claudia Holbrook Dave Rodriguez Doug Gordon Doug Gordon Doug Gordon Dave Rodriguez Dave Rodriguez Doug Gordon

Tasche Streib

Idaho City, ID

Mike King

REGION 2 2 2

4 4 4

RATINGS AND APPOINTMENTS ADVANCED RATINGS Paul Burgess Jeff Swayne David Wamsley

Davison, Ml Herrin, IL Cicero, IN

Rob Kreske Matt Taber John Ryan

7 7 7

Troy Funkhouser

Lexington, VA

Rob Bachman

Steve Baldwin Harry Carden Chris Farbolin Don Marsden Jeff Reynolds Edward Secrest Greg Turner

Marietta, GA Chattanooga, TN Roswell, GA Mocksville, NC King, NC Shelby, NC Marietta, GA

Matt Taber Matt Taber Buzz Chalmers Jake Alspaugh Jake Alspaugh Roger Coxon Buzz Chalmers

10 10 10 10 10 10 10

William Bertelle Warren Besthome Floyd Bibby John Paul Bonn Richard Collins Robert Davenport Colleen Goodier Thomas Goodier Doug Gurnic Phillip Klathan Jeffery Leach Samuel Powers Alex Reynolds Lisa Shay Jens Slaton John Slumpff Kim Veitch Stephen Weissenberger

APO,NY Irvington, NJ APO, NY Syracuse, NY APO, NY APO, NY APO, NY APO, NY APO,NY APO,NY APO,NY APO,NY APO, NY West Point, NY APO, NY APO, NY APO, NY APO, NY

Gary Elhart George Greer Gary Elhart Robert Clark Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart Gary Elhart

12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

Adolf Haider

Amberg, Gennany

Foreign Equivalent

FOR

NAME

CITY, SfATE

OBSERVER

REGION

Richard Girard

Bellevue, WA

Mike Dailey

Margie Langlois Monty Sepulveda

Las Vegas, NV Grover City, CA

Craig Baker Greg Lamadrid

2 2

Douglas Brown John Leuck Douglas Newby Richard Schleicher Alan Weston

Mission Viejo, CA Redondo Beach, CA Ocean Beach, CA Los Angeles, CA Lancaster, CA

John Ryan Debbie Renshaw Steve Hawxhurst Debbie Renshaw Joe Greblo

3 3 3

Trey Curl

Albuquerque, NM

Mark Mocho

Awe P. Hald

Evanston, IL

Foreign Equivalent

John Musto

Reading, MA

Gordon Brown, Jr,

Luiz Octavio Cartolano Ricky Duncan Paul Thomas Christophe Valliant

Rio de Janiero, Brazil NSW, Australia Sandton, South Africa, Chamonix, France

Fred Lawley Foreign Equivalent Foreign Equivalent Foreign Equivalent

FOR FOR FOR FOR

DIRECTOR

REGION

MASfER RATINGS NAME

CITY, SfATE

Steven Holte

Everett, WA

Ken Godwin

Todd W. Craig

San Gabriel, CA

Walt Dodge

David Rodriguez

Riverton, Ut

Jim Zeiset

INTERMEDIATE RATINGS INSfRUCTORS CITY, SfATE

OBSERVER

J, Hall Beattie Raymond La Ford Paul Sterner

Brinnon, WA Ocean Shores, WA Seattle, WA

Ken Godwin James Reynolds David Chadwick

Todd Keller

Alameda, CA

John Ryan

Russell Anderson Steve Kuenzie

Tucson, AZ Glendale, AZ

Russ Gelfan Russ Gelfan

4 4

Lon Streib

Idaho City, ID

Mike King

Jacob Pierce

Needham, MA

Jeff Nicolay

Michael Guerreso

Lenoir, NC

Ben Burril

NAME

REGION NAME

ADMIN/ DIRECTOR

Greg De Wolf (A)

Culver City, CA

Godman/Zeiset

Mark Curtis (B) Alan Godman (AIR) Gary Lagrone (A) Gordon Pollock (A) David Rodriguez (A) Larry Tudor (A)

Draper, UT Lafayette, CO Sandy, UT Salt Lake City, UT Riverton, UT Draper, UT

Godman!Zeiset Godman!Zeiset Godman!Zeiset Godman!Zeiset Godman!Zeiset Godman!Zeiset

REGION

4 4 4 4 4 4

OBSERVERS

10 NAME

CITY, SfATE

EXAMINER

REGION

Ian Huss (SP)

Boulder, CO

Jim Zeiset

James Rowan (SP)

Cumberland, MD

Jeff Sims

9 HANG GLIDING

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RATINGS EXAMINERS NAME

CITY, SfATE

DIREC1DR

REGION

Jay Busby

San Francisco, CA

Jay Busby

Bob Faris

Ft. Collins, CO

Jim Zeiset

(CLASS ONE) CITY, SfATE

Vario H-V -altimeter with audio- vario • small case (123 • 78 • 39 mm) , distinct climb/ sink audio alarms • version V: display switchable to digital vario indication Alto- Print- barograph , storage lime: 22 hrs • 2 markers • real- time clock • seperate batterie printer (Epson P 40) • range 4800 m (9600 m option)

TANDEM RATINGS

NAME

made in Bavaria

ADMINISl'RA'.IOR

RF.GION

Gregg Pujol

Sunnyvale, CA

Pill Denevan

Michael Johnson James R. Strube

West Covina, CA i'ilsadena, CA

Robert McKenzie i'ilul Burns

3 3

Richard Boone Bob Faris Kenneth Koerwitz Robert Millman

Littleton, CO Fort Collins, CO Westminster, CO Salt Lake City, UT

Joe Greblo Jim Zeiset Jim Zeiset Jim Zeiset

4 4 4 4

Gary Harkins Rodney Hauser

Alto, MI Cashton, WI

Bruce Case John Woiwode

7 7

Kevin Conklin Christopher McGuiness Thomas Saville Scott Wise

Cresskill, NJ Carmel, NY Hackettstown, NJ Oakland, NJ

i'ilul Voight i'ilul Voight i'ilul Voight i'ilul Voight

All metric indications optional in ft/ ft/min Write for more information: U. Golik 132 Arlington Str. Acton Mass.01720

/! BRXUNIGER

FLUGELECTRONIC

u u

(CLASS TWO) NAME

CITY, SfATE

ADMINISl'RA'.IOR

Gary Wood

Carson City, NV

Russ Locke

Niel Kjar

Kailui, HI

Walt Dodge

RF.GION 2

AWARDS

Bronze

Silver

Rodney Alston William Erickson Jonny Glasscock John Hellgeth Valerie Hoffman Anthony Lawrence i'iltrick Mathers George Proudfoot Shirley Pervis Peter Rosen Ray Tucker John West Murie "Sonny" White

James Anderson Harry Martin Timothy Ward

SEPTEMBER 1987

UPDATE INSTRUCI'OR CERTIFICATION AT WOKOUT MOUNTAIN

If you're thinking about teaching hang gliding next year, October is a good time to get certified as a USHGA Basic Instructor at Lookout Mountain Flight Park, near Chattanooga, Tennessee. October is one of the favorite months for soaring winds at Lookout, so you can probably get some airtime while you get certified. And you can attend a Tandem Clinic, too, allowing you to fly with your favorite passenger. On Saturday through Tuesday, October 10-13, Lookout Mountain Flight Park will hold an Instructor Certification Clinic at the Flight Park's training facilities. Wednesday and Thursday, October 14-15, will be the dates for the Tandem Clinic. And to round out the learning opportunities, a towing demonstration is scheduled for Friday, October 16. If there's enough interest, a Tow Clinic will be held Saturday and Sunday, October 17-18. Each of the clinics has a $150 fee, and advance registration is advised. For information, call Buzz Chalmers at Lookout Mountain Flight Park, (404) 398-3541.

GROUSE MOUNTAIN RESULTS PYLON

AEROBATICS

1) Jim Lee 2) Joe Bostik 3) Mark Bourbonnais 4) Nelson Howe 5) Randy Haney 6) Brian Porter 7) Jim Bamford

John Heiney Enrico Egli Mitch McAleer Aaron Swepston Tom Low Gerry Charlebois

8) Bill Fifer 9) Peter Griffiths 10) David Bowen

WOMEN's 1) Katie Miller 2) Mia Schokker 3) Connie Bowen 4) Masumi Murase 5) Tina Jorgensen

NATIONAL FLY-IN THIS MONTH Don't forget the USHGA National FlyIn to be held Sept. 24-27 in the Chattanooga, Tennessee area. The fun meet will include: an Instructor Certification Clinic, parachute seminars, balloons, ultralights, skydiving, and trips to top flying sites. Contact: Tennessee Tree Toppers, P.O. Box 136, Lookout Mt., TN 37350 or call Rick Jacob (615) 238-5568 or High Adventure Sports (615) 825-0444.

CHANGES AT TORREY PINES Flight Realities at Torrey Pines in San Diego, California, has closed its doors after fourteen years of operation. There is currently no school or business operating on the site. However, flying is still administered under the Torrey Pines Hang Gliding Association's flight rules and site monitors. The City of San Diego is reviewing several bids to reopen a hang gliding "concession" on the site. When Flight Realities closed shop, privately owned equipment stored there was removed. One lonely glider has remained unclaimed and is now stored at the Hang Gliding Center of San Diego, (619) 450-9008. If you know the owner of the glider, please have them call HGC to describe and claim the ship.

SOAR AND SURRENDER Maralys Wills, professional writer and author of "Manbirds," a history of hang gliding, has written a hang gliding romance, "Soar and Surrender. " The novel is the story of Jenny Whitfield and Kirk McCabe, co-owners of the hang gliding firm "Whitfield Wings." The romance chronicles their love affair and desperate struggle to save the company from financial ruin. (The story is clearly based on the early days of Wills Wing, which was founded by Maralys' sons Bob and Chris.) The two lovers, in an attempt to win $100,000 in prize money to save the company, enter

, a tandem hang gliding competition which takes place in the Owens Valley and Hawaii. The novel is well-written, captures the spirit of hang gliding, and includes surprisingly extensive passages relating technical information about the sport: construction of hang gliders, launching, nature of thermal activity, rotors, hypoxia, etc.-Ed. EXCERPT: ''But nothing - none of the pictures on the company walls, none of her conversations with Kirk - prepared her for what she saw next. Rob lifted the craft high over his head, pointed the nose toward the horizon, and began to run ... Rob Kennedy was no longer the familiar, handsome, mortal man she'd known in the office, walking and talking like any other human. He was a bird ... She saw the look on his face. The joy. The excitement of being airborne. Now she knew, if she'd never understood before, why men made hang gliders and hung tough in a losing business and put their souls on the line with little chance of collecting. They made hang gliders for the sheer joy of flying ... Jenny stared upward, mesmerized. She'd never seen anything so breathtaking, so full of grace and poetry of motion."

"Soar and Surrender" is published by Harlequin, and is available from the author ($3.95 shipped): Maralys Wills, 1811 Beverly Glen Dr., Santa Ana, CA 92705 (714) 544-0344. CHELAN BUTTE OPEN THROUGH FIRE SEASON Chelan Butte, host site of the '85 and '86 Nationals will no longer be subject to closure for fire danger during the dry summer season. This change is the result of negotiations by Cloudbase Country Club with leadership from director Ken Godwin and Buck McMinn of Chelan, WA. Access will be limited and controlled I by the use of a gate and the following I site protocol: Proof of USHGA member-

HANG GLIDING

· ship required for insurance purposes; Intermediate rating required (Novice condition'llly allowed with certified in, structor present); all vehicles to top will be equipped with a 10 BC fire extinguisher and shovel suitable for fire fighting; keys to gate will be limited to Cloudbase members ($15 annual dues, $5 key fee sticker included); visiting pilots must purchase helmet sticker ($5 fee per season); helmets and parachutes required; no camping, fires, smoking or firearms on butte during fire danger season (June 1 to Oct. 30). Contact: Cloudbase Country Club, P.O. Box 629, Issaquah, WA 98027 or Mike Daily, 705 90th Place SE, Everett, WA 98208.

UPDATE World Championships in Australia, as a group (departing Jan. 14 returning Feb. 15, 1988), please contact Bill Bennett at Delta Wing. Spectators and pilots welcome.

AIRWAVE DEVELOPING GLIDER TEST RIG Recent visitors to Airwave Gliders may have seen a rather forlorn looking Jaguar XJS adorning the car park. In fact, since that time it is being transformed by the Airwave team, with the assistance of Bruce Goldsmith, into a glider test rig which, when complete, should enable the company to carry out its own certification to meet UK, US and West German

standards. The choice of an XJS was deliberate because to apply the appropriate loads to the glider it will be necessary for the vehicle to travel at around 80 mph. Actually achieying these speeds with a glider on board necessitates the use of a vehicle which is both relatively heavy and has a lot of power to overcome the effects of drag and lift. With its two-ton weight and 5.3 litre V12 engine, the XJS is one of the few vehicles which meets the performance parameters. The rig comprises an aluminum platform which is permanently mounted on the roof of the car. Attached to the platform is a triangular beam arrangement which supports the glider under test. A

;------------------------------------------~----

HANG GLIDING SAFARIS The Santa Barbara Hang Gliding Center is planning hang gliding safaris led by Achim Hageman to Rio de Janeiro, the World Championship in Australia and to Africa (Kenya/ Tanzania). The hang gliding safari to Rio de Janeiro includes seven nights at a first class hotel on the beach, round trip airfare from New York, and tour guides, transportation and a great time celebrating the new year. The world meet starts January 26th and the hang gliding safari will cover the meet and also provide opportunities to fly at Stanwell Park in Australia. Also included are accommodations, transportation and airfare roundtrip from L.A. In February, 1988 an expedition will leave to Kenya/Tanzania to discover flying sites. The trip includes round trip airfare to Nairobi, two nights at a first class hotel and a ten-day bush safari. Planned safari flying sites are: Mt. Kilimanjaro, Lake Manyaro, the famous Rifft Valley and Ngororo Crater. For dates and more information contact: Achim Hageman's World Hang Gliding Safaris, 29 State St., Santa Barbara, CA 93101, (805) 962-8999.

TRAVEL TO 1988 WORLD MEET

] s,,,. s-1, Tffiili

Mm~~:~~: O~.,~:~~~~

Festival held at Draht Hill, Elmira, NY. Club team and open class competitions. Beginner to Advanced pilots welcome. Ultralights, towing, aerobatics. Camping nearby. Preregistration required. 125 pilots max. Contact: Free Spirit Flight HGCI, P.O. Bop 13, Dept. HG, Elmira, NY 14902.

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. 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. Sept. 18•20: Grandfather Mt. Fly-In. Contact: Doug Rice, 3920 Blue Ridge Rd., Raleigh, NC 27612 (919) 783-8445. Sept. 24·27: National Fly-In in Chattanooga, TN area. ICP, chute seminars, balloons, ultralights, skydiving, flying excursions. Contact: Ten· nessee Tree Toppers, P.O. Box l36, Lookout Mt., TN 37350 or call Rick Jacob (615) 238-5568 or High Adventure Sports (615) 825-0444.

Tond,m cH,ics~,

sored by Paul Burns and Fred Lawly. Cost $150. Contact: Windgypsy, 33041 Walls St., Lake Elsinore, CA 92330 (714) 678-5418.

Oct. 3•5: USHGA fall Board of Directors' Meeting, at Howard Johnson's in Woburn, Mass. near Boston. Call USHGA headquarters for details (805) 944-5333. Oct. 10-13: Instructor Certification Clinic, Lookout Mt. Flight Park, near Chattanooga, TN - $150 fee. Oct. 16: Tow demonstration by Greg DeWolf using ATOL tow system. Oct 17-18: Tow Clinic by Greg DeWolf - $150 fee. Contact: Buzz Chalmers, Lookout Mt. Flight Park, Rt. 2 Box 215H, Rising Fawn, GA 30738 (404) 398-3541. 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. Nov. 13·15: Tandem One and Two Clinic, sponsored by The Hang Gliding Center of San Diego, CA. Participants must provide their own tandem gliders. Class size limited, reservations by Nov. 1. Registration fee $275 with $100 deposit. Contact: John Ryan, 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008. Until Sept. 15: 'fr/ Montana XC Challenge. Contact: Roger Lockwood, 1217 Terry, Billings, MT 59102 (406) 245-6793.

Anyone interested in going to the 1988

SEPTEMBER

1987

UPDATE series of load cells fitted on the beam arrangement measure the forces being applied to the glider and this information is fed into an "on board" computer. From this data both pitch stability and glider polar (lift over drag) can be calculated. The electronics are being supplied by Mark West, who is responsible for developing the new U.S. test vehicle and therefore full compatibility with the American testing methods should be ensured. In addition to allowing Airwave Gliders to produce the information required for certification, the new test rig is also expected to be invaluable for glider development work, both by speeding the testing procedures and providing quantitative results against known standards. Contact: Airwave Gliders Limited, Elm Lane, Shalfleet, Newport, Isle of Wight. Tel: Calboume (0983 78)611. Telex: 869188 GLIDER G.

