USHGA Hang Gliding May 1989

1989 U.S. World Team Fund-Raiser/Raffle (Fill out the yellow postcard in this issue and send in your contribution today!)

Prizes include a whole bunch of nifty hang gliding stuff from the following sponsors: Advanced Air Technology ... $100 Gift Certificate Aerial Tease .......................... 6 Bumper Stickers, 6 Shirts AirTime of Lubbock ............ ATOL Bridle & Nose Line The Air works ....................... 2 Pairs Finger Fairings BRS ........................................ Rocket-Deployed Chute System Crystal Air Sports Motel ..... 6 Shirts Desert Hang Gliders ............ UP Speedbar with Rubber Coating Fly High/Paul Voight ........... Aerodyne Helmet Hall Brothers ........................ 2 Airspeed Indicators & Brackets HG Center of San Diego ...... Profits from Seminar Hang Glider Emporium ...... 3-day Lesson Program Hawk Air Sports .................. 5 Windsoks High Energy Sports ............. Cocoon Harness & Accessories Kitty Hawk Kites ................. 2 Caps, 4 T-Shirts, 2 Sweatshirts Leading Edge Air Foils ........ 3 InterAlp Helmets

PLUS! ... a Grand Prize of a glider of your choice from:

Seedwings, Wills Wing, Delta Wing, Pacific Airwave, UP International or Moyes

Lookout Mt. Flight Park ..... Ray Ban Sunglasses Massachusetts Motorized .... Sailmaking Supplies Microflight ............................ Video Camera Mount Mission Soaring .................... Takeoff & Landing Clinic Moyes California .................. Flying Suit Pacific Airwave .................... KISS Sweatshirt, 2 Belt Buckles, 1 Camp Top Publitec ................................. 10 Pfeiffer and Right Stuff Books Robert Reiter ........................ 5 Mountains High Videos Sail Wings ............................. Pacific Airwave Flight Bag Seedwings .............................. Car Rack Streamlined Tubing Silver Wings ......................... 30% off any Blackhawk Harness Thermal ................................ 2 Quick Release Carabiners Western Hang Gliders ......... Reva Sunglasses Wills Wing ............................ Z-II Harness, Gear Bag Wind gypsy ............................ Cocoon Harness

(Drawing to be held August 1, 1989) We need ... $31,500

We've got. .. $5,445

U.S. World Team Fund-Raiser/Raffle $10.00 get's you a World Team pin. $30.00 or more gets you a team sweatshirt.

One entry per person please.

Enclosed please find:

0 $10.00 for a World Team pin.

0 $30.00 for a World Team sweatshirt.

Please indicate shirt size (circle one) S 0 An extra contribution of$

M

L

XL to help out the team.

I understand I'm entered in the raffle,

Make checks payable to USHGA World Team Fund.

NAME: ADDRESS:

CITY:

_ _ _ _ _ _ _ _ _ _STATE: _ _ _~ZIP: _ _ _ __

PHONE: Contributions are not tax deductible.

Send to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933

e have the Team, the Experience, the Gliders and the Service

WIN!

USHGA Merchandise Order Form BOOKS

Right Stuff for Hang Glider PIiots by Erik Fair. Reprint of columns from Hang Gliding magazine. Light humor, overview of sport, launch/landing techniques, personalities .................................. $7.95_ _ __ Hang Gliding According to Pfeiffer by Rich Pfeiffer. 244 pages on competition flying, strategy, equipment and instruments-by one of the nation's top racing pilots ................................................................. $9.95 _ _ __ 1988 USHGA Calendar. 12" x 12" full-color pictorial. Big date squares for notes, appointments ..................................... $5.00_ _ __ 1989 USHGA Calendar. 12" x 12" full-color pictorial. Big date squares for notes, appointments ..................................... $9.95 _ _ __ BOOKS-BASICS AND CLASSICS Manblrds by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 150 black and white photos, B pages color, 40-page appendix ........................................................................... $7.95 _ _ __ USHGA Instructor Certification Manual. Complete requirements, syllabus, teaching methods ..................................... $2.00_ _ __ Hang Gliding by Dan Poynter. 8th edition. Basic handbook on hang gliding .................................................................... $7.50_ _ __ Flying Conditions by Dennis Pagan. Micrometeorology for pilots. 90 illustrations ........................................................... $7.50_ _ __ Hang Gliding and Flying Skills (NEW EDITION) by Dennis Pagan.

Beginner to Intermediate instruction manual. ..................................................................................................................... $9.95_ _ __ Hang Gliding Techniques by Dennis Pagan. Intermediate to Advanced pilots, covering cross-country, competition and powered flying ................................................................................................................... $7.50_ _ __ Manned Kiting by Dan Poynter. Handbook on tow-launched hang gliding. Methods, equipment. ................................... $4.50_ _ __ Federal Aviation Regulations for Pilots, 1989 edition. Required study material for ratings ........................................... $7.95_ _ __ FAI Sporting Code for Hang Gliders. Requirements/procedures for record attempts .................................................... $3.00_ _ _~ USHGA Record Attempt Kit with FAI Sporting License.

(Birthdate Birthplace ................................................................... $10.00_ _ __ Hang Gliding Manual and Log by Dan Poynter. For beginners. An asset to instructors. 24 pages ................................. $1.50_ _ __ Deluxe Log Book published by Lookout Mt. Flight Park. 72 pages, pilot ID, ratings, rules of the air, glider inspection and maintenance history, parachute inspection and repacking records ... more ........................... $4.95_ _ __ USHGA Soaring Log Book. The official USHGA log book ............................................................................................... $4.95_ _ __ USHGA Flight Log Book .................................................................................................................................................. $2.95_ _ __ Site Information Manual. Advice, letters, examples on how to open new or protect existing sites .................................. $3.00_ _ __ APPAREL and ACCESSORIES Magazine Collector Binder. Brown vinyl. Wire inserts for 12 issues.

Build a reference library and protect issues all at once ...................................................................................................... $9.00_ _ __ USHGA Wallet. Royal blue nylon with white logo. Velcro closure, photo/card insert, machine wash ............................... $8.95_ _ __ APPAREL and ACCESSORIES-CLASSICS USHGA "Hang Gliding" T·Shlrt. 100% heavyweight cotton. Horizontal color bar chest design.

Circle color/size/women. WHITE or TAN. Sizes: S M L XL. Women - scoopneck white only ................................... $8.00_ _ __ USHGA Emblem T-Shlrt. Our original, 100% heavyweight cotton. 1O" circular chest logo.

Circle color/size. Men's only. LIGHT BLUE or TAN. Sizes: S M L XL. ........................................................................ $8.00_ _ __ USHGA Emblem Baseball Cap. Foam Front, white mesh back, adjustable size.

Circle color choice. NAVY, ORANGE, GOLD ................................................................................................................ $5.00_ _ __ USHGA Belt Buckle. Solid bronze, sculpted relief, custom design. 3-1/4" x 2-1/4" ........................................................ $12.00_ _ __ USHGA Sew-On Emblem. Embroidered logo for blazers, flight gear bags, etc. 3" circle ................................................. $1.25 _ _ __ USHGA Emblem Decal. Full color, water transfer decal for inside or outside surfaces ...................................................... $.25_ _ __ License Plate Frame. "I'd rather be hang gliding." Blue lettering on white plastic frame .................................................. $5.50_ _ __ HANG GLIDING BACK ISSUES All issues prior to 1984, as available, $1.50 each. 1984 to current are $2.00 each.

Back issues are listed separately. Request an issue listing with check mark at right. 0

FREE USHGA LITERATURE O Membership Application

o Merchandise Order Form

o Lilienthal Award Application

o Rating Application. Circle H1

H2 H3 H4

o USHGA Basic Safety Regulations-Part 100

o USHGA Pilot Proficiency Program-Part 104

O Accident Report Form O Public Relations Guide

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Charge my VISA or MasterCard account ($2.00 service char~e): $_ _ _ _ Subtotal Account#- - - - Calif. 6% tax $ Expration Date:____) I Signature Postage $ 2.00 Ship To: Charge Card $ USHGA# NAME ADDRESS Total Enclosed $ STATE ZIP CITY United States Hang Gilding Association, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300

Volume 19

CONTENTS

Issue No. 5

(USPS 017-970-20)

Features

Columns

15 More On Hang Glider Performance

20 HGMA Reports

by Mike Meier and Steve Pearson 7075 aluminum alloy corrosion study.

by Frederick Stoll Some interesting comments and observations inspired by Kevin Caldwell's recent series.

18 Flatland Thermaling

22 USHGA President

by Russ Locke Page 18

USHGA has moved its offices to Colorado Springs, Colorado.

by Rick DeStephens Find.ing and working thermals over flat ground.

24 Ugly Americans in the Third World

Departments Airmail 8 Update 11 Calendar of Events 12 Accident Reports 17 USHGA Reports 42 Ratings 45 Classified Advertising 51 Stolen Wings 51 Index to Advertisers 5

by Nelson Howe The World Team Hang Gliding Cup in Governador Valadares, Brazil.

32 The Fly America Story-Part III

by Greg DeWolf Three states in one flight.

36 Wills Wing Seminar Extravaganza Wills Wing sponsors a week-long series of dealer, instructor, tandem and towing seminars.

38 Wing Tips © 1989 by Dennis Pagen Miscellaneous ruminations.

Page32 COVER: Pacific Airwave pilot Doug Rice created the artwork and produced thls slide using 50 exposures on a slide-duplicating camera.

DISCLAIMER OF WARRANTIES [N PU13LICATIONS: 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 inclividuals relying upon the material do so at their own nsk.

Copyright e 1989 United States Hang Gliding Association, lnc. All riclits reserved to Himg Gliding and individuaT contributors.

MAY 1989

3

ACROSS AMERICA - HIGH, WIDE & FREE!

Ian on tow

Photo: Kelvin Jo nes

Cindy. Ian & Greg

Ian said the 5 10-C model proved itself across wide river gorges. above windy featureless plains. over craggy mountain ranges. forests. rolling hills and prairies of America . From the west coast to the east the Sensor proved itself all the way.

In fact if it weren 't for the Sensor's performance in adverse conditions the feat might not have been accomplished, according to FLY AMERICA organizer.

Greg Dewolf.

Ian Huss flew a Sensor 5 10-C an incredible 2281 miles on the FLY AMERICA ATOL towing expedition last year. Alone. he accounted for two-thirds of the cross country distance made by the three pilots flying three new gliders. When the crosswinds and headwinds kept other hang gliders on the ground, or trapped within a valley, Ian and his Sensor soared high, wide and free, leaving a record that may never be equaled.

AMERICA'S FINEST GLIDERS Dea ler Inqu iries Welcomed

•

HGMA Certi fied Product Sheets Available

SEE OWINGS 41 Aero Camino, Goleta. CA 93117 • (805) 968-7070 • FAX (805) 968-0059

AIRMAIL GIi Dodgen, Editor/Art Director Jane Dodgen, Editorial Assistant Dave Pounds, Design Consultant John Heiney, Doug Rice, Leroy Grannis, Bettina Gray, Photographers Harry Martin. Illustrator Off/Ce staff Joyce Isles, Ratings Lynne Parton, Member Services Calhy Moyer, Member Services USHGA Officers and Executive Committee: Russ Locke, President Dick Heckman, Vice President Gregg Lawless, Secretary Dan Johnson, Treasurer REGION l: Ken Godwin. REGION 2: Ken Brown. Jay Busby, Russ Locke. REGION 3: Bill Bennett, Walt Dodge, Gregg Lawless. REGION 4: Bob Buxton, Jim Zeiset. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: John Wo'rwode. REGION 8: Bob Collins. REGION 9: Pete Lehmann, Jeff Simms.

REGION 10:DlckHeckman,MattTaber. REGION] l: Cart Boddie. REGION 12: Pete Foumla, Paul Rikert.

DIRECTORS AT LARGE: Dan Johnson, Dick Heckman, Mark Bennett, Joe Greblo, Dennis Pagan.

HONORARY DIRECTORS: Liz Sharp, Mike Meier, Bob Thompson, Tom Kreyche, Jan Johnson.

The United States Hang Gliding Association Inc. ls a division of the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGAsupervlslon of FAl-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, Inc., whose mailing address is: P. 0.

Box 8300, Colorado Springs, CO 80933 (719) 6328300. FAX (719) 632-6417, Second-class postage is paid at Colorado Springs, CO and at other entries.

The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone Interested in this realm of flight. Dues for full membership are $39.00 per year ($42 foreign); subscription rates are $29.00 for one year. $53 for two years, $77 for three years. Changes of address should be sent six weeks in advance, including name. USHGA number, previous and new address, and a mailing label from a recent Issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSN .. P.O. BOX 8300, Colorado Springs, CO 80933.

MAY 1989

VoLUME 19, lssuE No. 5

SEGREGATION AND ENCOURAGING WOMEN Dear Editor, OnethingI'vealwaysappreciatedabout hang gliding is the opportunity for all people to participate on an equal level. This freedom of participation and lack of discrimination or condescending attitude is not .present in other areas of my life.

I would love to argue the need for separating women and men in competition and creating a women's world team and points system. But I think this type of thinking destroys the true equality and freedom that pilots have in relating with each other.

However, I did notice the overwhelming response that concept received in 1988 when we "selected" a "Women's World Team" at the Nationals.

Women are estimated to make up less than 10% of the USHGA membership. And I would venture a guess that the average woman's experience level is lower than the average man's. Anything that we (USHGA) can do to encourage more women to fly, improve and be competitive is very valuable, and should be supported by us.

The current World Team Selection System doesn't exclude women from participation. As far as I know that is also true for world meets and international competition. The points system we have provides an excellent way to rank any pilot subgroup with each other, using the same standards for all. Our wrss provides a way to select the top pilots in the U.S. for our world team; it excludes nobody.

I am not willing to say to the world that women are not as good at flying as men are, and therefore need to compete separately.

This isn't the "Special Olympics."

I believe that in world·:class competition there is no sex-related disadvantage for women. Competition at this level is almost all mental ability (decision making) and physical strength is not a deciding factor.

Problems due to small stature or light weight are not limited to women, nor do all women experience these problems. I think a woman of the same size and experience level as a man, and flying the same equipment, would have an equal chance of winning. If we must divide the field, maybe it would be more appropriate to have glider

size or pilot weight classes.

The pilots who have earned a place on our world team have worked very hard for it, and they all have a lot of airtime, XC experience and competition experience. If a woman put out that kind of effort and had the skill and experience there is nothing that would keep her off the team! As more women gain more experience, I'm sure we will see a team of our best pilots made up of both men and women.

So how can we encourage women to participate in competition? There has always been a top-ranked woman pilot (points champ) in the ranks of the wrss.

And every year there has been a top-placing woman at the Nationals (National Champ). In 1988 we decided to recognize that woman (Kari Castle) and it seems to have gotten a favorable response from both men and women. Listing the highest-placing women in the magazine and in the competition newsletters will give some good exposure to women as competition pilots. Of course if a woman won a competition she would get recognition for that!

I'd rather be recognized for my ability than for my sex.

The women's world team selection points system proposed by Alice Stapleton is, I noticed, mostly a way to rank pilots who didn't place high enough in a competition to earn regular WfSS points. This is fine if people like it, but as more women get more experience I don't think it will be necessary to select the "top" women this way.

Let's be sure not to exclude women by having a separate ranking system; women should be able to compete in the wrss for a place on the U.S. All Pilots World Team, just like anyone else. Subgroups (like Women's Class, Sporting Class, Lightweight's Class, etc.) can be ranked using the same tasks and scoring system, and scoring everyone together.

Perhaps wecanencouragemorewomen to participate in hang gliding and in competition by exposing the wuffos to female pilots. (Among today's wuffs are tomorrow's champs!) Articles about women in the magazine and recognition of the female National Champ are valuable, if only more people could see it. How about a femaleoperated info booth at Oshkosh? Pictures of women in the calendar (other than as

5

AIRMAIL passengers)? How about hiring a female instructor at your school? People like role models, and female students need the understanding of specific training needs.

If anyone would like to discuss this further it's my favorite topic for debate or discussion. How does the USHGA membership feel about this issue?

Cindy Drozda 5000 Butte St. #183 Boulder, CO 80301 (303) 440-3579

WOMEN IN HANG GLIDING Dear Editor, While I haven't gone through this year's questionnaires yet, I suspect the number of women pilots in our Association probably hasn't moved much from the approximately 5% it's been this last few years.

I think it's time we did something more proactive to increase that number. The first thing that came to mind was advertising, followed bya thought of how we could get some free advertising. I believe there are plenty of women's publications out there that would jump at the chance to do an article about hang gliding as it applies to the "fairer'' sex. I think the first step is for me to write a letter to the editors of appropriate publications offering to provide material, write an article or put them in touch with women around this sport who can do either.

This is where you come in. Other than Cosmopolitan, I'm rather naive about women's publications. I need a list of the publications to send this generic letter to. I would also like to create a list of people (don't necessarily have to be female) who are interested in working on anything that develops from this. If you knowofwomen's publications, send me that information including the mailing address, name of the editor, etc., or if you're interested in helping, let me know in what way.

Write me directly at 868 South Mary Ave., Sunnyvale, CA 94087.

Russ Locke USHGA President

6

WORLD TEAM FUND RAISER-LAKE McCLURE Dear Editor, Just a quick note to let you know that the first annual Lake McClure fund raiser was a complete success. Over 240 pilots were registered and flew, making this, I believe, the largest two-day fly-in ever.

Almost exactly $3,000 was raised for the World Team along with over $1,300 for the Merced Irrigation District (campground hosts). The Motherlode Skyriders were also able to pay their site rental as a reward for their efforts in helping make this fly-in happen.

A detailed report will come soon but I wanted to make sure every one knew that their efforts were appreciated by me, the World Team, and the McClure pilots.

Questions are already being asked about next year's fly-in and I'll give it some thought as soon as I recover from this one.

Briggs Christie Marina, CA

SPECIAL GLUE Dear Editor, I've been reading the mailing-label debate in the magazine-beautiful pictures being ruined by horrid mailing labels, versus the cost of an outer jacket or envelope.

Every week I receive that literary masterpiece, TV Guide, whose incredible cover photos also have that terrible label.

But wait! The label peels off cleanly, leaving not even its glue to pollute those unbelievable scenic cover photos.

Mark Kanzler Tustin, CA

I'll check with our printer. If anyone else knows something about this let us know.-Ed.

SAFETY ROPES Dear Editor, I have been flying hang gliders for 15 years and have seen a lot happen. Most of my flying is done in the East and most of

our launch sites are cliff launches which require a wire crew. I have seen too many accidents due to improper wire launches.

I myself fell 75 feet this past week because of a poor wire launch system. What happened was that my left wire man was being sucked off the cliff and let go before I said "clear." If he had had a safety rope this most likely would not have happened.

I think this should be standard procedure at all flying sites. A safety rope is a cheap way to save a life.

Kim Meriwether Birmingham, AL

AIRCRAFT RADIO CLARIFICATION Dear Editor, A couple of months ago Stewart Midwinter of the Canadian Hang Gliding Association addressed the ever-recurring subjectofradios for hang gliding use. While he made several good points, I believe he propagated information pursuant to Canadian law which has little relevance in the U.S. It should be noted that the Radio Communication Committee of the Board of Directors, which I chair, did not obtain permission to operate VHF radios on hang gliders without a license. The USHGA membership, through its national organization, has a license and call sign that may be used by certain authorized members in the conduct of USHGA activities and XC retrievals within the parameters of FCC regulation as set forth in CPR 47 part 90.

The relevant regulations are interpreted for hang glider pilots in the observer's study guide available through the association office.

Although hand-held aircraft radios are not very much more expensive than typeaccepted VHF commercial units, the required $30 airborne radio license fee and the $60 vehicular license fee are significantly more. FCC rules specifically prohibit the use of the airborne unit out of the aircraft. I interpret that to mean when the pilot is unhooked from the glider. This would not serve our retrieval requirements.

In a letter dated November 13, 1987 from Steven D. Linn of the FCC Field Operations Bureau in Denver, CO to USHGA President Russ Locke, Mr. Linn stated, ''Hang HANG GLIDING

AIRMAIL gliders are currently not eligible for VHF aviation licenses but the other options do apply." Other options referred to the amateur radio service, citizen band radio service, general business radio service and industrial radio service.

Stewart implied that it would be a simple matter to communicate with other aircraft in the area. What frequency are those military jets in the Owens on? What base are they from? The only way that this could be done would be if the powered pilot came over to your frequency of 123.3 or 123.5. It is possible to register your hang glider as an experimental aircraft, be assigned "N" numbers and then qualify for an aircraft radio license specifically because you are involved in soaring activities. This allows you to use the soaring frequencies only, save a verifiable emergency. You may not radio the nearest flight service station for weather information. Weather information is available on the VHF business band almost anywhere in the U.S. on one of the following three frequencies: 162.400, 162.475 and 162.550 Mhz. They are continuous-broadcast tapes that are updated regularly. It is unlikely that verbal information from sailplane pilots will beof much more value than visual if you have any experience flying with them.

