• MEMBERSHIP APPLICATION
II111111·----------
NAME _ _ _ ___,,=-----==-c-------(Please Print)
ADDRESS-------------~ CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __ ZIP - - - - PHONE (
SEX (M)(F)
0 NEW MEMBER
BIRTH DATE
D RENEW/USHGA # _ _ _ _ __
FULL MEMBER
FAMILY MEMBER
ANNUAL DUES: $39.00 ($42.00 foreign). This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges. I need not be a rated pilot to be a member.
ANNUAL DUES: $19.50 for each family Member, who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.
SUBSCRIPTION ONLY - - - - - ·
STUDENT MEMBER - - - - - -
0 $29.00 SUBSCRIPTION ($32.00 foreign) for one year. D $53.00 SUBSCRIPTION ($59.00 foreign) for two years.
3-MONTH DUES: $10.00. Full member privileges, three issues of Hang Gliding magazine, liability and property damage insurance. I need not be a rated pilot to be a member.
Enclose check or money order for dues as indicated to the right. International checks must be drawn on a U.S. bank in U.S. dollars. Charge payments are subject to $2.00 bank service charge.
NAME--------------0 NEW MEMBER D RENEW/USHGA # _ __
D FULL MEMBER ($39.00, $42.00 foreign) 0 FAMILY MEMBER(S) ($19.50 each) D STUDENT MEMBER ($10.00) D SUBSCRIPTION, one year ($29.00, $32.00 foreign)
0 SUBSCRIPTION, two years ($53.00, $59.00 foreign) Charge Card Service Charge Charge my D MasterCard DVISA Total Card No. _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature - - - - - - - - - - - - - - -
P.O Box 500, Pearblossom, California 93553
(805) 944.5333
Revised 6/86
'
WILLS WING PILOTS SWEEPSO.CAL.LEAGUE
BOSTIK FLIES 227 l\11LES ON WILLS WING HP Il
THOMPSON & HEYDRICH FLY 218 MiliES ON HP IT'S
JUNE 15, 1987
JUNE 30, 1987
JULY 3, 1987
Rick Rawlings USHGA #1 Ranked Pilot, flying a Wills Wing HP II took first place in the 1987 Southern California League Meet, narrowly defeating Joe Bostik, who also flew a Wills Wing HP II. Rawlings also combined with Larry Tudor and Jim Lee to take first place in the team standings for Wills Wing. Larry and Jim also flew Wills Wing HP II's. Teams of Wills Wing pilots also took second and third place in the team standings, as the team of Bostik, Bruce Case and Mike Meier took second, and Glen Volk, Steve Koji and Butch Peachy combined for third place in the team standings. All were flying Wills Wing HP Il's except Meier who flew a Wills Wing Sport. Fourth place in the team standings went to the Moyes factory team of Steve Moyes, Rick Duncan and Kevin Kernohan, while the Seedwings factory team of Rich Pfeiffer, Mark Bennett, and Randy Adams took fifth. In addition to a complete sweep of the top final placings, Wills Wing pilots also recorded the two longest flights of the meet. On day four Larry Tudor set a new Southern California distance record with a flight of 179 miles. Tudor had damaged his personal glider earlier in the meet and was flying the Wills Wing demo HP II at the same time. On the same day Ian Huss flew 170 miles also on an HP to record the second longest flight of the
Joe Bostik, flying a Wills Wing HP II, set a new unofficial world distance record of 227. 69 miles (great circle), breaking the four . year old record of221.5 set by Larry Tudor, / Bostik, who launched from Horseshoe Meadows, was in the air for ten hours. On ,,' the same day, Tudor also flying a Wills Wing , HP II, set a new world record for distance to a declared goal, flying 217 miles from Horseshoe Meadows to Austin Nevada. Also on the same day and from the same site, Dave Sharp flew 209 miles and Jim Lee flew 208. A few days earlier, Jim had made another flight of 207 miles. Both Jim and Dave were also flying Wills Wing HP II's. Tudor will be applying for official FAI recognition for his distance to goal record flight, which may also stand as an official FAI World Open Distance record if his 215 mile flight from last year is not accepted by the FAI. Larry believes that a flight of more than 300 miles is a very real possibility, and he hopes to achieve that goal this s m · , the Owens Va
Bob Thompson and Hans Heydrich flew their Wills Wing HP II's 218.55 miles (great circle) to record the longest flight ever outside the Owens Valley and the third and fourth longest flights of all time anywhere. "It wasn't even a very good day," said Thompson, noting that the thermal index was low, there were no clouds, and there was little wind drift at altitude. At one point in the flight Thompson was at 100 AGL feet with his feet down turning onto final when he caught a ragged 50 fpm thermal. He worked it for 45 minutes, eventually climbing up to 11,000 feet. Bob and Hans landed together at sunset in Cortez, Colorado, after eight hours in the air. There have now been a total of seven 200+ mile flights in 1987, and all of them have been made on Wills Wing HP II's. Of the twelve 200 mile flights made since 1983, ten have been made on Wills Wing gliders. Bob Thompson belie .s that with the right conditions, a fli t r. '~~ ·
MULLER FLIES 182 l\11LES ON WILLS WING SPORT MAY 14, 1987 Willi Muller flew his Wills Wing Sport 182 miles here recently to take over first place in the ongoing 1987 Cochrane Cup cross country meet. Second place in the meet l'.'ith a is currently helrl ' flight of 17r,
hl
f
-
,
.
WILLS WING PILOT WINS TYROLEAN WORLD MASTERS JUNE 1, 1987 Austrian pilot Martin Jursa flying a Wills Wing HP II has won the 1987 Tyrolean World Masters, Jursa defeated World Champion John Pendry and top Australian pilot Rick Duncan who is currently ranked #5 in the world. The Tyrolean World Masters is one of the most competit' P, meets held in ,. ·c,pe each .. -n-.
Volume 17
CONTENTS
Issue No. 8
(USPS 017-970-20)
Features 14 CWUDS They Safe?
Columns 5 Viewpoint
Are
by Russ Locke
by Rick Jesuroga
The other side of the drug issue.
Clouds are usually a welc:ome sign of lift. but they can also be the source of dangerous flying conditions.
10 Competition Corner The 1987 Manufacturers' League Meet, LIPS Meet II, The Great Race, Region X Finals
17 Anatomy Of A IOG Maneuver
Departments 6 Airmail 8 Update 28 USHGA Chapter Newsletter 37 Ratings and Appointments 42 Calendar 46 Classified Advertising 50 Index To Advertisers 50 Stolen Wings
by Jim Zeiser How to blow apart your glider without really trying.
32 The Summer of 1980 White Mountain Journal article and illus1ro1io11s by Terry Ferrer A humorous and exciting look at flying the Owens Valley in the good ol' days.
40 Pilot Report
ZEPHIR by Dennis Pagen A look at an unusual bowsprit design .
Page 32 COVER : Joe (Hang Czech) Bostik sets a new world XC record. See news on page 8. Complete story next month. Photos by John Heiney. CENTERSPREAD: Flying Maui at Haleakala over Wailea beach. Photo by Sun Star. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as pan of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, 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 10 Hang Gliding Magazine and individual contributors.
AuoUST 1987
3
FLY THE OWENS VALLEY! SEPT. 12-20
Remote Photo Outfit with Ricoh XF-30 Camera
.~;)
Let our guides show you X-C Flying at its best In the Incredible OWENS VALLEY. Guide Service is provided by USHGA Certified Advanced Instructors and experienced OV Guides who know the weather patterns, best X-C Routes, and site protocol.
~
With these details taken care of, you'll fly Sierras and the White Mountains, at launches like Piute, Gunter, and Horseshoe Meadows. Trip Includes: *Guide *Driver *Rides Up & Retrieval *X-C Seminar *Lodging *Advanced Instruction *7 Flying Days, Weather Permitting Total Cost $395. Call for reservations: Kitty Hawk Kites (408) 384-2622, P.O. Box 828, Marina, CA 93933.
We Build Our Harnesses & Parachutes to the toughest standards we can find ... our own! /Heavily Padded Shoulders Ccnlinuous Webbing sewn w,th Five Cord Thread Safety Back Strap Faired Glove Box with ....----J Parachute Conlainer __,.---- •
-Adjustable Padded Leg Straps ----Hidden Glider Bag Storage
Folds into full size Gear Bag with Adjustable Back Straps
-
CORDOURA' Reinforced 8001
--~
"--:
All transportation and retrieval is provided by a radio equipped 4 wd and a driver who knows how to find you!
Complete Outfit - $249.95 Includes
Ricoh XF-30 Camera Bogen Mounting System Twenty foot air release Camera features:
• Zone focus 1.0 to infinity • 35mm Color Rikenon 14-0 lens • Programmed electronic shutter 1h0 -1/s 00 sec. • Built-in sell timer • Electric motor film advance and rewind • Auto load Separate component prices: Bogen mounting system . . . . . . $69.95 Camera with remote adapter ........ $169.95 20' bulb type air release ............ $13.95 Extra arm for VCR cam ............ $15.00 Heavy duty tilt-head for VCR cam .... $39.95
INSTRUMENTS • Ball 652s, M30 wrist varies, M21 wrist alt. and Litek VE-12/12 OV's in stock! • FREE batteries with all varies • FREE second day air shipping to West Coast customers! • Prompt, courteous refunds. Litek-VE-12... . .. $159.95 Litek-VE-12-0V... . ...... $169.95 Alro-XC-SOOOA ................. $778.00 Afro-Owens Valley SOOOA ......... $635.00 Afro-Cumulus 8000 A ... $585.00 Aero Cockpit . . . . . .... $585.00 Aero Com 1AF . . . . . . . . $485.00 Winter Airspeed 0-75 MPH Venturi ... . ...... $120.00 Aircraft Altimeter (3 Pointer) ....... . . ... $129.95 Aircraft Altimeter ............. $99.95 (Single Pointer)
Two Week Delivery
OPTIONS:
*
MICROFLIGHT PRODUCTS
*
Ya", %", or 1" Foam Racing Boot No Foam Steel Carabir.er THERMA/R~ Insulation Radio Holder Ballas! 8001 Slash Pouch Exira Pockets Higgins Hinge Fly Flap Chevron Stripes You Name It' Two Week Delivery
* * *
* *
*
*
1109 Copperwood Road SW Hixson, Tennessee 37343 U.S. Orders (Except TENN)-
*
1-8QQ-24 7-6955 TENN and lnternational-1-615-843-1761 Ultralight/Hang Gliding Catalog-$1.00
2236 W. 2nd Street • Santa Ana, CA 92703
(714) 972-8186
•
MasterCard, VISA, COD and Checks accepted-Personal Checks must clear prior to shipment. Add $3.00 shipping to all orders
I
VISA
-
I
Gil Dodgen, Editor/Art Director Janie Dodgen, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Writer Harry Martin, Illustrator
Office Staff Cindy Brickner, Exec111ive Director Joyce IsThs, Ratings Marla Harrington, Member Services
VIEWPOINT
The Drug Issue by Russ Locke
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 I: Jeff Bennett, Ken Godwin. REGION 2: Russ Locke, Jay Busby. REGION 3: Steve Hawxhurst, Walt Dodge. REGION 4: Jim Zeiset, Bob Buxton. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: Bruce Case, John Woiwode. REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims. REGION 10: Rick Jacob, Dick Heckman. REGION 11: Warren Richardson. REGION 12: Pete Fournia, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Pcwell, 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 (FA[), the ·world governing
body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities such as
record attempts and competition sanctions.
HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to
advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine (USPS 017-970) is published monthly by the United States Hang Gliding Association,
Inc., whose mailing address is: P.O. Box 500, Pearblossom, CA 93553; telephone (805) 944-5333. Second-class postage is paid at Los Angeles, Calif. The
typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. The USHGA is a membercontrolled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, $77.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 500, PEARBLOSSOM, CA 93553.
AUGUST 1987
VOWME 17, ISSUE No. 8
In last month's column, Vic Powell pointed out what he believes to be a significant problem within the USHGA. It centers around the new USHGA drug programs and how he believes they stand outside the Association's bylaws. The word "programs" may be misleading, but we need to examine exactly what was done before we can decide whether or not it is relative to any hang gliding issue. First, the Board of Directors agreed to a policy statement that says, "The USHGA condemns the use of illegal substances and the abuse of legal substances." That statement, by itself, has no teeth - however, it reflects the Board's position concisely. In fact, even the letters we have received that have been critical of the Board's actions have not disagreed with this position. Policy statements are created as a basis for the Association's operating rules. The real concern is where do we go from here (if anywhere!). There is also a difference of opinion as to whether this type of statement represents a mature approach to the subject, or whether it implicates us as having a problem by association. We'll probably never completely agree on this one. Second, the board created a Safety and Training subcommittee to offer help to pilots who want to discuss their problems with other pilots. This committee, proposed by George Whitehill, was very controversial and as I recall only passed by one vote. This kind of self-help program is fairly popular around the country. It is a noble idea, even though many Directors felt it opened them up to the possibility of law suits. The Board did not allocate any operating money to this committee (although the committee was granted some space in the magazine). Since the board meeting George, realizing the concern of many of the Directors, has voluntarily made some adjustments to his program. I applaud his sensitivity and his letter to the Board is reprinted at the end of this article. Third, the Board directed the chairman of the Competition Administration Subcommittee to notify the top fifty pilots that the World Team participants may be tested for drugs before they leave for Australia. "May" is the key word here and if such a situation happens, will only affect a dozen or so people directly. At the international level there are several reasons to be concerned about drug issues.
There have been some incidents including pilots using their hang gliders to attempt to smuggle drugs across international boundaries. In any case, the Australians will be particularly sensitive about this issue cropping up on their home soil at the next World meet. Is having our international team tested for drugs before they are sent to Australia the right thing to do? No decision has been made to do so, but notifying the top fifty pilots that the discussion is taking place puts the cards on the table for everyone to see. There's a well-worn phrase that says, "If it ain't broke, don't fix it." Mostly pretty good advice. However, if that advice were followed all the time, one would find oneself in a mode of always waiting for problems to arise before acting (reacting!). There is something to be said for a preventative maintenance approach of trying to avoid a problem before it truly becomes a problem. We're certainly in that situation with this subject. We have had no situations where illegal drugs/alcohol were officially listed as a factor, however there have been numerous incidents where the pilots at the scene acknowledged that drugs/alcohol were involved. Since we know that hang gliding pilots represent a good cross section of society, it's reasonable to believe that the precentage of people in this country with drug or alcohol abuse problems (somewhere around 9 % according to the last figures I saw) is similar to the percentage of pilots (hang gliding or otherwise?) with similar problems. Statistically it is only a matter of time before drugs or alcohol are a significant factor in a hang gliding incident. If we do our homework right, we'll minimize the problem ahead of time. If we don't do it right, we'll only make the problem worse. The best solution is to generate as much public discussion as possible now, before the fact, so that by the time we (the USHGA, not the Board of Directors) formulate a position, everyone understands the reasons behind it even if they don't personally agree. This methodology has grown the USHGA from a club in Southern California to the organization it is today. I expect it to continue to work for us. Vic's last paragraph is the most important part of his article. The biggest danger to the Association is not drugs, competition, finance or a number of other issues we have wrestled
5
AIRMAIL with the last few years. The biggest danger is pilot apathy about those and other issues. Contact your local director and let him or her know how you feel. Now, as usual when I write something for the magazine, I throw in a personal remark or two. I have received a couple of letters expressing great concern about Vic's resignation from the Board. The Board of Directors is a volunteer organization that gives pilots the opportunity of spending significant sums of their own money and time in exchange for a feeling that they have done something to further the sport of hang gliding. There is no indication that the Association is in danger of losing Vic's input on a variety of subjects as evidenced by his several articles in the last magazine. All that Vic has relinquished is his right to have his vote counted at the Association's meetings. Those of you who are writing the USHGA (or myself) expressing concern about Vic's resignation should be writing directly to Vic as several of us have already done. If you don't have his address, send the mail care of the USHGA office and we will forward it unopened to him. •
To: USHGA Board Members and Interested P-arties Regarding: Drug Free Consulting Subcommittee Since the last Board meeting in Boulder, I've made a few changes in the direction of the Drug Free Subcommittee. This letter is meant to bring you up to date and solicit your feedback. 1) I spoke with Dick Cassetta about the liability problems presented if a lawsuit were brought as a result of advice given by a volunteer or member of the subcommittee. There could indeed be a problem. Dick suggested getting a non-hang gliding liability policy for the Board of Directors. 2) I still think the subcommittee is a good idea. I think there are pilots who need support and help with alcohol and drugs. I've already received calls of support from many of you. Thank you. In light of concern by Board Members of the liability problem I believe it is best if I withdraw my offer of running the phone support service in the subcommittee's name and still offer an alcohol and drug phone support program, privately, through the magazine. I will still write a letter or article for the magazine and place an ad, funded by private donations.
