USHGA Hang Gliding January 1988 by US Hang Gliding & Paragliding Association

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• MEMBERSHIP APPLICATION • lllllr.1\ NAME _ _ _ _ _ _ _ _ _ _ _ _ _ __ (Please Print) ADDRESS-------------~ CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __ Z I P - - - - PHONE (

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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.

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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.

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P.O Box 500, Pearblossom, California 93553

(805) 944-5333

Revised 6/86

Volume 18

CONTENTS

Issue No. 1

(USPS 017-970-20)

Features 14 The '87 Arizona XC Contest

Columns 3 Viewpoint

by Bob Thompson Last year there were 25 flights over 100 miles, and two flights over 200 miles!

13 Accident Reports

Dennis Pagen expresses some safety concerns.

Executive Director Cindy Brickner talks about a national site guide and weather info.

29 USHGA President Russ Locke tackles some tandem topics.

Page 14

A proposal to expand TCA borders at 23 locations could dramatically affect hang gliding at many major sites.

Mike Meier updates us on further structural testing on the HP JI.

Departments

22 Some Thoughts On Aerobatics and Safety

4 Airmail 9 Update 11 Calendar

by John Heiney The current world champion talks about flying on the edge.

35 Ratings and Appointments

32 Aerial Indicators

42 Classified Advertising 48 Stolen Wings 48 Index To Advertisers

38 Requiem For a Deceased Diver by Jules Gilpatrick A Made Twainian account of an expired Seagull and Mr. Death.

COVER: Hans Heydrich soaring over Phoenix, AZ in his HPil. See story on page 14. Photo by Bob Thompson. CENTERSPREAD: Bob Hanes in his 180 Duck at Millerton Lake on the San Joaquin River. Bill Travers in the background. Photo by Bob Hanes.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © United States Hang Gliding Association, Inc. 1988. All rights reserved to Hang Gliding magazine and individual contributors. JANUARY 1988

30 Safety Forum

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, Jllustrator

Office Staff Cindy Brickner, Executive Director Joyce Isles, Ratings Mary O'Konski, Member Services Lynne Parton, Member Services

1 the January, 1985 issue of

Executive Committee: Russ Locke Dick Heckman Bob Collins Dan Johnson Cindy Brickner REGION !: 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 Woissooe. REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims. REGION 10: Rick Jacob, Dick Heckman. REGION Jl: Warren Richardson. REGION 12: Pete Fournia, Paul Rikert. DlRECTORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennnen, MaTk Bennett, Joe Bulger, Eric Fair, Bettina Gray, Doug Hildreth, Gregg Lawless, Mike Meier, Rich Pfeiffer, Bob Thompson. The United States Hang Gliding Association fnc. is

a division of the National Aeronautic Msociation (NAA) which is the official representative of the Fe.deration Aeronautique Internationale (FAD, of the world governing body for span aviation. The NAA, which represents

the U.S. at FA! meetings, has delegated to the USHGA supervision of FAT-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine (USPS 017-970) is published monthly by the United States Hang Gliding Association, lnc., whose mailing address is: P.O. Box 500, Pearblossom, CA 93553; telephone (805) 944-5333. Second-class postage is paid at Pearblossom, Calif. The typesening is provided by 1st Impression Typesetting Service, Buena Park, Calif. The USHGA is a membercontrolled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $17.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 500, PEARBLOSSOM, CA 93553.

VoWME 18, ISSUE No.

Safety Concerns by Dennis Pagen

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

JANUARY 1988

VIEWPOINT

Hang Gliding

I wrote an article entitled "Hang Gliding The Safest Way to Fly?" The purpose of the article was to present statistical information gathered from several sources supporting the premise that hang gliding does not deserve the daredevil image served up by the popular press. The reason for the question mark in the title is the impossibility of determining exactly how many hang glider pilots are flying how many hours. Today we could remove the question mark, not because we have better data, but because we have had an abysmal year in terms of fatal accidents - sixteen as of this writing. That's more than two-anda-half times the rate of the previous two years. Without question, we can no longer claim to be the safest way to fly. Let us try to understand and correct the problem. With such a small sampling (several years), it is entirely possible that we are merely seeing a glitch in the statistics. However, it is a dramatic and deadly glitch. Since we are dealing with presumably sentient factors - pilots - we should be able to affect the statistics. Here are my opinions. To begin, I feel a vast number of our rank have embraced the attitude that hang gliding is so much safer than before, that less vigilance is needed. This is a dangerous assumption, for in fact, today's equipment often requires more skills in the two most critical phases of flight - takeoff and landing. Our biggest enemy is complacency. After hundreds of flights performed by ourselves and our friends, we let our guard drop because everything becomes routine. We have all seen experienced pilots waltzing off of launch. Occasionally their launches become more and more blase until they stave it in. This occurrence is common but deadly. The cure for complacency in all phases of flight is the same: treat every flight with equal respect. Once you acquire flying speed, you have placed yourself in a situa-

tion where a serious accident can occur. It doesn't matter if you are at the training hill, your local soaring site or at an advanced competition launch. Concentration and care are required from the moment you pick up your glider on the runway until you come to a stop in the landing field. If you find yourself skimming over the preceding few paragraphs, then perhaps you are guilty of the "it can't happen to me" syndrome. Reread the above material and think about how well you concentrate during each phase of flight. If you can't recall your plans and actions, then perhaps your awareness is lacking. "It" can happen to you (and me) so we all need to remind each other to maintain vigilance. Now let me address specific groups. Beginner to Novice pilots may have a special problem in that they learn to fly readily with today's gliders. In fact, they may be soaring in a matter of months which does wonders for glider sales, the student's ego, the public image, the training hill erosion problem, etc., but something is missed. The hundreds of takeoffs and landings that we sweated through at the training hill in the olden days (pre '80s) taught us something that many latter day students lack: the ability to perform aggressive takeoffs and graceful landings in all kinds of conditions and terrains. My advice? Go back to the training hill and challenge yourself to perfect your style. You'll become a better and safer pilot and may even get in shape. The missing experience at the early levels often carries over to the Intermediate and Advanced rated pilots. Greg DeWolf has traveled the country in recent months putting on various seminars. He declares that the average takeoff and landing skills of upper level pilots is less than admirable. I concur on the basis of my own ramblings. The biggest problems seem to be improper holding of the control bar, improper control input and improper run during takeoff as well as improper approach speed and im-

and in and successful takeoffs and of an expert. The latter the is difficult to find. a handful of understand the mechanics of takeoffs and What is needed national program of seminars that covers conntry. Your second choice: is the and books that cover the and future.

aero·· get expert advice. these maneufor the first time go about them in proper manner. )'bu nrn,h<>lnl" your chances of on a ten· fold once you make the decision to try aerobatics. If you aerobatics close to the blind both. these

for group I haven't offended is the Master rated That's because by the a Master he or time a she has overcome the aforementioned pro· blems. Or am I To be sure, no card or license will guarantee a safe pilot. We all and master alike must be to insure by always flying within our limits. We must develop cable We must maintain the pro· per attitude. We must put a stop to accidents. Ill

certain Rupert John Bickham Sweet-Escott. This person claims, through the intermediary of his U.S. based company, Flight Research, Inc., to represent various British companies as a distributor for their products in the U.S. At this time, Mr. R11pe1t John Bickham Sweet··Escott has left a significant number of invalid checks, returned against unsufficient funds. Our company has been the victim of two of these checks for a total of ap1nulm1·m~ely $500.00. Needless to say, phone calls and other attempt~ to contact the person or his company have remained unsuccessful. As per the enclosed letters, you will notice that the various companies that Mr. Sweet· Escott claims to represent are reporting a history of similar bad debts, very poor husiness practices and the same difficulties in collecting. We would be grateful if you could help us by publishing this letter in your next issue and forward any information, if available, concem· ing the above person and/m company that would help us in onr recovery effort~. For your information, Mr. Sweet·Escott's full address is Flight Research, R.D. 2, Box !Ol·C, Airport Road, Blairstown, New Jersey 07825 U.S.A. Thank you for your consideration of this matter. Jean·Michel Bernasconi President Pacific Airwave Ltd.

HAPPY NEW YEAR

HELP SAVE THE POINT

mellow winds. who can for error.

Dear Editor and USHGA Members, Best wishes for a safe flying New Year, from the USHGA staff. Left to right: Mary O'Konsk:i, Lynne Parton, Joyce Isles, Cindy Brickner.

BAD BUSINESS Dear Editor, This letter is to ask: your assistance and issue: a warning concerning the activities of a

Dear Editor, Once again the best inland training area and ridge soaring site "The Point The Mountain" south of Salt Lake City, Utah is threatened. A large development company from Phoenix, Arizona by the name of "Estes Corporation" has purchased much of the Point and adjoining Traverse Mountains for a large country club and condominium development. There is also a large traet of land on the bench owned by the county of SLC which is being held with the intention of mining gravel. This would strip our launch on the bench as well as disfigure this nattiral wonder. A committee has been formed by the Utah Hang Gliding Association (UHGA) to save the "Point." A congressman from Springville will introduce a bill in the January session for the State to buy the land and tum it into a State Park. For this to succeed we need proof this flying site draws tourism from other states m

HANG GLil)ING

P.O. Box 7257, Bonney Lake, WA 98390 La Mouette 1, Rue De La Petite Fin 21121 Fontaine Les Dijon (80) 56 66 47

)

PILOT: Mark Gibson, 1988 Region I Champion PHOTO: Howard Handy Mt. Adams 12,307 ft .

AIRMAIL countries. If you have ever flown the Point, used it for teaching, or if you would like to come there in the future to take advantage of its consistent and smooth soaring, please take the time now to write in your own words why you find the Point so special. Send your letter to: Lori Judy, P.O. Box 49, Snowbird, UT 84CJ70. It remains special to me because it is the first place I ever soared and it would hurt deeply if this beautiful ridge were disfigured in the name of "development." Larry Tudor Draper, Utah

CERTIFICATION APATHY Dear Editor, On Sept. 9, 1987, my good friend and fellow instructor, Gary Lagrone, was killed at Telluride. His death was keenly felt here in Utah as Gary was well-loved and one of the greatest contributors to safe flying and to the promotion of USHGA programs. That's what makes it so hard to understand why he was flying an uncertified glider. Details are sketchy about the cause of the accident, as to whether it was a structural problem, stability problem, or pilot error that caused him to spin into the ground on a new Delta wing XCEL. What we do know, however, is that the glider was not certified. I'm not saying that the glider was at fault. My intention is to wake pilots up to the fact that HGMA certification is the only thing we've got to assure us that our gliders have been tested and meet minimum structural and stability standards. If we as pilots, and especially dealers, fail to demand certification from the manufacturers, we may as well go back to the seventies. Is that what we want? I realize that certification does not guarantee that a glider is safe. There is still a ways to go before the program is perfect. r believe that in addition to presenting documentation to the HGMA there should be an independent team of test pilots who do actual in-flight stability tests. There should also be spot checks periodically to assure that all models are being manufactured to the same specs under which they were certified. And any time a design is modified, such as adding a VG or a sail-cut change, it should be recertified. But even though the HGMA program isn't perfect, it's still the best we've got and much better than most foreign programs. The HGMA program has significantly increased

hang glider strength and stability. It's up to us to support it and stop buying gliders that do not comply. Your next question should be, "How do I know if it's certified?" It's true that in this day and age when we see a fullpage color ad in Hang Gliding magazine, we just assume that it must be certified. Don't believe it! Ask before you buy. If your dealer doesn't know, ask the USHGA, HGMA, Mike Meier at Wills Wing, Mark West, or the manufacturer. Again, there is no direct evidence that Gary's death can be attributed to flying an uncertified glider. We may never know the reason but wouldn't it be nice if we c~uid rule out basic factors such as glider strength or dive recovery? Our complacency is the only reason that there are still uncertified gliders on the market. We can stop it! Support the HGMA program. Dave Rodriguez President, Wasatch Wings, Inc.

Bill Bennett, of Delta Wing, indicated to me in a recent telephone conversation that Gary lagrone's model Xcel had undergone the critical HGMA load and pitch tests. In any event, no current production glider, whether cenified or not, is suitable for aerobatics, and the HGMA standards are clearly not adequate for this type of flying. This is evidenced by the fact that Eric Smith's HP II, which has since been independently tested and shown to exceed the HGMA requirements by a significant margin, broke during an aero maneuver. (See the latest info on this elsewhere in this issue.) Your point about supporting the HGMA program is well taken.-Ed.

RECORD COMMENTS Dear Editor, I do not understand why there is so much controversy over Randy Haney's record flight. Whether his flight is measured as 202, 199.5 or 199.75 miles, it stands as official by the FAI as 202 miles and the reality of this superb flight does not change one inch from the day he accomplished it. It still remains one of the most outstanding flights made outside the Owen's Valley. It is likely his flight will remain the longest FAI distance record because both my distance claims of 215 and 217 miles, as well as distance to goal, 217 miles, tandem distance to goal, 31 miles, and tandem out and return, 42 miles, have been lost after the USHGA sent them to the NAA. These flights were made with a great deal of effort, time, money and

heart. The documentation was complete. If it is just a cruel coincidence that the records have been lost in the mail (as the USHGA insists) and not a division between the USHGA and the NAA that has caused this problem, I am sure I can exceed these distances in the future. If not, I hope any differences between the two bureaucracies can be settled before record-seeking pilots from the USA return to the valley next season. Larry Tudor Draper, Utah

AMBIGUOUS FRUSTRATIONS Dear Editor, In response to Roger Sharfs "Replacement Parts Frustration," we would like to commend him on not wanting to "bad mouth" the manufacturer regarding their delay in replacement parts. Yet his letter leaves a question in the reader's mind, as he implicates all other manufacturers but the one mentioned. We wish Dr. Sharf all the success possible in his own practice. Seedwings, Inc. Santa Barbara, CA

GROWING PAINS Dear Editor, During the 1987 season we introduced two new glider models, the Magic IV and the Vision Mark IV series, combining a total of six different sizes. Nineteen-eighty-seven has been the fastest growing year for Pacific Airwave to date. Unfortunately, the growing brought us some growing pains, that some of you may have been affected by, specifically in the form of lengthy delivery times for Magic spare parts and gliders, and inconsistent service. For the inconvenience that those "teething pains" may have caused some of you, Pacific Airwave would like to publicly apologize and sincerely thank our dealers and customers for their loyalty, patience and understanding. In the vast majority of cases the delivery delays were the result of specific materials shortages, primarily on imported parts which have no alternative domestic source. Although our planning for a constant inventory of those parts was adequate, the supply at the source could not keep up with our demand. This led to some frustrating experiences for some of you and all of us here at Pacific Airwave. We

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AIRMAIL accept full responsibility for the admittedly poor service of the products that were affected by those shortages. We would like, however, to point out a company policy which at no time was violated during this season: A glider spare part order was never given second priority over a glider order and never will. Orders were handled on a "first ordered, first served" basis as inventory/stock allowed. The situation is now completely under control with an average spare part turn-around time of six days and getting better. Pacific Airwave Ltd. Salinas, CA

HGMA VERIFIES HP II COMPLIANCE, ISSUES ADVISORIES Dear Editor, The Certification Committee, as a result of a Compliance action dated Oct. 13th, 1987 concerning the "HP II" manufactured by Wills Wing, has reviewed all infonnation pertaining to the action including, but not limited to, the Record of Compliance and found no evidence of non-compliance. It is the determination of the Committee that an error in the operation of the glider was the most probable cause of the accident on September 19, 1987, which resulted in the compliance action. In accordance with Compliance review procedure, Wills Wing supplied the HGMA compliance review board with Eric Smith's glider, reconstructed to "as released" condition for compliance verification. On Nov. 13th, ''if!, at Whiteman Airport, Sun Valley, CA, positive load tests were conducted by the review board. The maximum sustained test airspeed was 68 mph, 3 mph faster than required for ultimate positive load testing under the Airworthiness Standards. Inspection of the glider following the tests revealed no signs of pennanent deformation in the structure. The glider was also inspected and found in accordance with the compliance verification specification sheet. The results of the tests confirmed the test data submitted for the certification record of compliance for the HP II. Load cell data taken during the tests revealed a maximum sustained (for a period greater than three seconds) resultant load at the required speed of 65 mph, in excess of a 6G loading at the maximum placarded pilot weight. Some of the conclusions drawn from the incident and tests are as follows:

JANUARY 1988

1) Positive failure of the HP II requires operation of the glider far outside of the normal placarded flight range. 2) It is possible to exceed the load limitations of the glider by disregarding the placarded limitations. THe HGMA as part of its normal function is constantly reviewing its testing procedures and requirements, updating and changing as superior solutions become apparent. In this instance it is significant to note that our testing methods were producing resultant loads greater than, if not equal to, those required by any other international hang glider testing standards. The following advisories are issued: 1) No glider is certified suitable for aerobatics. The easiest way to exceed the design limitations of a glider is to engage in this activity. 2) Participation in aerobatics is an open invitation to disaster, even when perfonned on certified gliders by expert pilots. 3) It is the desire of the HGMA that aerobatic photographs and related publicity be greatly reduced in the USHGA magazine. To use a much quoted saying, "There are old pilots, and there are bold pilots, but there are no old bold pilots." Let's keep 'em upright and flying for as long as possible. Mark West President, HGMA

WOMEN'S WORLD MEET Dear Editor, Alors, two Women's World Championships (both in France at Sederon '86 and Millau '87) have flown by us faster than this autumn's falling leaves, and I wonder along with many others over here, "Where were the Yankees?" Their absence was highly conspicuous. USHGA should make an effort to help defray the costs in sending even just two or three pilots to next year's event. I am certain that not a few young lady pilots would organize it if they felt they had some national support. So, I have enclosed 50 ever-shrinking American bucks (get 'em while their still lukewarm) to start up a Women's World Championship Fund for 1988. I sincerely hope to see some Yankees over here next summmer. Christopher Coffey Aix-En Provence, France

CLOUD BASE

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California Residents Add 6% 1~P..--o.-cstc:ag"-'e~--- _________ $2.50 TOTAL _ _ Ship to: Name: _ _ _ _ _ _ _ _ _____, Address: _ _ _ _ _ _ _ _ _ _ _ _...j Mail Orders To: AERIAL TEASE 8 CAMINO VERDE SANTA BARBARA, CA 93103 ORDER IMMEDIATELY FOR X-MAS DELIVERY

WILLS WING FOR 1988 Leading The Field . • • HPII 170 Full Race

$3150

For the serious, most highly skilled and most experienced pilots, the HPII Full Race is the top performing glider on the market. It is the only glider in production that has ever been flown more than 200 miles, and it is the choice of six of the eight 1988 U.S. World Team pilots.

Sport 150/167 Sport American 167

$2950 $2650

The most popular glider on the market in 1987, the Sport I Sport American promises to repeat in 1988 as the first choice among quality conscious soaring and cross country pilots seeking true high performance without compromise.

Skyhawk 168 I 188

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A favorite for years among recreational pilots from beginner through the advanced soaring stage, the Skyhawk continues to offer the most relaxed, enjoyable flying you can find at a very affordable price. ALL MODELS ABOVE ARE HGMA CERTIFIED

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Sport 150 Photo by Eric Raymond

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COME:r

ADVISORY

Another crossbar restraint cable this time on a Comet 2, has pro,mp,ted us to remind Comet 2 to and/or this use critical part. Most modern dual crossbar restraint cables. It might not be a bad idea to retrofit this with a dual system.