Stewart suggests that you could call your ground crew or call search and rescue aircraft should you go down in a wilderness area to save you a Jong hike, however, it is not permissible in the U.S. to use an aviation radio for ground-to-ground communication when out of the aircraft. The thought of using the international emergency frequency of 121.5 to aid in a retrieval is preposterous and would result in FCC and FAA censorship of hang gliding aircraft radio use.

The Industrial Radio Service has no such limitations. The cost to the member to administer the system is minimal. The range and clarity of the signal of FM systems is much better than the AM aircraft band. We have maintained freedom from FAA intervention and regulation. Business band radios are more versatile as they apply to the average hang glider pilot's needs. The VHF FM radio is smaller, lighter, more powerful, simpler, cheaper to license, less expensive, has all the options, batteries last longer, and you may carry an aircraft radio

MAY 1989

to monitor activity as I do when that information is necessary.

Once again the organization's governing body has provided a service for the membership at large. Don't think for a minute that this was a haphazard selection.

On this note the radio communication committee has been dissolved. If you have any questions that this does not answer please direct them to Jim Zeiset, Pendulum Sports, Inc. (719) 539-3900.

Jim Zeiset Region IV Director

HORSESHOE SITE IN JEOPARDY Dear Editor, Rod Schmidt has notified us of difficulties with Horseshoe Meadows in the Owens Valley which illustrate the plight of our members trying desperately to retain their sites.

In this particular case we have a worldrenowned site where more world records have been set than any other place on earth and we may lose it-you may lose it! The question is, "How can we retain it?" Somebody has to pay the price. Can the USHGA help subsidize the cost where a commercial operation is not a viable answer for a onethird-of-a-year operation?

I would appreciate it if the pilots who have enjoyed or plan to enjoy this great flying area write to me offering any solutions they think might help retain this Owens Valley launch site. One suggestion I have heard is for the daily use fee to be raised to $10 per day. Another is that season tickets be sold for $100 per pilot. Whatever the plan is, it is certain it must be worthwhile for the site operator to devote his time and energy. If something can be implemented the world of hang gliding will, I am sure, be eternally grateful. Now please read these excerpts from Rod's letter: Bill Bennett Van Nuys,CA "Horseshoe site expenses total $2,192 (permit, insurance, sanitation, etc.), income last year was $2,283 leaving a balance of $91. This past season saw 1,010 flights from

the site and five new world records.

"Horseshoe as a launch is a complex issue and a low priority for the local Forest Service. They are supportive in the sense that permitted use is allowed. There are no provisions or mention of hang gliding in the Inyo National Forest Use Plan. The permit makes the holder an 'outfitter guide' with a lease on the .2 acres by Walt's Point for hang gliding purposes. I 'inherited' this commercial system from the XCPA. The season consists of roughly 125 days from mid-May to mid-September.

"Is this necessary? In 1986unmonitored use almost forced site closure. No regulation is not self-regulation. In fact, the site was closed per a 1984 closure order. This order has never been rescinded, just not enforced.

"My goal is to get an organization (or?) to support this site and keep it open. This place is a real treasure and it is used on an international scale. The local pilots are too few to generate the site support necessary to accommodate the masses that flock here.

"This has been a drain, not an income. I did volunteer and will for next season, but between now and then I seek an answer for after that. Any aid received would be appreciated and well used."

Rod Schmidt Lone Pine Hang Gliding Center P.O. Box540 Lone Pine, CA 93545 Hang Gliding welcomes letters to the editor. Please be concise and limit your letter to a single topic. Try to limit length to one double-spaced type-written page.

.

I·-'')'

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7

UPDATE THANKS! TO OUR OFFICE STAFF We've moved to Colorado and our office staff has stayed behind in California.

We'd like to wish them well and say thanks for all they've contributed to USHGA and our sport.

Thank you Joyce Isles, Lynne Parton, Cathy Moyer and Kathleen Ahern.

such a cable could ever cause a failure. If you have any questions about this recall, contact your dealer, or Wills Wing, Inc.

USHGA ELECTION RESULTS Here are the results of the belated 1988 Regional Director's election: Region

AMERICAN WINDWRIGHT COMPETITION TEAM American Windwright is currently developing its competition program and forming its "1989 Competition Team."

Subsidies, equipment and other incentives are available to those who qualify. Send flight resumes to: American Wind wright, Inc., 631 Martin Ave. Suite #3, Rohnert Park, CA 94928 (no telephone inquiries).

WILLS WING RECALLS 1/8" CABLES Wills Wing has issued a recall on any 1/8" cables manufactured between June 1, 1988 and March 24, 1989. There is currently no standard production application for 1 /8" cables; they were used standard on top side wires for 180 and 160 Ducks, and some replacement bottom side wires have been ordered in 1 /8" size.

Cables of 1/8" diameter manufactured

by Wills Wing during the period covered by the recall may have nico sleeves which are improperly pressed to an oversize dimension (i.e., not squeezed far enough).

Pilots and dealers who wish to check 1 /8" nicos can do so by using the "Oval M" slot of a standard go I no-go gauge, or by measuring the nico with an accurate set of calipers. The measurement in either case is taken in the pressed area, between the protruding ridges, from top to bottom of the "figure eight" which is formed when the oval nico sleeve is pressed by the nico tool. This part of the nico should not measure more than 0.351 ". If it was improperly pressed using the "P'' slot in the tool, it will probably measure about 0.369".

A 1 /8" cable on which the nicos are properly pressed has a rated strength of about 1,950 lbs. Such a cable pressed to .369" has been tested by us to a load of 1,780 lbs, at which point the nico slipped. This is approximately 90% stronger than a fullstrength 3/32" cable, so it is unlikely that

8

NORTHWINGINTRODUCESTHE MERGER

1 2 3 4 7 8 9 10

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Winner Gene Matthews Jay Busby Sandy King MarkMocho Marty Bunner Gordon Brown Jeff Simms G.W. Meadows Paul Rikert

WORLD CHAMPIONSHIPS TRIP Recreational pilots are invited to accompany the 1989 USHGA team to the world championships in Fiesch, Switzerland, July 3 through 23. Departure is on Monday, June 19, returning Tuesday July 25. Round trip airfare and lodging in Fiesch (but not with team) is $1,493.00. Call Jim Zeiset (719) 539-3335 for details and deadlines.

New Members Submitted by Businesses--February, 1989 University of Berkeley ............................ 16 Austin Air Sports ..................................... 14 Kitty Hawk Kites East ............................. 5 Mission Soaring Center .......................... 5 Lookout Mt. Flight Park ........................ .4 Hang Glider Emporium ........................ .4 Southland Hang Gliding School ........... 3 Hang Flight Systems ............................... 3 Hawk Airsports ....................................... 2 HG Center of San Diego ......................... 2 Raven Hang Gliding School .................. 2 Santa Barbara HG Center ....................... 2 The following schools/clubs submitted one new member: Airtime of San Francisco, Aeolus, High Adventure, Desert Hang Gliders, Sail Wings, Air Play' n, Maui Soaring Supplies, Tradewinds.

NorthWingofLynnwood, Washington is pleased to announce the introduction of their Merger 155 R/T. It is a high aspect ratio wing that comes stock with airfoil tubes, speed bar, VG and 5 oz. cloth.

The glider has 100% double surface tips and a "swallow tail" at the root. Sail shaping and a kevlar load band are used to produce a totally straight trailing edge. The manufacturer claims this reduces mid-span washout and improves performance without sacrificing handling.

The glider will come in two models, the R/T (full competition) and S/R (recreational). The S/R model will come with 4 oz. cloth, round uprights, straight basetube and VG. Contact: North Wing Gliders, 15016 Hwy. 99, Lynnwood, WA 98037.

Merger Specifications Nose Angle Span Area Aspect Ratio Weight Pilot Weight Price

136° 36.5 ft.

155 sq. ft.

8.6 72 lbs. (67 lbs. 7075 tubing) 140-215 lbs. $2,400-$2,800

USA LA MOUETTE HAS MOVED USA La Mouette is now located at 11716 Fairview Ave., Boise, ID 83704 (208) 3767914, under the ownership of Lisa Tate and Mike King of Treasure Valley Hang Gliders.

The "old" USA La Mouette location is now headquarters for NW La Mouette under the continued ownership of Tina Jorgensen, 16018-68th Ave. Ct. E., Puyallup, WA 98373 (206) 535-0973. Tina will continue to act as advisor and service the HANG GLIDING

paraseminars. Also

MAY 1989

9

UPDATE TOW SYSTEM Aero Float Tow Systems announces the release of a water towing system. Package includes two 3-ring releases, 2:1 tow bridle, aero floats and a VHS tape showing installation and flying. Installation time is 10 minutes and requires a 1/4" hole drilled in the keel tail. Price $375; state keel O.D. and model. Three-week delivery.

Contact: Aero Float Towing System, P.O. Box 2240, lake Havasu City, AZ86403.

PACIFIC AIRWA VE UPDATE Pacific Airwave informs us that the top four places at the recent Daniel Gremion Cup held in Mexico were taken by John Pendry (England), Miguel Guttierez (Mexico), Kevin Blenkinsop (Australia), and Phil Haegler (Brazil). John and Philip were flying U.K.-built Magic Kisses, while Miguel and Kevin were flying U.S.-built Kisses.

Pacific Airwave has also expanded and built a new temperature-controlled sail loft, 'which uses the latest technology in programmable electronic sewing machines.

The manufacturer claims this will increase the quality and consistency of its Vision and Magic sails.

ROB BICKNELL DIES IN MOTOR VEHICLE MISHAP On the afternoon ofFeb.11, 1989, while operating a Bombardier snow cat all-terrain track vehicle, Rob Bicknell, veteran hang gliding instructor, died instantly when his vehicle slid sideways and rolled overon top of him. Efforts from fellow hang glider pilots to revive him were unsuccessful due to massive internal injuries.

The accident occurred at Morningside Flight Park in Claremont, NH where Rob had taught several hundred students and helped in managing the flight park, as well as his wife Marilyn Nichols Bicknell's sail loft.

Rob's contributions to the overall improvement in the safety of hang gliding in the northeast were many. During his eight years of involvement with hang gliding at Morningside he was responsible for a virtual end to student injuries. He donated countless hours to observing novices and carefully critiquing their advancement through their ratings. He was always involved in site improvements and was active in working to procure and develop new sites.

Rob was always quiet, yet always there to help, and his loss seems so great, as he did so much, so often and in so many ways.

He will be missed greatly.

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10

I

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Rob had just turned 31 and leaves his wife Marilyn and three-year-old daughter Robin.

A memorial fund for his daughter has been started. All contributions should be sent to: 'The Rob Bicknell Memorial Fund," RFD 2, Box 369, Claremont, NH 03743.

Hang Gliding According to P1elffer: Skills For the Advancing Pilot

The most_.<,.CJTip,~e~sive tidA ye~JJaJd1n~you owled~~M skills. · ·chly i~lu~ , ds of t ru o n a complete subj ex. You'll learn all about: • Soaring Principles • Competition Flying • CrossCountry Flying • Equipment • Speed-to-Fly Calculations

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HANG GLIDING

·· Calendar of Events April 29-May 2: The Scott Challenge. In memory of Jeff Scott. Sanctioned meet at Sylmar, CA, Jeff's home town. Contact: Erica Koesler (818) 767-4851.

May 5-June 5: ATOL Airfest '89. Includes record-breaking XC attempts by Tudor, Loyns.

Tow tandem clinic. Basic ICP. Wills Wing Demo Days. Contact: Airtime of Lubbock (806) 745-9633.

May 5-7: Instructor Certification Program. May 27: Launch & landing clinic. May 28: Beginning soaring, XC, sectional reading. June 34: Tandem course. Earn Tandem I rating.

June 10-11: Tandem evaluation clinic. Tandem JI & instructor ratings. Contact: G.W. Meadows (615) 949-2301.

May 5-7: 3rd Annual American XC Championships at 2,500' Moore Mt., NC near Hwy 16 north of Taylorsville. Pilot's meeting Sat. at 10 a.m. Entry $20, $25 fun flyers. Free camping. Bring water. Cash awards. Contact: David Thompson (704) 552-0988, or Travis Bryant (704) 758-9331.

May 20-21: Lake Elsinore flfag trip. June 2425: Yosemite sled ride. July 15-16: Owens Valle}' XC seminar. Aug. 12-13: Santa Barbara/Big Sur flying trip. Sept. 2-4: Owens Valley XC seminar. Contact: True Flight Concepts, 13243 Gladstone Ave., Sylmar, CA 91342 (818) 367-6050.

July 1-4: 6th Annual Bachelor Mt. Fly-In and pig roast. Horse Prairie Hilton, Grant, MT. Fun flying, custom silver belt buckle to pilot with 1ongest flight. Contact: Brian Johnson (406) 862-4334.

May 20-21: Armed Forces Day Expa '89, Glenview Naval Air Station, Glenview, IL. Reel HG pilots Assn. tow-launched exhibit at GNAS Expo. Crowds up to 100,000, display.

Contact: Reel Hang Glider Pilots (312) 6400171.

July 8-13: Chelan World Oassic, Chelan, WA. Contact: Rick Girard, 319 102nd Ave. SE #20, Bellevue, WA 98004.

May 27-29: 11th Annual Dry Canyon Fly-In. 3 days' fun & cornpetition,Alarnogordo,NM. Pylon race, bomb drop, XC, dinner. Meet at Alamogordo KOA 9 a.m., May 27. Contact: QJ Wilson, (505) 434-2001, Gre_g Bouten (505) 437-8503, Parker Hobson (505) 437-1700.

May 27-29: Region II Championships, Reno, NV. Contact: Ray Leonard, High Sierra Sports, 2303 N. Carson St., Carson City, NV 89706 (702) 885-1891.

May 5-7: Instructor Certification Program, Lookout Mtn. Flight Park, Chattanooga, TN. April 16: Parachute clinic. Contact: (404) 398-3433, (404) 398-3541.

May 27-29: Fourth Annual AHGA Zoar Pig Weekend. Haney's Point at Atkins, Arkansas. Amateur and Pro classes. Contact: Larry Haney (501) 224-2186.

May 27-June 3: Owens Valley assault. Sept. 2-4: 14th annual Gateway Fly-In. May 26-June 4, July 9-15, July 23-29, Aug. 6-12, Aug. 20-26, Sept. 10-16: XC camps. May 14-20, June 410, June 11-17, June 18-24, Sept.17-23, Sept.

24-30: Thermal camp. Contact: The Hang Gliding Center, 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008.

May 27-29: First Stukel Mt. Oassic, Oregon.

Prize money. $25 in advance, $30 day of meet. Contact: Klaus Federlin (503) 883-2279.

May 6-7, 13-14: XC Fun Meet, San Diego, CA. Team contest for Novice and Advanced flying together. Entry $75. April 28 reservation deadline. Contact: John Ryan (619) 450-

9008.

May 12-14: Hang Gliding Spectacular at Kitty Hawk Kites, Nags Head,NC. Contact: (919) 441-4124.

May 13-14: Mitch McAleer at Airtime of San Francisco. Demo days for UP gliders, slide show on aerobatics.Contact: (4l5)SKY-1177.

May 13-15: Basic/ Advanced ICP. $50 per person. Con tact: Austin Air Sports, Steve Bums, (512) 474-1669, or Capital HG Assn., Carl Geers (512) 331-6798.

Through May 21: Region 9 Regionals weekend XC meet. Two dasses: Open and Rookie.

Contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474.

May20-21,June3-4: Rain date June 10-11. Region 8 Regionals, Mt. Ascutney, VT. X-C format.

Contact: Randy Adams (603) 543-1760.

May 20 or 21: Torrey Pines Wind Sprints ridge races. Contact: (619) 452-32(13.

May 19-21: Reno trip. May 28-June 3: Ridge soaring camp. Contact: Western Hang Gliaers, P.O. &ix 828, Marina, CA 93933 (408) 384-2622.

Mn 1989

·

May 27-29: USHGA Region 12 Hang Gliding Championship at Mt. Utsayantha in Stamford, NY. XC format, 30 pilots max.

Entry $35. Contact: Marty Beckenbach, P.O. &ix 358, Macedon, NY 14502 (315) 986--4452.

May 27-30: 5th Annual Memorial Day Fly-Out. Open distance towing XC meet, spot landing, bomb drop. Bong Recreation Area, Burlington, WI. $20 entry. Contact: Dave Whedon (312) 358-2456.

June 2-4: Instructor Certification Program, Washington, OC area. Contact: John ~iddleton (703) 533-1965.

June 3-4: 2nd Annual N. Adams Soaring Seminar, Harriman Airport, North Adams, MA. Rain dates June 10-11. Contact: Mohawk SoaringOub, 57Wakefield Ct., Delmar, NY 12054 (518) 439-9567 or (413) 458-8650.

June 3-11: Delta Oub Como 10th Lariano Triangle Championships. Contact: Tiberio Roaa, Via Zoll, 18, 22030 Pusiano (Co), Italy.

July 3-23: Fiesch World Meet.

July 22-Aug. 6: World Masters Garnes, Denmark. Includes hang gliding. Contact: World Masters Garnes, Vestergade 48 I, 8000 Arhus C, Denmark, tel. +45 62099 88, FAX +45 620 98 89.

Aug. 6-12: 1989 Women's Invitational Championship at various XC sites in Southern Idalio.

Entry ($85) guaranteed to first 35 applicants. USHGA Intermediate or above w/ XC. Con tact: Lisa Tate, 11716 Fairview, Boise, ID 83704 (208) 376--7914.

Aug.12: 1989 Rogue Valley Eagle Tradition. For full RVHGA members. Contact: RVI-IGA, P.O. Box 311, Medford, OR 97501.

Aug. 12-13: Second Annual Darrell Newsom Fun F1y-In. Prizes and a great time. Contact: Rick Morrison, 301 Adams, Pocatello, ID 83202 (208) 238-0060.

Sept. 2-4: Labor Day Weekend 1989 12th Annual Starthistle Meet. Fun 3-day fly-in, barbeques, swimming, bomb droP.s, Woodrat XCclinic, ratings and special skills sign-offs.

Send requests and ideas to: Tim Tworog (5Q3) 535-4764, P.O. Box 311, Medford, OR 97501.

Sept. 11-17: 16th Annual Telluride Hang Gliding Festival. Entry $70 payable to Telluride Air Force. Contact: P.O. Box 456, Telluride, co 81435 (303) 728-3475, 728-4772.

Sept. 23-0ct. 1: U.S. Nationals, Dunlap, CA. Contact: Connie &wen (209) 338-2422.

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June 5-11: 1989 Manufacturers League Meet. 51 pilots, nine manufacturer teams. Entry $75.

Contact: P.O. &ix 4384, Salinas, CA 93912 or call Mike Meier (714) 547-1344.

Jul:rl-4: 1989 Rogue Valley Hang Gliding Assn.

Lakeview, OR F1y-In at Sugar Hill, Doherty Slide & Albert Rim. Contact: (503) 947-4439.

July 1-4: ''Tow Much Fun" fun-fly at &ing Recreation Area, Bulington, WI. Towing for XC and fun. Contact: Peter Birren (312) 6400171.

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ookout Mountain Flight Park Delta Wing• Pacific Airwave • Seedwings •UP• Wills Wing R1. 2 Box 215-H, Dept. HG, Rising Fawn, GA 30738 (404) 398·3433 or 398·3541. LMFP BROCHURE send $1.

Year-round Lessons Sales & Service 11

ACCIDENT REPORTS compiled by Doug Hildreth Date: Name: Age: Glider: Experience: Location: Method:

9/16/88 Al Trombly ? ?

?

Michigan Tow

Event: Pilot and tow operator initiated tow.

No radio. Only pilot and operator. Glider rose to 150 feet and developed lockout.

Release of tow line tension delayed. Pilot's release on basetube may have been difficult to access. Weak link did not break.

Glider dove into the ground causing death on impact, presumably from head injuries.

Comment: There is no question that the towing process adds another element of risk to hang gliding. I am impressed that with a dramatic increase in towing activity there have not been more accidents and fatalities.

Discussion: Both in foot-launch and tow the information and the systems are available to allow safe launches. The problem in both foot-launch and tow is either that some of the pilots don't have the information, or that some of them know better but do the wrong thing anyway. My impression is that in foot-launch the information is usually available to the pilot and he ignores it, whereas in tow I am concerned that a higher percentage of pilots don't have the information, since towing is "new."

At the recent Board of Directors meeting in Atlanta I was impressed with how much the tow pilots who were present knew about the tow accidents and fatalities-a lot more than I did from the submitted reports. But that is to be expected too, since their involvement and information network are greater than mine.

My challenge to all of you is to give input; put in your two cents worth. We must expand our coverage of towing, and improve our analysis of towing accidents.

The major reason for these monthly accident columns is to stimulate a dialogue in the magazine, to get someone (besides 12

A PLEA FOR BEITER ACCIDENT REPORTING

me) to write a brief article or letter or whatever, so that important information, lessons, opinions and suggestions can be disseminated.

Although it seems like I am picking on towing, this really applies to all hang gliding safety issues. When you have written that letter send it to the editor indicating you would like it published in the Safety Forum. Why not do it while flying weather is less than perfect. We need your input!