World Team Fund Raiser The Bishop Nationals were a success, despite worries about strong conditions and safety for pilots. The Nats were also the final round of competition completing world team selection. We've fielded a really strong team for the next world championships, regardless of any controversy over selection procedures. These pilots will do us proud. However, we need to do them proud before the end of December. We need to have a top-flight fund raiser and provide the team the means to represent us, without worrying about the major expenses of transportation, lodging, entry fees and retrieval costs. A bare-bones budget to send eight pilots, a team manager and assistant will

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

BUSINESS CREDITS Kitty Hawk Kites (East) ................... 65 Mission Soaring Center ................... 32 Aeolus Hang Gliding ..................... 29 Lookout Mountain Flight Park ............. 23 Golden Sky Sails ......................... 16 Airplayin' .............................. 15 Windsports International .................. 15 Nova Air ............................... 13 Tradewinds ............................. 11 Hang Glider Emporium ................... 10 The Hang Gliding Center of San Diego ...... 10 Free Spirit Flight . . . . . . . . . . . . . . . . . . . . . . . . 9 Pine Crest Air Park . . . . . . . . . . . . . . 8 Susquehanna Flight Park . . . . . . . . . . . . . . . . . . 6 Hawk Airsports . . . . . . . . . . . . . . . . . 5 Eagles Nest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Morningside . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Arizona Windsports . . . . . . . . . . . . . . . . . . . . . . 4 Kitty Hawk Kites (West) .................. 4 Adventure Wings . . . . . . . . . . . . . . . . . . . . . . . . 4 The Hang Glider Shop (Ventura) ........... 3 Maui Soaring Supplies . . . . . . . . . . . . . . . . . . . . 3 Hang Flight Systems . . . . . . . . . . . . . . . . . . . . . . 3 Mountain Wings . . . . . . . . . . . . . . . . . . . . . . . . . 3 Glider Wings of OK . . . . . . . . . . . . . . . . . . . . . . 2 Santa Barbara Hang Gliding . . . . . . . . . . . . . . . 2 Wasatch Wings .......................... 2 Windgypsy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Ivory Eagle Soaring . . . . . . . . . . . . . . . . . . . . . . 1 Glide Path .............................. I High Sierra Sports . . . . . . . . . . . . . . . . . . . . . . . 1 Southwind Hang Gliding School . . . . . . . . . . . . 1 Fly High Hang Gliding . . . . . . . . . . . . . . . . . . . 1 Chandelle ............................... 1 Desert Hang Gliding. . . . . . . . . . . . . . . . . . . . . . 1

run about $35,000. A comfortably outfitted team with few worries but the competition can be sent on a budget of about $45,000. Divide that amount amoung 6500 members and we'd have a top flight effort for only $7 each! USHGA will offer several promotional options to the membership during this fund raising. We announce the team this month with team sweatshirts and enamel collector's pins. Next month's issue will see the announcement of the world team glider raffle. In upcoming issues you '11 find a listing of donors and an update on the fund raising total. So start now! The U.S. team pilots look forward to your help in bringing home the title "World Champions.'~CB

Improve your skills: proper launch techniques • proper landings • forced or crash landings • angle of attack control • prone transitions • glider repair • pre-soaring and beginning soaring skills• first altitude flights Learn unique aspects of the sport: the term "wuffo" • USI--GA-approved wind direction signal • Doo Dah Days • what's cool, what's uncool • pear people • intermediate syndrome • advanced syndrome

Hang Gliding According to Pfeiffer: Skills For the Advancing PIiot The most comprehensive guide yet for expanding your knowledge and skills. With 244 richly illustrated pages, loads of true stories, and complete subject index. You'll learn: • Soaring Principles • Competition Flying • Cross-Country Flying • Equipment • Speed-to-Fly Calculations

Please send: Amount _ _ _ RIG-IT STLFF For New Hang Glider Pilots at $7.95 each ____ Hang Gliding Acccording to Pfeiffer at $9.95 each Shipping/handling: Surface mail $1 first book, $.25 each additional. Airmail $2.50 first book, $1 each additional in N:xth America, $6 each elsewhere. Sales tax: Please add 6"'/o sales tax when shipment is to a California address. Total enclosed: Mail w/ check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach CA 92652, Name Street City State/Zip "' Dealer inquiries invited..:.. 714/497-6100 "'

HANG GLIDING

1!t88

'\NORLD T"IEAJ'III

The ROSTER Josef Bostik Ted Boyse Bruce Case Jim Lee Howard Osterland Rich Pfeiffer Rick Rawlings Larry Tudor Kevin Bye, Alternate

MOUNT BUFFALO

AUSTRALIA

The EVENT The World Hang Gliding Championships, a bienniel contest to be held at Mt. Buffalo, Bright, New South Wales, Australia from January 22 through February 14, 1988. The location offers excellent thermal cross-country conditions in the Southern Hemisphere summer. The contest organization looks to be excellent, as do the competing teams. As many as thirty countries and 200 pilots will gather. This contest is eminently suited to the strengths of the Pilots on the U.S. World Team. National champions, world record holders, pilots with experience, motivation and polished skills will be representing the U.S. in the next round of Yank vs. Aussie, and Yank vs. the world.

The PLEA We need to send a team that can do its best to bring home the World Championship. We need to free them from the worry of expense that comes with travel. We need to pay their entry fees, housing, transportation costs -- so they can concentrate on thermals, shears and cummies. We need donations from each member to make this team proud to represent the United States of America!

The REWARD The big reward is bringing home the title World Champion, which our "boys" are eager to do for us. The second reward is knowing you helped the U.S. Team fly a proud, tough contest. The third reward is the list of goodies from the Team that you receive in return for donations. Enamel collector pins - $10, Team raglan long sleeved sweatshirts - $30.

Send now to: USHGA WORLD TEAM, P.O. Box 500, Pearblossom, CA 93553

COMPETITION CORNER

Nebrasky Tow II by Ken Krajnik

If somethin' is fun, ya do it again! Thus, the Second Annual Nebrasky Tow Meet was held June 12-14 at Ogallala, NE. Like last year, a high pressure system kept the weather hot and beautiful but contributed to shorter XCs. The meet, sponsored by Hugh (Airhead) Martin and Bob Hladky brought most of the group from last year, including our Region 5 director Mike King and his wife Lisa. Some new faces to attend were Joel Howard (of Region 5 newsletter fame) and a couple of pilots from Galva, Kansas, Jule Lorenzen and Tracy Schmidt. After a breakfast meeting each morning, it was off to the tow roads to get high. Friday had 22 tows with three pilots going for short XCs. Saturday had 13 tows with five pilots going XC, and Mike King getting 30 miles. Another 13 tows on Sunday got four XCs before late afternoon T-storms brought things to a close. Awards were presented Sunday evening at Meyers Camp Ground and ranged from a hand-made glass hang glider for first place (made by Dru Krajnik) to T-shirts and coffee mugs.

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

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

884-6851

The highlight again was no accidents, which shows good pilot skills, not to mention good meet organization under Hugh Martin. Also, our tow equipment is all standardized, thus eliminating any oversights due to different gear. Two tow vehicles were in use, with two heights from 1,500' - 2,000' AGL. We had 11 pilots and 48 tows for a total 121 XC miles. Awards were as follows: Distance Place

Pilot

(Miles)

Glider

Mike King, Boise, Idaho

Magic 4

John Green, Lincoln, Nebraska

Comet 165

Hugh Martin Hastings, Nebraska

23.5

Shadow

Paul Eckerson Lincoln, Nebraska

Demon 175

Greg Huizenga Lead, South Dakota

7.5

Vision-Eclipse

Of notable mention was Paul Eckerson's fourth place. This is the second year for this Novice/Intermediate pilot and for learning to fly mostly by towing, that ain't too bad - eh? Joel Howard received "Best New Tow Pilot to get Jerked Off in Nebrasky!" Joel's first tow looked like "he done it a hunert times." And let's not forget the tow drivers/retrievers. These people handle a thankless job and even give up flying time to help others get high. And lastly, I'm giving myself the "nice guy award." "There I was after tow release, in a 200-300 fpm thermal and up to 5,230' AGL when the airhead calls and asks, 'are you going XC?' As retrievers were short, I elected to fly back to the LZ, thus denying myself a chance to set a

ew state record and showing everyone ow it's done. I guess Woiwode's '86 record will have to wait to be broken." Well, someone's gotta be a nice guy! Thanks to all who attended and to the "plough boys" who let us use their fields. The good Lord willing (and the readers who put up with my articles), I'll be writin' about Nebrasky Tow-3 next year!• BETTINA BAHLSEN MEMORIAL MEET RESULTS Cochrane, Alberta, Canada June 20-21, 1987

Overall 1. Dale Moore, Regiona, Saskatchewan ........ 99 miles 2. Willi Muller, Cochrane, Alta .............. 77 miles 3. Howard Vandall, Calgary, Alta 71 miles 4. Ron Bennett, Calgary, Alta ................ 67 miles 5. Ken Heibert, Edmonton, Alta .............. 64 miles 6. Dainis Mednis, Calgary, Alta ................ 62 miles 7. Randy Haney, Savona, B.C ................. 78 miles 8. Alex Bahlsen, Cochrane, Alta .............. 47 miles 9. Roger Laing, Calgary, Alta ................ 36 miles 10. Glen Dagenais, Calgary, Alta ................ 31 miles

Level ID, Byron Buchanan Memorial Trophy Greg Leslie, Calgary, Alta ..................... 3 miles

Level II Brian Schmaltz, Calgary, Alta ...................... Target

Sportsmans Award (This award was voted on by competing pilots.) Roger Laing, Calgary, Alta

HANG GLIDING

1988 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its twelfth annual call for nominations to the national Board of Directors. Eleven positions are open for election in November, 1987 for a two-year term beginning January 1, 1988. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than September 30, 1987 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their term expires December 31, 1987. Ballots will be distributed with the November issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than September 30 to: USHGA, P.O. Box 500, Pearblossom, CA 93553.

REG.#

CURRENT DIRECTOR

ST ATES WITHIN REGION

Russ Locke

Northern California, Nevada

New Seat

(two directors needed)

Steve Hawxhurst

Southern California, Hawaii

New Seat

(two directors needed)

Jim Zeiset

Arizona, Colorado, El Paso, New Mexico, Utah

Mike King

Idaho, Montana, Nebraska, Wyoming, North & South Dakota

Steve Michalik

Arkansas, Kansas, Missouri, Oklahoma

W.W. Richards

Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia

Rick Jacob

Alabama, Florida, Georgia, Mississippi, North & South Carolina, Tennessee, Virgin Islands

Warren Richardson

Louisiana, Texas

Pete Fournia

New Jersey, New York

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM I hereby n o m i n a t e - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - (Please print name, address and phone number)

as a candidate for Regional Director for Region #. . I understand that his/her name will be placed on the Official Ballot for the 1987 Regional Director Election, if three nominations are received by September 30, 1987. I have notified the above person and he/she has accepted the nomination. Name - - - - - - - - - - - - - - - - - - - - - - - - - USHGA #_ _ _ _ _ Region #_ _ _ __ Mail to: Elections, c/o USHGA, P.O. Box 500, Pearblossom, CA 93553.

USHGA REPORTS

Call For Award Norrrinations The USHGA awards program provides an annual opportunity for the national association to publicly say 'Thank You' to people who are helping to make hang gliding a successful and rewarding outdoor recreational sport. The Awards Committee is issuing its call for nominations. Any USHGA member may submit a nomination direct to the USHGA office. The five awards are: PRESIDENTIAL CITATION Recognizes an individual, group or organization that has made a significant contribution to the sport. The contribution need not have occurred in the current year. It is USHGA's highest, most prestigious and oldest award with a history dating to 1972. Past recipients are: 1972 Volmer Jensen - early development of controlled fixed-wing. 1973 Francis Rogallo - invention of the flex-wing concept. 1974 Bennett, Dickenson, Moyes triangle control bar. 1975 Richard Miller - early development of flex-wing hang glider. 1976 Lloyd Licher - leadership in creating USHGA. 1977 R.V. Wills - development of accident reports and analysis. 1978 Bill Bennett - introduction of practical parachute. 1979 not awarded 1980 John Lake - contributions to safety and training. 1981 not awarded 1982 Pete Brock, Roy Haggard - production and design of Comet. 1983 Dennis Pagen - communication of safety and flying techniques. 1984 Donnell Hewett - development of safe towing practices. 1985 Mike Meier - development of

competition point system. 1986 Richard Boone - introduction of floating crossbar and struts. EXCEPTIONAL SERVICE Recognizes the member who has provided the most outstanding volunteer service to USHGA at the national, regional or local level during the current year. The award is delineated from the Presidential Citation, which recognizes service to the sport of hang gliding, by focusing on a member's service to the Association. It is USHGA's leading award for such service. Past recipients are: 1983 Vic Powell - liaison to national organizations. 1984 Birk Fair - Fund raising for USHGA and world team. 1985 Liz Sharp - competition system development and support. 1986 Gregg Lawless - design of headquarter's computer programs. CHAPTER OF THE YEAR Recognizes the USHGA chapter considered to have conducted in the current year the most outstanding programs in various activities which reflect in a positive manner upon the chapter and the sport. Activities include beginner and novice programs, site procurement, safety, membership development and retention, USHGA membership development, and civic service. Past recipients are: 1983 Capitol Hang Gliding Assn. and Maryland Hang gliding Assn. 1984 Tennessee Tree Toppers. 1985 Wings of Rogallo. 1986 Sylmar Hang Gliding Association. NEWSLETTER OF THE YEAR Recognizes the most outstanding hang gliding newsletter series in the current year that has been supportive of the sport

and the sponsoring Chapter's activities. Consideration is given to member service, layout, article variety, safety promotion, and pictures. Past recipients are: 1983 WINDWRITER, Houston Hang Gliding Association. 1984 AIR TIMES, North Carolina Hang Gliding Association. 1985 SKY LINE, Capitol Hang Gliding Association 1986 BRANCHES, Tennessee Tree Toppers. COMMENDATION Recognizes a member who has in the current year exhibited volunteer service to USHGA that is of excellent quality and of significant importance to the Association. The volunteer work may have begun prior to the current year, but must be ongoing or have been completed this year. Past recipients are: 1985 Doug Hildreth - Accident statistics and analysis. Free Spirit Hang Gliding Club, Elmira, NY - Annual Labor Day weekend competition attractive to all rating levels. BRANCHES Newsletter, Tennessee Tree Toppers - Production quality. 1986 Gary Scheer - Sport development leadership in Region 11. HAWK TALK Newsletter, S. NY Hang Glider Pilots Assn. - Spirited method of communication. HOW TO SUBMIT A NOMINATION A nomination letter must cite actions or activities of the member or organization for which they are being nominated. Provide information that supports the nomination, such as at least three different samples of a newsletter. Include dates, locations as appropriate, name, address and phone number of the person or organization you are nominating so that they may be contacted if selected. The information you provide may be the only material available to the Committee. Communicate, help Committee members understand the significance of (conlinued on page 28)

HANG GLIDING

photos by Laura Daltry 7:15PMJUNE

NEVADA

is an almost-dark and almost-stormy night, somewhere in the middle of Nowhere, Nevada. The only of civilization we've seen in the past two hours of nei1mc)ni:i; up one Jost, lovely, green then another miles of it on is the cemetery dating back a dirt road to Gold Rush across the road from where we wait. "We're at the dead center of Tudor's town," Pmila Hatzenbuhler, she scans vetem cloudbase for his in the Vertical bolts of north end of the valley. The flat-bottomed cumulus clouds "Ultimate clouds" that the strong street~ of thermals the pilots cranked all the way up the Owens and now far into Nevada putting an earare now dark and ly end to the It is dark already, 16

although it's only nine days after the longest day of the year, the summer solstice. Even so, it's been as close to the fabled "Ultimate as it has ever gotten. Until this morning, in the entire history of the sport thousands of pilots around the world, fly-, countless cross-country days only two pilots have broken the 200-mile barrier ever. four pilots would. Hatzenbuhler stands next to the tmck, holding the microphone of the truck's FM two-way radio base unit. Suddenly, static, then a man's exhausted voice: "Please tell me the wind direction and velocity; I'm comin at It's northeast at five to Then, a moment later, skimming the bottom of the dark, dense cloudbasc, the shape of a white glider takes form ancl sharpens. "I've got a visual!" On the radio: ''.Am I within 500 meters of goal?" Geoff Loyns, 36, a wry, blonde Britisher, a cabinet maker who lives in Palo Alto, California and has been flying the Owens