6
The phone support service will be a volunteer service of pilots, family members and other interested persons, and will not be tied to the USHGA. The service will be confidential. For those of you who supported this idea, we can still get what we want accomplished. It may be better to be able to act without the blessing of the Safety and Training Committee and the Board. Thanks again for the feedback; keep it coming. George Whitehill 2680 Bayshore P-arkway #211 Mountain View, CA 94043 ATTENTION ECLIPSE OWNERS Dear Editor, I'd like to warn other pilots flying VisionEclipse's (and perhaps other gliders) of a potentially hazardous situation. I discovered during a routine preflight that the end screw of one of the two pins used in the crossbar pull-back shackle assembly was so loose I could turn it with my fingers! Upon inspection I was amazed to find no lock washer, Loctite, or anything to prevent this end screw from loosening and falling out during flight. Since this shackle assembly holds the top rear wire and the critical crossbar pull-back cables to the keel, the untimely removal of one of these pins could be catastrophic. To make matters worse, this shackle assembly is also something most pilots would gloss over during a preflight since it appears to be relatively trouble free. Although I'll leave any recommendations on how to remedy this problem to the manufacturer I personally could not rest easy until I had removed the offending end screw, coated the threads with adhesive, and torqued it back together as tight as possible. Try as I might, I was unable to remove the end screw of the other pin, so I'll assume it to be "safe" for now. But you can bet I'll keep my eye on it! It just goes to show that you should NEVER FORGET TO PREFLIGHT your glider. Nor should you assume that the manufacturer always has his act together on all aspects of the glider's construction. Joe Henz San Diego, CA
Dear Editor, In response to the letter from Joe Henz concerning the pull-back cable shackle assembly on his Vision-Eclipse, we would like to first express our appreciation of Joe's concern and
efforts to advise other pilots of a potential problem. It again demonstrates the imponance of a thorough preflight. Needless to say, we were quite concerned and, frankly, surprised to hear of a problem with this assembly which has been a standard, and to our knowledge, trouble-free component on all Vision-Eclipses since October, 1985. And since October 1985, it has been official factory assembly procedure to apply "Locktite" thread dressing to the barrel nut in question. ~ are currently investigating the reasons why Joe's shackle assembly may have been produced without thread dressing. ~ are also surprised to have learned of Joe's problem through his letter to USHGA Hang Gliding magazine. ~ would have appreciated it if Joe had contacted us or his very competent dealer directly. Lastly, it should be noted that the assembly in question was replaced in January of this year in favor of a more practical (from a production point of view) system featuring a stainless steel clevis pin and a heat-tempered safety ring. Sincerely yours, Pacific Airwave
SUSPENSION CORRECTION Dear Editor, This is written in response to your letter from Peter Gray of Hamilton, MT regarding my May ''ifl cover photo. I appreciate his concern regarding any possible irregularities or unsafe flying practices which he may notice in a photo and bring to the readers' attention. In this case though he may have been a bit overzealous. The quicklink that he seemed to think was supporting me is merely keeping the many lines of my spaghetti harness straight. I am hanging from a main suspension loop (and backup) passed through the carabiner. I am not hanging from the quick:link o-ring! This photo was taken almost two years ago and I now fly a different glider with a webbed suspension loop and climbing rope backup. I also use some rather expensive Chounaird carabiners rated to 5,000 lbs. I hope this straightens out the matter as I would hate to promote unsafe flying practices through my photographs. Skip Brown Washington, D.C.
HANG GLIDING
AIRMAIL EVEREST FLIGHT Dear Editor, I have a great idea for some really positive PR for hang gliding. Let's get some pilot who flies an old single-surface junker and give him his very first flights in a hot new doublesurface glider at extremely high altitudes in poor conditions at a very dangerous site that has never been flown before and is several days' rough journey to good medical facilities. Also, let's load him too heavy for the glider at that altitude, make it his first ski launch, and just so it's really interesting, give him a damaged leading edge and not do a glider inspection. Then, when he almost blows the launch, wallows through the air completely out of control, and after several near misses has a hard crash landing, we can show it all on national TV so everyone in the whole country can see how our sport has matured. And we can write it up in our national magazine with a quote from the pilot, like: "I wanted to be certain it was going to be a safe flight." Wouldn't that be just wonderful publicity for us? Or has somebody done that already?
Mark Sawyer Tucson, Arizona
HANG GLIDING CO:rvillENTS Dear Editor, I recently joined the USHGA and have been enjoying reading several texts concerning hang gliding as well as Hang Gliding magazine. With respect to the latter, I have two suggestions. I have frequently found instances where an acronym is used in the text of an article and its representation is never explained. For us newcomers that can be very frustrating. An acronym's representation should be spelled out at least once regardless of its apparent familiarity to the experts. Having just joined USHGA, I am considering lessons. My problem is that the brochures I receive from the various schools do not provide the kinds of input I need to make a decision that will optimize my particular needs in terms of time, expenses, locations, etc. It would be very helpful if Hang Gliding magazine periodically featured reviews of the different sites. Perhaps you could review the positives and negatives of a school in North
AUGUST 1987
Carolina in one issue and then one in California the next, New York the next. As a newcomer, I have no positive idea of who I should spend my time and money on. Finally, what does "USHGA'' stand for? (Bad joke.) Paul V. Sheridan Dearborn, MI
NICE BLOKES Dear Editor, I was launch director for the 1987 Mt. Buffalo World (Masters) competition, and thought it was right to put in a word of thanks to your American hang gliding team that came over here to the competition and showed politeness and sportsmanship, and did anything they were told to do under the stress of heat, flies, dust and other rude overseas pilots. I will be launch director in the world comps in 1988 and hope I have the pleasure of having some of these same guys again: Zoardog, Jim Lee, Mark, Richard (Sauer) and the bloke that always wears green (Jim Zeise!). We couldn't remember this guy's name so we called him after our TV cartoon "Kermit the Frog." Sorry blokes about the wind dummy CB rule (of no CBs). Next year this rule-making will be wiped. Thanks for the cooperation and politeness; you made my job as launch marshal and director that much easier. Hope to meet you great hang gliding mates again. Run hard. Alf Carter Launch Director, White and Green group Mt. Buffalo Comps, Australia 1987
STANDARDS Dear Editor, In over 15 years of hang gliding I have flown over 200 standard type Rogallos of many makes and models. I can assure you that it is true that standard Rogallos were mass produced with almost all of them having one or more of ten common building, sewing and trimming defects. Standards, when well built, sewn and trimmed, and flown within their limits, are very fun and safe. The simple Rogallo wing hang glider is not nearly as simple as anyone originally thought. A standard with a keel that is bowed down or not up enough is deadly dangerous, but this is far from being the only basic error that can
make a standard dangerous. Standards may still have their place, especially as learning and beginner gliders, but they should not be built unless proper building manuals are written and regulations set up. The standard Rogallo situation was also partly bad because of the lack of flyer education/supervision. Would modern hang gliding as we know it have become so big without the Rogallo wing and its evolution? Thousands of people flew standards and most of them had a great time. Dave Saffold Santa Barbara, CA
PREFLIGHT Dear Editor, Having started hang gliding lessons last spring my memories of preflight inspections being of equal importance to hang checks are still strong. While helping other pilots to handle or launch their gliders I have noticed many (far too many) gliders that were either improperly preflighted, or in some cases not at all. One of the most common problems I have noticed is quick pins which don't fit their assigned openings or are not working properly. Two other common problem areas are cotter pins and safety rings (some in poor condition, some don't even exist). I believe any glider found to be assembled improperly or in poor repair should be repaired, and thoroughly preflighted before any further flying. Please preflight your glider and let's all watch out for each other. David Frechette Putnam, CT
BLACKHAWK POD HARNESS Only $295 including shipping
Aerodynamic: extremely comfortable; superb workmanship; light weight; warm; back pack carrying case; glove, parachute, ballast. & glider bag storage compartmen!s; opening & closing lines: ve!cro override; 2 sizes. In stocK or custom made In 3 weei<.s. /,1anufactured In New Zealand for·
Sliver Wings Inc/John Middleton 6032 N. 20th Street Arlington, Virginia 22205
[7031 533-1965 Dealer inquiries welcomed Also Knee Hanger Harnesses available.
7
UPDATE JOE BOSTIK SETS UNOFFICIAL 227-MILE XC RECORD Tuesday, June 30, 1987 was a good day in the Owens Valley. On that day Joe (Hang Czech) Bostik launched his HP II from Horseshoe Meadows and flew 227.69 miles, breaking Larry Tudor's long-standing unofficial record of 221.5 miles, set from the same site in July, 1983 in a Comet. The same day Larry Tudor flew 217 miles to a declared goal (expected to be official), Dave Sharp flew 209 miles and Jim Lee flew 208 miles. All flights were made from Horseshoe in HP Ils. Next month we'll cover these flights, and more, in complete detail.
ARIZONA RECORDS Bob Thompson and Hans Heydrich recently flew their HP Ils 218.55 miles from Mt. Elden near Flagstaff, Arizona to Cortez, Colorado. The flight took eight hours in what Bob described as "poor conditions." Stay tuned for a complete story in the next issue.
PRIMO GRIPPER
Primo Air Products presents the all new Primo Gripper. These air mitts are made with Lycra nylon outside, the same durable neoprene shell with gripper inside the tube. The Lycra nylon outer surface is slick for better streamlining and shiny for brighter colors. They now offer a terrycloth or plush fabric inside for more warmth and comfort. The prices are $25 per pair plus $1.50 per pair ship-
8
ping and handling. Rainbow, terrycloth and plush inside are $5 per pair more. New colors include royal blue, black, rainbow, scarlet red with plush red interior, royal blue with terrycloth navy interior. Contact: Ozark Mountain Hang Gliders, #8 Bluejay Way, Conway, AR 72032 (501) 327-0698. Dealer inquires invited. GRANDFATHER MOUNTAIN ABANDONS DAILY HANG GLIDING AND MASTERS CHAMPIONSHIP A scarcity of expert hang glider pilots to fly daily hang gliding exhibition flights has caused Grandfather Mountain to discontinue its hang gliding program, according to an announcement by Hugh M. Morton, president of the travel attraction. Also discontinued is the Masters of Hang Gliding Championship, the prestigious international hang gliding competition that has been sponsored jointly by Grandfather Mountain and Piedmont Airlines. Morton says there may be some hang gliding at Grandfather Mountain on weekends when conditions permit, since there are qualified pilots who hold other jobs during the week who have indicated their interest in weekend flying. ''All of us at Grandfather Mountain have genuinely enjoyed our thirteen years involvement with the great sport of hang gliding, and it is with regret that we are forced to abandon our program that has brought much pleasure to many people," Morton said. An additional major factor in the Grandfather Mountain decision is the continuing diffficulty in obtaining hang gliding liability insurance from an insurer recognized and approved by the North Carolina Department of Insurance. Morton said it is particularly painful to end the Masters of Hang Gliding Championship, an event that attracted top pilots from eight nations last year. The prize money provided for the competition by Grandfather Mountain and Piedmont Airlines was the largest purse for an annual hang gliding meet in the world.
Grandfather Mountain gave substantial additional support to the sport of hang gliding through its production of four widely distributed films: "Masters of Hang Gliding," "Winning At Hang Gliding," "The Hawk and John McNeely," and "Hang Gliding Around The World." Each of the films won the CINE Golden Eagle, highest award for nontheatrical films in the United States, and two of the films received awards for the United States in foreign film festivals. "Hang Gliding Around The World" was aired more than one hundred times by ESPN.
F.ditor's Note: Travis Bryant will be flying exhibition flights this year on weekends only. The '88 season will tentatively have a full-time flying team led by Bill Bennett. Pilots can still fly the mountain if they have a current Mvanced rating, are USHGA members and sign a waiver. First-time pilots should phone ahead for info.
SAVE THE MASTERS Grandfather Mt. Fly-In The Masters Championship has been cancelled. For several years this international meet offered the largest winners' purse in hang gliding competition. It brought together some of the best pilots from around the world and was a showplace for the latest gliders and equipment. The Masters brought public awareness to our sport through the filmmaking efforts of Hugh Morton, whose films have been shown repeatedly nationwide on cable TV. Stewart Smith was responsible for organizing the Masters and was in charge of Grandfather's seasonal exhibition flying team. Without his leadership this year, the program never got off the ground and the Masters was canceled as a result. A fly-in has been scheduled for September 18-20 so pilots can show their interest and support for bringing the
HANG GLIDING
Masters back in 1988. The 18th is mainly an arrival with most of the activities trucing place on Saturday and Sunday. We are as many pilots as possible to attend, especially past Masters comEven if it doesn't look flyable or if you can't bring a glider, the important thing is to come and show your support. Rich Pfeiffer and Ken Brown are coming all the way from California, and Randy plans to attend. Morton is free camping and showers for those who drive in and other accommodations will be made for pilots arrivplane. Pilots planning to attend should contact: Doug Rice, 3920 Blue Road, North Carolina, 27612, (919) 783-8445.
Tennessee Tree Toppers Chattanooga; and Hawk Air Sports Hang Gliding Association Knoxville, have slated a fun-filled weekend for attendees. Preliminary plans include pilot guides to each of the local flying sites daily, parachute clinics, manufacturer displays, a night sky diving demonstration, Racoon Mountain simulator flights, tours to local attractions for family members and live bands by which to party every evening. For more info or to contribute to the activities schedule call Rick Jacob at (615) 238-5568 or High Adventure Sports at (615) 825-0444.
R.\REWELL JERRY
Notth Carolina Sports Hall of Fame may have become the first such state group to recognize the sport of hang gliding when it recently ushered
West, 35, died Thursay, May 21, 1987 of leukemia. was an avid hang gliding enthusiast and received many lcttes, photos and videos in response to a letter in Gliding. These gifts were
NC
HALL OF I<J\ME
into its membership Francis Rogallo, "Father of the Sport of Hang Gliding," who is a resident of Kitty Hawk, NC. Making the induction speech at the ceremonies was John Harris (left), President of Kitty Hawks Kites, whose hang gliding schools have taught more than 100,000 people to solo in the spott. Mr. Rogallo slipped his new Hall of Fame Blazer over his tuxedo shirt for the picture.
his wife Abby Lynn, He is survived Kari and two step children, Thomas Alexander and Tisha Marie. A memorial service was held at Slide Mountain on and ashes were on the mountainside. A trust account has been set up at First Federal of Nevada, 917 Tahoe Blvd., P.O. Box 7930, Incline, Nevada 89450.
NATIONAL FLY-IN SCHEDULED The second National Fly-In will be held 1987 in the Chattanooga, Tennessee area. Most activities will be centered around the facility at Adventure sports known as Raccoon Mt. The national concept is to schedule an event aimed at celebrating the fun of recreational rather than competitive flight, with hang gliders. The area's surrounding clubs, Burmingham Association Alabama;
AUGUST 1987
Last month we reported Dave Partlow, of Kalispell, Montana, as a hang gliding fatality. He had disappeared after a flight in Glacier National Park on May 9. Since then we have learned that his glider was discovered in a clearing, essentially undamaged, but Dave is still missing. The photo was submitted by Dave to Hang Gliding just prior to his disappearance. 9
by e Manufacturers
Quackenbush
Meet for
1987 had the glider manufacturers enlist the talent of top pilots to showcase new or new versions of models the best-flying-the-best through conditions and tasks. This article also serves as a site guide for three top Southern California soaring sites: Lake Elsinore, Marsall Peak at Crestline, and Ord Mountain south of the Mojave Desert. These were the three sites flowing during the six-day competition. Nearly 60 competitors entered and were seeded. were then divided into two groups of manufacturers' teams and individuals. Each day the two sites were chosen and the groups went to their ''"'""''''t"'"' site, where a task for the day was chosen. There were some very unique tasks. One, according to Delta Wing's X'cel team member Dino Dinaso was, "Now, let me get this straight. You want us to fly pylons along the ridge, then fly cross-country to Hemet and then, when we get there, start a triangle course around the city?!?!" Meanwhile the other group of pilots was with meet director Mark West at Mt. Ord and had called a seemingly task of cmss-country up highway 15 to Las 173 miles to the northeast. Once in the air though, "Wrongway Adams, flying for the Sensor team, would strike off alone, east on u,1~,nva.Y 40 to Needles on the Arizona border. This put him nearly 70 miles off the course line, after he had flown over 100 miles in the wrong direction. His teammate Rich Pfoiffer was speechless when I gave him the information over the and handed the phone to the Sensor Bob Trampenau who was amazed. After drawing the 90 ° line back to the course line from where landed, it showed that he went so far in the wrong direction that he still placed in the top 10 for the day.