AMERICAN WINDWRIGHT American

Inc. a new U.S. manufacturer has established in Northern

is the Z-1. has it that Jean Michel inadvc,rte111Uv named the "Oh, so thees ees zee Ac,cor'diu1g to the manufacturer the was to a low-twist which would handle and land well, and which would mc,orporate workt1nar1st11lp and attention to detail. Specifi,eati,ons: 168 sq. ft. area, 34.5-ft. 170-240 span, aspect ratio 7.l, lbs. Standard features include: articupost, 7(]75 airfoil sail, swivel ball ance variable geometry, faired downtubes, 7075 1h-inch battens, ty cloth. Contact: American Inc. , 631 Martin Ave. Suite #3, P.O. Box 1056, Rohnert Park, CA 94928 (707) 585-9429. welcome. Dealer SEMINARS A SUCCESS AT

WOKOUT Buzz Chalmers the first of what is to be many such events, Lookout Mountain Park, near Chattlmo,og1a, 1ennessee, a program of three instructional clinics. Indi· vidual seminars have been held at Lookout before, but never three in a row. The idea of a wee1e-.ior1g a success, with 16 The mid-October Instructor Certification JANUARV 1988

'IOP: Set to tow: Radio in hand "De Wolf man" announces launch readiness ABOVE: over the airport DeWolf launches on a Dream 220 during the Lookout Mountain Tandem Clinic. Photos by Matt laber. Pn11Jr.am was followed by a Tundem Certification Clinic and then a 'lowing Seminar. Pilots their area(s) of greatest interest and earned certification and exp,erience. DeWolf (im"De Wolf man") proexr>er1t1se and instrnction which has earned him the respect of pilots throughout the U.S. and Canada. and the ATOL tow system, DeWolf the Tandem Clinic by towup tandem in a Delta Wing Dream 220 behind a small pickup truck provid· ed by Bill Bennett of Delta Wing Kites. about no-wind conditions, the In ATOL winch and 4,100-foot rnnway at Stevenson, Alabama produced tandem tows up to 900 feet and solo tows above with the brake tension on the winch set at about 25 to 40 More wind would have given extra altitude to the tows, DeWolf notes, that the system is no prob-· lem even in strong crosswinds. Other than an occasional line break (due to a worn rope), no problems were encountered by either pilots or tow crew

during the three of towing. The ATOL system's simplicity and reliability made it possible to tow with the students successfully operating the truck and winch after minimal instruction and DeWolf says the system can be used with only the pilot and an exper·ienced driver/brake man, a feature bound to be popular with tow clubs and schools with limited manpower. Detroit pilot Bob Shattleroe, with three exi>erienc:e towing on other systems, says he had his doubt5 at first, but found the A'.IUL system less comwith fewer variables that can bother you at launch. "The system handles just about any wind direction by being able to launch you at flying speed off the back of the vehicle. The launch is smooth and the tow is very light in pressure you can fly the glider." The Instrnctor Certification Prol!ram utilized Lookout Mountain Flight Park's excellent training hill facilities, allowing the Basic Instructor candidates to demonstrate their skills under the watchful eye of USHGA Examiner DeWolf. Lookout's 65-foot "bunny hill" was used for solo launches by the basic instructor candidates, while the flight park's 125-foot an excellent slope"big hill" launch test for the tandem pilot candidates. Pilot~ who were unable to attend this their past fall are encouraged to eyes on Gliding magazine's calendar for future seminars at Lookout Mountain Park. Given the success of the three-clinic format, it's likely the event will be in the spring, with a parachute clinic as well.

NEW AIRSPACE FILM Pilots now have an additional safety tool with the newly released film by the AOPA Air Foundation on proper flying techniques in today's complex

system. Entitled Operations in the National System, the 26-minute film reviews the airspace structure and operations in airport traffic areas (A'.fAs), airport radar service areas 9

UPDATE (ARSAs), and terminal control areas (TCAs). Videocassettes of the film are available from the AOPA Air Safety Foundation in either VHS or Beta format. The cost is $49.95 plus $2.50 for postage and handling and can be charged to a credit card. Call the ASP toll-free at (800) 638-3101 (toll call from Alaska and Maryland (301) 695-2190 or write the AOPA Air Safety Foundation, 421 Aviation Way, Frederick, MD 21701.

the Mercury space program of the 1960s. Aircraft from the Museum's collection, including the Lilienthal glider reproduction, Swallow mailplane, Boeing 80A, Douglas DC-3 and Boeing B-17, are highlighted. Contact: 9404 East Marginal Way South, Seattle, WA 98101 (206) 764-5700.

NEW AFRO CROSS-COUNTRY 8000 A

NEW MEMBERS SUBMITTED BY BUSINESSES Aeolus Hang Gliding ..................... 23 Kitty Hawk Kites East . . . . . . . . . . . . . ...... 17 Windspo11s International .................. 14 Mission Soaring Center . . . . . . . . . . . . . . . .. 12 Lookout Mountain Flight Park . 11 Hang Glider Emporium . . . . . . . . . ..... IO Hang Flight Systems. . . . . . . . . . 9 The Hang Gliding Center of San Diego . 8 Hawaiian Airsports . . . . 6 High Adventure . . ........... 5 Adventure Wings . . . . . 4 Raven Hang Gliding . . . 4 Nova-Air . . . . . . . . . . . . . . . . . . 3 Mountain Wings . . . . . . . . . . . . . . . . . . . . . . . . . 2 San Francisco Windspo11s . . . . . . . . . . . . . . . 2 Golden Sky Sails. . . . . . 2 2 Accelerated Flight. . . . . Air Time of Lubbock . . . . . . . . . . . . . . . . . . . . . 2 Windgypsy. . . . . . . . . . . . . . . . . . . . . 2 The following schools have submitted one new member for the month of November: Eagles Nest, Fly High Hang Gliding, Hawk AirspoI1s, Kitty Hawk Kites West, Morningside Recreational Area, Santa Barbara Hang Gliding, Sky Sails Ltd., Southwind, Sequatchie Valley Hang Gliding, The Hang Glider Shop of Ventura, Thermal Up, and Treasure Valley Hang Gliders.

HGMA COMPLIANCE VERIFICATION SPECIFICATION SHEET GLIDER MODEL: Sport 150, May 6, 1987 MANUFACTURED BY: Wills Wing, Inc.

The new 1988 XC 8000 A now comes with eight different glider polars programmed in for LID calculations and oncommand altitude above sea level (ASL) or altitude above ground level (AGL). Standard radio frequency shielding and a new vario audio system that can be adjusted more than 100 different ways are also featured. For more information contact: Air Tech Electronics, 29 State St., Santa Barbara, CA 93101 (805) 962-8999.

HANG GLIDING IN YEMEN

THE DREAM The Dream, a new eight-minute film featuring artifacts from the Museum of Flight's collection in dramatic historical vignettes, has opened in the William M. Allen Theater at the Seattle, Washington Museum of Flight. The film will be available to all Museum of Flight visitors and will be shown free of charge during regular museum hours. Narrated by Walter Cronkite, The Dream traces mankind's urge to fly from the time of Otto Lilienthal up through

heavy-weight wrestler, have received a lot of publicity in the local press. Mohammad has been interviewed about their flying activity, they have put on flying shows, and they have been featured three times on local TV. They have also begun work on a hang gliding documentary film which will feature a flight from the highest point on the Arabian Peninsula. Dave says that Yemen has tremendous XC potential. (He calls it "dust devil heaven.") We'll be looking forward to more updates.

David Van Hammen sent us this photo and some information on flying in the Yemen Arab Republic. He and friend Mohammad Al-Magalah, a semi-retired

All dimensions in inches; weight in lbs. NOTE: These specifications are intended only as a guidelines for determining whether a given glider is a certified model and whether it is in the certified configuration. Be aware, however, that no set of specifications, however detailed, can guarantee the ability to determine whether a glider is the same model, or is in the same configuration as was certified, or has those performance, stability, and structural characteristics required by the certification standards. An owner's manual is required to be delivered with each HGMA certified glider, and it is required that it contain additional airworthiness information. I) Weight of glider with all essential parts and without coverbags and nonessential parts: 54 2) Leading Edge Dimensions a) Nose plate anchor hole to: 1) Crossbar attachment hole: 131 2) Rear sail attachment point: 214.75 - 215.75 b) Outside diameter at: I) Nose: 2.05 2) Crossbar: 2.05 3) Rear sail attachment point: 2.05 3) Crossbar Dimensions: a) Overall pin to pin length from

HANG GLIDING

UPDATE leading edge attachment point to hinge bolt at glider centerline: 119. 9 b) Largest outside diameter: 2.36 4) Keel Dimensions; least and greatest allowable distances from the line joining the leading edge nose bolt to: a) The xbar center load bearing pin: 39.75 - 40.75 b) The pilot hang loop: 53.25 - 55.25 5) Sail Dimensions a) Chord lengths at 1) 3 ft. outboard of centerline: 73 2) 3 ft. inboard of tip: 44 b) Span (extreme tip to tip): 378 6) Location of Information Placard: Keel Location of test fly sticker: Keel 7) Recommended pilot weight range: 125-210 8) Recommended Pilot Proficiency: III (IV if within 15 lbs. of minimum weight)

1) 3 ft. outboard of centerline: 85.50 2) 3 ft. inboard of tip: 49 b) Span (extreme tip to tip): 30.5 ft. 6) Location of Information Placard: On keel behind pull-back cable catch Location of test fly sticker: Same 7) Recommended pilot weight range: 120-195 8) Recommended Pilot Proficiency: II

Calendar Jan. 8·17, 1988: Chilean XC Hang Gliding Championship in the Central Cordillera near Santiago. Entry $50. Contact: Mauricio Cottin, Holanda 3536-F, Santiago, Chile. Jan. 16-18: Instructor Certification Program, Dunlap Flight Park, CA. $50. Contact: Dave Bowen (209) 338-2422.

HGMA COMPLIANCE VERIFICATION SPECIFICATION SHEET

Jan. 22-Feb. 13: World Hang Gliding Championships, Bright, NSW, Australia. Contact: HGFA, Suite 508, 161 Gloucester St., Sydney 2000, NSW, Australia.

GLIDER MODEL: Vision Mark IV 17, Nov. 13, 1987 MANUFACTURED BY: Pacific Airwave

Feb. 20·27, 1988: Stanwell Park Lawrence Hargrave Competition. Invitational meet following the world meet. Contact: Kieran Thpsell, 19 Stanwell Ave., Stanwell Park, 2509 NSW Australia tel. 042 94 2645.

1) Weight of glider with all essential parts and without coverbags and nonessential parts: 58 2) Leading Edge Dimensions a) Nose plate anchor hole to: 1) Crossbar attachment hole: 124.50 2) Rear sail attachment point: 204 to 204% b) Outside diameter at: 1) Nose: 1.750 2) Crossbar: 1.875 3) Rear sail attachment point: 1.750 3) Crossbar Dimensions: a) Overall pin to pin length from leading edge attachment point to hinge bolt at glider centerline: 105.50 b) Largest outside diameter: 2.25 4) Keel Dimensions; least and greatest allowable distances from the line joining the leading edge nose bolt to: a) The xbar center load bearing pin: 42 b) The pilot hang loop: 62.75 & 63.75 5) Sail Dimensions a) Chord lengths at

April 16•24, 1988: 1988 U.S. Hang Gliding Nationals, Chattanooga, Tennessee. Contact: Rick Jacob (615) 238-5568. April 16·24, 1988: Women's World Team Qualifier, Chattanooga, TN. Contact: Jan Siskind (617) 753-1568. June 27.July 10: European Paragliding Championship, St. Hilaire, France. Contact: Catherine Schmider, Le Chalet, 38720 St. Hilaire du Touvet, France. Sept. 9-18: Masters of Hang Gliding. Pilots' meeting Sept. 8. Contact: Catherine Morton, Grandfather Mt., U.S. 221 and The Parkway, Linville, NC 28646 (704) 733-2013. KITTY HAWK WEST

Feb. 20-21 Basic Instructor Certification Clinic, Feb. 22-23 Thndem Two Certification Clinic, April 29-May I Monterey Bay Steeple Chase, May 21-23 Mountain Flying Clinic, May 28-29 Beach Soaring Clinic, June 4 XC Clinic, June 5 Chute Clinic, June 11-19 Owens Valley SC Flying Tour. Contact: Kitty Hawk Kites West, P.O. Box 828, Marina, CA 93933 (408) 384-2622.

(continued from page 31)

(HPII Structural Testing) may not be possible, and that we have no control over, nor can we anticipate what pilots may choose to do with our gliders. When we designed the HP, there were no 250 lb. pilots doing loops that we knew of. We know now that we cannot use the existing HOMA standards as our minimum design criteria without regard to the possibility that pilots may exceed the limitations implied by those standards. We will have to decide from now on what our own standards will be for each design on a case by case basis. RECOMMENDATIONS At this point in time we recommend that pilots who hook in in excess of 200 lbs., and who expect to operate their HP's substantially outside the placarded limitations, and operating limitations as specified in the owner's manual, retrofit their gliders with 2.5" by .049" wall thickness crossbars. This will increase the glider's positive structural strength by approximately 35 %. This modification will not make the glider suitable for aerobatics, nor will it make the glider unbreakable. We must continue to recommend sincerely to all pilots that they not operate outside the placarded limitations nor outside the operating limitations as listed in the owner's manual. Pilots who either are under 200 lbs. hook-in weight, or who expect to operate their gliders within the placarded limitations and recommended operating limitations, or both, probably stand little chance of experiencing a positive load crossbar failure in flight. Of course, operation outside the placarded limitations or recommended operating limitations by any pilot, regardless of weight, exposes that pilot to a greatly increased risk of structural failure and/or injury and death from a multitude of other possible causes or situations. The recommended crossbar modifications are available to any HP owner through their Wills Wing dealer at a discounted cost. We will keep you informed of further results of our continuing research. Please fly safely.• I

JANUARY 1988

DEL1A WIN&

Accessories

AIRSTREAM HARNESS The low drag proftfe harness

ACCIDENT REPORTS

ieatures· I

Fatality Reports The first eight gliding fatalities for 1987 were reported in the July issue of Hang Gliding magazine. The final accident review/fatality data for 1987 will appear as usual in the March 1988 issue. At this writing (December 1) there have been a total of 16 fatalities. No. Date Name Age Experience Glider 9 5/30/87 Perry Roberts 51 Beginner Magic 177 Lookout Mountain, Georgia - Uneventful altitude flight. 150 feet over landing zone on downwind leg, pilot pulled in and sped up for unknown reasons with resultant oscillations. Wing tip hit tree at edge of landing zone and dove into ground. 10

7/25/'ifl Dudley Warner 37 Advanced Comet 2 165 Arizona - Excellent pilot ridge soaring in strong winds and rapidly drifting thermals. Got low behind the ridge in known rotor area, hit wing tip on tree and dove into ground. 11 8/22/87 John Muir Wills Wing HP Owens Valley - No official report. Rotor or wind shear turbulence with structural failure? Details unknown. 12 8/29/'ifl Connally Keating 38 Advanced Sensor 510 VGB Pikes Peak - 14,000-foot launch, light winds, heavy XC instrumentation, heavy clothing, full-face helmet with wind shield, weak run, jumped into glider. Mushed down hill, basetube grazed rock, glider yawed and ground looped down ravine. 13 9/9/87 Gary Lagrone Advanced Delta Wing Xcel Colorado - Aerobatics, wingovers at 1,000 feet, flat spin, dive, 36()0 axial rotation, leading edges deformed?, spiral dive into ground. 14

17 No rating Sun ID Arkansas - No official report. Power line entanglement with electrocution. 9/13/87

Mark Rose

15 9/19/87 Kvetoslav Prazdny WW Sport 167 38 Advanced Owens Valley - Pilot thermaling in smooth air, straightened his course and flew directly at the mountain for 10-12 seconds until he hit the mountain. Died on impact. Reasons unclear.

• Ad;ustable C G. • faired parachute & ballast container • Adrustable foot stirrup • Custom sizes ID 1,1 all pilots ,____________...., •• Large Price choice of colors $340 ROMER HELMET Made by German manulaclurer with over 125 yrs. of experience. 11 was designed to provide a light weight helmet that giv-es maximum protectwn • DOT approved • Exe. temporal protection • Special ear openings • Made of polycarbonate • Available in Y. 0. White • Price. S 75 ~--.......;;...__ _.,1 HIGH ENERGY SPORTS "BUS" PARACHUTE High Quality chute designed to withstand h1Qhspeed openings • Built to TSO standards • All seams reinforced • V tabs at each line attachment. • Type XVIII bridle rated at 6000 lbs • Deployment Bag w,cont ..__ _ _ _ _ _...., • Price .$395

J-'~--1

BULLET BALLISTIC RECOVERY SYSTEM The bullet is a ball1stically (spring) deployed chute that is easily attached to any glider_ It virtually eliminates any chance • fast deployment time. . -·• of •chute-'"'"'"'""''"' J ·· 18 gore chute --• 20 4· canopy · ---0 • Total system wt 3.3 kg • Price $545

' -

DELTA WING TRAINING WHEELS. A must lor all beginner and novice level pilots no more sudden stops with these high impact. urethane landing wheels. Prevents in1ur1es to hands. etc. Less chance of damaging your glider with a hard landing. • Lifetime guarantee. • Dealers inqu11e about additional vol. disc • Price .$40 INSTRUMENTS Ball 620H Vario/Audio .$280.00 Ball 651 Vario/Audio-Altimeter w110 ft. steps. .$495.00 Ball 652 Vario/Audio-10 It. Altimeter-Airspeed .. $590.00 Retrofit Airspeed to Model 651 .$130.00 Ball 670 Airspeed, 2.25 inch. 70 mph . $125.00 Ball M-20 Wrist mounted Audio/Vario .... $200.00 Ball M-20 w/earphone jack. $250.00 L1tek VE 12 wrist mounted. . .$169.00 Litek VE 12 w/earphone Jack .$179.00 Litek VE 7 .. $ 159_ 00 Litek VE 35. . .$198.00 Roberts Vario & Alt . . .$295.00 Half Windmeter. .S 21.50 MISC. MATERIALS & SUPPLIES Della wing T shirts . . S 8.50 Golf shirts .S 12.50 Streamline tubing-I"· x 2V,- X 058 wall .S 7.50/h lnstabushings-1 v,". t',,-. Pl,· . Pie .S 2.00 Order JOO. .S 100 lnstabush insert for bolt .$ .20 Delta Wing stocks all Progressive Aircratt parts & accessories.

v,·

See your Delta Wing dealer nearest you or contact:

16 10/25/87 Jim Higley Mt. Thmalpais, CA-

Advanced

Attack Duck 180

Wingovers over the ocean. Structural failure, parachute deployed, landed in surf. Drowned.

JANUARY 1988

DELTA WING

~:~ 4:ivs, •;.._~· . ·

CA 91408 ! ,,, 818/787,6600 , Telex 65,1425 DEALER INQUIRIES INVITED

by Bob Thompson

)ther season has come and gone, leaving us all with many memories of great airtime, some flights that could have been great, and even a few that we hope not to repeat again. Before 1982 thoughts of a 100-mile flight were just wishful thinking for us in Arizona, then a few 100 milers per year became the norm. This year there were 25 flights over 100 miles, flown by eight dif.· ferent pilots from six different sites, with three ofus getting six each, and two flights over 200 miles. What a super As in past years many of us not only had a great time, but also learned a lot in the process. If next year continues along this same improvement curve our imaginations are the only limit. And the places wc get to fly to are straight out of western Americana, with names like Pinon, Greasewood, Oak Springs, Chinle, Rock Point, Tce-Nos-Pos, Peach Springs, Elephant Butte, Oraibi, Canyon De Chelly, Skull Valley and Cortez, to name a few. Most out-ot~state folks see Arizona from car windows at 65 mph along major highways, going home with memories of a desolate land with few inhabitants and a forbidding climate. If only they could view the majesty of Arizona from the cool view-· point of a hang glider soaring along on one of our cross-country forays. If you read the September Hang Gliding most of the spectacular flights are now old news. However, there was lots more that down on an Arizona dust devil from '7,000 ft. Note trail left by dust devil. Photo by Bob Thompson. INSET: Bob and Hans celebrate the morning after their 21B-mile flights. Photo Meng HP,wl·ricli'1. ABOVE: up over Southern Arizona's desolate scenery. Photo by Jim Grissom.