Date: Name: Age: Glider: Experience: Location:

10/16/88 Robert Kettlety 34 ?

"Several years" West Bradford, PA

Event: Pilot had apparently gone to site with instructor to try new glider. Winds may have been crossed. Pilot approached landing zone and was "blown into only tree in the field." Hit tree and dove into ground. CPR given but heart stopped before ambulance arrived.

Comment: Only information is from local newspaper article.

Date: Age: Glider: Experience: Method:

January, 1989 35 ?

Hang III Foot-launch

Event: Crash on launch. Pilot withrecentlyobtained Intermediate rating and a new double-surface glider joined experienced pilots on a new shallow, narrow, brushcovered launch with essentially no wind.

Comment: Be supportive of less-experienced pilots. Be responsible toward them.

Don't be afraid to tell them not to fly . . Emphasize the two most important factors right before they launch: keep the nose down and run hard. Drivers: don't leave until the last glider is in the air.•

Okay guys, it's time to get serious here.

You all are making me look really stupid, and I just want you to know that I don't need your help to do that. I do need your help to look good.

We used to publish the fatality report once a year, and then, over the next several months, we would hear about the fatalities we missed. So I went to listing fatalities twice a year, once at the beginning of the year and again in the late summer, so you could see we were missing a fatality in your area and send it in.

Then it was decided to initiate the monthly accident report column. The idea, as far as fatalities were concerned, was to provide the information on a regular basis, so you could check every month and see if a fatality in your area had been reported, and if not, promptly send in a report. So I wait until the end of January to do the report, and this year, as usual, three fatalities go unreported until after the "final report" has been published.

The problem, of course, is that everybody thinks somebody else is going to send in the information. So nobody does. I would even be happy with a brief note saying, "Joe Schmuck, fatality, Kansas, July." At least then I could chase it down.

The regional director is of course ultimately responsible for turning in fatality reports. But he usually depends upon locals to gather information. Occasionally the director doesn't even know about an incident. It takes everyone to make the system work. I have been really impressed with what an excellent job is done by those who do send in accident reports.

My plea and challenge to you for '89 is prompt accident reporting, particularly regarding fatalities, but with all other accident reports as well.

Let's not miss any fatalities in '89. Send the report either to the USHGA or directly to me. Thanks for your help.

Doug Hildreth 1025 East Main Medford, Oregon 97504

HANG GLIDING

Colour code for harness material.

2

Ian Jarman, who won the 1989 Australian Hang Gliding Championships flying the sensational new XS glider, claims that another new product from Moyes is a real winner.... that is the XACT Harness.

Ian said, "This new harness from Moyes is the sum total of the very latest space age materials available, not only adds to your performance, but looks great."

Unlike some brands of harness that have broken down after minimal use, the XACT harness is built to last, carbon fibre is used extensively to strengthen and support.Every item used in manufacture of XACT has been chosen for it's extreme durability so much so that Moyes gives a twelve month guarantee against breakage.

Hang this one under the new Moyes XS Glider and you have an unbeatable combination from the people who create winners.

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

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More On Hang Glider Performance

by Frederick Stoll I've enjoyed reading Kevin Caldwell's series on hang glider performance; it's interesting to quantify how various drag-reduction techniques actually affect hang glider performance. There was one contribution to hang glider drag which was not considered by Kevin, and that is the drag associated with span wise twist (washout) of the wing. Kevin's omission is understandable, since this source of drag is not considered in conventional aeronautical theory, and is consequently difficult to estimate or compute. However, drag due to wing twist is significant for hang gliders.

I have at my disposal a computational me.thod to quantify this drag, so I have developed some results, presented in this article, which show the importance of this drag source.

READ THIS CAREFULLY The results I am presenting are strictly for the purpose of gaining a betterunderstanding of hang glider aerodynamics. I am not suggesting any type of drag reduction modifications which can be performed by individual pilots. Your HGMA-certified hang glider reflects hundreds or thousands of hours of development effort by qualified designers and engineers; if you try to play designer yourself by modifying your glider you are ON YOUR OWN! Take a lesson from the tragic death of Stew Smith, a pilot who was as good as they come: he decertified his glider in a quest for better 16-,--------r-~--,-----------, .. -. ........ ..... _

---

12

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20

10

Tip Twist Angle ( deg)

30

performance and ended up with a glider he couldn't control.

Most pilots have an intuitive feeling that reducing wing twist will reduce drag, and they're absolutely right. a low-twist wing just looks cleaner than a highlytwisted wing. It's easy to see that if you fly a wing with a lot of washout fast enough (thus lowering the angle-of-attack), the relative wind actually starts pushing down on the tips, though the wing is still lifting overall. The wing is working against itself, creating additional drag classified under induced drag (drag which is a by-product of the production of lift) as opposed to parasitic drag. The result is that the induced drag does not go to zero as the wing lift goes to zero (picture zero lift as occurring on a test vehicle, rather than in a vertical dive!). To a close approximation, the induced drag is a minimum when the wing lift is zero, and thus the induced drag contribution due to twist can be treated as an additional component of parasitic drag, as far as performance calculations go. Thus, the performance equations are unchanged.

To generate the results presented here, I used the parasitic drag values for the four cases (A-D) developed by Kevin, and applied them with the induced drag values and lift curve slope computed for the planform of my 160 Wills Wing Duck using a "vortex lattice method." The wing twist angle (the twist of the tip relative to the centerline chord) was varied in the calculations. I used a reference area of 167 square feet, a gross weight of 246 pounds, and standard sea level air density.

Skip this paragraph if you hate technical details. The values for induced drag and lift curve slope used in the calculations here were obtained using a linear vortex lattice prediction method. The glider semispan geometry was approximated using two linearly-tapered, swept and twisted segments, which joined at the 52% semispan station. Twist, here, is taken to mean a geometric incidence of the wing section zero lift which changes across the span.

The twist angle atthe52% semis pan station was set to be2/3 of thetwistangleatthetip; this was an arbitrary choice based on guesses from looking at photographs of hang gliders.

My performance values do not agree exactly with those of Kevin, due to some differences in formulae or coefficients used.

The results here actually show better performance for the untwisted wings than do Kevin's results; the trends, however, are in agreement.

Figure 1 shows the influence of wing twist on the maximum L/D value. It is seen, as expected, that maximum L/0 is considerably hurt as wing twist becomes large. Not shown on the figure is the fact that the airspeed corresponding to the best glide angle also decreases with increasing twist, suggesting a loss of high-speed performance. To investigatethis,figure2 shows the influence of wing twist on the L/D value at 45 mph airspeed, and it can be seen that, indeed, there is great loss of highspeed performance with increasing twist.

Figure 2 shows clearly why good crosscountry gliders tend to be flat looking, specifically to get as far left on the twist scale as possible.

I point out that typical hang gliders are farther out along the twist scale than we would like to think, considering these results. But that's okay; the educated pilot knows that wing twist is vital for the role it plays in pitch stability, lateral handling qualities (no other type of aircraft can outturn a Rogallo wing!), and landing characteristics. Nonetheless, for straight-ahead performance, twist is truly a drag. These two figures give a graphic depiction of the reason many high-performance gliders have so-called variable geometry: so the pilot can move to the left on the twist scale during straight gliding flight.

I'll draw one last and less obvious conclusion from the figures. It can be seen that by reducing drag in the ways suggested by Kevin (i.e., moving from curve A toward curve D), the benefits in glide performance are much greater for the low twist glider than for the high-twist glider. So don't knock yourself out reducing the parasitic drag on a billow cruiser expecting to get a cross-country machine for your efforts. • 12-,--------.~-----.-------,

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Tip Twist Angle ( deg) Figure 2.

Figure 1.

MAY 1989

15

First Class Quality Shirts Full Color Designs

USHGA REPORTS

Women's World Team Update

by Jan Johnson Several significant developments occurred during the last Board of Director's meeting reflecting the hard work and cooperative spirit of the Women's World Team Subcommittee.

Battling seemingly disparate philosophical views, the group tackled the tasks of selecting, founding and administering a team representing the States in PAI-sanctioned and Invitational feminine meets, as well as devising a program encouraging participation in competitions.

All USHGA-sanctioned teams will be chosen by the World Team Scoring System.

The women's team, evaluated by these standards, will be comprised of the highest-ranking female pilots. As in the past all pilots have the opportunity to accumulate WTSS points based on their performance in appropriate meets.

A change was effected in the competition rulebook allocating slots in the U.S. Nationals for women. This effort was designed to provide high-quality competition experience to a pilot group which has traditionally been poorly represented at the Nationals.

Alice Stapleton and Mike King are working on creating a system which acknowledges and evaluates competition performance at all levels, from local fly-in to international meets. This system does not replace the WTSS but, rather, provides a mechanism by which individual pilots

Wanted!

can begin to earn world team points and acquire a national pilot ranking. It may also be used to designate women pilots, who did not qualify through their Regionals, to fill available Nationals slots.

The position of the Board is that, whenever possible, women pilots should be integrated into the USHGA's existing organizational structure. The Women's World Team subcommittee was convened in Atlanta as part of the World Team committee and proposals will be maded uring the next meeting, terminating the subcommittee status as a separate entity, and incorporating the work plan into the World Team committee agenda.

The decisions and progress evidenced at this last meeting correlate positively with the hard work and feedback provided by the Board, subcommittee participants, and the USHGA membership.

Congratulations on a job well done. •

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to achieve a maxi mum climb rate was at first difficult and as I flew my favorite Arizona every weekend. Of course, after a while I found that the lift up my thermaleasier to preout I could go to my rock face or bowl and wait. A boomer would usually arrive and up I would go more often than

18

not. And it was nice how I could rely on that same gentle drift toward the back side of the mountain so often.

Lifowasso then.Just at the hill, wait and turn. It was home. Unavoidably, I the cross-counand unwelcome complications as I left my familiar thermal mine behind.

At Arizona's popular sites it is typical to have a small mountain surrounded by nothing but rela·· level desert. I would get my first good thermal at the hill and head out to the flat Indian reservation. During early atsomething felt weird about the thermals out there. I didn't know where to

look for lift, I couldn't follow the drift as well, and the retrieval roads were going the way.

I ask(~d the pilots what the was and their was a turn in lift." thought there was a difference to a but not enough to sink-outs away from took many months to think.I have a handle on it.

My biggest problem was one ditioning. Spending so many hours at the things to same site caused me to happen in certain limited ways. Basically I had such a narrow scope of experience that when the conditions became different down HANG GLIDING

range, I could not adjust to them. Confusion took over.

I found that the thermals drifted differently than they did only minutes before back at the mountain. Also, I needed a familiar point of reference for staying centered. At the mountain, maybe 2,000 feet over, I could use a tree or rock as a guide as to where I was in relationship to the core.

At ten grand over the valley such visual clues were not as apparent.

Seemingly, what I lacked in this instance was the trait that every good XC pilot must have: the ability to adapt to changing circumstances. My first step then was to at least be aware of the possibility of altered conditions, and not feel cheated when the thermal didn't drift in a gentle arc towards the northeast. I adopted a kind of "go with the flow attitude" that eased much frustration, allowing me to think more clearly.

With time I was able to develop the mental tools to figure out odd thermals, not just those over the flats but nearly any thermal. I guess the improvement was just part of becoming a Hang IV. Practice, practice.

But even recently I felt like I was just ''bumping" into thermals out of luck or chance, while others seemed to "know'' where they were. Hell, I didn't want to stumble into lift, I wanted to hunt it down and work it until it cried "Uncle" somewhere near cloudbase.

How nice it would be to hop from mountain to mountain where one could bet on rocket-ship lift. I'm not afforded that luxury here. Fortunately, clues are out there that we can use to stay in theairoverthe flat stuff. I look for anomalies in the territory that I'm heading to. Mini mountains, hills and bluffs look inviting from the air and might offer a low save or two.

Some formations are more likely to be thermal generators than others. Most know that a plowed field is more likely to give off a thermal than a forest, and that a lake equals sink. If you are flying toward a grassy field and suddenly see sunny reflections all over, you might suspect that you are about to fly over a marsh or its equivalent-bypass it.

To avoid this marsh you have to do two things:Oneis to scan the horizon as you fly.

Plan ten, twenty, even fifty miles ahead.

Sounds easy but it's not. I still have to force myself not to look straight down too much, especially when I'm thermaling. I've

MAY 1989

learned the hard way: if you're not !ookin' where you're goin', you'll wind up somewhere else. The other way to avoid swamps is to avoid the lowlands, especially after a recent rain. Even the most insignificant bump will be drier and more likely to produce lift than the surrounding area. Soggy ground will put you on final glide really quick; it even happens in the Arizona desert.

We all dream of the cloud street heading down our retrieval road. When it is present, a cloud street gives us the confidence to fly a little faster, to make up time and distance as we leave the thermal a bit early to glide to another cumi forming down range. The lesson here: If the lift is good and abundant, there's no reason to putz around-zoom.

Cloud streets are nifty, high altitude gifts. But down low, say 500 feet to 3,000 feet AGL, is where the cross-country pilot does most of his flying. This is the zone where astute plans and critical decisions pay off. Up at the higher altitudes you are much freer to go where you please, despite the directions that the roads and your chase follow. Up high you can cut corners, and fly crosswind or downwind with not much more than a cursory thought about roads.

The lower you go the more you are fo reed to ad here to the pa th that your earthbound driver must take. Remember, unless it's a gangbuster day, most of your flight is going to be down low, so drift is a concern. Yet even at altitude drift is important. Over the flatlands the drift can change dramatically. At 15,000 feet you might be drifting to the northeast along Highway X. AtS,000 feet the air maybe moving straight east along Highway Z. So you might plan to bias your high altitude course in keeping with conditions down low. If not, you may find yourself thermaling away from the

only road that goes the same direction as the low level winds. Long hikes are no fun.

There are other thermal clues down low that are useful when desperation sets in.

Soaring birds are a dandy sight that I have rarely come across, butthat have saved me at least twice. The other clue is the presence of dust devils. I've heard of people racing to these powerful columns, risking much for an express elevator ride to cloudbase. I would feel guilty if I recommended this particular brand of low save. People say that you can use dust devils if you are 1,000 feet above and stay out of the dust. But I recall the summer of '87 when a friend attempted to enter one at 1,000 feet AGL and did his first loop in his Mystic VG. Yeah, it got him an extra twenty miles, but I don't think he'll try it again.

Improving flatland thermaling is a matter of honing skills so that lift can be tracked and worked efficiently, and so more attention can be paid to indicators that will lead you to more lift. With experience your concentration will be such that you won't be so conscious of, and concerned about, the fact that you are flying over unfamiliar terrain. Instead, the ground below will be somethingofa football playing field. You'll read the defense and call the plays, search for and find lift and work it to the top.

Hopefully, like me, you'll find flying the flatlands to be a more wide open and enjoyable endeavor ... as long as you stay away from the swamps.•

With the advent of ATOL-type towing more and more pilots are flying over the fltitlands.

Please write in with your tips and observations about this increasingly popular kind offlying.Ed.

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airframe the airframo to corrosion.

Because 7075 is somewhat more

20

withcmt permanent deformation mph without failure in the test, and 26 mph without permanent deformation and 32 without failure in the negal:iv1~ 11,u l:esl,.) Atthat time, we were not ottering the stiffer race sail cloth, and the tests were done on a nmmal four-ounce sail.

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HGMA REPORTS ous experience with failures in the negative 150 test. The failure regions on each leading edge showed only a minimal amount of corrosion (see photo #3). The heavily-corroded areas of the leading edges showed no evidence of any permanent deformation. We have reinstalled these rear leading edges in one of our demo gliders.

Our tentative conclusion is that the corrosion on these leading edges did not weaken the tubes, and that the full-race sail did cause a failure at a speed which the glider had sustained without failure with a non-race sail. Although the corrosion was visually very evident, it did not penetrate significantly into the material. These tests are not a basis on which to dismiss concerns about airframe corrosion in hang gliders. So far as we know, these leading edges were never dunked in salt water, and had they been, the corrosion could have been much more severe. The test results do indicate that ifreasonable and prudent care is taken to avoid severe corrosion, a hang glider airframe should have a very reasonable service life.

There are three things we do in the fabrication of our gliders to guard against

corrosion of the airframe tubes. All highstress structural bolt holes are bushed with aluminum (not steel) bushings, which reduces the prospect of dissimilar metal corrosion. The frame tubes where such holes are drilled are double sleeved so that if any corrosion or cracking occurs around the hole it will not weaken the part. Finally, we swab the insides of all 7075 frame tubes (where the anodizing doesn't reach) with LPS-3, a commercial corrosion inhibitor.

(The 167 we tested, being a veryearlymodel, had not been treated with LPS-3.)

The rest of the maintenance job is up to the pilot. Use common sense. If you keep your glider dry, and keep dirt out of your airframe junctions, you probably don't need to worry unduly about corrosion. An annual inspection is a good idea. If your glider gets dunked in water, especially in salt water, it should be immediately and completely disassembled-sail and wires off the frame, all bushings and sleeves and hard ware removed. All components should be completely flushed with fresh water, dried, and the insides of all tubes should be re-treated for corrosion protection.

Fly safely, and fly a safe glider. •

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21

USHGA PRESIDENT

USHGA Office Relocation (We've moved to Colorado Springs, Colorado)

by Russ Locke

A

final decision has been made to move our office operation to Colorado Springs, Colorado but before I go into how the Board of Directors reached that decision, it may be more appropriate to examine where we as both a sport and a business operation have been, and where things are likely to take us.

In my opinion (most of this article will be my opinion), we've gone through two stages of development and are embarking on a third stage. During the 1970' s we went through the first stage, which I'll call our technical period. We spent most of that time dealing primarily with safety issues, finding out what worked and what didn't, in both equipment and flying practices. It was during this time that the most progress was made in the design and manufacture of equipment and pilot knowledge.

During the 1980's we went through a stage of refinement of the issues raised in the 70's. Our glider designs became more competitive without a significant reduction in the safety margins (unlike earlier performance models). We refined the management and operational needs of the sport. During the early part of the decade, our business operation was almost bankrupt, mostly because we weren't paying attention to standard business practices, and we made bad financial decisions based on inaccurate information about our true status. We haven't completely solved this problem, but we're far enough out of the woods that we can at least identify most of the trees. We also made some progress in site management and identifying many of the political issues surrounding negotiating flying sites with members of the nonflying public.

Where are we going in the 90' s? I think our focus in the future will be with the general public. Land is becoming more

22

valuable, and we're going to have to become more sophisticated concerning political issues or we're going to continue to lose flying sites to individuals better organized than we are. Many of our future issues will be local in nature, but we are going to have to develop solutions on a national scale and develop the ability to put our full organizational pressure to bear on them. In most cases local clubs and chapters may not have the resources or clout to manage these issues successfully.

The FAA looms large as an issue in some people's minds, and rightfully so.

However, the issue with the FAA is also local. It is the local GA TO office that will make decisions at the local level that will help or hurt our flying sites. The national operation in Washington is quite happy, and that is not likely to change unless we screw up with a local office, and that screwup rises to a national level.

We have made good progress with our safety and training programs, but we've stagnated. More emphasis must be placed on these programs if we hope to continue our good standing with the FAA. Many people have suggested that we follow the British Hang Gliding Association's exam pie and hire a full-time employee whose responsibility it is to travel around the country administering various programs, such as ICPs, tandem clinics, etc.

Competition has been developing some organizational problems for several years.

Competition is the showcase of the sport and managed correctly, it could be a way to positively raise our public visibility and image. With proper funding, the Competition Committee would be able focus its energies more on managing competitions and less on rule making.

Currently a large portion of our membership is experiencing the effects of not

having a solid lobbyist-type person to assist in dealing with the local governmental agencies, which hold thekeytosomeofour best flying sites as well as future sites.

Many members have suggested exploring the feasibility of hiring a person to address all the political needs that come up. For many other associations, the person in this position quickly finds himself "indispensable."

And there are other issues. I wish I had a dollar for every time I heard a wellmeaning person say, "Why doesn't the USHGA do .... " We need to manage our resources more efficiently if we ever hope to address all, not just some, of our problems. Some people believe our Association should be in Washington, D.C. to keep an eye on the FAA, and others believe we should be in California, next to our largest pilot population. Although having our headquarters in a city such as Los Angeles, New York City or Washington, D.C. might indeed allow us the physical proximity to attack some of these problems, these large metropolitan areas are relatively expensive to operate in, and this would add tens of thousands of dollars to our operational costs-money that might be better spent elsewhere. We need to locate our headquarters in a place where we can operate as inexpensively as possible, learn from other similar organizations, and develop longterm programs directed at maintaining a national presence for this sport.

Over two years ago our Executive Director requested of the Board of Directors that the office be moved to its recent location in the Antelope Valley, and out of Los Angeles County. The Board approved that request with the proviso that she also look at a long-term plan to locate the headquarters in some appropriate place in the country. She placed this information in Hang Gliding magazine, asking for input, and received very little. After she left the Association, several of us had to put in time at the office and it became apparent to us that we were worse off than before, and that a move needed to happen to get us into the right kind of surroundings.