10
After the three days of head-shaking preliminaries the cut was made to the final 36 and the two groups were combined. In the first day of the finals Ord Mountain was called again. This time the task call was open distance through Bishop, California, 220 miles to the north across the Mojave Desert, then up into the Owens Valley. We all thought that this goal was unobtainable and it turned out that we were right barely. The intensity on launch was high as this was the finals and the two groups were flying together for the first time. After launch the pilots dimbed out to specks at over 12,000' and headed north across the dese1t. The conditions were and the idea of flying to Bishop started seeming less remote. When the desert settled the average flight of the day for 34 competitors was lll.9 miles and Larry Tudor had flown up into the Owens Valley nearly to Independence, California, and racked up 179 miles. Personal records were made by several and a meet record of 24 of 34
pilots going over 100 miles in a single task was set. Paul Robinson explored the strength range of his Wills Wing Race Face HP in some very turbulent air by being tumbled violently four times successively. He lost his helmet, watch and instrument console, tore his harness and broke all of the batten arrow shafts while rolling from 11,000 to 9,500' over the Mojave. The HP came through very well and when it finally righted it~elf flew away just fine. Paul then started thermalling back up to continue on his way. But, after considering the total damage to everything but the glider, he decided, reluctantly, to spiral down and land. Mark Bennett, of the Seed Wings team, had watched the whole thing from next to him in the air and landed with Paul to see if everything was OK. Paul was fine; he got his old HPI and other equipment and went back at it the next day as competitive as ever. On the final day of the contest the call was again Ord Mountain, but then remanded to Marshall Peak at Crestline. A task was set up that consisted of six pylons along the ridge, totaling 51.75 miles, then cross-country to the Hemet airport. This turned out to be practically a race as the pilot~ completed the
HANG GLIDING
COMPETITION CORNER 52-mile portion of the course in two to three hours - averaging twenty miles an hour with no tailwind. The entire competition was a definite success'as everyone worked quite well together and there were very few problems. Special thanks are given to meet director Mark West for his organization and calculator skills, and to Cindy Brickner of the USHGA for her computer skills. Also, thanks are due Rich Pfeiffer for his all-around help and undying enthusiam. The weather had the pilots spending from two to seven hours in the air every day and even produced some record days. The gliders raced, thermaled and scratched light lift, flew cross-country against head winds, cross winds, and tail winds, ran pylons, soared convergence and ridge lift; nearly every conceivable condition was flown at some of the more complicated sites anywhere. The final outcome of the meet wasn't decided until the last five minutes of the last day of the competition. Rick Rawlings on final glide flew past Joe Bostic (Hang Czech) to exceed his distance for the day by one-half mile and win the meet by two points out of over 1,500. This was truly a race to the finish.•
Mount Ord faces northwest, stands tall, and sits on the south side of the Mojave desert (northeast of Los Angeles). It is primo for cross-country as it is a morning site, that is, a convergence comes north through the Antelope Valley each soarable day about noon. Once you launch the convergence, of marine air, is heated by the desert and forms cloud streets out into the desert. Highways 395 north, 15 northeast, or 40 east are the basic flight routes and make for easy retrieval, and also make it possible to drive ahead to radio advice and conditions back to pilots in the air. Marshall Peak is at Crestline and you can call Pine Crest Air Park for info at (714) 887-9275. It is very soarable nearAUGUST 1987
1987 SOUTHERN CALIFORNIA LEAGUE MEET FINAL TEAM STANDINGS Place
Team
Members
Glider Flown
1st
Wills Wing
2nd
Meier's Team
Rick Rawlings Larry Tudor Jim Lee Joe Bostik Bruce Case Mike Meier
Wills Wing HP II Wills Wing HP II Wills Wing HP II Wills Wing HP II Wills Wing HP II Wills Wing Sport
3rd
San Diego Team
4th
Moyes Gliders
5th
Seedwings Team
6th
Hang Flight Team
7th
Pacific Airwave
8th
Colorado Snowrats
9th
Delta Wing
10th
Airwave Northwest
Glen Volk Steve Koji Butch Peachy Steve Moyes Rick Duncan Kevin Kernohan Rich Pfeiffer Mark Bennett Randy Adams Steve Luna Paul Robinson Terry Wilkins Rich Sauer Howard Osterlund Dick Cassetta Jim Zeiset Ian Huss Cindy Drozda M. Guiterrez Dino Dinaso Marty Eiler Kevin Bye Gerry Uchytil Lee Fisher
Wills Wing HP II Wills Wing HP II Wills Wing HP II Moyes GrR Moyes GrR Moyes GrR Seedwings Sensor 510B Seedwings Sensor SlOB Seedwings Sensor 510B Wills Wing HP II Wills Wing HP II Wills Wing HP II Airwave Magic Airwave Magic Airwave Magic Wills Wing HP II Wills Wing HP II Wills Wing Sport Delta Wing X'cel Delta Wing Mystic Delta Wing Mystic Airwave Magic Airwave Magic Airwave Magic
ly every day (we ran a 52-mile ridge race here) and the landing field is very good. Many cross-country flights originate here but as it is basically stable marine air, thermal soaring along the beautiful ridge for miles is most common. The area is northwest of San Bernardino off the 15E or 30. Lake Elsinore is a northeast facing ridge that is also a morning site. This site is very soarable and picturesque as it directly overlooks the lake. The morning sun heats the faces and you launch before noon and get as high as possible, then go to the south end of the ridge to wait for the convergence from the onshore ocean breezes. The marine air comes around each side of
the ridge and finally meets on the other side of the lake, before it goes through Banning Pass and out to Palm Springs. The trick here is to launch at the right time and meet the convergence as it comes by the end of the ridge. The marine air causes many thermals to release across the valley floor, and you simply stay on the edge of the shear and ride it across the valley. (Note: Stay clear of Banning Pass, especially while the shear is passing as it is very turbulent and blows very hard due to the venturi effect.) You can also just soar around over the lake and mountains and land, go swimming and have a picnic. Elsinore is southeast of Los Angeles off Highway 15. • 11
to P.V"r,,•i,.»oN>
First, second and third place trophies and wen~ by Lookout Mountain Flight Park and Center, sponsor of the annual event 10 Director Rick Jacob served as official meet director with LMFP Office once, it wasn't just who could drive or dive the fastest which deter·· mined the winner at The Great Race. Gone were the usual bar-to··the--knees runs of yearn past. Raw wasn't if your diver didn't sink with the best you were sunk. The light thermals demanded both skill and all-around per-
officials Jim Anderson, Jimmy Anne and John Vaughn and Dolores von Rosen. The Great Race cookout and party was a hit thanks to the food cd by 'local' pilots Nick and (who drive five hours each weekend to come to Lookout from Kentucky) and the built pavilion and volleyball court in the landing field. 8
ended with
,,,.,·,~omo the finish line. For the contest one pilot needed to to be official , ClJJIHIJ.LCltc the 21-mile course from Lookout Mountain Park to Point Park (overlooking Chat· and back. With most on the launch ramp soarable conditions that never came, Howard Osterlund ed his toward When he rounded the Point Park pylon the mark he headed for home. Never in Great Raee had a shut out all his But Osterlund wasn't able to make it all the way back, out in one of the many fields below the
story goes something like this. There we were, many minds but with a thought. . . "How much can we possibly have, without hurt or into too much trouble?" The answer: bit. How? Head west. That's Head west on or about 9th and then call those friendly
of Rogallo to deterfolks at the mine the exact location of the Ladies International Pilots' Girls Just Wanna Have Fun (GJWTHF) Second Annual Demo Daze Womens A not-so-atypical weekend. We were 11ying. The event afforded another opportunity for the Yin side of the flying community to connect with other pilots for some air of attitudes. Many of time and last participants retnrned to the event. In addition we saw quite a few new faces. There were some 11ights of decent duration, and one firsHime·-doublc-surface ride a fow hearts. But, no one either mechanical or personal which is a major accomplishment the record of Whitehill and Mitch Wills and Jeff Williamson, Ken Brown, and Jean Michel Bernasconi from Pacific Airwavc provided the and the loops. Sharol Strickland did a marvelous job of hyping gliders and getting people rides on the new Zoom Units from American Wind13EWW: Front row Susie Christie, Susie, louise Funke, Liz Jackson, Val. Back row Anne Horrigan, Katie Miller, Kesslak, Jay Whitehill, Loreen Ozaki, Jan Siskind, Kad Castle, Diane Miller, Rhoda Minnick, Nelson, Ross.
comthe course, essential thermal conditions. Not to be denied this time, Howard Osterlund first (l hour 18 minutes 56 seconds) in his IV, with Atlanta pilot Brian Heiss second in a Lite and Sacramento's Dick Cassetta third (I IV. Two other pilots Dick and LMFP manager Matt 'Iaber rounded the mark but lost it on the way at the 'lc•nn,>cc,,,"'f::p home, state line. The other weren't as fortunate and had to chalk this one up
12
HANG GLIDING
deserve many thanks. spceial mention should be given to Lynda of Rogallo, Pat Nelson, the Dcncvan, Brickner and Russ Locke for their planning and ,,,,,,.. .,,,,, .. tional efforts. the main objective was to fun, there was some work to do. We discussed the flying activities of pilots around the world and the develop· mcnt of better mechanisms towards en·· more active participation in by the commnnity at to have Helen Casa· bona, a writers for Uhmens' 51iorts and Fitness, the for the Womans' Foundation, with us at the event. The response from other non--flying athletes is tremendous and we look for· ward to increased involvement with this "We" now refors to the new club, "Women With that formed when LIPS and WWW and hank account,. The name a focus. However, the sense of humor is still intact. )bur in WWW entitles you to a newsletter as well as the to the secret acronym for the group. (Actually, it's no secret, but this is a family publication.) We also disc:ussed the of the world, that is, the several FAT-sanctioned events, including the de Monde in France, are without the presence of a team from the United States. We intend to put some strong efforts into facilitating the formation of a women's world team as we folt that, in addition to having some major talent in the ranks of U.S. women pilots,. the creation of a team provides an achievable for the pilot. Meanwhile, back in Milpitas ... There was dancin' in the streets, literally, at the of Rogallo picnic, and we were thrilled by the antics of the exhibition Gawanna Team. This sport, in· troduced to us by a recent Australian trans1Jlaint to the staff of Mission Soaris soon to be included in the ranks da11gerous, high risk sports. from the the Second An·
AUGUST 1987
nual was a success. We saw old friend· and new ones created. We also had a chance to reflect on where our individual and community paths are Not a bad place. There will not be a Third Annual In at Ed Levin. Next May we're going on the other side of the conti-· nent. In the interim we're looking forward to an invasion of Women With at the annual Halloween Fly-In at Cod. After all, GJWRR. Girls· st-vvanna·KICll!C···!·mn.11111
The X Finals were held at Clinch Mountain May 9 - 10. Clinch is the longest continuous ridge in the United States, located 25 miles northeast of Knoxville, Tennessee and claims the world record sailplane flight. The site offers a northwest and southeast launch which shares a common setup area. ,.,.....,,fS."'"''"" landing fields arc less than 4 to l below either launch. On light southwest and northeast days this feature enables the pilot to scratch for an extended period of time. The first day of competition allowed four of the competitors to chase each
other up the south side of the ridge. At the close of Saturday Mark "Curley" Dunn had flown 72 miles to Virginia, Mike Eberhardt had flown 65 miles and Mitch Keebler had flown 30 miles. flight was a new site record. At a Saturday party the local news showed footage of the day's coverage and the current standings very impressive media coverage. Sunday's competition began slowly. An inversion resting at about launch elevations was not encouraging. However, about 12:30 PM small "puffies" began forming, later developing into full street. Mike Eberhardt launched, thermaled up to cloud base and was gone. At least a half hour behind Mike, got up, chased, caught and passed Mike very impressive flying. Curly mentioned after his return, that at one point he pulled the bar to his knees for 15 minutes with his vario screaming up. Does that sound like fun? I got fhe distinct impression from Curly it was. Tucker, a local boy, flew 53 miles that same afternoon. The final results were as follows: 1st place: "Curly Dunn", Chattanooga, TN: 72 & 80 miles; 2nd place: Mike Eberhardt, Cleveland, GA: 65 & 72 miles; 3rd place: Ray Tucker, Blount·· ville, TN: 53 miles. Thanks are due to many individuals (continued on page 22)
13
a kid I grew up in a small town among the plush, green rolling hills of Connecticut. farms hordercd by stone walls separated the green pastures from the wooded countryside. Our town airport had a grass strip mnway, just barely long enough /hr those 1950's vintage tail draggcrs to get up enough speed and climb out, clearing the trees at either end. The airport was located only a few acres from my backyard. I remember endless summer days watching the sky, my eyes wandering from cloud to cloud as they would slowly pass, their shape always changing. The weather was easy to understand back then; clouds were made of cotton and thunder was a very loud noise caused by a very large bowling ball rolling around up in the sky somewhere. I had everything all figured out! Since then, however, I have baldy come to terms with science and the realities of weather. Thunder results from a stroke of lightning and cotton comes from inside a box. With to hang gliding much has been written about various types of weather phenomena which affect our sport. However, when it comes to cloud structure and associated weather, many of us are flying in the dark. When thermaling up high above launch, how do you know if the cumulus cloud above you will grow and rapidly overdevelop, creating strong conditions underneath? Some clouds may have good thermal activity below while others arc pro-· ducing sinking air and gust fronts at the surface: how can you tell which ones are safe? This article will discuss various types of cloud features to watch for and describe what they mean to you. And before we stroll along any farther, you can rest assured that cloud physics is not within the scope of this arti · cle, although a few token words regarding cloud development is ... meritorious (a new 14
HANG GLIDING
word I'm today!). Clouds tell a story of the air. Their outline and around each side will often show us where air is rising and descending, give us wind direction above the ground, illustrate the dissipation of thermals below their bases and us clues to determine if any given one will overdevelop. Clouds provide focal as well as contrast to the boundless environment in which we fly. arc indeed our road map to the sky. We know that clouds form from water vapor in the air. When the content of water vapor is enough for the air to reach saturation, tiny moisture particles may form and accumulate into a visible cloud. Stratus clouds are are uniform in shape and grey in color, and often times are associated with overcast skies. Cumulus clouds arc white, puffy, cauliflower-shaped clouds which have flat bases. They can grow into tall towers, and sometimes tum into thunderstorms.
STRATUS CWUDS The airflow around stratus clouds is genmore horizontal with Iess vertical motion relative to the air around them. Con-· ditions can still be quite soarable while stratus are in the vicinity, although normally updrafts in or around stratus clouds are weak. There are several things to be aware of while flying in the vicinity of stratus clouds. Sometimes can contain imbedded cumulus development which is not easily detectable. Several features to watch for include the stratus cloud in the "feel" of the air from smooth to punchy, bullet thermal-type turbulence as well as a dramatic increase in the rate of .climb. Most often, a stratus cloud base will lack definition and be uniformly dull grey. When imbedded cumulus are present, however, portions of 1he stratus base will become very flat with a smooth, plateau-like bottom; sometimes smaller cloud elements or lines are discernible in a area of the cloud base. Any cloud base which is darkenindicates that a strong updraft or very strong thermal activity may be present.
CUMULUS CLOUDS Cumulus clouds are a pilot's lure. An active thermal under a cumulus may serve to the cloud "fueled" with moisture it a billowy or puffy shape. As warm moist air rises inside the cloud and curls around near the sides, cool dry air is drawn in from the outside of the cloud which AUGUST 1987
1 erodes moisture away from the sides. This process, called entrainment, is illustrated in 1 and is responsible for the puffy, cauliflower shape which is characteristic of cumulus clouds. Cumulus clouds provide us with a lot of meritorious information. Their presence signifies vertical motion of the air above the surface. We can see the wind direction aloft noting any tilt to the vertical development of the cloud. If surface winds are from a different direction than the winds aloft, we know that a shear zone exists somewhere between the surface and cloud base. Now the good stuff! It is important to view the vertical depth of all the cumulus clouds in the vicinity. If they all appear equally shallow in height, there is a reasonable chance that the at· mosphere becomes relatively stable somewhere near or above cloud top height. The here is that they are all "equally" the same height. The stable layer above may serve as a cap, or lid on further vertical development. If a high pressure system is dominating the weather witJ1in the region, chances arc that the stable layer is quite deep and will prevent overdevelopment of cumulus clouds. If tJ1e air aloft is not dominated by higher pressures, however, the stable layer may be quite shallow, serving only as a tern-
porary cap on cumulus growth. If temperatures at the surface get warm enough, these shallow layers of stable air are soon broken, giving bitth to rapidly developing thunderstorms. Be aware of where highs and lows are located with respect to the area where you'll be flying! Pick out a cumulus cloud close by and
Small, fast growing cumulus tower builds up as winds aloft are calm. 15
observe its vertical growth near the top. Is it still If so, the features near the top of the cloud would appear very white, wcll-·defined and in motion. If the growth near the top of the cloud appears to be tumand lacking definition, then the growth of the cloud may be near its peak. check for new growth in another qu,act1m1t of the cloud. The base of a cumulus cloud closely illustrates the How of air below the cloud. If the cloud base is Hat and well-defined, thermal activity may be abundant below the cloud. If the bottom of the cloud to lose its to appear distinct features and uniformly especially in the center, then the moisture in the bottom of the cloud is no longer supported by rising air. We can expect that the thermal activity underneath the base has diminished. a few other features to watch for or cloud near cloud base include elements forming below the of the base as well as showers. may appear as small filaments which are forming and risnear the of cloud base. signify a very strong updraft which is often associated with a rapidly developing thunderstorm. the other hand appear as rain showers which are drying before the ground. very definitely signify sink-
16
air. As for hang gliding, virga creates mme problems at the surface than in the air. Virga can cause strong windy, gusty conditions from the surface up to a few hundred feet AGL. The gusty air is often very turbulent and can make your approach more than interesting. ·~vvn;,u"' at the clouds and trying to figure
what the air is doing takes some of experience. Whenever you're outside, flying or not, take a moment to survey the and contemplate reasons for what you sec. Refer back to this article to revive your awareness of cloud strncture, which will also help make your soaring forecasts more ... meritorious!•
HANG GLIDING
by Jim
Author and USHGA Region IV Director Jim Zeiset.