LEF1:

HANG GLIDING

.JV"'!VUA~"

CONTEST

Pilot

Bill Poore

hut many new

]50.83 140.22 123.43 103.41 74.33 70.54

to Rawhide Mingus to Red Mtn. Oatman to 1vrntn,;,uµ11 Merriam to Williams to Chino to Chino to Blaek

Sport Mystic

Kurt

went on this past season, some of it even durthe late summer and fall. Mt. Elden, and u1;,;;1,i1u11a11 i Merriam-Sheba Crater area have the with mostly

Location

Glider Sensor HP l Vision GTR Sport

Steve Farnsworth Steve Bob Stout

HP 2 HP 2 HP 1 Magic HP 2 HP 2 Mystic Sensor

Bob Thompson Hans Tom Fuller Jim Grissom Jim Whitelaw John Johnson Don Jones Steve Farnsworth

Elden to Cortez, CO co Elden to Elden to Rock Point Elden to Oak Springs Yarnell to Elden to Elephant Mingus to Aubrey Mingus to Rawhide

µrn,~un111C1<;0 were observed too.

1987 ARIZONA x~c FLIGHTS

Dateman Mountain, near Gila Bend which looks

route, four at 99 miles on a northeast and three for a 65-mile fling in late October on a east Jim one from Yarnell, fourth distance in the state for the year with 123.43 miles, at the Roek Ranch north of And Eric Smith from Tncson (not entered in the contest) the first ever 100+ miler in the Tucson area, launching from the Whetstone Mountain site, past cars on the interstate with strong winds aloft, and near Animas, New Mexico. 1s.o;;~:m11><u Director Bob Buxton ,u""'"'"'' and far east toward stormy skies to get 102.92 miles before a judgement call and Jim Grissom and I continued on into the inclement weather and got well coated with snow on that late Juue This turned out to be Jim's longest of the year 140.22 miles and fourth place in the Class. Jim should get the persistence award for getting more this year than anyone else, and for six tlights over 100 miles in length, and many others which were the longest of the On 3, when Steve Farnsworth made his 50-Mile Class winning flight of UH'"!,VUH<JV,,O

JANUARY 1988

OVER 100 MILES

]64.87 150.83 147 .71 145.62 140.22 140.22 130.25 126.64 123.66 123.43 120.41 113.14 110.27 108.33 106.75

104.19 104.19 103.41 103.41 102.92 101.53 101.00

Pilot

Glider

Hans Heydrieh Bob Thompson Bob Thompson Tom Fuller Russ Douglas Hans Heydrich Bob Thompson Jim Grissom Bob Thomspon Hans Jim Grisom Jim Whitelaw Jim Grissom Hans Jim Grissom Bob Thompson Jim Grissom Hans Bob Thompson John Johnson Hans Bob Buxton Jim Grissom Erie Smith

HPII HPU HPII HPI

Location

4 HPII HPII 4 HPII HPII Magic 4 HPII 4 HPII Magic 4 HPII Magic 4 HPII HPII HPII HPII ProStar Magic 4 HPI

co Elden to Elden to co Elden to Immanuel Mission Elden to Rock Point Elden to Rock Point Elden to Elden to Oak Springs Elden to Oak Springs Elden to Chinle Oatman to Simmons Elden to Chinle Wash Yarnell to Rock Elden to Black Mesa Elden to Black Mesa Mingus to Florence Jct. to Tuba Mingus past Peach Springs Oatman to Skull Valley Oatman to Skull Valley Butte Mingus to Mingus past Peach Elden to Greasewood Elden to Pinon Whetstones to Animas, NM

other great flights were logged this year in the 60-99 mile range, but a ,cv,,uv1,""' occupy several pages. A hearty "congratulations" to everyone who in Arizona this

70.54 Jim got 110.27 and had to off several thousand feet to Iand. John Johnson showed his ability by 1"1f'lC£l',,li,r1no Oil a no-Wind "~'"' '"'"""'.. in for his first 103.41 miles before scraps of lift. near ,~1,,µ"'""' land. And a recap of the for the Class: Tom Fuller got his first 100+ miler, landing at Rock Point for 150.83 miles, and Hans and I landed in Cortez, 218.55 miles away from our start·· of Mt. Elden in Yahoo!! On top of of our lives, Tom, Hans and I the winand were beautiful trophies. were awarded gorgeous new by Wills for more than 200 miles. Our fhanks to Wills are twofold; are super, and I feel we would have landed at about 180 miles in any other than the HP Thanks WW. The 50··Mile Class was the real cliff Lots of pilots were showing real 001:enltial and the ropes and routes as the summer to blend into fall, but the weather made the difference for those to surpass Steve Famsworth's early 70.54-mile Sixteen less had the fun of duking it out amongst and for the second straight year Steve won the class wifh his hotrod VG Sensor. I'll never I felt a bit WOO&')' and for the only

time in my flying life I got sick, and to top with new wires it off I was and had a horrible handling glider for the flight. Pulling out of 400 np I landed at the 40-mile mark, and while getting my stomach and head steady I heard Steve, Jim and Don Jones fly over and holler on the radio about "all the lift." Lift was the last thing I cared about a rare event in my life! Don landed near New Steve modified the desert a little norfh of Rawhide, and Jim skirted fhc Phoenix ARSA to get to Florence Junction. Steve Aycock probably could have given

Farnsworth a real run for the money, but wisely blew off about 5,000 feet of altitude to land at the 62.44-mile mark (his longest ever) as thunderstorms began to pop all around and things got a bit hahy. I continued on that day, and will attest to the proper judgement call Steve made. Bob Stout more than doubled his last best flight wifh a distance of 61.4 miles from Datman Mountain to near Maricopa, once again in a 185 Eclipse. And he did it with a vario on the fritz. The flight really paid off, as he was awarded a Sky Watch (courtesy of Pacific Airwave) for being the highest placing pilot in the 50-Mile Class in a "recreational" glider (a VG 510 Sensor and HP aren't considered "recreational" by the AHGA X-C committee), and a pair of safeedge down tubes by Pacific Airwave for being the highest PIA glider in the 50-Mile Class. Sports, Lite Mystics, Visions, Dreams, Skyhawks, etc. were considered as the gliders competing for the Sky Watch award. New AHGA president, Rick DeStephans (Ricky D), showed his stuff on an early spring day, outdistancing evetyone else with his GTR 162 for a 49-mile flight, which, of all things, went from Merriam Crater west to Williams. Mike Boyle got fired up with his new Sport and flew northwest from Mingus with a pack of other pilots, landing 48.6 miles away in the upper end of Chino Wash. Not knowing where he was resulted in a most "interesting" retrieval of epic proportions. HANG GLIDING

Mark and I had the fun of around the of a thunderstorm cell, snowed on in the process, all the while dolphin flying for about 30 miles, then our buns off over wet for the next 15 miles. Mark made several great low saves, to get to the last thennal just too low. And wouldn't you know it after 15 miles of no clouds and poor lift the cloud street started right where he landed. From my in the area I'd bet 100 would have been easy if he could have hooked that last one. HP had a better and I did find the needed thermal and it was However, as Mark had landed and his wife was and since it is fun to celebrate an up and coming pilot's I landed there too. Next year, Mark. Steve Kuenzi discovt!red the fun of X-C flight this year and got hooked. His of 44.3 miles to Black on him seventh for the year. Steve will be out after bear next season with the HP 2 "race face" he has on order now. Kurt to get his ratio" bird from to the interstate between Williams and Ashfork for an eighth 37.1-mile submitted came from Bill Poore, from to a bit short of Skull Valley. On that we exoe1·ien1ced the most outrageous cloud suck lift I can remember in recent years. Unfortunately for Bill, once past all the massive lift was massive sink, him to 31.21 miles. 1b put all these flights in a proper perspective, I would like to refer to last 50-Mile Class results. Bill Poore's ninth m111"flP.t'Ptl a Second and K111t could have won the contest, as it was won last year with 36.25 miles. The first 50-Mile Class exceed-

photo by Bob

three consecutive years Hans Hevch·ich has been in the winner's circle Arizona Cross Country new state hang gliding for with flightq of 165 + 179+ in 1986 and 218+ in 1987. the circle with Jim Grissom in myself last year, but nonetheless, three-time winner. Probably his attribute in flying is his uncanny find the best part of any thermal work it up better than most. More wish to remember I have lookHans as he climbed above me. I gm:ss 'VOU could say that he's Arizona's enthe "thermal sniffer" competition, d~esn't have a three-second time lag he make a lot of noise. J;?;e11er:ati<m pilot, Hans was born Austria and then lived in with his family until 1952 when to Australia. His grandfather zer1pellins in World War I, and his a pilot in the Luftwaffe, flying 51 biplane in the Spanish Civil on to an MB109 and flying Gallant (who later became of the Luftwaffe), and then spent War II in a combat evaluascn1adron evaluating new aircraft and in Junkers 88 aircraft.

education, in en1~in1rer'ing, In 1968 he from the Unive1·sity of Adelaide with a B.S. in Mech~mical En1e:in,eering with honors. time he also met the who was to become his and

in his mental computer, mauy w1111:11m111c provided the idiosyncracies

The awards were at the of the Arizona Hang November Association to the cheers of the memb,ershin and spectators at the Peter Pizza And my (hopes) tbr next year: several in the 50-Mile Class bn:aking the 100-mile barrier, and a few of us old geezers over 300.111

JANU/\llY 1988

him the man he is today. he's the only person I know all of an apple or pear, except for Not much of anything goes to him: food, scraps of material wo1rksl1op, or the last little of in a dying thermal. While in Ausmma Hans utili1£d their affordable and so1111eV1rhat socialistic system to gain a col-

first hang gliding lesson. Shortly thereafter he purchased a Cirrus 5, and he was off and flying. Some pilots seem to take years of flying time to gain much savy in hang gliding, but not Hans. He showed early on that he had the skill and competitive spirit to match anyone else in the sky. His first substantial distance flight came on a Comet I, a flight of about 50 miles from Shaw Butte to Punk.in Center in 1981, which would have qualified him for second place in the first year of the Arizona X-C Contest, if he had been entered that year. Nineteen hundred eighty-two was a disappointing and frustrating year for Hans, as it seemed that the harder he tried, the more things didn't work out. He was well above and ahead of me getting to Sedona on Father's Day when he hit a giant area of sink and had to land, and I came along and hit lift. Hans and Meng spent the rest of the day chasing me as I set the FAI distance record of 140 miles. I got the glory and he got the frustration of following on the ground and had to settle for seventh place that year. That was also the year that we began to fly a lot together, a relationship that we share to this day. I recognized early on that Hans was a competent pilot, someone I could fly very close to in thermals and feel comfortable that we were in no danger of a midair. He was certainly a better pilot than the contest placing showed for that year. In 1983 he bought a Comet 2 and really began to shine - and push me for the lead in the X-C contest. I was the first to fly to Payson, and two days later he not ony got to Payson, but 20 miles farther. Later I went 85 miles and he got 88, and so it went. His natural piloting abilities and gutsy German stock pushed my experience and knowledge of the state, with him ending up with a 97.76-mile flight as his longest, and second place for the season. I was still ahead, but just by a whisker. In '84 Hans got his first 100-mile flight and third place, and a resolution to ,wt miss any flyable weekend days the next season. That year he made an unfortunate decision to stay home one Saturday and work around the house. I went 165 miles that day. The next day was terrible; nevertheless Hans still got 100 miles, using only three thermals and lots of guts and skill. Nineteen hundred eighty-five was a ban-

ner year for Hans: his first flight to Canyon DeChelley, the Grand Canyon crossing, and then the flight that won the Arizona X-C contest for him for the first time over Monument Valley and into Utah. We shared most of the long flights together that year, except for the longest one; I went down early that day and got to ride with Meng until Hans landed at sunset. Such mixed feelings I had that day - totally dejected about having gone down early on such a great looking day, yet feeling that if someone had to beat me I was glad it was Hans. If you're gonna get beat, it might as well be by someone better. A few diehards mumbled that Hans lucked out in '85, but he was to prove them very wrong as time went on. In 1986 he beat me again, this time sharing the winner's circle with a new up-and-coming pilot named Jim Grissom, both setting a new state distance record of 179+ miles. And he did this on a not-so-common glider, a UP-GZE. Last year the three of us (Hans, Jim and myself) began to fly a lot together as our abilities are pretty close. We are all comfortable together in the same air and we each seem to have some little something better than the other. We all three got six flights over 100 miles, but unfortunately for Jim, he went down on the longest day. What a banner day that was for Hans and me (which you may have read about in ,he September Hang Gliding), as we got our first 200+ mile flight. First place for three years in a row, with a new state record each time! Hans has certainly proven that he has world class cross-country abilities, and it was indeed an honor for me to stand in the same winner's circle with him last year. There's a saying that behind almost every great man is a good woman. Yup. You guessed it. Hans' faithful wife Meng is a great lady, super Mom, dynamite cook (there's always something scrumptious to eat in their van!), and great Hang 5 chase driver. Not only is she usually right below us as we head out X-C, but she has a good working knowledge of winds, thermals and what to look for to help us out. Sixty mph down a gravel road holds no fear for Meng. There are also three kids (actually "young adults" is more fitting) to the family, and they are all go-getters as well. Frank is finishing his senior year at Arizona State

University in the engineering college, Sue is a graphic artist for Sperry and Lea is a hairdresser. Hans has many attributes which make him stand out in a crowd. That guy can do almost anything he sets his mind to. He liked the looks of the streamlined plastic tips that you can get for Magics, so he made some for his GZE. We needed some custom push-to-talk wiring for our CB's and he looked at the electronic schematics and made what he needed. His family wanted a nice customized van, so he bought a stripped hollow van, and then he and Meng set about working on it. The result is the snazziest thing this side of the Mississippi. Meng wanted a new dining room set, which unfortunately had a price tag that was somewhere in outer space. One guess what Hans is making right now... and you can bet it will be better than the one on the showroom floor. Judging by the things I've seen from him, I'd venture a pretty good guess that Garrett's engines are a far sight better than they would be if he weren't working on their design. Most everything Hans sets his mind to, he does, and he does it well, including hang gliding. If he didn't have to work for a living and support a family, I'd bet that he would be a contender for the USA World Team. One of his dreams is to design hang gliders after retirement (whenever that is - he's only 43). Hmmmmmm ... Interestingly enough, Hans only has a Hang 4 rating. Not that that's anything to belittle, but I must say that his abilities are certainly Hang 5. The only thing keeping him from a Hang 5 is the number of flights needed - he's about 75 short. He may rack up 2,000 miles or so in a season, and maybe 150-200 hours of airtime, but only 40 or 50 flights. At four to eight hours per flight it is hard to get in a lot of flights. He could always take a trip to Torrey Pines or Point of the Mountain and make a batch of very short flights and top landings in a weekend, and get the needed number, but that's not his way. Quality flights are what count in his log book. We have all learned a lot in X-C flying this year in Arizona, and we fully expect to break the 300-mile barrier in the next year or so. You can count on Hans being in on that one. •

HANG GLIDING

Most hang glider pilots do not know that NPRM stands for Notice of Proposed Rulemaking, yet such a notice has a good chance of adversely affecting our sport. The latest NPRM proposes to greatly expand TCA borders at 23 locations. A TCA is a Terminal Control Area which exists around major airports. This will dirrectly affect a number of sites.

THE PROPOSAL To understand the significance of the NPRM, we must understand the nature of a TCA. Figure 1 shows the current shape of TCAs. They are often described as an upside down wedding cake because the layers get larger at higher altitudes. A TCA is one area of controlled airspace that hang glider pilots are not allowed to fly through. A TCA typically extends in a 20-mile radius around a designated airport and tops out at 7,000 feet. The new TCAs will extend in a 30-mile radius and to a height of 12,000 feet. The real problem for hang gliding is that we will no longer be able to fly in the "veil" area without a Mode C transponder. This veil area which will be lost is shaded in the figure.

Even if you have the bucks and the strength to carry a Mode C transponder, you should realize that it will be obsolete in five years, since the FAA is requiring a Mode S transponder by 1992. A Mode S transponder will cost thousands more than a Mode C. The cities where the expanded TCAs will go into effect are: Atlanta, Boston, Chicago, Cleveland, Dallas, Denver, Detroit, Honolulu, Houston, Kansas City, Las Vegas, Los Angeles, Miami, Minneapolis, New Orleans, New York, Philadelphia, Pittsburgh, San Diego, San Francisco, St. Louis, Seattle and Washington, D.C. We acquire many new pilots from these large population areas and many training hills as well as towing sites will be shut down if the proposal becomes law and the law is enforced. Well-established flying sites that will be affected are: Lookout Mountain near Denver; Waimanalo near Honolulu; Kagel near Los Angeles; Torrey Pines near San Diego; Fort Funston, Mission Ridge and Ed Levin near San Francisco as well as such training sites as Embryville near Philadelphia, Oregon Hill near Washington, D.C. and the levees near Dallas. These are the sites that come to mind; undoubtedly there are others.

THE PROBLEM The catalyst that resulted in the NPRM was the midair collision that occurred over Cerritos, California on August 31, 1986 between a Piper Archer and a DC-9. The public outcry induced a kneejerk reaction from the DOT Secretary, Elizabeth Dole. Many organizations view the NPRM as a political move intended to appease the power weilding airline associations. Be that as it may, Dole has left the DOT (overseer of the FAA) but her legacy lives on to haunt us. It should be noted that we are up against a formidable foe - mainly public sentiment and the airline companies. the NPRM will probably pass despite the opposition oflarge organizations like the Experimental Aircraft Association (EAA) and the Aircraft Owners and Pilots Association (AOPA). These groups contend that the new rule will actually render flying more dangerous as the dramatic increase of signals on the radar screens of controllers will make matters more confusing and impossible to sort out at times. It should be noted that the National Transportation Safety Board, which investigated the above midair, did not blame the pilots, but rather blamed the FAA's Air Traffic Control System.