In investigating the right way of doing this we discovered that our sister organization, the Soaring Society of America (sailplane organization), had gone through a formal relocation process a couple of HANG GLIDING

USHGA PRESIDENT years before. What they found was that there were cities out there willing to bid for the privilege of having organizations like ours located in their area. The SSA sent out a request for proposal (RFP) to several hundred cities and received positive responses from nineteen. Eventually they relocated to Hobbs, New Mexico. Their Executive Director told me that the move package to Hobbs had a positive impact on their organization worth several hundred thousand dollars in the first year alone.

With that in mind, I took their RFP, and with the blessings of the Board of Directors, restructured the information to fit our organization and sent it out to the nineteen cities which responded to the Soaring Society's RFP. I also sent it to several individuals within our organization who had expressed interest in working on a response in their local areas. Some of those included Gayle Bartlett in the Lake Elsinore area of California, Bonnie Nelson in Santa Barbara, California and Bobbie Servant in Washington, D.C. We received responses from ten cities including Washington, D.C., Lake Elsinore and Palmdale (near our current office) in California, Albuquerque and Hobbs in New Mexico, Colorado Springs, Golden, Salida and Boulder in Colorado, and Reno, Nevada. At the Fall 1988 Board meeting I appointed a selection committee which consisted of Mike Meier, Dan Johnson, Joe Greblo, Gregg Lawless, Jim Zeiset and myself. The committee examined the proposals along with one brought to the meeting from Boise, Idaho by Mike King and Lisa Tate.

We narrowed our final selection list down to three cities to examine in more detail. First was the Palmdale/Lancaster area near where the office has been. Obviously this move could be effected with a minimum of confusion imposed on operations. Second was the proposal from Boise, which on the surface appeared to be one of the financially best possibilities, and third, we reduced the several excellent proposals received for Colorado cities down to the best of the lot-Colorado Springs. There were good proposals from Albuquerque and Hobbs, but Albuquerque did not offer us as much as any of the Colorado cities.

Hobbs put together a nice package oriented around the Soaring Society, but it MAY 1989

would have put us "in the sticks" as far as central support services are concerned.

Reno's bid consisted of some preprinted real estate brochures.

An evaluation team of three people including myself, Mike King and Liz Sharp was set up to examine each of the cities in more detail, keeping in mind two of our critical needs: operational issues (how much it would cost to supply member services), and political issues (being the focal point for the public and governmental agencies).

In Palmdale we looked at a number of real estate options and discovered a rapidlygrowing environment, mostly driven by the military establishment (Edwards Air Force Base is the home of the B2 stealth bomber). It was fairly obvious to us that this area would be a fairly expensive one in which to operate, and would likely become more expensive over the next few years.

Our new address: USHGA P.O. Box 8300 Colorado Springs, CO 80933 (719) 632-8300 FAX (719) 632-6417

In Boise we met with the head of the Economic Development Council, discussed our needs and looked at some real estate options. We came away with the impression of an area that wanted us, and that would be very economical in which to operate. Further investigation into Boise showed us an environment that would provide very stable employment at costs that were lower than any other major hub in the country.

In Colorado Springs we met with the head of the Economic Development Council as well as with the President of the Colorado Amateur Sports Corporation.

Again, we discussed our needs and came up with some of the options we found in Boise. Both cities offered us much to choose from. Colorado Springs had the added advantage of being the Sports Association

capital of the country, with 26 Associations already located there. In making the final evaluation, it became fairly obvious that we had three specific choices: 1) Keep the operation in California, which would cause the least impact and disruption of our current operations, but which would in all likelihood put us in a situation of rapidly growing expense as the area around Palmdale continued to grow.

2) Move to Boise, and into an area of inexpensive operation where we could get all the resources at the most reasonable rate, and still be in a major hub.

3) Move to Colorado Springs, where we would have most of the same advantages as in Boise, although arguably not quite as inexpensive. Even though Colorado Springs is centrally located in the U.S., Boise had a little bit better transportation routes, since the central airport in Colorado is up the road in Denver. Colorado Springs, however, offered us the possibility of a similar business environment from which to leverage. Sporting associations are a targeted industry in the area, and there is a strong support structure already in place for them.

The decision oft he Board was not unanimous, with 12 of the voting directors voting for Colorado Springs and 7 voting for Boise. Both cities were excellent choices for us, so having a split vote isn't that big a deal. By the time this magazine hits the newsstand the move will have been completed, and Liz Sharp and team will be getting the office operation set up as quickly as possible. We do not have a pennanent location yet, and will be operating out of a building given to us free of rent for 90 days by the Colorado Amateur Sports Corporation and the United Bank of Colorado Springs. We do have a mailing address and phones that should be pennanent. They are: USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300, FAX machine (719) 632-6417.

Currently an Executive Director hiring team composed of Jim Zeiset, Gregg Lawless and Pete Lehmann are sorting through the 200 resumes we received for the position.

As the dust settles on all these changes we'll publish more information in future issues of this magazine. • 23

rik looks bad. He needs a doctor." We had been in Brazil less than four hours and had gone wrong. Al·· though the voice coming over the radio it had an strain tried to sound to it. The strain said we were in trouble. trouble.

Notthatwehad fever shot. Don't drink the water. Don't ever be alone in Rio. Don't pass out drunk in the streets; if the police catch you you into a field and shoot you. "See :zone'?" that place on the map, the A area quite close to launch. There were no roads on that of the map. None at all. A

Nelson

24

ABOVE: U.S. team member Ted a thumbs up. Launch is the peak right INSET: A closer look at the launch.

Ted Boyse.

HANG GLIDING

solemn warning was delivered: "If you land there they shrink your head. And then they bite it off."

Sure,butweweretheU.S. World Team, two teams actually, and some of the best hang glider pilots in the country. Together we could take care of anything. Together we had enough muscle to carry the drastically overloaded VW Kombis (Brazilian microbusses) the 500 kilometers to Governador Valadares if we had to. Yeah, we were big ugly Americans and figured Brazil might just be an ornery dog who needed its tail twisted.

Without even trying to twist that tail, Erik had already been bit. A yellow wasp about an inch-and-a-half long had ricocheted off the side mirror and landed on his thigh, where it stung him with a Latin vengeance. Now he was turning red, and welts like the pages of a braille Bible wrote coded words of distress all over his body.

He was hallucinating. He could still breath, but-he looked bad. We hadn't been here four hours.

With the assistance of our bilingual driver we found a pharmacy where they gave him a shot, and then a hospital where they gave him a few more shots, and in less than an hour he was cured. He was pale and clammy, but he had beaten the "Killer Bee." We won that first battle, and a whole bunch more later. We didn't quite win the meet, but we sure tried. And we didn't go twisting any dogs' tails. Brazil is a sleeping dog, a very big sleeping dog, and most of the people down there have learned to walk quietly so as not to wake it up.

After months of preparation (most of which were crammed into the last two weeks) and endless phone calls, letters, FAXes and Express Mail packets, we had finally arrived for The World Team Hang Gliding Cup in Governador Valadares, Brazil. With the support oft he USHGA and the assorted hang glider manufacturers who assisted their sponsored pilots, we brought two teams: Joe Bostik, Larry Tudor, Ted Boyse, Butch Peachy, Howard Osterlund, Brad Koji, Chris Arai and myself on the A Team; Jim Zeiset (JZ), Shannon Raby, Terry Reynolds, Erik Kaye, Zoar Dog, Chip Henley and John Pitt on the B Team. Acting as our unfailing ground crew were Tiki Mashy, Zach Zeiset and Chris Reynolds.

Sixteen teams representing thirteen countries were entered. According to local MAY 1989

hype we were favored to win by virtue of having Joe Bostik, the #1 ranked pilot in the world, and LarryTudor, holderof the world distance record, on our team. The Brazilian, English, and Australian teams were also expected to do well.

The English had been there for about a week when we arrived to begin our five days of practice. This proved to be the beginning of a trend of English firsts that would not let up until the competition was over. Larry knew about the British, whom he picked from the start as our chief adversary. Maybe it was their annoying accent, or maybe it was John Pendry's obnoxious, orange surfcoat Kiss with "Planter's" emblazoned on the sail, or maybe it was that pip-squeak Rob Whittall who at nineteen is taking the European competition scene by storm, or maybe it was purely evil prescience, but Larry knew from the start that we would have to keep an eye on the British.

The five days of practice flying were invaluable, as hang gliding in Brazil is like flying nowhere else I've ever been. Just figuring out how to read the names on the map was hard enough. For days Engenheiro Caldas was referred to as "Engineer Enchilada," and it was only through much persuasion that Chris prevented me from writing phonetic translations (like Oobi Doobi for Alpercata) onmymap. Our drivers were incredibly good, and divinely tolerant about finding us when we went down.

Practical matters of flying were different as well. Cloud base was low-5,000 to 7,000 feet. Thermals and clouds were so ephemeral as to be barely trusted. You could spot a nice cloud, leave your thermal for it, and watch it disappear completely before you got there. This happened all the time. Nor were gaggles to be trusted, whether they were of gliders or birds. If you left lift confident in your belief that you could make it to the next gaggle, you often arrived just as everyone left, not because they had topped out, but because the lift had quit. And though black vultures rocked their wings in circles over the city, or the country, or nearly anywhere you happened to be, they weren't always in better lift than you, and frequently weren't in lift at all.

The thermals had multiple cores that seemed to be braided together rather than rising in straight columns. Climbing in them was a process of constantly shifting to the right or the left, and was greatly aided by

having several pilots working a search pattern.

The Brazilians string their power lines much the way they run the country, in haphazard paths that seem to be controlled more by whim than by logic. In the course of the meet several pilots hit power lines.

Fortunately, the most serious injury was only a broken arm, suffered by a Yugoslav who broke a line with his glider and crashed.

But we learned early to watch carefully for the hidden shimmer that meant trouble arcing above the hillsides. Swamps are so abundant and so indistinguishable from flat pasture that the Brazilians prefer to land on the side of a hill rather than risk going down in one. There was little wind.

Shut-off time at the end of the day came very quickly. In a matter of minutes all clouds would disappear and lift could not be found where it had just been abundant.

In what became representative of the U.S. team spirit, the A Team decided that the best way for individuals to fly as a team was to fly as individuals. It was not a conscious effort to be selfish that we made, but a response to the belief that everyone would fly best if he flew the way he flew best.

Larry Tudor cautioned that getting to goal every day would be very important; racing was apt to get risky, catching somebody in a dive to the next thermal just as the day shut down. Joe Bostik, flying a Sport, had his own theory which he delivered in his lilting Czech drawl: "Zair isonlytwo speeds in a hang glider-slow and stopped. What peoples don't understand is that speed is not how fast you go between sermals, but how many turns you make." Joe tends to outclimb people in lift and then boat along to the next thermal where he arrives high, climbs through the pack and leaves first.

He had certainly proved his theory in Europe by becoming the #1 ranked pilot in the world. Ted Boyse, though not a vocal proponent of any particular strategy, is probably best known for his ability to climb fast and make long scorching glides that end precariously close to earth in the core of the strongest thermal of the day. Howard Osterlund proved himself as the National Cham pion in 1987, but Howard never says anything, so there's no guessing what (continued ...)

CENTERSPREAD: Govcmador Valadares,

Brazil during the championships. Photo by John Pitt.

~

25

was a liar. But that need not diminish Manuel's heroism. After all, the ncwspa·· pen; made up their stories too.

was their daily was determined on each team each with the idea of scn.dirtg team on a full-out race run to fastest times, while still

ABOVE: 'B' Team member, Photo by Nelson Howe.

Enthusiastic nnl hard find in Un1zil. Pholo

goes on in his head. The rest of us were pric:p,ucd to do our we could.

Govcrnador Valadarcs 250,000) team dcmonstrat ion spc!cta1tm·s. The media and the prccauWe did interviews,

Manuel answered with one word that sounded a lot like "sicko." Since we

28

had all learned the un:ta!lmg maxim that if don't know the word something, of the word in

(the word translated to mean had saved the life of this i,.1<uu v, « World Class pilot. Manuel was a

entered finished tlrn 73.4 km out-and-return task. Ted was the first to and tried to talk and Chris in on the but the~ time they to that last that assured them was wc)rl<:in1;i;, they found a multitude of birds but no Ted was the U.S. finisher. Alex Si1vil:ln11zilian B won the L'"/'\"~11, with three finishers, were team. The U.S. A Team

moved into second'"'"'"'"··"·"'""'· a small as many pilots found themselves abruptly on final glide one thermal short of goal.

The Swiss pilot, Monique Ammann, FIANG GLIDING

entered a cloud at 6,500 feet and didn't see sunlight until she squirted out the side at 12,000 feet-frosty, disoriented, and on the wrong side of the cloud. Much speculation was offered to the effect that she could have glided to goal with that much altitude, but bythetimeshewallowed through the sink to get around the cloud she had lost most of it, and landed short. The next day's newspaper boasted a front page photo of the beautiful Monique, sick in a hospital bed with pneumonia, and Monique became "Pneumonique."

After two days of competition several trends had established themselves. Shutdown time was a difficult problem. Both days, and in the days to come, the lift shut off before many of the pilots had made goal. It seemed Larry was right in his theory that making goal was paramount.

Another maxim went with Larry's theory: Don't sit around on the hill for very long or you won't make goal. Unfortunately, this maxim wasn't entirely borne out in practice. The English and the Brazilians almost always launched near the back of the pack.

Using the rest of the field to mark thermals, they raced very effectively, caught gaggles and passed them, taking the lead sometime before goal, and made fast times. The way Pendry was leaving low and stuffing the bar, we figured he'd have to go down sometime. Most of us remained fairly cautious, waiting for this to happen.

On day five the luck seemed to turn to our advantage. The task was a 92.6 km race to the Ipatinga airport, with a dogleg at the church in Engenheiro Caldas. Part of the course entailed an optional shortcut that sent us over ten miles of unmarked territory, and though everyone took the shortcut, no one went down there. By now,John Pendry and the English team in general were the pilots to beat. Pendry led the front gaggle on the shortcut. Ted, Chris and I were in that gaggle, as well as a few Brazilians. We covered the first five miles easily.

Then the gaggle hung in a thermal longer than usual as we all watched Ted dive off alone into the blue hole before us. He got lower and lower, angling off toward the road that was barely visible in the distance.

By now, we too were gliding into the blue hole, and when Ted finally started to go up, most of us headed his way. The flight became a scratching con test as lift got abruptly weaker and gliders dropped from the sky.

Everyone in the lead gaggle went down.

Larry, Butch, Joe and Brad came up from

MAY 1989

behind in the next gaggle, and hit the same blue hole. Again, gliders waffled down.

Somehow Larry stuck with weak lift and burbled his way to goal. He was the only finisher.

We were in third place, close to the Brazilians, but far from the English. Because Larry had been the only finisher, he didn't get as much of a points boost as he would haveifa second finisher had crossed with a significantly longer time (quirk of the scoring system). But it was a great flight, and truly typical of Larry's determined patience.

The next day the Brazilians answered our finish with an impressive performance of their own. At the task selection meeting, Pepe wanted very badly to call a 109-km triangle task. Everyone thought it was too long. When Larry said there was no way anyone would make goal, Pepe fired a

"When Larry said there was no way anyone would make goal, Pepe fired a contemptuous look at him and said, 'Oh yes, Larry. I will make it.' He was the only one who did." contemptuous look at him and said, "Oh yes, Larry. I will make it." He was the only one who did. This time the scoring system held the Brazilians back, as Pepe received only a hundred-point bonus for finishing, and the battle for second place continued.

On day eight we finally moved ahead of the Brazilians. The task was an 86.5 km triangle. The first turn point was a teardrop island in the Rio Doce on the opposite shore from the town Pedra Corrida. Burying the sacrificial lamb deep within his ballast compartment (and flying without a map), Howard led a flock to slaughter as he glided away from good lift to take pictures of an obscure island ten km short of the official turnpoint. Not guessing at Howard's altruistic intent, a team member suggested he might do better to save his film for the turn point. Howard took these words to heart, cast off his robes of martyrdom,

hooked a thermal and climbed out of that God-forsaken part of Brazil, leaving a scattering of downed gliders in his wake. It does not always pay to follow a leader.

By the time we made the second turnpoint most of the valley was in shade. One patch of sunlight offered the only hope for lift, and gliders L/D'd to the turn point and back to that patch of sun as efficiently as they could. Again, a number of gliders didn't get up, England's hotshot, Rob Whittall, included. The U.S. A Team sent seven finishers to goal, winning the day and moving into second place.

This day the closest non-finisher was an Italian named Karl Reichegger who impacted about 20 feet short of goal. His was the only parachute deployment of the meet, and perhaps one of the most spectacular deployments ever. Apparently Karl had modified his La Mouette Bolibri to have and additional two inches travel on its VG. At 150 feet, with the VG cranked and the bar stuffed, the rope he used in his modification broke, the crossbar slammed forward two inches and then stopped at its factory-rigged point. Under extreme compression, the crossbar collapsed and the glider went into radical gyrations. Thinking fast, Karl deployed his 'chute (a Metamorphosi, and Italian-made, pull-down apex, fast-opening hand deployed 'chute), and saved his life. The parachute opened just a fraction of a second before impact, but Karl suffered only a gash over his eye, and was in the air the next day.

Unfortunately, our hold on second place was a brief one. The Brazilians moved ahead of us the next day, and the English widened their lead. The meet continued as a duel for second place.

We pulled a small coup on the tenth day, using our radios to do some flashy team flying. The first two legs of the 81.4 km task were uneventful, but the final leg found the valley in shade. At first it looked like the day would end in an L/D contest from the final turnpoint. Then Ted, in the lead, found strong lift under the cloud that was shading the valley. Demonstrating his eye for conditions, Ted opted to fly straight under the cloud, which led almost all the way to goal. Ted radioed back to the rest of the team that we should not stop to thermal. The rest of the gaggle thought we were crazy to pull out of 700 up when some of us were below 4,000 feet, but Ted's advice was good and we all flew straight to goal. Although we surprised the competition, we 29

in third.

On the twelfth competition each pilot was a bag of tree seeds that he was to open in the air. Although we were 1,500 miles from the rain forest, the effects of massive deforestation were here as well. At one time all of countrvsicle was covered with trees. The rivers ran clear, and was stable.

Then cut down the trees to make str.a~u~li111g herds of cattle awkv.r,m.:!lv on the hillsides.

landed in the boonies one day, and got a ride out to the main road with some workers who were cut! 11n gdow11 mnol; heir area n ffrn·""'r rn make

Points

Pilot

43352

John Pendry Rob Whittall Alex Silvi<n·a

41436 3699'1 3664"1 362S2 36242 31259 29057 28648 21074 179'.LS 15991 8668 7l44 6887

USA Brazil

USA Bruce Goldsmith Flynn Howard Osterlund Pedrao Brazil Gerard Thevenot France Brazil

ians. As the had 39,658 points, it came down to a race for second place. The task was a 98.8-km trithe

and placing consistently high. Rob Whittall was second and Alex Silviera of the Brazilian 8

were pr1:,fc:ssiior1al:lv run to be com pas·· sionate and when to be firm. We flew and the six pilots who will go on to the World Meet in to

and was but only John was fast and consistent. He managed never to race himself into the ground, and was unquestionably the best pilot in

30

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a mile in front of me, sp.amrnn1g from the Currituck Peninsula to

foet per minute. Dclin.g sorrrn c1u:ick. calct1lations, I realized at short of our was 111r·P:1ri\T below the horizon and the chance of working lift was nil. With else to do but more successful times, at the ous first months earlkr. over

32

joyair-

ct11·cctlv cast. Even if it wasn't along the route we had planned, we were ecstatic.

Alicia ffanscn, our public relations called all the media to report our success and they were impressed. The people at the FBO at Barstow-Daggett Airport, where Ian Huss had landed his Sensor 51 OC, were we were Not had Ian achieved a flight, on what looked like a poor cross-country day, but the would afford us a place to launch, from the very spot where he had touched down. The excitement spilled late into the warm desert night.

We to continue our plunge

eastward th,~ m~xtday, first.

The Datsun needed a new tn:iJ1smissi,on, and the officials at the county-owned airwere not so sure about letting this

signed releases and four hours of discusus onto the runway. efforts produced a cute little intern from the local TV station who didn't know how to set up her equipment or make it work, but finally, with our help, video some interviews and flying. She then prc)m,ptly fainted in the 112° heat.

HANGGUDING

and we all were feeling the effects of dehydration. Carrying water was not enough. It was important to make it cold and refreshing, so that we could ingest enough to keep us healthy. A bag of ice in the cooler helped immensely and became a priority each morning.

Three days passed before we put it all together and Ian flew the 50 miles to Baker, California. Temperatures continued to soar on the desert floor and the only respite, without air conditioning in either of the vehicles, was high above. Only two pilots could fly each day and it was more than frustrating for the one left on the ground; it was downright unbearable. Ben Easton, who was joining us for the first month, did have air in his Forerunner, but he was always chasing the lead pilot and no one ever saw him during the midday scorch.