Valley for several summers, runs iuto the sagebrush unrolling a roll of white toilet tissue to hold up as a wind direction streamer. "Tell him yes! 1ell him the sagebrush is only a foot high!" Slowly, slowly, descending like a stiff moth, Tudor, 33, holder of six official FAI and NAA world hang gliding records as well as several unofficial records, considered the top crosscount1y pilot in the sport, slides from the sky and tlarcs. As Tudor's feet touch the ground, he adds two more world records to his list. One is tl1e official (he is carrying a barograph) distance record 217 Great Circle miles. The other is the more exacting declared distanceto-goal record, also 217 miles, one he'd been shooting for for two years, coming up short of it three times the previous summer hy only a few miles. The record he takes away from Loyns, the man who has been driving for him for the last 100 miles and has just guided him into his goal. (Loyns flew 169 HANG GLIDING

declared distance-to-goal miles in June, 1986, Horseshoe to Gabbs Airport.) Tudor unhooks and takes off his helmet and face mask. The bright blue cream he had smeared on his face at Horseshoe Meadows launch ten hours earlier is still on his nose and lips, lending a certain Mardi Gras surrealistic party touch to the moment. He looks beat but centered and satisfied. We tell him that ten minutes before, 23-year-old Czech defector Joe "Hang Czech" Bostik had landed up the road. "How far up the road?" Tudor asks. "I'm landing about ten miles up the pavement road," Hang Czech had radioed us. "Did I beat-ed Larry's record?" he had asked. In 1983, Tudor had landed seven miles up that road to set a 221-mile record. Had Bostik gone further? As Tudor breaks down his glider, Loyns and I jump into Loyns' Isuzu pickup truck and race down the highway to find Hang Czech. The odometer rolls over to read ten miles, eleven, twelve. Nothing but empty green range, no sign of a glider. We slow to a stop to allow an Angus range cow to cross the highway. Where is Hang Czech? Thirteen miles, almost fourteen - there he is! (Hang Czech's distance would prove to be 228 Great Circle miles, beating Tudor's 1983 record by seven miles.) When Hang Czech sees our truck, he jumps up and down next to the road, jubilant and boyish. We yell and applaud. "You did it!" So, only ten minutes and a few miles apart, three world records are broken, two of them handed off between three men who would ride home together in the truck. We strap Hang Czech's 1987 Wills Wing HPII (Tudor flies the same model, but customized) on the racks and drive back to get Tudor and Paula. The men shake hands all around: "Couldn't give my record away to a better man," Loyns says to Tudor. Paula feeds her puppy, then makes us all tuna fish sandwiches on wheat. Loyns, the only one of the three who had lost but not won a record that exceptional day, hurries us with a decided edge in his voice: "C'mon, let's go - I want to fly tomorrow!" Tudor, who had just flown for ten hours, figures out how much gas money he owes Loyns, hands him some money, and gets behind the wheel for the 5-1/2 hour high speed hurtle back to Lone Pine. Hang Czech and I burrow under harnesses for warmth in the open back of the pickup. Every time I glance over at Hang Czech, he is smiling a big grin. The flight hadn't been without its probSEPTEMBER 1987

!ems for either Hang Czech or Tudor there had been low saves, a northeast wind the final 100 miles, hypoxia, doubt about the flight path. For Hang Czech, a chase truck that broke down 12 miles down a dirt road, two hours shy of where he wanted to land. For Tudor, just when his declared goal seemed a sure thing, a record he'd been trying for for two years, he had been forced to make the hard decision of whether to go for the declared goal record or change course and race Hang Czech to try to hold onto his distance record. 7:30 PM THE NIGHT BEFORE THE

FLIGHTS, BISHOP My living room in Bishop is crowded with local flyers (one of our VCR movie parties - the movie that night was a big hit, "Airplane!") when Hang Czech phones to hire me to hangdrive for him and Larry Brill the next day, answering the index card ad I had posted in Lone Pine. "I'm Czech, he's U.S.," Hang Czech explains. He agrees to my price of $25, $35 if they go past Janie's, the bordello at the Nevada border, the 100-mile point from Horseshoe. "Oh, we always go past Janie's," he says. When I get off the phone I ask the local pilots if they know Hang Czech or Brill. "They're good pilots, they're okay," they reply. I'm a little nervous; I know the local area, but I've never been past the Nevada border, much less tried to find any flyers on dirt roads there if they went down. Hell, I figure, if I can't find them, at least I can keep their truck to sell.

7:15 AM JUNE 30, 1987 LONE PINE I meet Bostik and Brill in Lone Pine for the drive up to launch in Hang Czech's 1Cf77 Econoline Van, "The Beast." They're both friendly and together-looking, but "The Beast" looks a little funky. Hang Czech assures me it's reliable: "I rebuilt it all myself." He had thrown out the passenger seat up front, so I sway back and forth up the 20 miles of switchbacks to Horseshoe in the lawn chair I sit in during setup at Horseshoe. Hang Czech tells a little bit about himself (see accompanying article) and Brill, 29, tall, curly brown hair, explains he's a former sailplane pilot who has been hang gliding for five years in Santa Barbara. He says he walked away from a three-piece-suit, corporate engineering career a few months before: "My unemployment runs out after the Nationals."

8:00 AM HORSESHOE LAUNCH, 9,200 1 High cumulus clouds are already forming. "It looks like a good day," is the word. Although it's early on a Tuesday morning, 30 to 40 pilots are setting up their gliders, three and four deep at the narrow launch. The excitement and anticipation is palpable. As Loyns explains later, "The weather map in the Los Angeles Times was the perfect double low, one in Northern California, the other in Southern California, which usually gives you really good distance days. Because the air circulates counterclockwise, you fly up the east side of the southern low with a south wind helping you. When you reach the northern low, hopefully you can fly up the east side of that as well, so it gives you south tail winds the whole way." The people setting up include several top pilots. Jim Lee, from Taos, New Mexico, is assembling one of the fiberglass pods he designs and sells. Two days before, on June 28th, he had flown 208 miles into Nevada to become only the second hang glider pilot to break the 200-mile barrier. Hooking up his 0 2 cartridge, he drawls in his Georgia accent, "I should have made this hose longer." Rick Rawlings is chatting with Larry Tudor, who is stuffing battens with the help of his driver, Paula. There is the usual mix of pricey style and funk: from the pilot with the totally colorcoordinated glider/truck/cocoon/flight suit ensemble to the apparently already beeredup good ol' boys who roll up to launch in a rustbucket old Ford with jimmy-rigged two-by-four glider racks - substantial yardage of their sails proves to be duct tape. Two women stand talking: "It seems every vacation we take, I end up standing around some mountain, then driving all day." As far as pilots, it's an all-boys club this morning; the only women pilots I've seen launch off Horseshoe this season are Aida Raymond, Eric Raymond's wife, and Master-rated Cindy Drozda, who wouldn't arrive from Colorado for another week. 9:30 AM HORSESHOE LAUNCH Larry Tudor is first off, circles, climbs fast and disappears over the steep cliff in back of launch. A minute later, Hang Czech picks up his glider and walks sideways down the road to a clear spot to launch. The shoulder is so narrow he is forced to walk in the road. Site Monitor Rod Schmidt dogs him, saying, "We don't have road encroachment privileges!" Hang Czech keeps walking with his glider. "And on top of that you owe me 17

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launch foe for three way now," With one step, he is in the air. "You're not welcome back!" Rod shouts after him. As Rod walks back up the road, another pilot consoles him, "If you stay sane 'ti! the end of the season, be ahead." Brill takes off a fow minutes later and to "The Beast" to launch my career. I'm for Brill and Paula is for Tudor and LARRY TUDOR: "I had the on that it was to be a day. Two earlier I had done a 185-mile flight with of to 15 miles north of Gabbs. We had to hike out for five hours, 12 miles, because of a retrieval problem. Jim had his 208--mile the next the weather was off, climbed to 12,000' really over launch solid 800 fpm climb, got down the Sierras pretty There were cumulus clouds at 15,000' all the way down the Sierras, a lapse rate with no inversions. and

11:30 AM MT. TINNEMAHA/SPLIT MOUNTAIN ') SIERRAS eaeh with a safe ' altitude. The of the from the Sierras 011 the west (early sun, lift from lauch as to the Whites on the east (soarable about 11:30) is at

Mt. Tinnemaha, (14,000 ') with a diagonal northeast 12-mile to Black Moun-· tain (9,083 ') in the Whites. Pilots like to have at least 15,000' when they leave Mt. Tin-nemaha because you can't bank on any lift in the valley. Even on a good day a lot of good pilots don't make the crossing. As it turns out, Tudor and Bostik make it, Brill and don't. GEOFFREY LOYNS: "I kept up with Joe and all the way up the Sierras, then hung back because he said Black Mountain was in shadow and he didn't want to cross that early. Joe and T were it up on Mt. Tinnemaha. The air was ex-turbulent; I was pitched straight nose down twice. I gave up and decided to cross with the altitude I had, 12,900'. I've crossed with as little as 12,000' successfully, hut when we got to Black, Joe had 500' on me and that's all the difforenee it made for goup or going down."

PM BLACK MOUNTAIN

Tudor leaves Black, Hang Czech not far behind.

12:20 PM BIG HORSESHOE Brill, like

44 MILES FROM

can't make it up Black the Whites, radio-to go down a few Ears," the UCLA in-miles north, at stallation of 30!tal! radio dishes that listen

Beast" down a north-south dirt road to Ears, bumping and driving fast so the truck won't become yet another victim of the six--inch--high "moon dust. Damn! The road is dead ending at the river in fourfoot-high I took the wrong road! I'll never find him! I'll get stuck up to my like I did just last week (and as to Brill 's van ten later in the same spot). They'll fire me! Fired from what's got to be one of the worst--paid, most low-skilled jobs in the world! first dirt road rescue mission from God and I've blown it! I collapse over the wheel in Oh, how did this start? What am I, with my many talents and ac-complishmcnts not to mention my collec·· !ion of high heels doing driving this hor rid Econoline van in the desert in ,,,,_,-u,,"'"""' heat? Some pioneer from generations past kicks in: "Don't just sit there!" I climb out of the van, my in the sagebrush, and climb on top of "The Beast." I look back down the dirt road for any muf-flers, transmissions or other vital organs "The Beast" may have shecl. Nothing. I look for Brill and his glider. Not a trace. I suavely tum "The Beast" around, mangl-ing the sagebrush, and Bang! Slam! retrace my route down the dirt road back to Whew! the highway. C1,ech sends me three miles down another scary "moon dust" dirt road to Ears, this one east-west, to where he says Brill has landed. get there, right by the huge dishes, and look around. Then Czech that joker decides that it's not Ears, after all, where Brill has landed, but Bishop, my home town 12 miles north, featuring modern roads. Nearly an hour of terror and hell in the heat and he uot only his mind, but tells me to hurry up. 1:00 PM BISHOP DESERT NORTH OF HORSESHOE

60 MILES

I find Brill in the desert east of the Bishop Czech says to leave him there and come chase him, but Brill doesn't want to be stuck out there for hours. With Czech's voice calling us on the truck's we nm into the desert and break down Brill's Sensor. 1:15 PM WHITE MOUNTAIN ') Czech radios he is at White Moun-tain. It is at this point we all realize for the first time that this might be a truly (continued on page 22)

SEl'l'EMBHR 1987

English syntax and vocabulary, Bostik comes across as intelligent and extrern1ely confident, with a range of interests that jump quixotically from the AIDS epiclemic ("quarantine would be good thing") to international politics (very conservative) to "male pilots and women." you have (totally supportive) 'wife-driver', it never worb; we're almost all of us He and flying radio· a111p1anes when he was nine. His first of a hang was at age 13, when he visited his grandfather in Anaheim, California. "I thought it was

de miles in nine 50 minutes, to break the 221-·mile unofficial world disTudor had held since has been much higher. Deitecting from Czechoslovakia in Bostik left behind his family, his country, his his culture and a "secure prc,fessional man,

Cal.itoi·na, a beach town near San in a l!J77 Econoline Van that he for $750 and rebuilt himself. He showers in a local health club, cats most of his meals out at cafes and fast food drive-ins, and works for himself carpentry and ren10cleli111g. He admits he has little social life and "no girllfri1!nd doesn't work I'm too focused on What he does is fly; he has ed more than 200 hours of air time on the 1987 Wills HPII he in March. Bostik's distance to this was in June, 1986 unofficial 166 Horseshoe Meadows to Nevada in hours. In addition to nm,hino H1I'. distance record a few miles far•

he is a UP··an<:1-c<:im,,r his sacrifices and dedication arc off. Bostik's home launch site is Lake Elsinore, Calit<i1rni.a, where he t1ies cross20

country every weekend. He says he seldom goes to the trouble or expense of finding a driver to chase him. "I hitchhike back urt, µt:0µ1i;; who three times." Five years ago, the year before 1\ldor flew 221 miles up California's Owens into Nevada for the first over-200-mile flight as well as the world unofficial distance record, Bostik was a architecture student at the Universi1ty of in Czechoslovakia. fledgling sled rides in a and built Its sail was made out of reinforced plastic. couldn't get Dacron sailcloth.") Its aluminum was smuggled out of a defense by a friend. Bostik is now 23, 5 '10 11, a lean but muscular 135 pounds. He typically dresses (when he's not airborne in his cocoon harness and helmet) in running .,,,v~.,,,,_,..,, and either a knit shirt or a Wills teeshirt. With his brown hair m011sta1che, he looks like a young Solidarity Union leader in a thick Czech accent that sometimes makes it hard 011 his drivers when you add in the radio static. But, his occasional struggle with

It wasn't until 1982, at age 18, that he flying "There was a group of about 100 around mostly well-educated university students and another few percent of regular good craftsmen who knew how to build things " There was no such thing as a Wills Wing glider imported from the U.S. to work from: "All Czech were hand-built and designed by us." "We had support by government. Government gave us a shop, a club for me1etm1gs, a 600-foot flying site northwest of (under the wing) of the army organization for young for sport fly .. ing in small ham radio operators, model builders, what didn't belong under athletic disciplines. "On an average 40 to 50 peo· pie would be out there with I was ti:aining on the really models but at the same time there were double surface I went through my whole training prtmU:ive grn1er1no double surface in ab()Ut six months, Then I got hurt, and entered a training program knew everything, but just to I factors." He says he caught on "pl'etty quickly." Just one he hooked in for his first flight, asked to be a junior rei:ires:ent:awve Czechoslovakia in a meet in Poland in 1982. How did he do in the meet? "I didn't go. Instead I my countly." Like many defectors from communist HANG GLIDING

block countries who fear political repercussions on family members left behind, Bostik declines to elaborate on how he defected or why, beyond saying, "I wanted to be free." Bostik did deny that he escaped his country in an ultralite, as one rumor about him suggested. With no visa, little money and only a small daypack on his back the 18-year-old made his way across four borders, from Czechoslovakia to Yugoslavia to Italy to Austria to Germany. He spent nine months in Germany waiting to be granted political asylum by the American government, living in a boarding house on a tiny allowance from a fund for Czech refugees. "It was the most boring months in my life; I couldn't even fly." The U.S. government finally came through with a plane ticket to America in June, 1983. He went to join an aunt in San Juan Capistrano. She had defected after the Russian invasion of Czechoslovakia in 1968. "I knew so little English, all the job I could get was making the hamburgers at McDonald's. It was terrible, lasted maybe three weeks." Bostik explains with a grin, "My aunt told me to go to university or to military but I wanted to fly, so I moved out on my own." "I met some flyers. John Heiney, an Elsinore flyer, helped me to fly for first few months, before I could afford to buy my first U.S. glider, a Delta Wing, bought used on credit." He started flying nearby Lake Elsinore and coastal sites. "I was not exceptional pilot. I had been pretty good in my country, but U.S. pilots were ahead of me." In his first year, he logged 150 hours of air time, catching up. "I immediately began flying crosscountry. After first few attempts at aerobatics (which included a failed loop he had to throw his parachute), I know I wanted to fly cross-country only. It's more enjoying, more challenging. I knew I can't never learn everything." "I've been lucky and never been hurt, but sometime I had to learn the hard way - smashed up the glider few times, but not myself. I am trying to be aggressive pilot, but after seeing or hearing about few people die, calm me down a bit. I think more of safety now." What has been his scariest, hairy-est flying experience to date? "During crosscountry flight near Basalt, Nevada, this summer. I was too aggressive. I should SEPTEMBER 1987

have gone a different route to avoid the storm, but I thought I would go behind it and be in blue sky again. I was at 10,000 feet altitude. It was raining and hailing quite a bit. Then the lightnings were 100 to 200 yards away. I was getting electrical shocks between my earphones, going through my head, blue sparks coming out my ears (the St. Elmo's Fire phenomenon) for about two minutes. I made it through and landed at Mina, got 130 miles." He laughs. "Just got a headache." As far as competition flying, he entered his first meet last year. His standings have been impressive: April, 1986 - 10th place in the Southern California Regionals. August, 1986 - 15th place, Chelan, Washington, Nationals. March, 1987 - 8th place, Copa Daniel Gremion International Competition near Mexico City, 50 pilots from seven countries. May, 1987 - 3rd place, Southern California Regionals. June, 1987 - 2nd place, League Meet, Southern California. July, 1987 - 4th place, Nationals, Owens Valley, California against 65 other pilots. In 1986 Bostik says he logged 260 hours and 2,038 miles cross-country. In 1987, so far (July) he has logged over 200 hours and 2,000 miles cross-country. Even so, he claims that except during weeks when he flies in meets or travels, he works five days a week and only flies on weekends. He is taking an entire month off to fly the Owens Valley and figures it will cost him $1,200 for gas, driver, food and the entrance fee to the Nationals. His next goals in the sport? "We will see;' he says enigmatically. His personal long-range plans? "If I ever get rid of the hang gliding habit, I want to be involved in international business or traveling or politics, learn a few more languages." He is saving a small inheritance from his grandfather to fund this probable return to college. "I am getting burned out on hang gliding sometimes after a meet, for a week. But I think it's normal and so far I know how to deal with it. When the weather turns good again, I want to fly right away." Asked why he thinks he was attracted to hang gliding and what it is about the sport that continues to capture his passion, he

explains, "Because everything single little decision that I make is made only by me - nobody else can affect it. That's why, the independence of decisions. It's a really self-oriented sport. There's nobody else who can help you; there's very little team work. You have to do everything yourself. The feeling of flying went away in about two years. Now, it's just enjoying being free and knowing something that 99 percent of people doesn't know."•

