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

(USPS 017-970-20)

by .Tim Wilson Jim sets the West Virginia XC record with a flight of 77 miles.

by Doug Hildreth The same causes, the same mistakes.

by Russ Locke Russ discusses the new foot-launched parachutes.

article and photos @ 1987 by Dennis Pagen The LR2 combines a variometer with a digital altimeter that reads in IO-foot increments.

by .foe Greblo illustrations by Dave Lynch

by Fred Leonard, M.D. A look at a chronic problem for many, that is particularly troubling for hang glider pilots.

A safety report on the ins and outs of thermaling in congested conditions.

by Jeff Greenbaum and Ken Maxfield photos by the authors

3 Airmail

7 Update 8 Calendar

A tour of a hang gliding paradise.

8 Competition Corner 11 Milestones Ratings And Appointments Classified Advertising 42 To Advertisers

COVER: John Heiney soaring his Delta Wing Mystic. Photo by the pilot.

CENTERSPREAD: 'I'dndem flying with an escort. Photo by John Heiney.

DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © United States Hang Gliding Association, Inc. 1987. All rights reserved to Hang Gliding Magazine and individual contributors.

MARCH 1987

Clean sweep of ''Flatlands'' 1st 2nd 3rd and 4th by MOYES GTR

The incredible GTRs just keep on winning. Mark Newland after a great win in the U.S. Nationals, won again at Flatlands flying the latest refined GTR. The Duncan brothers Russell and Ricky, and Ian Jarman, took 2nd, 3rd and 4th with three of last years gliders that have had a thorough workout in last years competitions, showing Moyes quality and design is so advanced that you can be fully competitive in your Moyes GTR for years to come.

Moyes California. 22021 Covello Street Canoga Park, Los Angeles Ca91303 (8 18) 887 3361 Moyes Australia. 173 Bronte Road, Waverly. N.S.W. 2024 Australia Tel. (02) 387 5114, FAX: (02) 387 4472 TELEX: AA12 1822 SY32 4 6

'The success felt extra good" said Bill Moyes, "because this was the first time all the top pilots could compete in the "Flatlands" due to an overlap of the Buffalo championships:· Bill Moyes designed a superb towing system "The Pogo Stick" for the "Flatlands" competition and was a great contribution to the Moyes clean sweep as it performed without a hitch. If you want a failsafe towing system or the most winning glider, contact:

Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Consultanr Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Wi'iter Harry Martin, Il/ustratcr Office Staff: Cindy Brickner, E,ecutive Director Amy Gray, Manager Joyce Isles, Ratings

USHGA Officers: Russ Locke, President Dick Heckman, Vice President Bob Collins, Secretary Dan Johnson, Treasurer Executive Committee: Russ Locke Dick Heckman Bob Collins Dan Johnson Cindy Brickner REGION 1: Jeff Bennett, Ken Godwin. REGION 2: Russ Locke, Jay Busby. REGION 3: Steve Hawxhurst, Walt Dodge. REGION 4: Jim Zeiset, Bob Buxton. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: Bruce Case, John Woiwode, REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims. REGION 10: Rick Jacob, Dick Heckman. REGION 11: Warren Richarson. REGION 12: Pete Fournia, P'aul Rikert. DIRECIDRS AT LAROE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EXOFFICIO DIRECTOR: Everett Langworthy. HONORARY DIRECTORS: Bill Bennett, Mark Bennett, Joe Bulger, Eric Fair, Bettina Gray, Doug Hildreth, Gregg Lawless, Mike Meier, Rich Pfeiffer, Bob Thompson. The United States Hang Gliding Association Inc. is

a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FA1), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHOA supervision of FAI-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-g)()) is published monthly by the United States Hang Gliding Association, Inc., whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065, 398-0198. Second-class postage is paid at Los Angeles, Calif. The typescning is provided by 1st Impression Typesetting Service, Buena Park, Calif. The USHOA 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 ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $77.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label form a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANO GLIDING ASSOCIATION, P.O. BOX 66306, LOS ANGELES, CA 90066.

MARCH 1987

VOLUME 17, ISSUE No. 3

AIRMAIL

VISITING THE LANDING FIELD Dear Editor, I would like to address a problem that has already caused accidents and with the prevailing attitudes surely will cause more. The problem is pilots landing in fields they have not visited previously. When I first learned to fly in '73 I learned that, in addition to studying other aspects of a new flying site, I should walk the landing field to completely familiarize myself with the dimensions of the field, any hidden obstacles and to formulate the best landing approach in a variety of conditions. For many years it seemed as though most pilots did just that. As cross-country flying began to occur more and more frequently it became more common to pick landing areas from the air. Nowadays, newer pilots seem to not make any attempt to walk landing fields before landing in them the first time. The reasoning is that when you go cross country you don't know where you will land so there is no alternative. The truth is in many cases that they do have a pretty good idea which way their flight will take them and even know in what places they will land. Somehow they figure that because they hope to fly beyond, they will only land there in an emergency, so since it is an emergency they must figure that don't need to walk the field. I'm not sure what the justification is but my point is this. If you ever land someplace you have not walked around before, you are literally betting your life that you can spot all the obstacles (including electrical wires), determine the best approach and have a good landing. You'll have a grand total of about three minutes to work out all the details. To illustrate my point, my good friend Phillip Rethis failed to observe power lines on his approach, hit them and was burned so badly he has lost both of his hands. I know Phillip would join me in saying that if you have any idea you might land in a particular field, even if it is only an "emergency bail-out" that you don't really ever plan on using, walk around it!! Anticipate where your X-C flights might take you and drive the route and find these fields on the ground first, before you ever spot them from the air. I think most accidents are caused by one thing - greed. We are so greedy we fly too slowly to stay in the air longer, we advance too quickly to save time, we don't spend much time watching others (in spite of the fact that observation is as powerful a learning tool as doing - and a lot safer!), and we sure don't want to spend precious time driving to

and walking around landing sites when we could be in the air. Just because the competition/experts do it doesn't make it the right thing for you. Of course, each pilot must choose for himself. But if you choose not to walk you landing fields and some "wuff' comes up to you and asks how safe hang gliding is just say, "Duh, I'm not a good person to ask!'' Ken de Russy Santa Barbara, CA

AIR OVER EVEREST Dear Editor, I am very proud of my husband, Bob Carter, who recently was a member of a hang gliding expedition. The expedition was three years in the making. The founder, Steve McKinney, a hang glider pilot, gave birth to the idea while on Everest in 1983. He observed a large bird, a lammergeier, soaring at about 24,000 feet. He then thought that if a bird could fly there so could a hang glider. Upon his return to the United States he verbalized his idea to his friend Bob, my husband. They spent many evenings talking about how it could be done, speculating. Excitement got the ball rolling and Steve got in touch with the right people to make things happen. They needed sponsors, climbers, equipment, food and money. A big thing in their favor was that Steve had the permit from the Chinese Government already; he had gotten it before he left China in 1983. Through hard work on everybody's part the expedition did become a reality but it had its ups and downs. The original hang gliding team leader, Dan Racanelli, died in a freak accident, while trying to save another man's life. The money was coming in only in small amounts, and the major sponsorship was not confirmed until just two months before departure. Steve McKinney was the expedition leader and one of the three pilots. The other two pilots were Bob Carter, my husband, and Larry Tudor. The main goal of the expedition was to hang glide off Mt. Everest at various points of elevation. The expedition was a partial success. Steve McKinney flew from 21,000 feet and Bob Carter flew from 17,000 feet. They wanted to go higher, but the weather turned bad and they were forced off the mountain, along with their climbing team. They had a strong climbing team: Heidi Benson, Craig Calonica, Kim Carpenter, Catherine Freer,

AIRMAIL Peter Hackett M.D., Mark Moeller, M.D., Andy Politz and Steve Marts, who was also the cinematographer. However, the climbing team never could achieve the summit. There had been a neighboring expedition, "The Body Snatchers", who were looking for the remains of Malary and Irvine; they were also forced off the mountain. I am happy to have Bob back home with me again and I look forward to all the exciting stories to come. Having the "Air Heads" chatting in the livingroom again suits me fine!

elevator rush of flying into an unexpected thermal, flying a perfect wingover just because you feel good, or looking down on all those little tiny people with their little tiny minds. Is it sane to jump off a mountain? Let's just say it still works for me. Dr. Michael G. Merickel, D.C. Ashland, OH

ELECTION ETHICS Nikki Carter Truckee, CA

SPOILERS Dear Editor, About a year ago Terry Reynolds of Denver came up with a workable spoiler system and put it on his 180 Duck. After a lot of arguing and demonstrating last year he managed to convince three other pilots and me to give them a try. I must say that I am impressed! When used individually for turning they make an HP handle like a Sport, and when used together they cut the glide in half! Granted the HP doesn't need spoilers, but , maybe a glider with another point or two of aspect ratio would. Seems like the limitations of weight-shift control could be holding us back. If anyone is interested in spoilers give me a call. Ian Huss Boulder, CO (303) 440-3579

STILL WORKS Dear Editor, I read your letter in Airmail, January, 1987, and I couldn't agree more. I, too, started flying in 1973. I joined the Southern California Hang Gliders Association and subscribed to The Ground Skimmer magazine even though I lived in Washington state at the time. Gliders, support equipment, and pilot skills have come a long, long way since my first flight off a 500 foot hill in a homemade standard built from irrigation pipe and plastic. There is still no feeling, though, quite like the

Dear Editor, An unfortunate situation occurred in our recent Region 7 director election which points out the need for better controls of electionrelated membership communications. In this case a letter was apparently sent to all Region 7 members in mid-November which severely criticized the incumbent for his performance in office. Regardless of the validity of any charges three things were wrong with this tactic. I) The letter did not explain why the challenger would make a better director, but was only critical of the incumbent. 2) The incumbent was unaware of the charges until they were brought to his attention by a recipient of the letter. 3) The timing of the letter virtually assured that the incumbent would not have sufficient time to respond. For the future I suggest that USHGA adopt a policy regarding pre-election communicalions to the membership that will prevent situations such as this from potentially altering the outcome of important elections. I do not believe it is too much to ask the incumbents, challengers, and interested third parties alike to state their positions, promises, and charges (if necessary) early enough in the process to allow sufficient time for rebuttal. I further suggest that these statements be published in our monthly magazine for all to see. Gary Evans Cross Country Tow Pilots Racine, WI

COMMENTS

channels or frequencies was lacking. "Two More For Oregon" is great. Dick Gammon deserves applause. The last part of the second to last paragraph is exactly my bargaining position with the local USFS. I suspect that the allocation of funds is directly related to the demographics of use. One of the things I have to supply is a record of site usage for this purpose. Hopefully, eventually the USFS will provide the facilities needed here as the numbers will indicate true need. Rod Schmidt Lone Pine, CA

APOWGIES Dear Editor, In one of my previous articles for the magazine I made a comment that Erik Fair was greatly responsible for the adoption of our current rating system. It was a poor choice of words on my part. Erik's contributions to our rating system have been significant. However, over the years so have Jan Case's, Chuck LaVersa's, Dennis Pagen's and others. To all those who felt somewhat slighted by my remark, I apologize. Russell Locke USHGA President

CB TIPS Dear Editor, One additional point I'd like to make regarding the velcro mount for citizen band radios (January, 1987, pg. 13). Flyers who attach CB radios to their harness should make sure that the antenna does not touch the flyer's body or the kite. If the antenna touches it will be detuned. Both transmitting and receiving range will be considerably reduced. Mount the radio on the harness with this in mind. This is the voice of experience talkin' attcha. I went through umpteen batteries and two radios before I figured out the obvious. Otherwise it's a good mount and uses the radio's weight to help the flyer maneuver the kite. Vic Powell Annandale, VA

Dear Editor, All the good stuff is on FM is ok, but last year several pilots using FM radios were on the BLM Fire Channel and if the dispatcher could have found them they would have regretted it. The caution not to use reserved

HANG GLIDING

AIRMAIL The following letter was sent to USHGA President Russ Locke-Ed.

Dear Russ, I will be forever grateful that the USHGA chose to disassociate itself from the ultralight craze several years ago. That decision paid off with separate and more relaxed FAA regulations for hang gliders. Now the association faces a similar situation as it considers embracing the new parachute gliders. Coupled with the potential benefits of increased membership income from parachute glider enthusiasts, is the USHGA willing to accept the responsibility, as governing body, for the mishaps that are inevitable with this new form of flight? Hang gliding is finally making headway in improving its safety image; can we risk undoing all our hard work simply for the sake of numbers? I'm sure these craft are fun, but being parachutes should they have a place in a

magazine titled Hang Gliding? My answer to these questions is in the form of a plea: Please USHGA, do not, out of greed for increased membership revenue, allow our association or its magazine to be compromised! Money isn't everything - we must keep sight of our original goals! Bill Bennett, who I have heard will be marketing parachute gliders, claims that in Europe they have a "5-10 times greater following than hang gliding." I do not wish to have my national club overrun by them, nor do I want to pay my $29.00 per year magazine subscription only to have a large percentage (or for that matter ANY percentage) of the pages devoted to parachute gliders. We already Jost one magazine (Glider Rider) this way. A precedent has been set; the Soaring Society of America did not accept this jurisdiction over hang gliders; likewise the United States Hang Gliding Association should not include parachute gliders. They are

PARACHUTES - let the United States Parachuting Association regulate them. Quantity will never equal quality. We have resisted the temptation to compromise our association for many years. Now that hang gliding is being considered as an Olympic event that effort is on the verge of being rewarded. We will achieve an increased membership on our own merits, not by joining ourselves with a separate sport just to get in its collective pocketbook. Our flight is pure. Let's keep our association, and especially its magazine, pure as well. Rodger Hoyt Medford, OR. 97501 Hang Gliding welcomes letters to the editor. Try to make your letter concise, and please submit it typewritten and double-spaced. If typing is not possible, please print double-spaced. -Ed.

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How TO LAND IN A POL.E INFE.STE'D ?AR KINCr L.O T •..

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UPDATE

RIBLET FILM

PALOMAR NOW OPEN

3M corporation now offers a material developed by NASA and tested by Seattle-based Flight Research Institute. The riblet film, actually a series of grooves and sharp ridges spaced a few thousandths of an inch apart, is designed to reduce skin friction on aircraft and boat hulls. For a sample of the film and more information contact: Doug McLean at FRI (206) 237-4781.

Palomar Mountain, in Southern California is now open to flying. To fly from the La Jolla Indian Reservation campground and the launch on Palomar reservations can be made by calling the tribal office weekdays 9 AM to 4 PM at (619) 742-3771 or weekends at 742-3347. Pilots must be current Hang IVs and pay $4 for the day. Contact: Bill Armstrong, General Delivery, Palomar Mt., CA 92060.

HGMA UPDATE The current HOMA (Hang Glider Manufacturers Association) board of directors includes: Seedwings, Pacific Windcraft, Moyes, Delta Wing and Wills Wing. The new officers are: Mark West, President and Miker Meier, Vice President. Contact: HGMA, 23119 Burbank Blvd., Woodland Hills, CA 91367 (818) 716-9610.

NEW CERTIFIED SCHOOL USHGA welcomes a new certified school: Windgypsy, 17494 Cottrell Blvd., Lake Elsinore, CA 92330 (714) 678-5418. ACC CHAMPIONSHIPS The North Carolina Hang Gliding Association announces a new annual event, the American Cross Country Hang Gliding Championships, to be held the first weekend of May each year. The competition will feature XC flying exelusively on the Atlantic coast where pilots have flown in excess of 100 miles. The new competition is held in memory of Stewart Smith, and will be held at a different site in North Carolina each year. Entry fee is $30, $20 of which goes to the Stewart Smith memorial fund and $5 to the World Team fund. The dates this year are May 1-3 at Moore Mountain in Lenoir, NC. Contact: ACC Championships, NCHGA, 701 Northampton Dr., Cary, NC 27511 (919) 467-5262. MARCH

1987

1987 SOUTHERN REGION 10 QUALIFIER This year's regionals will take place over a possible three-weekend period at three different sites. All participants must wear helmets, parachutes, and must be rated Hang III or IV. The emphasis of the meet will be on open distance, with possible large triangle pylon courses. Entry fee is $40. Contact: David Thompson, 2111 Sagamore Rd., Charlotte, NC 28209 (704) 525-2089.