10, the last day of the 4 Championships at Willow Creek, Colorado, I had the opportunity to put my into a maneuver that allowed it to reach approximately 85 to 90 miles per hour. This outrageous was attained by a radical side slip from a full-blown forward dive. changing the angle of attack the side while there were no pitch pressures, and then yawback into the relative wind I was able to put the into a configuration that no modern can structurally withstand. The crossbar failed and a parachute deploy,. ment resulted. The first day of the we didn't get off in time to beat the overdevelopment was called. The second day and so the a number of pilots got and approximate,, ly six got away from the hill. The balance either never took off or went to the bottom. I was one of those that went to the bottom. The third most of us got off; again, overdevelopment was threatening. That particular day 11 made The last started pretty much like the previous three had, some development in all quadrants, but just small mountain cells. It threatened to overdevelop this time on the continental divide, and wash back toward launch, which was basically upwind. Therefore a 30-mile upwind task was chosen for that day. I was about in the middle of the gaggle when I launched, however as I proned out I pulled the out of the closure on my harness, Rather than attempt to land and AUGUST 1987
relaunch, which was permitted, I decided to attempt to stay with the gaggle, leaving my harness open. J climbed to about 3,000' and then headed west upwind in order to get away from the rest of the pilots, so I could work on my harness. After clearing the gagI stabilized my glider toward the west. I came out of prone and pulled the tail of my harness up between my legs, carefully sticking the velcro-mounted zipper back into the harness. r advanced it slightly so that when I proned out again and pulled the string, I wouldn't pull the velcro out again, this time I had lost about 500', but at least I was going to be in a warm harness, I could see that today we were going to be climbclose to cloud base in order to make the goaL I was thermaling over the dam of Blue Mesa Reservoir, halfway to goal, when Steve Williams called me and asked for an ambulance, Apparently J,W., one of the Albuquerque pilots, had had a bad landing in some rough terrain and broken his arm. I called on the radio for anyone who was Pax close to a telephone. Aspen pilot came back. As a licensed two-meter operator he had access to a telephone through his ham radio, I asked him to send an ambulance to the dam at Blue Mesa Reservoir, and he took care of it immediately. The ambulance was on its way by the time I was able to radio back to tell Steve. Suddenly I realized I was on the edge of a small cell and had been climbing at 1,600' per minute for some time. I continued to climb as I searched for the goal. There it was and I was going
through 14 grand, I brought my glider up to about 40 and was still climbing at 500' per minute. Pulling the bar fully in, knees up to the chest, I raced toward goal. A quick glance at my altimeter showed me at 15,000'. 1 cailed back to Steve Sharp, an intermediate pilot I had just crossed over and said in a clear and deliberate voice, "This is some dangerous suck!'' Steve headed for goal. I was in a 60 mph plus dive and watching my altitude closely. When I continued to climb slowly through 15,200' I remembered the terrifying white-out I had experienced in India. I signaled my glider sharply to the left entering a spiral dive. At this speed my glider adverse yawed, tl1e left wing dipped as I wanted it to, and the glider entered a full side slip to the left It's my opinion that by the time the glider was in the slide slip for about three seconds it was slipping at twenty degrees off vertical. When a glider with a high aspect ratio is signaled in one direction, especially rapidly, there is an adverse yaw that oc.curs. In normal thennaling and slower flight maneu" vers the pilot counteracts yaw by an opposite twisting body motion, From a full dive it is very difficult to apply this twist, and in this case I had intended to enter a side slip and did not want to counteract the yaw, There is also a tendency for double surface gliders to yaw back into the relative wind. This is caused by the sweep designed into the planform. When the relative wind blows straight across the planform there is no significant pitch pressure either positive or 17
negative. I knew that as the glider yawed back into the relative wind the G forces would build rapidly. In an effort to be prepared for this high load I relaxed my body position, extending my legs back out to prone and allowing the control bar to come forward to about trim. I was now ready for a high G rec9very from the side slip. Unfortunate· ly, for all that I understood of the dynamics offlying hang gliders and aircraft, something slipped my mind. That was simply that the angle of attack of the glider was now trim flight position for a speed of about 25 mph while the glider was moving through the air at roughly 80. The diagram shows the configuration of the glider and the pilot during this maneuver. In figure 1 the pilot is in a full-blown knees-up dive. Figure 2 shows the glider immediately after a sharp left signal which caused the glider to yaw to the right and dip the left wing. Figure 3 shows the glider at the end of the adverse yaw where the glider is now entering a full side slip. In figure 4 the pilot has extended his legs back out and the nose has pitched up. Figure 5 shows the glider starting to yaw back into the relative wind, the glider still increasing in speed, and slight G loading starting to take effect. Figure 6 shows the glider rolling and yawing while it is starting to pitch up. Figure 7 shows the glider continuing to come around with the pilot still in the slow flight configuration. Figure 8 shows the glider now straight on to the relative wind with an angle of attack equivalent to 25 mph and an airspeed of 80 to 90 miles per hour. Notice how the leading edges are bent up allowing the aft portion of the leading edges to dump the load. Even though the aft part of the load can be dumped, the forward structural triangle of a hang glider does not deflect, and it is this structural triangle that continues to see 80 to 90 mph relative wind with an angle of attack that would trim at 25 mph. What happens next is a phenomenon I have named ''Positive Pitch Divergency. '' At trim speed the center of gravity of the glider-pilot mass is directly under the center of pressure of the total wing. It does not pitch up or down. When the wing encounters very high loads the outboard and consequently aft portion of the wing deflects upward causing that portion of the wing to assume a lower angle of attack. This causes the center of pressure to move forward. As the center of pressure is now in front of the center of gravity an up pitching moment of the pilot-glider mass will occur. This will increase the angle of attack of the structural triangle without pilot input, which will in18
<( ~ I z
Diagram of approximate glider attitude during dive, spiral to split-S exit maneuver. Author suspects failure of crossbar occurred between 6 and 10Gs. HANG GLIDING
crease the load and thus increase the distance between the center of pressure and the center of gravity which increases the pitching moment. Obviously the glider has become "positively divergent." Speed in itself does not break a glider. High G loads bend the aft portion of the leading edges up, causing an increase to stall angle of attack of the structural triangle and especially the root chord. In order to determine the G loading on an aircraft wing it is common to use the relative wind speed squared, divided by the trim position or angle of attack airspeed squared. In this case we would have, let's say, 80 mph squared (6,400) divided by 25 mph squared (625) or approximately a 10-G load which could have been placed on the inner triangle of this wing. That inner triangle is defined by the forward leading edges, crossbar and keel. In addition to the compression load that is on the crossbar there is an extremely large side load due to the lower pressure on the upper surface and the extremely high pressure on the lower surface. This side load, at a desigll'parameter of about 6 G's is enough to push the crossbar out of column and cause structural failure. That is what likely happened in my case. The transition from figures 5-8 occurred in approximately 2 seconds, and G forces built steadily during that transition until figure eight, when failure occurred. My glider has a Vne of 46 mph and stall of the root chord of approximately 18.5 mph. G load = Vne*Vne/Vs*Vs = 6.2 Gs where Vne = 46 and Vs = 18.5 The above equation calculates the potential load that could occur if a glider were to go to a stall angle of attack instantly from 46 mph. The structural triangle has been designed to withstand that load. Why then don't loopers break up? They do not load their wings up past 6 Gs. Somewhere above 5 Gs flex wing gliders become ''positively divergent'' and when it happens there is nothing you can do to prevent structural failure. As you can see, the higher the wing loading the lower the G load the glider can endure before the leading edges flex enough to enter "positive pitch divergency." I hook in at 235 lbs. which helps me go real fast. Hey, maybe I should be on a bigger glider! It's my opinion that my airspeed was in
AUGUST 1987
the neighborhood of 80 to 90 mph at the time of failure, therefore it was a natural move to not deploy my parachute during the five seconds that the glider was slowing down. When it reached its slowest speed the glider started to spin in an accelerating fashion. By the time the glider made one revolution I realized that the spin was accelerating and now was the time to throw the chute. The glider was not flailing or flagging and I had
180 ° of open area into which I could throw it. I grabbed hold of the parachute handle with one hand while my other hand was still on an upright, pulled the chute from the container and threw it in a single motion. The package went to the end of the bridle cord and shroud lines before it stopped. I was hanging upright through the control bar feet (continued on page 21)
Outside The Envelope by Mike Meier From time to time I go to the sailplane part in Hemet and rent some time in their Grob 103 Tuin Aero. It's a fully aerobatic sailplane, certified for wingovers, loops, rolls, and sustained inverted flight. On the right side of the cockpit is a small placard, which lists weight and balance information and the operating limitations: Maximum flying weight 1279 lbs. Minimum pilot weight front seat 155 lbs. Maximum pilot weight front seat 242 lbs. Maximum Airspeeds: In calm air - 135 knots In rough air - 98 knots Aero tow - 92 knots Airbrakes extended - 135 knots Maneuvering speed - 96 knots All certified airplanes have such operating limitations. Non-aerobatic aircraft will also list maximum permissible bank angles and pitch attitudes, and any other limitations peculiar to that aircraft. Licensed airplane pilots generally abide by these limitations, particularly those having to do with maximum speeds, because they know that there is a very real danger of structural failure if one exceeds the speed limitations of the aircraft. On every HOMA-certified hang glider there is also a placard, and it and the glider owner's manual also contain operating limitations. In general those limitations are as follows:
Speed never to exceed - 46 mph Maximum bank angle - 60 degrees Maximum pitch attitude ±30 degrees Many hang glider pilots do not take these limitations seriously. Aerobatic contests are held in which the contestants fly gliders which are placarded against bank angles of more than 60 degrees or pitch angles of more than 30 degrees. Pilots in competition or flying cross-country regularly put the control bar to their knees and curl their bodies forward, diving their gliders to speeds of 60 mph in what could only be described as rough air. Aerobatic pilots, diving out of inverted maneuvers while on their way to the next maneuver, regularly hit speeds of well over 80 mph. While significant numbers of gliders have failed in flight in tumbles or other negative loading situations over the years, there have been very few structural failures of gliders under positive load during the last eight years. An implicit assumption has taken hold in the minds of many pilots that modem gliders are, in fact, unbreakable under positive load. On may 10, 1987, Jim Zeiset proved that assumption wrong. Jim was pushing the outside of the envelope, as competitive pilots will do, and he found a hole in it and went right on through. Following Jim's accident we inspected his glider. The damage to the glider is consistent with his story. He did, apparently, somehow get going fast enough to produce a positive failure of a glider that has been
19
DEL1A WIN&
Accessories tested to more than 70 mph at its maximum lift angle of attack while attached to a 3,500-lb. test vehicle. We reassembled Jim's glider and flew it. We measured the maximum steady state speed attainable on Jim's HP, pulled all the way forward over the bar. It was more than 60 mph. We know from documented flight testing during certification that the HP will fairly easily reach speeds of 85 mph in a vertical dive out of a mild wingover. The HP has been looped literally hundreds of times out of sustained high speed vertical dives in which the maximum speed attained probably exceeded 90 mph. From all of the above, it seems that Jim must have attained a speed of at least ninety miles per hour, and that the glider must have undergone a rapid pitch up while in a steep bank in order to produce the failure. The steep bank is a key factor here. As shown by the ability of the HP to repeatedly perform loops out of high speed dives without failure, the HP will withstand a high speed rapid pull-up in a wings level attitude. The glider in this situation begins to slow down from the pull of gravity as soon as it arcs through the bottom of the loop. In a high bank diving spiral, however, the pitching up of the nose serves only to tighten the turn and increase the G load, while gravity continues to act to accelerate the speed of the glider. The result is what airplane pilots sometimes refer to as a "graveyard spiral." The only way to safely exit a steep spiral dive in an aircraft is to begin the process of leveling wings before taking any action to raise the nose, Demonstrated recovery from this maneuver is, in fact, a standard required proficiency demonstration used in pilot flight tests, and
an absurdly conservative VNE for a glider which has been shown to be capable of pulling up into a loop from a 90 mph vertical dive. However, had Jim been flying at 46 mph when he executed his sudden roll maneuver it is unlikely he could have broken his glider. Also consider this: First, the pull-up during a loop is smooth and gradual, the increase in angle of attack is relatively slow, and maximum lift angle of attack is not reached until the speed has dropped significantly. Second, transiting suddenly across a sharply defined vertical wind shear from 1500 feet per minute sink into 1500 feet per minute lift represents an effective vertical gust of 34 mph. Add that to a steady state dive speed of, say, 60 mph and you have the possibility of a sudden, violent increase in angle of attack accompanied by a simultaneous increase in airspeed to perhaps 80 mph or so. This is simply outside the realm for which gliders are generally tested. Finally, the fact that some pilots are successfully looping some gliders does not prove the gliders are safe for aerobatic flight. An exceptional pilot can do a wide range of aerobatic maneuvers in a Cessna 172 without breaking the airplane, but the average pilot would be seriously risking his life to try the same thing. There is no guarantee that you will not be hurt or killed in a hang glider if you consistently operate it within its placarded limitations. There are still the dangers presented by extraordinary wind, weather and turbulence conditions, and the possibility of judgement or skill errors that could do you in. However, those limitations are there for a reason, and for your protection, and if your safety means anything at all to you they are a very good place to start.•
what the examiner is looking for is that the . - - - - - - - - - - - - - - - - - - ' applicant first move the stick laterally to level wings before beginning to pull the stick back. In a weight shift controlled, tailless hang glider, a high degree of pitch stability is required for adequate dive recovery and adequate resistance to spontaneous tumbling in turbulence. Due to • Always there when you need them their aeroelasticity, flex wings tend to trim • Warm, comfortable, durable, slide easily across control bar at higher and higher angles of attack as • Instant bare hand dexterity for launch, CB, chute, camera speed and load increase. As a result, pilot • Quality construction, 1/4 -in. neoprene, nylon inside and out control authority in pitch may not always • Available in red or black S, M, or L only be sufficient to moderate the rate at which $32.50 the glider pitches the nose up in such a dealer inquiries invited high-speed, high-banked maneuver. THE AIRWORKS :l900 Van Buren NE Forty-six miles per hour may seem like Albuquerque, NM 87110 (505) 884-6851
20
AtRSTREAM HARNESS The low drag profile harness leatures: • Ad1uslable C.G • Faired parachute & Oa!!ast container. • Ad1uslable foot stirrup • Custom sizes to Iii all pilols. • Large choice oJ colors. ..........._-......._ ___.•Price $340 ROMER HELMET Made by German manufacturer with over 125 yrs of experience. it was designed to provide a light weight he Imel that gives maximum protect\On. • DOT approved • Exe. temporal protection • $pecial ear openings • Made of potycarbonale. • Available in Y 0. White. • Price .. S 75 .___ _....;;;;...._ _..1 HIGH ENERGY SPORTS "BUS" PARACHUTE High quality chute designed to withstand hiqhspeed openings • Bu111 to TSO standards • All seams rninforced. • V tabs at each line attachment • Type XVIII bridle rated at 6000 lbs • Deployment Bag wrcont
..__ _ _ _ _ _...., • Price.