The three pilots entered a rotation for the three positions we had developed: pilot in command (PIC), second up, and tow driver I chase. Essentially, this meant each pilot flew two days and drove one, generally producing two happy pilots each day.

The high pressure that was harboring the heat wave was generating poor X-C conditions that were only permitting 40- to SOmile hops. Even so, flying was far superior to driving, and the heat was not the only problem the drivers experienced.

OUT OF CALIFORNIA AND OTHER EXCITEMENT The winds turned south and gusting 15-30 mph when Ian and Cindy Drozda flew out of Baker. Ian flew 50 miles to Pahrump, landed next to the road and was quaffing beersinsomeNevadasaloon by the middle of the afternoon. I was Cindy's chase and managed to lose radio contact somewhere around Tecopa, California. The last words I could decipher through the wind noise and static were "green valley," "landing."

I don't know about you, but the words "green valley'' conjure up a picture in my mind of a place where you don't need a hang glider to fly. And the terrain around here was ugly, and the wind strong and gusting through the narrow canyons. I'm talking just outside of DEATH VALLEY. My paranoia ran rampant.

Looking at the aircraft sectionals and road maps, I determined were I thought Cindy was and asked the locals how to get there. "You can't get there from here," they all smiled and said, "You have to go somewhere else first." And they couldn't tell me where that "somewhere else" was. Here I MAY 1989

was in this one-horse town, 110° on the thermometer and not even a touch-tone pay phone to allow me access to the answer machine back home, to figure out where the rest of the crew was and to get their moral support.

I parked on the highest road I could find and tried to establish radio contact with Cindy-to no avail. Just then a police car a pp eared through the dust and I hailed the woman officer. I managed to bridle my paranoia and calmly explained Fly America and the present situation. I told her that probably there was no problem but I just wanted to know my options if I still hadn't established contact with Cindy as night approached. She told me that search and rescue consisted of a man on horseback and she had never seen a helicopter except on TV, but she gave me the number at the station and told me to get hold of her if there really was any trouble.

J returned to the only business establishment in town, a bar. I thought about having a beer but ordered an apple juice.

The bar tender just stared at me. I drank two glasses of water. Emerging into the unrelenting sun I squinted at a familiar vehicle pulling in next to the Datsun. Ben was a welcome sight. It helped to have someone with whom to ponder the situation.

Half an hour later the two of us were headed up a creek bed that lead the seven miles intothevalleywherel expected Cindy had landed. Moments later a voice sang out over the radio. After a long walk Cindy was within a mile of the road and soon, united, the three of us headed back to town. Arriving, the saloon keeper informed us we had a phone call. The sheriff was on the phone and we informed herall was fine other than having to return to the "green valley'' after Cindy's equipment. The sheriff gave us directions to a local's abode, who could show us a shortcut that would get us in and out before nightfall.

A short drive and a long hike over desolate hills and through an enchanted, emerald valley, guided by a hippie who had spent a summer living there, did indeed putCindy'sequipmenton the Datsun as the last vestige of a fiery sunset gave way to the golden light of a full moon, and the anxiety of the day faded into the serenity of the night.

ONE STATE DOWN, 13 TO GO Pahrump. Sounds like a noise you make when you' re frustrated. Arriving after dark

I had no idea how ominous the name would be. Waking up the next morning I looked northeast at Mount Charleston. Itwas fairly impressive at almost 12,000 feet and I was excited about having the chance to fly over it. High mountains had always portended large altitude gains and I couldn't see why this one should be any different.

We spent six days in the shadow of Mt. Charleston, two days navigating around the west side and four days heading directly into a 20-30 mph headwind, sandwiched between the mountain and a host of restricted areas to the north which included the Atomic Energy Commission's Atomic Testing Grounds and the Nellis Air Force Base bombing range.

The winds blew every day, hard from the southeast over U.S. Route 95 on the north side of Mt. Charleston. Going north was impossible because the restricted areas covered all the ground from Route 15 west to Death Valley National Monument, where it is also illegal to fly. We would have to go all the way back to the Owens Valley. That meant giving up over 150 miles of hard-earned ground, but things looked so impossible where we were that we considered it. The decision I had made on the first day came back to haunt me, until I called Dan and Jan Armstrong who had gone to the Owens to fly on vacation. They reported strong winds, rain and almost no flying.

We considered going south, but it was desolate until U.S. Route 40, and the chance of making it to Salt Lake City and back on route from there seemed bleak. We were hemmed in by the restricted zones to the north and McCarran International Airport TCA to the east. Greenpeace had flown a balloon into the restricted areas the week before and now F-14's kept coming by, checking us out every time we towed. The jets and the giant plumes of dust kicked up by the ordnance dropped on the bombing range stood as constant reminders of our predicament. As soon as the thermals started so did the wind, and even if we made it down the valley to North Las Vegas, we had to contend with McCarran International's TCA. It appeared impossible, then a stroke of genius hit.

FINDING A WAY OUT AND GETTING CAUGHT We didn't have to fly during the middle of the day. We had 4,000 feet of rope on the winch. Why not tow to over3,000 feet early in the morning, in the still air, and glide as 33

possibility of landir1g this Joshua forest when he still had the altitude to out. We all he

a tre,cv.rav not limited access. Al·· there aren't many that intersect it, the ones that do have no exit or

to tow.

had to fly 15 miles and we acc:onnpllislwd this with three tows. At the

last I was on the side of the road old behind me. Now, we lot of attention from

around to look in his direction was to flash A in civilian clothes, hew,rn c>b,11ous1v 1Jn his way to work in Sin

parac:ht11te." He asked cm.1ti<Jus,Jy, not what was going on, but also not wanting to appear stupid, "Whatcha doing?" I spun the winch a few times to demonstrate as I rerJeatec:t,

34

went, at least somewhat satisfied that we weren't criminals.

Ian flew once more that the tow on a wide-open dirt in a canyon filk,d He worked some light and turbulent lift just above the rim for three tcrs of an hour finally losing He radioed down to inquire about the terrain and When we gave him the 1111·1 un•. "The ground slopes downward wind there are 1520 "he muttered, "TlhM'c ,.uh,,1· a,11 tt1m,cthu1gsare!" Wcfranran around looking somewhere he could land without running into the three-inch the trees use for sdf..defonce.

We finally found a stream on the lee side of a 20-foot bank, with a clear patch feet long. H was midday and even though the inversion kept the th(!rmals from much altitude, it didn't from breaking off the much vigor. in the proposed landing zone, ready to peel fan off the Joshua trees if he landed short or long, or not precisely on line. I was on the radio giving Ian the benefit of my perspective from the top of the bank; Kelvin Jones (our professional photographer) was manning the video camera and Alida, the still camera.

Fv,,r,mr,P was tense and feeling a little guilty for not having warned Ian of the im-

him to have a dillicult all':Sp(!Cd to But wind shadow behind bankblcdoffonough to allow him to the a fow in front of the cactus that would have turned him into a much pin cushion. We had that morning, and

we for a m1Jcl1-tJlesen1cd noon at the water slide. quite a fow nights in the the coyotes for coinp,anv.

to cover us and we entertained crew members of stations that already had. Their shower saw constant activity for hours while they playc,d the perfect host and cooked us all dinner and even followed up with breakfast the next morning. They were and invited us back as we the next but afraid of wearing out our welcome, we descended on another hostess, MarLanglois, that night. who put us up and put up with us were HANG GLIDING

able to the project and aided both our morale and our financial situation. Thanks to you all!

After a day of very stable conditions, Ian launched from a suburban road at the very north end of North Las Vegas and managed to soar under McCarran International' s TCA and continue another 40 miles northeast along Rt. 15 to Moapa. We were out of the woods, but it had taken us six days to cover 100 miles. At this rate we would not finish the trip in the allotted time, and these were supposed the be the best flying conditions we would encounter.

The next obstacle we had to confront was the Virgin River Gorge, a 20-mile stretch of unlandable terrain. I was PIC this day and after spending hours looking for a towable road we set up and started launching around noon on a narrow, winding dirt road in the bottom of a small wash. I trucktowed two times, reaching altitudes ofonly 1,000 feet on line and descending quickly in the pervasive sink off line. I was then battered by ·strong, small, unworkable thermals breaking off of the narrow canyon floorwhileattemptingto land. These flights were no fun except for the beautiful view I was afforded of the Valley of Fire State Park just to the east.

On the second flight I also saw another tow road. Long, straight, paved and on a mesa, it looked much more appealing. I towed there only to find the sink even stronger, and even though the lack of thermals made the landings easier, landings were not a priority. On the next tow, I released at 2:12 p.m. and flew towards the jagged hills that separated me from the Valley of Fire. More sink, and down I went into the canyon where I had originally launched. At three hundred feet AGL I was bounced by the biggest thermal that I had encountered that day. Half the tum in the lift, half in the sink, I was climbing at fifty feet a minute and drifting toward the jagged hills.

The light wind and weak lift were slowly drifting me out of range of a smooth landing zone, but the consistency of the thermal made me stick with it. I was up against the hillside now, ugly rocks all around me, but I was rising above the situation. Slowly, oh so slowly, I climbed above the ridge line while drifting northeast along Rt. 15. I was sweating from both the heat and the tension and concentrating intensely to stay with this puny thermal, but I still couldn't MAY 1989

help but notice the incredible, brilliant red rocks of the ValleyofFirewith the cool blue color of Lake Mead just beyond. This was the most spectacular scenery I had viewed on the trip so far.

The strength of the lift remained constant as I climbed through 4,000 feet MSL (2,000 feet AGL) but the thermal spread out enough that I could stay in it all the way around the circle now. It was the consistencyof the thermal that really amazed me, especially since it was so small and weak. I was still circling an hour later in the same lift as I drifted with the 10 mph wind past where Ian had landed the day before. Now at 6,000 feet MSL the lift turned on and I quickly rocketed to my highest altitude of the day. Now I could relax a little and I radioed Ben, who was my chase, my position: 'Tm at 11,880, over the VOR just west of Mesquite and heading east along Rt. 15."

"I just had enough altitude to make the crossing if I didn't hit any sink ... As the adrenaline started flowing and the zero lift became slight sink, I pointed the nose of my glider towards Utah. At first the sink was light and the air smooth, but as I approached the halfway point the sink became more developed and turbulent."

After my original experience with the very marginal instability below 6,000' I worked all the lift more than 500 fpm above 8,000', and anything I found when I got below that altitude. I stayed high until I reached Littlefield at the beginning of the Virgin River Gorge. I had flown the last five miles in heavy sink and I was again down to 1,000 feet AGL on the southeast side of the river. The sloping terrain and the lack of roads made the area below me a poor landing spot and a difficult retrieval, but my previous experience made me think about finding lift instead oflanding, and I headed towards the mountains in the late afternoon sun.

Finding a weak and turbulent thermal, I went through the same excruciating experience I had at the beginning of the flight.

Slowly climbing and drifting away from any landing zone, I finally reached 6,000 feet and the top ofthe ridge, from where the lift turned on and I could look over the back at the 15 miles of gorge as I climbed in the 500 fpm thermal. I was feeling pretty confident now. Calculating that I would climb to 12,000 feet, I could easily glide in the light tailwind across to flat ground.

When the thermal quit at 9,000' I was left in a quandary. I just had enough altitude to make the crossing if I didn't hit any sink. I looked at my watch. Six o'clock. I thought about what it would be like in the gorge if I had to land there, and looked to see if there was any place to put down.

With so little wind and being late in the afternoon there probably wouldn't be much turbulence, and besides, I had already drifted a few of the miles across while hanging out in the zero sink and making my deliberations.

As the adrenaline started flowing and the zero lift became slight sink, I pointed the nose of my glider towards Utah. At first the sink was light and the air smooth but as I approached the halfway point the sink became more developed and turbulent. I reasoned that if there was strong sink there must also be lift, and I altered course slightly toward a steep mountainside that was perpendicular to the early evening sun's rays. Sure enough, a small thermal added a thousand feet to my diminished altitude.

As the lift topped out it now looked as if I could just make it out of the gorge, and again I headed northeast.

The closer I got to the ground, the more buoyant the air became and I was out of trouble. Exiting the gorge with 2,000 feet between me and the ground I concentrated on flying past the Utah boarder. If I could just land in Utah I would have flown over three states in one flight.

And so it was-a mile into Utah-I approached the ground without knowing whichwaythewind wasblowing,4.6hours and 67 miles after launch. I picked an upslope and executed a perfect 5 mph downwind landing and two minutes later Ben arrived with a beer. Now this was flying! I had the feeling Utah would be better to us than Nevada had been, but you'll have to wait another month to find out the real answer. •

35

started business in 1973 are now

Wills Wing in March of 1975.

their latest dealer seminar. sp,rnricd ten and included an Ad.vanced Instructor Certification a

Tandem Two Certification Wills Sweet Sixteen ::icrmr,ar, and an ATOL ::icrmrtar. Co-scheduled with the event was a mc:ctiing Association, which mc,ettng, the First on the schedule was Advanced !CP headed up Jim Shaw.

Seventeen instructors atteni:1e,:1, and four more assisted in the administration of the it the

area.

In both the ICP and the Tandem Two pn)g1·an1, a was pl,1ced on hours in the classroom for both in.struction and evaluation, to form solid basis flight instruction and flight evaluation that took Those who attended either prc>gr,am with the

Pat lJem:!\ranc:h,iin:id amcetir1g c>Hl1e Glider Dealer's Association. deal(irs1111i:,s and schools, and three manuThe group name of the orirnr11:t:'lProfcssionals reflect the participati.on.Gniupd1s,:us:s10r1se<Jvcrcda wide range of of interest to those prc)te:;sitmally involved in hang gliding.

Tsune Hirota from Japan,

and Jose Neif from Mexico filled in the in their re-

anen,jm,g the program received an advanced instructor certification, but all that took away a great deal of useful information about instructional techl:'01Jow1ng the conclusion of the threeact,ran,ced ICP, Joe Greb lo, as prc,gr,1m and Rob McKenzie DcW<>lf as additional Tandem Two ad min-

Johns of Western pn.!sentc!d a proposal for a to observer program to nni>r,1,clc' the quality of observers. Jim is wc1rk:ing on revisions to other aspects v,,,, "·'" Pilot Frc>tic:iericy Prr,or"m night, Fc>l'"tr,rnr·v 150 dealers, customers friends of Wills Wing Errtbassy Suites Hotel in

who were in 36

ten hardy souls met lake bed with ~·ort)1lll"C"erto do some ATOL truck towing.

Te1111p•en1tures of 18° F with wind chill to below zero made for less than comfortable conditions, but die-·hard hang glider will not be denied, and people flew in of the conditions. Some pilots over in that night with the intent of doing more towing the following and were stranded there when a snowfall blanketed the Antelope Valley that night.

The] 989 seminar was the longest, most extensive such program Wills Wing has attem1ptt)d, and it was made oossi'ble the hard work of a lot dedication made the extra programs first possible, and ultimately successful. Wills Wing would like to thank all the dealers who ,Ht ended th<i p1·og;raims, arid 1~sp•t.'C1ially

towing portions of the seminar. 11111 HANG GLIDINC;

Ron Hurst Jostenstr. 21 CH-8854 Galgenen Tel: 055/64 52 29

NEWS FLASH ...

Is hang gliding a hot news item in your local paper? Please send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your site mentioned in print!

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

Visiting Switzerland? Europe?

For quick easy flying May to September call or write. Direct dial from USA:

0014155 645229

May 28th - June 3rd RIDGE SOARING CAMP photo by Mike Helms

Auend our Ridge Soaring Camp this spring and MASTER the art of ridge soaring!

Come to Marina Beach where spring conditions are soarable virtually every day. Learn how the pro pilots can consistently tum times of 20 minutes over 12 miles of ridge in the Monterey Bay Steeple Chase. If floating is your thing, then be at the top of the staclc after discovering the art of Minimum Sink Flying.

You'll spend a full week-seven days-attending theory sessions in the mornings and flying every afternoon. YOU WILL LEARN RIDGE SOARING FROM THE GROUND UP! The school is located right at the site so there is no hassle. Your glider is set up and tied down right outside the door waiting I Guaranteed to improve your skills for any ridge soaring site!

Here is what the course covers: • BASIC RIDGE SOARING • WIRE LAUNCHES • RIDGE RULES (flying comfortably in traffic) • CROSSING GAPS • TOP LANDINGS • MINIMUM SINK FL YING • RIDGE RACING • PARACHUTE CLINIC

WESTERN HANG GLIDERS (408) 384-2622 P.O. Box 828, Marina, CA 93933 USHGA CERTIFIED SCHOOL photo by Mike Helms

COST - $495.00 (glider rental add $350.00) COST (less accommodations) - $395.00 (reservations prepaid in advance) ••Current USHGA Novice rating minimum required.

The camp also includes motel accommodations (with hot tub!), supplemental tandem instruction (175-pound weight restriction), and glider storage.

For more details and reservations call:

LET OUR GUIDES SHOW YOU X-C FLYING AT ITS BEST IN THE INCREDIBLE OWENS VALLEY-JUNE 11-17 (extension week June 18-24) June conditions in the Owens Valley are still strong enough to fly long distance flights without the weather severity and crowds experienced in mid-summer. Our guide service is provided by USHGA-<:ertified Advanced Instructors and experienced OV guides who know the weather pauems, best X-C routes, and site protocol.

All transportation and retrieval is provided by a radio-equipped 4WD and a driver who knows how to find you I With these details taken care of, you '11 fly the Sierras and the White Mountains at launches like Piute, Gunter and Horseshoe Meadows.

You '11 be provided with maps and an orientation ground school that briefs you on equipment, routes, altitude acclimation , site hazards, and specific X-C techniques for the Owens Valley.

An additional week can be added to the first as an extension and may be purchased for $395.00. Since the regular one-week trip is $495 .00 the combined price will then be $890.00 Glider rental is available with enough advanced notice. (We require a damage deposit of $250.)

TRIP INCLUDES: • Guides •Drivers • Rides up & retrieval • Lodging (motel double occupancy) • Site fees • 7 (or 14) flying days, weather permitting TOT AL COST $495.00 I week, $890.00 2 weeks Glider rental $350.00 I week, $550.00 2 weeks

WESTERN HANG GLIDERS (408) 384-2622 P.O. Box 828, Marina, CA 93933 USHGA CERTIFIED SCHOOL

For first timers in the OV this is the best possible way to learn Owens Valley flying. For experienced OV pilots this is the most convenient package available at a real bargain rate. So make reservations now, space is limited and usually fills in advance.

• Advanced rating required.

article and illustrations© 1989 by Dennis Pagen

pecked is the Vernal Time for spring wings and reaching for the sky. Time also to clear my notebooks of accumulated clutter. What better way to do this than offer another Wing as you read air. Almost two months have since I these words and spring is fast soar-

that you will useful idea or two to carry aloft.

THE CADILLAC HAR Last summer a arrived out of the it was out of a drab brown

It is of just the right firmness to provide a comfortable non-slipping grasp while it insulates your digits and protects your bar from gnarly terrain.

The bar was designed by Kenny Brown and should become a standard in the inif there is any justice to be had.

Thank you Kenny. From gentle conversations with a host of pilots I've concluded that the consensus is "give us comfortable now this bar can be obtained bars."

Airwavc whose ad is in this from

DRAGON ARMS 1988 issue of Take a look at the On the cover you will sec Eric tnrnu,,-,, in one of his shots. If you don't have this any of a flying hang glider pilot and you will sec the same thing; the pilot is couched like a pea in a sleek pod, but a major source of drag is left unattended to. This is the pilot's upper arms. In the shot of his billowy coat appears to as much frontal area as the rest of entire We aren't picking on since we all suffer from upper arm drag.

IIow do we cure this dreaded disease?

Simply call on Dr. Fairing. Unfortunately, the good doctor doesn't make house so unless you'rcin the neighborhood, you'll have to do a little do-it-yourself. Not to worry. I already worked out the prescription for drag reduction----arm ings. may I know the idea of arm sound ludicrous, but consider the that the pilot by some accounts creates up to 10% of the total drag, in flying form at best glide. If half of this drag comes from the arms, we will our ratio 2.5% if we can our arm bility, for even a short fairing on a reduces to 1/12 the unfaired value.

Consider that a 2.5% increase in ratio means that an 11 to 1 max glide aircraft will turn into an 11.28 to 1 craft. The are at higher So what does an arm fairing look like?

1 shows the I ,1n,.m11'\nt,r1 paper some years

power of the ranted about need for a better basetubc finish. Bare aluminum as a control handle wicks soon Could this beautiful bar I held be a bar came from

38

HANG GLl!)lNG

Don't wony about control;they fold neatly by your side at takeoff.

Hold an arm out your car window at 30 mph and feel the drag.

Repeat the procedure with an arm fairing installed. Some difference, huh? Perhaps arm fairings aren't necessary when you're just bobbing around above your home hill, but on an X-C flight or during competition your extra set of "wings" just may give you an edge.

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harness, but the free-moving ones shown here are easier to construct at home.