THE GREAT RACE 1987 A new wrinkle has been added to Chattanooga's annual ridge race. For the first time The Great Race will be held in the spring, to take advantage of the spring soaring season. Springtime brings the best altitude gains and cross-country flights in the area, so Lookout Mountain Flight Park made the decision to schedule the event for Easter weekend (April 18-19). No other major changes are planned for the popular ridge-running contest. Two classes will compete for separate prizes and trophies. Competition gliders will fly in the Open Class, with "noncompetition" gliders challenging each other in the Sporting Class. Competitors must be current USHGA members (or foreign equivalent) and must be rated Intermediate or Advanced pilots. Qualified Novice pilots can com-

pete if they receive permission from flight park manager Matt Taber. "Our intent is to ensure that everyone has a lot of fun while competing in a safe manner," says Taber of the traditionally fun event. "If you're a mountain soaring pilot, we'd like to invite you to fly one of America's most popular interstate cross-country flights: to the Point and back." The course of The Great Race begins at Lookout Mountain Flight Park and runs along 10.5 miles of beautiful ridge to Point Park, overlooking the city of Chattanooga, then back to launch. On a good soarable day, even Novice pilots can complete the flight. "If you haven't flown Lookout in the spring," says Taber, "here's what you may be missing: Our local altitude gain record is 10,400 feet and our crosscountry record is 130 miles!" For more information, contact Lookout Mountain Flight Park and Training Center, (404) 398-3541. GJWTHF The 1987 Women's Fly-In will take place at Ed Levin Park in Milpitas, CA on May 9 and 10. The Fly-In gives women pilots the opportunity to meet and talk with each other, and fly the new gliders for 1987. With launches from 40 to 1,700 feet Ed Levin Park accommodates all rating levels. All appropriately rated pilots will be able to demo new gliders. Pilots must bring their current USHGA cards as the Park is an insured site. This year's Fly-In will be bigger and better than last year. Don't miss it! For information contact Lynda Nelson at 210 Calderon Ave., Apt. 2, Mountain View, Ca. 94041. LIGHT FLIGHT PARAGLIDER Light Flight, Inc. announces the availability of its new Paraglider manufactured 100% in the USA. In addition to being useful as an introductory flight machine to generate new interest in hang gliding, Light Flight President Bill Arras predicts paragliding will not

UPDATE be a sport by itself but will be used primarily in conjunction with hiking, climbing and X-C skiing. Bill emphasizes that those learning to use a paraglider should receive instruction from hang gliding schools. The same thorough education in micrometeorology is necessary. The landing technique is borrowed from skydiving though, since the paragliding canopy never enters ground effect and can be dangerous to those not properly instructed on landing. Contact: Light Flight, Inc., 7843 SW 77th, Redmond, OR (}7756 (503) 388-2967.

COMPETITION CORNER 1987 Region 1 Regionals May 23-25, 1987 (May 26 rain day) Pine Mountain, Oregon USHGA Sanctioned

Sept, 17-29: International hang gliding film

The 1987 Region 1 Regionals will be held at Pine Mountain, Oregon, located 30 miles Southeast of Bend. Pine Mountain was the site of the 1984 Region 1 Regionals and is one of Oregon's best XC sites, boasting many flights over 100 miles and a site record of 124 miles. Pine Mountain is well known for its excellent Spring cross country potential. Launches are at 6,000' MSL (1,600' AGL) and face SW, SSE, NW, and W to provide safe launching in a variety of wind directions. Primitive camping will be available at the base of the mountain with porta-johns, but no running water (i.e., bring a water jug). The meet format will be open distance along a prescribed route. Three rounds of open distance will be flown, and, if necessary, spot landing rounds will be added to maximize meet points. Entry fees are expected to be in the $35 to $40 dollar range. Pilots must be rated intermediate or above with the special skills of XC, .TUR, and RLF. Gliders must be Class I HOMA certified or equivalent. Pilots must be USHGA members for insurance reasons. In 1986, this was the fourth largest meet in the U.S. with 48 pilots including several of the top ranked U.S. and Canadian pilots. Come and join us for another fun and competitive Northwest meet. For further infonnation contact: Robin Ritter (503) 389-4939 eves 'till 9:00 PST or Mark Kenworthy (206) 255-0202 eves 'till 9:00 PST or Cloudbase Country Club, P.O. Box 629 Issaquah, WA 98027-0629.

festival, St. Hilaire Du Touvet, Isere, FRANCE. Contact: 38720 Saint-Hilaire Du Touvet. Tel. 76 08 33 99.

1986 Region 9 Cross Country Contest

March 21: Chute clinic. April 24·26: Monterey Bay Steeple Chase. May 16-17: Marina Beach soaring clinic. May 23-24: Mountain flying clinic. June 6: XC clinic. June 7: Chute clinic. June 13·21: Owens Valley XC tour. July 18: Chute clinic. July 19: Mountain flying clinic. Aug. 8-15: Hawaii tour. Contact: KHK West (408) 384-2622.

This year's Region 9 X-C Contest produced a new Region 9 distance record and demonstrated that more pilots in the region are flying longer flights more often. Contest standings result from the single longest flight from each

Calendar May 1-3: American XC Hang Gliding Championships, Moore Mt., Lenoir, NC. Registration on the mountain May 1, 9:00 AM. Contact: ACC Championships, NCHGA, 701 Northampton Dr., Cary, NC 27511 (919) 467-5262 (Air Times). May 8·10: 15th Annual Hang Gliding Spectacular. Kitty Hawk Kites East. Contact: P.O. Box 340, Nags Head, NC 27959 (919) 441-4124. May 9-10: Second Annual Women's Fun FlyIn/Demo Daze at Ed Levin near Milpitas, CA. Small and medium sized gliders to demo. USHGA membership required. Contact: Lynda Nelson, 210 Calderon Ave., Apt. 2, Mountain View, CA 94041. June 9-14: Manufacturers League Meet. Contact: Wills Wing, Inc., 1208-H E. Walnut, Santa Ana, CA 92701 (714) 547-1344. July 3·12: Owens Valley XC Classic. Contact: Tom Kreyche, P.O. Box 1535, Bishop, CA 93514 (619) 873-8367.

pilot with the top 25 % of entrants sharing the prize money. The big winner this year (in miles, not $$) was Pete Lehmann who established the current Region 9 distance record at 106 miles flying from Templeton, Pennsylvania to Willow Hill. Pete also recorded Region 9 flights of 98, 65, and 45 miles. Pete's total mileage for the year from within Region 9 was 551 of which 530 miles were flown from sites near Pittsburgh. Second place went to Mike Neuman with a 98-miler from Templeton. This flight was interesting in that Mike and Pete flew most of this distance together, lost sight of each other taking separate courses around Altoona, PA., yet rejoined scratching the last ridge and landed together. Mike also had a 40-miler, releasing from tow at 2,000' over Culmerville, PA. This is believed to be the first and only X-C flight ever made from Pennsylvania west into Ohio! Third place goes to Dennis Pagen who has been plotting 100-milers in the region for years but has been lately plagued by a busy schedule and bad luck. Next year Dennis. Fourth place was established by a new force in Region 9 X-C flying, Jim Wilson of West Virginia, with a 78-miler from Zirk's, WVa (near Cumberland, Maryland). Jim reports, "Part of the fun [of X-C flying] is the people you meet in the landing field! I had a Jamaican preacher stop and say a prayer for me after I landed at Slanesville this past Saturday (20-miler). He was an old black man wearing a straw hat and passing on a bicycle when I landed. It about blew him away!" Jim also had flights of 60.5 and 30.5 in '86. Marty Eiler flew a 73-miler from Avonmore, PA to gain 5th place turning in additional flights of 60 and 50 miles. Steve Krichten put in 40 miles from The Pulpit in McConnelsburg, PA to gain 6th place. Steve landed on the historic Gettysburg battle field only to receive a sharp warning from the Park Ranger about landing in the Park. The Ranger must have been wearing gray. Steve also reported flights of 28 and 23 miles. Dave Deming gained 7th place and the last place prize money with a 38.5-mile flight from HANG GLIDING

COMPETITION CORNER Zirk's. Dave's 2.5 hour white knuckle flight in strong NW and thermally conditions over the Appalachian Mountain ridges will remain a permanent memory of high rotors and deep valleys. Other contestants who submitted flight information round out the list below including Jim Rowan's longest flight obtained as a maiden soaring flight on his new Sport on his birthday! Twenty-seven pilots entered the year-long contest in

PILOT Pete Lehmann Mike Neuman Dennis Pagen Jim Wilson Marty Eiler Steve Krichten Dave Deming Danny Brotto John Scott Jim Rowan Larry Huffman Tony Smolder

DISTANCE 106 miles 98 miles 91 miles 78 miles 73 miles 40 miles 38.5 miles 35 miles 34 miles 24.5 miles 19 miles 18.5 miles

6th Annual Chelan Classic Cross Country Tournament July 4-9, 1987 Chelan, Washington USHGA Sanctioned The 1987 Chelan Classic will be held, as is traditional, surrounding the 4th of July weekend. Chelan Butte is the launch site, as it has been for the previous five Chelan Classics. Chelan Butte is best known as the site of the 1985 and 1986 U.S. National Championships. Chelan's excellent XC potential is recorded in the multitude of 100 + mile flights from the Butte. For more info on Chelan, see the past articles in Hang Gliding Magazine and the special Nats versions of Whole Air Magazine. The meet format will be open distance. Six rounds of open distance are planned to be flown. Entry fees are $40 or $100 minimum in sponsor donations (see details below). Pilots must be rated intermediate or above with the special skills of XC, TUR, and RLF. Gliders may be Class 1 or Class 2, but are subject to the approval of the safety director if not certified. Pilots must be USHGA MARCH 1987

1986 though many either did not get XC flights or decided not to submit them. For those who had X-C flights and did not submit the info, too bad! Get on the ball next year. For those who didn't enter the contest, sign up for the 1987 Region 9 X-C Contest by contacting Dave W. Deming, 230 Bausman St., Pittsburgh, Pa., 15210 (412) 381-2284. The contest runs from February 1 to December 15 and the entry fee is $5.

DATE 6/24 5/3 6/18 9/6 5/4 8/23 4/12 5/24 7/3 9/6 5/26 9/6

SITE Templeton, Pa. Templeton, Pa. Pleasant Gap, Pa. Zirk's, WVa. Avonmore, Pa. The Pulpit, Pa. Zirk's High Rock, Md. Templeton Zirk's Culmerville, Pa. (tow) Zirk's

members for insurance reasons. Registration will be at the Chelan City Park at 9:00 AM on July 4th. The Chelan Classic is, and always has been, run as a benefit to charity. As in the last two meets, this year's beneficiary will be the Special Olympics. Pilots are encouraged to get mileage or flat rate sponsorship to help us raise money for this worthwhile cause. Pilots registering with a minimum of $100 of sponsorship cash (or checks) in hand are relieved of the $40 entry fee. All proceeds from this meet are donated to the Special Olympics. Sponsor forms are available from Cloudbase Country Club at the address listed below. In 1986, this was the second largest meet in the U.S. with 57 pilots and generated the fourth largest number of points for a U.S. meet. Come and join us for another fun and competitive Northwest meet. For further information contact: Kamron Blevins (206) 778-7860 eves 'till 9:00 PST or Mark Kenworthy (206) 255-0202 eves 'till 9:00 PST or Cloudbase Country Club, P.O. Box 629, Issaquah, WA 98027-0629.

ANNOUNCING THE 1987 MANUFACTURERS LEAGUE MEET The 1987 Manufacturers League Meet will be held June 9th through June 14th in Southern California. Six manufacturers will each be invited to send one fourman team. The deadline for manufacturer team entries will be 5:00 PM April 15th. Team entry fees will be $300. In addition, up to 36 places will be open for other pilots not representing a team. Pilots may qualify for one of these slots as follows: A) Initially, three slots will be allocated to each of the 12 USHGA regions. Order of qualification for these slots will be by order of 1987 USHGA national ranking for pilots so ranked in the top 50, and then by order of finish in the most recently held sanctioned regionals in that region. B) If, by 5:00 PM on April first, all slots in a region are not filled by the above allocation process, then the remaining slots for that region will be allocated in order of receipt of application and entry fee. C) If by 5:00 PM on April 15th, any of the 36 regionally allocated slots are not filled, then these slots will be filled based on order of receipt of application and entry fee without regard to the applicant's region of residence. No entries will be accepted after 5:00 PM on May 15th. All entries for individual pilots not part of a manufacturer's team must state the name, address, phone number and region of residence of the pilot applying, and must be accompanied by a $75 entry fee, and proof of full USHGA membership, proof of a USHGA advanced or higher rating with cross country, turbulence and restricted landing field sign offs, and proof of region of residence. All pilot transportation and retrieval will be the responsibility of the individual pilots. Depending on the total number of pilots who enter the meet, a substantial cut of up to 1/3 of the pilots may be necessary early in the meet. The meet will be run and scored primarily as an individual meet, and

COMPETITION CORNER·

pilots need not be on a team to fly in the meet. However, a team trophy will be awarded, and pilots entering the meet not as part of one of the six manufacturer teams may elect to form their own fourman teams by so declaring to the meet director prior to the start of competition. Team scores will be the total of individual scores for the four pilots on each team. Entries should be mailed or delivered to Mark West, 23119 Burbank Blvd., Woodland Hills, CA 91367. Checks should be made payable to "1987 Manufacturer's League Meet." Pilots accepted into the meet will be sent an information package and set of rules on or about May 16th. No further information about the meet will be available until that time. Pilots not accepted will have their checks returned on or about May 16th.