S395
BULLET BALLISTIC RECOVERY SYSTEM The bullet is a ball1stically (spring) deployed chute that is easily attached to any glider. II virtually eliminates any chance ol chute entanglement • Fast deployment time. • 18 gore chute • 20.4' canopy • Total system wt. 3.3 kg. • Price .. $545 ~...__ _ _ _ _ __. DEL TA WING TRAINING WHEELS. A must !or all beginner and novice level pilots -
no more sudden stops with 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 aboul additional vol. disc • Price. .$40 INSTRUMENTS Ball 620H Vario/Audio . . .$280.00 Ball 651 Vario/Audio-Altimeter w/10 ft. steps ... $495.00 Ball 652 Vario/Audio-10 It. 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 Audio/Vario . $200.00 Ball M-20 w/earphone Jack... .$250.00 Litek VE 12 wrist mounted . $169.00 Lilek VE 12 w/earphone jack . . S179.00 Litek VE 7 .. $169.00 Litek VE 35. $198.00 Roberts Vario & All . . . .. $295.00 Hall Windmeter. . .. S 21.50 MISC. MATERIALS & SUPPLIES Della wing T shirts . . .. S 8.50 Golf shirts . .S 12.50 Streamline tubing-1'" x 211,·· X .058 wall S 7.50/h. lnstabushings-1'h''. 1%", HI", 1¥.'' . .$ 2.00 Order 100. . .S 1.00 tnstabush insert for Y,'" boll . .$ .20 Della Wing stocks all Progressive Aircraft parts & accessories. See your Delta Wing dealer nearest you or contact:
DELTA WING Box 483 VAN NUYS, CA 91408 818/787-6600 Telex 65-1425 DEALER INQUIRIES INVITED
down, with the glider in a nose-down attitude. My chute was a green Handbury center pull-down with a short 20,()00 .. Jb. one-inch tubular Kevlar bridle. I doubled up my body to prepare for the shock. Although it was significant, it felt great. Since my radio was VOX·· operated the other contestants and drivers in the area had the benefit of hearing my diatribe on the way down. Dave Crabb came on the air and said, "J.Z. is under canopy!" My first concern after opening shock was to look up to see if the chute could let me go. I looked up; my aerial brake was func .. tiouing perfectly and I was hanging on a long perilously skinny cord. As I checked out the bridle cord I could see that it was rubbing with significant side pressure on the lower rear flying wire and tang. bridle,'' I said in a cracked and ner .. vous voice, "It's hung up ou a tang! Gotta free it!'' I reached up with one hand and pushed on the keel of the glider while pulling sideways on the bridle cord. As I did so the glider yawed slightly and relieved the bridle cord of the tang pressure. I knew I had to be prepared for a hard landing, so I decided to get my legs out of the harness. "The is stuck!" I reported frantically. It didn't seem to want to open at first. I wiggled it spastically, then relaxed and slowly pulled the zipper open the few inches I needed to push my knees out. About that time Zoardog said, "Give me your location J.Z., so we can tell where you're going in!" "Oh, " I said, "I'm on the north side of the powerlines, I'm going in on the south side of the Black of the Gunnison. No! I think I'm canyon. There's a lake down in the bottom. I better get my shoulders open on this harness so I can dive out of it when I hit the water!" I struggled to get my shoulder strap open. Ian Huss came on the radio and said, "Don't forget your quick disconnect, J. Z. !" "Thanks," I "I had forgotten about it.,, As I got closer to the ground the parachute to oscillate. It must have been drop .. through a wind shear or something because it had been stable up to that point. It stabilized and then about 500' above the ground started to oscillate again. ''I hope this thing isn't oscillating like this AUGUST ]987
Crash site and home away from home until Pat I.each and Zoardog got in to help break down and cal'.ry out.
when I make contact with the ground!" I said. "Three hundred feet ... " '' A hundred and fifty ... '' "Fifty ... " "YUK!" Five seconds of silence passed while I caught my breath. "I'm OK. I lived!" I screamed into the radio. I had landed at 9,300 ', 100 ' from the south rim of the Black Canyon of the Gunnison. I was rightfully concerned as I found out later about my chances for survival had I gone into the Black Canyon of the Gunnison. The lake at the bottom is 500 feet and 500 feet wide; the canyon is 2,000 feet down to the water and a quarter of a mile wide at the top. The sun never shines on the water, so it was probably in the neighborhood of 32 to 35 degrees Fahrenheit, and hypothermia would have set in rapidly. Gary Pax and Tmus Sharp were on the other side with Parks and Recreation in five minutes and wanted to triangulate my position. I climbed up to the top of a rock pinnacle that was about 150' from where I landed, and fired a flare that was seen by both Truus and The asked what survival gear I had with me. I was prepared. I had two radios, three radio batteries, a quart of water, two 300 foot aerial marine flares, four smoke bombs, a compass, a swiss army knife, two granola bars, a signal mirror, enough wrenches to
overhaul my glider, first aid kit, suture kit and a local anesthetic. I cut loose and retrieved my parachute to make a shelter by draping it over the glider wreckage. Because of the potential for mak ing the retrieve more difficult should I get lost, I decided to stay with tl1e downed glider until someone on the ground had gotten to me. It was impossible for the to get to me because they were on the wrong side of the canyon. Zoardog and Pat Leach jumped into Pat's four-wheel drive van and combed through the existing roads. At one point, when we knew they were only a mile away, Zoardog fired a flare into the air and the Rangers, and Truus triangulated their positions and gave them a heading to my location. They were able to find a road that even the Park Service was not aware existed and drove to within 500 yards of where I had gone in. From there they hiked in and after a brief reunion, helped me break down and carry out the glider. We examined the glider and agreed that all of the damage, with the exception of the failed crossbar, had occurred on impact. The glider had fallen between me and 12' scrub oaks, cushioning the impact. In retrospect, this structural failure was pilot-induced. First of all, it was not necessary to play cloudbase that close on such an extremely unstable day. Secondly, any time that you enter a spiral dive from a fuU-blown forward dive you can anticipate that your airspeed will only go up. When 21
IF YOU WANT YOUR PARACHUTE TO HAVE,. FLAT CIRCULAR SOLID GORE CONST. • High Drag Benefils • Low Volume • Fasler Openings
VENT CAP COVERING APEX HOLE
this airspeed goes up it is my contention that structural failure need not occur if the high speed position in which the spiral dive was entered is maintained. In this case I relaxed to a trim speed position in order for my body to withstand the anticipated high G load. Unfortunately, I did not consider that just relaxing to that position would increase the number of Gs I would have to endure to way beyond the structural limitations of the glider. None of the gliders currently manufactured are designed to stay together above 6 Gs. All of them have a Vne speed recommended by the manufacturer as the safe speed that should not be exceeded. On my glider it is 46 mph. How could I possibly expect the glider to stay together at twice that speed? The final standings for the 1987 region 4 Championships are shown below. It was a great meet, and as organizer, I want to thank Liz Sharp, the meet director, for an excellent job; Skip Hewitt for his knowledge of weather conditions and assistance in task selection (he was right on every time); Dianna McFarland was chief timer. Paul Horrigan was launch director and safety director, and Karma Horrigan was launch timer. All of these people did a great job to make the regionals come off as one of the better meets I've been to. •
W' TUBULAR NYLON REINFORCEMENT AT APEX
1. 2. 3. 4. 5. 6. 7. 8. 9.
10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 22
Pilot
Points
Lee, Jim Koji, Brad Goss, Ed Drozda, Cindy Crabb, Dave Barton, Tony Leach, Pat Cristopherson Huss, Ian Hansen, Steve Sharp, Dave Zeiset, Jim Knowlton Coyne, John Wolford, Jeff Sharp, Steve Zoardog Faris, Bob Williams, S. Michaud, P. Smalley Grubbs, Ken Doig, Dave Bradley, G.
270' ~ 285 297 350 353 366 370 389 392 394 435 491 506 509 509
510 525 549 552 569 569 582 582 582
• Adds strength to area of greatest stress during opening shock
(Region X Finals) who made this meet a great success. Thanks to Suzanne and Roy Ferguson, for the beautiful hand crafted trophies. Thanks to Rick Jacobs for your persistent effort with the hang gliding movement here in the East. Thanks to Mack Lipe, Chris Pyle and Don Bickers for showing the pilots the air through your wind dummy efforts. As for our local pilots Greg Wojnowski and Tip Rogers, sorry boys, the out of towners blew your socks off. Thanks also to Liz and Paul Singley and Melvin Woods for their grass cutting and sign making efforts. A final note of thanks to the remaining pilots for participating: to Jeff Laughrey for his help and to Jerry Hickey of Coca Cola for sponsoring the refreshments. Thanks to everyone for a great weekend. Come fly Clinch Mountain anytime. Contact Hawk Airsports at (615) 523-8531. •
ALL SEAMS REINFORCED WITH TYPE Ill WEBBING -1
Necessary for strength in the event of a high speed opening
V·TABS AT EACH LINE ATTACHMENT • Helps to distribute opening shock load • Important in the event of a high speed opening
400 LB. TUBULAR NYLON SUSPENSION LINES
• Stretch characleristics help reduce opening shock load on canopy, harness, and pilot
TYPE XVIII BRIDLE
• Sewn with 5 cord thread • Strength rated at 6000 lbs.
DROP TESTS TO FAAC23B TSO STANDARDS COMFORT PACK DEPLOYMENT BAG • Safety locks • Protective side line cover • UV resistant material
, •.• THEN YOU WANT A HIGH ENERGY SPORTS PARACHUTE! For complete information on all High Energy Sports Products, contact your local High Energy Sports Dealer or:
?~~
2236 W. 2nd St. • Santa Ana, CA 92703 (714) 972-8186
By popular demand. "The Right Stuff" returns ... now in book form!
1987 Region 4 Championship Final Standings Place
• Quicker Openings • Slower Descent Rates • Reduced Risk of Apex Line Entanglement
(continued from page 13)
Improve your skills: proper launch techniques • proper landings • forced or crash landings • angle of attack control • prone transitions • glider repair • pre-soaring and beginning soaring skills• first altitude flights Learn unique aspects of the sport: the term "wuffo" • USH3A-approved wind direction signal • Dao Dah Days • what's cool, what's uncool • pear people • intermediate syndrome • advanced syndrome
Hang Gliding According to Pfeiffer: Skills For the Advancing PIiot The most comprehensive guide yet for expanding your knowledge and skills. With 244 richly illustrated pages, loads of true stories, and complete subject index. You'll learn: • Soaring Principles • Competition Flying • Cross-Country Flying • Equipment • Speed-to-Fly Calculations
Please send: Jimount _ _ _ RIG-IT STLFF For New Hang Glider Pilots at $7.95 each ____ Hang Gliding Acccording to Pfeiffer at $9.95 each Shipping/handling: Surface mail $1 first book, $.25 each additional. Airmail $2.50 first book, $1 each additional in N::lrth Jimerica, $6 each elsewhere. Sales tax: Please add 6% sales tax when shipment is to a California address. Total enclosed: Mail w/ check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach CA 92652. Name Street City State/Zip ... Dealer inquiries inviled ...:_ 714/497-6100 •••
HANG GLIDING
MARK BENNETT for SEEDWINGS "The sail quality is unsurpassed. the hardware is sleek and functional. The VG (Variable Geometry) is the easiest to use and maximizes handling and soaring performance. The sink rate / climb rate is unsurpassed. The speed range, the broadest usable yet is in a word, remarkable . SEEDWINGS hang gliders are finely honed for soaring The light control pressures (with almost instant response time). a King post suspension system, and properly located tail
fin makes the yaw/ roll coupling automatic and maximizes ya w stability. Small size handling, high speed capabilities, big size floatability, plus slow speed handling makes SEEDWINGS the Mercedes in gliders." SEEDWINGS INC. offers: The Standard 510 B 160, the 3/4 Race B Model, and the Full Race 510 B for those who want the ultimate in performance. Prices start at S2595. Allow four to eight w eeks for delivery. HGMA Certified .
THE ULTIMATE GLIDERS FOR FLIGHT
Dealer Inquiries Welcomed
•
SEEDWINGS
5760 Thornwood Dr. Santa Barbara, CA 93117 (805) 967-4848
Catalog and Specification sheets avai lable
HERMES: Performance, Safety and Easy Handling 1986 U.S. MASTERS: Gerard Thevenot sweeps the field ... everyone asks: "What kind of glider is that?" The answer: THE HERMES! On July 9, 1985, the same glider pulverizes the European longdistance record with a 262 KM flight. Take off: Flatland plains ; Conditions: Average ; Wing: HERMES! Not that the wing did it alone ... however, there is no doubt that without the incredible glide of the HERMES, the flight would not have been possible! Nine straight hours in the air without a connection is proof of the wing's easy handling. August 19, 1985: HERMES passes all German certification tests on the first round, stability is noted exceptional, and structure, though light weight, shows no signs of weakness :n positive, negative or tail down drive loads ... HERMES IS SAFE! September 29, 1985: Gerard Thevenot tows a sailplane with a motorized HERMES, proof of the wing's high speed!
IF YOU WANT THE BEST--FLY LA MOUETTE HERMES!!! SPECIFICATIONS
HERMES13
HERMES14
HERMES15
HERMES16
SAIL AREA SQ. FT. WING SPAN ASPECT RATIO NOSE ANGLE WEIGHT PILOT WEIGHT
145 SQ. FT. 34' 7" 8.44 130Q 65 LBS . 120-150 LBS.
155 SQ . FT. 34'7" 8.14 130Q 66 LBS. 135-170 LBS.
165 SQ. FT. 34'7" 7.59 130Q 68 LBS. 150-190 LBS.
175 SQ. FT. 34'7" 7.11 1302 69 LBS. 170-230 LBS .
STANDARD FEATURES: Turbulated airfoil downtubes and kingpost, kingpost sus,,ension, maintenance free zicral battens, speed bar, UV treated sailcloth, flush keel pocket, quick drop control bar.
USA La Mouette HAS IT ALL 11 •
11
NEW PRO FIL COMPETITION:
The most option-packed sport glider available today! Standard features include: turbulated faired uprights with rubber safety edge, faired kingpost suspension, maintenance free zicral battens, UV treated sailcloth, quick-drop control bar (for high wing set up and breakdown), and variable geometry. Along with all this, you get handling and landing characteristics second to none, plus performance beyond any glider in its class. The new Profil Competition comes in three sizes: 145, 165 and 185.
• ATLAS: The world's most produced and copied glider ... legendary in its own right. And so easy to fly. Instructors and students will be amazed at how quickly they learn to soar. The Atlas comes in three sizes: 155, 175 and 200.
• COSMOS: The world's best trike comes with three specially designed wings to choose from and a list of options any ultralight pilot will find impressive. If your interests include aero towing, two-place instruction, crop spraying/dusting, aerial photography, sight seeing, and XC flying, we have an ultralight for you!
• SCORPIO HARNESS: If you've been looking for the ultimate XC harness, you need look no further. We have it! The Scorpio features include: super comfort, very streamlined profile, ease of getting in and out, light weight, side or chest-mounted parachute container, FM and camera pockets, along with lots of storage that doubles as a harness pack.
USA LA MOUITE
P.O. Box 7257
Bonney Lake, WA 98390
La Mouette 1, Rue De La Petite Fin 21121
Fontaine Les Dijon
(206) 535-0973 (80) 56 66 47
DEALERS: Join our rapidly growing dealer network ... GIVE US A CALL!
USHGA Chapter Newsletter
A View From The Ground by Ann Valdes Reprinted from Hawk Talk, the Newsletter of the Southern New York HGA So, you are tired of seeing your beloved drive off Friday and return Sunday night, tired, grubby, but ecstatic and mumbling wistfully that you should have been there. You feel a twinge of guilt, and figure you really should show some interest in your beloved's favorite pastime. Besides, you want to feel "wanted." So you decide to go along on the next hang gliding expedition. It sounds like a lot of fun, and the descriptions of the sites sound so romantic it could be a delightful interlude. Be forewarned: for those of you who think roughing it means staying in the Holiday Inn, the following tactics will help prepare you to survive a hang gliding weekend. First, take off those rose-colored glasses, you were not asked along out of any romantic notion of togetherness, but because your companion needs a driver from launch to landing and asked other pilots a few too many times for pickups from the boondocks after cross-country flights. Careful packing is important. Forget the stylish Hawaiian sportswear. Stick to old t-shirts and shorts so you won't have to worry about the dirt that's going to be ground into them. It is imperative to bring bug spray and calomine lotion. Landing fields are often by rivers and covered with poison ivy. For you women, forget the makeup. There are no mirrors in outhouses, if the place is fancy enough to have them. If your beloved told you there was running water it probably meant there is a strong current in the river. Plan to bathe with the tadpoles and a lot of strange people, so if you are modest, bring a bathing suit.