Who Is This Guy? by John Heiney Who is this guy Joe Bostik, and what kind of a nickname is 'Hang Czech'? In 1973 in a small town near Prague, Czechoslovakia (of 1500 people and three telephones) lived a nine-year-old boy named Joe who started building his own R.C. model sailplanes. He thought flying was great. He lived with his father, a construction manager for a government company, his mother and a younger sister. In 1975 on a visit to his grandfather who had defected to the U.S. Joe saw a hang glider for the first time. Something clicked in his brain. In high school Joe learned to speak Russian because that would be necessary for his future. But Joe had his own ideas. He wanted to fly airplanes and sailplanes, but to fly in Czechoslovakia you must be a good communist. Joe completed a sailplane ground school course and a sky diving ground school with one jump. He was allowed to skydive because it is hard to escape communism with a parachute. On a fateful day in 1982 Joe went to watch a man from his town fly a hang glider. That afternoon Joe bought his first glider, a copy of a West European standard type called a Flamingo. There was no harness with it so a rope from his dad's car became his first harness. On his first flight he brushed through a tree which set the precedent for his flying style today. By the end of his first day he was making 180 ° turns trying to soar. He made his first five minute soaring flight after 20 flights from the training hill. Joe attended the University of Prague in an architecture course. He worked in construction part time. Joe's family was up21

per class and things were going well for him but he was not allowed to fly. So he persued the only kind of flying he could. In 1983 Joe and a friend got their hands on a Vampire double surface glider and promptly made a copy. It turned out to be divergent as the pilot who bought it from Joe's parents later learned the hard way (what are luff lines?). But Joe and his friend had some good flights on it at their 600-foot hills of mostly ridge lift with occasional thermal conditons. By 1984 it became time for this pilgrim named Joe to head for America to escape aviation persecution. Using his welldeveloped ability to get what he needs, Joe made his way to Munich, West Germany where after nine months of waiting he obtained refugee status and a plane ride to the U.S. I met him while he was working at his first job here at McDonalds. But that was too much like living under communism so he did not last long there. Joe's first glider in the U.S. was a Delta Wing Streak (seen on last nwnth 's cover - &l.) on which he proceeded to do his own program of durability tests. First the glider survived the blown launch test. I quickly found someone with a used parachute and convinced Joe to buy it. The next test was to stop upside down in a loop attempt below launch after flying three hours in rowdy Santa Ana conditions at Elsinore. The leading edge spars did not survive the subsequent tumble, but the chute worked fine. He was under canopy for about two seconds. Lesson learned: fasten helmet securely so it does not fly off in a tumble. The next test was to land on the surface of an almost sheer cliff about 30 feet from the ground and then fall off backwards. They just don't make kingposts the way they used to. The next test? What else, a mid-air collision. Joe chose a female pilot for this test perhaps due to the woman driver reputation for deniability. The upper rigging, luff lines and trailing edge cloth did not stand up to the impact with the control bar of the glider above. The Streak did pass the flyout-and-land test with no upper wires or reflex bridle, and much of the trailing edge of one wing missing. Unfortunately the pilot of the chosen impact glider lost a lower side wire, had to deploy her chute and thumped in behind the mountain. Now I am sure you are asking what one

could come up with to top all of this. What would be the ultimate test of glider durability? How about landing in the dark in the lee side turbulence of a coastal cliff in eight-foot surf? There was not enough left of the Streak to conduct further tests.

The one thing that did survive all of these tests without breaking a pimple was this one particular pilot who seems to have nine lives. But all of that was in 1985 when he was a young, wild and crazy guy. He has mellowed now. He is 23. •

memorable day. Hang Czech has reached White Mountain 15 minutes earlier than Tudor did on his 1983 record day. Hang Czech is worried he'll go over into Nevada and lose us way behind him. We tell him, "You're looking at a 200-mile day today just worry about cranking it - we'll catch up with you." "Where is Larry Tudor?" Hang Czech asks. We don't know. We gas up and, tuntlng onto Highway 6 at the north end of Bishop, we race down the broiling valley after him. There are a couple of huge, green, irrigated ranches, otherwise not much except the baked mobile home towns of Chalfont Valley and Benton. "The Beast" goes a surprising 75 mph. Brill is bummed that he went down. I'm glad he's with me in the truck.

valleys surrounded by gentle mountain ranges. It's a smaller-scale, much greener landscape than the desert and high peaks of the Owens Valley. I had imagined a Las Vegas-type desert wasteland; instead this part of Nevada is lovely. Entirely unspoiled as well - the two-lane highway is man's only intrusion. It's at least 100 degrees by now; every time I stop I splash water all over myself. Both Brill and I are constantly drinking chilled water from the cooler. We pass Loyns and Paula on the road near Mina and deduce cleverly that Tudor is somewhere in the clouds nearby. They tell us they haven't seen any other chase trucks since the Nevada border.

1:20 PM BOUNDARY PEAK, NORTH END OF THE WHITES (13,140') 100 MILES FROM HORSESHOE Tudor leaves Boundary Peak, enters Nevada. He's making remarkable time; 2:00 for Boundary is considered excellent. The steady south tailwind that helped them up the valley changes to a southeast wind. 2:00 PM BOUNDARY PEAK Hang Czech leaves Boundary. He's stoked: "I figure now that I can maybe make my personal goal - 200 miles." Boundary is the northernmost summit in the Whites. Next to it the highway climbs into Nevada through Montgomery Pass. There's a tiny, tacky casino where drunk rednecks lose their paychecks in glum silence. Across the highway is Janie's, the bordello-trailer in the sagebrush which, a few years back, reportedly used to award a "freebie" to any pilot who landed there, 100 miles from Horseshoe. (In l<J'77, Jerry Katz flew the first 100-miler from Cerro Gordo to Janie's in an Alpine.) With the AIDS situation, rarely are there any cars parked out front these days. We reach the summit and plunge down the highway toward Mina, still racing to catch up with Hang Czech. I, who've never been past the Pass, am blown away at how green and beautiful the vistas are - wide, green

3:00 PM MINA, NEVADA - 135 MILES FROM HORSESHOE THE STRUGGLE: Both Tudor and Bostik almost go down. Mina, next to Pilot's Peak (9,187 '), is a wide spot in the road featuring two bars and a gas station. Its population is so small that the road sign says only "Mina" and its altitude. It is between Pilot's Peak and Luning Pass, a few miles up the valley, that both Tudor and Hang Czech run into serious trouble. LARRY TUDOR: "I was still flying pretty good then; I hadn't had any low saves yet. I caught a thermal near Mina that took me up to 18,000' in five minutes. There was a cloud street going across toward Pilot Peak, but I decided instead I'd go toward Luning, and from the cloudbase I barely made it the eight miles from Mina to Luning. It took me an hour to get up at Luning Pass, just barely squeaked over, almost went down. Then, hitting the southeast wind, I caught a little thermal on the other side of Luning Pass that took me out into the desert a long way from the roads and my flight path, Wirf over to\vard the west toward Hawthorne. I probably lost two hours. Up until this point I had been in front of Joe, but I dropped behind him for awhile here." JOE BOSTIK: "I passed by southwest of Mina at 12,000 !15,000 '. I went low to 6,000 ', struggling all the way. I thought I was going down. I tell my ground crew to go by the (continued on page 31)

HANO GUDINO

the last year my respmrnil, ili1ties and mtorilties to realize that this might be push for that big flight in Arizona. I also wanted to as much as posthe and that any mistakes, or weather-related had to be eliminated or worked around. I assured my wife that once the 200+ was attained, I'd less and work more at hang into the rest of our schedule, instead else around In retrospect, I wish the had eome earlier, as I missed out ou some neat have been and I

a fast would I ordered up a new HPII, as did Hans, and, at the last minute it to a full 24

"Race Face." It took about five or six flights of wires and batten to get it the way I wanted, good handling and fast. I gave up some top end speed for handling, and it paid off many times. Next, I needed a super harness, and Erie Ravn10r:1d came to my rescue. I knew what I wanted, and he knew how to make it. The result is the greatest thing since "Mom's Pie" for me, a supine streamlined, warm, comfortable, and containing "'"''"'"'hh,o for my chute, Ball 651, radio, spare batteries, oxygen, camera, glider water, etc. Fur, the inside of my hand finished out the eq111pment, my hands toasty, even without at 17,500 feet. The equipment WdS ,md as good as all I needed was the and luck. semester was exc:eoctmgly busy,

with seven different class pn!p,tra1ti01ns week, and I flew only Then, got busy after I was elected ment Chairman. However, once school was out I settled into the and to record a lot of air time in my book. Good flights to happen and several of us got 100+ milers in Traditonally, June is a very month in Arizona, and we to anticipate a long one. for goal was Telluride 289 miles. We knew the route, we knew the LZ's and we knew it would be possible. Unlorl,um1tely, Old Man Weather had for us Monsoon moisture almost unheard of in the weather records. after flight started off looking great,

ABOVE: Scanning a stnnn-filled horizon while over Mingus Mt., Arizona.

HANG GLIDING

detoured by a storm on the North Rim, on towards Tuba and then was stopped by another storm at the 108-mile mark. Another that had great ended at the 164-mile mark at 4:30 PM after from 15,000

on me, me almost I0,000 minutes. Talk about a maxfoet in a imum Whew! Never The 20th got Hans and me to the Dc<Ch<!lly area and kaput weather 29th looked like 300 miles and Jim Grissom and I got 130 miles in less than four hours before (you it) down from 17,200 feet by headwind, resulting It was lookin a 4- 1/i hour 140-mile to be robbed for snc,ot1ng, there

and a stuck at home wu1 """ls, month of June, those were the only needed to be in Phoenix my am11v,~rs:~rv and a party for my dad and my wifo's dad. It seems like it is always great when I have that don't dare miss. I called Bob Buxton in and he confirmed my fears: great thermals, cu's at JO AM, cloud streets well into Utah, and We all thought the no

Bob smiles while taking battens out in the LZ at Cortez, Colorado. Hans He,vdriclll.

1Jac:1q1;:roum1. Photo

chance was gone for another year. With all the family plans, it was looking like the 4th of July weekend was going to be my last major opportunity to really push 200. Someone above must have for the heard my prayers. the 3rd was a legal holiday and most everyone headed for either or Mt. Elden. The soaring Forecast was disappointing: at 13,400, top of lift at 16,400, winds 170 at four knots. About 20 pilots got off at Mingus, with six to Sedona and J.J. crossing the rim to Pinewood. Mt. Elden was not so busy,

u,,cn<>mi,: down on Mesa Verde from the 200-mile mark. CENTERSPREAD: Near cloudbase over Jil.t$1;Bt,il.ff,

SEPTllMllER 1987

with about 10 pilots getting off between 11 and noon from the tree-lined launch in gusty crosswinds. Takeoff was squirrelly. I took almost two minutes to get into my pod, as the wind was quite turbulent near the hill. Once above the mountain, however, we settled down and began to work some lift. Quite a of us departed the mountain about noon near 13,000 feet MSL, stayronghly together to the Merriam Crater area, where scratchy conditions to take a toll. Lift was spotty and weak, and required lots of perseverance, and work. After a short while there were only four of us Hans Hcydrich, Jim Grissom, Tom Fuller and myself. Jim, in his Magic 4, missed the thermal at Second Mesa (plus his VG was stuck, again) and went down. The three of us remaining in the air found the first reasonable lift of the day (but really mediocre by usual Arizona standards) and worked on up to Pinon, where I suckered over to where Hans was working a light thermal, finding only sink and losing about 4,()00 feet in the process. Dumb move. A long, painfully slow climb got me back to 12,000 feet and well behind Hans and Tom. AE, I raced to play eateh-up (! hate having to do that!) they found another nice thermal just short of the Black Mesa escarpment. sink my approach and a landing seemed imminent. About 3()0 feet AGL my vario finally chirped to life, and while I climbed, they headed out again. Little lift was encountered for the next 30 miles, resulting in near Rock Point about 800 feet 25

AGL, where the best thermal of the day was found (800-1,000 up). Hans got to 17,200, I got to 16,200, and we were off and gliding again. Tom ended up landing his RPI just east of the town of Rock Point for a personal best flight of 150.83 miles great circle (his first 100+ mile flight). Anyway, now it was just Hans and I, cruising past my previous long flight LZ of Immanuel Mission, with the desolate Navajo Country scenery glowing spectacularly in the late afternoon low-angle sun. On to a canyon beside Black Rock Point, where once again I dropped to within 300 feet of the earth. A small pocket of lift drifted me around the edge of the point, with the land dropping away. Hans was still higher than me and was able to work it up, while I fell out the bottom and had to shoot downwind for an apparent flight-ending landing. I was desperate, and determined to work it all the way to the ground. With pod unzipped and feet out for a landing my trusty Ball 651 beeped again, at about 75 feet AGL. A quick flare and turn downwind showed it was maybe workable. Turn quick, zip downwind about 50 yards, turn again and downwind. My one-foot altimeter showed I was gaining ever so slowly. Sometimes 1h turn in lift, sometimes 1A, sometimes ~ . It was time to call in the cards on 14 years of experience and put my "tuned for handling" HPII to work. Four Corners was too close to quit now, and besides, Hans was well above me and in lift. Every foot counted. Handily, even though there was almost no drift at altitude, there was a pretty stiff breeze below 1,000 feet AGL. After five miles of fighting it, the lift finally turned into a slow drifting solid themal - solid 50 to 100 up that is. Forty-five minutes later I was still there, over Tee Nos Pos, but up to 11,000 feet MSL. It seemed like hours. Finally, over a small mesa, patience paid off as the thermal blossomed into 600-800 up and was worked up to 15,200 feet MSL. Hans had in the meantime also been working slowly up, but his thermal frittered a bit lower. Just southeast of Four Comers Monument we got together, with me (for a change) about 800 feet higher. From our lofty altitude the point where Arizona, New Mexico, Utah and Colorado meet seemed like such a small speck, although it was undoubtedly jammed with tourists clicking their cameras and Indians trying to sell their wares. With the daylight beginning to run short we had to get going. Our excitement began to really build as we started to realize that we just might be able to squeak it to the

200-mile mark. Adjusting our arms and bodies into the max LID positions, we strained to glean the very best possible glide as we headed out over the vast gray shale flatlands of the Ute Indian Reservation. Bouyant evening air helped us out, allowing a glide of about 20 miles with a resulting loss of only about 3,000 feet! We were at the 200-mile mark and still at 12,400 feet! Hot Dog! From there we headed straight for the majestic cliffs of Mesa Verde which we expected to have ridge lift and possibly a late thermal. No thermals, but the ridge was working with glass smooth air which carried us about IO miles. The sun was setting and Sleeping Ute Mountain's shadow began climbing the cliffs as we arrived at their northern end, with Cortez just ahead. What a beautiful sight after such a hard fought flight. For the first time in my hang gliding career I had the opportunity to fly an X-C flight all the way til sunset, and it worked out just like I'd dreamed it would. Only rarely had we even taken a few seconds to enjoy the tremendous scenery we had flown over during the flight, and contrary to past years' flights, we took only a handful of pictures; we were too busy and intent on flying and going as far as possible. All too quickly the realization was upon us that the lift was subsiding and it was time to think about looking for a reasonable LZ. Tua options were available: head out northwest and land along the highway, where there would be witnesses and easy access for Meng, Hans' wife and trusty driver, or across to the northeast, which would have bagged maybe another five to eight miles, maybe no witnesses, and possible difficulty for Meng in finding us. Knowing that we were just short of Larry Tudor's 221-mile bench mark, we were sorely tempted to go for broke. But, as we scanned the area downwind and observed what appeared to be a substantial area of trees to cross and lack of roads running south from the Cortez to Durango highway, we decided not to chance screwing up a great day by possibly landing in a tree or well short of any roads. A tough decision with only a few seconds to make it in. To the northwest we went, stretching the flight as far as we could, skipping a nice grassy LZ after we noticed some power poles that appeared to have wires crossing it, making our tum on final below the tree tops. What we ended up with was, unfortunately, full of stickers, thistles and fox-tails. It worked, nonetheless, and we were down safely at 7:20 PM Arizona time (8:20 local time). Yahoo!! A great circle flight of 218.55

miles over flat land, with no clouds, poor thermals by Arizona standards, and mostly weak drift. And one of the pilots flew the supposedly inferior way of supine. To our knowledge, our eight hour flight was the first and only 200+ mile flight in the world outside the Owens Valley. Joining Larry Tudor, Joe "Hang Czech" Bostik, and maybe someone else by now, in the 200-Mile Club, is certainly another pinnacle in the hang gliding careers of Hans and myself. To say that we are proud of the flight is an understatement. By the time we got the gliders in their bags, got a motel and cleaned up, and were ready for dinner, it was quite late and much of the town of Cortez had gone to bed. Todd Stromsted, owner of Stromsted's Casual Dining, and his waitresses came to our rescue, opening up the grill and cooking up a truly excellent after-hours dinner for us. If you ever get through Cortez, give them a try great food, attentive service, reasonable prices and gracious folks. So now what have we got to shoot for? Why Telluride and on past 300 miles, of course. That is, if we can ever get that magic, perfect day to come on a weekend and not when something important is planned! And, for me, more family activities and taking care of necessary responsibilities. The flying bug will always be in my blood though, and I can hardly wait to write about the next big flight. Hans and I got to share flying across the Grand Canyon together, and now 218 to Cortez. Come on 300+. It's gonna happen. You can count on it.• (continued from page 14)

(Awards) events cited. Deadline for RECEIPT of nominations is November 30, 1987. Send the nomination to: Awards Committee USHGA P.O. Box 500 Pearblossom, CA 93553

RESULTS During December the Awards Committee will consider nominations and forward its recommendations to the board of directors for vote. Those selected by the board will be notified and invited to receive the award at the presentation ceremony during the spring meeting of the board. Here's your chance to help your Association recognize the outstanding work in hang gliding of someone you know.• HANG GLIDING

hen J went to Israel in [975 to stndy at the Hebrew I had already

driver, there can be no Every lead came to a dead end (old men who flew wooden on the beach, kites, etc.), so I nearly children who gave up. But, fate intervened and I was introduced to Yoram Mohilever. Yoram was an Israeli architect who had seen a of in Playboy "'"'IS"·u""· was love at first sight and he knew this was the sport for him. He ordered his first the mail, to set it without ever seen a glider and teach himself to fly. Yoram became the fonnding father of hang gliding in Israel. He gave np his architecture prac·· tiee to fly and teach gliding. Yoram mrml'f'.rP,1 the sport in Israel: teaching, sites, an association, sites, and to lll'f>ll'ss1v to advance gliding. Yonnn was also a charismatic diplomat, his warmth, intellect and charm to communities in Europe and States. Last while a film about hang Yoram died in a fatal aeci· dent. This article attempt~ to extract whatever value there is from such a tragic event. Yoram would want all of us more safely, and benefit from his to Yoram Mohilever was an advanced pilot hy any standards. four of the six killed in 1986 were advanced pilots. '·""'"'"•"IIY, that means that advanced pilots were involved in nearly 70% of the 1986 fatalities. All novice to experts, must be themselves why this is. The obvious answer is that advanced pilots push to the outer themselves and their limits of the "safety envelope. However, the causes of death iu each of the cases in the Accident Review don't lead to such a conclusion.