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1986 WEST VIRGINIA XC CHALLENGE

by Dan Demaree

Fram 1981 through 1984 the Mountaineer Hang Gliding Association of West Virginia grew from five to 17 members. Much of our time was spent either opening new sites or helping novice pilots transition from training hills to the mountains. Cross country attempts in the northern half of the state were sporadic and usually poorly planned. The prevailing attitude was that it took a small cerebellum, large gonads or a combination of both to venture where no man had gone before - over millions of hostile trees and rugged country. At that time most of us were content to rack up air time and enjoy the scenery in this beautiful area of the country. Meanwhile, in the southern part of West Virginia, only a handful of pilots remained from what was once a very active club, "The Skywackers." Two of these "wackers," Tony Smolder and Jim Wilson, began studying topo maps in preparation for a joint cross country attempt. In August of 1984 Tony and Jim launched from East River Mountain in Bluefield, West Virginia and followed the ridge to the northeast. After crossing two gaps, including the formidable New River Gorge, they landed at the base of Peters Mountain for a total of 53 miles and the West Virginia XC record. New England pilot Tim Donovan, read Tony's account of this flight with great interest (Nov., '84 Hang Gliding). Tim consulted his maps and decided that an East Coast record might be possible from this area. In April, 1985 Tim and a shuttle driver sat through a week of abysmal weather hoping for clear skies and good westerly winds. He had to settle for obscured skies and strong westerly conditions the last day of his trip. Tim made the best of the situation, racing his Sensor from East River Mountain across the gaps to the

town of Springs, West Virginia for a distance of 60 miles. The lack of good thermals prevented Tim from leapfrogging onto another ridge, however he did become immortalized in the West Virginia record books with this flight. In 1986 The Mountaineer Hang Gliding Association grew to 32 members under the capable leadership of Jim Rowan. Our club has expanded to include Western Maryland since much of our flying is in the area near Cumberland, Md. In late summer of '86, Jim Wilson returned from Chelan, Washington, tuned into his new HP, determined to go XC at every available opportunity. On July 30th he launched from Peters Mtn. and flew southwest past the East River Mtn. launch for 60.5 miles. This eclipsed Tim Donovan's flight by only a half-mile, but it made Jim anxious for more. On September 6th Jim's persistent efforts paid off. Launching from Zirks, a 900-foot northwest facing cliff in Short Gap, West Virginia, he flew 77 miles over the back to Haymarket, Virginia for a clear cut West Virginia XC record and first place in our cross country challenge. (See following flight report.) Tony Smolder (now relocated in northern West Virginia) is the newly elected President of MHGA for 1987. His first official act was to purchase a bronze eagle that will go to the first club member to exceed 100 miles from any site in West Virginia. With the spring XC season upon us, and more pilots going for it than ever before, it will be fun to see if someone catches that eagle in '87. 1986 West Virginia XC Challenge Results Pilot

Glider

Miles

1) Jim Wilson 2) Dave Deming 3) Jim Rowan 4) Dan Demaree

HP HP

Sport Attack Duck Duck

24.5 18.5 18.5

Sensor 510B Attack Duck Mystic

17 17

4) Tony Smolder 6) Bill Bennett 6) Neil Dirst 8) John Pattison 9) Danny Loudermill

Sport

38.5

16 5.5

HANG GLIDING

DOUBLE SEVENS (continued from page 21)

vmawJu~ looked as good as any Jim we've had all year long as Rowan, and I arrived on takeoff at Zirks. was first off, then me at l: 15 PM. We wc!re almost flushed to the field shortly after Jim launched, but wc all tough and each of us had a low save. Jim marked a thermal and the three of us climbed as a up and over the back. Jim and Tony were burning me bad as I ran into massive sink over Patterson Creek the next back. I was certain that Fort would be my point. Patterson Creek a low that punched me back up to 2500' over takeoff. Luck was finally with me as I came upon Mtn. which a thermal to cloudbase. I and awaited better cloud downwind. Jim very low At this point, I and to climb out over the same mountain. in a east, I tiny field. Mtn. was intimidating but lift was present almost all the way across. Once over this obstacle fields to open up and the came into to get low near a rock quarry which provided smooth strong lift all the way to 5500' ATO. With I flew over

Winchester and headed over the beautiful Shenandoah Valley. Landing fields were ""''"""'n,~r" and I was under a cloud street stretching to the horizon. I flew for miles without turning and crossed the Blue with 4700'. this time I was becoming very tired but the lift was still there, so I kept thinking, "stay with it!" Dulles International finally began looming on the horizon about 5:40 PM. I veered to the south to avoid the traffic pattern. This course moved me from under the and proved to be last street of the final in the smooth conditions. I slammed my HP into the ground at 6:00 PM on the nose near Haymarket, for a straight line distance of 77 miles. I' cl like to thank Dan Demaree and his friend Leslie for making the long drive for retrieval. Ill

what happens when we accept reso011s1bilities before we understand what those responsibilities entail. It has also been suggested that we have the opportunity to get in on the "ground floor" of a huge revenue generator. Maybe? But more money and a larger membership will not, by itself, create a stronger USHGA. A more diverse membership (paraglider pilots, professional hacky sack players, etc.) would probably weaken our ability to deal with striekly hang gliding issues. True, we could use the extra money to create programs and services to members. However, our problems in the past have not been created by a lack of funds as may people believe, but by our inability to manage the funds we have. There is also our insurance to think of. We are in excellent shape with the insurance industry because of our good loss/premium ratio. We must look very carefully at im· anything that could have a pact on that situation. Hopefully, by the time you read this article we will have created a plan of attack as to how to deal responsibly and intelligently with paragliders. A~ I previously statecl, they are not hang and probably shouldn't be regulated by the USHGA. Neither can we afford to turn our back on them as someone else's problem until we find out who that someone is. Im

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1986 Accident Reviewby Doug Hildreth

The

results of accident analysis for 1986 are very similar to those of previous years. The same causes for accidents. The same causes for fatalities. The same kinds of mistakes. There were five foot-launched fatalities with none in tandem or towing. Our major cause of accidents remains crashes on launch and landing. The number and the proportion remain the same - too high. Two thirds of all accidents fall into this category. There has been no improvement at all in the last five years. Pilots continue to make weak runs, or start with the nose high, or have a strong launch and slow down to stall, or launch and then struggle to get their feet into the stirrup and stall, or just fly too slowly in ridge lift. And pilots continue to fly into things: trees mostly, but also fences, power lines, other gliders and even spectators. Included in the flyinginto-things category should be flying into each other with three mid-air collisions. It still seems we should be more aware of other

gliders, clearing turns and being constantly alert for traffic. There were six failures to hook in. Rumor has it there wre more. Hook in; hook in, hang check; hook in, hang check, step through; hook in, hang check, step through, lift glider to feel tight straps. Repeat the entire process if you are distracted for any reason or if you unhook. Keep a close eye on your fellow pilots. The first fatality of 1987 has just been reported - failure to hook in! In the structural department the tumbles (6 aerobatic and 3 weather induced) are reported to have 4 gliders break and 2 which did not (no information on the remaining 3). We had two primary structural failures: one side wire at the nico press and one cross bar restraining wire. Each year there are between one and four primary structural failures. It seems moot to discuss the need to inspect flying wires and the entire craft during preflight and to discuss using gliders within manufacturers' specifications, since each

year there are a couple of accidents related to glider modification. Parachutes saved nine lives in 1986. Only one "failure" occurred - too low. It is difficult to assess the tandem and towing accidents with so few reports. With the increased air time in both of these areas it seems strange not to have more information. My hope is that the few accidents reported is real.

SUMMARY The causes of hang gliding accidents have not changed. I am a bit disappointed that we have not made much progress in diminishing the frequency in those areas where we could. I want to emphasize that the cause of fatal accidents has always been identical to the cause of all accidents; crashes on launch and landing lead the list of causes of all accidents, and it also leads the list of causes of fatal accidents. The only way we can reduce fatalities is to reduce all accidents. Each of us must put forth a real effort to diminish

FAILURE TO Hook.- IN w1rnoor G-RAVIT\' 1

~:-,.--_r ' -. / .

......

:::-' ---

" ... '- -

f: --

HANG GLIDING

1986 FATALITIES LOCATION

INJURIES

DATE

NAME

AGE

EXPERIENCE

3/2

Manuel DaRosa

Novice

King City, CA

Delta Wing Dream

Neck

73-year-old Hang II pilot ridge soaring 500-ft. hill in 25 mile/hr. winds. Either stalled in turn or drifted back into rotor.

5/9

Charles Jones

Advanced

Banning, CA

Wills Wing HP

Head

Pilot flying in California league meet. A long, exhausting flight. Got low and had to land in a canyon. Indians say that wind switches and blows down hill, out of the canyon, each afternoon. Apparent high speed downwind landing.

8/23

John Thoe

Advanced

Ed Levin Park, CA

ProAir Pro-Star

Head/Neck

63-year-old pilot on older glider, flying in mild turbulence had cross bar restraining wire break at 200 ft. Attempted parachute deployment but opened just as glider impacted.

9/1

Steve Vercoe

Novice

Taylorsville, CA

Wills Wing Raven

Head/Neck

Launched, tried to get into stirrup, stalled and turned into the hill.

9/5

Stu Smith

Advanced

Grandfather Mtn., NC

Seed wings Sensor

Head

Experienced competition pilot flying in Masters. Pilot modified glider (hang point higher on king post, pitch device added, sail fin removed). On final approach, a little high, pilot performed slipping turn; glider did not recover and continued into the ground.

GLIDER

CAUSE OF ACCIDENTS

INJURIES

Official Reports

Questionnaire

Total

Crash on Landing

121

Crash Landing

108

In-Flight Stall

CAUSE

Official Reports

Questionnaire

Total

Head

132

Face

Neck

Flew Into

Shoulder

Strong Weather

Arm

Tumble (Aerobatic)

Elbow

Tumble (Weather)

Forearm (Wrist)

Primary Structural Failure

Chest

Back

Mid-Air Collisions

Failure to Hook-In

Successful Parachute Deployments

Abdomen

Pelvis

Thigh

Unsuccessful Parachute Deployments Accidental Parachute Deployments

MARCH 1987

Knee

Calf

Ankle/Foot

all accidents, personally, locally, and nationally.

RECOMMENDATIONS 1) Make a personal, local and national effort to reduce crashes on launch and landing. 2) Make certain novices are flying fast enough on their first altitude flight or their fist soaring attempts. 3) Get good help on windy launches. 4) Remember to hook in and do a hang check for every launch. 5) Stay alert and avoid mid-air collisions. 6) Perform a careful pre-flight before each launch. 7) Learn defensive crash posturing. 8) Wear a parachute which has regularly been repacked and which you have practiced deploying. 9) Develop a better helmet with face protector. 10) Develop harness-mounted protective air bag. •

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HANG GLIDING FATALITIES

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HANG GLIDING

UNITED STATES HANG GLIDING ASSOCIATION ACCIDENT REPORT FORM Pilot's Name

Date of Accident - - - - - - - - - Time _ _ _ __

Pilot's Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Site of Accident - - - - - - - - - - - - - - - Nearest Town - - - - - - - - - - - - - - - - -

Phone (

_ _ _ _ _ _ _ _ _ _ _ Age _ _ __

USHGA Member? 0 Yes O No Rating _ _ _ _ _ __

Experience of P i l o t - - - - - - - - - - - - - - - - - - - - - - - - - - - - Student Glider Make _ _ _ _ _ _ Model _ _ _ _ _ _ Size _ _ _ _ _ _ Harness _ _ _ _ __ D Free Fly

D Tow

D Tandem

D Helmet

D Parachute Worn

D Attempt to Deploy

Injuries

D Head D Face D Neck D Chest D Back D Abdomen

D Shoulder D Arm D Elbow D Forearm D Wrist D Hand

D Pelvis D Thigh D Knee D Calf D Ankle D Foot

Hospitalized overnight? D Non-Fatal

D Yes

D No

D Fatal

Describe flight, accident/incident, apparent causes, include preflight, wind and weather, distractions/emotional factors, drug/alcohol. Please give your opinion of cause and suggestions for prevention, include sketch or diagram, use reverse side as needed.

Reporter Address _ _ _ _ _ _ _ _ _ _~ - - - - - - - - -

United States Hang Gliding Association Post Office Box 66306 Los Angeles, California 90066

Phone

The Lindsay Ruddock Vario article and photos ©1987 by Dennis Pagen Just when you thought you could make an easy choice, along comes another variometer to add to the confusion! In hopes of eliminating some of that confusion, we hereby review the Lindsay Ruddock variometer. We may not make the choice any easier, but at least you'll be operating from a position of knowledge rather than blissful ignorance or blind fate. It was in Chattanooga last fall that a gentleman with an English flair stepped up to me and said: " 'ere, I want you to try this vario and see 'ow you like it.'' Always eager to try new equipment that doesn't threaten my life, I gladly complied. It turned out his name was Bob Fisher and he is the U.S. distributor for the Lindsay Ruddock variometer (hereafter known as the LR2 vario). I flew that vario the rest of the fall and into the winter accumulating a score of flights and about as many hours. Most of the time I flew with two varios, the LR2 and my own Litek VE-12 for comparison purposes. The LR2 was on the left and the VE-12 on the right for a stereo vario effect. Here's what I found out.

FEATURES The LR2 vario combines an altimeter with a variometer to provide a number of functions. The altimeter is a digital readout instrument that displays ten-foot intervals. The altimeter runs off the same pressure transducer as the variometer, a feature that eliminates backlash (caused by moving part friction and "stickiness" which necessitates tapping of a conventional dial altimeter for

accuracy) and hysteresis (different readings going up and down). The altimeter is also temperature compensated to minimize drift as temperature changes with altitude. The altimeter can be zeroed before takeoff, landing or some other intermediary point. Also, the altimeter can be switched to read out barometric pressure or QNE which is the international system for determining flight levels for air traffic. In sum, the altimeter is an accurate and versatile device sure to enhance the flying of any soaring pilot. The variometer portion is equally well thought out. The easily readable analog dial (2 x 2V2 inches) is complimented by a piezoelectric audio transducer. The audio comes on at any desired sink reading and can be set with any degree of sensitivity for indicating lift. Knobs on top of the case provide for these adjustments. The audio signal increases pitch and rate of chop with increasing climb rate, thus giving a good status indication without requiring an eye glued to the dial. The main switch also controls audio volume and a dual range switch is available upon request. The LR2 vario is not a mini or a lightweight, but it is not bad at 1-7/8 x 3-1/8 x 6 inches and approximately 17 ounces. There is an optional total energy (TE) probe on my LR2 which renders packing a little awkward, but this may be corrected with a rubber swingback fitting. Other features of the LR2 are an aluminum or plastic case, radio interference shielding (this prevents a pressure transducer vario from going haywire near microwave

HANG GLIDING

antennas or CB radio usage) and a clamp ""'",,,''"" to mate to several types of faired or round down tubes as well as a base bar mount. In general, the layout and workings of the LR2 arc well thought out and very limctional. The circuit boards are removable for easy repair and the manufacturer claims to have employed the most sophisticated circuitry in the field.

RIGHT: View of the control BELOW: Mo1.mtin~

PRICES AND OPTIONS The basic LR2 is known as a digital altimeter/analog vario instrument deck and costs $480 plus $7 .00 shipping and handling for a speed bar mount. With an upright (down tube) mount, the cost is $495 ( + $7 .00). Be sure to indicate the type of down tube in the latter case. A total energy package is available (see below for discussion of TE) for an all-up price of $545 ( + $7. 00). The total energy is available in upright mounting only clue to the presence of the probe. NOTE: These prices are correct as long as the dollar doesn't perform acrobatics.

:nYING THE LR2 In previous vario reviews I have reported on various response times of the audio and visual outputs. I don't feel it is necessary with this instrument as all the responses are as quick as you could desire. You can set the audio to come on with only the slightest provocation, or you can reserve it for the MARCH

1987

hoomers. The audio is not unpleasant sounding as varios go, hut it is a long way from the simulated sultry female voice repeating: "you're getting up, you're getting up." With the volume dial you can set it to minimize its disturbance of an otherwise peaceful rush of wind. In general, the LR2 was very useful. As time went by I learned to trust its accuracy and respond to its signals. I eventually flew with just this vario, knowing I was getting a true map of the air's vertical velocity contours. I believe that the LR2 is one of the most precise instruments I have flown with. This should account for serious considera.. tion on the part of competition pilots as well as cross .. country pilots. The altimeter itself is one of the highlights of the instrument deck. It is so sensitive that you can check your vertical progress in light patchy lift to see if your 360 was in fact pro.. ductive. The resolution of ten-foot increments also gives an accurate readout in

rowdy conditions. This is not the case with a conventional dial altimeter. The only drawback to the LR2 is that the size and weight arc not what one expects from a pressure transducer variometer (witness the Ball wrist job), but extra electronics and switches gives the LR2 accuracy and versatility that seems to warrant the extra size and weight. The only other minor drawback is the inside mounted battery, but this is easily accessible by removing the vario back with thumbscrews no tools re.. quired. The low current drain of the pressure transducer system helps to extend battery life and a precision low battery indicator lets you know when it's time to change batteries. The LR2 comes with a mount bent at the proper angle to align the vario into the wind (impmtant when equipped with a constant energy probe). As a result it can only be mounted on the left side of a glider. This displeases me for two reasons. First, I am left-handed and a left..handed person prefers to turn to the right because the left arm is generally stronger and must do most of the pushing in a right turn. Despite a Prussianlike show of discipline, I have never been able to get my tight arm to he as strong as my left arm. Consequently, I prefer to turn right when all other things are equal. On long X-C flights this is particularly important. The second reason I want to mount my vario on the right side is to be more efficient in turning thermals. Since 1979 I have been observing dust devils to see which way they turn. Almost all of them spin counterclockwise when viewed from above. A dust devil is caused hy a thermal lifting off dur .. 17

DEL1A ltllNli

ing a super-adiabatic lapse rate so that the thermal accelerates upward and stretches to vortex lines inducing a continuous spin in the air rushing in to feed the thermal. A thermal based on a continuous dust devil most likely possesses some vorticity and can be worked most efficiently by turning in a direction opposite to the thermal 's spin. The reason for this is that a lower bank angle is required to offset centrifugal force when following a circular path at a slower speed than when the circuit is completed faster. This factor is probably only important out west where large layers of super heated air produces dust devils that typically rise a thousand feet or more and column thermals that extend for thousands of feet. An interesting observation is that at Chelan last summer, almost all pilots were turning to the right after the first day when the leaders recognized all the dust devils turned left when viewed from above. Of the hundred plus dust devils I saw during the Nationals, I only saw one that turned clockwise. My conclusion is, I want my vario on my right side so I can keep an eye on it when I'm turning right.