THE IMPLICATIONS A Mode C transponder is a passive electronic device that reacts to the radar of flight control centers and automatically gives the position and altitude of the aircraft so equipped. This information is displayed on the radar screen and presumably helps flight controllers separate aircraft. The only portable Mode C transponder readily available is made by Terra Corporation of Albuquerque, New Mexico. Their unit sells for $2,085, weighs 8 pounds and measures 5 x 4 x 13. 25 inches. This unit can be ordered from airport avionic shops. The high cost and weight of a Mode C transponder means the area in the TCA veil will essentially be closed to hang gliders. JANUARY

1988

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FIGURE./ THE SOLUTION So what can a lowly hang glider pilot do in the face of a megalithic bureaucracy? To be sure, a letter to the FAA is useless as the NPRM comment period is over. In an unusual move, the NPRM had only a two month comment period (later extended to three months) instead of the usual six months. This again was viewed as a political move by us cynics in the realm of aviation. At any rate, the FAA has received close to 2,000 letters in response to the NPRM. The first thing you can do is write your congressmen or women. Their office doesn't have a deadline. Comment in your own words about the necessity to preserve airspace for special use in the same way land and water areas are set aside for special use. Be specific in terms of your sites and the NPRM which is identified by Rules Docket (AGC-204), Docket No. 25304. The next thing you can do is contact your GADO (General Area District Officer) who is an FAA representative (look in the phone book) and who may be able to help you establish corridors within the new TCAs. Remember, these guys in the field are a different breed than the FAA types in Washington. The GADOs generally are interested in promoting vairous types of aviation because they see their jobs threatened with the rapid decline of general aviation. You should also contact local pilot groups (the AOPA and EAA have chapters everywhere) to combine efforts. These groups are trying to establish separate corridors where the TCAs exist and open corridors for visual flight pilots. This will suit our purposes best, while addressing the overall air traffic problem. Be informed that general aviation pilots are now our friends since we are on the same 20

side of the fence fighting the airline companies and the FAA. The final thing you can do is spend some money. For $4.50 chargeable to your home phone or credit card, you can call 1-800-257-4900 and ask for operator 9213. The following message will then be sent dirrectly to the FAA administrator: "I am opposed to the emrgency regulation, No. 87-AWA-31 SFAR 51, which will not improve aviation safety. Terminal Corridor Areas,

"Flying sites that will be affected include: Lookout Mountain near Denver; Waimanalo near Honolulu; Kagel near Los Angeles; Torrey Pines near San Diego; Fort Funston, Mission Ridge and Ed Levin near San Francisco." based on air carrier climb and descent paths, would better protect the flying public." This automatic message is courtesy of the AOPA and refers to an emergency regulation that closed an area of visual flight rule allowance near Los Angeles. It also supports the program of flight corridors which is probably our only hope for some of our sites. It is this writer's viewpoint that we should oppose all encroachments of our airspace as a matter of principle. Otherwise, we'll see

our form of free flight confined to specific areas with reduced potential to go places. Note that the East Coast distance record of 131 miles from Lookout Mtn. near Chattanooga would not be possible (legally) under the new TCAs defined by the NPRM. Combating the implications of this NPRM is of utmost importance for all those who care about our sport.•

MORE TROUBLE AHEAD You ain't seen nothing yet. The FAA in throes of mind-altering power has other plans already committed to paper (but not yet proposed). These include dropping positive controlled airspace from 18,000' MSL to 10,000' MSL (above sea level) which means all flights above 10,000 feet will have to be fully instrumented (that's only 1,000 feet above the launch at Telluride folks); requiring all aircraft at 4,000' AGL (above ground level) or within 30 miles of a radar-equipped airport (that's many) to have a Mode C transponder; establishing controlled airspace above 1,200' AGL everywhere in the U.S. (it's already the case in the entire East). General aviation is blamed for most of aviation's problems. We will be pulled along on GA'.s coattails. Stay tuned for updates to this situation and be prepared to fight. Get in the proper mood by combating the present NPRM .• HANG GLIDING

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World Aerobatic Champion

John of the best things about besides the is the freedom. We en(for many a way oflife) that is unfettered by rules and regulations. seems to free the mind of Also, troubles. Wheu I run down a to take off, my thoughts of the world's problems stay behind like the dust that falls from my feet as the lifts me away from the mountainside. It is my that gliding will remain as free as the birds, and that each of us can pursue our happiness as we wish. However, nothing is absolutely free. There to be paid for we en-· is a But the cost of our freedom of flight is very low. In we need pay attention to a few obvious common sense ideas such as the attention of the FAA, helping make our work and contributing some effort toward sites open. is a concern that is related to freedom. It is difficult to feel free from

a wheelchair or a coffin. Although there are some determined wheelchair pilots who do very good job of maintaining their flying freedom, these exceptional individuals will be the first to tell you that their situation is to be avoided. Our fatality rate for 1987 is the worst since 1980. The thought of sixteen 110--10:nrrc:r-rree pilots should make us all reevlauate our consciousness. I will leave the discussion of general hang to others. The intent of this aiticle is to try to assemble some useful facts and ideas about aerobatics The easy way out is to tell not to do aerobatics, but that is not consistent with my feelings on gliding. must be free to do what want. The free-spirited individuals who make up the hang gliding community will do what they want anyway. Just like anything else there is a price to be for the ability to fly upside down. is years This might That sound obvious to most, but some of our pcohave gotten themselves killed lately

trying to do advanced aerobatic maneuvers without paying their dues. In an activity sueh as gliding that re-quires complex motor nerve functions, it is necessa,y to stay current to be safe. One must fly often emmgh to maintain pr<)fic:iert·· cy. In aerobatics your on acc:un1tely-tim(~ muscle movements making the currency factor even more important. If you do not have the free time or frequenc.,y of high altitude conditions, pursuing aerobatics can be unsafe. Since and currenc.,y are factors, you should decide if you are will to devote all of your flying time to aerobatics. All X-C end at level so there is no time to maneuvers. Even on an unsuccessful X-C atempt you do not up until it is time to land, so cross-country flying is the first sacrifice. A to aerobatics is to enjoy flying fast. For advanced maneuvers you will need to feel comfm1able flying the HANG GLIDING

twice as fast as the designer intended it to be flown. If you are asking yourself, "Why would anyone fly an aircffft at double VNE (never exceed velocity)?" then you get an ''!>:' for intelligence and perhaps aerobatics is not for you. Make fast runs (in smooth air) and get familar with your glider's high speed handling. Be sure to stay well away from other flyers. Next, practice mild wingovers. They can start out as figure eights with a mild dive in the middle. Do not exceed your maximum comfortable bank angle for now. Later, when you feel competent, increase your dive speed and bank angle to the next comfortable level. Any glider will do steep wingovers; moreover, any glider can tumble if you stall, especially at 90 degrees or greater, so do not get slow. Practice well away from other pilots for as many months or years as you personally need to build your skill and competence. If it takes you six years (as in my case) from the time you do your first sloppy wingovers until you do your first loop, then that is how long it takes. You must not rush it if you want to stick around to enjoy the advanced maneuvers you are preparing for. Dead flyers make lousy aerobatic pilots. At some point you might decide you do not wish to take aerobatics any further than moderate wingovers. This is an acceptable decision. Just as flying is not for everyone in the general population, in the hang gliding population aerobatics is not for everyone. But in the process of becoming accustomed to higher speed flying and unusual attitudes, you have gained security in the structural strength of your glider, developed your ability to control your glider, and acquired selfconfidence. All of these will be of value in extricating yourself from that turb-induced bad situation you will likely be in someday. The following are some mishaps from 1987 which I have either heard about or witnessed, and what I feel are the obvious lessons to be learned from each. It is very important to learn from the mistakes of others as well as our own. It cuts down on hospital and funeral expenses. A pilot was doing aerobatics over the Pacific Ocean. He stalled a maneuver, tumbled, got successfully under canopy, and drowned. Lesson: Do not practice over something you would not like to parachute into. A 220-pound pilot accomplished his max JANUARY 1988

dive for a maneuver in a 170 square foot HGMA-certified glider which has an excellent aerobatics record. Midway through the maneuver the glider broke positively because the G load exceeded its certified limits. The pilot deployed a small chute and suffered minor injury when he impacted some rocks. Lesson: a) If you are a heavy pilot you are at greater risk of overloading your glider to the point of failure during high G situations (which includes severe turbulence during normal flight). b) Big pilots need big chutes. A pilot stalled inverted, tumbled and the glider broke negatively. The wreckage commenced rotating rapidly, but descended fairly slowly. The pilot threw his chute. The canopy came out of the deployment bag, but did not open properly. Due to the rotation the chute wrapped around the wreckage and pilot. The pilot tossed his second chute with the same results. After a minute or two of winding down with no chute, he plopped into some trees and walked away with minor injury. Lesson: a) Perhaps hand-deployed chutes are not enough. b) Have your chute(s) repacked at least twice per year. c) Throw your chute hard and try to haul it back in immediately. d) Maybe a forest makes a good practice area. A pilot was practicing maneuvers ostensibly at 800 feet AGL. It is uncertain what started the trouble, but the glider reportedly was rotating rapidly when it hit the ground. The pilot was observed trying to deploy his chute, but for unknown reasons could not. Perhaps centrifugal force kept his hand from reaching the handle. The pilot's aerobatic skill level is unknown to me. He was one of the first pilots to attempt advanced maneuvers on a new glider design. He was killed on impact. Lesson: a) Do not practice below 1,500 feet AGL. b) Perhaps a ballistic chute is needed. c) Let someone else experiment with

maneuvers on a glider that is unproven for aerobatics. A pilot towed up to altitude, released and commenced diving and wanging. On the pull-up of his last maneuver his towing release wrapped around the basetube, preventing him from pushing out farther. The glider stalled and tumbled. Lesson: Try to consider everything that could go wrong with what you are about to do (remember Murphy's Law). In August I was soaring at Crestline on a moderately turb day. Things had been going well for me with aerobatics and I had become casual about doing maneuvers in turb air. My arms were sore from flying the day before. I flew about 45 minutes and did several loops over the launch areas without adequate deployment altitude (stupid move #1). I flew out over the LZ with 2,500 feet AGL. I did not bother to fly around and find some smooth air (stupid move #2). On the pull-up of my fourth maneuver I flew into some up air, and lost control of the pitch. The high speed stall put me just past vertical with no airspeed. Things got real quiet. I pulled in all the way, but I was at the worst attitude. The glider tumbled once and I lost the control bar. The glider tumbled two more times fast and then stabilized inverted. I found myself wedged in the apex of the control bar with my right arm around the right downtube. I quickly climbed hand over hand up the downtube to the basetube, and wadded up in the corner of the control bar. The glider rolled and pitched into a steep spiral dive which took me four revolutions to recover from. When I got flying straight and level I was 300-400 feet AGL. The glider had some bent ribs and a slightly bent keel. Lesson: a) Do not practice maneuvers in turbulence. b) Plenty of altitude is important.

very

c) The chute might have been a safer option. d) Avoid flying when you do not feel good physically. I know there are some pilots who have been wanging their gliders for years, have worked up to well past 90 degrees, and feel that it is about time for the first loop. At this point it is time to talk about gliders. There 23

are two or three gliders that I know of that are loopable in stock configuration. If you are thinking I should be telling you which ones they are, then you miss the point of this article. I am not promoting or encouraging aerobatic hang gliding. I am trying to help those few who are genuinely serious about pursuing aerobatics to do it more safely. If you want to loop your glider and you are not sure if it is loopable, you must ask yourself this question: ''Am I willing to be the one to find out if this glider can loop?" If your glider happens to be capable of looping, then you have only one thing against

EQUIPMENT Hook Knife A parachute can save your life by letting you down gently, and then try to kill you by dragging you across the ground if the wind is high. A chute can come out of its container accidentally during flight. These things have happened. We must be able to get rid of the chute quickly.

you. You do not know how to loop. If it turns out your glider will not loop, then you are in a no-win situation. High aspect ratio, lowsweep gliders might retain more energy, but are less likely to recover from a tumble. Take time to educate yourself on gliders, think about what you are doing, and do not rush it. I plan to be looping when I am 70, but at that age I might only do one at a time. My glider is basically a Mystic but is specially modified to retain energy for aerobatics. Most stock gliders will not loop. I would like to take this opportunity to thank Bill Bennett, Juan Coral and the rest of the folks at Delta Wing Gliders for their great cooperation and support without which my successful season of aerobatics competition would not have occurred. They always provide the equipment I need and good ideas too. Thanks gentlemen. I cannot help but think that if we showed conventional aircraft designers what we do in hang glider aerobatics, they would be convinced we are insane for two good reasons:

Backup Chute

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A second parachute is a good idea if you can mount it to your harness so it will not interfere with your ability to get forward for speed. Be sure to have a type 18 bridle on your chute(s), and retaining pins.

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Suspension Straps Check your hang loops every time you fly for abrasion from hardware with which they are in contact. If you have a king post hang point, UV degradation is more of a consideration since the top of the suspension strap or rope is exposed to the sun while the glider is out of the bag. Annual replacement is cheap insurance.

Carabiner An aluminum carabiner is the weak link in the harness/suspension system. A 10,000-pound steel carabiner is necessary.

Glider It is very important that the lower side wires be in perfect condition. They can be damaged where they connect to the control bar by rocks in the launch and landing areas. Check them each time you fly. Annual replacement is a good idea. Downtubes should be unbent for aerobatics. They are compression struts that are important to the structure of the glider. A downtube that is not perfectly straight can buckle under high G load. 26

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

1) We are flying upside down in an aircraft that we hang from. 2) We are flying inverted relatively slowly in a tailless wing, an aircraft that can tumble when stalled, especially in unusual attitudes. So if you hurt yourself in hang glider aerobatics, do not be surprised if someone takes you to a hospital for the mentally disturbed by mistake. I took a ride in an aerobatic sailplane for my first loop. It was different but I think it helped. There is no such thing as formal hang glider aerobatics training. If you decide to devote your life to aerobatics you must learn by asking questions of those who do it, but more importantly by watching. Even the most talkative advanced aerobatics pilots become taciturn when asked to describe how to do what they do. But you can learn much by observation. Remember, knowledge and experience acquired slowly is the best, and the safest. Don't be dead.•

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HANG GLIDING

USMGA REPORTS SITE MANAGEMENT VERSUS SITE DIRECTORY

We're all responsible adults, right? We all exercise caution in our preflights, consideration of our fellow pilots and care of our home landing fields which are so precious. So, why do we forget our manners on the road? In the questionnaire you let us know that your biggest single interest is in having available a guide to sites. Where are the launches, which roads are two-wheel or four-wheel, which wind direction for launch, which season's the best for that hill, what rating do you need to fly it safely? Well, I'd agree that would be a handy tool to travel with, vacation with and mostly, fly with. But I've heard from several folks who work long and hard with private landowners, public agencies and civic groups to secure flying sites. We talk about providing insurance records, safety statistics and copies of the pilot proficiency program structure to the public to prove what responsible, trustworthy folks we can be. But I also hear another harmony in the tune over the phone lines. That is the concern over visiting pilots not having current information on the status of site privileges. Some sites have weather restrictions, to protect the access road from erosion, to protect the farmer's crops from damage, to protect forests from wildfire. Some sites have operating hour restrictions, because they are public parks with salaried personnel, because another activity is planned (hunting season?), or because access is through a family's front yard. I can't count the times I hear, "They were visiting through and drove up without calling a local guide pilot." I hear tales of gates lifted off hinges, dirt banks driven over and four cars driven in where a single load or two trips would have done the job. None of this addresses flight safety enhancement through a site briefing by a local pilot. Last summer we began the compilation of information which resulted in the

JANUARY

1988

school and organization directory. This listed addresses and phone numbers for ease in contacting the locals for an entre to local sites. We also have a partial data base in conjunction with that listing that indicates site names and rating required. The fact that the data was incomplete kept us from trying to list launch sites. Now I begin to wonder. Would clubs and schools view this as a threat to their carefully established or tenuous sites? Let USHGA know through your Regional Director how you feel this would turn out.

WEATHER, WEATHER EVERYWHERE There is a handy preflight planning tool available to us in the form of a touchtone-operated weather forecast briefing which is operated through a touchtone phone. The service is called Interim Voice Response System (IVRS). IVRS is one of the services initiated by the FAA to recompense for the closure in some areas of Flight Service Stations. If you have never had a conversation with a Flight Service weather briefer, you've missed a pleasant conversation with folks who truly want to help pilots. But IVRS does provide the same information, you just need to know which questions to ask. National Weather Service broadcasts are fine for broad area patterns, but IVRS reports are based on observed weather at hundreds of reporting stations around the country. The reports you want to use are surface observations, (airport) terminal area forecasts and winds aloft forecasts. Each report is requested by a sequence of keystrokes on the number pad of your telephone. A voice synthesizer reads back the requested information to you. You can request the synthesizer to repeat or abort the message at any time. Using Phoenix as an exmaple, you would dial the number for IVRS, then punch in the six-digit airport identifier for Phoenix, then follow with three digits for the surface observation. Surface observations report percentage and type of cloud cover at each/any altitudes, wind direction and velocity, temperature, dewpoint and barometer readings. After

writing that information down from the voice synthesizer, you can enter another three digits for the terminal area forecast. This will include projections for cloud cover, visibility, temperature and winds for the coming 24 hours, and a review of the past six hours. Terminal forecasts are updated at about 6:00 AM and 1:00 PM. Winds aloft forecasts may take two requests of IVRS to get the altitude ranges you need. You type three digits for the report, plus two digits for the number of hours into the future you need the forecast, plus up to three digits for requested altitude in hundreds of feet MSL. IVRS gives you the wind direction, velocity and temperature at your requested altitude, plus a reading for 4,000 feet lower (if that is 2,500' above ground) and a reading for 4,000 feet higher. Eastern seaboard could request 7,000' MSL, and receive a report for 3,000', 7,000', and 11,000' MSL. This forecast could be plotted into an adiabatic chart for analysis on lapse rates and thermal index factors. The whole IVRS process takes a couple of minutes preparation before dialing the phone. You should write down the airport six-digit identifiers you want to use, plus the strings of numbers for the report you need, surface, terminal or winds aloft. Then after dialing, you can get the whole pool of data down in a three-minute call for two or three airports surrounding your flight area. The only drawback to the system is that you may have to make a long distance call for each IVRS. There are 24 numbers for IVRS across the country. But any number hooks you into the computer and lets you pull weather data for any reporting station in the nation. A pamphlet which gives complete instructions for IVRS service is available on request from any local FAA FSDO, GADO or FSS district office. Look FAA up in the phone book under U.S. Government, Dept. of Transportation, FAA. The booklet can also be ordered from any U.S. Government Printing Office using order number 1986-620-378:40646. You can also request the book by phone from 1-800-367-4877. -CB.

$12,000 Up For Grabs 1987 U.S. World Team Fundraiser Win a new glider and other prizes! The following companies are proud to support the efforts of the U.S. Team in pursuit of a World Championship title in January 1988. These prizes have been donated to the fund-raiser drawing. To enter the drawing send your World Team donation using the coupon below (make as many copies as you need). Donors of $10 or more receive a World Team pin, $30 or more receive a white long-sleeve Team sweatshirt.

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Golden Sky Sails - one Bell helmet High Energy Sports - Cross-country glider bag Tim Morley - 'Pilot needs ride' hitchhike sign Dennis Pagen - five autographed Flying Conditions books Dennis Pagen - five autographed Flying Techniques books Publitec - five autographed Eric Fair books Publitec - five autographed Rich Pfeiffer books Primo Grippers - hand fairings Eric Raymond - fifteen Raymond posters Skylife Shirts - one shirt Suntlger Sunglasses - 5 pairs sunglasses Thermal Inc. - three Quick Releases USHGA - one year membership or renewal Wills Wing - pilot gear bag Vol Libre de l'Outaouais - 100 bumper stickers

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***************************** Here's my 1988 World Team donation. Please enter my ticket in the equipment drawing. Entries must be postmarked by January 30, 1988. Drawing February 13, 1988. N a m e ~ - - - - - - - - - - - - - - - - - - - - - - - - - D $10, send Team pin Address __________________________ D $30, send Team sweat 0$ _ _ _ _ __ City _ _ _ _ _ _ _ _ _ _ _ _ _ _ State, Zip _ _ _ _ _ __ Daytime Phone

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a tandem clinic put on hy the

Center in San In going the clinic, it occurred to me that we have had several good tandem how-to but we may not articles in the have covered all the whys behind the bureaucracy of our current regulations, concerns The first the PAA. It's imprnna1nt to in mind the FAA's basic charter which is to pro· from that tect the these in the business of trnnsporta· tion adhere to a minimum set of standards. that we have mechanisms in to minimize the of taxpayers be·· ing negatively affected by our operations, stay out of our hair. That us to the Our charter is to pro· through

orJ:an1zc and manage a set of that maximize the choices we have to free flight while within the guidelines of the FAA. The FAA wants to have as

JANUARY

1988

little to do with us as possible. However, if that we can't regulate ourselves in a way that minimizes our negative impact upon the general public, they will step in and take over the rcg,ulr1tH:1n process. From their point of view, regulating 11s is a less complicated to deal with con· situation than gress. Our is to prevent any situations that ever force them into that choice. That us to the subject of tandem In other places in the world there arc business practices that allow for pco· to a foe for hang rides. [n this eoumry, that situation, in the eyes, would put us in the same league as the airlines, helicopter rides over the Grand over Yciscmite, etc. In the Jlak the FAA is currently they have no interest in opening another door to cause them with the public. The restrictions they placed on our All tandem emption are very opcnl1Hms (and towing for that matter) will be conducted between rated members of the USHGA and will not involve the general public. There is a loophole however. Techany member or the USHGA is classified as at least a student even

though he docs not yet have his Under our current system there exists a temporary three-month student It would be simple for a pilot to up a member of the public and charge that person for a "lesson'' which con sistcd solely of that one Wndcm ride. it would be easy for us to comply with the letter of the law without comwith the spirit of the exemption. This is the reason for the current Tandem I and It was folt that an individual who took lessons to be able to launch and Janel a hang (i.e. Hang I) was into the system far enough to be classified as hang glider pilot. That implies that he has at least to make basic decisions for himself. The 'Hmdcm l appointment was created lo make it very easy for a IV pilot to take another "pilot" for a ride. The unrated individual falls into a of ca1tcg:or1cs including, but not limited to: someone who is serious about the sport but hasn't achieved a yet, a wife/husband/family member, someone who may be interested in the sport, someone who wants to go fly in a glider but has no interest in putting out (continued on page 37)

by Mike Meier

c have done some further structural testing on the HP II since our last report to you in the December issue. On November 12th we met with the HGMA board of directors al Whiteman Airpark and provided them with Eric Smith's so that they could conduct the question of compliance testing on it. We would like to thank the members of the HGMA board who donated their time to this effort and, in particular, HGMA president Mark West who provided the use of his test vehicle for the independent verification of the HP IJ's compliance. Mark operates an independent testing service and has done the vehicle testing for HGMA certification on a large numhcr of gliders in recent years for Delta Wing, Moyes and Pacific Airwavc. The purpose of compliance verification testing is for the HGMA to determine independently whether a glider which has been certified by manufacturer testing and declaration docs in fact comply with the requirements. This is a necessary first step any time an incident such as Eric's positive strnctural li1ilurc suggests that there may be an inadequacy in the HGMA testing standards. Verification in this case required that the glider be nm to a speed of at least 65 mph for at least

three seconds. Beyond that, we gave the HGMA permission to take the glider to failure following the verification of com-pliance, so that they could determine at what speed and under what load the failure would occur, and what the specific mode of failure would be. Two positive load test nms were made on Mark's vehicle with Eric's glider. The first was done on the shorter taxiway, (2,200 feet) and a speed of 62 mph was obtained. For the second run, the test was moved to the longest taxiway, (3,850 feet) adjacent to the main runway. Under full throttle acceleration, Mark was able to obtain a maximum speed of 69 mph, and an average speed of 66 mph for a period of 12 seconds, but was unable to produce a structural failure of the glider. From our previous tests, as reported last rnonth, we knew that the failure would have occurred at about 71 mph, had he been able to attain that speed. (We also determined in our tests, but neglected to report previously, that the failure mode of Eric's gl idcr on the vehicle duplicated the in-flight failure mode exactly; the same crossbar failed in the same location and in the same direction.)