The material I used is a constructiongrade cardboard finished on both sides with a thin plastic film. How I obtained this material is another Christmas story. I had shown my design to Jim Zeiset some time ago. Jim owns a company in Colorado that manufactures pa per po ts for growing green things. A few days after he saw my design I found another UPS truck at my door delivering 25 pounds of cardboard looking like a giant toilet paper roll. Thanks Jim. If you don't know Jim as well as I do, just scrounge any stiff material such as mylar, matte board or cardboard and set to MAY1989

work with your scissors (don't use sheet aluminum since the danger of receiving vicious cuts exists). The pattern shown in the figure is a general plan. You'll have to size the fairings to your own arm. Note that left and right fairings are not interchangeable, as the two sides are cut differently and the bottom is cut back more than the top at the shoulders. Staple the backs together, then model your fairings in a mirror to get the best shape and fit.

I used about a 2.5 to 1 fineness ratio (thickness to width ratio) on my fairings.

Any wider and they get in the way or have a tendency to flutter. They can be stored in a harness as long as you don't sit on them.

HANG STRAP HARPING Here are a few short notes on hang straps. First, we recognize that there is no standardized harness or hang strap-to-control bar basetube length in the industry. We lament this with a thousand tears. This has undoubtedly accounted for quite a number of makeshift hang straps and misrigging. Would that the HGMA get together and agree on a standard length from the end of the main hang strap to the basetube. The harness manufacturers would then be compelled to follow suit to suit customer demand. Any pilot who feels this is a worthy cause should call his favorite manufacturer and express his views.

The problem of non-uniform length measurements results in pilots doing such things as tying an overhand knot in their hang straps or wrapping it around their carabiner. The former weakens the strap by as much as 50% and the latter would invite disaster if the pilot landed in a tree or water. Pilots: if you have a hang strap of improper length,contactyourdealerormanufacturer to obtain the proper size. Do not tie a knot in it for any reason.

Kingpost hang straps present a special problem. A pilot cannot readily change the length unless his dealer has a stock of lengths on hand. Again we see the inad visable practice of ganging carabiners or adding loops. Pilots, please undergo the extra hassle and get a proper length loop.

One final point of concern about hang straps is the increased exposure to ultraviolet radiation experienced by kingpost hang systems. Most hang straps are out of the sun, and while manufacturers recommend changing them periodically, this is due to possible wear rather than UV degra39

=----·

--- ..

-

p TERNATIONAL

dation.However, withakingpost hang system the top of the strap is in the sun, so more attention and a regular replacement schedule are in order. The frequency of replacement depends on how much sun time your glider gets.

Once a year is in order for the high airtime desert flyers, less frequent for others. Consult your manufacturer or owners manual for a good guideline here.

NOSf=.

CONE

PADDING CONCERNS FIGURE 2.

Another quick tip is useful during one of those surprise crosscountry flights when you forget L - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ' your glider pads. In a pinch you can use conventional wisdom. Experiment with this your nose cone to protect your sail from the as often as you can and you will probably NS =Newsitefactor(l fora newsite,O for control bar as shown in figure 2. Don't find that such a game plan will produce a an old site) worry about damage to your nose cone; winner most of the time. after all it's designed to survive nose-ins of One word of caution is in order. In very *To aid your calculation, there have been cataclysmic proportions. light wind or strong thermals, be cautious 62,736,940,800 seconds AD up to Jan. 1, In a pinch you can even transport your about a possible downwind suck as a ther1989 - including leap years. glider without a cover. I know this makes mal approaches. This is similar to the offmost pilots wince, but a short ride up the shore flow that occurs in the sea just before Of course, such an obtuse formulation hill or a slow drive back from a little XC a big wave reaches you. may actually reduce the fun of a non-mathejaunt won't hurt a bare glider, as long as it matically-inclined pilot, so here we offer is well tied to prevent any sail flapping and FLYING FUN EQUATION the simplified, yet reasonably accurate, your racks are well padded. I've seen this Now, keeping with our policy of ending form of the fun flying equation: done many times without a bitofa problem Wing Tips with attention to the real purresulting. Don't make a practice of this, poseofhang gliding-having fun-we offer FF = (MWPF - MWR) however; and nexttimeflywithyourcover. this study for the serious pilot interested in discovering in a scientific manner just how where: THERMAL CYCLE DECIPHERING much fun, indeed, he or she has had. SimMWR = Mouth width relaxed At many times at many sites the fickle ply insert the pertinent values into the folMWPF = Mouth width post flight winds conspire to thwart our attempts at lowing equation and you'll have an accuprolonged aviation. During these times the rate relative measurement of a flight's fun If that's still too complicated, the only pilot who can latch on to a fortuitous therquotient. way to tell if you're having fun is to count mal gets the premier ride. The trick is to the bugs stuck in your teeth. Don't worry read the thermal cycles from launch and FF= [ (Tl-TO) X D+N'/NA ]Q + NS about swallowing a few; that's what the get airborne with the proper timing. where: birds do.• Here's a simple game plan which will FF = Fun Factor enhance your chance of success. Of course T0 = Time of last flight landing (in secLearn from the best . . . days and domains are different, so this onds AD)* ... at Lookout Mountain plan may have to be altered to suit the T1 = Time of present flight takeoff (in From your first fli~hts off our grassy, gently-sloping train· situation; however, this is the best place to ing hnls to soaring high above wo~d-famous Lookout seconds AD)* Mountain, we' re with you each step of the way. You'll learn start. at your own pace from USHGA-certified instructors, and D = Duration (in seconds) when you're ready, you'll -~~~ When you are set up, begin watching 0 0 N = Number of pilots flying ~ou~i~~-~l~~seLs fo~ Jl the wind indicators for cycles (these indicalevels every day of the N' = Number of pilots below you (your week, year round. All tors are streamers, leaves, bushes, kicked equipment provided. Lo· estimate) cated just 20 minutes dust, etc.). Time the cycles and note any from Chattanooga, Ten· ~ .

A = Altitude gain (in feet) nessee. Camping avail· • · variation. Then, when it is your fate to able in our landing field.

Q = Landing quality (Q = 2 for a perfect launch, do so at the beginning of a thermal landing with spectators. Q = 1 for a Lookout Mountain Flight Par cycle (updraft) after the longest dead cycle perfect landing without spectators.

A full-time, USHGA-certified school you measure. The dead cycle occurs when Q = .5 for a nose-in, no spectators. Q Rt. 2 Box 215-H, Dept. HG, Rising Fawn, GA 30738 (404) 398-3343 or 398-3541. Send $1 for BROCHURE. a thermal is generating. The longer this = .00001 for a nose-in with spectadead or quiet lasts, the larger or stronger Year-round ussuns Sales & Service tors.) the eventual thermal will be, according to MAY 1989

41

RATINGS LILIENTHAL AWARDS BRONZE JOSEPH BISPING CHARLES BUTRYN JAMES FIF.SER SARAH GUCHENOUR PAUL HAUER DERMOT MCDERMOTT MARK REESE KEMPTON STEPHENS JIM WITHE SILVER DOUGLAS MOSHER BEGINNER RATINGS

Region 9 J.P. GOOCH: State College, PA; L Haney\Sailwings • ERNIE GREEN: La Plata, MD; G Reeves\Kitty Hawk Kites East· DURRAH WATSON: Norfolk, VA; G Reeves\Kitty Hawk Kites East • DAN WILLIS: Villa Hills, KY; B Hawk\Hawk Air Sports

Region 6 DAVID BARNES: Austin, AR; L Haney\Sail Wings

Region 10 AL FR UCCI: Nags Head, NC; G Reeves\Kitty Hawk Kites East - BILL HAYS: Dalton, GA; R Whitsitt - STEVE ROBERTS: Nashville, TN; B Hawk\Hawk Air Sports - RICH ZADORA: Kill Devil Hills, NC; R Bachman \Kitty Hawk Sports

Region 8 JOSHUA CRISS: Menden, VT; D Darling\Maui Soaring Supplies

Region 11 BECKY STEVENSON: Metairie, LA; J Reynolds\Lookout Mountain Flight Park

PILOT: City, State; Instructor /School Region 2 JOANNE L. AASEN: Dulin, CA; D Yount\Mission Soaring Center - ROBERT BYRD: San Francisco, CA; W Anderson\Chandelle - ROBERT DEWANTE: Elk Grove, CA; R Palm on \Mission Soaring Center - JOSEPH HEALD: San Jos e, CA; D Burns\Mission Soaring Center - LOREN RICHARDSON: Sunnyvale, CA; R Engorn\Mission Soaring Center - GEOFFREY ROBINSON: Vallejo, CA; J Greenbaum \Airtime of San Francisco- DAVID SINK: San Ramon, CA; R Engom \Mission Soaring Center -TIM TIPLADY: Fremont, CA; J Greenbaum \Airtime of San Francisco - DIRK VOSS: San Jose, CA; D Yount\Mission Soaring Center

Region 12 MICHAEL GORMAN: Atlantic Highlands, NJ; M Frasca - KENNETH HARBOR: Atlantic Highland,NJ;M Frasca - GOERGE LASKARU: Brooklyn, NY; H Bittner\ Windsports- SUSAN RYMARCZYK: Fairport, NY; C Holbrook\Southwind Hang Gliders

PILOT: City, State; Instructor/School Region 1 DAN BEAUDIN: Lynnwood, Chase\Ultimate High Aviation

WA;

Region 3 DAVID FUKUCHI: Torrance, CA; D Skadal\Hang Flight Systems - JIM GILLILAND: Los Alamos, CA; K DeRussy\Santa Barbara Hang Gliding Emporium - BRIAN JENNINGS: Spring Valley, CA; J Ryan\Hang Gliding Center of San Diego FRED JENRETTE: Long Beach, CA; R McKenzie\High Adventure - JOHN KERRY: Huntington Beach, CA; D Skadal\Hang Flight Systems - STUART WEINBERGER: Twin Peaks, CA; D Skadal\H. F. 5.

42

INTERMEDIATE RATINGS

R

Region 4 JOHN DAVES: Albuquerque, NM; C Woods

Region 8 JULIE GOULD: Shuterbury, MA; D Mahling KINSLEY SYKES: Hadley, MA; R Hastings\Momingside - HENRY TREFENKO: Lexington, MA; TC Searle\Aeolus - TIM WHITESIDE: Derry, NH; TC Searle\Aeolus

Region 10 FRANK FOTI: Hollywood, FL; B Fifer- KA TSU KIMURA: Marietta, GA; R Whitsitt • JOHN KIRBY: Miami, FL; K Baier\ Torrey Pines Flight Park - JEFF LAUGHREY: Knoxville, TN; B Hawk\Hawk Airsports MARY WATERHOUSE: Napshead, NC; G Reeves\Kitty Hawk Kites - WILLIAM WILSON: Kill Devil Hills, NC; G Reeves\ Kitty Hawk Kites

Region 1 JEFF FORREST: Portland, OR; R Tworoger \ Oregon Airwave - JEFFERY JERNIGAN: Murphy, OR; W Roberts\oregon Airwave - MONTE WESTLUND: Camanois, WA; DFox

NOVICE RATINGS

Region 2 PAUL GADD: Chico, CA; D Freeman· STEVE LOBUE: Los Gatos, CA; R Engorn \Mission Soaring Center • STEVEN MEASSICK: San Ramon, CA; R Engorn \Mission Soaring Center - JIM MENDENCE: Fremont, CA; K Muscio JERRY MISSEL: San ta Clara, CA; R Engorn \Mission Soaring Center • ROSS SCHIBLER: Hillsborough, CA; C Whitehill\Chandelle - JAMIE SHKOLNIK: Berkeley,CA;EK!ementis- LARRY VANSANT: Camino, CA; R Leonard\High Sierra Sports ANDREW WESTPHAL: Berkeley, CA; E Klementis

Region 7 DAVID CARLISLE: Madison, WI; D Kushner\Raven Hang Gliding School - THOMAS SZALINSKI: Bloomingdale, 11; B Kushner\Raven Hang Gliding School

M

PILOT: City, State; Observer /School

Region 3 JOHN BRUNING: Goleta, CA; A Hegeman \Santa Barbara Hang Gliding Center - GARY KEITH HUESTON: Pearl HarborHonolulu, HI; L Akiona\ Tradewinds - JAMES JOHNSON: San Leandro, CA; R Engorn \Mission Soaring Center - AMY LIPSON: Malibu, CA; WJB Henry\Hang Gliding Center of San Diego - STEVE MACKIE: Brea, CA; D Engel\Southland Hang Gliding SHAHID MELA: Garden Grove, CA; D Engel \Southland Hang Gliding - TOBI PORTER: Kamuela, HI; J Hoff - DAVID VAN SICKLE: Goleta, CA; A Hageman\Air Tech

Region 5 DEAN RAINES: Niagra, ND; K Baumer

Region 7 DAN WAGNER: Berea, OH; DelSignore\North Coast Hang Gliding

Region 4 JOSEPH BIPPING: Albuquerque, NM; C Woods - GREG GLEBE: Phoneix, AZ; B Holmes • ROBERT WASIERSKI: Whiterock, NM; C Woods • MARK WINTERS: Tucson, AZ; A Barton

Region 2 DAVID BISER: Tuolumne, CA; K Muscio PHILLIP MERRELL: San Francisco, CA; R Palmon \Mission Soaring Center - STEPHAN PROUTY: Modesto, CA; K Muscio - ROBERT WARING: San Francisco, CA; J Greenbaum \Airtime of San Francisco Region 3 PETE DEAUGELIS: El Toro, CA; D Skadal\Hang Flight Systems - SCOTT ELIASON: La Jolla, CA; J Ryan \Hang Gliding center of San Diego • WADE JOHNSON: Huntington Beach, CA; D Skadal\H. F. S. MATT MCGUNIGLE: Redlands, CA; J Greger\Southland Hang Gliding - DAVID MATHIESON: Long Beach, CA; R McKenzie\High Adventure- LARRY WALLS: Anaheim, CA; D Skadal\H. F. S. Region 4 JEFFREY BURROWS: Crested Butte, CO; G Hewitt Region 8 BERT KORNYEI: Leeington, McKenzie\High Adventure

MA;

R

Region 9 TOM ELLIOTT: McGaheysville, VA; R Ritenour • DANIEL J IAQUINTO: Philadelphia, PA; J Keller

HANG GLIDING

RATINGS Region 10 FREDRICK BAKER: Waynesville, NC; M Carr - WILLIAM HEMPHILL: Kill Devil Hills, NC; R Bachman \Kitty Hawk Kites - KIMBERLY HOLT-ROESEL: Bradenton, FL; D Lawton RICKY SIMEONSSON: Chattanooga, TN; M Taber\Lookout Mountain Flight Park

Region 5

TERRY

CLASS TWO TANDEM RA TINGS

WILDE:

Pocatello, Rodriguez\ Wasatch Wings

lD;

D

Region 7 STEVEN SCHULTZ: Greenfield, WI; M Bunner\Glidepath

Region 8 EDWARD STELZEL: Sandyhook, CT; McKenzie\High Adventure

R

MASTER Region 12 YVES DILENA: New York, NY;K Baier\ Torrey Pines Flight Park

Region 9 EDMUND DALE: Charlottesville, VA; R Ritenour

ADVANCED RATINGS

Foreign BERTOLD FEHRENBACH: South Africa; C Whitehill

Region 3 DONALD QUACKENBUSH: Sylmar, CA;True Flight Concepts OBSERVERS

PILOT: City, State; Observer /School Region 2 JOEL HASTINGS: San Rafael, CA; CL Bowen \Dunlap Flight Park

CLASS ONE TANDEM RATINGS

EDWARD DALE: Charlottesville, VA; Roger PILOT: City, State; Observer/School

Region 3 DON BAILEY: Chino, CA; D Engel \Southland Hang Gliding - MORRIE MAY: San Marcos, CA; K Baier\ Torrey Pines Flight Park- BRANT SWIGART: Kaneohe, HI; M Benson\ Tradewind~

Region 9 Ritenout

Region 2 ROBERT ORMISTON: Sunnyvale, CA; R McKenzie\High Adventure

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

Hang Gliding Books by Dennis Pagen , • Hang Gliding Flying Skills· Details on: \.._,o~· "' Beginning to intermedi~te training * troubleshooting takeoffs * Lan· -ii«}> r:>,0"' .,_,o~ ding problems Selecting equipment Glider mam\enance learning 't'-0 ~ (?'1> ,;,<o'-('1> to soar Traffic rules * complete index and much more! $9.95

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Learn about thermal soaring-A full 31 pages on thermal techniques will have you soaring like an ace. * Learn about speeds to fly-the key to efficient flying whether in com· petition or cross-country. * Learn about cross-country flying-How to fly further with safety.

Also: Perfecting turns * Handling turbulence Flying at altitude Using ridge lift Design concepts Parachutes * Performance tun· ing Cardinal speeds * Harness adjustment Competition and much more! $6.95.

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MAY 1989

• POWERED ULTRALIGHT TRAINING COURSE This is the only training course written by an ultralight instructor. Twenty lessons and related groundschools make this an ideal text for self-teaching and training school (dual and single place). Learn to fly safely in a carefully designed step-by-step manner. This manual is used by safety con· scious schools internationally.

**DEALER INQUIRIES INVITED** ( SEND CHECK OR CASH TO: SPORT AVIATION PUBLICATIONS P.O. Box 101 MINGOVILLE, PA 16856 Please rush me the books listed below: I QUANTITY D Flying Conditions ($6.95) C: Hang Gliding Flying Skills ($9.95) C Hang Gliding Techniques($6.95\ I C Powered Ultralight Flying ($11.95) C:: Powered UL Training Course($9.95) I Save 10% order two or more books!

Save-all five books for only 38.95!

I Total amount for all books$ _ _ __ Postage and Handling $1.60 I Overseas airmail if desired ($4.00/book) I TOTAL ENCLOSED - - - - - 1 SEND TO (Please Prin\) . NAME 1 ADDRESS I CITY,STATE: _ _ _ _ _ _ __ I COUNTRY/ZIP

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43

LOOKING FOR GOOD SERVICE? Look no Further.

We want your business...

And here1s what we're doing to get it!

g

BALL VARIONIEIERS INC. 6595 ODELL PL, SUITE C, BOULDER, CO 80301 (303) 530-4940

• A WIDE SELECTION OF GLIDERS. Select the model and

MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $530

color that's right for you. We carry a wide selection in stock or available for quick delivery.

• A COMPLETE INVENTORY OF PARTS. For your convenience, we carry most glider parts so that you dor,'t lose flying time waiting on delivery or pay astronomical freighf;eharges.

• A LARGE INVENTORY OF ACCE'$SbRIES. State-of-the-art 1 helmets, harnesses, p;rachutes, variometer%; altimeters and other for immediate selection and purchase.

MODEL652 VARIO/AUDIO DIGIT AL ALTIMETER/ AIRSPEED $640

KITTY HA WK KITES is a full service hang gliding school and dealer offering you:

PAIR AND TUNING.Qur,Jar~e :epa\r, t~ted for,your glider needs. '

JsSERV

MODEL M20 WRIST VARIO $250

C

• FREE SEMIJ;\l'Ajs. Through

year, we o~er'.seminars sc/ that you can hone your /lying skmt0 •tr@#t1tr >

• FULL-TIME PROFESSIONALS. We take pricle in our expertise and professionalism and we're there to service you.

BALLCLAMP $20 For More Information: Writef P.O. Box 340,I Nags Head, NC 279591or Call: (919) 441,4124

Available from hang glider manufacturers and dealers

EASY WHEELIN~ QUICK SAFE WHEELS No more hassles! No more excuses!

• Snap On/Snap Off Anytime-Anywhere • Affordable/High Quality • Rugged/Dependable Safety wheels protect you and your glider from injury on that occasional stave' em up landing.

A must for dealers with demo gliders. German made, thousands flying in Europe.

7" Diameter x 2-1/2"width Extremely lightweight Store in glider bag or harness Specify 111 or 1-1/8" base bar $45.00 PER PAIR SEND CHECK OR MONEY ORDER TO:

Morningside Hang Gliders RFD 2 BOX 109 Claremont, NH 03743 603•542•4416 DEALERS WELCOME

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

ROGALLOS 2 COMETS - 165 OVR 1 /2 $500, 165 C/2 less than 50 hrs $850, (505) 822-8586.

COMET 167 - Well kept, half battens, TE cord, great sink rate, $800, Chris (615) 843-0851.

COMET 2 185 - Half ribs, low airtime, well maintained, spectrum colors, new bag, $850. ALSO, GEM!NJ 184, well maintained, spectrum colors, $750. (703) 430--0057.

COMET 2 1/2165 - Half ribs, 43 hours airtime, original owner, immaculate condition, speedbar. $820.

(602)893-2523.

DELTA WING 160-X - Double surface, red/red-orange, good condition, low time, $500 OBO, Phoenix 6D 140, excellent trainer/ condition, rainbow, $400 0130 (806) 373-7539.

DREAM 165 - Dark blue LE/TE, rainbow colors, }"heels, very low hours, like new, $1350. Mark (213) 318-1471.

DREAM 205 - Excellent condition, supine or prone rigging. $1195. (916) 265-9284.

ATK DUCK 180 - $700, excellent condition, going overseas (303) 221-2657.

DUCK 130 - Black, Red, and White. Good condition, make offer. (619) 473-9743.