TOTAL ENERGY The LR2 comes with a total energy (TE) optional package. The concept deserves some attention. The idea behind a total energy variometer is to factor out stick thermals or stick holes. When we slow up we climb and when we speed up we sink which is no great problem since we know we pushed out or pulled in and know approximately how much. But what if we are flying fast through sink and encounter a thermal? Ifwe push out we can't tell if the lift that registers is mostly from our control action or the air, can we? This is where a total energy system shines. It factors out the contributions of transient control actions and merely registers the steady state changes of vertical velocity. The way a TE system works is quite simple if we understand energy. When we fly we have both potential and kinetic energy. We have potential energy due to our position relative to the earth. We are above the earth and gravity is all too happy to pull us downward. The higher we are, the more potential energy we have since gravity will pull us down for a longer period of time to get to a greater height. Kinetic energy is due to our velocity relative to the air' (since the air is our main reference system). The faster we go, the more kinetic energy we have. Our total energy is the sum of our kinetic energy and potential energy, and we can trade back and 18

forth. We can speed up and gain kinetic energy at the expense of potential energy and vice versa. However, in flight, we are not too interested in this trade-off; we are interested in whether or not our total energy is increasing or decreasing due to encounters with rising or falling air (the kinetic energy of the air is imparted to use when we climb in lift). We are fortunate to have fairly accurate methods of measuring both potential and kinetic energy in an aircraft. Potential energy can be measured fairly accurately by measuring pressure changes, since pressure drops fairly linearly as we rise. An altimeter is an absolute indicator of potential energy. A variometer measures the rate of change of potential energy. Kinetic energy can be measured by simply measuring airspeed. An airspeed indicator is an absolute indicator of kinetic energy. Most variometers do not measure kinetic energy. A total energy vario does, by sampl· ing the air with a small propeller, venturi tube or dynamic pressure probe. With the sample of both potential and kinetic energy, a vario can easily combine the two to present total energy, not just potential energy. Such a vario will factor out stick thermals and holes. The LR2 samples kinetic energy changes with an Irving probe (the Afro system uses a small propeller). The system works quite well and gives a reasonably accurate reading of total energy. Now, with all that said, let me give you my impression of total energy on hang gliding varios. My opinion is that it isn't necessary because unlike sailplanes, our efficiency isn't so great that we climb or dive any great length of time during a sudden control movement. Furthermore, because the bar movement in pitch control is so great, I feel we have a fairly good indicator as to our control inputs. In truth, I didn't notice any great difference in the output of the two varios I used (one with TE, one without). My conclusion is that TE is an un· necessary expense. However, to be fair, I must say that I didn't fly in very radical thermals and TE may be more important in these conditions. Whether or not you select the TE feature on the LR2, I am sure you will be pleased with the reliability, versatility and smooth functioning of the vario. My great regret is that I must return my loaner. Since I don't have birthdays anymore (I'm past 30) I'll have to wait until next Christmas to request Lindsay Ruddock's fine machine.•

Accessories

AIRSTREAM HARNESS The low drag profile harness .------,....,.....----.1eatures: · • Adjustable C.G. • Faired parachute & ballast container. • Adjustable foot stirrup. • Custom sizes to fit all pilots. • Large choice of colors . ._....__........__ ___. • Price .. S340 ROMER HELMET Made by German manufacturer wilh over 125 yrs. of experience. ii was designed to pro· vide a light weight helmet that , - - - - - - - - - . gives maximum protection. • DDT approved. • Exe. temporal protection • Special ear openings. • Made of polycarbonate. • Available in Y. 0. White. • Price. .$ 75 1...._ _...;;;;;;;...._--1 HIGH ENERGY SPORTS "BUS" PARACHUTE High quality chute designed to withstand highspeed openings. • Built to TSO standards. • All seams reinforced. • V labs at each line altachment. • Type XVIII bridle rated al 6000 lbs. • Deployment Bag w/conl. ..__ _ _ _ _ __, • Price. . .S395

BULLET BALLISTIC RECOVERY SYSTEM The bullet is a ballistically (spring) deployed chute that is easily attached to any glider. It virtually eliminates any chance of chute entanglement. • Fasl deployment lime. • 18 gore chule. • 20.4' canopy. • Total system wt. 3.3 kg. • Price. . .. $545 ,._..__ _ _..........., DELTA WING TRAINING WHEELS. A musl for all beginner and novice level pilots no more sudden slops wilh these high impact. urethane landing wheels. Prevents injuries to hands, etc. . Less chance of damaging your glider . wilh a hard landing. • Lifetime guarantee. • Dealers inquire about additional vol. disc. • Price. .$40

.. J,

INSTRUMENTS Ball 620H Vario/Audio . . .. $280.00 Ball 651 Vario/Audio-Allimeler W/10 fl. steps ... S495.00 Ball 652 Vario/Audio-10 ft. Allimeter-Airspeed ... $590.00 Retrofit Airspeed to Model 651 ...... $130.00 Ball 670 Airspeed. 2.25 inch. 70 mph .......... $125.00 Ball M-20 Wrist mounted AudioNario . . . .$200.00 Ball M-20 w/earphone jack. . .... S250.00 Litek VE 12 wrist mounted. . ........... $169.00 Litek VE 12 w/earphone jack . . .... $179.00 Litek VE 7 .. $169.00 Litek VE 35 . . . ...... $198.00 Roberts. Vario & All . . .. $295.00 Hall Windmeter. . ... S 21.50 MIIC. MATERIALS & SUPPLIES Delta wing T shirts .... S 8.50 Golf shirts .... $ 12.50 Streamline lubing-1" x 2V," X .058 wall ..... $ 7.50/h. lnstabushings-1V2", 1',\", H',', 171,'' ..... $ 2.00 Order 100................... . .. $ 1.00 lnstabush insert for boll. . .... $ .20 Della Wing stocks all Progressive Aircraft parts &accessories.

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See your Della Wing dealer nearest you or contact:

DELTA WING Box 483

VAN NUYS, CA 91408 818/787-6600 Telex 65,1425

DEALER INQUIRIES INVITED

HANG GLIDING

IT'S THE CHOICE THAT'S IMPORfANT

Variable geometry was invented during the days when it seemed flex wings would never be able to compete with rigid wings. Needing a "soft" glider to launch and land, and a "hard" glider to maximize glide and speed, Bob Trampenau found his new invention was so successful that some people wanted to make it illegal for competition. Many of the first competitions where Sensor VG's entered were pressured to rule that 510 pilots had to fly with their VG's tied off in one position only! Now all that has changed, of course. Nine out of ten world-class gliders offer the VG, and the device has found popular acceptance. It not only works, the VG makes flying more fun and

offers more exciting possibilities for everyday pilots flying everyday gliders.

SEEDWINGS ORIGINAL FIRSTS But the VG isn't the only good thing Seedwings brought to hang gliding. Here are a few of our other firsts: First to make use of fiberglass wingtips. First to use enclosed crosstubes. First to employ airfoiled ribs with flexible shafts. First to use steel reflex cables. First to offer wraparound Mylar leading edges. First with a US certified Kevlar reinforced TE hem. First with a US certified, VG system. First with a US certified, raised hang point. First with angled, streamlined downtubes. First tb employ a properly located tail fin. Can you imagine what contemporary hang gliders would look like if they were built without any ·of these Seedwings innovations?

SEEDWINGS

THE VG--DON'T LEAVE LAUNCH WITHOUT IT ! HGMA CERTIFIED FULL RACE 510 B 160 VG - Blazing speed and the best climb rate in the business. Includes: a 400 lb. test Kevlar T E hem, 4. 5 oz. calendered trailing edge cloth, four half ribs per side and round control bar up rights. $2895. suggested price. Advanced skill level rating 4. 3/4 RACE 510 B 160 VG-Easy, high performance and easy turning ability, the blend of two kinds of gliders. Includes: 4.5 oz. trailing. edge cloth with a dacron cord in the hem. $2695. suggested price. Intermediate skill level rating 3. STANDARD 510 B 160 - Offers still the best climb rate in the business plus superior turning ability. Includes: a 3.8 and 4.0 oz. sail with a dacron cord in the trailing. edge hem, streamlined king post , nose cone and tail fin. $2595. suggested price. Intermediate skill 1evel rat_ing 3.

A DECADE OF HIGH QUALITY, PERFORMANCE AND TECHNOLOGY Buy your next glider from the company with a reputation for a decade of being first with high quality, high perfonriance and high technology-- buy a Seedwings Sensor Model 510 B. Available from your dealer in five configurations, for pilots beginning skill level 3 to hang five and beyond. So, please call Seedwings and one of our dealers and order your new Sensor 510 B today.

The choice is at your fingertips.

•

5760 Thornwood Dr. #3 I Santa Barbara, CA 93117 I 805 967 4848

THE LATEST GLIDER FROM GREAT BRITAIN (Leaders in Flexwing design) For further details contact: Bob Krider, Windlord Wings, 2252E 7th Avenue, Vancouver, B.C., Canada. Tel: 604-2517648

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Manufactured by: Solar Wings Ltd., George Lane, Marlborough, Wilts. SNS 4BY, U.K. Tel: (0672) 54414 Telex: 449703 TELS ERG .

•

USHGA PRESIDENT

Foot-launched Parachutes by Russ Locke There has been some conversation lately about foot-launched parachutes. I have not flown one yet, but I have had a chance to play around with one on flat ground in light conditions (5 to 10 mph). It ground handles like a hang glider and no assistance is necessary unless you are in gusty conditions. They do appear to become unsafe in considerably weaker conditions than a hang glider. Since they don't have an aluminum structure to help keep their shape, the sail is more susceptible to turbulence. They won't penetrate nearly as well as a single surface glider. I think the manufacturers' claims of 4/1 glide ratio are probably overstated. Basically, these things are parachutes that have been specifically designed to be laid out on the ground and with a few quick steps, inflated overhead. Paragliders are very popular in Europe and the information I have is that they have become more popular than hang gliding. Mountain climbers and hikers appear to be the biggest market. They are easy to carry and provide the climber or hiker an alternate way down that allows him a better way to survey what he has conquered. Some people think that they are on the verge of extreme popularity in this country. Maybe, maybe not, but we must keep in mind one basic difference between this country and Europe - our legal climate. In Europe, if a hang glider pilot flies into some high power wires and kills himself, well it's just too bad and the dummy got what was coming to him. If the same thing happens in this country, it may be an entirely different situation. His survivors may immediately sue the power company, the land owner where the pilot launched, the manufacturer of the glider, the supplier of parts to the hang glider manufacturer (sailcloth, aluminum, etc.) and so on. This may be MARCH

1987

an oversimplified example of the differences between this country and Europe but it is not inaccurate, and in my opinion, is still one of the main reasons that hang gliding continues to be more popular in other parts of the world. While I now believe that paragliding will become popular in this country, I suspect its popularity will be similarly limited. So assuming that these things are going to become popular, who's going to handle (merchandise) this sport? There are three possibilities: parachuting dealers/schools, hang gliding dealers, or some other independent third party (outdoors shops, sporting goods stores, etc.). Hang gliding shops are the most likely. Parachute schools work out of airports. Their students jump out of airplanes and the schools would have to establish a whole new operation (find a suitable mountain?) to train students in paragliding. Outdoors shops are not generally set up to train students in anything other than rock climbing and they would have to start from scratch. Hang gliding shops are already set up to teach students to foot launch hang gliders. It probably wouldn't require very many changes in their training operation to accommodate paragliders. That gets us to the real issue at hand. Who's going to regulate these things or do they need to be regulated at all? The second part of this question is fairly simple to answer. The Federal Government's main charter is to protect the taxpaying public. It won't take very many paragliders to show up in the U.S. before the FAA decides they need some kind of management. Here again, I believe there are three choices: The United States Parachute Association (USPA), the United States Hang Gliding Association (USHGA) or a new, separate, independent organization. The answer here is the independent third organization. I have

spoken to the Executive Director of the USPA and at this point they have little interest in paragliders (although that could change). Management by the USHGA is also a fairly straight issue. The responsibilities of our organization as outlined in our bylaws are to promote the sport of hang gliding, no more, no less. Paragliders are not hartg gliders, period. Even though I believe that paragliders will ultimately be handled by hang gliding shops, I also believe that our right/responsibility to regulate them is no more legitimate than our right to regulate hacky sacks, frisbees or anything else sold by a hang gliding dealer. Unfortunately, this approach, while basically correct, has some complicating factors. The FAI (international sport aviation association) and the CIVL (international hang gliding division of the FAI) have classified paragliders as hang gliders. That was probably because they didn't want to set up a new division and the operations of paragliders are closer to hang gliding than sport parachuting. I have also heard through the grapevine (unconfirmed rumor!) that there was a legal battle in Spain where the parachute organization sued the hang gliding organization for the right to control/ regulate the sport of paragliding. The hang gliding organization won. What this means is that if, as I believe, a separate organization is necessary, we probably have some responsibilities to see that organization get started off on the right foot. To that end, I have appointed a temporary committee made up of Dan Johnson, Natalie Bernasconi and Doug Hildreth to study and recommend a plan of action to the USHGA Board. I'd also like to comment on a few other issues that have been raised. It has been suggested that the USHGA is irresponsible if it doesn't immediately set up a rating program, appoint instructors and organize this fast growing sport quickly before it gets away from us. Just the opposite is true. In fact, we have only to look back a few years to our involvement with ultralights to understand (continued on page 11)

The Unwelcome

Back by Fred Leonard, M.D.

What a day! What a flight! A veritable milestone as a diver pilot. You didn't blow the launch - well, maybe the right wing got a little low and the nose got a little high and you jumped into it a little too soon, but hey, no problem. And today, for the first time ever you actually stayed up longer than five minutes, you got higher than somebody else, and you even made sort of a stand up landing without hitting the fence, the parked cars, or the one lone tree in the landing area. Yes, today is your day. Or at least you think it is until you bend over to switch off your vario. Then you realize that maybe it really isn't your day after all. Because your low back, which admittedly has gotten sore and stiff a few times in the past, all of a sudden gets a whole lot sorer and stiffer - so sore, in fact, that it's impossible for you to straighten up without creating major league, gut wrenching, eye opening, hot knives right there in the middle of your low back, pain. So there you are underneath your diver after a superb flight, ready to accept the congratulations of your fellow pilots, bask in the awe of the wuffos, wallow in the irrational adoration of your girlfriend/boyfriend/dog (choose one or more), and you can't. Because you're stuck bent over, hanging on to your diver with one hand, holding your back with the other, and wishing that

you could only straighten up just far enough to be able once again to see the horizon. So now what can you do? Well, to save face you could tell everyone that you just lost a contact lens, hoping that either you'll eventually be able to straighten up, or after a few hours everyone else will lose interest and leave you alone. Or, possibly you could tell them that you had recently taken up the study of far eastern philosophy and religion, and that a prolonged bow was a required ritual after any significant hang glider flight. Or, you could just swallow your pride, admit the embarrassing truth, let your friends take down your glider, load it on the car (and you in the car if you' 11 fit in that position), and head off in search of some relief from your pain and suffering.