LOADS ANALYSIS Thanks to the lift and drag load cells

on Mark's test vehicle, we were able to obtain a significant amount of informa· tion on load pulled by the glider as a function of speed from the results of the HGMA tests. There is considerable scatter in the data, as would be expected, hut using the standard lift equation and an additional off-loading function which we derived to account for the acroelastic effects under high G loading, we were able to derive an equation which fits the experimental data from Mark's vehicle very wcJI. The testing data indicate that at the maximum speed attained of 69 mph, we get a total resultant load of 1,882 lbs., which represents 7.2 G's at the maximum pilot weight ol' 250 lbs. Further analysis indicates that the glider would have to be traveling at 80 mph in flight to pull the same 7.2 G's of load that it can pull at 71 mph on the vehicle. (This is because in flight, the g;lidcr itself must also he accelerated at 7.2 G's in addition to the pilot, while on the vehicle the glider must lift its own weight only once, Therefore, if the glider is pulling 1,882 lbs. on the vehicle, 1,807 lbs. of that load is available at the pilot hang loop. While in flight, in order to pull l ,807 lbs. at the hang loop, the glider has to lift a total load of l ,807 plus 7.2 G's times 75 lbs. glider weight

HANG GuDING

SAFETY FORUM or 2,350 lbs. total resultant load.) This analysis of the required in-flight speed assumes that the glider is pulling the same maximum lift coefficient in flight that it is pulling on the vehicle. This may be a wrong assumption. It is possible that the dynamic pitching up of the glider in flight allows it to pull a higher CLmax in flight. which would reduce the speed required for failure. For example, if the CLmax could be increased by 13 % , the required speed for failure in flight would drop to 75 mph. An increase in CLmax of 30% would allow the in-flight failure to occur at 70 mph. It is also possible that an asymmetric loading in flight might reduce the required speed for failure, and the resultant load at failure, although we have, at present, no way to test for or analyze that possibility.

POSITIVE PITCH DIVERGENCY One other thing that we learned during the HGMA testing is that Jim Zeiset's observations about what he referred to as "positive pitch divergency" are supported by the experimental data. Mark's vehicle recorded pitching moment during the test load. The HGMA positive load test root stall angle of attack is normally well above trim angle, and the test data show that the glider was initially trying to lower its angle of attack during the testing (the pitching moment was negative). However, as Jim reported, when the G loading on the glider increased above approximately 5 G's, the pitching moment became positive, indicating that the glider was trying to pitch the nose up, further increasing the angle of attack. This phenomenon is to be expected on an aeroelastic flex wing type glider, since the outboard wing sections which off-load under high G loading are also swept back behind the CG, and we have observed it in the past on all the gliders we have vehicle tested. However, it has important implications for pilots doing deliberate high G maneuvers. As the G loading increases above 5 G's, the pitching moment becomes more and more strongly positive. Since an in-flight increase in angle of attack would normally increase

JANUARY 1988

G loading, this can, at very high speeds with correspondingly very high G loadings, become a self-stoking cycle in which the glider could "get away from" the pilot in pitch. A number of aerobatic pilots have recounted incidents to us which indicate that they may have experienced this phenomenon, although they did not experience structural failure, possibly because they did not have enough speed, and/or enough weight to cause the required failure load.

ADDITIONAL TESTING Following the HGMA testing we did some further testing on our own. The first test was another positive load test on Eric's glider fitted with a 2. 5" diameter crossbar. We were able to obtain a maximum speed of 82 mph, which corresponds to a total resultant load based on our equation of 2,473 lbs., or 9.6 G's at the maximum pilot weight of 250 lbs. Structural analysis indicates that this crossbar should fail at 84 mph, at a total resultant load of 2,567 lbs., or 10 G's. We also tested a full race HP II in the supine configuration. Because of the slightly shorter control bar, and the more aft position of the bar, the loads on the crossbar should be higher for a supine glider. When we certified the HP I supine, we tested a non-race sail. Our experience with testing Mitch's glider, which went to 80 mph before failure, indicates that the race sail cloth may impose higher loads on the structure, so we felt a retest of the race supine glider was called for. The supine full race HP II failed at 70 mph, as opposed to 72 mph for that particular glider when tested prone, indicating that it is apparently slightly weaker but not dramatically weaker in that configuration. WHERE DO WE GO FROM HERE? In our original article we posed eight questions that we wanted to answer in our research. Some of them we have answered, and some remain unanswered. In particular we still do not know, for sure, what the specific conditions were under which Jim Zeiset's and Eric

Smith's gliders failed. The remaining questions can only be answered by additional testing, which we plan to conduct. We do know that the HP II exceeds the minimum HGMA positive load test requirements by a substantial margin; it will sustain a speed of 8% higher than that required for certification and a load which is 16 % higher than the load at the required minimum speed. We also know that a pilot at or near the maximum end of the weight range can cause a positive structural failure of the glider in flight if he attains a high enough speed at a high enough angle of attack. The indications are that the required speeds are somewhere in the neighborhood of 50% to 75 % above the glider's placarded VNE speed. The HP II is a very low drag design with a very stiff airframe. On Mark's vehicle it exhibited the highest LID under high G loading of any glider he has tested. This is what makes it a good performing glider for aerobatics; it can go very fast and retain its speed well under the high loads of a pull-up. The low drag and stiff airframe also contribute to the glider's excellent crosscountry performance; it retains its energy well when gliding cross-country through turbulence. These same features that yield high performance also result in a glider that is capable of pulling enough positive load to break in a positive loading situation. The basic HP structural configuration has been in production since August of ]984. There are over 1,300 HP's flying worldwide, and the glider has an excellent structural safety record. If pilots only flew the glider within the placarded limitations and recommended operating limitations, we feel it is highly unlikely that there would ever be a positive load structural failure of an HP in flight. We recognize that pilots cannot always be counted on to do so, however. We do not believe that we can build a completely unbreakable glider. We would like, however, to build gliders that are at least extremely unlikely to break in flight under positive load, whatever pilots may do with them. We recognize that this (continued on page 11)

~ (d)

FIGV/Zc /.

There's no denying that Lady Luck plays an important role in hang gliding. Sometimes, of course, she is less than a lady. When conditions conspire to shoot you down in the midst of a host of soaring gliders, she looks decidedly like a tramp. There is a cliche floating out there somewhere that says we make our own luck. Certainly in hang gliding the more preparation, understanding and observation we accumulate, the more we stack the odds in our favor. There are hints and innuendos, clues and undertones that the astute student of the sky can use to better his or her judgement. To that end, we offer this collection of aerial indicators that may in some way help you in your quest to get high and go far. Offer void where prohibited.

BIRDS The inspiration for this first piece comes from years of observing nature, birds in particular. The impetus comes from a flight a couple of weeks ago when a fellow pilot, Dave Deming, escorted a bald eagle for a short stretch as it migrated along Tuscarora Mountain in central Pennsylvania. Perhaps it was the eagle that escorted Dave, but that majestic sight - I was perhaps a hundred yards behind the formation - reminded me of how much we open-air pilots have in common with aviformes. Indeed, we owe them a certain debt, when we consider that mankind would have possibly never dreamed of flying had not the birds and other creatures demonstrated that flight was feasible. We hang glider pilots can still draw on that debt. To wit: The soaring birds continue to guide us in the air. fil any cross-country pilot knows, birds are pretty good thermal markers in the lower realms of the sky. They also are good indicators of the general flying conditions from the perspective of launch. The best birds for this purpose are turkey vultures or buzzards in corn pone parlance. With their generous dihedral, light wingloading and high aspect ratio, they outsoar the hawks and eagles. Turkey vultures (TVs) can be seen soaring when it's either too light or too strong for the hawks. TVs appear throughout the entire U.S., except for the northern tips of Minnesota, Wisconsin and New England. Here's what the TVs tell us when flying straight: A) if their wings and tails are spread (wings square to the body with primaries separated) as in figure la, they are flying minimum sink rate. If they remain 100 feet HANG GLIDING

or less above a hill or ridge in this configuration, then it's probably not soarable for us lowly hang glider drivers. If they remain 100 or more feet above our launch point, it is at least scratchable for a good pilot. B) If the TVs have their wings slightly tucked, conditions are getting to the point where they should be questioned by safe, sane and solvent pilots. Look for turbulence by observing how much the birds rock as they course through the sky. Any rocking the birds display in the semi-tucked position will translate to healthy gusts on your wings. The semi-tucked position appears as in figure le while the best glide position appears in lb and is used to track between thermals. Don't confuse the two. C) When the TVs are well tucked in as in figure ld, the conditions are too strong for you and your ilk. You'll have more fun remaining on launch playing O'Sushanna on your harmonica or mumbletypeg with your jackknife. Here's what the TVs tells us when they are circling: A) If they are in full spread position and are climbing 100 feet/minute or less, it's probably not soarable for our artificial wings. b) If the TV climb rate is greater than that above, chances are a good thermal pilot can at least maintain. Of course, if the birds are climbing fast and skying out, clear the launch! Besides gustiness, velocity and lift strength, we can also tell wind direction by observing the birds. When they are thermaling, look for the drift direction. When they are flying along a ridge, look for a different passing velocity as they fly in different directions to detect a crossing wind. Hawks can be used as well as turkey vultures. The two can be distinguished by the dihedral or "V" shape of the TV when viewed from the front or rear. Hawks thermal better than a hang glider (perhaps 50 to 100 FPM better), but seem to require about the same amount of ridge lift to sustain. Perhaps if conditions get barely scratchable, the hawks prefer to stay home and watch soap operas. In the East, look for Red Tailed, Broad Winged or Red Shouldered hawks. In the West, the Red Tailed and the Swainson's hawks are the common soaring Buteos. If none of these birds are in sight at your site, you are either over the ocean, in the middle of winter or about to fly on a low-premium day.

JANUARY

1988

(b)

_· tn -2-. -----~~ (c)

FIGURE:. 2-. CLOUDS Our second source of condition indicators are the clouds. By now you should know that stratus clouds mean diminished thermal prospects while cumulus clouds indicate a good chance of thermals being found. No clouds mean anything can happen. We should note that there are occasions when thermals abound on a totally overcast day (most common when cool air moves over warm surface areas) and usable thermals can be absent even though cumulus are present (common on days with damp ground). Some of the more subtle things we can learn from clouds are thermal strength, size and duration as well as the wind characteristics. Look at figure 2. In 2a we see a typical fair weather cumulus cloud. Its symmetrical shape indicates not much wind shear or velocity at the cloud level. In 2b we see a cloud slanted in one direction, indicating a wind as shown. (Remember to look for the drift of the cloud shadows to see how the wind blows at cloud level.) Larger clouds in light wind conditions generally mean larger thermals. However, as shown in figure 2c, if winds occur aloft, the thermal cloud can drift as the thermal feeds and thereby spread the cloud out. Figure 2c shows a variety of clouds formed in various winds at cloud level. Such towering clouds indicate two things. First, continuously fading thermals are present to create such a cloud buildup in one place. Second, an inversion layer does not exist at cloud level.

If such an inversion existed, the vertical development of the clouds would be supressed and they would appear as in 2d. The strength of thermals can be detected by noting how vigorously the clouds billow at the margins, especially the upper edges. The duration of the thermals (i.e., how long the thermals feed) can be detected by observing the vertical extent, general size and duration of the cloud. Watch a cloud from initial puffs to full form to dissipation. See if you can detect when the thermal stops feeding by noting a wispy appearance around the edges, as opposed to a sharp cauliflower-like boundary. The thermal will stop feeding long before the cloud disappears. Observe clouds as often as you can - an excellent opportunity is when you are hang waiting for conditions to improve. Look for raggedness indicating high winds or shear. Every time you fly, try to relate the conditions you feel to the shapes you observe in the sky.

PI LOIS The other guy in the sky can tell you a lot about conditions, even without a radio. Lift abundance and location is the most obvious information other pilots demonstrate. Turbulence is also portrayed. If you see a pilot making corrections for gusts, the turbulence is noteworthy. "It always feels worse in the air than it looks from the ground" is an axiom proven from long practice. If you contemplate flying when pilots are getting toss33

ed around, expect the worst. Another pilot in the air is very useful to help judge your progress when just boating around or actually going places. Since the lift available can be constantly changing, your performance in relation to another pilot can let you know how effectively you are working what's there. When going along a ridge, it's nice to have another pilot ahead to run interference. He or she will indicate the areas of lift and sink ahead of time so you can dolphin fly more efficiently. Also, when crossing gaps and hostile terrain you can use the other pilot to judge the sanity of your decision. Will you make it or not? Your position relative to your sky buddy when he started across will give you a good idea. Here we come to a problem that doesn't have a good solution, that is, judging the position and height of a fellow pilot from a good distance away. I call this the parallax paradox. When you are moving and he is moving, it's extremely difficult to judge his exact positioning. It is very common to think a fellow pilot is much further away - over a different position than in actuality - than

he really is. To overcome this illusion, I try to estimate the horizontal distance between myself and another glider, then look straight down and extend that horizontal distance along the ground in his direction. I can get a much better idea of his positioning in this manner. As to how to judge his height relative to mine, I simply use the distant horizon. If he appears on the horizon then he is at my altitude or below me (as long as I'm above the mountaintops). The higher I am, the less accurate this method is, but not greatly so since the edge of the horizon becomes much further away as I climb higher. When flying low, I find it very useful to watch for glider shadows. This lets me know when I'm getting close to another pilot or when he has found a thermal. The size of the shadows will tell you who is highest since the shadow gets larger and less distinct as one gets higher. This shadow business can be a great help when you are scratching low and don't want to divert your attention from the all-important search for lift. One last valuable asset another pilot can provide is a greatly enhanced probability of

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finding elusive thermals either on the mountain or going X-C. In either case, pilots can work together by spreading out an appropriate distance to cover more sky. The lighter the sink and the longer the general duration of the thermals are, the farther the separation should be between searching gliders. If you are too far away, of course, you can't reach the thermal your buddy finds before it dissipates. On the other hand, if you are too close, you won't be searching a very large part of the sky and the extra glider is less effective. Practice such flying with a friend to learn to judge how far to be separated according to different conditions and your glider's performance. This concludes our discussion of aerial indicators. It is apparent that our powers of observation are constantly being used to help us make proper judgements in order to excel or maintain safety. We can learn a lot by watching the other inhabitants of the air. · With the proper perspective you will welcome the message offered freely by the birds, clouds and fellow pilots. Would that such practice glorify your flights.•

Attention Wills Wing Pilots If you own a Wills Wing glider we urge you

to send us a large, self-addressed envelope with your glider model and size written on it. In return, we will send you a copy of each service advisory which has been issued for your glider since it was manufactured. This will allow you to check and make sure that your glider is being maintained in an airworthy condition. Send your self-addressed envelope to: Wills Wing, Inc. 1208 H. East Walnut Santa Ana, CA 92701 And don't forget to write your glider model and size on the envelope. Thank You Wills Wing, Inc. HANG GLIDING

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME; CITY, STATE; INSTRUCTOR Region 2 Ed Bryne; Goleta, CA; Achim Hageman Christopher Chu; San Rafael, CA; Jeff Mott - Edward Cline; Sunnyvale, CA; Rob Engorn - Glen Cordrey; Sunnyvale, CA; Chris Crescioli - Al Crowe!; San Francisco, CA; Jeff Mott - Norma Cruz; San Jose, CA; Rob Engorn - Lee W. Dean; Sonoma, CA; Jeff Mott - John Faucett; Cupertino, CA; Rob Engorn - Fred Hammond, III; Carmichael, CA; Jeff Mott - Bill Henley; San Jose. CA; Jim Woodward - John E. Hooper; Angwin, CA; Jeff Mott - Donald Hurd; San Jose, CA; Rob Engorn - Chip Kaplove; Oakland, CA; Jim Woodward - Ron Lahey; San Jose, CA; Pat Denevan - Webster (Rusty) Meier, Jr.; Palo Alto, CA; Charlie Whitehill - Mark Radman; Sacramento, CA; Jim Woodward Ricardo Rosa; Sunnyvale, CA; Jim Woodward - Katherine Scheel; Saratoga, CA; Mark Kline - Buddy Vacha; Pt. Reyes Station, CA; Jeff Mott - Dave Wills; Castro Valley, CA; Rob Engorn Region 3 Paul Garnet; San Bernardino, CA; Debbi Renshaw - Ron Monroe; Huntington Beach. CA; Dan Skadal - Robert Hare Agana; Guam; Lani Akiona - Eric Huss; Goleta, CA; Achim Hageman Region 4 Arthur Gamrnont; Las Cruces, NM; Paul Michaud Region 5 Joel Froehlich; Missoula, MT; Brian Johnson Region 6 Benjamin Babb; Kansas City, MO; Robert Black - Dennis Bodkin; Mena, AR; Lawrence Haney - Douglas Oleson; Gladstone, MO; Robert Black - Lynn Schmidt; Goessel, KS; Hugh Martin Michael Kent Thornton; St. Louis, MO; Matt Taber Region 7 Andrea Bergnann; West Lafayette, IN; Rob Kreske - Arlan Birkett; Madison, WI; Brad Kushner - Michael Brancato, Wheaton, IL: Rob Kreske - Scott Edwards; Madison, WI; Brad Kushner - Phillipe Hanaize; Makato, MN; Brad Kushner - Jim Happel; W. Lafayette, IN; Rob Kreske - Kristen Herbert; Madison, WI ; Brad Kushner - Lawrence Hoover; Evansville, IN; Roger Coxon Christopher Huson; Chicago, IL; Brad Kushner - Dale Klavanian; Redford. MI; Norman Lesnow - Kevin McGowen; Norridge, IL; Brad Kushner - John McKnight; Cadillac, MI; Bill Fifer - Gary Trebilcock; Girard, OH; Chris Thompson -