SEPTEMBER

1987

The causes of the fatal accidents for advanced pilots appear to be in large That from our old nemesis "pilot includes the error of poor or improper preflight and inspection of equipment, the error of improperly setting up a final apthc error of improperly judging flying conditions, the error of becoming too tired after a long flight to fly safely and the error of flying with too much extraneous gear on the glider. How do we avoid these types of fatal errors? Every advanced pilot has his or her own set of rules which have governed their flycarcer. These rules cover all aspects of including weather conditions, examinations, acceptable equipment and limits of flying skills. Successful pilots know their limits and the limits of their equipment. This isn't to say freak accidents don't happen, on the contrary they do, but they can be minimized by following your own flying rules, and sticking to them. Advanced pilot5 have an obligation to teach these skills to novice and intermediate pilots. Yoram Mohilevcr had a cardinal rule about choosing safe flying conditions. His rule was, "If there's a doubt, then there's no doubt." Think about it. Every pilot will

have his/her own standards for what constitutes "iffy" conditions this applies to weather, equipment, launch crews, etc. every aspect of flying. If there is a doubt about any of these, safe pilots don't fly. Preflight your glider; look at the nicos, the flying wires, the sail, the saddles, etc. Do you doubt any of these? Then don't fly. How much extraneous gear do yon have on your glider? C.B. radio? Vario? Altimeter? Walkman? Camera? Flares? Water Bottle? Can you concentrate on flying when you're looking at all your toys? Do you doubt your ahility to fly with all this gear? Then don't fly with all of your toys. Ready to launch? Then look at the wind. Is it too Gusting? Radical conditions in the Do you doubt your ability to handle these conditions? Then don't fly. Stick by your rules and don't be lured by the prospect of missa flight with your buddies. If you don't fly, there will always be another flying day. If you do fly on a doubtful day, there might not be another flying day. On the day Yoram Mohilever died, he waited all day for the wind to pick up. It never did, but Yoram felt obligated to fly because he had a film crew that had driveu to the site with him (three hours) to shoot some hang gliding footage. Yoram had a 16-pound camera on his glider; he had not flown with this camera before. It was a light day, according to witnesses; conditions were not radical. But Yoram had a doubt, and he waited all day to fly. Near sunset, he launched, without incident, but never got up, so he was not in view of auy observers. I believe he got too low in the foothills near the landing area and cncou ntcrcd a strong rotor as he attempted to land. The camera on the glider certainly affected the handling of the glider. He was not able to flare on his landing and his body hit a boulder as he attempted to land, absorbing all of the impact of the crash. He died instantly. Yoram would like each of us to remember his cardinal rule about flying: "If there's a doubt, then there's no doubt. Repeat it when you preflight your glider, and repeat before you launch. Yoram paid the ultimate price for violating his own rule. From all of us who knew Yoram, and from those who did not have the pleasure, we thank him for his selfless contributions to the sport of hang gliding. He was truly an international ambassador of good will. Let's all learn something from this fatality, so his life won't have been given in vain. Ybram will always soar above us in our hearts and minds. Shalom to you Yoram. We will miss you.II

{continue<l from page 22)

mine near Mina; I don't even know if I will be able to make it there." Hang Czech radios us he is a couple of valleys to the east of the highway, probably going down. For a long half hour, Brill and I prowl the dirt roads leading to the mine, Brill radioing every few seconds: "Joe, this is Larry, do you copy?" No answer. We drive to a couple of high spots and call him. Silence. We're both disappointed; it had looked like Hang Czech might go the distance. And, with few roads and bad reception now that he has landed, how are we going to find him in these lost valleys? "What are we going to do?" I ask Brill anxiously. He laughs. "Drive home - what else?" Just then (! !) the radio crackles to life. "Go to Gabbs," an exhausted voice commands. Hang Czech is still in the air!

4:30 PM GABBS, NEVADA 165 MILES FROM HORSESHOE We sidle the thirsty "Beast" up to a gas pump outside a bar on the highway outside Gabbs. Brill goes into the bar, comes out shaking his head. "All these old, weathered men, and this one young black woman in a fancy dress, with her hair in those little braids - she looked like a hooker right off Hollywood Boulevard." According to my neighbor in Bishop, a lot of fugitives and excons hang out in Gabbs. Why, I ask. "Because it's so remote; it's the Wild West. It's a rough crowd out there, always has been." In any case, the bar's gas pumps are dry, so we continue on into Gabbs proper, a twostreet town on a hill whose overriding impression is that of desert dust: on the cars, the streets, the houses, every object and surface you can see - even the people look dusty. Their clothes look grimy, their hair is dusty, there's dust in every wrinkle of their desert-dessicated faces. Brill buys a copy of the mimeographed "Gabbs Newsletter." the lead story: "Paving Project a Success Dust Down." Guess the dust was worse before. Gabbs has two claims to fame, which is a lot for a town that size. One is the arrest of one of the FBI's Ten Most Wanted a couple of years back - trapped him down a 13-mile dirt road, walked right into their arms, the smirking G-men gave him a cold beer as they handcuffed him. The other is that Melvin Dumarr lives there - the "Morman Will" guy who says he picked up Howard Hughes in the desert and later was willed part of his megafortune. The courts dismissed the will as a fake but Hollywood SEPTEMBER 1987

did make the movie "Melvin and Howard" about it. I go into the "Dumarr's", cafe/gas station, and order a strawberry ice cream cone from the overweight girl behind the counter. "Is Melvin Dumarr here?" I venture. 'Tm sorry, he's not," she replies, friendly. "Do you know where he is?" I pursue. I'm hoping for a "Brush with Celebrity" story in case I ever get on David Letterman's "Late Night" show. "Mom!" she calls to a woman seated at a long table where a couple of boys and an oldtimer are playing cards. "Where's Melvin!" "Utah," she answers. Dam. Bostik sounds tired, weak, fading, on the radio as we gas up. "You're looking good for 200 miles," we tell him. "I wish, I wish I can fly that far, yes," he says. Obviously, it's time to get tough with him. "Don't wish! Do it! Get out there and find that lift this instant, and we don't want to hear about you landing anywhere this side of Austin, flyer, if you want a ride home!" Just past Gabbs is the junction of the paved highway that goes roundabout to Austin - 94 miles - and a dirt road that leads more directly over the Paradise and Shoshone Ranges to Austin - "only" 60 miles yikes! Paula and Loyns are stopped there. "Paula," I whine, "Please tell me this is not the dirt road where you get stuck in foot-high dust." She assures me it's a good, hardpacked road: "You can drive 50 on it," but, she ads, the scary horror movie host, "You won't pass one car; I hope that truck's in good shape." Double yikes! We beg some water from them and head up the dirt road. It takes us up and over the Paradise Range and drops us down into the Lodi Valley, facing Shoshone Range.

5:30 PM WDI VALLEY, NEVADA About 12 miles from the Gabbs junction, we're barreling down the road enjoying the scenery when Hang Czech shouts at us to stop at the upcoming fork. Brill slams on the brakes, stops and shuts off the engine. To our horror, dark, stinky smoke wafts from the hood. "The Beast" makes death rattle clicking noises when we try to get it started again. Shorted out - we're done for! "What are we going to do now?" I ask Brill anxiously. He laughs a scary horror movie laugh and sneers, "Walk home - what else? Ha-haha!!!" ry./e learn later that so many vehicle breakdowns and other mishaps have befallen hang crews at this spot that it's called "The Lodi Triangle," as in Bermuda Triangle.) Oh, how did this start? I could have been

safe at home watching Irangate on TV! I collapse in my lawn chair and whimper pathetically. Brill, however, is a bit more resourceful. He switches to Tudor's radio channel (we'd exchanged secret frequencies at Horseshoe) and contacts Paula and Loyns. Thank God -Tudor hasn't landed. He's flying up this valley and they're on their way! Loyns says he'll pick Hang Czech up as long as he stays on the normal route to Austin and lands by a paved road. Tudor also says it's

Larry Tudor on the 300-Mile Flight Hang Gliding magazine: For four years you were the only person in the world to break the 200-mile barrier. This season, within the last ten days, five pilots (Joe Bostik, Jim Lee and Dave Sharpe in the Owens Valley, two pilots in Arizona) other than yourself have flown over 200 miles. Why do you think a 300-mile open distance flight is now within reach in the sport? "Given the early launch possible at Horseshoe Meadows plus the (conditions and topography) of the Owens Valley, you can crack off 100 miles by one o'clock PM. That's about the time people in other parts of the country are launching and then flying almost 200 miles. If we can just put their 200 miles on top of the Owens Valley (pre-1:00 PM) 100 miles, it's really within reason. So far this season here in the Owens Valley, we haven't really had the tailwind to make that possible. When I flew 221 in 1983, there was virtually no tailwind. But with a ten mph tailwind on a tenhour day, that adds another 100 miles. That's your 300 mile day."

Hang Gliding magazine: Do you foresee that happening by extending the current Horseshoe to Austin route further into Nevada? "Sure. All the mountain ranges in Nevada run north and south with big flat valleys between them, so they're perfect for cross country - you can land anywhere. Plus, there are roads up each valley and the thermals stay good until after dark, so the only problem is being there and being ready for it."

okay, thus making it possible for his direct competitor to continue flying, ultimately, beating his distance record. In virtually any other competitive sport, it would be unheard of for a ground crew to assist a competitor in this fashion. Explains Loyns: "I had no second thoughts about telling Joe we'd pick him up. We're all out to see the sport improve as much as we can. The more big figures we come up with that get into the press, the more the sport will become acceptable in aviation circles, as in Europe. The American authorities still think of us as a bunch of cowboys who go leaping off doing deathdefying things instead of sensible, reliable pilots. In any case, I don't want to see anybody stuck out in the middle of Nevada." Tudor comments: "Hang glider pilots are the people I'm around all the time; they're all my friends, so I don't want to bum any bridges or be a jerk like some pilots. Of course I was going to let Joe come back with us, but it was Geoffs vehicle and it was Geoffs record that I was breaking, too, so if anybody was being cooperative, it was Geoff." Paula and Loyns pull up a few minutes later. "The Beast" has stopped smoking and is starting to tum over. Brill says he'll try to drive the truck back to Gabbs and get it fixed. I ask Paula and Loyns if I can ride with them, "I want to go all the way." They say sure, if I want to ride in the back of the pickup. I jump in, and we speed down the dirt road, a Conestoga-shaped wake of dust marking our progress. We go up and over the Shoshone Range and down into the Reese River Valley, about four miles across, bordered on the east by the Toyabe Range. All afternoon every new valley has been more remote, more beautiful, stormier and darker than the last. By now, it looks like it could be Keyna or Costa Rica, circa 1800, 15 minutes before a typhoon. Instead of llamas or giraffes, though we encounter only range cattle and range rabbits. Big drops of rain plop occasionally, and the cloudbase is hosting a Curtains of Virga convention, but the sky doesn't look like it's going to let loose totally. This time of year, it mostly threatens. Joe Bostik: "I think the whole flight since Black Mountain that Larry is ahead of me. When my truck break down, I get another information: Larry Tudor is behind me. I relax little bit, think about my personal record, making 200 miles. I think I have good shot at it. My next look at my watch 32

gets me going again. It is 5:30 and I am long ways from Austin, and losing orientation. Plus, by this time, thunderstorms are starting to develop north-northwest and we are flying against a northeast wind. In the Lodi Valley, I am only about 6,000' MSL, but I go slowly up to 17,500' right next to a thunderstorm; I am actually above the cloudbase next to the storm. Larry catches up with me and we fly together for about 20 minutes over the Shoshone Mountains. I don't know Tudor is declaring goal; I think both of us are going for open distance. Then he changes course, and it is only me." Larry Tudor: "I see Joe below me, meet up with him again for the first time since Black Mountain - for the first time in five hours and maybe 150 miles - at Burnt Cabin Summit (the crest of the Shoshone's). We cruise north together, flying by big curtains of virga. If we stay on the west side of the virga, we can dolphin fly along without having to circle. At Cold Springs we're together in the last good thermal. We achieve the same altitude; Joe is maybe 100 feet higher. I look down and see a pretty strong north wind on the lake below us. I radio my crew; they tell me it is north at Austin. So, at this point, I make the decision that I should probably go for my goal instead of the open distance. I don't think we will make it too much farther north. Joe heads off north, and I decide to go for the goal. "I already had the official distance record and I didn't have the distance-to-goal, which is a little bit harder, because you have to go for a certain fixed point, not just go with the wind downwind. It would be the first declared goal over 200 miles and I'd been shooting for it for two years. Because of the north wind, I decided that the unofficial distance record wasn't going to get beat by a big enough margin to make it worth my while to keep going north. I am fairly certain of my goal at that point and also it is one of the records I don't have. I've got the altitude gain, official open distance, the previous unofficial distance, and all the tandem records. You might as well get the ones you don't have. "As far as the weather getting hairy, we weren't flying through any of the big cells, and the cells that were there, creating a bit of lightning or gust fronts, were easy to go around. It wasn't totally overdeveloped that day. The clouds actually assisted us, because we didn't need to circle so much; we could fly long, straight distances without circling, just float underneath the clouds. If we hadn't

had the north wind, we could have flown another hour, 25 miles. And I lost two hours over Luning, another 50 miles. It could have been a 300-mile day. "To me the most amazing thing about June 30th was that four people went over 200 miles. (Jim Lee and Dave Sharpe did 205 and 210 miles on a different route to Fallon, Nevada.) One was Dave Sharpe, a young pilot like Joe who hasn't flown in much competition, but he's obviously flying really well. He doesn't even have the experience to fly Sandia Peak without a peak guide, but he went over 200 miles that day too."

11:00 PM GABBS, NEVADA We find Brill dozing in "The Beast" at the gas station - all the doors open - it's still hot. Tums out the battery slid forward when he stopped suddenly in the "Lodi Triangle" and had been shorting out against the metal hood. Brill says he had been "the main attraction in Gabbs all afternoon - the only stranger they'd seen in months - never seen people this bored." We caravan back to California. I don't trust "The Beast" to get me home, so I continue riding in the back of Loyns' pickup truck. Tudor and I watch the stars. "Are you bummed?" I ask. "Nab," he says. "Somebody will beat Hang Czech's flight tomorrow." 1:00 AM BISHOP, CALIFORNIA Bostik and Brill come home with me to crash on my couch and floor. After this 19-hour day, Brill and I are half-asleep and barely speaking English, but Hang Czech is wide-awake, jumping around, high on his world record. He passes up all my Chaka Khan and Tina Turner tapes and puts on the soundtrack of "Amadeus." "Victory music," he grins. He hands me three $20 bills, a $25 bonus over the $35 we'd agreed on - kinda like caddy money in a big golf tournament. I feel a twinge of guilt (but only a twinge!) taking his money. It had been an amazing adventure for me! My only regret was that my hangdriving would likely be anticlimactic after this incredible first day. "I'll call my parents in Prague tomorrow," Hang Czech says, snuggling into his sleeping bag on the couch. "They'll say, now when are you going back to college?"• Laura Daltry is a book and screenwriter and beginner hang glider pilot. Her movie, "The Bridal Shower," for Sally Field, will be seen on HBO this winter.