The Problem So what just happened? Well, you probably just experienced an episode of what is variously called low back sprain, low back strain, nonspecific low back pain, or an assortment of other names. However, whatever you call it, low back pain is no small problem. It is the most costly occupational health condition in the United States. It results in more time lost from work than any other condition except the common cold. It is so common, in fact, that there are really

only two types of people in the world those who have had low back pain and those who will.

The Cause What causes low back pain? Lots of things can, such as arthritis, fractures, slipped discs, infections, tumors, kidney stones and a variety of internal conditions. And it's for this reason that if you have severe or persistent pain, or pain associated with weakness, numbness or other symptoms of illness, you should see a doctor. However, the vast majority of low back pain is simply due to putting more stress on the back than it can handle, and it results from poor posture, improper body mechanics (bending, lifting, twisting, stooping), and poor physical condition. The spine, you see, is not a very stable structure. If it were, we couldn't be as mobile as we are. But much as is true in flying, instability is often the price paid for maneuverability. The spine's instability is to a large extent due to the fact that it is made up of33 separate bones (vertebrae). The bottom nine are fused to varying degrees and make up the sacrum and coccyx (tailbone). The rest, however, are stacked one on top of another, like poker chips in a pile. What stability there is in this balancing act is proHANG GLIDING

vided by small interlocking joint surfaces, fibrous bands (ligaments), and by the muscles of the back, sides, abdomen, and hips. Additionally, in between the vertebrae are cartilage plates (discs) which act as shock absorbers. If a part of one of the discs slips out of place and presses on a nerve or the spinal cord causing pain, numbness, or weakness, it's called a slipped disc, and it's one of those conditions for which you should see a doctor. More commonly however, back pain results from excess strain placed on the joints, ligaments and muscles, which in turn can result in a cycle of inflammation, muscle spasm, and more pain. The Solution There are a variety of ways of treating the pain and spasm once they occur. They include rest, the application of heat, cold, and massage; manipulation, medications, and later, exercises. But waiting until after the pain occurs to treat it is really the wrong approach. The way to treat back problems is to prevent them in the first place. So how do you do that? You try to follow principles of good posture, body mechanics, and physical conditioning. The experts will tell you that you can reduce unnecessary strain on the back by watching how you lift. They tell you to lift with the legs bent, the back straight (not bent over) and the weight as close to the body as possible. They say you should avoid twisting, bending, and lifting in the same motion, and avoid sitting or standing for long periods. If you must stand for long periods put one foot up on a step (that's the reason for bar rails), and don't wear high heels. When you lie down, lie on your side or on your back with a pillow behind your knees, and avoid lying on your stomach. Now, before we go any further, I know what you're thinking. You're thinking that the experts obviously don't fly hang gliders, or at least they don't prescribe hang gliding as therapy for back pain. Well, it's true that other than not wearing high heels it may be a little tough to follow these directions when you 're hanging onto your diver at a gusty takeoff point or trying to salvage a less than perfect landing. But, on those rare occasions when you really are in control, you can try and apply these principles. Additionally, on longer flights you can change position from time to time: bend your legs, shrug your shoulders, rotate upright, and contract and relax the muscles of your back, abdomen, and legs. If you do have problems with recurrent low back pain, you might also conMARCH

1987

sider trading in your prone harness on a supine rig, as being supine is clearly much less stressful for the back than being prone. The next principle of prevention is to stay in good physical condition. The idea behind physical conditioning is to maintain the strength and flexibility of the muscles of the back, sides, abdomen, and hips. When these are in good condition, the back is supported so that both the stresses of day to day activity and the stresses of flying are much less likely to result in injury and pain. The specific exercises for these muscles can be found in most good books on physical conditioning and exercise (such as Physical Fitness for Practically Everybody sold by the publishers of Consumer Reports magazine). These exercises, however, should be made part of an overall exercise program which maintains total body strength, endurance, and flexibility. By the way, for those of you who save tin foil, beer cans, and old issues of Hang Gliding, we talked about exercise programs in the April and May '84 issues. Further, for people with recurrent back problems, certain exercises may be better than others. For example, among aerobic exercises, running tends to be harder on the back than swimming or bicycling. In any case, be aware that hang gliding is a form of exercise that also can be very hard on the back. So just as with other sports activities, you'll cut down on the chance of injuries by doing some stretching before you fly. Good nutrition is another important consideration in staying in good condition. If you're overweight, each additional pound puts an unnecessary strain on your back. Additionally, your lax abdominal muscles won't be able to provide the support your back needs during even mild stresses and strains. Finally, your diet should contain adequate amounts of calcium to prevent osteoporosis (loss of calcium from the bones) and weakness of the vertebrae. This is especially important for women since they are particularly susceptible to the development of osteoporosis. What about back braces or other special equipment? There is really no piece of equipment that can substitute for maintaining good physical condition, and fortunately for most people no special equipment is necessary. Further, any sort of rigid or semirigid corset or brace should be avoided as it could become a source of injury in the event of a crash. However, soft belts such a motorcyclists' kidney belts or weight lifters' belts may provide some additional

support as well as serve to retain heat and improve tissue elasticity and flexibility. So these could be used by people with recurrent back problems. The Real Solution No equipment or amount of conditioning, however, can be expected to protect you from injuries resulting from unsafe or poor flying techniques. So if you find you're bending downtubes and spraining backs, knees, ankles and other parts of your body as a result of repeatedly poor landings and takeoffs, the fix is not stronger downtubes or more physical conditioning. The fix is going back to the training hill and relearning the basics of transitioning from ground to flight and back again without undue physical or psychological stress, strain, or self-abuse. So that's the bad news and good news of back pain. The bad news is simply that we're all susceptible to back pain, and once it happens it's hard to get rid of and not much fun to have. But the good news is that with a little effort and care most back pain and injuries can be prevented.•

(continued from page 33)

pilots often experiment by easing their way into the crowds. They linger just off stage, and slip into the pack every now and then to have a go at it. This is a particularly dangerous practice, because the only thing worse than ten pilots in one thermal is ten pilots in a thermal with one extra pilot darting in and out of the action. Remember, thermalling in a gaggle is not so tough if all pilos conform to a predictable, standard way of flying. There's no middle ground here; you're either on the bus or off the bus. Either get in the pack or get out. Again, the best way to learn to thermal with others is to use the buddy system. Practice with a friend and make sure you know what you are doing before getting into the thick of things. As you can see, thermalling in crowded conditions is far more complex than thermalling alone. It requires knowledge, technique and a willingness to cooperate. Pilots strong in these areas are no doubt the safest and easiest pilots with whom to fly. Practice these skills and you 'II earn the respect of others and you'll find yourself welcome in even the tightest of circles.• 25

and photos by Jeff

atemala you say? Yes Guatemala. I,

as most Americans, knew very little about this Central American country before going there for my Christmas vacation. Many pilots whom I asked before leaving knew even less about the count1y than I did. Some didn't know that Guatemala was a country at all. Some confused it with a food (guacamole). Of the pilots who were familiar with Guatemala, only a few knew of the great flying potential there. What led me to Guatemala was luck. I recently went through an instructor seminar with Pat Denevan at Mission Soaring Center. There were only five studentinstructors attending, and one of them had come all the way from Guatemala to participate in the clinic. His name was Mario Tabush. Throughout the clinic he told us of the many flying sites his country had to offer. By the end of the seminar we had all become good friends and Mario extended an open invitation for each of us to come and visit. At the time I was enthusiastic, but doubtful that I would ever make such a trip. Two weeks before Christmas I received notice from the shop I work for, San Francisco Windsports, that we would be closed for ten days during the holiday season. I then began to consider seriously a trip to Guatemala. At first the money wasn't there, but my boss offered to loan me whatever it would take. A couple of phone calls later and I had plane reservations and was set to go. Guatemala City is where Mario lives. It is surrounded by beautiful volcanoes and mountains. The temperature there ranges MARCH 1987

in the winter, between 75 and 80 and up to 85 in the summer. In other words, this place is paradise. Upon arriving at the airport I had had some nervousness about a Central American the politics there, count1y and all, but Mario had promised me that the government had been quite stable for the past several years. You would sec soldiers of the Guatemalan Army from time to time, but no more so than seeing the Fcderales in Mexico. By the end ofmy ten .. day stay I had no nervousness whatsoever about the political situation there. Before going to Guatemala I had pre·· sumed that most of the flying would be done at Lake Atitlan, the site of the 1979 world championships. Mario had spoken oftcu durthc clinic of the many 11ying sites in Guatemala, and I had imagined them being throughout the country with long drives between. This presumption turned out to be completely wrong. Within forty--five minutes of Guatemala City there arc at least six flying sites. One of these is an 11,000-foot volcano, called Agua, where the launch is at about 10,000 feet. Unfortunate .. ly, we didn't have time to prepare for a trip up while I was there. However, we did fly three of the other sites nearby. All of them were next to Lake Amatitlan, a small lake just outside of Guatemala City. Each site had easy two-wheel drive access, a welluc;,,.;,,,-.,u ramp, and a nice landing field. were all combination ridge and ther-· ma! sites, with cliffs from 900-1200 feet vertical. Fantastic views were present at each site as I flew over lush tropical vegetation, beautiful landscapes, volcanoes, and to top

TOP: Guatemala offers some of the most beautiful scenery and best world. ABOVE: The author enthusiastic fans.

it off, skies full of cumulus clouds. The winds near Guatemala City are very consistent. They blow either out of the north or ont of the south. While I was there, the wind blew from both directions, and during each of the ten days of my stay the conditions were easily soarablc. The winter I was told tends to produce a prevalence of nmth winds, while the summer tends to be dominated by the south. Luck provided me with several south days, allowing me to sample sites of both directions. You can fly year-· round in Guatemala, and according to the pilots there, 80% of the summer days (summer is their rainy season) and 90% of the winter days (their dry season) are soarable. I ean 't testify to this from personal experience, but after the ten days I witnessed, I'm a believer. During the summer most of the flying takes place before I :00 PM, when the clouds overdevelop and the rain begins. During my stay in Guatemala I was Z7

fortunate to be introduced to Marios' friend Alex Diez. Alex has been a pilot for about eight years and has been the only instructor in Guatemala for the past four. He is also president of the Guatemala Hang Gliding Association and is responsible for building most of the ramps and gaining government support for hang gliding there. That there was any organization, and the presence of well-crafted ramps in a country with only 16 hang glider pilots (there are only 22 in all of Central America) was truly a suprise to me. Alex, like Mario and most of the other Guatemalan pilots, speaks fluent English. He also has won the Central American Championships three of the last four years. I was highly honored to have him fly with and introduce me to most of the sites I flew. Alex and Mario were both anxious to show me the sites at Lake Atitlan. Atitlan is about a 2Vi-hour drive from Guatemala City, and what a drive it is. Breathtaking scenery envelops the countryside from the moment you leave Guatemala City. Arriving at the lake we stopped at a little pull off, and the next thing I knew Mario was unloading gliders. The lake is surrounded by cliffs on the one side, and on the other side are a couple of tremendous volcanoes. The lake is similar in size to Lake Tahoe and the views from any point around it are unforgettable. Soon after we found an even better view as we soared high above launch, as I quickly lost my virginity at Lake Atitlan. The cliffs are 1,000 to 2,000 feet high and zig zag in and out from the lake with the largest faces facing south. The wind usually blows south in the afternoon and you can fly any of the south facing cliffs. Jumping from face to face is easy on most days and on a good day you can fly the entire span down and back. There is a road that runs the length of the cliffs and there are four launches along it. On some of the faces there were visible thermals that would drift up the side of the cliff below you, These thermals would start out as a light mist, and as they drifted up would grow slowly into full sized clouds. You could easily follow most of these up to the point where you lost visibility, and then head out quickly towards the lake till you were free from the cloud. After a full flight you would be greeted upon landing by crowds of Guatemalans and Indians, many of whom had never seen a hang glider before. Just below the cliffs is the town of Panajachel. This small town is one of Guatemala's most popular resorts. The town 28

is dominated by artists and native Indians who crowd the streets selling their goods at unbelievable prices. Many of the artists are from Europe and the U.S., so there are many different languages spoken there. Because of the influx of people, this town has a magical quality about it. This is especially apparent in the bars at night. English tends to be the main language among the tourists, but sitting in the bar it was not uncommon to hear conversations taking place around you in three or more different languages. The energy was always at a high level and one could not help but to have a great time even if you were just a land lubber. Besides Atitlan and the sites near

Guatemala City, Alex told me of many other great sites there. He used a relief map to point out a string of mountains that crosses the entire country. He pointed out many of the mountains he had flown and described some of the cross country flights he had had. I thought I had seen plenty, and he was telling me that I had only just tested flying there. I'm back home in California now anxiously awaiting the coming season. I often have dreams of flying back in Guatemala - flying in and out of clouds - the kind of dreams that make most people look up to flying in such a special way. I know now that part of me is still in Guatemala waiting for the rest of me to return.•

lake Atitlan article and photos by Ken Maxfield My wife and I recently traveled by truck to Lake Atitlan in Guatemala, Central America. This was my seventh journey to the region, and the second time I was able to take a glider. This time I had a better glider with more experience and was eager to try new things. During the long drive through Mexico, I recalled past memories of previous trips south of the border. Lake Atitlan had always been the goal of each trip. It is a rare and beautiful place with many good qualities hard to find elsewhere. The lake itself is one mile above sea level, 8 miles wide, 12 miles long and 1,000 feet deep. It is of volcanic origin, with three huge volcanoes along the south and west shores. The north and east shores are surrounded by steep slopes to 8,000 feet MSL which are soarable most of the time. Many small villages surround the lake in various bays and river deltas. The indigenous people who inhabit the region are direct descendants of the ancient Mayan race. Although conquered by the Spanish, they have retained their native languages, customs and dignity. They are a proud and friendly people. After seven days of bad Mexican roads and dodging animals, chuck holes and people, we arrived at the border of Guatemala. Unfortunately, it was the afternoon of New Year's Eve and the officials were slightly drunk. Luckily, I speak fairly good Spanish

and we were able to clear the border in an hour, although it did cost a little extra. Our goal now within reach, we pressed onward along the coastal plain highway. At Cocales, we made the cutoff toward the lake. Here the road begins a climb of 8,000 feet in only 30 miles. We were glad to leave behind the sweltering tropical heat for the coolness of the highlands. My Datsun pickup made the climb OK and we pulled off the road at a scenic overlook. We were greeted by three Guatemala City college students on holiday. As we talked, we learned that the political situation was relatively quiet. Enjoying the view, I pointed out various landmarks to my wife. A thousand feet below us lay the town of San Lucas. To the west, volcanoes Atitlan and Taliman, wreathed in clouds, dominated the view. Eight miles across the waters on the north shore lay the town of Panajachel, our destination. Late afternoon rays lit the landscape with a golden hue, and once again I was awestruck by the beauty of Atitlan. Pushing onward, we drove the crestline road up to Godinez Junction and down the winding road to Panajachel, stopping briefly to check out two launch sites. As we arrived in town, a New Year's Eve fiesta was in full swing. Guatemala City youth, locals and gringos clogged the streets. After a quick sunset swim in the

HANG GLIDING

View of take AtiHan from the 105-kilometer launch. of Santa Catalina vokami,es in the distance.