William Tucker; Chicago, IL; Angelo Mantos - Thomas Wiencek; Bolingbrook, IL; Roger Coxon - Alan Wigginton; Indianapolis, IN; Rob Kreskc Region 8 Anselmo Delgado; Waterford, CT; Rob Bachman - Dan Lindner; Montpelier, VT; Roger Coxon - Robert MacLeod; Bridgeport, CT; Rob Bicknell - Winston Rand; Beverly, MA; T.C. Searle - Jeff Thielson; New Haven, CT; Jeff Nicolay - William Walker; Salem, NH; Jeff Nicolay - Joe Zwiebel; Worcester, MA; T.C. Searle Region 9 David Armor: Erie, PA; George Reeves Andrew Berger; Ambler, PA; Bill Mauer Ken Church; West Chester, PA; Joseph Gorrie - Dan Dalgard; Springfield, VA; Matt Taber - David Epling; Andrews AFB, MD; George Reeves - Robert Fleming, Jr.; Allentown, PA; Bill Maurer - Grant Fox, Jr.; Lexington, KY; Matt Taber - Peter Freeland; Willow Grove, PA; Roger Coxon - John Gesner; Columbus, OH; George Reeves - Patrick Halliday; Harrisonburg, VA; Aer Stephen Matthew Kelly; Alexandria. VA; Chris Thompson - Rick Lipkin; Washington, DC; Fred Lawley - Charles Martin; Pittsburgh, PA; George Reeves - Timothy Murphy; Annapolis, MD; George Reeves - Terry Nisbet; Miamisburg, OH; George Reeves Les Paff; Media, PA; William Umstattd Steve Plaskett; Reynoldsburg, OH; George Reeves - William Shaeffer; Silversprings, PA; Bill Maurer - Mitchell Shipley; Norfolk, VA; George Reeves - Bradley W. Taylor; Salisbury, MD; Rob Bachman - Kathy Walz; Ivyland, PA; William Umstattd Region 10 Fred Abernathy; Nashville, TN; Buzz Chalmers - Sherman Calkins; Lake Worth, FL, Matt Taber - Chris Johnson; Cary, NC; George Reeves - Randy Johnson; Ringgold, GA; Matt Taber - Tom Kollar; Orlando, FL; Matt Taber - Martin Mejia Marin; Rio Picaras, PR; Jeff Nicolay - Beth McCluskey; Apex, NC; George Reeves - Danny Santomero; Hilton Head, SC; Matt Taber Dianna Speed; Lithonia, GA; Buzz Chalmers - Gilles Tapolsky; Chapel Hill, NC; Matt Taber - Galen Walker; Plant City, FL; Matt Taber Region 11 Paul Goodsell; Beeville, TX; Matt Taber Betty Hickman; El Paso, TX; Elhart Region U Tim Allinson; Larchmont, NY; Greg Black Martin Barker; Phoenix, NY; Dan Guido Don Jugle; Penfield, NY; Robert McGovern - Douglas Ladd, Jr.; Rochester, NY; Robert McGovern - Brad Mogensen; Ilion, NY; Dan Guido - L. Edward Monagha; Canandaigua,

NY; Robert McGovern - Robert Schwinn; Kirkwood, NJ; William Umstattd - James Spadafora; Roehling, NJ; William Umstattd James Walsh, Bronxville, NY; Greg Black Edward Whitlow; Oneonta, NY; Dan Guido Foreign John Thanos; Athens, Greece; Michael Theocharis - Peter Cheney; Ontario, Canada; Matt Taber NOVICE RATINGS NAIVIE; CITY, STATE; OBSERVER Region I Hasan Kay; Aloha, OR: Rusell Tworoger Darrin Worman; Harbor, OR; Wes Roberts Region 2 Don Alhona; Sunnyvale, CA; Dan Murphy Jeff Bennett; Fremont, CA; Jim Woodward Steve Cleaver; Oakland, CA; Jim Woodward - Randy Cook; Chico, CA; Dave Freeman Lycio De Faria, Jr.; Walnut Creek, CA; Fred Hutchinson - Tom Ellis; Orinda, CA; Brian Smith - Kurt Jensen; Sacramento, CA; Jeff Mott - Lisa Michaels; Pacifica, CA: Charlie Whitehill - Brian Roach; San Jose, CA; Jim Woodward - James Shortt; Seaside, CA; Mark Kline - Brian Stewart; Sunnyvale, CA; Charlie Whitehill - Larry Wittenbaugh; Sunnyvale, CA; Rob Engorn - Perry Woodward; Gilroy, CA: Jim Woodward Region 3 Steve Allin; Pasadena, CA; Russ Gelfan Jorge Alvarez; Mar Vista, CA; Rob McKenzie - Steve Anderson; San Diego, CA; John Ryan - Armando Baltazar; Whittier, CA; Rob McKenzie - David Craig; La Mesa, CA; William Henry - Joe Diaz; Chula Vista, CA; William Henry - Jeffrey Dunn; Garden Grove, CA; Paul Phillips - Jeff Ranch; Camarillo, CA; Jim Woods - Robert Robinson; Honolulu, HI; Niel Kjar William Suchner; Lemon Grove, CA; William Henry - Mark Swenson; Big Sur, CA; Rob McKenzie - Voldi Way; Costa Mesa, CA; John Ryan Region 4 James Forbes; Golden, CA; George Greer Mike Harris; Phoenix, AZ; Doug Gordon Tom Hyland; Albuquerque, NM; Chuck Woods - Jay Morrison; Flagstaff, AZ; William Holmes - David Nierneyes; Littleton, CO; George Greer - Tom Pollard; Richfield, MN; Russell Tworoger - James Sherman; Tucson, AZ; William Henry - Tim Tacsin; Durango, CO; Russ Gelfan - Terry Whitaker; Ruidoso, NM; Paul Michaud David Willis; Denver, CO; George Greer Region 5 Ron Matous; Kelly, WY; Claudia Holbrook

~-----......L-------~------· JANUARY 1988

RATINGS AND APPOINTMENTS Region 6 Toby Armellini; Tulsa, OK; Melton Hair Region 7 Peter Donnelly; Chicago, IL; Brad Kushner Michael Steven; Evanston, IL; Martin Bunner - Jack Stewart, Jr.; Adrian, MI; Gary Elhart - Rex Stump; Fenton, MI; Bill Fifer - Torn Tierney; Bloomington, IN; Matt Taber Keith Wiedow; Rothschild, WI; Dennis Czechwicz Region 8 Manuel Da Silva; Gloucester, MA; Rob Bicknell; Bruce Guimond; Salem, MA; Rob Bicknell Region 9 Doug Cautheir, Lexington, KY; Buzz Chalmers - Ron Dively; Alexandria, PA; Birch Phillips - Robert Grieb; Mill Hall, PA; Burch Phillips - Doug Shannon; Perrysville, OH; Thomas Aguero Region IO Samuel Carter, Jr.; Concord, NC; George Reeves - Russ Fox; Nashville, TN; Matt Taber - Randy Johnson; Ringgold, GA; Matt Taber - Tony Langley; East Point, GA; Buzz Chalmers - Tom Levine; Orlando, FL; George Reeves - Michael Nowak; Cocoa Beach, FL; Dave Curry - Robert Patterson; Huntsville, AL; Duane Ridenhour - Dan Shell; Montgomery, AL; Buzz Chalmers Cydney Thompson; Huntsville, AL; David Curry - Henry Thomson; Huntsville, AL; David Curry - Martin Yas; Nashville, TN; Buzz Chalmers Region 12 Jeffrey Bell; APO, NY; Gary Elhart - Fabio Duarte; New York, NY; Dan Skadal - LeRoy Gaffner; APO, NY; Gary Elhart - Terry Lewey; APO, NY; Gary Elhart - Michael Matuszewski; APO, NY; Gary Elhart - Frank Peter; APO, NY; Gary Elhart - Robert Rardin; APO, NY; Gary Elhart

INTERMEDIATE RATINGS NAME; CITY, STATE; OBSERVER Region 1 Leslie Nicholas; Auburn, WA; Al Gibson Tom Sapienza; Lane County, OR; Brad Goosela Region 2 Louise Cawthon; San Francisco, CA; Bob Ortiz - Daniel Costello; San Francisco, CA; Wallace Anderson - Mike Damon; Berkeley, CA; Brian Smith - Alex Difeo; Santa Clara, CA; Dave Bowen - Deborah Johnson; Emeryville, CA; Rob Reiter - Scott Kurth; San Luis Obispo, CA; Perry Judd - Anthony Lawrence; Daly City, CA; Charlie Whitehill

- Michael McCrum; Sacramento, CA; Mike Lake - James Nicoara; Morgan Hill, CA; Dave Bowen -- Geoffrey Phipps; Menlo Park. CA; Fred Vachss Region 3 Ray Albrektson; San Bernardino, CA; Rob McKenzie - Martin Backe; Westminster, CA; Dan Skadal -- Clark Brooks; Pasadena, CA; Fred Vachss - Robert Compton; San Diego, CA; Rich Lanes - Scott Conway; Reseda, CA; John Ryan - Alan Fay; Palmdale, CA; David Bowen - Lowell Grant; Captain Cook, HI; Scott Westfall - Doug Millasich; San Diego, CA; William Henry - Robert Oates; Whittier, CA; Paul Burns - Richard Pew; San Diego, CA; William Henry - Larry Walsh; El Cajon, CA; William Henry Michael Wills; San Diego, CA; John Ryan John Wood; Spring Valley, CA; John Ryan Region 4 Valerie Carroll; Draper, UT; Gary Lagrone Jesse Forbus; Fort Carson, CO;; John Borden - Craig Kirkpatrick; Colorado Springs, CO; Mark Klingensmith - Edward Swarnick; Albuquerque, NM; Chuck Woods - Bill Swearengin; Colorado, Springs, CO; Dave Rodrigues - Paul Whitmore; Litchfield Park, AZ; John Leslie Region 5 John Podlesnik; Casper, WY; Mike King Region 6 Jule Lorenzen; Galva, KS; Mike King - Yul Shaffer; Bristow, OK; Melton Hair Region 7 William Bowers; Carmel, IN; Buzz Chalmers - David Driscoll; W. Lafayette, IN; Mike King - Frank Richter; Madison, WI; Brad Kushner - Scott Tomsic; Hammond, IN; Rob Kreske - William Trombly; Taylor, MI; Matt Taber - David Wamsley; Cicero, IN; Wilbur Batman Region 9 Gale Boocks; Salix, PA; Pat Brooks - Adam Eisenberg; Elkton, MD; Rob Bachman Jonathan Lester; Akron, OH; Ken Swarm David Petri; Norfolk, VA; Matt Taber Robert Spicer; Collingdale, PA; James Keller - Stephen Stoner; Hanover, MD; Eric Logan Region 10 James Anderson; Ozark, AL; Matt Taber Dan Clemens; Jonesboro, GA; Matt Taber Mike Dance; Lilburn, GA; Matt Taber Eduardo Delahoz; Coral Gables, FL; Matt Taber - Robert Evalenko; St. Petersburg, FL; Cliff Whitney -- Brian Heiss; Lilburn, GA; Matt Taber - Jack McGaha; Dunwoody, GA; Buzz Chalmers - Jeff Reynolds, King, NC; Jake Alspaugh

Region 11 Frank Accetta; Woodstock, NY; Greg Black Robert Ayers; Denville, NJ; Gus Johnson Ronald Kitteredge; Binghamton, NY; Robert Murphy - David Lyons; Fly Creek, NY; Dan Guido - Michael Lyons; New Vernon, NJ; Bill Watters - Fred Miller; Middle Grove, NY; Ed Green - John Mirtich; Long Valley, NJ; Bill Watters - John Sanford; Cooperstown, NY; Dan Guido - Joseph West; Ballston Lake, NY; Ed Green ADVANCED RATINGS NAME; CITY, STATE; OBSERVER Region 2 John Basa; Ft. Ord, CA; Mark Lilledahl Thomas Balk; Cambria, CA; Matt Gillis Briggs Christie; Salinas, CA; Chris Crescioli - Gregg and Michelle Cross; Concord, CA; Chester Chen - Michael Haddis; Fresno, CA; David Bowen - Paul Kentros; Sacramento, CA; Stephen Smith - Rick Lynn; Carson City, NV; Ray Leonard - Rick Schlottman; Grass Valley, CA; Mike Lake - Brad Smith; San Rafael, CA; Dave Bowen - Carl Voelker; Modesto, CA; Ken Muscio - Jeffrey Walker; Milpitas, CA; Dave Bowen Region 3 Juan Carlos Costa; Carlsbad, CA; Foreign Equivalent - James Hicke; San Diego, CA; John Ryan - David Lynch; Shadow Hills, CA; Debbi Renshaw - Don Miller; Orange, CA; Dan Skadal - Paul Damian Schulte; La Costa, CA; William Henry - John Scott; Los Angeles, CA; Tom Truax - Wickham; San Diego, CA; William Henry Region 4 Troy Garner; Littleton, CO; Steve Sweat Russell Irwin; Tucson, AZ; Anthony Barton - Rex Snyder; Ft. Collins, CO; Bob Faris John Sadik Region 8 Ross Landy; Somerset, MA; Gordon Brown - William Moore; Kensington, CT; Deane Williams - Michael Newman; Bangor, ME; Mark Stump - Chip Salmon; Milford, NH; Jeff Nicolay Region 9 Teri Leal; Malvern, PA; John Harper Michael Linen; Wilmington, DE; Steve Schaeffer - David McCammon; Dugspur, VA; Richard Cobb - A. B. Pedin, III; Richmond, VA; Roger Ritenour - Lee Morris; Willow Grove, PA; Cliff Carlton Birch Phillips, Jr.; Williamsport, PA; Robert Janson - Carl Schramm, II; Williamsport, PA; Robert Janson - Nanci Smith; Philadelphia, PA; Cliff Carlton - Robert Stilwell; Columbia, MD; Fred Permenter Robert Tedder, Ill; Clinton, MD; Dean Rogers, Sr.

HANG GLIDING

RATINGS (continued from page 29)

Region 10

(continued from page 41)

Mike Nester; Winston-Salem, NC; Jake Alspaugh

Region 12 Robert Bascom; Sherrill, NY; Dan Guido Christopher Coffey; New York City, NY; Paul Voight - Robert Longley; Delmar, NY; Ed Green

Foreign J. Kohlinger; The Hague, Holland; Charlie Whitehill - Johanna Ligtenberg; The Hague, Holland; Charlie Whitehill - Michael Solomon; Quebec, Canada; Foreign Equivalent

MASTER RATINGS NAME; CITY, STATE; OBSERVER Region Two Steve Lantz; Crystal Bay, NV; Russ Locke

Region Four Kenneth Grubbs; Golden, CO; Jim Zeiset

Region Eight Bill Blood; Londonderry, NH; Robert Collins

Region Nine Daniel Brotto; Baltimore, MD; Jeff Sims

Region Ten James David Ledford; Greenville, SC; Steve Hawxhurst

CLASS ONE TANDEM RATINGS NAME; CITY, STATE; OBSERVER George Horeth; Poway, CA; John Ryan

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the effort to achieve a rating, etc. With the unrated passenger there is a strong possibility that the pilot would be making complete safety and operating decisions for both parties. Some training and instruction is inherently necessary in this situation. The Tandem 2 appointment was set up to insure that the pilot is a qualified instructor, knowledgeable in the whys and wherefores of flying tandem in addition to being an experienced tandem pilot. Having just attended a tandem clinic, I consider it extremely valuable for the Tandem I pilot as well as being a necessity for the Tandem 2 pilot. A good tandem clinic will include the discussion of the following subjects. Regulations: What are all the rules applicable to flying tandem and what are the reasons for them. Ethical responsibilities: This includes training responsibilities as well as how to assess the mental situation of the passenger. Equipment: What characteristics makes a good tandem glider? What other equipment is necessary. What is the condition of the equipment and what extra maintenance needs to be done? Launching, flying and landing: A complete discussion of actions taken, responsibilities, flight characteristics, etc. Communication issues: Good communication skills are a must. Giving the student/passenger as much information as possible without overloading him is of utmost importance. Tandem flying is on the rise in this country for a number of reasons. It is being used as a teaching/training tool, as well as a way to maintain the interest of new students. The growth of ATOL towing systems with their ease of launching is also leading to an increase in tandem flying. The most important concept to keep in mind is that the FAA granted us an exemption to FAR 103 based on our demonstrated good safety record. It's paramount that we maintain that record or we will surely lose this exemption.•

were definitely going up. Yeah man! This was the place. It would definitely happen here today. When he got back to his car he remembered the old glider. He knew from personal experience that the E or even Edwards was a bad place to leave anything unlocked, especially a hang glider. "What the hell ... I'll just lay it here in the LZ and pick it up when I get down. It'll be safe enough ... hell, nobody'd touch this relic with a ten-foot pole anyway!" He dropped it abruptly on the ground so that it rolled when it hit, coming to rest partway on the dry grass and partway on the dusty khaki hardpan and then drove off as fast as he could for the top. Somehow he had a feeling that this would be a day to remember at Elsinore.•

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JANUARY 1988

by Jules

ancient Seagull had obviously seen in its tattered and halfbetter days as it rotten partway on the dry grass and partway on the dusty khaki hardpan of the California LZ, hot and dry as only the Elsinore LZ can get on an early fall afternoon. Forlorn and forgotten, it seemed as a creature that had exhausted its last Ii ving breath in an effort to reach some holy Mecca before like a pilgrim seek-· ing final absolution on hallowed ground before going to the great LZ in the sky. Its 38

(as told by J the Gypsy)

arrival and even itq presence, however, went completely unnoticed in the raucous and seemingly indifferent apres fly revelry of the rowdy and notoriously irreverent gaggle of Elsinore locals and regulars known collec-tively as "The E learn." Like the old Seagull, the origins of The E Team were obscnre, a trait no doubt a reflection of the origins of its members, a few of whom it was said absolutely required obscurity as a guarantee to their continued good health. One hardly ever heard any

speculation regarding the origins of either the group or its members, probably because most considered such speculation in the same category as the origins of God or the lJniverse. On the other hand, the origins of the group name were occasionally the subject of a beer-fueled debate as one side would claim it was Cycle (Lester the Molester's girl) who thought it up, while another side claimed it was Katie, and a third would be absolutely sure it was Mad Mitchell, who had so artfully rendered the second edition HANG GLIDING

of the team T-shirt. These debates would seldom heat to more than lukewarm, however, and would often stand as unresolved in the end as they were at the beginning, as the debaters quickly tired of the intellectual effort required to continue and drifted off to colder beer and less cerebrally taxing discourse. Nevertheless, there was little doubt that the name had a magical ring to it and it immediately became the metaphor that symbolized the camaraderie among this unique collection of Elsinore regulars who, despite their fiercely loyal brotherhood, prided themselves on their total lack of organization of any type. No dues, no meetings, no officers, no elections. One didn't ask how one "joined" these Merrie Pranksters of hang gliding. If you were a member, you'd know. If you weren't, nobody passed anything to you during the safety meetings. Discretion, reasonable moral standards and the threat of having his masculinity irreparably altered constrain the writer from reporting on some of the more darkly sanguine activities of E-Teamers, such as Harold's ring-of-fire, the mysterious flying sewer cover or the odd droppings of unsavory vengeance on a certain Hidden Valley abode, the final E Team rejoinder after losing a heated launch-closing dispute there. Hopefully, the reader has gained at least a general idea of the nature and character of the dishabille-clad, beer-babbling knots of pilots, drivers and hangers-on engaged in the usual post-flight "safety meetings" that early fall afternoon. Those present could best be characterized as E Team "hardcore"; those who do not leave until the last six-pack is emptied or the Ortega Market runs out of beer, whichever occurs first. J the Gypsy, the older guy from up north who made his living as a travelling salesman and cruised in every couple of months in a small motor home, spotted it first. He had learned to fly on a Seagull and immediately began making plans to hoist it up next to his Attack Quack if nobody claimed it. As a polite formality, he interrupted the nearest safety meeting to determine absolutely the possible existence of any prior claim. Yosemite Ron, Flaky John and the Beer Seer came over for a look. It is said that Ceres, the Roman goddess of agriculture, bestowed wisdom upon man through the gift of her nectar of the grainfields, "cerveza", "gift of Ceres", beer. If true, the august group that stood in contemplation over the ancient glider that hot

JANUARY

1988

afternoon had without doubt cornered the lion's share of the wisdom supply of the entire Western World, if one used as a criterion the number of empties they waded through on their way to examine the old diver's remains. Yosemite Ron knelt and tugged cautiously at a tattered shard of the cover bag which practically disintegrated between his fingers. The Beer Seer noted sagely that it lacked a control bar. Flaky John mentioned the rust on the hardware. They stood for a moment, stroking their chins and scratching their heads, then raised their eyes and glanced at each other, the unanimous verdict passing silently through the telepathy of their eye contact. No doubt about it, this was indeed a very abandoned glider which was also very dead. Further spiritual guidance being obviously in order, another round was called for, cracked upon and reverently consumed. The hoped-for wisdom was soon upon them.