HANG GLIDING

Hamilton

photos by Owens Valley provided the gathering flock of hopeful pilots, for this in the USHGA Nationals. Although the location of many a previous contest, there had never been a Nationals here and no contests for a year. Many pilots were eager for the Owens Joe 'Tudor, Jim Lee and other Bostik, pilots fanned the flames of enthusiasm by running up incredible miles from Horseshoe Meadows. After a very overdeveloped spring, the weather was finally superb. Pilots pouring into the valley. After a pilots' in the at El Charro Restaurant in Bishop on Friday the 3rd, there was nothing to do but fly!

.JULY 11

'.!ask: Gunter Benton Klondike Mud Puddle Distance: 78.7 miles Finishers: 10 (15.6%) 30.8 mph Ted Howard Osterlund (left) and Joe Bostik.

Pine

A moderately difficult task, finishing near Bishop, seemed appropriate for contest introduction. This is a classic White Mountains ridge run with two turnpoints (a 10,000-foot-high ridge'?). To make things more interesting the second turnpoint is located in the Westgard Pass gap between the Whites and Inyos. As this thinned out the goal finishers, but a bit more than expected due to weak conditions. Steve Moyes smoked the pack, making it immediately obvious that 30 mph flight averages would be necessary for winning times. Notable pilots not achieving the included Rich Pfeiffer and Jim Lee. A couple more pilots made the goal but later discovered they had turned short of the turnpoint. This group included a local Bishop (nameless) pilot very familiar with the area! A large number of pilots film, turnpoint, and/or camera problems.

JULY 12 Rick

2 Benton

'lbnopah Rest Area Distance: IOI.I miles Finishers: 12 (18.8%) Winning 31.4 mph Daily: Jim Lee, Ted Ian Huss Cumnlative: 'fod Howard Osterlund, Rick Rawlings After a day on the Whites many pilots were eager to head out into the Nevada desert. This flight requires a jaunt north to the end of the Whites, and then a dogleg east towards Tonopah. The weather situation became quite dynamic with considerable overdevelopment. Faster pilots reached the goal handily. Ted showed himself as a contender, capturing another second place and first overall. Late finishers (especially Yoshi Tonomura) found it necessary to ride the leading edge of a gust front, managing to

SEPrEMIII\R 1987

Glass Mountains would cause nary a of rain to wet the in a wild gust front blew town followed by torrential downpour the streets a foot in water. An hour later the lot at contest headquarters was

LEFT: ABOVE: An Owens tandem A Wills sailmaker lands his custom Nevada. at

Cumulative: Howard Osterlund, Steve Glen Volk

13 Task: Gunter Distance: 82.5 miles Finishers: 28 (43.8%) 25.l Bostik Cumulative: Howard Osterlund, Rick Glen Volk is for many an all too familiar stop the well--worn record quest route. Off the nmth end of the Whites, the route follows several small the "dacron mountain ranges and desert Not only pilots have hitchhiked this road; one Melvin Dumar rmmnrPrl up a millionaire Howard in this same area. On the contest a quite number of achieved the 34

Gabbs had been called (20 miles further) only a select group would have finished. Howard Osterlund the contest lead, and was not to relinquish it for the remainder of the contest. As usual, a few pilots includTed came up just short. At the the location was describnear a road intersection just past it was actually a mile further away. The visibility and location was protested; the was settled by awarding these pilots a completion, but after all other finishers.

.JULY 14 Task: Gunter Ears Valley Millpond Distance: 51.l miles Finishers: 38 (59.4%) 29.4 mph

Chalfant

The Owens Valley is just not laid out for triangular tasks, but this comes about as close as possible. The Ears" (really the Cal Tech radio oservatory) is south of Chalfant Valley is to the north, and Millpond is near the base of the Sierras to the west. Southeast winds and accompany-overdevelopment was responsible for i,.c,11;;;1<rnv funky a short task seemed advisable. Although there were a number of finishers, Rick and others inexplicably went down way short of the The shorter task length seemed not to much affect since familiar names still in the top slot~. The trick with the weather was to stay on the friendly side of the cells moving from over the back side of the Whites; a few caused brief textbook downbursts in front of launch late in the afternoon. Sally Arai instigated much amusement at the goal by getting her truck stuck in a treacherous sandy area; numerous other drivers thought it was the oe1ng111m:<:1 parking area and followed suit! HANG GLIDING

JULY 15 - Non-contest day, bogus weather Any sign of overdeveloping cloud activity over the Whites in the early morning is bad news; this day was no exception. Although prospects were dismal, they weren't impossible so the expedition motored up to launch. A task was called but the launch window opening was delayed due to worsening conditions. Mid afternoon a large group of pilots figured things weren't improving, and headed down the hill after a small shower dampened the scene. Later, a shorter task was called and the launch window was extended but not opened. This action combined with momentary clearing caused a certain amount of panic among those who had departed. But the weather soon closed in again and the day was officially called off. A protest was submitted, expressing the opinion that the day should have been called earlier, but it was rejected. The contest directors have always believed in seizing even slight opportunities for valid contest days. JULY 16 - Day 5 Task: Gunter - Benton - Coaldale Distance: 68.5 miles Finishers : 'J7 (57.8%) Winning Speed: 46.3 mph Daily: Rich Pfeiffer, Jim Lee, Larry Tudor Cumulative: Howard Osterlund, Steve Moyes, Joe Bostik The wind gods gave us a break, and Rich Pfeiffer continued to demonstrate his expertise by winning his third day in a row. Rich's performances are almost binary; he either wins the day or races into the ground! (Rich's winning speed for this day may be somewhat exaggerated. The task distance is calculated using Benton as a tumpoint, but the actual flight path is less distance.) The task was a slightly shorter version of Day 2 to Tonopah. Jim Lee continued to establish himself in the top daily places, while Larry Tudor put in his first major appearance. Howard Osterlund had now become a disgustingly regular figure at the goals. Again, a large group arrived at the goal, some pilots reporting in from mega-altitudes, wishing for longer distances. JULY 17 -

Non-contest day, blown out

At 7:30 in the morning the pibal (pilot balloon) released form the Bishop Airport SEPTEMBER 1987

tracked almost horizontally towards the White Mountains and the National Weather Service forecast high wind warnings for the entire contest area . An announcement was made delaying the trek to launch until a noon pilots' meeting. Another pibal release revealed winds over 60 mph at altitude, and forecasts clearly showed impossible contest conditions so the day was called off. A few hearty pilots went to the Piute launch to free-fly, but one who did launch advised those on the ground to stay put! JULY 18 - Day 6 Task: Gunter - Benton - Big Ears Chalfant Valley Distance: 88.8 Finishers: 21 (32 .8%) Winning Speed: Tl mph Daily: Jim Lee, Steve Moyes, Ted Boyse Cumulative: Howard Osterlund, Steve Moyes, Ted Boyse A good long flight seemed proper for a final test, and to allow improving pilots to advance their standings. The task was another variety of the White Mountains ridge

run. Not only was Jim Lee the first pilot to arrive at the goal, he also won the day for the second time. Russ Duncan wowed the goal crowd by squeaking over downwind towards a fence landing, but instead pulled off an extremely low flat tum for a perfect landing. Larry Tudor continued his steady march upward; he seemed just to be warming up! Even before this day most pilots had agreed that no one except Howard could win the contest, he could only have lost it! After maintaining first place since Day 3, (second place on Day 2) all he needed to do was finish. It didn't take computers or mathematicians to figure out the contest winner when pilot number 6 appeared over the goal. No one expected he wouldn't make it. JULY 19 - Task: Let's party! The folks at the Zack Brothers Ranch have enjoyed and supported our sport for many y~rs, and generously consented to provide facilities for a fly-in and closing party. Wmdy conditions again prevailed, but local tandem pilots John Reilly and Kevin Klinefelter provided excitement for passengers Mary Ann Gallager and Mary Ambrose while oth~r

also in on the gathe1rinJg. pilots had found it necessary to make haste for various parts of the country, but a crowd stuck around to polish off a couple and a luscious taco bar The two hard--eamed stained were awarded to National and ''if! Nationals winner Howard Osterlund. Stained

with such a talented group of pilots was reward for the time invested in contest organization. Next contest I plan to be less and allow more time to get to know better the fine who part1c1pabe. The Owens skies soon became vacant, and the wind proceeded to howl for several While many pilots headed back to work and a more normal existence, a few continued on the rernainin1g summer contest circuit, and headed north to Canada.

GENERAL OBSERVATIONS ON VARIOUS COMPETITION MATTERS The

class. several hang gliding for inclusion of this class in the ''if! Nats. Numerous others wished it the way of the dimorphodon macronyx. The reason for its continuation has been to encourage less from all parts of the

Author and Nationals organizer Torn Kreyche. country to in the Nats without beoverly intimidated, competing against the quasi-professionals. This sounds in but few hang pilots are willto enter a class widely as befor lightweights. Contest announcement~ were worded to make everyone understand that the sporting class was really Alternative Contest No one the story. Only two pilots showed pairt1c:1p11t111tg than comclass was cancelled.

Both pilots flew in the contest anyway. A very significant question for or~:anizers contemplating Owens Valley hang gliding contests has been: how many pilots will show up? the quesiton is never answered until it is too late to much matter. The sporting class issue didn't appear to affect the number of participants at all. After two highly successful Nationals in Chelan and a resurgence of interest in com-· petition, a turnout had been prea1ete<1 for the Owens. It was actually low, especi11Uy c011sH1ermg the dcrlen or so foreign pilot~ who entered ... and the contest had been virtually no international publicity. But every pilot in the USHGA top 20 did pa11:i.c:1pa1te. TI1e main conclusion to be drawn is that flying the Owens is still seen as an intimidating A very eiq,eriteniced Owens pilot his flying the Chelan flatlands Owens to the high terrain. It is much pn:tei·ab.le that the Owens remains rather than taken much casually. Pilots are obviously flight more intelligent decisions safety. The accident rate here continues to be low the number expierit:nci~ pilots making the Few took ptacc ,um·mg the contest, and all were minor. pilot admitted to the local from stones! hospital was A fair number of the pilots the HANG GLIDING

"ifl Nats had previous experience with the Owens, but many had not. For a few it made no difference. But it became obvious that the majority preferred shorter tasks with more finishers. The world class pilots (and the contest directors) would have preferred longer tasks (such as in previous Owens contests). This certainly would have been the case had the contest been run with two classes. Not many arguments for extremely long tasks were heard later in the contest since all pilots except Howard failed to complete at least one of the tasks! Many of the experienced pilots expressed the desire that this contest provide preparation for the World Meet slated for February in Australia. Two weeks in length, the World meet must be primarily an endurance match. Sandwiched between the Chelan Classic and Grouse Mountain, this year's Nats were restricted from further length. Seven or eight flying days would have been much preferable, but it wasn't possible. Pilots such as Jim Lee, Larry Tudor and Joe Bostik had come to the Owens from the SoCal meets in search of record flights, and spent many days flying five and six hours, deliberately scratching flights at 80 and 100 miles to rest for following days. Their efforts certainly achieved results - almost a rash of200-mile flights! All seemed rested at the start of the Nats - three and four hour flights for the contest, practically trivial! But none were in the top three places. Howard Osterlund had proved himself as Mr. Consistency.•

Special thanks to: Chris and Sally Arai Mary Ambrose Linda Bjorenson Cindy Brickner Dick Cassetta Carter Coleman Fig Mary Ann Gallager Mike Harbison Andy and Julie Krejci Paula Hatzenbuhler Russ Locke Walt and Pat Lockhart Don Marcellin John McManus Toni Kwalick Janet Murdock Sharon Partridge Vickie Polcyn Chuck Pryor SEPTEMBER 1987

Judy Reilly Garland Rhodes Liz Sharp Greg and Janet Shaw C.J. Sturtevant Rick Wheeler Britt Wuest Zack Brothers Ranch

1987 U.S. Nationals - RESULTS

Prizes generously donated by: Ball Variometers High Energy Sports Patagonia Sole Survivor Wills Wing Missing from Old Benton: The local townspeople in Old Benton were extremely upset when an antique thermometer became missing from the old store. They are of the opinion that hang glider pilots were associated with the incident, causing serious damage to our good will with the populace. If anyone is familiar with these circumstances, please take steps to rectify the situation. The story needs to be straightened out or the property returned.

Tom Kreyche has been flying hang gliders since 1973. Together with Don Panridge and Mark Axen, he was responsible for organizing the Cross Country Classic and other contests from 1981 through 1983. Mark and Tom were the organizers for this year's Nationals.

Place

Pilot

Glider

1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 15) 16) 17) 18) 19) 20)

Howard Osterlund Steve Moyes Ted Boyse Joe Bostik Jim Lee Larry Tudor Herbie Kuhr Phil Pritchard Kevin Bye Brad Koji Rich Pfeiffer Jeff Huey

Magic IV GTR HP II HP II HP II HP II

Steinbach GTR Magic IV

HP Il Sensor S!OB

GfR Axis

Yoshi Tonomura Rich Sauer Steve Koji Russ Duncan Kevin Klinefelter Bruce Case Glen Volk Nelson Howe

Magic IV HP II GTR

SIXJrt HP II HP Il

GTR

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ith the rise in po1pulari1ty of crossemph!1sis has been While many have made great in the and achieved, this is usually ac· the expense of handling pilots find themselves that would have the per·· comrleti1Uo,n models, yet retain ha1r1<Uing characteristics of smgte-surta,ce Mission will for the Mission is and and can be co1mplet1:ct by one person in ten minutes. The setup prc)cedmrc is detailed in the owner's manual, illustrated with some nice showing The Mission top sur·· face ribs and two bottom surface ribs, per side, for a total of 20 ribs. The effort required on the for rib tension, as well ter1sicmi11g the crossbar, is minimal. can be set up either on the control bar, or flat on the Sr!PTEM!l!JR 1987

The Mission appears to be a mixed in the handling A11mo,uizn the static balance is neutral, seems to feel loosely connected in or nO··Wind conditions. The moderate of the at 66 is a contrilbuting factor. However, the smaller control bar lessens the effect of the moderate and loose feel by providing 1ev·ern1ge, even for of smaller stature. Fnnne construction and hardware are consistent with the tradition of and (with an emphasis on materials and cn1fts:1mmship are also reflected in the sail quality, with reinforced tip and reinforcment~ on the bottom surface at the center section. A faired nose cone is standard. The sail on the tested remained "clean" throughout ra,nge, Now to the of the Mission, Due to its neutral static balance, on takeoff the Mission should be held at an attitude where it balances on the pilot's shoulders. This attitude will die of attack for the Because

the Mission is not ~tmtir~f1 llv --ra1H11ea1rv demonstrates little tencte11cv up during the takeoff ru11. Once airborne the Mission bar pressures and roll response. In these ca11eg,ori,es sion compares with the best surface models in ease of and effort rein controL Roll reversals are ne1rtm·med with little effort and short time in control response, with little or no adverse yaw, 'I\irn coordination may be one of the Misas the sion's more need only roll the to the desired bank and relax, The Mission takes care of without need for pn!di,ctable tum coorbar pressure response make the Mission a to soar in thermal conditions, bar pressure allows entry into the strongest of lift, with a minimum of control effort, Once in the lift, the quick response in roll allows efficient The Mission 39

demonstrates a remarkable ability to climb in the smallest of thermals. Its sink rate with slow flight speeds allow the Mission to circle in a very small radius. Once the Mission's turn coordination enables the to remain in the strongest lift with a minimum of input or effort. The sink rate is very the best of the t•m1•r,>,oth1

range, due to the ultra low flight and the Its best glide r""'"u'""' low, but the glider nP.r·fnrm~·m,,. in this Comets and Mission will be at a definite

'°C<)fUU/IULJ ()f 40 mph is not However, the statistic that stands out in this writer's mind is a stall of 14 (indicated). In fact, the Mission's stall is lower than the stall of surface models. This slow flight car,abi:litv relates to ultra-slow takeoff and and should prove to be a for fledgling, as well ~.,,,,,.,··i"""'''1 recreational who are faced with small landing areas might also consider the Mission for it~ short field The flare authority and response exhibited by the Mission are nothing short of amaz·· The best illustration I can offer is that over the past few months, dozens of pilots of assorted skill levels have test flown the ""'""'""'' and I have not seen a bad landing. I view this high level of success not so much as evidence of the of our local pilots, but as evidence of the "mellowness" of this The mains controllable at am,peeds in the "mush" range, that is, between best minimum sink and stall. The Mission of roll response at retains an ultra slow mph) I personally think the Mission lands better than the single surface model employ as a trainer. Although the mellow character-

RIGHT:

to bottom up a R.C. Dave. Inside the double surface. Control bar apex hardware and cross bar attachment.