cool waters of the lake, we strolled about the town. Outside the El Patio Restaurant, we saw Mark and Elanea, two American musi-· playing before a crowd. As they ended. a set, quickly the hat was We them warmly and they pilots told me that three Guatemala had flown earlier that day. Tired from our long we retired while the festivities continued till dawn. the next day, we rented a small house for only 30 que,tzals ($15) per month 11 AM I went looking and for the other pilots but Juan del Carman told me had partied all night and were hung over. Undaunted, I up to launch without them. Conditions were good aud I in the old familiar house thermals. than normal crowds thronged me upon on the river delta, mostly children. As I broke down the glider in Linda, the owner front of Hotel Arthur me. Arthur is an old WW II pilot who used to fly hang and is still interested in flying. In the winter months, the soaring weather is predictable at Atitlan. Prom November to March is the dry season and are usually sunny and warm but not hot A typical will dawn clear and cool and winds will be light until around noon. At midday the south wind comes sw1eep,Jng across the lake and blows up the steep on the north shore. Cumulus clouds quickly forming along the

MARCH 1987

rid1~eJ111e at about 9,000 feet. By 3 PM overdevelopment sets in, but it's usually soarable until 5 PM. Each day is just dif.. ferent enough to make it interesting. The south wind is the dominant weather

pattern in winter, but a north wind can overpower it at times. Some days, both north and south winds blow equally and this creates strong convergence lift above the ridges.

back in my book reveals that 18 times while at the lake. Each of were an hour or more in cxconditions. Out of 50 there, launch sites to is an 800-foot site on the road to Solola. Small

I .m1kir.1c;, back in my log

that I flew while the lake. of flights were an or more in excellent of days were soarable."

up at the San Jorge launch. Pami.jachel is seen in the distance.

the town. Poor dirt roads reach and hard to find! The on the road tJmt leads to Gc,dir1ez. 105 kilometer post, there is that injects you directly Bowl." The bowl has the lift and it's an easy glide landing on the river delta. road is 111c "Mirador," 2,000 lake with a grassy setup it's 8 kilometers (cross wind) jachel, with no really good the way. However, due to conditions, I never sank skyed out above launch and base at 9,000 feet riding cor1ve1:ge11ce the backside. Many long flights were as far as two miles out over casionally, I found lake drifted down wind with mountains. Many cross possible by jumping across the and on to Beyond San a huge tains stretches all the way (See map.) Lake Atitlan was the site tional contest in l<J79. (See Magazine January, 1980). competed for cash and tropn:1es. In recent years, "bad tral Amt!rica has reduced trickle and pilots avoid the my stay not one other pilot had the air all to myself. pilots, once numerons, down to a handful. There are many around the area on um;oarable evenings. Panajachel is a town but is not spoiled. Cl1)thinl! shops, restaurants, hotels and visitors with everyt11ing fbod market is my favorite attracti1on. like exotic tropical fruit and this is the place for you. include: hiking, swimming, wil1dsurfing. soaking in the hot with the locals at mad dogs and En:l'.(lishmien the midday sun. entering the granted 30 days visa which in Guatemala A but not necessary if you tificate and other I. D.111

HANG GulJING

USHGA Chapter Newsletter

Soaring The Crowded Skies safety report by Joe Greblo illustrations by Dave Lynch reprinted from the Sylmar Hi Times Kagel Mountain, world famous for its consistent soaring conditions, is equally famous for its crowded air space. Many who fly here will agree that during crowded conditions it is very diffficult to relax and enjoy a flight for fear of an all too close encounter with another glider. Complaints of overcrowding and right-ofway violations are common topics of post-flight discussions. This article will not discuss basic thermalling technique nor simple right of way rules. Plenty has been written on those subjects already, and hopefully most Kagel pilots have that information mastered. Instead, I'd like to concentrate on specific problems encountered on crowded afternoons. The main problem is not necessarily the number of gliders crowding the air, but rather the varying flying styles, thermalling techniques and the diverse rightof-way concepts many pilots possess. It's this lack of cohesive unity in the minds of our local pilots that makes the site seem more crowded than it really is. Consider for a moment how many people can safely ice skate at a crowded rink IF every skater conforms to basic details like speed and direction. But add ten more skaters and send them off in every direction, and the ensuing ice anarchy would make the rink seem severely overcrowded. Now, before you skip over this article by thinking, "This doesn't apply to me; I know all there is to know about right-ofway, thermalling and all that ...", READ ON! There are some great rules of thumb here that we're ALL guilty of disobeying at times. There are two main premises to keep in mind. First, Kagel is primarily a thermal site. The bowls are actually ridge MARCH 1987

soarable during thermal gusts, and on occasion in a strong laminar wind, the whole ridge is soarable. Second, when flying in crowded conditions, personal flying style must be sacrificed to some extent to accommodate the "gaggle" as a whole. THERMALLING DIRECTION The simple rule, obvious to all, "thermal in the same direction," is broken perhaps the most often. Unfortunately, this rule is not so black and white. There are four basic reasons why pilots find themselves in the same thermal, but turning in opposite directions. 1) NOT LOOKING OR THINKING FAR ENOUGH AHEAD. Common among inexperienced pilots, this reason is pretty basic and requires little discussion. Flying in crowds requires plenty of in-flight, on-the-spot planning. It's imperative to know which gliders lie in your path and what direction they are turning. If thermalling or flying in turbulence is so taxing that it requires neartotal concentration, then it's best to avoid thermalling near other pilots. Practice thermalling at some less crowded area until your skill and confidence provide plenty of time for planning ahead. 2) HI-LOW SPLIT. As in the card game, the losers are always the guys in the middle. Envision yourself already low when a sink cycle hits; you search the ridge as long as altitude permits, but are eventually forced to head out to the LZ. Just ahead and 600 feet above, you notice a pilot by himself circling to the left, climbing steadily. The other pilot is high enough above you that you're not sure exactly where you'll encounter the lower part of his thermal. When you find

the lift, your right wing pops up so you turn right, knowing that the proper left turn will take you for an unwelcome trip through sink city before you return to the coveted lift. Besides, the other pilot is high enough above you that he surely won't mind you turning the wrong direction for a bit. Besides, you're planning to change directions when and if you get a bit closer to him, right? Right and wrong. Sure, the other pilot won't mind, since there is no immediate conflict. But think ahead a little; it's a crowded day, and this sink cycle will force every other Tom, Dick and Harry Martin out on a hell-bent quest for lift. You might as well paint a bullseye on your helmet, because everyone else in the sky will be zeroing in on your thermal as soon as they see you gaining altitude. The plot thickens (literally), as pilots arriving low follow you and circle right, and the pilots closer to "that other guy" follow his lead and circle left. Pity the poor guys in the middle. They're all busy screaming at each other to turn the other way! And since you were below the mayhem in the middle of the stack, you were detached enough from the situation to get off scotfree. In fact, you never even knew that you almost caused a mid-air. In this situation, the pilot entering low would have been fine turning the wrong 31

USHGA Chapter Newsletter direction ONLY IF he could reverse his turns to coincide with those of the pilot above well BEFORE any other pilots arrived at the scene. 3) MULTIPLE CORE THERMALS often cause pilots to meet up thermalling in the wrong direction. Let's look at an example: It's a crowded summer Sunday, and you've hooked a good one. You're climbing at a rate of 1-300 up. You're circling to the left, trying to core a little tighter and get a steadier reading on your vario. A hundred yards in front of the ridge you notice another pilot turning right, climbing at about the same rate. It seems like there's plenty of space between thermalling paths of the two gliders, so you continue to work the lift. Within minutes, the other pilot's wing tip rockets by your control bar. A close call! How did he end up so close? A multiple core thermal is often interpreted as two or more separate and distinct thermals. Since these cores are all part of an unstable mass of air, they often behave differently than the thermal as a unified whole. They sometimes seem to wander unpredictably within the thermal mass, often merging with other cores. Two pilots circling in separate cores within a single thermal may find their two cores merging into one. When flying near another pilot in what may be a multiple core thermal, it is often best to turn larger circles which pass through the different "pops" or cores. If your comrade insists on working his core. consider working it with him if it's large enough. If not, keep a close eye on the nearby pilot, or better yet, search elsewhere for a more predictable environment. 4) MERGING THERMALS. This is the one that got me, even after I had noted the same thing happening to others at Kagel. I ventured over to Trash Mountain on a single surface glider, only to sink out. There was a pretty stiff breeze and I was concerned about reaching the LZ. Instead of trying to make the glide, I decided to turn right and head for the Volcano as a last ditch effort to get back up. I found zero sink REEEL LOW over Volcano and started turning left. There was no one above me; the nearest glider

thermalling at a site like Kagel are about as compatible as waltzing at a rhumba contest. If you are alone on the ridge, by all means soar to your heart's content. But if other gliders approach, it's a better idea to use thermalling techniques. If you're already low, head out in search of another thermal.

thermalling over the third bowl was at least a quarter mile away. I was drifting back fast, hardly climbing. I didn't want to lose this one now, since I was definitely too low and too far back to make the landing area. As I approached the wall of the ridge, my climb rate rose dramatically and my drift slowed to a crawl. Another pilot entered the thermal, but left when he saw me below him, thermalling the opposite direction of the glider above him - the glider that only minutes earlier had been a quarter mile away. How did I end up beneath him if we were both turning continuous circles? Thermals over flat ground drift much faster than thermals up against a mountain slope. The pilot that entered the thermal up near the bowl drifted slowly. I entered the same thermal low over flat terrain and drifted quickly back. Soon, I was under the other pilot. Had I realized this while it was happening, I would have reversed my direction much earlier in anticipation of my approach to the other pilot. Conversely, if the other pilot had been paying more attention, he could have reversed direction prior to the arrival of the third pilot.

RIDGE SOARING THE THERMALS How many of you have been trying to thermal a bowl and have run across a "Ricky Ridgesoarer" style pilot. He's the kind of guy who sits doing tight figure eights over a thermal-filled bowl because he thinks he's experiencing ridge lift. Then, when the thermal gust dies out, he heads off to the next bowl. Hopefully all you Rickies out there are taking notes. Ridge soaring is ridge soaring; thermalling is thermalling, and never the two shall meet. That is, ridge soaring and

™PROPERLY PASSING BY OR ENTERING INTO THERMALS ALREADY OCCUPIED General right-of-way rules are available in nearly every soaring book published, including those written by Dennis Pagen, and I don't doubt for a minute that nearly every pilot can recite these rules by heart. Unfortunately, the real world of hang gliding is not set up to follow ideal textbook situations. It's not so cut and dry. Of course, you veer to the right if you're about to careen into another aircraft head on, and certainly the lower pilot has the right of way, but how does a pilot join another pilot in a thermal without scaring the heck out of him? As silly as it sounds, I'm going to mention how to pass a thermaling pilot. It's not enough to simply fly by, taking care not to run into him. There's more to it, You need to fly by him in the least intimidatng manner possible. You can do this by making sure that your projected fight path never intersects his projected flight path. In other words, fly around his thermal, not through it. You'll gain the other pilot's respect and confidence. Let's say you want to enter a thermal already occupied by another pilot. Rule #1: The established pilot has the right of way, not you. Rule #2: He presently owns all of the area within the circumference of his 360 circle at his altitude. Rule #3: It's your job to enter his thermal in a safe and courteous manner. A good rule of thumb is to try to enter the occupied thermal nearly opposite the other pilot. Exactly opposite isn't as safe because both pilots' views of each other are blocked by their lower wings. Entering too close to the other pilot's tail forces him to rubberneck behind his wing to sight you. If you enter too close to his nose, you'll be forced to do the same. This also makes it hard to scan for

HANG GLIDING

USHGA Chapter Newsletter other pilots who might also be trying to enter the thermal. The perfect position to enter will allow each of you to maintain eye contact while looking in front of your lower leading edge. It's difficult to maintain this position in choppy thermals, but the better you get at it the more confident you (and others who fly with you) will be when sharing thermals.

Three or more gliders at the same altitude in the same thermal is not a very comfortable situation! Unless you are experienced in these conditions, avoid them like the plague. Since it's likely that all the pilots cannot see each other all of the time, it's absolutely crucial that each pilot maintain consistent airspeed and bank angle. Sudden and unpredictable changes in anyone's flight path could spell instant disaster. More often than not, a pilot will enter an occupied thermal below or above another pilot. Cherish this short-lived moment, for soon one of three things will happen. Either the other pilot will climb to your altitude, you will climb to his altitude or, you guessed it, someone else will enter your thermal. Remember that if someone is climbing from below and getting closer, he has restricted vision of what lies above him and therefore has the right of way. If you are thermalling above an approaching pilot, widen your circle and allow him to climb through. You can always re-enter the thermal below him. It may hurt your pride to do so, but it's a whole lot classier than screaming at the other guy as if it's his fault.

MARCH 1987

INCOMPATIBLE THERMALLING TECHNIQUES Flying in crowded conditions demands compatibility with other pilots and their own techniques of thermalling. Try to maintain concentric circles even if this results in a slower climb rate. Avoid sudden bank angle and airspeed changes to increase your rate of ascent. Rolling in or out of a sudden "pop" may take you up a little quicker, but the other pilots in that thermal won't appreciate your unpredictable actions. UNCLEAR SIGNALS Unclear signals are perhaps the most common errors made by pilots on crowded days. Although your glider is probably not equipped with turn signals, horn or radio transmitter, you do have several devices at your disposal which can give clear, precise signals of your intentions to other pilots. Remember, it's not enough that you yourself know where you are about to go in relation to another pilot. Other pilots must also be able to predict your actions if they are to be comfortable flying with you. Clear "signals" of your actions are often nothing more than the courtesy of plenty of eye contact and well-planned, predictable maneuvers. When possible, make direction changes during periods of eye contact with your neighboring pilot and avoid changing direction when you are obstructed from his view. CLEAR YOUR TURNS PROPERLY Thermalling in a "gaggle" is a fulltime job, requiring 100 % concentration on right-of-way rules, etiquette and the airspace around you. If your skill level as a pilot requires all your concentration just to stay aloft, then you won't have enough of that precious concentration left over to insure against a mid-air collision. Remember, priority one is safety, priority two is staying up. The best way to work up to flying in crowds is to first develop your thermalling skills well away from the gaggles. Only after you have learned to stay up without exercising a great deal of concentration should you attempt to thermal

close to other pilots. Proceed with the buddy system; try to find a pilot (more experienced than you), who is willing to fly with you in the same thermal and critique your performance. Spend this time developing your skills safely as well as efficiently, and be careful to distinguish between the two.