"One hardly ever heard any speculation regarding the origins of either the group or its members/ probably because most considered such speculation in the same category as the origins of God or the Universe." This spiritual communiqu.5-in-a-can revealed that the glider must have indeed been ditched, probably by someone who gave up the sport years ago and got tired of looking at it hanging in the garage. Some profound discussion was given to the possibility that the glider might be stolen but this notion was quickly dispelled by the Beer Seer (so named for his uncanny ability to divine such things as thermal strengths and kick-off times by reading the bubbles in beer foam), who, after careful study of the delicate dab of froth oozing from the top of his Budweiser, solemnly pronounced that if the glider had indeed been stolen then Ceres would have provided them with a current copy of "Stolen Wings" for them to check. The others quickly agreed that such divine logic was irrefutable. No doubt about it, the deceased wing could have only arrived by some mysterious but nevertheless quite honorable means. By logical extension, it must also have died an honorable death and was, ergo, obviously entitled to an honorable funeral right on

this very spot, not spirited away by some travelling salesman and part-time air junky to an uncertain and possibly blasphemous fate, even if he was an E-Teamer! No sir! This honorable old veteran deserved much better. Something tasteful and dignified in memory of all of the pilots who must have trained on her and gained their first holy communion with the forces of the unvierse on her. Another sacramental round was ordered up and the funeral planning was begun in earnest. The old glider would have a ceremonial "last flight" borne aloft by the loving hands _of those who would respect her honor and preserve her dignity to the end. A final cremation was enthusiastically discussed but was reluctantly rejected after a special delivery revelation from the local fire station through Yosemite Ron (a two-beer transmission, to be sure) that such a conflagration, no matter how reverent, would be highly frowned upon by the ever humorless local authorities and pose a clear and present danger to the continued use of the LZ, not to mention possible arrests and fines for the perpetrators. The corpse was gently removed from the flimsy bag, which almost fell off by itself due to the weakened state of the old fabric. The three self-appointed pallbearers carefully spread the wings to full span and with the entire crew hoisting her overhead (without benefit of a secure cross-tube) the bizarre assemblage was run at full gallop out to the center of the LZ, somberly at first, then with a gathering swell of shouting and bursts of laughter at the confusion of missed footsteps and general lack of coordination, the slack sail flapping like some surrealist clothesline gone amok. Not unpredictably, the activity did not go unnoticed by the rest of the hardcore who now put their safety discussions on temporary hold to either watch the growing spectacle or become a part of it. Slippery Larry eased through a veritable Encyclopaedia Brittanica of beer cans surrounding his discussion group to find a possible deeper meaning in what appeared to him as anything but a funeral. He reached the entourage as it approached the hallowed metal sculpture that adorned the center of the LZ and stood as a powerful reminder to all who flew there of the life-preserving benefits of flying safely through obstacle avoidance in approach planning and regular attendance at safety meetings. In inimitable E Team style, the sculpture had been christened "Mr. Death."

In another life, Mr. Death had led useful existence as steel tank that lifewater to the now unworked and olive grovt: at the west end of the LZ, near the base of the mountain range from which the E Team drew its sustenance. at:nmdloned, the water tank sat empty and useless and, as if to add insult to abandonment, the olive grove continued to grow in wild without its services. hopeJles:m1:iss, like some ancient street person in downtown Los the old tank seemed to be in of ever useful Unbeknownst to the tank, its v11;u1<;muc.m was taken to heart at least one who, among his many talents, dabbled in 1m~tal as a diversion

various care and attention to detail, although this was not evident to those not intimately acwith his and Well aware of the vicissitudes of lite and about his own existence much the same was sure) as the tank, he hccame convinced all douht that a combination of his talent and the

"'Ylinder at the of the olive grove rt:rirt:i,cntcu the to immortality for them both; their five minutes on the stage of life to mark them ifl history as the 1)1',vUUU•vm originators of the metal sculpting that the art world would come to know as the "ram-bam" school, the ultimate blend of art and science, when heavy metal mated with kinetic energy in a powerful and orgasm of chaotic violence. The theory as art, so to '""'"u,uu:,i.: to witnesses, the night that Inwaved her magic wand was one of the most memorable in E-Tcam history. In a marvelously altered state of consciousness the artist his transformation of the tank with a stuuning head-on collision at modHe followed this with a series erate of brilliantly executed dirt-donuts and artful a combination the artist claimed would indelibly mark his work with the character and originality a wealthy art connoisseur might admire and possibly even buy. In order that his van (a work of art unto itself) not be confused with his creation, out he finished by nudging the into the center of the LZ where its identity vis-a-vis the van would be unmistakable since the van would coutinue to move while the would not. When the dust had settled the old tank, in the best of western tradition, lifo by losing life. Tb add E Team persona, the creation was subsequently adorned with a wonderfully primal reuclition of

meals of an Elsinore air The method by which he rendered his art was to say the least, unorthodox. who ffow with him felt this

was upon tion with his lot and the basic unfairness of

HANG GLIDING

a skull-and-cross-bones and solemnly dedicated by the E Team to the cause of flying safety through obstacle avoidance in approach planning and regular attendance at safety meetings. As an incentive to both lofty goals, Mr. Death performed admirably. Almost everybody missed Mr. Death. Almost nobody missed a safety meeting. The entire work was pronounced a "smashing success" by the Werz'l, an ETeamer of British extraction. Despite his sincerity, he was immediately set upon by other team members for making a very bad pun. By the time the funeral procession reached Mr. Death it had metamorphosed to something more akin to a combination of an Irish wake and a Roman orgy. All pretext of honor and dignity faded quickly, and as Ceres dispensed wisdom by the six pack from the seemingly bottomless cornucopia of the Ortega Market's beer cooler, incoherent and esoteric utterances of the singificance of the meeting of the old glider on its way to diver Valhalla and the wondrous reincarnation of the forlorn old tank as Mr. Death, flew thicker than new koans at a Zen master's convention. Endless toasts were offered to the cause of flight safety through obstacle avoidance in approach planning and attendance at safety meetings (which was now getting a little hard to say) and to Mr. Death, whose head was now swaddled in the old Seagull's sail giving him the appearance of a three-dimensional recruiting poster for the PLO. J the Gypsy, resigned to the obvious fact that his nearly acquired relic was now forever beyond his possession, rushed for a camera since the proceedings were now taking on the significance of the creation of Mr. Death himself. His keen peddler's sense for a quick buck were now alerted by the commercial possibilities of souvenir photos of the pandemonious proceedings expanding before him. The random antics and vivid enough imaginations of the participants, held in casual check by Ceres' generously loose rein, jumped their tracks at the appearance of the possibility of immortality on film. Suddenly it seemed as if everyone participating realized that perhaps this was their five minutes on the stage of life and, to paraphrase the late Jimmy Durante, "Everybody wanted to get into the act." Slippery Larry saw a once-in-a-lifetime opportunity to be the star of a new series of humorous hang gliding posters simulating exaggerated crash scenes utilizing the JANUARY 1988

Seagull, Mr. Death and, of course, him! Never mind who might be induced to publish such visual drivel, he'd worry about the details later. While he was running for a harness and helmet, the Beer Seer, now similarly infected with the urge to perform and have his deeds recorded, mounted his sturdy mountain bike and assaulted Mr. Death as though it were the final hurdle in the Pike's Peak International Hill Climb, checking regularly to determine if the camera was on him before each assault. Yosemite Ron did what he always did best and drank several more beers on camera while Flaky John, who apparently had harbored a secret desire to be a movie set director, began checking camera angles and lighting as though he were Cecil B. DeMille shooting The Ten Commandments. The entire group was now hopelessly infected with a collective madness that seemed to feed on itself as the laughter and shouting turned the funeral for the dead glider into a beer-guzzling pandemonium of posing Slippery Larry and arranging and rearranging the Seagull for best effect. Larry sprawled over Mr. Death's face, but the light was wrong. He hung upside down, he sprawled some more and in one particularly exotic pose was pointedly stabbed in the back by what was later detennined to be part of Mr. Death's right ear. He was summarily rescued by the laughing mob and re-posed. The photo session finally came to an end when J the Gypsy discovered he had taken 33 shots on a 24 shot roll. It was not, however, to be the end for the old Seagull, for the mob now realized that the ancient wing was still fairly integral and must surely have some practical utility left in it. Someone shouted that it ought to be used for training and amid the guffaws at that suggestion someone else yelled that they should all do some skyting practice with it right there in the LZ. A vehicle with a length of rope behind it was quickly produced but it was obvious that lofting the old bird without cross-tubes or a control bar was beyond the cerveza-soddened abilities and ambitions of the group at the moment. Rideem Roger (so named because he frequently appeared atop E-Team vehicles as a sort of rodeo ride act while said vehicles were engaged in standard E-team mayhem and had once ridden atop the metal sculptor's van while the driver/artist rendered an old DynaSoar standard into a mass of sailcloth and mangled aluminum during an E-Team party) suggested that everybody go tandem on the old glider by tying it to the back of the roped

vehicle and riding on it while it was towed around the LZ. He didn't have to say it twice and in less than a minute six of the revellers were straddled on the old carcass like bronco riders, fanning their headless mount with an assortment of sloshing beer cans and cowboy yips and yells as it was dragged crazily around Mr. Death amid clouds of dust and raucous laughter and shouts of encouragement from the non-riding spectators. The spectacle came to an abrupt halt when the rope broke, throwing the riders into a pile of tangled humanity in a sort of jerky fastmotion, like an old Keystone comedy. As the riders untangled themselves the laughter and shouting began to fade in that anticlimatic way it always seems to as adults who were just moments before at the mercy of some uncontrollable madness begin to realize that perhaps they may have had a little too much to drink and might possibly have made fools of themselves in the process. The shredded remains of the old glider were gathered into a long bundle and leaned unceremoniously against Mr. Death and the participants dusted themselves off, bid their farewells and one by one slowly left for wherever the E-Team goes when not flying or partying.

EPILOGUE Bob had hung around Crestline most of the morning waiting for it to happen. He had said several times that he didn't want the thing but the pilot who had the old diver and waited with him was insistent. "What the hell am I gonna do with it?" "Make a tent out of it." "I don't need a tent." "Well, make a canopy out of it then." "A canopy over what? I live in an apartment." "Well, you could always use the tubes for a glider rack." Why not? He threw the ragged wing up next to his own glider. He needed a glider rack anyway. It might be a project for another dead day like today. "You leavin'?" "Yeah. This place is sled city for the rest of the day. I think I'll go check out Elsinore." He arrived a little after high noon. Everyone had already gone up and some early launches, who either couldn't scratch or simply tired of the effort, had already landed. It was definitely going to happen here but he needed a driver. Finding no volunteers and wishing to get to a launch before it blew down, he decided to drive himself up and chance a ride back to the top later to get his car. He noted two or three gliders over the E launch. They were scratching hard but they (continue<l on page 37)

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 torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them to inspect.

Rogallos COMET C-2 185-0range with yellow. Very good condition. Low flying hours, recently tuned. $800. (714) 785-9423.

229 RAVENS-two in stock. Excellent shape, rigged for tandem, multi-colored. Sequatchie Valley Soaring, (615) 949-230L VERY GOOD first purchase gliders. SABER 170 with helmet and harness, $600. SABER 205 with helmet and harness, $600. Both in very good condition. Call (714) 730-7249 after 7:30 p.m.

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

SENSOR 510B VG, brand new. 314 race, half battens, tri-lam, metal finish. Red with spectrum. Great sink rate. Best offer. (315) 455-6326.

Schools and Dealers

SENSOR 5108 VG, 3/4 RACE, mint, $1800. Also 160A VG model, excellent, $900. Both sweet handling gliders. (612) 735-9130.

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

STREAK 160-green & white, good condition, 100 hours. $500 0. B.O. (818) 336-1555.

185 LITE DREAM-One year old, low hours. $1200. (714) 628-7312.

VISION ECLIPSE 18. Black & white sail. Adjustable geometry and dihedral. $750. Steve, (804) 596-2682.

HARRIER I 177-Royal blue, red LE. Great sail, all wires new. $800. Randy, (213) 249-5045. HP-I-clean sail, safe-edge down tubes, speedbar. Winter price. $900. (801) 254-6l4L HP-I II-less than 20 hours. Never dumped, not a scratch. Camera zippers. Beautiful colors. Will ship. $1800. Robert, (805) 683-1197. JAVELIN 208-Great glider, low time. $475. Bob, (512) 445-5934. MAGIC JV 155-Airfoil kingpost and down tubes, surfcoat LE., pitchy, new wires. $1750. (805) 648-2721. MAGIC IV 155B-Race ready. Half ribs, king post hang system, VG, like new! Priced to sell. $1200, (815) 234-5388. MAGIC IV 166-superb, low airtime, VG, speedbar. $1675 or let's haggle, (303) 838-9637. MAGIC JV 166 FR-1987, full race, perfect condition. $1750. MAGIC IV 133-1987, V.G. & speedbar, excellent condition. Handles awesomely! $1700. (206) 535-0973. MAGIC IV Full Race 177-VG, fully faired, less than 20 hours. Absolutely in new condition. $1800 080. Call (805) 238-3317. MOYES MISSILE 180. Great condition, rainbow sail. $750. Will ship. (315) 245-3044. MYSTIC SPECIAL 155-July centerspread, March cover, November cover. Winner of Telluride, excellent performer. Excellent condition, extra strong airframe. Kingpost hang point, extra ribs, custom easy tip batten tensioners. Kevlar T.E. cord. XC bag included, streamlined control bar, speed bar with built-in camera button, VG, camera zippers. $1600. Call John, early morningllate evenings, (714) 361-0169, PRO DAWN 175-Excellent condition, make offer. (501) 224-2186, PRO STAR 160. Flies great, well maintained, $575. (714) 458-6818,

Paragliders

SEAGULL 10.5, flies great, $450. Prone harness, Windhaven parachute, $250. Litek vario, $125. (904) 372-2785.

DUCK 160-good condition, beautiful colors. $650. Helmet, $30. Flylite deluxe harness, new, $200. Richard, (805) 685-1(1)9, Santa Barbara.

FLIGHT DESIGNS DEMON 175-Black with rainbow spectrum. Good condition. $450, (505) 632-2042,

Ultralight Powered Flight ULTRALIGHT 1984 JET WING-440 Kawasaki trike, 14 hours. Demon wing, parachute. Like new, sold new for $5200. $2900 O.B,O. Camarillo, California. (805) 484-0793.

PACIFIC AIRWAVE MK JV 17-Aluminum mylar LE. and wing tip patches. 4.5 T.E. with 3.9 Jap. cloth. $2100. (408) 646-5419. ECLIPSE 185-Excellent, blue, rainbow, white. $1250. Buying HP. (602) 683-2002. WANTED: 229 Raven, 220 Breeze, Dream or Super Lancer. (215) 525-7589. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. SUNRISE HANG GLIDING 240 Dream . . . . . . 220 Dream . . . . . . . . . 177 Mystic V,G, 185 OVR. ' " ........ Call (619) 367-4237.

... $1900 .$1900 , , .$1200 .... $400 ,,

THE HANG GLIDING CENTER 167 Sport, full race, ..... .(2) new . ... . (3) used 167 Sport American . ,,, .(2) new Vision Mark IV-17. 166 Magic, full race ... $2600 .... ...... $2200 HP-2 full race , , ....... ,,, , , , ..... 165 Comet 2. .... $700 .... $850 185 Comet 2 "' , .$90 ea, ..... 7 used trainers ... We carry many more gliders, harnesses and parachutes. Give us a call at (619) 450-9008. , , , . . . $2300 New Dream 240 , . . . . . . . . . . . ... $2900 Delta XCel 160 , , , ....... $1880 Demo Dream 205. , , , .. ... Demo Dream 145 ...... , , , .... , , , ..... .. $1800 Used Comet 185 OVR . , , . , , , , , , ..... " '$700 , ... $800 , .... Used Comet 2 165. New Bell helmets , , , , , , , , , ..... .... " ' .... $95 New 20, 22-gore chutes .... .. ,, . ... .... ... $300 We ship anywhere. Golden Sky Sails, Inc. (303) 278-9566.

UP OVER New Mexico. Wills Sport 167 (7075) .. ..... ' ' ' , , , ..... .. $1500 , , , , . .... ...... .$1500 Sensor 5108 , , , , , , .... ... $1000 Demon 175 Wills HP ..... ,, .... ' ' ' .... , , , ..... . . . $1500 (505) 292-0647.

ALABAMA

ARJZONA ARIZONA WJNDSPORTS-Largest Hang Gliding center in the southwest. Certified Instruction utilizing the world's first man-made trainer hill. INEXPENSIVE prices on lessons and equipment. Dealer for Pacific Airwave, Wills Wing, Delta Wing, Scedwings, Moyes, High Energy, Ball and Seagull classic parts. 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. (50\) 327-0698. SAIL WINGS HANG GLIDING-Certified instruction. Authorized agent for Pacific Airwave, CG 1000 harnesses. Cocoon harnesses in stock. 5'10''6'1''. 1601 N. Shackleford 1/131-4, Little Rock, AR 72211. (501) 224-2186. CALIFORNIA BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (707) 576-7627. CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hang gliding shop in the world." Dealers for Wills Wing, Pacific Airwave, Delta Wing, Moyes, Seedwings 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 IL Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varios, and spare parts . Located minutes from US 101 and flying sites . 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

RAVEN 209, excellent shape. $620 OBO. (303) 278-9566.

HANG GLIDING

CLASSIFIED ADVERTISING THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA cenified 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 SOARJNG CENTER-Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 1116 Wrigley Way, Milpitas, CA 95035 (408) 262-1055. SAN FRANCISCO W!NDSPORTS-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. WINDGYPSY. USHGA certified school. Offering tandem instruction, daily, year-round. Only full service facility in Lake Elsinore. New and used gliders and equipment from Delta Wing, Moyes and Wills Wing. Demos available. 33041 Walls, Lake Elsinore, 92330. Call Paul Burns, (714) 678-5418. WINDSPORTS INTL.-Since 1974. Largest and most complete HANG GLIDING center in Southern California. Large inventory of new and used gliders including Sports and Lite Dreams. Accelerated training program features Tandem instruction and minimizes course time. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0!11.

GEORGIA

NEW MEXICO

LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3,41.

UP OVER NEW MEXICO, INC. - Instruction, sales, service. Sandia Mountain guides. Wills, Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505) 292-0647.