DUCK 160 - Excellent condition, great hang II-Ill glider $700. Pete (619) 480-1321.

MAGJC JV 166 - All race features, very good condilion, $1350. (714) 589-1912.

V1SION MARK IV 17 - 10 Hours, custom eagle on undersurface, nice color scheme, will ship,$1900. (619) 481-5345.

MAGIC JV 166-Full Race, all options 6.6 cloth low hrs.

9 condition $1600 OBO. (503) 668-8206.

VISION MARK JV FULL RACE- Demo, $1800, excellent condition (303) 755-2775.

MAGIC IV 166 FULL RACE- Low Low Airtime!Blue LE. Lite Blue Undersurface. Speed Bar. Faired. VG, and shipping tube. $1750. OBO (206) 535-0973.

MAGIC IV RACER 166-Safe edge, speed bar, 4.4 Red, White, Blue. Excellent conditions, $1450. (801) 2546141.

MAGIC fV FULL RACE 166-All options 6.6 cloth low hrs. 9 condition $1600 0130 (503)668-8206.

MYSTIC 177 - Excellent, Blue LE, Rainbow under, well cared for, speed bar, built-in antenna, V G, Steve (414) 282-4055 $1700/0ffer.

VISION MK fV-17 - New, $2100, Silver Wings (703) 53.3-1965 VISION MARK IV 19 - Never flown, no time to fly.

Also Eric Raymond Harness with chute. (704) 334-0405.

CAN'T AFFORD A NEW GLIDER ?? SAILS REPAffiED & REWORKED - Replace tom Leading Edge panels and make your old glider look NEW! Patches, half-battens, etc. Free estimates. 6 yrs. experience. Cindy Drozda, L/D Enterprises, 5000 Butte St. #183, Boulder, CO 80301 (303) 440-3579.

MYSTIC LITE 177 - VG, low hours. $1000. Greg (213) 519-7096.

WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116.

(415) SKY-1177.

LIGHT MYSTIC 177 -like new, low hours, $1520. (303) 278-9566.

WANTED -Quality used flight designs and UP kneehanger harnesses. (602) 897-7121.

PROST AR 160 -Sky blue & white, $400. Mike, (619) 576-2098.

WANTED - Quality used single-surface gliders such as: Harriers, Geminis, Dreams, Ravens, Seahawks, Lancers, Condors, Etc. (602) 897-7121.

PROST AR lI 165 - Low airtime, custom shootin~tar with multi-colored trail on gold and white sail. ee hanger harness, chute, Thommen Altimeter, Colver variometcr, helmet. Complete, $1850. (213) 943-7329.

RAVEN 229 - Mint condition used for tandem 15 flights. New bag, X-tras. $670. 0130. (916) 284-7849.

SENSOR 510A VG - Full race, excellent condition. $BOO, oBo. <412> 898-3219.

SENSOR 510 B - Full race $1150, 510 A 180 VG $850 (703) 533-1965.

1987 SENSOR 51013 - FULL RACE-Mint, very low hours, with half-ribs, 4.5 calandered TE, red Tri-lam LE, yellow B.S. $1895 or best offer. (404) 398-3541,398-3433.

WANTED- Excellent condition RA VEN 209,229. Lin (414) 542-0171.

NEW GLIDERS-At discount prices! Pacific Airwave, Wills Wing, UP, Seed wings, Delta. Silver Wings (703) 53.3-3244.

COLORADO HANG GLIDING 32 used gliders ........................................... $500-$2,000 Demo 220Dream ....................................... $1890 Demo Mark IV ........................................... $1800 Guaranteed Used Chutes ......................... $ 250 Brand New Chutes (intro price) ............. $ 325 Paragliders .................................................. $1620 Steel Carabiner, Stubai Rated 11,000 lbs. $16. All equip. inspected; shipped anywhere (303) 278-9566.

SENSOR 510 C - Dealer demo $2175 (805) %2-8999.

GENESIS ECLIPSE $1500. (716) 473-1811.

Excellent condition, 6 hours,

HP 1-1/2- Red, gold, while. Safe-edge down tubes.

Excellent performance for $800. Mike, (619) 576-2098.

HP 2 FULL RACE- Large cross bar, all options, great shi;r., low airtime. $2050. Also large Raymond Cocoon wi chute, 16 hrs. total use. $350. Call (602) 973-4925 Days or (602) 375-1331 Eves. Ask for Dan. HP II FULL RACE - Fly America colors, with stars.

Rode easy & put away dry! $1300 obo. HP 1-1/2 red, ~old, yellow, while. Colorado State record holder! poilerconnections. $1000, obo. Ondy or Ian (303) 4403579.

LIGHT DREAM 165 - Low hours, good condition, $800. AFRO 8000, $500, UP Harness with chute, helmet $350. (213) 540-7519.

LIGHT DREAM 185 - Tight sail, excellent, will ship $1380. (303) 278-9566.

LIGHT DREAM 205 - $900, Wills Wing knee harness and parachute, call (702) 454-9856.

LITE DREAM 220-Good condition, great for tandem $1200. (408) 733-9898.

MAGIC fV 155 4743.

MARCH 1989

V.G., Blue/White, $950. (916) 893-

TIIE HANG GLIDING CENTER SENSOR510 C-Full race, low hours, $2175, (805) 9628999 SENSOR 510 VG - Red and white. Good condition.

Make offer (619) 473-9743.

SENSOR 510, 165 1982- Gold LE, white undersurface with double French connection. $395. (408) 758-2539 SPORT - $1750, Sport full race $2300, Kiss - 2 new in stock, 3 Harriers, 4 Comets, Attack Duck, tow winch, CG 1000 harness for 6'1" hilot. All prices to sell. Rattlesnake Hang Gliding. Ric land, WA. Bill Morgan (509) 588-4807, Byron Jone (509) 627-3624.

SPORT AMERICAN 167 - Full race, excellent. $1900 OBO. Matt Beloit, Wisconsin. Days - (608) 362-9920, Night - (608) 362-8174.

SPORT AMERICAN167-Blue/White, 130hrs.,$1500.

Larry. (614) 467-2022.

SPORT EUROPEAN 167- Excellent condition, $1700.

Dave (806) 592-3138.

SPORT 167 - Full Race, Wht Tri/Lam LE, Yellow wedge, Magenta BS, Less than 20 hrs, $1900; SPORT EUROPEAN 167 FULL RACE, Yellow Tri/Lam LE, Magenta wedge, Orange BS, less than 20 Hrs, $2000.

Both gliders in excellent condition, Very Oean, Ask for Larry (703) 989-7438.

Magic Kiss ................................................... New 150 Sport, full race ..................................... New 167 Sport, full race ..................................... New 167 Sport, F.R demo .................................. $2275 167 Sport, spam F.R. demo ....................... $1975 167 Sport, spam .......................................... $1500 HP 2, full race demo .................................. $1975 Magic IV 166, race demo ........................... $1975 Vision MIV 17,19 ....................................... $New 4206-K Sorrento Valley Blvd .. San Diego, CA 92121 We have all kinds of new and neat stuff! (619) 450-9008.

HANG GLIING HANGER OF FRESNO W.W. HP II 88 Fr ........................................ $1800 Sensor 510 B-VG 87 FR .............................. $1600 PW Esprit 18 ............................................... $ 750 UP Comet C-2135 (new) ........................... $ 900 UP Comet C-2165 ...................................... $ 600 FD Demon 175 ............................................ $ 650 WW At Duck 180 ........................................ $ 750 FD Javelin's 168 (2) .................................... $ 500 & 350 FD Lancers 175 & 200 ................................ $ 450 & 350

~

v·s7\;~ri~;·$SOo·t ~i

~12'~~k~t;t~k..

Fresno, CA. (209}264-7627 or (209)431-2324

45

CLASSIFIEDS UP OVER NEW MEXICO INC. (505) 292-0647 CALIFORNIA New Gliders: Vision MIV 17,19 ............................. $2,000 188 Skyhawk ..................................... $1,700 Used Gliders: 1988 Sensor 510C FIR ..................... $2,500 1986 HPI ............................................ $ 900 1987 HPI ............................................ $1,000 1988 240 Dream ................................ $1,700 185 & 165 Dream .............................. $1,500 ea.

Ultralights: Pterodactyl w /340cc Kiuna $2,500

AIRTIME of SAN FRANCISCO- Hang Gliding and Paragliding Lessons- Sales -Service- Rental. All major brands represented. Large selection of 2nd hand equipment. Certified Instruction (USHGA and AP A). Next to Fort Funston. 3620 Wawona, San Francisco, CA (415) Sky-1177.

CHANDELLE HANG GLIDING CENTER- USHGA Certified school., "The best damn hang gliding shop in the world." Dealers for Wills Wing, Pacific Airwave, Delta Wing, Moyes, Seed wings and High Energy. Five minutes from Fort Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800.

RIGID WINGS FLEDGE III ET - New custom red, white, & blue sail, flown once. $1500. Contact Steve Lantz (702) 831-3472 or Second Chantz, Inc. (702) 329-9588.

SCHOOLS AND DEALERS

HANGFLIGHTSYSTEMS-USHGACertifiedtraining program featuring the combined talents of Dan Skadal and Erik Fair. We sell and service all major brands of gliders and accessories. New and used. S-MLG Sport, Skyhawk, HP II, Genesis Vision Mark IV, Magic Kiss. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444.

lHE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We prouclly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450--9008.

MISSION SOARING CENTER - Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills.

All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available.

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

NATURAL HIGH - Hang Gliding school. Personalized instruction and tandems. Glider repair, annual inspection and parts service. Dealer for Delta Wing, Moyes gliders and Wills Wing. P.O. Box 193, Green Valley Lake, CA 92341 (714)867-7961.

ALABAMA LMFP - Two hours from Birmingham (see our ad under Tennessee. (404) 398-3541.

ARIZONA ARIZONA WINDSPORTS - Largest hang gliding center in the southwest. Lessons utilizing the world's first man-made trainer hill. Dealer for Pacific Airwave, Wills Wing, Seed wings, Moyes, UP, High Energy, Ball andSeagul]Oassicparts.1327R Bell DEMarDr.,Tempe, AZ 85283. (602) 897-7121.

HANG GLIDER EMPORJUM- The best training hill in the west is in Santa Barbara, a hang gliding VA CATION PARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory.

Tues.-Fri. 10-5, Sat. 10--4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

-.:i

WORLD WIDE HANG GLIDING SAFARIS-Fiesch World Meet, plus Kossen and Tegelberg, July 1-15, 1989, $1,895 (includes air fare from New York). New Zealand, Jan. 15-29, 1990, $1,995. Tanzania/Rifft Valley, Feb. 15-30, 1990, $2,695 (including airfare). TransAndes Safari, Chile and Argentina, 1990, $1995 (including airfare).

DESERT HANG GLIDERS, USHGA Certified School.

Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 439-0789, 938-9550.

ARKANSAS OZARK MOUNTAIN HANG GLIDERS-Sales, service and instruction. Dealer for Wills Wing, Moyes, Eric Raymond harnesses. 8 Blue Jay Way, Conway, AR 72032. (501) 327-0698.

SAIL WINGS HANG GLIDING - Certified instruction. Authorized agent for Pacific Airwave, CG 1000.

FLY ARKANSAS. 200'-2000' sites. 5-day tours, spring and summer. Guide, transportation, accommodations.

1601N. Shackleford #131-4, Little Rock, AR72211. (501) 224-2186.

1-IlGH ADVENTURE-Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our 20 tandem accelerated training program is quick and thorough. Insltuctor Rob McKenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, mountain shuttle, towing seminars, XC trips, repairs, ratings. (714) 883-8488.

SANTA BARBARA HANG GLIDING CENTER. USHGA Certified School. Achim J. Hageman. 29 State St., Santa Barbara, CA. 93101 (805) %2-8999.

SOUTI-ILAND HANG GLIDING - USHGA ,ertified school. Pacific Airwave, Delta Wing. Try a "Magic Kiss." 28882 Woodspring Circle, Trabuco Canyon, CA 92679. (714) 589-0109.

r--------------------------------------,

I USHGA CLASSIFIED ADVERTISING ORDER FORM I 40 cents per word, $4.00 minimum. (phone numbers-2 words, P.O. Box-1 word) I photos-$11.00 Deadline-20th of the month, six weeks before the cover date of the I issue in which you want your ad to appear (i.e., June 20 for the I August issue).

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

I Prepayment required unless account established.

I Please enter my classified ad as follows: I I II Number or words:

@ .40 =

Section (please circle) Rogallos Emergency Chutes Parts & Accessories Business & Employment Miscellaneous

Schools and Dealers Ultralights Rigid Wings Publications & Organizations

Begin with 19_ _ issue and run to r consecutive issue(s). My check 0, money order 0, is enclosed in the amount of $

NAME: ADDRESS: PHONE·.

I I I I I I I I I I I II

L _________ USHG~.O. Bo~300, Col~_'.:.ado Spring~~8093~72:_) 632-8300 _ _ _ _ _ _ _ _ _ _J 46

HANG GLIDING

CLASSIFIEDS TORREY FLIG!-IT PARK, INC. - At the launch of the world famous TorrUr Pines Glider Port, one of San Diego's highlights! nmatched convenience for pilots and spectators. Refreshments and souvenirs at the Cliffhan].cr Cafe. Cerlified Training program featuring tan cm soarintlessons. New, used, rental and demo equipment by elta Wing and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202.

TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Our head instructor has over 12 [cears teaching experience. Only minutes from our ocal Kagel Mountain flying site. 13243 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

WINDGYPSY - Certified tandem instruction, daily, year-round. Only full service facility in LAKE ELSIt\ORE Gliders and ~uipment new/used from Delta Wing. Moyes, UP, ills Wing. MEXICAN HANG GLIDING SAFARIS 33041 Walls St., Lake Elsinore, CA 92330. Call Paul Bums, (714) 678-5418.

WINDSPORTS, INTL-Hang Gliding School-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) 988-0111.

COLORADO COLORADO HANG GLIDING - USHGA Certified School, dealer all brands. Towing and paraglider inst.

Bell helmets. (303) 278-9566.

ILLINOIS

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

MICHIGAN PRO HA NG GLIDERS -Serving the flying community since 1978. Michigan's only USHGA Certified school, specializing in towing. Step Towing available to qualified pilots, given bL Advanced Instructor, Examiner, Observer Norman esnow. Representing Wills Wing. Seed wings, Delta Winl Contact 569 W. Annabelle, Hazel Park, Ml 48030, ( 13) 399-9433.

NEVADA HIGH SIERRA SPORTS - dealers for Delta Wing.

Wills Wing. Pacific Airwave. USHGA certified training and ratings including tandem. Sierra tours and rentals available. Carson City and Reno locations. 2303 N. Carson St., Carson City, NV 89701. (702) 885-1891.

NEW JERSEY

EAGLE'S NEST School of Han~Gliding - USHGA certified school. Dealer for Delta ing.Padfic Airwave and Wills Wing. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498.

MOUNTAIN WINGS hang gliding center-See our ad under New York.

GOLDEN WINGS-Sales, Service, Instruction. Dealer for Wills Wint Delta W~ Pacific Airwave. 1108 Miners Alley, olden, CO 401, (303) 278-7181/2797951

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

L/0 ENrERPRISES-Frame and sail repair; Parts and accessories Cindy Drozda, 5000 Butte #183, Boulder, co 80301 (303) 440-3579.

NEW YORK

CONNECITCUT MOUNTAIN WINGS hang gliding center-See our ad under New York.

FLORIDA LOOKOUT MOUNTAIN FLIG!-IT PARK under Tennessee. (404) 398-3541.

See ad

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

HAWAII MAUI SOARING SUPPLIES-Guided rentals, PacAir, Genesis, Mark IV, Wills Wing ~ort. Certified lnstruction. Box 780, Kula, HI 96790 ( 8) 878-1271.

IDAHO TREASURE VALLEY HG - USHGA CFI, service/ sales, Pacific Airwave, UP, American Windwri~ht, La Mouette. 11716 Fairview, Boise, ID 83704, (20 ) 3767914.

NEW MEXICO

FLY ELLENVILLE MOUNTAIN-Visit our new hang gliding center at the base of the mountain, between launch and landing. Train on one of our five exclusive training hills or try one of our simulators at the area's only flight park. We're the ones for certified instruction using only Delta Wing Lite Dreams. Exclusive dealer for Seed wings, Pacific Airwave and Delta Wing with demo gliders and rentals. Full line of accessories, new and used gliders. Mail orders, VISA/MasterCard accepted. Stop and pick up your gate combo and flight pass at: MOUTAIN WINGS, INC., 150 Canal St., ELLENVILLE, NY 12428 (914) 647-3377 (WE ARE THE COMPETITION).

FLY HIGH HANG GLIDING, INC. -Serving N.Y. City/ Albany,Jersey, Connecticut areas. (On Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist.

Also all other major brands, accessories. Cerlified Instruction. 10 years experience. Quick repairs. Area's most INEXPENSIVE prices. ATOL truck towing!

Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

SUSQUEHANNAFLIG!-ITPARKINC.-CentralNew 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) 866-61 3.

SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Scivice for all major manufacturers. 40 acre park, 5 training hills,

MARCIi 1989

jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. 35 Catherine Street, Mohawk, NY 13407, (315) 866-6153.

THERMAL UP, INC. - Most complete h~ gliding shop in area. Located on top of Ellenville ountain.

USHGA Cerlified Instructor and Observer. Concen!rating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering experl sales and service with lowest ~rice in area. Large mail order inventory. Tom Aguero, .0. Box 347, Cragsmoor, NY 12420. (914) 647-3489.

NORTH CAROLINA KfITYHAWKKITES,INC.-P.O.Box340,NagsHead, NC27959(919)441-4124. Learn tohangglideonJockey's Ridge, the largest sand dune on the east coast, just south of where the Wright Brothers' first flight took place.

Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts.

SAURATOWN KITES - Winston Salem (919) 9452327. Hang Gliding School w I certified instructor.

Dealer for Wills Wing. Pacific Windcraft & Delta. New and used equipment.

OHIO SKYWARD ENTERPRISES - Cerlified instruction, airframe and sail repair, disassembly inspection, Pacific Airwave gliders. Mario Manzo, 2259 S. Smithville Rd., Dayton, OH 45420 (513) 256-3888 (eves).

NORTH COAST HANG GLIDING - Certified Instruction. New & used 15!ders. Specializing in Pacific Airwave fcders. Mike el Signore, 1916 W. 75th St., Oevelan , OH. 44102 (216) 631-1144.

OKLAHOMA OKLAHOMA HANG GLIDING CENTER- USHGA Cerlified instruction. Wills Wing. Seedwings, Delta Wing and other major brands. New and used equipmen!, instruments, parachutes, and service. OKC, (405) 943-5484.

OREGON SOUTHERN OREGON HANG GLIDING - USHGA cerlified instruction. Our students have doubled their airtime since we starled using a small ATV to pull the gliders b.ack up the hill. Scenic lakeside training site with camping near Ashland, OR. (503) 479-9531.

PENNSYLVANIA MOUNTAIN WINGS hang gliding center-See our ad under New York.

TENNESSEE HAWK AIRSPORTS - New and Improved h~ gliding! Attention Novice and beginners! New degree training hill designed and built specificalluor you. ConvenienUylocated. Fun! Fun! Fun! Clinch tn.

- The longest ridge, two launches. The popular light wind indicator Windsok. Brochures available. Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., 251 North Boyd's Creek Rd., Sevierville, TN 37862, (615) 453-1035.

LOOKOUT MOUNTAIN FLIGHT PARK - Since 1978, Southeast's largest USHGA-certified mountain flight school. Complete training, from grassy,gentlysloping training hills lo soaring high dbove Lookout Mountain. Ourspecialty: getting you your first mounlain flights. Lesson packages, USHGA ratings, glider

47

CLASSIFIEDS and mountain bike rentals, camping, local site information. Largest inventory of new and used hang gilders and mountain bikes, harnesses, helmets, Instruments, T-shirts. Repair services. We buy used gliders, equipment! Send $1.00 for brochure, rates, directions, accommodations information. Twenty minutes from Chattanooga, Tennessee. Route 2, &ix 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 3983541 or 398-3433.

SEQUATCHIE VALLEY SOARING SUPPLIES Dealers 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 Henson's Gap site. For personal service you can trust call Valley Soaring, Rt. 2, &ix 210, Dunlap, TN 37327 (615) 949--3384, (615) 949--2301.

TEXAS

INTERNATIONAL DEALERS JAPAN

Distributor major brands hang gliders (Ainvave, 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.

PRIMO AIR MITTS-standard with shiny Lycra exterior. $28.50 per pair. Plush or terry cloth interior, $35/ pair. Shipping $2.00 per pair. Mitts in stock for fast delivery. 8 BlueJayWay, Conway, AR 72032. (501)3270698.

SWITZERLAND SWISS ALP HANG GLIDING SAFARI-For quick, easy flying May to October, call or write Ron Hurst, Jostenstr. 21, 8854 Galgenen, Switzerland, Dir. Dial USA 011 41 55 645229.