FEAR OF FLYING TOGETHER Since Kagel Mountain appeals to Novice, Intermediate and Advanced rated pilots, it is not uncommon to find all of the above thermalling in one general vicinity. The Novice and Intermediate pilots, hesitant to enter the crowded areas, often practice their thennalling techniques away from the maddening crowds; something I'm sure we all agree is a good idea. An interesting problem results a short time later when these pilots find the courage to cautiously venture into the more "populated" areas to soar. Intimidated by the crowds and by the "hot shot" names who fly hem, these (continue<! on page 25)

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RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

REGION

Elizabeth Darner Wuzzock DeHond Peter Fairchild Joseph Friedman Samuel Linton Geoffrey Phillips Mark Sherbourne James Shortt Christopher Wilson Gideon Yaffe

San Jose, CA S. San Francisco, CA Union City, CA Mountain View, CA Stanford, CA Menlo P:lrk, CA San Francisco, CA Seaside, CA Mountain View, CA Stanford, CA

Jim Woodward Charlie Whitehill Charlie Whitehill David Bowen David Bowen David Bowen Charlie Whitehill Jim Johns Dan Murphy David Bowen

2 2 2 2 2 2 2 2 2 2

Jason Broderson James Fox Scott Kurth Donald Morsehead Cindy Piazza John W. Regan Carol Reid Robert Traversi Stephan Wolf

Isla Vista, CA San Bernardino, CA San Luis Obispo, CA Ross, CA Goleta, CA Goleta, CA Goleta, CA Sacramento, CA San Luis Obispo, CA

Achim Hageman Debbi Renshaw Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman Achim Hageman

P:lul E. Mariner Fidel Morales Bill Swearengin

Colorado Springs, CO Ft. Carson, CO Colorado Springs, CO

Ron Wilkinson Ron Wilkinson Ron Wilkinson

Jay Aiken Tom Oliver

Lolo, MT Plummer, ID

Conrad Agte Larry Strom

Robert LeRoy Phillip Reed

Great Bend, KS Sherwood, AR

George Greer Lawrence Haney

Karl Mariotti Warren Phinney Peter Swanson

W. Lafayette, IN Wanwatosa, WI Minneapolis, MN

Matt Taber Matt Taber Roger Lockwood

Albert DuCharme Simon Edgeworth John King Ted Pelletier

Woonsocket, RI W. Upton, MA Medford, MA Manchester, NH

T.C. Searle P:lul Kennedy P:lul Kennedy Rob Bicknell

William S. Brei John Chwastiak Matt B. Clarke Ray Dunrneyer David Pritchard Steve Pritchard Chris Rognon

Alexandria, VA Essex, MD Chagrin Falls, OH Annapolis, MD Grafton, VA Grafton, VA Brookpark, OH

Rob Bachman Bill Maurer Mike Delsignore Chris Crescioli Chris Thompson Chris Thompson Mike Delsignore

9 9

Andrew Brown Jan Hendren John Lacambra Mark Lacambra Leonard Lee Tom McKay Joh Scott Steve Terepka Thomas Wolf

Conyers, GA Erwin, TN Lutz, FL Winter P:lrk, FL Temple Terrace, FL Perrine, FL King, NC Largo, FL Ormond Beach, FL

Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Matt Taber Jake Alspaugh Matt Taber Matt Taber

10 10 10 10 10 10 10 10 10

MARCH

]987

Roger Kruger Thomas Provost James Taylor

Crosby, TX Austin, TX Kenner, LA

Matt Taber Matt Taber Matt Taber

11 11

Douglas Hersh

Jackson Heights, NY

Jake Alspaugh

Jorge Aleman

San Pedro Sula, Hondoras Athens, Greece Kaleen, Australia Athens, Greece Athens, Greece

Dan Skadal

FOR

Mike Theocharis Achim Hageman Mike Theocharis Mike Theocharis

FOR FOR FOR FOR

INSTRUCTOR

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Fotis Bobolas Brian Hale Constantinos Haydos Theodora Liouka

NOVICE RATINGS NAME

4 4 4

6 6

9 9 9 9

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Craig Demott

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Rob Engorn Dan Murphy Chuck Staedler Eric Beckman Charlie Whitehill

Mike Cavelletto Barbara Kennedy Sam Mazzola Julian Pearson Guy Renard P:lul Damian Schulte

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Ken De Russy P:lul Burns Joe Greblo Debbi Renshaw Dave Wiese John Ryan

Franklin Dahlberg, Jr. R. Thomas Dermody Steven Phillips Dan Rayburn Kenny Sencenbaugh Dale Webb

Ogden, UT Monument, CO Florissant, CO Shawnee, CO Colorado Springs, CO Tempe, AZ

Gary Lagrone Ron Wilkinson Ron Wilkinson Mark Orsborn Ron Wilkinson Doug Gordon

Tom Oliver

Plummer, ID

Larry Strom

Donald Stoll

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Dave Rodriguez

Larry Barnes Douglas Mosher Geogory Nejame

Wiscasset, ME Woburn, MA Danbury, CT

Rob Bicknell Gary Elhart Thomas Aguero

Kevin O'Malley J. Murray Randall Mike Tome

Glenshaw, PA McLean, VA Malta, OH

P:lt Brooks Richard Hays Joseph Troke

James Anderson Andrew Brown William Gillespie James Graves Tony Laminack

Ozark, AL Conyers, GA FPO Miami, FL Dalton, GA Union City, GA

Dave Curry Matt Taber Gary Elhart Matt Taber Matt Taber

10 10 10 10 10

2 2 2 2 2

4 4 4 4 4

RATINGS AN!D APPOINTMENTS Tony Brady Thomas Gaw Daniel Walker

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Eric Hanson Carl Geers David Chadwick

11 11 11

Kevin Birney Kevin P. Dunn John Hedges

Upper Saddle River, NJ APO, NY APO, NY

Thomas Aguero Gary Elhart Gary Elhart

12 12 12

Aida Raymond

Lake Elsinore, CA

Paul Bums

David Sharp

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Chuck Woods

Peter Von Ballmoos

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Jiff Nicolay

Dean Rogers, Sr. Christian Titone

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Mike Maxson Jim Keller

9 9

Vince Collins

Austin, TX

Steve Burns

Reuben DeVries

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Paul Voight

INTERMEDlATE RATINGS NAME

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REGION

Michael Lipscomb

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Ken Brown

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Hayward, CA Mountain View, CA King City, CA Fair Oaks, CA Redwood City, CA Pacifica, CA San Jose, CA Oakland, CA San Bruno, CA FPO San Francisco, CA Alemada, CA Aptos, CA

Dave Bowen Dave Bowen Dave Freeman Jim Johns Jim Johns Charlie Whitehill Kari Castle M. Saraiva Dave Bowen Jeff Cotter Charlie Whitehill Rob Engorn

2 2 2 2 2 2 2 2 2 2 2 2

Don Miller Jack Miller Robert Pobocik Timothy Riley

Orange, CA San Diego, CA Tustin, CA Santa Barbara, CA

Dan Skadal John Ryan Dan Skadal Ken De Russy

3 3 3

Russell Broom Ken Willett

Provo, UT Tempe, AZ

Gregg Lawless Russ Gelfan

4 4

Brent Bitikofer Shaul Bitikofer

Kansas City, KS Kansas City, KS

Robert Black Robert Black

6 6

Albert Whitesell

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Joel Greger

Hans Herr Mark Nicolet

Holtwood, PA Thompson, OH

Pete Osborne Mike Delsignore

9 9

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Thomas Aguero

Vinzenz Furrer Jim Hagirodos Scott Jones

Liestal, Switzerland Brisbane, Australia Tweed Head NSW, Austraila Verla, Greece

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FOR FOR FOR

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REGION

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REGION

TANDEM RATINGS Class One NAME

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Rob Kells Ken De Russy Rob Kells

Charles Johnson Chris McKeage

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Jim Zeiset Jim Zeiset

Robert Black Gary Whitman

Liberty, MO Kildare, OK

Steve Michalik Steve Michalik

6 6

Fred Permenter

Whitehall, MD

Bill Criste

Class Tuo NAME

CITY, STATE

DIRECTOR

David Chadwick Alan Chuculate Larry Strom

Seattle, WA Fairbanks, AK Spokane, WA

Ken Godwin Steve Hawxhurst Ken Godwin

Eric Beckman Pat Denevan Walt Neilsen

San Francisco, CA Milpitas, CA San Francisco, CA

Russ Locke Russ Locke Russ Locke

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Joe Greblo Joe Greblo Ken De Russy Ken De Russy Joe Greblo

REGION

2 2 2

HANG GLIDING

RATINGS AND APPOINTMENTS Joe Greblo

Tujunga, CA Del Mar, CA l'aia, HI

Joe Greblo

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Bob Thompson Bob Thompson Jim Zeiset Bob Thompson Bob Thompson

Brad Kushner John Woiwode

Waukegan, IL St. Paul, MN

John Woiwode John Woiwode

Dennis l'agen

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Dennis Pagen

Steven Huckert

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Ken De Russy

Jim Grissom Donald Jones Mark Mocho Bob Stout Rusty Whitley (S) Jeff Wolford James Zeiset (S)

Glendale, AZ Tempe, AZ Albuquerque, NM Gila Bend, AZ Gunnison, CO Albuquerque, NM Salida, CO

Bob Thompson Bob Thompson David Ray Bob Thompson Jim Zeiset David Ray Jim Zeiset

Rick Altig

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Bruck Hawk

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Thesalias, Greece

l'aul Voight

FOR

3 3

Recertification (R) Special Observers (S)

Rob Kells Ken De Russy

INSTRUCTORS

NAME

CITY, STATE

ADMIN/ DIRECTOR

David Darling (A-R) William Henry (B) William Rickles (B)

Maui, HI San Diego, CA San Diego, CA

Darling/DeRussy Ryan/DeRussy Ryan/DeRussy

Mark Chirico (A)

Windsor Locks, CT

Pagen/Pagen

Fred Permenter (B) William T. Scott (B)

Whitehall, MD Ellicot City, MD

l'agen/l'agen l'agen/l'agen

Advanced (A) Basic (B)

MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER

OBSERVERS NAME

CITY, STATE

$495 EXAMINER

Carol Sturtevant

North Bend, WA

Mike Daily

Greg Lamadrid (R)

Bakersfield, CA

Dave Bowen

REGION

WOULD YOU PAY 30¢ FOR A MAGAZINE YOU DIDN'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays 30¢ for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine. The Post Office returns undeliverable magazines to us and charges us 30¢. In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you for your cooperation. MARCH

1987

MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590

MODEL M20 WRIST VARIO $200

STREAMLINED TUBE ADAPTER

Available from hang glider manufacturers and dealers

The Hall Airspeed Indicator A precision instrument for the serious pilot. Rugged, dependable and easy to mad. Airspeed Indicator . . ...... $21.50 Long Bracket . 6.50 Foreign & C.O.D. Orders add $2.00 Control Bar Protectors

Airspeed Indicator with Long Bracket

5" diameter ABS plastic wheels. Specify 1" or 1·1/8" control bar. Wheels - $20 00/pair Foreign & C.O.D. orders add $2.00 Hall Brothers P.O. Box 771 ·H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders (801) 829-3232

Control Bar Protectors

S~stek Vario I Altimeter 0-15,000 FT Altimeter

A Stanway To Tomorrow

UP-Audio

Dual Batteries

$29S-.._~-

• Totally energy compensated • Glide calculator • Airspeed 8-100 mph • Altimeter range 20,000 ft. • Mccready Speed ring • 2 vario response times • Sink alarm • Stopwatch (100/00 sec.) • 1 year warranty

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

AIR TECH ELECTRONICS USA ADVANCED AIR TECHNOWGY 29 State Street I Santa Barbara, CA 93101 I (805) 687-3119

WHEN ONLY THE BEST IS GOOD ENOUGH . ..

Hang Gliding Spectacular

CHOOSE THE

LINDSAY RUDDOCK VARIO-ALTIMETER • Outstanding sensitivity & reliability • Well proven in Emope & Australia • 20,000 ft. fully compensated altimeter with • QNE switch and barometer switch • Fast-acting auto-zero vario with • Adjustable up & down audio-thresholds and • Irving total energy probe (OptionaQ • Small & Light • Newly available in the USA For full details write or call: NPSC, 3400 Ocee# 1701, Houston, TX77063 (713) 782-6421

Make plans to attend the oldest continuously held hang gliding competition in the country. For more information call (919) 441-4124

P.O. Box 340 Nags Head, N.C, 27959

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

Rogallos COMET 165-60 hrs, new wires very well kept. Yellow/spectrum. $575. Phila. (215) 363-6500 ext. 285. COMET 2 165-Damaged. repairable. $400. Florida (904) 481-3322. C-2 185 COMET-Low hours. Excellent condition. Spectrum color. $595. - Steal! (714) 643-2261. DEMON 175-Factory condition/15 hours. Speed bar/rail. Red/white $450. Cincinnati (513) 961-2817 Paul. FOR SALE-165 Lt. Dream red and yellow. Spaghetti harness, Romer helmet, 40 channel CB. $850. Also, 205 Lt. Dream blue and rainbow, 40 channel CB $1000. Calvin Morgan (817) 937-2839. 180 ATTACK DUCK-Excellent condition with speed bar $1300. or $1600. with harness, parachute, flight deck. (805) 653-7488. Ventura, CA. 160 DUCK-Red, orange, yellow, 20 hours. Flylite harness, FFE chute, Bell helmet. Roberts vario, fairings - $1675.loffer. Steve (805) 963-2244. DUCK 130-Flies great! $800.IOBO. Short cocoon, chute. (408) 338-9874. ECLIPSE !?-Excellent condition. Black leading edge, white trailing edge. Red double surface. $1650. Tom (303) 524-9625. WANTED-Fledge ill or E.T. Call (507) 452-9379. UP GEMINI 164-Mint cond., 30 hrs. Black mylar LE, white, red - no logos, tip battens. $800. FD knee hangar $75. Steve (803) 268-4527, 297-8820. WANTED-Gemini 164 sail, airframe, or wrecked glider. Joseph (503) 482-4477 . UP GLIDEZILLA-White with red leading edge and yellow double surface. Speed bar and rail. 5 hours - Like new. $1600. or best offer. Ralph (216) 659-4435. WANTED HARRIER 187-Got one you're not using? Louis (916) 265-9284. HP-Red L.E. and dbl. surface, 4.5 white main body, 6 months old. Excellent! $1700. or best offer. San Francisco (415) 282-5795. HP-Excellent condition. Red, rainbow, white. $1600. Also Ball 651, High Energy cocoon. (303) 279-7770. I

HP 1-1/2-All the latest factory mods, just done. Red & white, new Aqua Lam Mylar leading edge, 4.5 oz. extra firm trailing edge w/strung hem, adjustable kingpost suspension, fairings, etc., new wires, no dings. If you can, find a new one that flies better for twice the money... $1400. Dave (714) 674-8176 evenings.

MARCH 1987

HP 1.5-Kingpost hang system update, Flies great-$1200. (714) 661-5098. HP-White tempercoat L.E. Gold lower surface, faired bar, U.P. speedbar. Excellent condition. $1200. Pat (818) 332-3639. HP-HP II conversion, camera mt. zippers, faired tubing, 6 months old. Very, very clean. $2000. (619) 755-0044. HP l.5-0nly 30 flights with an average of over 50 miles per flight. Excellent condition, excellent performer. Never trashed. $1400. OBO (612) 227-6733 days. Bruce. MAGIC 4 RACER-Excellent condition, Blue, light blue, and white. $1895. firm. John (612) 624-0744 days, (612) 647-1898 eves. 177 MAGIC III-with V.G. $1000., firm. Roger (406) 542-2598 Mt. PRO DAWN 155-Excellent condition, super custom sail, $900. OBO. Evenings (218) 624-4500. RAVEN 229-Immaculate black LE, TE, and tips. Red sail with one gold panel. Still crinkles. $850 Firm (213) 498-1737. RAVEN 229-With matching Robertson cocoon harness and Bill Bennett chute. Great for tandem or soaring. $800. Lynn (615) 586-9556 or 1515.

New Lt Mystic 188, 155 .. , , , , , , ... Each $1985. ........ ... $1725. New Vision Eclipse 19 . , , . Each $1600. Lt Dream 220, 165, 145 . New Polaris Delta 16 ..... .... . ... .... .$1200. Used 160 Streak, Rainbow . ...... ,, , , , ...$ 600. Used Duck 180 ........ .... .... , , , .. .. $ 700. Ship anywhere, all test flown, Golden Sky Sails Inc. (303) 278-9566. Windsports Inventory sale of HGMA Certified gliders. Delta Wing Gliders , , .. $1300. .... .... 166 Mystic V.G. .... , , , ...... ...... . .$1400. 177 Mystic V.G. ,, '.$ 600. 160 Streak. , , , , , , .. , .. . " .... ,, , , , ... $ 750. 180 Streak. , , , .... .... ,, .. $1200. 220 Dream .... . .... Wills Wing Gliders 167 Sport (7075) ... .... ....... .... $1800. 170 HP 1.5 .. , , , , , , . .... , , , ... $1400. Flight Designs Gliders 180 Super Lancer .. ..... ..... , , .. .. $ 450. 200 Super Lancer ... , , , .... . ... " .. $ 600. Windsports will inspect the glider, replace the side wires, both hang straps and test fly each glider. A $181. value for only $50. Windsports International (818) 988-0ll l. '

SENSOR 180-Excellent shape, VG, 1/2 battens, rainbow sail. $1200. OBO (805) 541-1275.