28
Most important though, are cases of beer. Waiting is enlivened by a slight buzz. As one pilot's wife said, as long as your teeth are brushed and your hair is combed it's time for a beer. Remember, hang gliding sites are far removed from the amenities of civilization, and you are likely to be stranded either at launch or at landing, so be prepared with as much food and beer as possible. Bring a camera, preferably with a telephoto lens. Your job is to immortalize every flight. If you don't own a camera, and have a relatively serious relationship with a pilot, you will probably receive one as a gift. Do not assume it is a token of esteem; the motive was pure self-interest. Learn to recognize your companion's glider at 8,000 feet. The pictures may turn out great, but if they are of the wrong glider you will wind up in the dog house. A note: If your friend is in the market for a glider, argue against a Sensor. All those yellow and white gliders are so damn hard to tell apart. The hang gliding crowd is by and large friendly, so just walk up and introduce yourself. However, don't use your given name; it won't be remembered. Since you don't fly your name is really unimportant. You must state the name of the pilot to whom you are attached and most importantly, what type of glider. For example, the preferred introduction is, "Hi, I'm Pete's girlfriend ... you know, the guy with the blue and white HP." Be prepared for a lot of curiosity on the part of other friends, spouses, etc. Remember, they have been coming out for a while and have had plenty of time to gossip about every pilot. Be prepared to clear up any misconceptions.
Learn the language. First and foremost, always refer to hang glider PILOI'S. Refering to them as "hang gliders" elicits the sarcastic response that a hang glider is made of dacron and aluminum. Pilots employ an arcane if limited vocabulary. For example, "I locked into a boomer that pegged my vario until I whited out," translates into "I got into the clouds." Mastery of this jargon greatly facilitates conversation. Nonetheless, even if you do learn to speak the language, don't expect to converse with all pilots. Some will not deign to speak to the ground bound. There is also a rather strange set of rules of etiquette. You must bring something to alleviate the boredom, such as books, needlepoint, or a game of Trivial Pursuit. However, it is extremely bad form to set up your midday croquet game in the middle of the landing field. Approach a newly-landed pilot with extreme caution. A blown landing may have left the pilot in a surly mood. The wise ground person will approach offering a beer. This will ensure you're welcome irrespective of the quality of the landing. Do not attempt to talk to your friend about the flight. Every pilot needs to rehash each flight with every other pilot in excruciating detail, and will not feel satisfied until the flight is thoroughly analyzed. Open another beer and wait. At some point, food and beer will take over their interest and you will have a chance to get in a word or two such as ''Another beer?" as you stand around the evening bonfire. Forget sex, even though your companion may have returned from the river, newly shaved and relatively sweet smelling, by the time you get into your tent the pilot, exhausted from a long day of having fun, will fall asleep immediately. Forget playing in the morning too. This would interfere with checking battens, which takes precedence for the serious pilot. Well, there you have it. If this kind of trip does not sound like your cup of tea, you have two choices: either stay at home and play by yourself, or throw over the pilot for a jogger.•
HANG GLIDING
Easy! The benefits of the New Moyes MISSION can be summed up in one word, EASY! EASY to launch because the Mission with its positive handling at lower air speed has maximum control and safety. EASY to fly, because of light handling and an amazing glide and speed range. The Mission also has a quicker roll response for easy thermalling. The sink rate is incredible and will leave you easily at the top of the stack. EASY transition. For the recreational and intermediate pilot, the Mission eliminates the big step to the hot competition models
and for the advanced pilot, who wants to have it easy all round without appreciable loss of performance. EASY to land, due to very low stall speed and excellent flair authority across the full recommended wing loading range. EASY on the pocket, an affordable price due to good design and lighter state of the art materials. EASE yourself into the new Moyes Mission.
SPECIFICATIONS: Model 170, Area 170.7 sq. ft., Nose Angle 122, Aspect Ratio 5.74, Pilot Weight 130-210 lbs., Span 31'4", Glider Weight (with bag) 66 lbs., Price $2,100.00,
Moyes Californ ia 22021 Covello St., Ca noga Park California 91303. Tel: (8 18) 88 7 -336 1 FAX: (818) 702,0612 Moyes Delta Gliders P/L., 173 Bronte Road , WAVERLEY. 2024 N.S.W. A ustralia, Tel: (02) 387-5 114, FAX: (02) 387 -447 2 TELEX: AA 121822 SY3246
rr,c:,-.,,e~ the Birdmen from Down Under
The
one for
·eontact ,our local /IAQIFIC AJIWArl dealer to ~ F U N t l t a t
-
come,wndard wlflt.every V/$/ONMAI/K /YI .
IIO.IIIK.aN • M&#t.U:CAl#OIMA NHI • C.-J411411f .• nx:..-.aMCUt .
.
In all harnesses the pilot rotates upward as the bar is pulled in for more airspeed, creating frontal drag. Only_ with the CG 1000 can r.ou remain ~aral/Qj with grav,tY, the airflow by adj usting the pilot center (In flight) , red ucing f rontal and parasitic drag! - Foot controlled CG -5 comfort adjustments -6000 lb backup webbing - Internal glider bag storage
o
HEADLINES ...
MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $495
MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590
MODEL M20 WRIST VARIO S200
STREAMLINED TUBE ADAPTER
Have you made any lately? USHGA would like to see your name in print. Please send clippings of any local news articles or magazine stories on hang gliding to the office. The Public Relations Committee needs clippings to assess our image and catalog favorable writers on our sport. Good or bad, we need your news articles. Send to:
USHGA - Public Relations P.O. Box 500 I Pearblossom, CA 93553
NEWS FLASH ... Is hang gliding a hot news item in your local paper? Please send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your site mentioned in print!
USHGA - Public Relations P.O. Box 500 I Pearblossom, CA 93553
Available from hang glider manufacturers and dealers
lightweight Comfort with Style! • Wide Angle Vision • Made in U.S.A. • Anti-Fog Treated Quantity Color: Lens/Trim
DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS! NAME
USHGA#_~-
OLD ADDRESS - - - - - - - - - - - CITY _ _ _ _ _ _ _ STATE ___ ZIP _ __ NEW ADDRESS _ _ _ _ _ _ _ _ _ __ C I T Y - - - - - - - STATE _ _ ZIP _ __ LAST ISSUE RECEIVED - - - - - - - - (Please allow four weeks for Processing)
Notify USHGA Early! Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.
_ _ red/red _ _ pink/pink _ _ lavender/lavender _ _ sky blue/sky blue _ _ royal blue/royal blue _ _ green/green _ _ orange/orange
_ _ yellow/yellow
• 97% Distortion Free Optical Grade Lenses • Rugged Construction Enclosed is my C Check C M.O. for _ _ _ _ _ _ _ _ __ (Add $2.00 per pair for postage & handfing) Pa. Residenls add 6% Sales Tax
Please Ship To: (print clearly) Name _ _ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ __ City _ _ _ _ _ _ _ _ __
_ _ smoke/white State/Zip _ _ _ _ _ _ _ __ _ _ clear/white _ _ smoke/black Phone# ( _ _ clear/black Standard Goggles $ 8.00 _ _ Custom-Specify: Custom Goggles $10.00 Lens Color _ _ __ Trim Color _ _ __
photo hy Barbara nlazcr
Prologue - The summer of 1980 was one of the high points of the great years of competition in the Owens ftalley. Now, after two U.S. National Meets in Chelan, llf:ishington, VSHGA holds the '87 Nats in the Owens. lte tum back the clock to the thrilling days of yesteryear and offer these glimpses of what it was like during the XC competitions of 1980.
WAR STORY #1 Organizing three separate meets in a row can be a trying task. The '80 XC events came close to being no events at all! Not only did competition coordinator Don Partridge have to run around getting everything organized, he also had to fly some folks to Los Angeles just before the first meet. Don had been up all day and had gotten little sleep over the past few days. On the return trip to Bishop, piloting a Cessna 172, he began having trouble staying alert. He was trying everything he could think of to stay awake - slapping his cheek and opening the window to let the slipstream hit him in the face. In spite of his best efforts, he kept nodding off. All of a sudden he awoke to find himself in a spiral dive 750 feet above the valley floor! After pulling out of the maneuver, the adrenalin rush from the fright and the G-force of the dive kept him wide awake.
WCAL METEOROLOGY In the summertime you can sum it up in one word - Har! The Inyo-White Mountains are in the rain shadow of the Sierras. This rain shadow accounts for the semi-arid climate in the Owens Valley. The Sierras catch most of the rain from regional storms, consequently very little moisture reaches the Inyo-Whites. However, unpredictable changes in the weather can produce powerful local afternoon thundershowers in the summertime. These storms are to be avoided if at all possible. Temperatures can vary as much as 40-50 degrees from the valley floor to the mountain peaks. At soaring altitudes the temperature can slip into the minus figures. Pilots had to dress for extreme cold during the '80 XC meets. Then National fixed wing champ Rex Miller wore his down-filled ski jacket and ski pants over his other clothes. Some contestants purposely chose to descend to lower, warmer levels when they experienced bitter, freezing temperatures while soaring at higher altitudes. Because there's one-third less oxygen at 10,000' than at sea level, some pilots, flying AUGUST 1987
without oxygen, suffered from altitude sickness and hypoxia. Oxygen bottles and related equipment are a prime requisite to retain a clear head during those 15-20,000' XC flights above the Owens Valley. At launch altitudes, the combination of thin atmsophere and clear air makes the summer sun intensely hot, producing boomer thermals. At altitude there's a greater exposure to ultraviolet rays. Experienced XC pilots used skin lotions, hats, lip balm and mountain sunglasses to protect themselves on the ground and in the air from the sun's radiation. The climate is so hot and dry that it's easy to get fatigued from dehydration. Prodigious amounts of water, juices and gatorade were
consumed to replace precious bodily fluids. The bright sunshine, clean air, and low humidity were evidently healthful. After a few days of getting acclimated, most everyone looked tan and radiantly healthy.
TAKEOFF NOTES Most pilots had their favorite launch stations on the Gunter takeoff site. They were always in the same place every day - their lucky spot. No one better get in front of them either! They only changed their launch station if they felt they were in the path of whirlwinds traveling up the mountainside, or they blew a launch. Swiss wind check pilot Laurent Guignard had his Highster tossed about by a small dust 33
devil. He just got it back together again when a much larger dust devil swept through the void left by the smaller one. Number two dust devil broke a wing on his glider! Luckily, Laurent was able to borrow some spare tubing from the British team, repair his damaged wing later on that afternoon and continued flying the next day. An impatient pilot flying an UP Mosquito, launched without hooking in. He wisely let go of the down tubes then rolled and tumbl-ed through the sage brush, rocks and shale that make up the launch site. He recovered his glider, took himself out of the competition for that day, and found a new spot to launch the following day. The only pilot flying seated was Jerry Katz, in a Mosquito. Why was he the only one of 60 pilots flying seated? "For more drag while therrnaling," said Jerry. "I climb up through people... seated for therrnaling, supine for speed." Swiss contestant and Highster pilot Thierry Guignard found out just how good the lift can get, when his vario quit while in flight. He calmly used his altimeter to continue soaring. On another occasion, Thierry launched and a knee-hanger fell off, leaving him hanging awkwardly. He considered landing but instead therrnaled above Gunter. Soaring uprange, he stood up in his control bar, took off his gloves, unhooked, jury-rigged his knee-hanger, hooked in once more and flew away, landing 65 miles later in Mina, Nevada!
of 4,700 years aptly named the Methuselah tree. The late Dan Racanelli was soaring his Stratus over Boundry Peak when he spotted an individual tree that, in Dan's words, ".. . must have been over 5,000 years old. I wanna hike up Boundry and photograph it!" Despite the visible absence of it, there is wildlife in the White Mountains other than wild and wooly air junkies. There were big golden eagles soaring above the launch site. Competitor Jeff Burnett was attacked by one of the eagles and had to furiously kick at the big bird of prey to fend him off. The eagle must have been fed up with three weeks of intruders into his domain and picked Jeff to vent his anger. Pilots soared with hawks, ravens, falcons and vultures in the air, but side stepped the big ground lizards and desert rodents while on the ground.
XC STRATEGY Before the meet most pilots drove up and down the Owens Valley with maps, checking out the mountains, marking familiar landmarks, and thoroughly investigating those deep canyons they would have to cross. A
few pilots rented a light plane and studied the topography from the air. As pilots' skills improve year after year and the performance of gliders is more equal, strategy becomes even more important. There's even strategy on the ground. After he landed, Chris Price hid his Moyes Mega in any shade he could find so other pilots landing nearby couldn't see his glider and stretch their final glides past him.
THE PITS The "Pits" was an obscene word around Gunter, along with "Coldwater Canyon," the first huge canyon competitors would have to cross on a northerly task. Those flyers that didn't usually ended up in the Pits. Actually there were two Pits, one on either side of the dirt road leading up to launch, both consisting of large deposits of white, sparkling silica sand that had been milled out of the hills in the past. It's that stuff they use in hotel ashtrays. Their brilliant whiteness make them plainly stand out from the desert background. Pilots facetiously nicknamed one "cocaine" and the other "freebase." If
variometer air temp. guage CB Radio wlwire antenna oxygen bottle
---..-....
FLORA AND FAUNA Deep in the mountains behind Gunter launch is the Ancient Bristlecone Pine Forest. The windsculpted Bristlecone Pine trees are the oldest living things on earth. At the high altitude at which they grow, the surrounding countryside resembles a lunar landscape. There's one old gnarly specimen 34
HANG GLIDING
a pilot failed to thermal away from launch, the Pits were the bail-out landing zones at the bottom of the mountain, but above the alluvial fan and the desert below. Some enterprising pilots hung a makeshift sign over a funky, run-down old miner's shack on the Gunter launch road near the Pits. The sign had the big blue 'H' logo of the Hilton Hotel chain. Written across it were the words: "White Mountain Hilton - Hang Glider Pilots Welcome!" 'Doctor John' James, flying a Seagull IO-meter, was in the top 10 at the XC Open Competition until he "pitted out" on the last day. He wrote out his frustrations on the section of his landing verification form reserved for XC witness signatures: "/ would be sorry if anyone were to witness this ignominious result." And he wasn't alone. British pilot John Hudson and his Hiway Vulcan had a strange thing going with the Pits too. On one hand he knew he would be picked up there and not out in the desert below, and on the other he was frustrated to no end for not thermaling away from launch. The back of his landing verification form read: "I came to the Owens Willey and fell in love with its beauty - all of it. However, the place I've landed has to be the loneliest, most depressing son-of-a-bitch place in the whole world. "It's hot, sticky, dusty, windy, and full of guys with long faces and sad voices. Above me, gliders circle high and wide and although they are fellow flyers, I will them down to ease my disappointment. This place is diabolical, godforsaken, unhealthy and not the place to be. ''Just now the wind is blowing sand in my face, my mouth is like the inside of a parrot's cage and my armpits smell. I wish to hell the truck would come down to the Pits and take us out." John expressed the sentiments of all meet pilots who ended their flying day in the Pits. On another day, Paige Pfeiffer and her Lazor were crowded out of a thermal. Consequently, she lost the lift and resigned herself to a Pit landing. At the time, 'Pitted' pilots were lounging around sunbathing in the nude, watching the gliders soaring above them. They were laughing good-naturedly at the poor pilot who had just been crowded out of a thermal when Brazilian flyer, Tavo Cartolano, noticed that it was Paige's glider that was setting up an approach to the Pits. He yelled out excitedly, ''.4,y, .. .eet's Paige Pfeiffehr!!!" Suddenly, there was a mad dash as pilots knocked each other over in the rush AUGUST 1987
ed them for going up the mountain and saving the wear and tear to your personal vehicle, but you wished for a chauffered, airconditioned, CB-equipped Cadillac with a wet bar for the retrieve. Nevertheless, the trucks were the most economical way of getting to and fro in the valley. Many a happy soaring story, war story and more than a few beers were traded as pilots were reunited with fellow pilots on the return trips to Bishop, the competition base camp. Those pilots fortunate enough to have a chase crew could get back to town in time for a shower, a meal and a good night's rest, instead of spending hours out in the broiling desert, riding the retrieve trucks back in the wind and cold, grabbing a bite to eat and getting to bed with no shower until next morning. But, it's all part of the XC competition experience. lbu exist only to fly the next day. To give credit where it's due, the women and friends who made up the various ground crews did a magnificent job. They spent the majority of their days out on the hot desert highways and dirt roads, being there when their flyers needed them. One young lady even made the long trip back down to Bishop, then back up to Gunter again to bring her µilot a second control bar after he had crunched his original one on a stuffed launch attempt. And she still went on the retrieve after her intrepid 'birdman' relaunched! I don't know about you, but I know a couple of hang glider pilots who would just kill for someone like that.
WAR ST0RY#2 to throw their clothes on. Macho indeed! Paige didn't care; she was just mad as hell at earning a zero score for that day and being blown out of the meet. On some of the really hot days, 'diver driver' Richard Smith would pick up the Pit 'crew' on his way to the retrieve. He would then make a short stop at one of the valley irrigation canals to let the pilots swim in the cool water. The refreshing interlude eased their memories of the hot hours spent hanging out in the Pits.