HAWAll MAU! SOARJNG SUPPLIES-Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790. (808) 878-1271 TRADEWINDS HANG GLIDING, dual instruction, rentals, equipment. (808) 396-8557. IDAHO TREASURE VALLEY HANG GLIDERS-USHGA certified instruction, complete service. Featuring Pacific Ainvave. 117l6 Fairview, Boise, 83704. (208) 376-7914. !LLINOIS

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 CF! lead you to your flight success. 1600 Carmel, Zion, IL 60099. (312) 746-1944. MICHIGAN PRO HANG GLIDERS-Since 1978. Michigan's only USHGA Certified school. Beginner - Advanced lessons by Examiner, Observer, Instructor Norm Lesnow. Specialist in basic towing, or the new rernlutionary concept of step towing. 2500' tows available on the incredible Yarnall Skyhook. Dealer Wills, Delta, Manta. Service, accessories. Call (313) 399-9433 or write 569 W. Annabelle, Hazel Park, Ml 48030.

COLORADO

NEVADA

GOLDEN SKY SA!LS-USHGA Certified School, dealer all brands. Lowest prices on new gliders. Bell helmets in stock. (303) 278-9566.

HIGH SIERRA SPORTS, !NC-dealers for Delta Wing, Pacific Airwave, Wills Wing. Complete training including tandem, USHGA certified instruction and ratings. 2303 N. Carson St., Carson City, NV 89701. (702) 885-1891.

USHGA CLASSIFIED ADVERTISING ORDER FORM 40 cents per word, $4.00 minimum. (phone numbers - 2 words, P.O. Box -

1 word)

Photos - $11.00 Deadline, 20th of the month, six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue). Boldface or caps 55~ per word extra. (Does not include first few words which are automatically caps). Special layouts or tabs $22 per column inch. Prepayment required unless account established. Please enter my classified ad as follows:

NEW YORK FLY HIGH HANG GLIDING, INC.-Serving N.Y. City/Albany, Jersey, Connecticut areas. (On Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also carry all other major brands, accessories. Certified Instruction. 10 years experience. Quick repairs. Areas most INEXPENSIVE prices. ATOL truck towing' Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. MOUNTAIN WINGS, INC.-New York's oldest and largest hang gliding center. 6 miles from Ellenville. Five different training hills. Exclusive dealers for Seedwings, Delta Wing, and Pacific Airwave with demos in stock. Area's only Sensor specialist. Repairs done on, and parts in stock tor all major brands. The most complete line of accessories in stock at all times. Many new and used gliders. UPS mail orders, VISA, MasterCard and Discover credit cards accepted. Greg Black, Box 278, Main Street, Kerhonkson, NY 12446. (914) 626-5555. SUSQUEHANNA FLIGHT PARK INC-Central New York's Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O - 160', jeep rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153. THERMAL UP, INC.-Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certified Instructor and Observer. Concentrating on 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, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489.

Section (please circle) Rogallos Schools and Dealers Emergency Chutes Ultraligh! Powered Flight

I Parts & Accessories

Rigid Wings

I I II

Business & Employment Opportunilies Publications & Organizations

f I I I I I I I I II

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

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

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

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

Phone Number:

P.O. BOX 500, PEARBLOSSOM, CA 93553 I (805) 944.5333

~---------------------------~---------------------------J JANUARY 1988

Four good reasons to hook into a

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

As you 6 ow a1..:customed to your LITE DREAM, you'll notice how quickly your flying skills improve. You'll delight at how 1e LITE DREAM Is maneuverable as e is forgiving as you advance rapidly through the learning stages.

"""-· ,g oward higher attitudes, your LITE DREAM still amazes. performing with grace and ease. As you perfect your talents, the LITE DREAM is ready to · cept new challenges, ·e~ a0 robatics!

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

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

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

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

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.

WASATCH WINGS, INC.-USHGA certified hang gliding school, dealers for Wills Wing and Pacific Airwave. Flight operations at Point of the Mountain. 6 Sunwood Lane, Sandy. UT 84092. (801) 571-4000.

B.U.S. by UP. 24 ft., 20-line, for 300 pounds, weighs six pounds. $270 O.B.0. (2Gl) 571-1275.

Parts & Accessories

VIRGINIA SILVER WINGS INC-Certified instruction & equipment sales. N. VA. (703) 533-1965. WASHINGTON AIRPLAY'N PRO SHOP & Hang Gliding School. The largest full time, full service hang gliding shop in Washington. All major brands sold and serviced. 800 Mercer, Seattle, WA 98109. (206) 467-8644.

International Dealers JAPA1'

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. 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 servkcs. 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 SI. (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 Hcnsons Gap site. For personal service you can trust call Valley Soaring, Rt. 2, Box 210, Dunlap, TN 37371 (615) 949-3384, (615) 949-2301.

QUICK RELEASE CARABINER-Breaking 10,000 lbs. $24.95. Extra Sl/6 ball lock pin $JO. DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324. auN JUSIE COVNT6tY NC

~~~ Distributor major brands hang gliders (Airwave, Magic), instruments, parachutes. Tokyo 03/447/5560, Yugawara 0465/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi. Kanagawaken, Japan 141. FAX 0465 636641. 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 ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, sis, bridles installed and replaced. S.F. Windsports, 3620 Wawona, San Francisco, CA 94ll6 (415) 753-8828.

BLACKHAWK POD HARNESS Only $319 including shipping

UTAH

.J=ReeOOn:2

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

JANUARY 1988

PRIMO AIR MITTS-standard with shiny Lycra exterior. $28.50 per pair. Plush or terrycloth interior, $35 per pair. Shipping S2.00 per pair. Mitts in stock for fast delivery. 8 Blue Jay Way, Conway, AR 72032 (50!) 371-0698.

BRAND NEW-20 or 22 gore parachutes. Ship anywhere. $300. (303) 278-9566.

FLY UTAH WITH

BELL HELMETS-in stock. $95. (303) 278-9566.

Aerodynamic; extremely comfortable; superb wo1kmansh1p; light weight; warm: back pack carf)·ing case; glove, parachute, ballast, & glider bag storage compartments; opening & closing lines; ve:cro override; 2 sizes. In s(ock or custom made in 3 weeks. Manufactured m New Zealand for:

Sliver Wings Inc/John Middleton 6032 N. 201h Street Arlington, Virginia 22205 {703} 533-1965 D<:aler inQulries welcomed Also Knee Hanger Harnesses available

AERODYNAMIC HELMETS, designer signed. "i/2 postpaid (USA) or call for UPS collect. Jack Lambie, 306 Riverdale, Orange, CA 92665. (714) 998-9538. TOW WINCH (STATIC). Magnetic mount, pressure gauge, 3000 ft. of rope. Great way to get high for flatlanders. $400. Steve, (804) 596-2682. HARNESS' Fits 5'9" to 6'2". Cocoon harness. 18 mo. old, turns into backpack. Only $150. Blackhawk Pod harness w/glove, ballast and glider bag storage. Backpack carrying case. Less than one year old' Only $220. Satisfaction or money back. (619) 286-5604, evenings.

CLASSIFIED ADVERTISING UQUIDATING BRAND NEW equipment. Bell helmets in sizes 6-7/8, 7-1/8, 7-5/8, $50 each. Glider bags with rib bags and crossbar hinge cover, $50 each. Used Replogle barograph, $200. Used Manta Windjammer with hard surface and sand tires, also with 5 extra side struts, $650. Call (714) 730-7249 after 7:30 p.m.

Publications & Organizations

Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW' Lots of students ... not enough instructors. Send resume to: M'1ssion Soaring Center, lll6 Wrigley Way, Milpitas, CA 95035. 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. LIVE, WORK AND FLY in beautiful upstate N.Y. lust minutes from Ellenville Mtn. Certified instructors needed badly, will train. Apartment overlooking river also available above shop in exchange for work. Lots of students, not enough instructors. April-Dec. Full time also available. Call Greg at Mountain Wings, (914) 626-5555 or send resume.

soaring flight. Full membership $35. Info kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over !00 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," 18!! Beverly Glen Dr., Santa Ana, CA 92705. Also, Hang Gliding romance "Soar and Surrender" $3.95 shipped.

RUBBER DOLLARS

UNIQUE NEW X-C LOG BOOK, 64 pages, pocket size, special X-C formal, including large comment section, site log, summary with hi/low and averages of time, distance and speed. S4 postage paid. SEND: Arizone Mfg., 303 Sharpe Rd., Anacortes, WA 98221.

Ninety-eight per cent of all member checks clear the bank when deposited. The other two per cent cost USHGA time and money to handle till clearing payment. Therefore, a $5.00 service charge will be assessed on all returned checks.

BINDERS FOR HANG GLIDING 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. SOARING-Monthly magazine of the Soaring Society of America, Inc. Covers all aspects of

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

Hang Gliding Books by Dennis Pagen • HANG GLIDING FL YING SKILLS-DETAILS ON: BEG INNING FLIGHT • INTERMEDIATE SKILLS • AERODYNAMICS • GLIDER DESIGN • GLIDER REPAIR • SELECTING EQUIPMENT• THERMALING * MORE. $6.95 • FLYING CONDITIONS-THE-ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE* ROTORS * WIND SHADOW * SEA BREEZES * WIND GRADIENT * RIDGE LIFT *THERMALS• MORE. $6.95 • HANG GLIDING TECHNIQUES THE LATEST BOOK FROM SPORT AVIATION PUBLICATIONS For the novice to advanced piio1, this book continues the learning that began with Flying Skills. • Learn about thermal soaring - A full 31 pages on thermal techni· ques will have you soaring like an ace. • Learn about speeds to fly - the key to efficient flying whether in competition or cross-country. • Learn about cross-country flying - How to fly further with safety. Also. Perfecting turns • Handling turbulence • Flying al altilude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and mucl1 more'

- - - - - - - - A L S O AVAILABLE,.._ _ _ _ _ __ ' POWERED ULTRALIGHT FLYING Powered Ultralight Flying will answer your questions and Improve your flying. This book is written for beginners to advanced pilots with over 125 photos and drawings to clearly illustrate even the more complex subjects. All our books are written from an ultralight pilot's point of view 5o you got the facts you need, not rehashed information from general aviation.

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

* * * DEALER INQUIRIES INVITED * * *

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1SEND CHECK OR CASH TO·

SPORT AVIATION PUBLICATIONS

I Dennis Pagen I Dept. G, P.O. Box f\"1 I Sla\u Co11ege, PA. 16801 lPlease rush me the books listed below: IOU/\NTITY I LJ Flying Conditions ($6.95)

I J

I :

Hang Gliding Flying Skills ($6.95) H~ng Gliding Techniques ($6.95) O Powered Ultralight Flying ($11.95) 0Powered U/lralighl Training Course ($9.95)

I Save 10%, order two or more books! l Save · all five books for only $35.95! \ Total amount for all books$ _ _ _ _ _ __ 1.25 1 Post.ag,eand Handling · - - - - - - - I Overseas airmail if desired ($4.00/book) __ _ I TOTAL ENCLOSED - ~ - - - ~ - - - - · ! SEND TO (Please Print):

!NAME - - - - - - - - - - - - -

l ADDRESS

I CITY, STATE !COUNTRY/ZIP HANG GLIDING

EUROPEAN THERMAL TOURS Adventure & Comraderie In The Alps The 1987 European Thermal Tours expeditions adventured their way through three countries and 16 major sites, including Mt. Blanc, Europe 's highest mountain.

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MARK CHIRICO will conduct hang gliding tours through the French and Swiss Alps again in June/July 1988. Package Includes: Round trip airfare (from N.Y.), lodging, transportation , FM radios, guide, gliders & parapentes (waiting for you there) and EXTRAORDINARY EUROPEAN AIRTIME. Price - $2299 (with bel8nce peld by Merch 1)

CONTACT: Mn Chirico 12 Av Mandallaz • 74000 Annecy • France 011 33.50.45.75.29 Rob McK8nzle 4231 Sepulwda Or. • San Bernardino, CA 92404 (714) 883-8488 Ron White 10 Power Street • Spencer, MA 01562 (617)~73 11,cgr e.ttle 5430 Carolina Place NW • Washington, O.C. 20016 (202) 966-7699

FINGER FAIRINGS

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

• Alway,.s t here when you need them • Warm , comfort able, durable, slide easily across control ba r • Instant bare hand dexteri ty for launch , CB, chute, came ra • Qua lity construc t ion, 1/4-in. neoprene, nylon inside and out • : ; i.i~ b le in red or black S, M, or L only dealer inquiries invited

Heavily Padded Shoulders High Energy Sports Parachute

Ccntinuous Webbing sewn with Five Cord Thread

~ Faired Glove Box with ./1 Parachute Container /"' •

-Adjustable Padded Leg Straps

THE AIRWORKS

3900 Van Buren NE Al buquerque , NM 67110 (505) 884·6851

SAIL MAKER OPPORTUNITY Seedwings is interested in hiring a master sailmaker who can produce superior work in a mass-production, organized environment. Responsibilities, salaries, hours, etc., may vary somewhat depending on the individual and his or her needs. The position is open only to the highly skilled, talented and experienced . Benefits include living in the green and soarable coastal city of Santa Barbara, CA. Send resume to:

Safety Back Strap

.--- Hidden Glider Bag Storage Folds into full size Gear Bag with Adjustable Back Straps

CORDOU RA® Reinforced Boot

Two Week Delivery

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OPTIONS: Ya", V,', or 1" Foam Racing Boot No Foam Steel Carabine, TH ERMNRN Insulation Radio Holder Ballast Boot Stash Pouch Extra Pockets Higgins Hinge Fly Flap Chevron Stripes You Name It ! Two Week Delivery

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SEEDWINGS Inc. 5760 Thornwood Drive Santa Barbara, CA 93117

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

(805) 967-4848

(714) 972-8186

CLASSIFIED ADVERTISING Videos & Films

Miscellaneous THEY'RE BACK! AIR BRUSHED WINGED THERMAL SHIRTS, at Sky Gear Gift Shop. Cost $49.95 in gorgeous blue multicolors. M, L, & XL Add $3.00 postage. Hand painted especially for you by Suzie Burke. Crystal Air sports Motel, 4328 Cummings Hwy., Chattanooga, TN 37419. TOWING SYSTEMS, build your own for under $500. For info - Fine Line, Bruce, (602) 581-2286. 7350 E. Jenon Drive, Scottsdale, AZ 85260.

TELLURIDE! Videotape of the annual fly-in at one of the most spectacular flying sites anywhere, with comprehensive coverage of the 1987 aerobatic competition. Professionally shot and edited. One hour long, VHS. $35 plus $3 First Class postage. California residents add state tax. Robert Reiter, 1539 63rd Street, Emeryville, CA 94608. (415) 655-0615

1985 NATIONALS VIDEO, "Feast of Flight," $28. Cloud Base Country Club, P.O. Box 629, Issaquah, V.'A 98027.

COLLECTOR BOXES for Hang Gliding Magazine. Blue vinyl, heavy duty, with clear label inserts on spine. Holds up to two years issues. Only $9.75 from USHGA, Box 500, Pearblossom, CA 93553. SAILMAKING SUPPLIES & hardware. All fabric types. Massachusetts Motorized, P.O. Box 542-0, Cotuit, MA 02635. (413) 736-2426. CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF! 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821- 2546. Chuck & Shari Toth. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, JV," dia. Inside or outside application. 25C each. P.O. Box 500, Pearblossom, CA 93553. 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.

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 Arvillc, Las Vegas, NV 89102 (702) 876-2328.

1987 TELLURIDE Hang Gliding and World Aerobatics VHS video for sale. Exciting and colorful, plenty of thrills, chills and WHACKS! Also shows two chute deployments. Send $35 to Paul's Video, Box 1662, Telluride, CO 81435. (303) 728-3217.

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

EQUIPMENT: New stirrup harness. Black with yellow, orange, gold, red stripe on parachute panel. Also white Bell helmet. Stolen from fence post in LZ off Broadway in Boulder, CO, August Z?. CONTACT: Dennis Stevens, (303) 449-0774 work, 444-7624 home. TYPE: HP-2 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 Z7, 1987 in ditch at roadside following XC flight. CONTACT: Ken Grubbs, 17325 Rimrock Dr., Golden, CO 8040! (303)

T/9-7770. TYPE: Vision Eclipse 19, white TE, red LE and underside. In dark green glider bag with international orange bag tips. Serial IIVEL 5495. Name on card in base tube. WHERE AND WHEN: Woodstock, VA, on June 28. Taken from hike-in spot. Seen on maroon van speeding away. CONTACT: Danny Dobbins, 1057 West Road, Chesapeake, VA 23323.

(804) 485-5386. 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.

Index To Advertisers Aerial Tease . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Airworks ............................. 47 Ball Varios .......................... !BC Bennett Delta Wing Gliders ...... ,., .... 13, 44, 47, BC Brauniger ............................ 34 European Thermal Tours ................ 47 Hall Brothers ........................ !BC High Energy ...................... 37, 47

Stolen Wings

Importabec ........................... 37

EQUIPMENT: Black Keller Pod harness, High Energy tan colored parachute, Roberts Britain variometer, helmet. WHERE AND WHEN: broke into truck at Waddell Creek, Santa Cruz, CA. Saturday, October 17, 1987. CONTACT: Martin Ortegon, 1314 Copper Peak Lane, San Jose, CA 95120.

La Mouette . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

TYPE: WILLS WING HP!l 1/2. Pacific blue L. E. & top front surface, undersurface spectrum and white main body. Speed bar, hand fairings. WHERE AND WHEN: Torrey Pines, CA, in May from the cartop. CONTACT: Dave Weise, (619) 942-2174 home, (619) 442-0984 work.

LEAF , ............................. !BC Lookout Mt. ......................... !BC Pacific Airwave . . . . . . . . . . . . . . . . . . . . . . . 2 Pagen Books ......................... .46 Publitec , ............................. 26 Seedwings ........................ 21, 47 Silver Wings ..... , . , ........... , .... , .45 Systems Tech ........................ !BC USHGA .............................. 12 Wills Wing ......................... 8, 34 World Team ........................ , .28

HANG GLIDING

The Hall Airspeed Indicator A precision Instrument for the serious pilot. Rugged, dependable and eaay to read. Airspeed Indicator. . . . . . ..... $21.50 Long Bracket. . . . . . . . . . . . . . . . . . . . . . . 6.50 Foreign & C.O.D. Orders add $2.00 Airspeed Indicator with Long Bracket

AWMINUM TUBING & HARDWARE, SAILCLOTH, & ACCESSORIES ANODIZED 2·19 LENGTH & PRICE 1" X .049 X 12' ............... 1.79 ft. 1·1/8" X .058 X 12' ............ 2.29 ft. 1-1/8" X .095 X 12' ............ 3.32 ft. 2-1/2" x .049 4 12' 606H6 .......... 5.07

Control Bar Protectors 5" diameter ABS plasllc wheels. Specify 1" or 1-118" control bar. Wheels - $20.00/palr. Foreign & C.O.D. Orders add $2.00

Hall Brothers

Control Bar Protectors

P.O. Box n1-H, Morgan, UT 84050 MasterCard I Visa I COD Call our toll tree 24 hour computer order line. Touch tone phone only. 1-800-444-0017. When the computer aaks for a mailbox number, Immediately push 4768. Then place your order. Or call (801) 629-3232.

LEADING EDGE AIR FOILS Catalogue

$4.00

s,stek Vario I Altimeter 0-15,000 FT Altimeter

UP-Audio

Dual Batteries

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

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

(303) 632-4959

HEADLINES ... Have you made any lately? USHGA would like to see your name in print. Please send clippings of any local news articles or magazine stories on hang gliding to the office. The Public Relations Committee needs clippings to assess our image and catalog favorable writers on our sport. Good or bad, we need your news articles. Send to:

USHGA - Public Relations P.O. Box 500 I Pearblossom, CA 93553

MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER

$495

MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590

MODEL M20 WRIST VARIO $200

STREAMLINED TUBE ADAPTER

Available from hang glider manufacturers and dealers

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 (ft.2) Span (ft.) Nose Angle Aspect Ratio Ribs /side (upper) Ribs/side (lower) Glider Weight (lbs.) Pilot Weight Range (lbs.)

0 M I N G

160

180