Schools and Dealers

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

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

SENSOR 160 VG- Exe. cond. A steal at $999. Buy it' (612) 735-9130. 165 SENSOR 510VG-Excellent condition, Half battens. (406) 862-6667 Eve. Whitefish, Mt. SENS0R5IO-B MODEL-160 VG, half ribs. Blue and white. Outstanding condition. $1595. Jim (805) 967-3388. 168 SKYHAWK-30 hours. Dark blue LE, spectrum wedge, light blue TE, Custom black frame. Immaculate! $1250. (213) 379-0242. WANTED-Wills Wing Sport or Sport American. (619) 789-3103. 167 SPORT AMERICAN-Blee. blue L.E., white top & trailing edge, gold dbl. surface. Excellent condition. Less than 30 hrs. $2100. 180 Attack Duck-Red L.E., rainbow dbl. surface, white T.E. Extremely clean. Low hrs. $1000. Tom (414) 763-7914 or (414) 781-5484 work. SPORT 167-7ITT5 tubing, good cond. Orange, yellow, white. $1500. (805) 644-5375. STREAK 160-Brown & white main upper sail, rainbow and yellow double lower sail, will ship $400. Call (303) 233-2976. VISION ECLIPSE 19-New Condition. Green/white. $1495. (415) 571-7460. WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. ,,, ,,, ....... $1500.00 Eclipse 17 .... , , , HP 170. ..... ...... .... ,, , , ,, ... $1300.00 .. .. .... . ....... .. $1050.00 Vision 18 .... Magic ill 177 ..... ..... , , , , , , ..... .$1800.00 We are looking for good used equipment. (619) 450-9008.

ALABAMA

ARIZONA ARIZONA WINDSPORTS-Largest hang gliding center in the southwest. Certified Instruction utilizing the world's only man-made trainer hill. Highly competitive prices on all major brands. Call us last. 1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121. ARIZONA WINDWORKS-Certifie<l instruction, new and used gliders, parts and accessories. 2301 W. Charter Oak Road, Phoenix, AZ 85029 (602) 997-5364, 870-9878. 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. New and used equipment. Wills Wing, Moyes, Airwave, Keller harnesses, Ball and Litek. Makers of Primo Air Mitts. 8 Blue Jay Way, Conway, AR 72032. (501) 327-0698. SAIL WINGS HANG GLIDING-Certified instruction. Authorized Pacific Windcraft and Airwave dealer. 1601 N. Shackleford 11131-4, Little Rock, AR 72211 (501) 224-2186. CALIFORNIA BRIGHT STAR HANG GLIDERS- Sales - service - restorations. All major brands represented. Santa Rosa, CA (707) 576-7627. CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The best damn hang gliding shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800.

CLASSIFIEQ ADVERTISING HANG FLIGHT SYSTEMS-USHGA Certified training program featuring the combined talents of Dan Skadal, Erilc Fair, and Rob McKenzie. We sell and service all major brands of gliders and accessories. New and used. Sport, Skyhawk, HP II. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varios, and spare parts. Located minutes from US 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Windcraft, U. P. Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008. MISSION SOARING CENTER-Serving the flying community sinn 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 1116 Wrigley Way, Milpitas, CA 95035 (408) 262-1055. PINECREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. SAN FRANCISCO WINDSPORTS-Gliders and equipment, sales and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828. SANTA BARBARA HANG GLIDING CENTER-Certified instruction, glider and

equipment sale. 29 State St., Santa Barbara, CA 93101. (805) 687-3119. WINDSPORTS INT.-Since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. CONNECTICUT CONNECTICUT COSMIC AVIATION-14 Terp. Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. GEORGIA LOOKOUT MOUNTAlN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. HAWAII MAUI SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. RR. 2, Box 780, Kula, HI 96790 (808) 878-1271. IDAHO TREASURE VALLEY HANG GLIDERS-Service, sales, instruction. EVERYTHING YOU NEED! P.O. Box 746, Nampa, ID 83653. (208) 362-1848. MINNESOTA ~~--~~~~~~~~~~-

NORTHERN SUN, INC.-Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866. NEW YORK FLY HIGH HANG GLIDING, INC.-Serving New York City/Albany, Jersey, Connecticut areas. (Ellenville Mtn.) Area's exclusive Wills

Wing dealer/specialist. Also carry all other major brands, accessories. Certified Instruction. 7 years experience. Quick repairs. Featuring areas most INEXPENSIVE prices. Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. MOUNTAIN WINGS, INC.-6 miles from EUenville. Five training hills, five mountain sites, USHGA certified instruction and towing. Delta Wing, Pacific Windcraft, Seedwings, Wills Wing and Skylines and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555. SUSQUEHANNA FLIGHT PARK INC.-Central New York's Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O - 160', jeep rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153. THERMAL UP, INC.-Most complete hang gliding shop in area. Located on top of Ellenville mountain. USHGA certified instructor and observer. Concentrated hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, PO Box 347, Cragsmoor, NY 12420. (914) 647-3489. NORTH CAROLINA KITTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959. 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Windsurfing sales and instruction also available. SAURATOWN KITES-Winston Salem (919) 760-1390 or 983-3570. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing, Pacific Windcraft & Delta; new and used equipment.

--------------------~------~-----------------------------

I I USHGA CLASSIFIED ADVERTISING ORDER FORM I 35 cents per word, $3.00 minimum. I (phone numbers - 2 words, P.O. Box - 1 word)

I Photos - S10.00

J Qudllna, 20th of the month six weeks before the cover date of the

I Issue In which you want your ad (I.e. March 20, for the May 1uu1). I Bold lace or caps 50$ par word extra. (Does not Include first few I words which are automatically caps). Special layouts or tabs $2(), per I column Inch. I Payment for first three months required In advance. I I Please enter my ctasslfled ad as follows: I I I t I I Number of words: @ .35 •

Section (please circle) Rogallos SchOols and Dealers Emergency Chutes Ultralight Powered Flight

Parts & Accessories Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous

Begin with _ _ _ _ 19 _ _ _ _ Issue and run tor---consecutive lssue(s). My check _ _ money order _ _ is enclosed In the amount of $, _ _ _ _ _ __

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

Phone Number: P.O. BOX 81308, LOS ANGELES, CA IOON I (213) 3t0·30II

l---------------------------------------------------------1 40

HANG GLIDING

CLASSIFIED ADVERTISING OHIO

WASHINGTON

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

AIRPLAY'N PRO SHOP & Hang Gliding School. The only full time, full service hang gliding shop in Washington. Complete inventory for Airwave & other major brands. 800 Mercer, Seattle, WA 98109. (206) 467-8644.

PENNSYLVANIA SKY SAILS LTD. Hang Gliding School.-USHGA certified instructors. l 630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

Parts & Accessories

International Schools and Dealers CANADA

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

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

UTAH

JAPAN

~~ HANG GLIDING LTD. -for tlK ultimate high-

FLY UTAH WITH

Delta Wing Products, certified instruction, 9173 Falcon Cr., Sandy, Utah 84092 (801) 943-1005. WASATCH WINGS, INC.-USHGA certified hang gliding school, dealers for Wills Wing. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242. VIRGINIA SILVER WINGS INC.-Certifted instruction & equipment sales. N. VA. (703) 533-1965.

• Quality constrnction, 1/,-in. neoprene,

nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited

THE AIRWORKS 3900 Van Buren NE NM 87110 (505)

Albuquerque,

MARCH 1987

884-6851

SAN FRANCISCO WINDSPORTS (formerly H.G. Equipment Co.). For all your hang gliding needs. We are dealers for all major brands. Send $2.00 for price list - 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

DISTRIBUTOR major brands hang gliders (Airwave, Magic), instruments, parachutes and ultralights. Tokyo 03/443/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141. SWITZERLAND SWISS ALP HANG GLIDING SAFARI-On vacation in North America until February 1988. For showing of film and slides of flying in Switzerland contnct Ron Hurst, 1600 Hatch Road, Jackson, MI 49201. Agenda 1987: East Canada, Northeastern US September/October. Southeastern US November/December. Mexico, February/April. Western US, May/June. Western Canada, July. Alaska, August.

Emergency Parachutes • Always there when you need them • Warm, comfortable, durable, slide easily across control bar • Instant b&re hand dexterity for launch, CB, chute, camera

QUICK RELEASE CARABJNER-Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the origillatO!' of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc. P.O. Box 493, Van Nuys, CA 91408 (818) 787-6600, telex no. M-1425. ALL BRANDS - Bought, sold, and repi,cl::ed. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installr.d and replaced. S.F. Wind· sports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (41j) 753-8828.

PRIMO AIR MITI'S-New Primo Grippers, slide easily on bar but grip for control. Colors: Red, Royal Blue, Rainbow. Two delivery for stock colors. Cost $25.00. Dealer discounts on three or more pair. Ozark Mountain Hang Gliders, #8 Blue Jay Way, Conway, AR 72032 (501) 327-0698. RIGGING-$2.00 foot. Send me your tired and worn out rigging. I'll duplicate. Specify any changes such as never-kinks, and heatshrink. Single nico only. American durable goods. Former Seagull and Seedwings employee. Joe Bouffard, 2717 De La Vina #11, Santa Barbara, CA 93105. CUSTOM FILLED "C.G. 1000" HARNESSContact Southern Californias' only factory authorized agent for details. Luigi Chiarani 14323 Aztec St., Sylmar, CA 91342 (818) 362-1776.

CLASSIFIE

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

ADVERTISING

HELP WANTED IMMEDIATELY! 5 full time and 5 part time instructors needed. Sales and repair experience helpful although not necessary! Call (415) 731-7766. Contact Valerie. YOUR OWN GL!DEPORT-Three tracts of five acres each on Lookout Mountain between Fort Payne, AL. and Chattanooga, TN. Two hours from Atlanta, one hour from Birmingham, thirty minutes from Chattanooga. Only $7,900. per tract. Melvin Alred, P.O. Box 1344, Rome, GA 30161. (404) 295-2255.

Publications & Organizations Hang Gliding and Windsurfing instructor positions opening this Spring. Management positions available. Opportunities for advancement. Write Roger Coxon, Kitty Hawk Kites, P.O. Box 340, Nags Head, NC 27959. INSTRUCTORS WANTED-Exciting career opportunities for the right people. Will train if qualified. Work at what you enjoy most: live and fly on beautiful Lookout Mountain (Chattanooga area). Call us. Lookout Mountain Flight Park, (404) 398-3541.

By popular demand. "The Right Stuff" returns ... now in book form! Improve your skills: slow through fast flight , proper landings , forced or crash landings • angle of attack control • prone transitions • glider repair , pre-soaring and beginning soaring skills , first altitude flights Learn unique aspects of the sport: the term "wuffo" , L.JSH:A-cipproved wind direction signal , Doo Dah Days , what's cool, what's uncool , pear people , intermediate syndrome • advanced syndrome Please rush me copies of RIGHT STu=F For New Hang GI ider Pi lots at $7.95 each, plus shipping: $1 first copy, $.25 each additional (airmail $2.50 first copy, $1 each additional in N::lrth America, $6 each elsewhere). Californians add $.48 sales tax per copy. Total: . Mail form with check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach, CA 92652. Name Street City State/Zip

SOARING-Monthly magazine of the Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $35. Info kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over 100 photos and input from Hang Gliding's greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 plus $1.00 shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705.

Videos & Films

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, JV," dia. Inside or outside application. 25C each. Include 15C for postage and handling with each order. P.O. Box 66306, Los Angeles, CA 90066. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066. The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3 .00. A fee of $10 .00 is charged for each photograph or logo. Bold face or caps 50C per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy,-instructions, changes, additions and cancellations must be received in writing 1'h months preceding the cover date, Le,, November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA 90066.

Index To Advertisers Airplay 'n ............................. 11 Airtech . , .... , , . , ..... , .............. 34 Airwave ... , .......................... 34 Airworks ....................... , ..... 41 Ball Varios ........................ , .. 37 Bennett Delta Wing Gliders ..... 18, 436, BC Hall Brothers ......................... 3 8 High Energy , ..................... IO, 14 LEAF , , . , . , .. , ...................... 11 Light Flight .... , ..... , ................ 42 Litek ....... , .............. , ......... 20 Lookout Mt . .... , ..... , ..... , ......... 20 Mast Air ............................. 43 Moyes ........ , ...................... 26

NPSC ...... , ...................... , , 38 SOAR through "THE GRAND CANYON" right in your own living room! 2-hour spectacular helicopter exploration. Breathtaking music. Critically acclaimed. VHS or BETA. Details FREE. Beerger Productions, 3217-Y Arville, Las Vegas, NV 89102 (702) 876-2328.

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

Miscellaneous SAILMAKING SUPPLIES & hardware. All fabric types. Information and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. WANTED-Demon hang glider. Sails, 175 squares, must be in excellent condition. (801) 782-8172. CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF! 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821- 2546. Chuck & Shari Toth.

Pagen Books .... , . . . . . . . . . . . . . . . . . . . . . 5 Publitek ..................... , ........ 42 Seedwings ....... , .................... 19 Silver Wings , , ........................ 33 Solar Wings .... , ..................... 10 Systems Tech , ........................ 38 USHGA , ................... 44, IFC, IBC Wills Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

THE [U@[}={]Y fF[LO@[l={J1f

PARAGLIDER Think about it ... hike or X-C ski in and FLY OUT! Foot-launched PARAGLIDER weighs only 12 lbs., has 4-1 glide and is safe because it's a parachute. Be one of the first in the U.S. in a sport that is sweeping Europe. Hang gliding knowledge makes it easy to learn. U.S. made. Call or write:

LIGHT FLIGHT

e:_"U""

7843 SW. 77th St.•Redmond. OR 97756•503-388-2967

,;, Deaier inquiries invited - 714/497-6100 ... 42

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MAHBIRDS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix. USHGA INSTRUCTORS CERTIACATIOH MAHUAL, Complete requirements, syllabus, teaching methods. HAHG Ol!DIHG by Dan Poynter. 8th Edition. Basic Handbook for skysurting. FL YIHO COHDITIOHS by Dennis Pagen. Micrometerology for pilots. 90 illustrations. HAHG GLIDING AHO FL YIHG SKILLS by Dennis Pagen. Beginners lo experts instruction manual. HAHG GLIDING TECHNIQUES by Dennis Pagen. Techniques lo, cross-country, competition & powered flight. MANNED KmNG by Dan Poynter. Handbook on tow launch flying. MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of flight. Features flight ol Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS, 1983 Edition. Hang gliding pertinent information. FA! SPORTING CODE FOR HAHG GLIDING. Requirements for records, achievements & World Championships. HAHG GLIDING MAHUAl & LOG by Dan Poynter. For beginners. An asset to instructors. 24 pgs. USHGA OFACIAL FLIGHT LOG, 40 pgs. Pocket size, skills signoffs (all levels), glossary of terms, awards.

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ITEMS "HEW .. USHGA 'HANG GLIDING' T-SHIIT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: SM L X-L (CIRCLE ONE). USHGA EMBLEM T-SHIRT, 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP, One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USHGA BELT BUCKLE, Solid bronze, custom design, relief sculpture. 31/, x 211<. USHGA SEW-DH EMBLEM, 3" dia .. full color (red wings, sunburst wlblack print). USHGA EMBLEM DECAL, 31/,'' dia .. full color, LICENSE PLATE FRAME. "I'd rather be hang gliding." While on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.

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Four good reasons to hook into a

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

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

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

HANGW Ma 1y a ~e- pilots choose to renew the learning cycle by introducing newcomers to hang gliding with a thrilling tandem flight . The easy handling 220 LITE DREAM (the ONLY glider HGMA certified to 400 lbs hook ,n weight) , maximizes the excitement and safety of tandem flying.

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

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

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