1a1uunii;. Photo

HANG GLIDING

istics alone are remarkable, it is the combined handling ease and as well which promote comment5 like these from pilots who have flown the Mission: "Real fun! Goes so slow you can the scenery. I felt like I could land it (R.C. Dave, IV pilot, owns an HP II.) "'-,n<>,·im, this in lift is almost effortless." (Brian Anderson, hook-in weight of 205 lbs.) "Real easy, real fun." (Myron Dyneski, first flight after a six month layoff two hour duration.) "Real turnable! .w<tuu.111i.; was a of cake." (P'dul Phillips, IV pilot, owns a GTR and a set When de!1ig111ers out on this was to produce a state-of-tl1e··art intermediate glider that would be easy enough for beginner pilots to handle, well enough to offer cross-country for advancing pilots, and with the strength and to inspire confidence in "lumpy air" for advanced recreational pilot5. It appears that for the "Moyes " it's another job well done.m

camera features:

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SPECIF'ICATIONS

Mission, Model 1'70 Area: 175 sq. ft. Span: 31.4 ft. Nose 125° Aspect Ratio: 5.8 Pilot 130··210 lbs. Glider 66 lbs. (with bag) 18 ft. Double Surface Area: 65 % 8 per Number of Ribs: Top Surface per side side; Bottom Surface tested): Control Bar Size (on 61" uprights; 54" base All frame components are 6061-T6 anodized. All hardware is U.S. AN standard quality. are stainless All brackets and steel. or,,uo,ns: Custom sail colors (no extra cost) · DP,lm~rv Time: 3 to 4 weeks F.O.B. California is certified in Australia and in At this no U.S. HOMA certificate has been issued. Slll'TEMllllR 1987

GENERAL CHARACTERISTICS Time/Ease ................... 8 Ground ................. 7.5 Static Balance ...................... 9 Frame/Hardware ................... 9 Sail Quality/Craft~manship ........... 9

FLIGHT CHARACTERISTICS Har1dlir1g, low ............. 9 Handling, high airspeeds ............. 9 Bar Pressure, roll ................... 9 Bar Pressure, pitch ................. 9 Roll Control Initiation ............... 9 Roll Reversal (45 9.45 °) .............. 9 Yaw Stability ...................... 8 Turn Coordination .................. 9 Range ....................... 7 Sink Rate Performance ............. 8.5 Glide Performance ........... 7.5

LANDING CHARACTERISTICS Flare Authority .................... 9 Parachutability ..................... 8 Directional Control at Mush .... 9 (with 175 lb. pilot weight): Loading 1 lb. per sq. ft. (indicated) 14 mph Top speed (indicated) 40 mph

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Jets In The

OWENS

VALLEY by LCDR D.C. Cooper Attack Squadron 27

Six years ago I was flying in combat spread across the Sierra Nevada into the Owens Valley in a Navy A7 Corsair, when my flight lead, one mile abeam, made a wild pull-up and radioed that he almost hit a buzzard. That buzz.ard, which looked like a dark blur to him was, as I could see, a hang glider and it absolutely amazed me. We were at 16,000 feet. I didn't know that anyone could get that high. Now, having read several issues of Hang Gliding, I realize how common that has become in the Owens Valley. The problem that this presents was driven home last year when one of our jets collided with a sailplane while flying a low-level route in Southern California. I did the legal investigation of the mishap and the results were interesting. Both pilots were extremely lucky. Our jet ingested three feet of fiberglass wing that almost destroyed the engine. Had the stainless steel aileron hinge pin not lodged in the intake lip, but instead gone down the engine, the engine would have catastrophically failed. The glider's wing looked like it was cut off by a sharp knife. Tape, applied between the aileron and wing to increase lift efficiency, was all that held on what remained of the aileron. Neither pilot was in the wrong and both were flying in authorized airspace. The glider saw the A7 several seconds prior to impact (perhaps a mile away) but was too slow to maneuver away. The A7 could not 44

see the glider with its thin wings and small fuselage until 1,000 feet, which was too late even with a high "G" pull-up. This is the basic incompatability between jets and hang gliders; one is hard to see and nonmaneuverable*, and the other very fast. I also found that the glider community was very unaware of the military flight route structure. Owens Valley is the place for both top-ofthe-line hang gliding and jet flying. It falls within R-2508 which is the largest piece of military flying airspace within the U.S. R-2508 extends from the central Sierra Nevada where it borders other military airspace, eastward, encompassing most of Death Valley and southward to Lancaster and Barstow. It is a beehive of activity being used by NAS Lemoore, NAS China Lake, Edwards AFB, George AFB and other activities. I have flown over Owens Valley and found three separate dogfights going on over Owens Dry Lake, Lone Pine and Independence. Looking for open airspace, I found yet another group of F18's mixing it up over Saline Valley. In addition to dogfights, Owens Valley sees high speed lowlevels, test flights, acrobatics, tactical attack and just about every type of VFR military flying that exists. R-2508 is structured into two areas vertically. Above 18,000 feet it is a restricted area. Below 18,000 feet it is a Military

Operating Area which is essentially a freefor-all zone of VFR airspace. It extends all the way down to 200 feet except over National Parks and Wildlife areas. Where do jets fly in the valley? Just about everywhere. Low level flying is typically done at the 200-feet minimum over flat terrain going higher to "comfort level" over rough terrain. Unlike portrayed by "Top Gun," dog fights are spread out affairs with even the smallest one-versus-one flight covering over 100 square miles. The planes get so far apart at times that seeing the opponent becomes a problem: "Lose sight lose the fight." Vertically, fights can traverse altitudes from above 20,000 feet to the "hard deck" within seconds. The "hard deck is a safety limit established at 5,000 feet. The fights like to stay over the low centers of valleys but can wander over the ridges. How fast do jets fly? Fast! In aerial combat or attack, speed is life. The only limit is staying subsonic. The sonic booms that can be heard in the area are from the supersonic corridor high over the Panamint Valley. The low level flyers smoke along at a tactical speed of six or seven nautical miles a minute (420 to 490 mph) for ease in nagivation tim• By nonmaneuverable I mean the ability ro quickly traverse distance. l envy hang glider's low wing loading and pitch and turn rates.

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ROMER HELMET Made by German manulacturer with over 125 yrs. of experience 1t was designed to provide a light weigh/ helmet thal . - - - - - - - gives maximum protection • DOT approved • Exe temporal prolection • Special ear openings • Made of polycarbonate. • Available m Y. 0. While • Price S 75

'--------.....J

HIGH ENERGY SPORTS "BUS" PARACHUTE High quality chute designed to withstand h1ghspeed openings • Built lo TSO standards

·--/-

• All searns reinforced

ing; 250 mph is about as slow as jets can go without falling out of the sky! When do we fly? Mostly during the week but operational squadrons frequently work on the weekends. And of course there are the "weekend warriors" of the reserves. The only slack time is federal holidays. So if the jets can be everywhere, what can you do to not be blown over by one that may never know he's hit you? Try to be visible. If our pilot had just seen that glider a halfsecond sooner, he could have avoided collision. Head on, a glider is all but invisible. Show as much wing as possible to an approaching plane. Having been put at great disadvantage by well-camouflaged planes, if I took up hang gliding I would buy the brightest fabric available. I would be tempted to put on strobe lights and smoke generators too. Dive out of the way. When faced with the sudden prospect of a collision a pilot will react by pulling up. We can hack up to seven or eight G's of force and in fact love it, but pushing down on the stick causes sickening negative G's. If you see a jet nearby, look for his wingman. We almost always fly in pairs (section) or fours (division). If a jet goes by in a hard maneuver figure one of two things he's either chasing someone or is being chased by someone a mile or two in trail. Avoid flying near the low gaps on mountain ridges. Tactically, the low saddles allow us to maintain maximum airspeed and avoid exposure to radar detection when crossing high terrain. I am afraid that sometime soon there will be a glider and jet collision in R-2508. With more awareness on both sides maybe this SEPTEMBER 1987

possibility can be avoided. I strongly defend anyone's right to fly in these areas and I would hate to see an accident give the bureaucratic regulators a chance to push for more restrictions. Heads-up!•

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

VENT CAP COVERING APEX HOLE • Quicker Openings

• Slower Descent Rates • Reduced Risk of Apex Line Entanglement

W' TUBULAR NYLON REINFORCEMENT AT APEX

o Acids strength to area o/ greatest stress during opening shock

ALL BEAMS REINFORCED WITH TYPE Ill WEBBING • Necessary for strength in the event of a high speed opening

V·TABS AT EACH LINE ATTACHMENT • Helps to distribute opening shock load o Important in the event of a high speed opening

400 LB. TUBULAR NYLON SUSPENSION LINES • Stretch characteristics help reduce

• V tabs at each line atlachment • Type XVIII b11dle rated at 6000 I bs • Deployment Bag w con I Price. $395

L--------.J •

BULLET BALLISTIC RECOVERY SYSTEM The bullet is a ball1st1cally (sp11ngl deployed chute that ,s easily attached to any glider. It virtually el1m1na!es any chance of chute entanglement • fast deployment time • 18 gore chute • 20.4 canopy • Total system wt 3 3 kg • P11ce $545 ,.__.__ _ _ _.....,L...a DELTA WING TRAINING WHEELS. A must /or all beginner and novice level pilots ~ no more sudden stops with these high 1mpacL urethane landing wheels

Prevents injuries to hands, etc Less chance ol damaging your glider wilh a hard landing • Lifetime guarantee • Dealers inquire about additional vol. disc. • Price .$40

INSTRUMENTS Ball 620H Vario/Audio . $280.00 Ball 651 Vario/Audio-Altimeter w:10 ft. steps . $495.00 Ball 652 Vario/Audio-10 tt Altimeter-Airspeed. $590.00 Retrofit Airspeed to Model 651 .$130.00 Ball 670 Airspeed. 2.25 inch. 70 mph . $125.00 Ball M-20 Wrist mounted Aud101Va110 .$200.00 Ball M-20 wlearphone jack. . $250.00 Litek VE 12 w11st mounted .$169.00 Litek VE 12 w/earphone jack ... $179.00 Litek VE 7 .$169.00 Litek VE 35 ... $198.00 Roberls Vario & All . . .$295.00 Hall Windmeter .S 21 50

opening Hhock load on canopy,

harness, and pilot

TYPE XVIII BRIDLE

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

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

• Protective side line cover • UV resistant material

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

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

MISC, MATERIALS & SUPPLIES Delta wing T shirts S 8.50 Golf shirls .. 12.50 Streamline tubing-1·· x u,·· X .058 wall S 7.50th lnslabushings- Ph··. P,". Pi< ·. Hi' .. S 2. OD Order 100 .... $ 1.00 lnstabush insert for 11,· bolt . . S .20 Delta Wing stocks all Progressive Aircrattparts & accessories.

See your Delta Wing dealer nearesl you or contact:

DELTA WING Box483 • VAN NUYS, I' ,• • ' CA 91408 I , 818/787,6600 , Telex 65,1425

DEALER INQUIRIES INVITED

v Instructor Certification Clinic v' "Real Environment" Parachute Seminars (using the only American Hang Glider Simulator) v Ride the Famous and Nostalgic Raccoon Mtn Tramway System v Balloons, Ultralights, SkyDiving v Excursions to Top Flying Sites in nearby Knoxville, Birmingham, and Lookout Mtn v Practice Up for the 1988 U.S. Nationals (tentatively slated for Chattanooga) v' Meet Hundreds of Fellow Hang Gliding Enthusiasts Contact the Sponsoring Tennessee Tree Toppers for Information: P. 0. Box 136 • Lookout Mtn., TN 37350

SEPTEMBER 24 10 T/ (TuuRsDAY 10 SUNDAY) CHATTANOOGA, TENNESSEE ..."TuE EASTERN CAPITOL OF HANG GLIDING!"

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

SENSOR 5IOVG 180-Very low hours. Excellent condition. Blue leading edge, spectrum and white trailing edge. Must sell. $995. Call Bruce Carlson at work (612) 872-43ll, home (612) 927-1754.

Rogallos

SPORT RACE FACE WANTED! Instant cash for low airtime, mint condition glider. (619) 286-5604.

COMET 165 C-2-dacron sail new 1986. Extras: VG, Ball tips, half ribs. $900. (?(Jl) 586-1365. SUNRISE HANG GLIDING-Spring special. Buy a new Delta Wing glider and get free - Airstream harness - Parachute or Roberts vario/altirneter. Almost new 177 V.G. Mystic and matching harness, $1800. Our rainbow sail, $500. Ask for Steve. (619) 367-4237.

167 SPORT AMERICAN-Black L.B., silver top & T.E., spectrum double surface. Speed bar. 12 hrs. airtime. $2000 or best offer. (614) 871-3010. TWO WILLS WING 167 SPORTS-Full race face. Immediate delivery, in stock now. Hang Gliding Center, (619) 450-9008.

WILLS WING SPORT EUROPEAN-Mint condition, seven hours total. Speedbar. $2100. (?(Jl) 763-8884. VISION 18-Excel!ent, low hours. $800. Also harness, chute and vario. (209) 252-2834. ECLIPSE !?-Yellow/rainbow/white. Very good condition. (714) 458-6818.

Schools and Dealers ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. ARIZONA ARIZONA WINDSPORTS-Largest hang gliding center in the southwest. Certified Instruction utilizing the world's only man-made trainer hill. Replacement parts for SEAGULL classics. Highly competitive prices on all major brands. 1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS USHGA Certified School. Supine specialists., 4319 W. Larkspur, Glendale, AZ 85304 (602) 439-0789, 938-9550. ARKANSAS OZARK MOUNTAIN HANG GLIDERS-Sales, service and instruction. Dealer for Wills Wing, Moyes, Eric Raymond harnesses. 8 Blue Jay Way, Conway, AR 72032. (501) 327-0698.

160 DUCK-Good condition, maintained. $600 OBO. (303) 278-9566.

VISION ECLIPSE 19-Excellent condition, 40 hours. $1500 negotiable. (602) 935-6255.

160 DUCK-excellent condition, new W.W. deluxe Flylight harness, FFE chute, helmet, vario, camera mount. $1000. (714) 875-0819.

ECLIPSE VISION 185-Like new condition. Only 16 mo. old! Faired downtubes, kingpost hangpoint! Weight only 64 lbs! Excellent handling with great performance. Only $1495! (619) 286-5604.

SAIL WINGS HANG GLIDING-Certified instruction. Authorized agent for Pacific Airwave, CG LOOO harnesses. Cocoon harnesses in stock. 5'10"-6'1". 1601 N. Shackleford #131-4, Little Rock, AR 72211. (501) 224-2186.

WANTED: SEAGULL Sierra and Seagull Seahawks. (602) 897-7121.

CALIFORNIA

180 ATTACK DUCK. Best flying Duck I've ever seen. Never damaged. Excellent condition. $1195. (717) 386-5104. 180 DUCK-needs repair. Make offer. (313) 531-0855. 164 GEMINI-mylar leading edge, new flying wires in 1986. $795 obo. (213) 433-6312. HARRIER II 147-Team blue spectrum. Excellent condition. $650. (619) 439-2019. HARRIER I 187-clean intermediate glider in great shape. Blue L.B., rainbow sail. $700. (206) 747-1382. HP-Excellent condition. IO hrs. Black, red, white. $1500. (502) 429-6266. MAGIC ID 177-with VG, tri-ply cloth, full race extras. Great sink rate, fast. $800. Steve, (714) 497-4930.

WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. Dream Lite Mystics 155,177,188 ..... ea. $2100.00 Demo Dream 205 ..................... $1880.00 Used Duck 160 ........ ········· ...... $ 500.00 Used Raven 209 ....... ..... ........... $ 500.00 New Gemini 164 ...................... $1300.00 New 22-gore chutes .... . . . . . . . . . . . . . .. $ 285.00 Will ship anywhere. Golden Sky Sails, Inc. (303) 278-9566.

RAVEN 209-excellent shape. $500 OBO. (303) 278-9566.

Duck 160 ...... ...... ··············· .... $ 800 Duck 160 ........ " ............... .... 1150 Duck 180 ......... .... .... ········· ..... 995 Sensor 160 VG ... ········ ········· ····· .. 1250 Sensor 510 165 ... ......... ,. ······· , , , , , . 1150 Comet 2 ........... ··················· .. . 950 Lite Dream 185 (10 h.) ................. ... 1200 Ask for prices on new gliders! Santa Barbara Hang Gliding Center, 29 State Street, Santa Barbara, CA 93101. (805) 962-8999.

TWO GREAT TRAINING GLIDERS-'79 Super Seahawk 180 (with keel pocket); '78 Condor 224. Both in storage last three years. $350 each. Doug, (206) 636-3ll7 before 3 pm PST (WA).

FLEDGE IIB '79, in good condition. $300 or best offer. (804) 244-2337 (VA).

SENSOR 510, 1982, blue & white, $1000. Hydraulic stationary tow winch, new, 3500 ft. tow line, $3200. (313) 394-1220.

Ultralight Powered Flight

SENSOR 510 ISO-excellent condition. Clean sail, no flutter. Well maintained. $800. (505) 865-5049 or 844-2635.

MANTA FOXBAT trike with Fledge ID wing, red & black, many extras. $2400. (201) 850-3540.

PHOENIX 60 HANG GLIDER-Two harnesses, storage tube and training wheels. Paid $1500, sacrifice $800. Call evenings, (818) 343-3635. PROSTAR 160, great shape. $300. (619) 226-4091.

SENSOR 510 B VG-flown just three months. Never damaged. Red L.B., blue bottom. $2095. (717) 386-5104. SENSOR 510B VG-new in February, mylar L.E., calandared T.E., orange & white. $1600. (805) 484-0651.

SEPTEMBER 1987

Rigid Wings

GERMAN MADE TRIKE WITH 40-hp Hirth engine, electric starter & 3-blade ultraprop. Also European PARASAIL. Both in excellent condition. Call (916) 544-7873.

BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (707) 576-7627. CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hang gilding shop in the world." Dealers for Wills Wing, Pacific Airwave, Delta Wing, Moyes and High Energy. Five minutes from Fort Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800. HANG FLIGHT SYSTEMS-USHGA Certified training program featuring the combined talents of Dan Skadal, Erik Fair, and Rob McKenzie. We sell and service all major brands of gliders and accessories. New and used. Sport, Skyhawk, HP II. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444 . HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varies, and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93l03 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Windcraft, 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. 1J 16 Wrigley Way, Milpitas, CA 95035 (408) 262-1055.

CLASSIFIED ADVERTISING PINE CREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. SAN FRANCISCO WINDSPORTS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER-Certified instruction, glider and equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 962-8999.

TRADEWINDS HANG GLIDING, dual instruction, rentals, equipment. (808) 396-8557. IDAHO TREASURE VALLEY HANG GLIDERSProudly distributing Pacific Airwave, Delta Wing, Saphir, Seedwings, La Mouette, UP, Ultralight Soaring Software, High Energy Sports, Sky Systems, 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. ILLINOIS

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

Your hang gliding success company. Representative for Wills Wing, Delta Wing, Seedwings, Moyes and Pacific Airwave. State of the art training with mobile flight simulator and dual instruction. Let a USHGA CFI lead you to your flight success. 1600 Carmel, Zion, IL 60099. (312) 746-1944. KANSAS

CONNECTICUT COSMIC AVIATION-14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. HAWAII MAUI SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HJ 96790 (808) 878-1271.

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

l ~S~~; ;~;;;;~-A~;E~~,;,;; ~;D-;; ;;R-;..---

NEVADA IDGH SIERRA SPORTS, INC. - 2303 N. Carson St., Carson City, NV. (702) 885-1891, 22051h 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 lllGH 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 lNC.-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 VP, 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.

Section (please circle)

I 40 cents per word, $4.00 minimum. I I

(phone numbers_ 2 words, P.O. Box_ 1 word)

Rogallos

Photos - $11.00

Schools and Dealers

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

Emergency Chutes

I Boldface or caps 55~ per word extra. (Does not include first few words I which are automatically caps). Special layouts or tabs $22 per column I inch. I Prepayment required unless account established. l Please enter my classified ad as follows: I 1 I

Ultralight Powered Flight

I I I

I Number of words:

Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous

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

@ .40 =

Parts & Accessories

Phone Number:

P.O. BOX 500, PEARBLOSS?M, CA 93553 I (805) 944.5333

I I

f I I I I I I I I I I

·------------------------------------------------------- I 48

HANG GLIDING

CLASSIFIED ADVERTISING NORTH CAROLINA KITTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959. 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Windsurfing sales and instruction also available. SAURATOWN KITES-Winston Salem, (919) 922-1942. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing, Pacific Airwave & Delta; new and used equipment. OHIO NORTH COAST HANG GLIDING-Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH 44102 (216) 631-1144. PENNSYLVANIA SKY SAILS LTD. Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866. TENNESSEE 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.

UTAH FLY UT AH WITH

LOOKOUT MOUNTAIN FLIGHT PARK-Our specialties: your first mountain flights, mountain and thermal soaring, certified training (package plans, group rates, USHGA ratings), glider rentals, camping, local site information. New and used gliders (all major brands), equipment, accessories, parts, repair services. We buy used gliders and equipment! USHGA Novice pilots can fly 1,340' Lookout Mountain and soar 12-mile ridge (distance record, 130.9 miles; altitude gain, 10,400') Send $!. (refundable with any purchase) for brochure, rates, directions, accommodations information. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. Twenty minutes from Chattanooga, Tennessee. (404) 398-3541. SEQUATCHIE VALLEY SOARING SUPPLIESDealers for all major brands. Small training classes so you can learn to fly easily. Come fly over 100 miles of ridges and enjoy challenging thermals. Located next to the TIT Hensons Gap site For personal service you can trust call Valley Soaring, Rt. 2, Box 210, Dunlap, TN 37327 (615) 949-3384, (615) 949-2301. TEXAS

TEXAS AIRWAVE-Call for all your flying needs. Instruction, towrng and A1rwave ghders. Tcxld __ or Warren, (915) 362-8693. -~---

and SOUTH WIND HANG GLIDING SCHOOL Delta Wing Products, certified beginner and advanced instruction, 9173 Falcon Cr., Sandy, Utah 84092 (801) 943-1005. WASATCH WINGS, CNC.-USHGA certified hang gliding school, dealers for Wills Wing and Pacific Airwave. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242.

v_IR_G_I_NIA _ _ _ _ _ _ _ _ _ _ _ _ _ __ SILVER WINGS INC.-Certitied instruction & equipment sales. N. VA. (703) 533-1965.

WASHINGTON AJRPLAY'N PRO SHOP & Hang Gliding School. The largest full time, full service hang gliding shop m Washington. All major brands sold and serviced. 800 Mercer, Seattle, WA 98109. (206) 467-8644. ___________________ _

S~steli Vario I Altimeter 0-15,000 FT Alt/meter

UP·Audlo

Dual Batteries

MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER

$495

MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590

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

The Hall Airspeed Indicator

MODEL M20 WRIST VARIO $200

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

Airspeed Indicator with Long Bracket

... $21.50 Airspeed Indicator 6.50 Long Bracket . Foreign & C.O.D. Orders add $2.00 Control Bar Protectors

5" diameter ABS plastic wheels.

STREAMLINED TUBE ADAPTER

Available from hang glider manufacturers and dealers SEPTEMBER 1987

Control Bar Protectors

Specify 1" or 1-118" control bar. Whee Is - S20 OOtpa,r Foreign & C.0.D. orders add $2.00 Hall Brothers P.O. Box 771-H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders (801) 829-3232

CLASSIFIED ADVERTISING Business & Employment Opportunities

International Schools and Dealers

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

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, Yugawararnachi, Kanagawaken, Japan 141. FAX 0465 636641.

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. PRIMO AIR MITTS-standard with shiny Lycra exterior. $25 per pair. Plush or terrycloth interior, $5 extra. Shipping $1.50 per pair. 8 Blue Jay Way, Conway, AR. 72032 (501) 327-0698.

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

Paragliders BRAND NEW 7, 9, 11 cell Paragliders. $1250 each. (303) 278-9566.

Parts & Accessories

BINDERS FOR HANG GUDINO MAGAZINE. Brown vinyl with wire centerfold spines to allow library reference organization of your issues. Keeps up to 16 issues tidy and handy. Only $9.00 from USHGA, P.O. Box 500, Pearblossom, CA 93553. WANTED: NAME YOUR PRICE! Ground Skimmer #1, lf3, #13, Hang Gliding #48. Gene Matthews, 15308 • II Ith Ave. NE, Bothell, WA 98011. 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.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles instalJed and replaced. S.F. Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. BRAND NEW-22 gore parachutes. Ship anywhere. $300. (303) 278-9566.

Publications & Organizations

THERMAL SNOOPER-The exciting new soaring instrument. Proven to indicate nearby thermals and more. For competition or just fun. Own one for just $98 check or money order to: Digi-Log Circuits, Co., 5711 Tannahill Circle, Huntsville, AL 35802. Satisfaction and 12 month warranty. AUTO RACKS custom built for your vehicle. Front and rear bumper and rooftop utility racks for hang gliders, ultralights, canoes, etc., quick and easy to store and set up. Pitts, 36 Ross Avenue. lf3, San Anselmo, CA 94960; or call Gary, (415) 258-9126.

(ffl'i(r/

MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over 1()0 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.

Videos & Films 1985 NATIONALS VIDEO, "Feast of Flight," $28. Cloud Base Country Club, P.O. Box 629, Issaquah, WA 98027.

ri,1/,111

cJPiad//o-clu I 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. BELL HELMETS-in stock. $80. (303) 278-9566.

HIGHLY VISIBLE ALL WEATHER WINDSOCKS. Superbly crafted from SUPER TOUGH 2 1/4 oz. hot air balloon ripstop, our brilliant glowing windsocks are truly the world's fmest. Created to be seen from afar and to demonstrate accurate surface wind direction, even in the slightest of breezes. Our big 6 ft. rainbow is now only $24 postage paid. Larger sizes custom crafted. All inquiries welcomed. Send to Pacific Crest, P.O. Box 5148, Eugene, OR 97405.

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.

HANG GLIDING

,Contact your nearest dealer or Delta Wing today, '

CLASSIFIED ADVERTISING Miscellaneous COLLECTOR BOXES for Hang Gliding Magazine. Blue vinyl, heavy duty, with clear label inserts on spine. Holds up to rwo years issues. Only $9.75 from USHGA, Box 500, Pearblossom, CA 93553. LOOKOUT MOUNTAIN for less. Mountain package except first lesson for sale. Ken, (317) 841-0232. THE ORIGINAL "I HANG GLIDING" T-shirt. Red heart/glider on back. White Beefy-T. M, L, XL. $10. Bumper stickers, $2. Sail Wings, 1601 N. Shackleford #131-4, Little Rock, AR 72211. HANG GLIDING JEWELRY. Each piece contains I gram of 14k gold or sterling silver. Pendant $25 gold, $10 silver. Tie tack - $27 gold, $12 silver. Earrings - $55 gold, $30 silver. Californians add 6% sales tax. Please add $2 per order for handling. Check or money order to: D. Renshaw, P.O. Box 23073, San Bernardino, CA 92406. Satisfaction guaranteed. SAILMAKING SUPPLIES & hardware. All fabric types. Information and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. MAKE MONEY! Set your own hours, fly when you please. An international company seeking independent people. Send postcard or call for free information. Kurt Dilley, P.O. Box 765, Homewood, CA 957\S. (916) 525-6722.

Index To Advertisers Airworks ............................. 12 Ball Varios ........................... 49 Bennett Delta Wing Gliders ............. 18, 45, 51, BC Brauniger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Flytec ............................... 30 Hall Brothers ......................... 49 High Energy ...................... 37, 45 KHK ................................ 52 La Mouette .......................... .42 LEAF ............................... 43 Lookout Mt. .......................... 7 Mast Air ............................. 51 Microflight ........................... 41 Moyes ............................... 38 Nationa1 Fly-In ........................ 46 Pagen Books .......................... 43 Publitec .............................. IO See<lwings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Silver Wings . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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

Wills Wing ........................... 23

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'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 500, Pearblossom, CA 93553. (805) 944-5333.

STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost wings may be called in to the office for immediate inclusion in Hang Gliding magazine. Please do call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

Portabec ............................. 37

Systems Tech ......................... 49

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.

TYPE: Pro Star 195 #0309, High Energy bright yellow cocoon harness, Chad AVT, CB radio. SAIL: Black LE, rainbow undersurface. WHERE AND WHEN: Ceres, CA 12/2/86. CONTACT: Mack or Mike 576-8494.

Pacific Airwave .................... 15, 46

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.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 Vi'' dia. Inside or outside application. 25¢ each. P.O. Box 500, Pearblossom, CA 93553.

TYPE: Magic III 177. SAIL: Yellow LE, blue undersurface, small blue wedge on upper surface, white main body, small tears on LE. TYPE 165 C2. SAIL. Black LE, purple undersurface, white main body, tears on LE. WHERE AND WHEN: Portland, OR around 12/1/86. CONTACT: Oregon Airwave Gliders (503) 245-2636.

USHGA .................... 11, IFC, IBC

Stolen Wings TYPE: HPII full race. SAIL: All white with red and yellow under surface. Bag color WW kahki with flag. Serial #13083. Faired down tubes. WHERE AND WHEN: Salida, CO June 27, 1987 in ditch at roadside following XC flight. CONTACT: Ken Grubbs, 17325 Rimrock Dr., Golden, CO 80401 (303) 279-7770. TYPE: Vision Eclipse 19, white TE, red LE and underside. In dark green glider bag with international orange bag tips. Serial # VEL 5495. Name on card in base tube. WHERE AND WHEN: Woodstock, VA, on June 28. Token from hike-in spot. Seen on maroon van speeding away. CONTACT: Denny Dobbins, 1057 West Road, Chesapeake, VA 23323. (804) 485-5386. TYPE: 167 Sport American. WHERE AND WHEN: Taken from Lake McClure LZ on 10/10/86. SAIL: Dark blue LE, light blue undersurface, balance white. CONTACT: Ken Muscio 2101 Robertson Rd., Modesto, CA 95351 (209) 571-3245.

FLY THE OWENS VALLEY! SEPT. 12·20 Let our guides show you X-C Flying at its best in the incredible OWENS VALLEY. Guide Service is provided by USHGA Certified Advanced Instructors and experienced OV Guides who know the weather patterns, best X-C Routes, and site protocol. All transportation and retrieval is provided by a radio equipped 4 wd and a driver who knows how to find you! With these details taken care of, you'll fly Sierras and the White Mountains, at launches like Piute, Gunter, and Horseshoe Meadows. Trip Includes: *Guide *Driver *Rides Up & Retrieval *X-C Seminar *Lodging *Advanced Instruction •7 Flying Days, Weather Permitting Total Cost $395. Call for reservations: Kitty Hawk Kites (408) 384-2622, P.O. Box 828, Marina, CA 93933.

HANG GLIDING

USHGA MERCHANDISE ORDER FORM

BOOKS

PRICE

MANBIROS by Maralys Wills. En\ertainingly lakes !he reader lrom hang gliding's pas\ lo i\s soaring present. 8 pg. color, 150 Blk & Whl. photos, 40 pg. appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete requiremen\s, syllabus, leaching ma\hods. HANG GLIDING by Dan Poynter. 8th Edilion. Basic Handbook lor skysurting. FLYING CONDITIONS by Dennis Pagan. Micrometerology lor pilots. 90 illustrations. HANG GLIDING ANO FLYING SKILLS by Dennis Pagen. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross country, competition & powered flight. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruclion manual. POWERED ULTRALIGHT TRAINING COURSE by Dennis Pagen. A manual for self-training & \raining schools. t 1 lessons, tesls and FAA Regulations. MANNED KITING by Dan Poynter. Handbook on tow launch !lying. MAN-POWERED AIRCRAFT by Don Dwiggins. 192 pg. history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1987 Edition. Hang gliding pertinent informaiton. FAI SPORTING CODE FOR HANG GLIDING. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dennis Pagan. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signotts (all levels), glossary of terms, awards.

$ 7.95

QUANTITY

AMOUNT

$2.00 $ 7.50 $ 7.50 $ 7.50 $ 7.50 $ 8.50

$12.95

$ 4.50 $ 6.50 $ 4.50

$ 1.00 $ 1.50

$ 2.95

ITEMS NEW USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton, WHITE or TAN. Men's sizes: SM L X·L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. SML X-L (CIRCLE SIZE & COLOR). USHGA EMBLEM CAP. One size lils all. Baseball type/USHGA emblem. NAVY, ORANGE, GOLD (CIRCLE ONE) USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 3V, x 2V.. USHGA SEW-ON EMBLEM. 3" dia., full color (red wings, sunburst w/black print). USHGA EMBLEM DECAL. 3V2" dia., full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, vefcro closure, mach. washable, water resistant. ROYAL BLUE color.

•

$ 8.00

$ 8.00 $ 5.00

$12.00

$ 2.00 S .25 $ 5.50 $ 8.95

HANG GLIDING/GROUND SKIMMER BACK ISSUES ''' SPECIFY BY CIRCLING ISSUE NUMBER ''' ISSUES NOT NUMBERED ARE SOLD OUT ''' PRINTED COPIES:

20, 21, 22, 23, 24, 25, 28, 29, 30, 32, 33, 34, 36, 37, 38, 41 42, 43, 44, 45, 47, 58, 58, 50, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72.

$ 1.00

PRINTED COPIES:

73, 76, 77, 78, 80, 82, 83, 86, 87, 88, 89, 90, 91, 92, 93, 96, 98, 99, 100, 101, 102, 103

$ 150

PRINTED COPIES:

105 - Current Issue

$ 2.00

"NO TAX ON MAGAZINES"

MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL

(Californians add 6% tax on merchandise only)

ORDERING INFORMATION

All prices include postage and handling. (Prices subject to change without notice.) Enter quantity and price of each item ordered. Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rates. If you wish to receive your order faster, please include sufficient postage funds. No C.O.D.'s. Foreign Orders: USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds.

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USHGA MERCHANDISE ORDER FORM

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENTHAL AWARD FORM

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Charge my

USHGA BASIC SAFETY REGULATIONS (PART 100)

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MAIL WITH CHECK OR MONEY ORDER TO: USHGA, P.O. BOX 500 I PEARBLOSSOM, CA 93553

Expect nothing less than the extraordinary from Delta Wing's XCEL, the exceptional new glider designed to expand your XC horizons. Exalt in extreme high performance, exhilirating speed, exquisite handling and exclusive features. Experience the excitement of XCEL with a demo expedition today! The exemplary XCEL will exceed your expectations. You'll wonder how you ever existed without one! 140 Sail Area rn.2J

Span (n.J Nose Angle Aspect Ratio Ribs/side (upper) Ribs/side (lower) Glider Weight (lbs.) Pilot Weight Range (lbs.)

c o

M I N G

160

180