GROUND CREWS There were two ways to return to Bishop at the end of a day's soaring. The flyers who came with their own chase crew had a definite advantage over those who had to depend upon the glider trucks for the retrieve. One could develop a love/hate relationship with the big, plodding glider trucks. You lov-
Day three of the 1980 Classic almost cost half the contestants their standings in the event. It got blown out on launch and a large group- of pilots elected to return to Bishop and call off the flying. But Rich Pfeiffer convinced an equally large group of pilots to remain on launch and hang wait for better conditions. "If we're not here to go for it, then why are we here at all?" asked Rich. There were some heated arguments. "But we didn't come here to die!" exclaimed ground crew member Jennifer Marden, referring to the strong wind and stronger gusts. Meanwhile Rich was handing out Bishop Chamber of Commerce PR pamphlets to the pilots headed down the mountain because, "They're just tourists, they don't wanna fly!" On the way back to Bishop, Jeff Scott realized they didn't have as many pilots on the trucks as they thought they had back on the mountain. There could easily have been 35
more than half the Classic pilots still on launch. (The rules stated that a majority vote is needed to cancel flying). When they reached Bishop and felt only a moderate breeze they began to worry. It was mid-afternoon, with no time to reverse their tracks and make it back up to Gunter in time to fly. There were a lot of eyes and binoculars focused on launch to see if the people now taking off were wind dummies or actual meet pilots. The group that had come down the mountain were sweating it out. Wouldn't you know that the winds subsided and it turned out to be a soarable afternoon! But alas, the flyers left on Gunter were just two pilots shy of having a majority, a scored contest day, and making their fellow flyers in the valley eat humble pie. Rich was asked why he didn't go ahead and fly that afternoon. "/ didn't wanna bum myself out on a non-competition day," he answered, disgusted.
CITY THERMALS On days that were blown out people explored the countryside or relaxed in the treesurrounded park that was their rendezvous point in Bishop. A new, time-killing pastime was invented: observing the big Cottonwood trees' seed spores floating about in the wind. The spores were so thick that they looked like patches of snow on the ground. Then a thermal would break off around the park and the wind would start blowing crazily. With the tree limbs swaying noisily back and forth, countless more spores were released and sucked up by strong updrafts thousands of feet into the blue sky - visible evidence of the beauty and power of a huge invisible thermal. It was predictable too - every thirty minutes. HEINO AND ANDY There were occasional flights on those non-competition days. A lot of the international crew of wind dummies were going for it! A German pilot named Heino Bohm thermaled his Griffin out towards Bishop, ending up two vertical miles over this city. This is his CB radio conversation as he attempted, in his broken English, to hail anyone down at the airport. Heino: "Ziss iss Heino, zis iss Heino." No answer. Heino: "Ziss iss Heino, kan I land at airport?" He contacts local driver/pilot Andy Bell on CB channel 7. Andy: "No Heino, no. It's not cool to land there!" Now Heino thinks to himself that he's 36
reached the control tower, unaware that Bishop airport doesn't even have one. Heino: "/ am 12,500 feet over airport. I vant to land." Andy: "Heino, you can't land there." Heino: "Ziss iss Heino, I am landing." Andy (realizing he can't stop him): "Alright Heino, but watch out for powered aircraft and sailplanes!" Heino executed a perfect approach to a stand-up landing near the sailplane sector north of the airport. Later that evening Heino bumped into Andy and excitedly told him
"On another occasion Thierry launched and a knee-hanger fell off. He considered landing but instead thermaled above Gunter. Soaring uprange, he stood up in his control bar, took off his gloves, unhooked, juryrigged his knee-hanger, hooked in and flew away, landing 65 miles later in Mina, Nevada!" how he talked to the Bishop control tower earlier that day. He was more than just a little embarrassed when Andy explained to him who he really talked to. SAILPLANE STRATEGY! July 4, 1980, Independence Day, was also a pratice day between the end of the Open meet and the beginning of the Classic. The sailplane pilots who were in town for their own competition invited the hang glider pilots to a keg party at the Bishop airport to view the fireworks display that evening. Nice party. Tales were told by the hang glider
chase crew of two Britishers and one Frenchman stuck up on the mountain or lost in the desert. (All were eventually found safe and sound.) Meanwhile, conversations between hang glider pilots and sailplane pilots went roughly like this. ·~re you a hang glider?" ·~re you a sailplane?" "/ can do that ... " "But I can do this ... " "U'e/l I can do that better... " "But I can do this better. .. " ... and so on into the wee hours. Jeff Burnett had a small gaggle of sailplanes enter a thermal with him. "They see a hang glider in a thermal and zip right over to it - then see another glider and zip over to that thermal," Jeff said. One sailplane pilot described the hang gliders like this: "They look like flies on our canopies - you see a fly circling and just zip over to his thermal." The early morning weather briefings presented by the sailplane meteorological experts in a hanger at the Bishop airport attracted their fair share of hang glider pilots too. Those meet boys knew a lot more than we did about weather forecasting and local conditions. Larry Tudor was there every morning. He spent hours picking the brains of the sailplane pilots, asking questions about the mountains and where to find the best lift. Larry must've learned quite a bit because on day 4 of the Classic, a dogleg to Tonopah, Nevada, he flew 'real good glider' and ended up with the longest flight of the three meets - 99 miles! In 1980, 99 miles was still considered a long flight! WAR STORY #3 Day 5 of the Classic saw flights of over six hours duration and goal and return open distances of over 80 miles. The UP Comet pilots had won three of the last four days; (Continued on page 43)
HANG GLIDING
RATINGS AND APPOINTMENTS BEGINNER RATINGS CITY, SI'ATE
INSI'RUCTOR
REGION
Don Alhena P:unela Blackstock Daniel Boulware Robert Busick Linda Davis Ben Epperly Bryan Johnson David Lawler John Mccarron Richard Palmon Kevin Slattery
Sunnyvale, CA Van Nuys, CA San Jose, CA Carmel, CA Campbell, CA Point Richmond, CA Cupertino, CA San Luis Obispo, CA San Jose, CA Fremont, CA San Leandro, CA
Rob Engom Achim Hageman Jim Woodward Chris Crescioli Rob Engom Dan Murphy Rob Engom Achim Hageman Chris Crescioli Rob Engom Steve Wendt
2 2 2
George Gomez Sam Johnson Mike Kolls Mark Lowe Edward Tolda Bill Wiese
Downey, CA Chula Vista, CA Santa Barbara, CA Goleta, CA San Bernardino, CA Costa Mesa, CA
Debbi Renshaw Debbi Renshaw Achim Hageman Achim Hageman Debbi Renshaw David Wiese
Mark Carter Arnie Erdokirno
Phoenix, AZ Phoenix, AZ
Doug Gordon Doug Gordon
Daryl Maybee Marty Preston Tasche Streib
East Helena, MT Missoula, MT Idaho City, ID
Roger Lockwood Roger Lockwood Mike King
Ray Cline
Jay Jenkins
Little Rock, AR Parthenon, AR
Lawrence Haney Buzz Chalmers
Bili Barnes Dan Fraker Joseph Hoffbeck Jeff Swayne Ron Wietzke
Zion, IL St Joseph, MI Tipton, IN Herrin, IL New Berlin, WI
Martin Bunner Rob Kreske Matt Taber Buz Chalmers Charlie Whitehill
Mike Blundin Richard Clarkson Michael Edwards James Ferdinand Joey Holt Terance Winkler
Wilton, CT Ridgefield, CT Waltham, MA Manchester, NH Chelsea, MA Brookline, MA
Dan Guido Chris Thompson T.C. Searle T.C. Searle Paul Holteen T.C. Searle
Don Anderson Lawrence Barnwell Ian Barton Thomas Farrell Michelle Geisbert John Goodman Randal Huizenga Ross Kreysko Michael Politano James Prahl John Whelchel Grant Wolfe Thomas Zimmerman
Dublin, VA HyattsviUe, MD Williamsburg, VA Afton, VA S Charleston, OH Pittsburgh, PA Washington, DC Salem, VA Williamsburg, PA Mardela Springs, MD Lexington, KY Walnutport, PA Charlottesville, VA
Richard Cobb Matt Taber Rob Bachman Roger Coxon Roger Coxon Roger Coxon Roger Coxon David Aker Roger Coxon Steve Wendt Buzz Chalmers Chris Thompson Chris Thompson
NAME
AUGUST 1987
2 2 2 2 2 2 2 2
Richard Allen Donald Begley, Jr Joseph Brennan John Detzler David Erickson Peter Farrell James Glover Carlton Heine Forrest Johnson, Jr Perry Roberts Dale Slechta John W Sullivan, Jr
Tumpa, FL Marietta, GA King, NC Decatur, GA Orlando, FL Knightdale, NC Mabelton, GA Durham, NC Nashville, TN Coosa, GA Huntsville, AL Chattanooga, TN
Matt Taber Matt Taber Chris Thompson Buzz Chalmers David Curry Rob Bachman Matt Taber Chris Thompson Buzz Chalmers Matt Taber Matt Taber Matt Taber
10 10 10 10 10 IO 10 10 IO 10 IO IO
Tom Davis Michael Stevenson
Dallas, TX Metairie, LA
Doug Gordon Buzz Chalmers
11
Michael Mills Thomas Mills
Delhi, NY Delhi, NY
Dan Guido Dan Guido
12 12
Klause Peterson
Kerteminde, Denmark
Steve Huckert
For
!l
NOVICE RATINGS
NAME
6 6
7 7
9
9 9 9 9 9 9 9 9 9 9
CITY, SI'ATE
INSI'RUCTOR
Jim Cooper Larry Troost
Edmonds, WA FPO Seattle, WA
Kamron Blevins Dave Rodriguez
Bryant Butler William Erickson Arnie Erstling Blain Green Jody Hoose Bogdan Legonski Michael McCrum Thomas Palmer Bryon Proshold Peter Rosen Mark Sherboume Philip Stone Darrell Weldon Russell Zimmerman
Monterey, CA San Jose, CA Cupertino, CA Burlingame, CA Los Gatos, CA Sunnyvale, CA Sacramento, CA Suisun, CA San Luis Obispo, CA Big Sur, CA San Francisco, CA San Francisco, CA Stockton, CA Suisun, CA
Chris Crescioli Rob Engom Chris Crescioli Rob Engom Chris Crescioli Charlie Whitehill Mike Lake Ken Baier Achim Hageman Rob Engom Charlie Whitehill James McKee Mark Kline Ken Baier
Don Bailey Terry Ballard Tom Brown Haskell Hooks Mark Kanzler Catherine Levine Tom Morgan Steve Nootenboom Luigi Papilli Peggy Joe Rohde
Chino, CA Bell Canyon, CA El Cajon, CA Van Nuys, CA Westminster, CA Sierra Madre, CA Thousand Oaks, CA Palmdale, CA Santa Barbara, CA San Diego, CA
Debbi Renshaw Ted Bcr;se William Henry Joe Greblo Rob McKenzie Leo Bynum Ken De Russy Ted Bcr;se Achim Hageman John Ryan
Steve Bettis Mike Bower Craig Bradley Susan Earley John George
Littleton, CO Mesa, AZ Lakewood, CO Lakewood, CO Breckenridge, CO
John West Russ Gelfan Mark Wmdsheirner Claudia Holbrook David Curry
REGION
2
2 2 2 2
2 2 2
2 2
2 2 2
3 3 3
4
4 4
4 '37
·
RATINGS AND APPOINTMENTS
Gary Hause Jack Knopinski Edward Swarnick Paul Whitmore
Mancos, CO Aurora, CO Albuquerque, NM Litchfield Park, AZ
Russ Gelfan George Greer Chuck Woods Russ Gelfan
Patrick Caufield Philip Olson Lisa Tote
Omaha, NE Great Falls, MT Nampa, ID
Robert Black Ruger Lockwood Mike King
5 5
Rod Kruse Phillip Reed Yul Shaffer
Hot Springs, AR Sherwood, AR Bristow, OK
Lawrence Haney Lawrence Haney Bruce Mahoney
6 6 6
Scott Braddock Craig Coleman Graham Hills David Quinn
St Joseph, MI Lerna, IL Soutnfield, MI Schaumburg, IL
Rob Kreske Rob Kreske Claudia Holbrook Martin Bunner
John p Jakubauskas Dirk Maltling
Fannington, CT Amherst, MA
Jeff Nicolay Jeff Nicolay
Joyce Dunkelbeger John Pesch Dan Tourgee
Elizabethtown, PA Silver Spring, MD Riesterstown, MD
Raean Permenter Paul Voight Fred Permenter
Jeffrey Barone Weyne Hamby Aaron Knight Le-Onard Lee David Olson John Place Steve Swisher Steve Terepka Gary Thompson
Tyner, NC Pinson, AL Tyner, NC Temple Terrace, FL Swannanoa, NC Soddy-Daisy, TN Conyers, GA Largo, FL Tallahassee, FL
Matt Tuber Buzz Chalmers Matt Tuber Matt Tuber Ben Burril Matt Taber Buzz Chalmers David Curry Matt Tuber
10 10 IO 10 10 10 10 10
Larry Bond
Odessa, TX
Warren Puckett
LI
John Bonn Robert Burkenbine Eskil Carlsson David Engle Thomas Mitchell Richard Nesbitt Fred Ttrro Thomas Wise
Syracuse, NY APO, NY Passaic, NJ Manlius, NY APO,NY Hobart, NY Browns Mills, NJ Oakland, NJ
Robert Clark Gary Elhart Paul Voight Dan Guido Gary Elhart Robert Clark Mark Frasca Paul Voight
12
4
Wtlliam Armstrong Keith Eminger Conrad Kim Franchi Steve Johnson Rob Lay T!Dl Mathison William Scull Doug Ura
38
Escondido, CA San Diego, CA Simi Valley, CA Truckee, CA Huntington Beach, CA Grand Terrace, CA Solano Beach, CA Goleta, CA Los Angeles, CA San Diego, CA Escondido, CA
David Wiese John Ryan Luigi Chiarani Debbi Renshaw Dan Skadal Debbie Renshaw Fred Lawley Achim Hageman Debbi Renshaw Ken Baier Chris Armenta
Russell Anderson Rick Coffelt Steve Howlett Brian Johnson Paul Kaptchen Randy Kerr Steven Kuenzi
Tucson, AZ Tempe, AZ Riverton, UT Lavern, AZ Boulder, CO Louisville, CO Glendale, AZ
Russ Gelfan Bob Thompson Gary Lagrone Tom Parsons Cindy Drozda Jim Zeiset Russ Gelfan
Ross Folkers
Mustang, OK
Scott Greenawalt
Eric Mayer Keith Rainer
Jacksonville, AR Stearnwood, IL
Lyle Cogbill Martin Bunner
Robert Porter
E Freetown, MA
Gordon Brown
Michael Chavalier Paul Reese
Takoma Park, MD Norfolk, VA
Robert Tedder Matt Taber
David Reid Hahn
Nags Head, NC
Steve Wendt
IO
Curtis Graczyk
Forth Worth, TX
Gary Scheer
LI
Steve Clum Herbert Jene
Poughkeepsie, NY Linden, NJ
Greg Black Larry Mace
12 12
Yousuf Alam Daniel Fortier
Ontario, Canada Quebec, Canada
Bill Bennett Matt Taber
For For
3
:,
4 4 4 4 4
10
12 12 12 12 12 12 12
INTERMEDIATE RATINGS NAME
Peter Anderson Pete Durrant William Hewes Scott Kessler Ed Lindow Fred Mandilk Carol Moley Hans O'Conner Julian Pearson Marc Schumacher Angela Undem
CITY, STATE
OBSERVER
REGION
Pacifica, CA San Luis Obispo, CA San Francisco, CA Sacramento, CA San Anselmo, CA Berkeley, CA Los Altos, CA Woodside, CA
Eves Tall Chief Ken De Russy Jay Busby Steve Percy Jeff Mott Brian Smith Rob Engorn Charlie Whitehill
2 2 2 2 2 2 2 2
ADVANCED RATINGS NAME
CITY, STATE
OBSERVER
REGION 2 2 2 2
Gregg De Long Hans Nilson Ed Stern Charley Warren Mark Wirth
Tiburon, CA Los Altos, CA Stockton, CA Santa Rosa, CA Los Osos, CA
Rick Canham Harold Dearborn Gary Lagrone Hugh Martin Perry Judd
Ross Acheson Stuart Anderson Chris Carlton Rick Culbertson James De Lear Johll Leuck Greg Moon Douglas Newby Richard Underhill Gary Vanderberg
Anaheim, CA Long Beach, CA Ridgecrest, CA Cathedral City, CA Venice, CA Redondo Beach, CA Placentia, CA Ocean Beach, CA Santa Barbara, CA Altadena, CA
Dan Skadal Luigi Chiarani Bob Thompson Steve Hawxhurst Luigi Chiarani Debbi Renshaw Dan Skadal Steve Hawxhurst Niel Kjar Luigi Chiarani
3 3
HANG GLIDING
RATINGS AND APPOINTMENTS Scott Johns John Lowe David Robbins
Peoria, AZ Albuquerque, NM New Hope, NM
Bob Stout Chuck Woods 0. Bruce Carlson
4 4 4
Terry Cununings Cliff Robbins
HoytLakes,MN Racine, WI
Doug Johnson Martin Bunner
7 7
John Sylvester
Marlboro, NY
i"aul Voight
l2
MASI'ER RATINGS
NAME
CITY, SI'ATE
DIRECIOR
TANDEM RATINGS (CLASS ONE) NAME
CITY, STATE
ADMINISl'RATOR
REGION
Anthony C. Barton
Tucson, AZ
Al Godman
4
William Umstattd
Villanova, PA
Tom Aguero
9
Kevin Conklin
Cresskill, NJ
i"aul Voight
l2
REGION (CLASS TWO)
Jeff Bowman
Anacortes, WA
Ken Godwin
Wtlliam Rickles
San Diego, CA
Steve Hawxhurst
NAME
INSRUCIORS
NAME
CITY, SI'ATE
ADMIN/ DIRECIOR
Richard Cassetta (A) Mike Harrington (A) Derek Smith (B)
Sacramento, CA Santa Cruz, CA Reno, NV
Johns/Locke Johns/Locke Johns/Locke
David Embertson (B)
Cadillac, MI
De Wolf/Woiwode
Ricardo Rauco (B)
Ontario, Canada
i"agen/i"agen
REGION 2 2 2
NAME
CITY, SI'ATE
EXAMINER
REGION
Geoffrey Loyns
Palo Alto, CA
Dave Bowen
Chris Armenta Leo Bynum (SP)
San Bernardino, CA Sierra Madre, CA
Rob McKenzie Walt Dodge
Scott Westfall
Bauder, CO
Jim Zeiset
4
Jim Rowan (SP)
Cumberland, MD
Jeff Sims
9
Phil Harper Duane Ridenhour (SP) Cliff Whitney
Bowdon, GA Union Grove, AL Dunlap, TN
Rick Jacob Dick Heckman Rick Jacob
10
Vincent Collins
Irving, TX
Vincent Collins
11
AUGUST 1987
2
IO IO
ADMINISl'RATOR
REGION
Jay Busby Rob Engom Fred Hutchinson i"at i"age