Tired of being a test pilot? Move up to the finest in proven towing equipment. Info pack $2.00. Trust your airtime to the professionals, ATOL, Inc.! 501 82nd St., Lubbock, TX, 79404 (806) 745-9633.

EMERGENCY PARACHUTES PARACHUTE-- Excellent condition, never used $175 (805) 648-1651.

AUSTIN AIR SPORTS-Still the one in central Texas, quality service since 1978. Instruction, sales, rental, and a complete airframe & sail repair facility. 1712 Waterston, Austin, TX 78703 (512) 474-1669

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installed and replaced. Airtime of S.F., 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

UTAH

Brand new 20, 22 gore parachutes, special price $325.

Colorado H.G. (303) 278-9566.

BLACKHAWK BODYSACK CG HARNESS with case, custom made, $395 including shipping, also Pods $395.

Silver Wings (703) 533-1965.

FLY UTAH WITH PARTS & ACCESSORIES Glider bags - Generic, light, strong, 22' length. $65.

(303) 278-9566.

S YSTEK III VARIO - New compact design, mount included, rugged meter, long battery life, optional down audio, altimeter, earphone jack. Price $159. Repair I replacement warranty, dealer incentive program. SYSTEMS TECHNOLOGY, Inc.P.0. Box585,Seymour, TN 37865.

FREEDOM WINGS IT'S WINTER (801) 943-1005 OR 561-5208, 9173 FALCON CIRCLE, SANDY, UTAH 84092.

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

THE SPORT PROTECTOR-Get this innovative chafe protector of sail maker's leather w I velcro closures. Easy inspection, easy installation. Currently available for HP, HP-faired, and Sport. 2 week delivery. $25 plus $2 shipping. Jodi Rosengren, 140 Pennsylvania, San Diego, CA 92103.

VIRGINIA SILVER WINGS, NC.- Certified instruction & equipment sales. Pacific Airwave N. VA. (703) 533-1965.

TUBING, WHEELS, BOLTS, BRACKETS, DACRON plus much more. Free tubing price sheet or send $5 for complete catalog. Leading Edge Air Foils, Inc., 331 S. 14th Street, Colorado Springs, CO 80904. Phone (719) 632-4959.

WASHINGTON AIRPLA Y'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.

Magic, Wills, Delta Wing. We stock new /used. Rattlesnake Hang Gliding, Richland, WA. Bill Morgan (509) 588-4807, Byron Jones (509) 627-3624.

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

Patent pending. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.

SNOOPERS - in stock, $85 (703) 533-3244.

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

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STEEL CARABINERS-$16.20. Stubai 11,000 lb. Colorado HG. (303) 278-9566.

MAXON RADIO CASE-Protects your radio! Velcros around harness strap. Many colors available. $18.

EXTRA WARM BAR MITTS, Roomy and Jong 1/4" Neoprene, S-XL, $32/pr. BAR MITT MAP HOLDERS, Easy to read your map while flying! $10/each. GLIDER BAGS, BATTEN BAGS, HARNESS BAGS, GUDER SAIL AND FRAME REPAIR L/D ENTERPRISES, Cindy Drozda, 500 Butte #183, Boulder, CO 80301 (303) 440-3579.

HANG GLIDING

/\fro Cross Co1mtry 8000 ...................................... $1050.00 /\fro Cirrus HOOO ..................................................... $950.00 /\fro Owens Valley 8000a .... .. .. $899.00 /\fro Cumulus 8000 ..................... .. .......... $595.00 Vario Analog........................ .. ... $350.00 Digital Vario........................... .. ............ $279.00 Pocket Combi,Vario Altimeter. . $490.00 Pocket Vario ......................................................... $329.00 Pocket Altimeter withVario Audio ............................ $395.00 Pocket l\ltimoter, digital .......................................... $325.00 Aire Thermo Snoopy ............................................. $199.00 Analog Air Sp,md Indicator.. .. ............ $149.00 Camera Support .................................. $54.00 Stopwatch........... .. ........ $49.00 Compass 48mm . .. $49.00 Speed Flings .. .. $12.00

Aorocom Vario ....................................................... $199.00 Aerocom Cockpit-Vario, Ah., Airspeed ................ $600.00 MISCELLANEOUS Ballistic flRS 4HG ................ .. .......................... $769.00 Maxon FM Radio, Portable $319.00 Microphone ............................................................. $39.00

PARACHUTES Higl1 Energy 20-0ore .. .. .................... $345.00 High Energy 22-0oro .. .................... .. .................. $365.00 Handbury Chute .......... .. ........................ $345.00 HARNESSES Eric flaymond Equalizer, from ................................. $490.00 Eric Raymond Streamliner, from ............................. $425.00 High Energy Sports Cocoon..... .. ........ $295.00 High Energy Sports P.O.D. ...... .. ......... $425.00

Flytoc Data Flight Flytoc Data Flight Flytoc Pilot 1 Litek VE 12 l.itok VE 7 flall 652

.... $575.00

=•,.,1'..1-~=Toll Free: l (800) 222 .. 6430 Advanced Air 29 Santa (805) 962-8999 FAX: (805) 964 ..3337 24 Im,.

NEW GLIDERS Moyes GTFl, from .............................................. $2696.00 Moyes Mission, from ....................... .. ........ $2195.00 162 World Beater, Pink LE ............ .. .......... $2950.00 151 World Boater ............ $2G95.00 UP Axis, from ........................ .. .......... $2695.00 Doha Wing Light Dream, from ............ $18()5.00 Deha Wing Super Dream, from ...................... $2195.00 USED GLIDERS Sensor 510 C Dealnr Demo ............................... $2190.00 Sensor 510 C Full Race, low hours.... .. ....... $2190.00 Sensor 510 C Full flace,fact. pilot glider ............ $2250.00 Sensor 510 A VG, cloan ....................................... $850.00 WW Sport Europ., low hours ... $1450.00 WWHP ................................ ...$1200.00 WW Skyhawk 180 ............................................... $1250.00 WW Duck 180 ....................................................... $695.00 Wills Wing Skyhawk 160, low hours ... $1270.00 Lite Dream 220, less than 4 hrs. ..... .. .... $1550.00 Ufl Axis, demo ................. $2490.00 NEW ITEMS Lightweight Oxygen System ................................. $699.00 Oxygen, four flow meters, incred. duration... .. .... $495.00

Discover

CLASSIFIEDS

SEN I EK THE SENTEK VA RIO: All you need is audio and a low price. Audio for lift and sink, volume control, very sensitive. $129. THE SENTEK ALTIMETER: Vario plus digital altimeter. 10 ft. scale to 20,000 ft. ground level adjust. $259. For info write to: SENTEK, 14327 27th Dr., Mill Creek, WA 98012 (206) 337-9575.

FINALLY A HAND FAffilNG THAT WORKS! Grade A sheepskin keeps hands WARM throughout all temperature ranges. Send $47 to WYO AEROLITF5, 1739SouthMitchell,Casper, Wyo. 82601 (307) 235-3367 days or 265-4621 nights. Stop your misery now.

ATOL TOW SYSTEM - 1 YEAR OLD, NEW ROPE. PERFECT CONDmON. $4000 OBO. Wasatch Wings (801) 571-4000.

INSTRUCTORS W ANfED - Prefer certified but will train qualified people. Advancement opportunities include tour guiding and management. Western Hang Gliders, P.O. Box 828, Marina, CA 93933. (408) 3842622.

WE NEED YOUR TALENT-We're looking for certified hang gliding instructors. Basic and advanced with experience. Full-time, salary negotiable, housing available. MOUNTAIN WINGS Flight Park, INC., 150 Canal St., ELLENVILLE, NY 12428 (914) 647-3377.

CERTIFIED INTRUCTORS Needed-All of our training sites face every wind direction! Live in and fly the beautiful southwest. Please phone: Arizona Windsports (602) 897-7121.

PUBLICATIONS & ORGANIZATIONS

UL1RALINE - The ultimate hang gliding tow line.

Lighter, stronger and higher UV protection than polypropylene. $5.50/100'. Volume discounts. Cajun Hang Gliding Oub, 110Kent Circle, Lafayette, LA 70508 (318) 981-8372.

Custom Hang Glider Bags - High quality, starting at $80. (916) 21?3-3046, P.O. Box 804, Quincy, CA 95971.

BUSINESS AND EMPLOYMENT OPPORTUNITIES

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 8300, Colorado Springs, CO 80933.

The Famous "Lambie Lid" -Aerodynamic Hang Glider helmet, $65 postpaid. State size and 3 choices of color.

8160 Woodsboro, Anaheim, CA 92807 (714) 779-1877.

SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight.

Full membership $35. Info kit with sample copy $3.

SSA, PO Box E, Hobbs, NM 88241.

ROBERTSON COCOON -Med. $100, Flight designs cocoon lg. $50 UP Knee Hanger $40. Bill (602)434-6485.

UNDERSTAND YOUR WING- Dr. Horten's book "Flying Wing," third bi-lingual printing, now available from Scott Airpark, Rt.1, Box 239, Lovettsville, VA 22080. $45.-PP, Check or M.O.

It's

MAN BIRDS: Supply Limited.$7.95/ 1, $4.95/5 or more, $1 ea. shipping. 1811 Beverly Glen Dr., Santa Ana, CA 92705.

Torrey

VIDEOS & FILMS

Mountains

Time!

March is the traditional beginning of the soaring season in San Diego.

Torrey Pines--Spring cold fronts turn up the smooth coastal winds at one of the world's convenient hang gliding sites. San Diego Area Mountains-Early season cross-country flying is excellent, as the unstable air and our famous convergence fire up.

Torrey Flight Park, Inc. invites you to join in the action. We offer: • Rental Equipment • Mountain Excursions • Beginner Through Advanced Training • Delta Wing and UP Products Special events: April 1-2: Paragliding Clinic. April 15-16: Instructor Certification Program.

For more information contact:

Torrey Flight Park (619) 452-3202 2800 Torrey Pines Scenic Dr. San Diego, CA 92037

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The Cruise X-C Suprone Pod - Total comfort and customized to your needs, For details contact Steve Dyer, P.O. Box 4504 Federal Way, WA 98063. (206) 3834675.

WATER LAUNCH & LANDING TOWING SYSTEM - Perfected aero-float and bridle-release system. Perfect every time. Complete kit: Aerofloats, 2:1 bridle w I 3-ring releases, VHS tape, installation & operation instructions, enclose $375.00 Check or Money Order.

State keel tail outside diameter with order. Aero-Float Towing Systems, P.0.Box 2240 Lake Havasu City, AZ 86403-0127.

CG 1000 POD HARNESS - with radio pocket, 1988, excellent condition. (603) 643-5277.

WINCH - Vehicle mounted, 3,000 ft. 1/8" sheathed, Kevlar line, adjustable tension. $750 OBO/Trade? Calif.

(916) 587-1211. Photos available.

MAXON RADIOS-· $295, vehicular charger /25 watt mobileunit,$295. Great prices on all Maxon accessories.

Rocky Mountain Glider Co. (303) 331-2841.

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MOUNTAINS HIGH - is a professional VHS videotape by the producer of TELLURIDE! Includes footage of the 1988 hang gliding festivals at Telluride and Silverton, CO. Watch aerobatic highlights, ATOL truck towing and incredible flying, including aerial footage. $35 plus $3 shipping. Calif. residents add state tax.

TELLURIDE! also available, $35. Robert Reiter, 1539 63rd St., Emeryville, CA 94608 (415)655-0615.

PAUL'S VIDEO PRESENTS - Tom Tatum's "Daredevil Flyers" with Chuck Yeager featuring '82 aerobatics in Telluride, $45.00. '88 World Meet "USA in Australia" $40.00. '87 Telluride Festival & Aerobatics $35.00 P.O. Box 1662, Telluride, CO 8143.5. (303) 728--3217.

MAXON RADIOS - $325. New hang gliding legal frequency (see July'88issue).lncludes charger case and warrantee. Best prices on Maxon Radios and Accessories plus fast reliable service facility. Pendulum Sports Inc. (719) 539-3900.

HANG GLIDING

,------------, : The Next CLASSIFIEDS MISCELLANEOUS

STOLEN WINGS RAYMOND EQUALIZER POD HARNESS - Black and While with rainbow chevron, size 5'7", 135 lbs.

Ball flight deck #652 - SIN 7067. Odyssey parachute, red, 24 feet, SIN 1536. Bell helmet, 10 years old. All in large tan flight bag. Stolen Feb. 26, 1989, Wheatridge, CO area. Contact Harty J Geisler, 6890 West 33rd Ave., Wheatridge C0,80033. (303) 233-2976.

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COLOR PHOTO ON T-SHIRT -send color photo (3x5, 5x7, 8x10) (returned intact); DYED on 100% cotton Hanes T-shirt - PERMANENT. Only $13.95 (add $2.50 S & H) (S/M/L/XL) 1st 11ME ORDERS - $2.00 OFF! You supply shirt, $2.00 off! Computer process, BEAUTIFULcolors,HIGH resolution, wash resistant. TERRIFIC WAY TO SHOW OFF YOUR FAVORITE GLIDER SHOT! For quantity discounts, dealer inquiries, call (818) 792-8504. Graftek, 2245 E. Colorado Bl. 104-109, Pasadena, CA 91107.

"I SOAR" - Bumper sticker, 3 colors with picture. $2.00 plus .50 cents postage/handling. Ron Smith, Box 394, West Frankfort, IL 62896.

SAILMAKING SUPPLIES & hardware. All fabric types.Massachusetts Motorized, P.O. Box542-G, Cotuit, MA 02635. (413) 736-2426.

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

PATCHES & DECALS- USHGA sew-on emblems 3" dia. Full color- $1. Decals - 31 /2" dia. Inside or outside application. $.25 each. P.O. Box 8300, Colorado Springs, C080933.

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. USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300.

The rate for classified advertising is $.40 per word (or group of characters). Minimum charge, $4.00. A fee of $11.00 is charged for each photograph or logo. Bold face orcaps$.55 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 11 /2 months preceding the cover date, i.e. November 20 for the January issue. Please make checks pay a hie to USHGA: Oassified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, co 80933 (719) 632-8300.

BUMPER STICKERS-Custom-printed, any message!

15 letters/spaces per line, 1-2 lines. Flourescent red letters, black background. $.5. Siesholtz,P.O. Box 600145, Miami, FL 3.3160.

HP I - Black LE. Yellowundersurface, white top and paucha insignia on underwing, alone forever sticker on right undersurface. Orange flight bag, w/black flight designs. Cocoon harness, yellow Romer helmet, flight suit. Stolen along with truck on Nov. 15th, 1988.

MAGICIII177-Gold LE. (small tears on LE.) Blue undersurface. Small blue wedge on main body. Stolen in Portland, OR, in August 1988. Contact Oregon Airwave (503) 245-2636.

INDEX TO ADVERTISERS Advanced Air Technology .......................... 49 Aerial Tease ................................................... 17 AirWorks ......................................................... 7 American Windwright ................................. 49 Ball Varios ...................................................... 44 Brauniger ......................................................... 9 Brede! Tours .................................................. 52 BRS .................................................................. 51 Colorado Hang Gliding ............................... IO Delta Wing .......................................... 21,52BC Hall Bros ........................................................ 52 Hang Flight Systems .................................... 17 HG Center of San Diego .............................. 19 High Energy Sports ...................................... 52 Kitty Hawk Kites .......................................... 44 LMFP ............................................... 10,11,41,51 Microflight ..................................................... 31 Morningside HG ........................................... 44 Moyes ........................................................ 13,14 Pacific Airwave ............................................... 1 Publitec ........................................................... 10 Ron Hurst ....................................................... 37 Seed wings ........................................................ 4 Sport Aviation ............................................... 43 Torrey Flight Park ................................... 17,50 UP International ........................................... 40 USHGA ..................................................... 2,JBC Western Hang Gliders ................................. 37 Wills Wing ..................................................... 16 World Team ................................................ IFC

Look to Lookout for ... . . • first mountain flights!

We specialize in first mountain flights! If you haven't flown a mountain yet (or if you're looking for more mountain ex· perience), come to Lookout. More than 100 new moun· tain flyers get their first mountain flights at Lookout each year, and there are good reasons wfly: , • experienced, certified

•1111••••1 • ~~~~f~f~·J~8~t

ti~ool lo fully prepare you • easy cement launch ramp and 32·acre landing field

: Bi~~J~~?~li~n;v~11~61e • fully·slocked~ro Shop • camping in landing field

Lookout Mountain Flight Park A full-time, USHGA-certified school Rt. 2 Box 215·H, Dept. HG, Rising Fawn, GA (404) 398-3433 or 398-3541.

30738 Sena $1 for BROCHURE.

Year-round Lessons Sales & Service MARCH 1989

: Generation.

1 ••• RocketDeployed Hang Glider Parachutes.

B R S - 4 - H G Model INFORMATION • 1 • System designed and thoroughly in-flight tested by WorldClass pilot Bruce Case (in consultation with Wills Wing).

•2• Rocket-fast, 2-second deployment with low altitude capability.

• 3 • Less likely to entangle in a spinning or tumbling glider.

•4• Safe pilot operation.

•5• Integral, harness-only installation (no glider attachment!) .

•6• Protected against accidental deployment; system not "armed" until firing handle is pulled.

•7• Resistant to handling abuse.

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BRS, Incorporated 1845-HG Henry Avenue South St. Paul, MN 55075 612/457-7491-FAX 612/457-8651

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Hang Gliding Lesson #1 Fly hard, fly safe, fly with High Energy Sports To reduce risk of bodily injury or death while hang gliding you need a complete safety system. From your glider to your hang straps you need to know you have the best system for you. We at High Energy Sports specialize in harness-parachute systems designed for the worst circumstances.

COCCOONS, PODS, PARACHUTES, etc.

• Flat Circular Solid Gore Construction • Vent Cap Covering Apex Hole • 1/2" Tublar Nylon Reinforcement At Apex • All Seams Reinforced With Type ID Webbing • V-Tabs At Each Line Attachment • Type XVID Bridle • Parachute Safety Lock System • Continuous Webbing Sewn With Five Cord Thread • Each Harness Custom Sized • Safety Back Strap • Adjustable Padded Leg Straps • Two-Week Delivery • Custom Options • Your Choice Of Colors

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

RIO DE JANEIRO FL YING TOUR August until December - open Minimum of 2 persons - For Hang II thru IV PRICES INCLUDE: • First-class hotels with private • Transportation bath, sharing double occupancy.

• Rides up • Breakfast included • Retrieval • Bi-lingual guide service • GLIDERS PRICE U.S. $90 PER DAY CONTACT: Patrick Bredel barao de jaguaripe 323/3 lpanema Rio de Janeiro RJ 22421 Brazil (21) 259-0159 FAX (21) 239-7339

I! , 0

The Hall Airspeed Indicator

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Airspeed Indicator with Long Bracket

Control Bar Protectors

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

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Airspeed Indicator ......... $21 .50 Long Bracket .

6.50 Foreign & C.O.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels.

Specify 1" or 1-1/8" control bar.

Wheels - $20.00/pa,r Foreign & C.0.D. orders add $2.00 Hall Brothers P.O. Box 771-H , Morgan, UT 84050 MasterCard I Visa I COD Phone Orders

(801) 829-3232 FAX (801 l 829-6349

• MEMBERSHIP APPLICATION • 111111•·-------,

J

(Please Print)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY_ _ _ _ _ _ _ _ _ _ _STATE._ _ __ SEX (M/F) _ __ D NEW MEMBER

D RENEW I USHGA #_ _ _ _ _ _ BIRTHDAT E _ ~ - - ~ _ __

FULL MEMBER - - - - - - - ·

FAMILY MEMBER

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

ANNUAL DUES: $19.SOforeachFamily Member, who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.

SUBSCRIPTION ONLY

THREE-MONTH MEMBER

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

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

3-MONTHDUES: $15.00. Full Member privileges, three issues of Hang Gliding magazine, liability and property damage insurance. I need not be a rated pilot to be a member.

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

D FULL MEMBER ($39.00, $42.00 foreign)

Charge my

D MasterCard

NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

0 NEW MEMBER O RENEW I USHGA # _ _ __

D FAMILY MEMBER(S) ($19.50 each) D THREE-MONTH MEMBER ($15.00) D SUBSCRIPTION, one year ($29.00, $32.00 foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign)

D VISA

CardNo._ _ _ _ _ _ _ Ex. Date._ _ __

Charge Card Service Charge_ _ __

Signature_ _ _ _ _ _ _ _ _ _ _ __

Total _ _ __

UN~T!E!D STATES Hfo\!NJG Gl~!D~!NJG fo\SS!Nlo~ ~!NlCa P.O. BOX 8300, Colorado Springs, Colorado 80933 (719) 632-8300

revised 11/88

Four good reasons to hook into a

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

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

Rea_, .:ig oward higher altitudes, your LITE DREAM still amazes, performing with grace and ease. As you perfect your talents, the UTE DREAM is ready to · :cept new challenges, even aerobatics!

HANGW , ,, ,..,, ce pilots choose to renew the learning cycle by introducing newcomers to hang gliding with a thrill,ng 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.

I\

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

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