San Francisco, CA Santa Cruz, CA Santa Clara, CA Sunnyvale, CA
Greg De Wolf Greg De Wolf Greg De Wolf Greg De Wolf
2 2 2 2
Gary Lagrone Gordon Pollock David Rodriguez Larry Tudor
Sandy, UT Salt Lake City, UT Riverton, UT Draper, UT
Al Godman Al Godman Al Godman Al Godman
4 4 4 4
Thomas Aguero
Cragsmoor, NY
i"aul Rikert
l2
AWARDS
For
OBSERVERS
CITY, STATE
Bronze
Silver
Eskil Carlsson Nevik Diehl Todd Enz Wtlliam Garrison George Gonzalez Ted Hasenfus Mike Hendrix Bruce Larsen Donald Lepinsky Stanley Melton Jerry Place David Pritchard Mark Story Lisa Tote Victor Toce Allan Torbensen Dennis Tubbs Katherine Yardley
Steven Holte David Swanon Dave Thomason Victor Toce Katherine Yardley
39
spelling along with .r.ebra, and zygote. lt means breeze and comes from the Greek of the west wind, Zeph1,ros. every sort of vehicle known to man has born the name at one time or another for our In this case the name is most apropos, for the is a newly-available hang In this I will review the on the basis of a handful of flights and comin the same parison with other You will note that I will not it rating scores in various as is common pn1c.:u,c.:e. The reasons for this are several. a from one to ten is unless the same pilot rates all the reviewed, or a very det.~iled method is uniformly by every test This is not the case, in fact, although when Paul Burns used this system we had some continuity. Sec:omj!y, even with a uniformly applied point system, much of tl1e data is suti1e,:t1vc. I have found disagreeing with reviewers some aspects of various with which I am familiar. Finally, since we are somewhat suqjec·· 40
tivc on performance, handling, appearance and so forth, it is quite possible that what I find appealing or appalling, another pilot will loathe or love. We are a sport of individuals and must that not everyone wanw the same thing in a On that basis I present the
STRUCTURE The comes from Germany and cer· tainly reflects the legendary German en:gi111eering in its structure. To begin, the breaks down to several different lengths (the leading have two separa· tion point~), the smallest 9.8 feet. In fact, when I first received the gilder I car· ried it inside my Astro van. This is a boon to those pilots living in apartments and drivsmall cars. Breakdown is quick and easy as the sail is only held by a strap on the leading tip and the leading detach by cterirei;srn1g dctent buttons. of the glider is also facilitated through the usc of these buttons as we shall see below. far, the most unique aspect of the is the bowsprit constmction as can be seen in the photos. All you salts know that a bowsprit is a spar sticking out of the bow of a boat for the purpose of holding the foremast forward. The application is similar
for a hang The bowsprit braces the leading edges with cables, tl1ereby eliminat· the need for a crossbar. Don't look in· side the double surface for an in· tcrnal bracing tube it isn't there. A bowsprit-rigged, crossbarless isn't all that strange. The Antares and the Mosquito of tlie late seventies were two notable examples and one must not forget the glorious Gossamer Condor and Albatross projects. However, the is the only modern available and as such is one of a kind. It should be noted that the is a vast improvement over its prc:cteces.s01:s. Here it is appropriate to point out some of the characteristics of a bowsprit Theoretically, such a can achieve a superior sink rate for there is no crossbar to stop the undercambering of the lower surface. However, in this case the manufacturer opted to use stiff undersurface battens to reduce such undercambering and thus trade off some sink rate for higher designs can be nose because of all the gear up front, but the is perfectly statically balanced, due in part to control bar positioning. The about 60 itself is a pleasant surprise pounds. This is a result of the entire being built of 7(175 tubing (with the excep· HANG GLIDING
tion of the belly base bar) which has a most
Dreiseitenanslcht
is a two-year evolucle1,eJiJ0tne1nt based on the popular It has the German similar to our HGMA approval) and over 300 hours of airtime on prototype.
goes in a slightly different manner than most American setup conThe first to note is a trol bar. There are no cables to attach or bolts to hassle. The base tube of the slides onto slotted studs fastened to the control bar comer A quick twist and two pins in the base tube engage the studs' L··slots. Detent buttons hold the base tube at the proper This device has reportedly been pull tested to over 1,500 pounds at which point the curved base tube to uw,m,,uu y deform. Once the control bar
tens are laid out and inserted. There arc 28 ,,,-,,u,urnc,c five half-battens per side is next to the and the undersurfacc bat.tens. Two short defined plug inand two add ipc1-rmmc1ntl v attached
in sail tension The maze of battens is well v.,,., .... =~ a that holds left and half, foll and undersurfacc battens as well as the defined tips. Just pull the battens from their uac,,5,n,u and shove them in the sail. This the most compulsive neatness should
the kingpost. and Next, raise the nose and push the control bar top slider past the detent buttons and voila, the is to fly. don't
RIGHT: The control bar cmne1· is dean! Bottom The end of h11'wmr,ril exhibits dean lines
AUGUST 1987
41
essentiallly the reverse of this down in a high wind is also easy with the control bar slider. Another nice feature is the total lack of any nr,,tn,,di,·,n bolts, nuts, tangs, etc, which can the sail during transport. This should help the life of the sail!
HANDLING attention, The has a 132 ° nose angle and an aspect ratio of 7.2 with 35 feet of span, The sail is tight although this is for those with macho tendencies. In the above configurato be quite plea .. tion I found the means response time <tu,;c1u"'" and control forces light. As a there was slightly less adverse yaw and slightly less control force required than with a Spott. Let me state here that I like the Sport's handling very much, so the hmvlliM~ was also attractive, Both an occasional stern command to wrench into a thermal, but this is the you pay for I want (and Sport) to make it clear that the is by no means difficult to fly, but the span and nose are noticeable at times. Within three minutes of my first flight on a I locked into a thermal and climb .. ed to 4,000 feet. that time I became old friends with the glider and folt I knew all its tricks. Essentially, its main act is to exhibit docility. For this reason, I feel this can be handled by an advanced Novice pilot looking to move into a double surface Takeoffs and landings with the arc our advanced The only Novice may encounter arc those typical of on gusty takeoffs due to the wide span, and extensive floating on landing. Th,: flare timand appear to be about as not as critical but more so than with the looser gliders available. Are you worried about in? The Zephir looks like it could stick its nose in the and leave you high and dry. In fact, the longer nose prevents nose·· ins from as severe as with conventional designs, for the glider doesn't tip over as far. the wires to the nose it good suppott and help prevent damage. the most pleasant I ex-·
42
crown. per1en,~r..ct with the was the 45 ° t:o 45 ° roll reversals. Without a doubt this glider reversed directions faster than almost any I have tried. After a very minor hesitation the glider rapidly rolls in the opposite direction without too much muscle required. The factory claims this is because the leading edge sweep cables which pass fhrough a pulley at the end of the bowsprit act in concert to deform the leading edge in the desired fashion to help activate a tum. I can well believe them and acknowledge this control capability to be of great comfort during difficult landings.
PERFORMANCE Performance is one of the hardest matters to judge unless scores of comparison hours are flown. I do not have the benefit of these hours on the I can state that the glider thermals well and performs in thermals equal to or better than other gliders with which I have flown. I don't know if this was due to a better sink rate in turns or to better hand! which let me work variable cores more efficiently. Whatever the reason, I feel the can make a reasonable assault on the top of the when flown by a competent pilot. On the other hand, I don't foe! the general sink rate out ofthe1mals and glide (especially at above 30 MPH) are anything more than adequate. This again reflects the heritage as a fun-flying high perfonnancc ship rather than a drum-tight competition trail-blazer, It should be noted that
these easier gliders are showing up in the cross-country ledgers because case of hand] ing does make a difference after three hours or so. The best way to sum up the Zcphir's performance is near the top of the flying .. forfun class. Those looking for good performance in an easy handling package will not be disappointed with a
HARDWARE AND APPEARANCE There are numerous user-friendly amenities on the Zephir. The best way to present them is to rattle them off. The base tube is a belly bar covered with PVC foam in the grip area warm and slip resistant. The bat·· tens arc well marked with different numbered and colored rings. The kingpost and downtubes are lengths of extruded faired tubing with ridges to "trip" the boundary layer and rnbber no-slip where the hands grip dur.. launch. Padded safety covers are placed at the cable connection points on the leading The lower surface opens with Velcro closures at strategic points along the leading edge. The sail it~clf is reinforced at wear point~ notably the tip areas which arc protected with abrasion-resistant plastic. The sail con .. sists of 5.0 ounce Dacron on the upper surface and 3.9 ounce below. The well-placed battens define the airfoil and provide a clean surface in flight. The keel is enclosed in the zippered lower surface which allows ready inspection access to the root area. The cables deserve special mention. Seven-by-seven cable and lx19 cable of varyHANG GLIDING
ing diameter is used for the various load requirements. The German certification requires that two Nicos be used and these were properly formed on the example I inspected. All cables except those at the control bar are fastened internally and are protected by spring coil where they approach the aluminum tubing. The result is a reduction in drag, a very clean appearance and the total avoidance of kinked cables. This is a blessing since there are many cables, although they don't really seem obtrusive during setup.
AVAILABILITY AND PRICE The Zephir is imported and distributed by Hans-Jospeh Frings DBA Saphir America, P.O. Box 2343 New York, NY 10009 (212)
673-6461 The price is $2,800 which reflects shipping costs and dollar exchange rates as well as the dear 7075 tubing. This price includes custom colors and all the features listed above (i.e. fairings, belly bar, breakdown, etc.). Extra parts, repairs and different size hang loops are also available from the above business.
"It should be noted that these
easier gliders are showing up in the cross-country ledgers because ease of handling does make a difference after three hours or so."
EPIWGUE
(continued from page 36)
(White Mt. Journal) it was a mystery why no Comets finished in the top ten on day 2, the race to Janie's Ranch. At the end of day 5's task it was unofficially Roy Haggard and Larry Tudor, number one and two furthest distance respectively. Pete Brock, the UP chase crew, had retrieved Larry just after the sun had set. He and Larry were now in near darkness at the location where Roy landed, seemingly secure in their knowledge that UP had another first and second place. Suddenly, their mouths dropped open in amazement when they saw Joe Greblo, flying by overhead, stretching his Mega's final glide a quarter mile further to snatch first place from them. No one could believe that a glider was still up after dark! The Comet pilots may have won the 'war,' but on Day 5 Joe Greblo and his Mega won the 'battle.'
The day following the '80 Classic was a time for saying goodbyes, socializing and just hanging out in the shade of the shelters in Bishop Park. Pilots and meet officials were engaged in conversation with Chris Price and Sharon Partridge. They were extolling the merits of the book The Right Stuff and the works of Antoine de St. Exupery, when Sharon turned to one of the officials and asked him what the book he was reading was about. "It's about the Russian jet jockey who defected to the u-est with his MIG-25 a few years ago," he said. "It's called MIG Pilot." "Have you ever read any of the books by Solzhenitsyn?" Sharon asked. He thought for a moment then said, kiddingly, "ltas Solzhenitsyn a pilot?" "That's just like a hang glider," Sharon exclaimed. ':All you guys ever think about is flying!''•
Calendar July 24-26, July 31, Aug. 1-2. Southern California Cross-Country Challenge; $200 entry fee, $80 of entry added back to cash jackpot for daily placings. Entries to Walt Dodge, Box M 29-11, Big Bear Lake, CA 92315. Aug. 1-9: Sun Valley spectacular, Hailey, Idaho. Contact: Chris Kastner (208) 788-3891.
Chute, log book, USHGA membership required. Contact: Larry Haney, 1601 N. Shackleford No. 131-4, Little Rock, Ark. 72211 (501) 224-2186. Sept. 14-20: Telluride Hang Gliding Festival, Telluride, CO. $70 preregistration to: Telluride Air Force, Box 456, Telluride, CO 81435. (303) 728-3475, 728-4772.
Aug. 8-9, 15·16, 22-23: Region Three Regionals
Delivery times vary according to what the customer wants in color. If a glider in stock suits, delivery is instantaneous or at least hasty. A special order may take six weeks to two months during the busy season as is the case with most manufacturers. You may notice that I didn't write anything too negative about the Zephir. That's because I couldn't find anything too negative to say. I liked the glider as much for its nice handling and unique appearance as anything. I don't expect it will make you World Champion, but I don't expect you to be disappointed with its performance either. I strongly advocate that pilots first fly a glider they intend to buy. My impressions and requirements may be very different from yours. You can arrange to try a Zephir by calling the distributor. You may find the solutions to the various configuration problems on the Zephir to be a pleasant change from those of the typical U.S. glider.• AUGUST 1987
for 1988 Nationals. Rain/weather date inclusive. Entry fee $120 per pilot up to 25 pilots, entry fee drops for all if larger field enters. Entries to Walt Dodge, Box M 29-11, Big Bear Lake, CA 92315. Aug. 30: Fourth Annual Silent Air Show at Ed Levin County Park, Milpitas, CA. $5 per carload. Contact: Mission Soaring Center (408) 262-1055. Sept. 5-7: Tenth Annual Free spirit Hang Gliding Festival held at Draht Hill, Elmira, NY. Club team and open class competitions. Beginner to Advanced pilots welcome. Ultralights, towing, aerobatics. Camping nearby. Preregistration required. 125 pilots max. Contact: Free Spirit Flight HGCI, P.O. Bop 13, Dept. HG, Elmira, NY 14902. Sept. 5-7: Second Annual Mt. Nebo XC GlideOut, Dardanelle, Ark. Entry fee, Hang Ills must be accompanied by Hang IV voucher.
Sept. 17-29: International hang gliding film festival, St. Hilaire Du Touvet, !sere, FRANCE. Contact: 38720 Saint-Hilaire Du Touvet. Tel. 76 08 33 99. Sept. 18-20: Grandfather Mt. Fly-In. Contact: Doug Rice, 3920 Blue Ridge Rd., Raleigh, NC 276U (919) 783-8445. Oct. 15·17: Aircraft Owners and Pilots Association annual convention at Bally's Grand Hotel, Las Vegas, NV. Contact: Ann Kilian, AOPA 421, Aviation Way, Frederick, MD 21701 (301) 695-2052. July 18: Chute clinic. July 19: Mountain flying clinic. Aug. 8-15: Hawaii tour. Contact: KHK West (408) 384-2622. Until Sept. 15: '87 Montana XC Challenge. Contact: Roger Lockwood, 1217 Terry, Billings, MT 59102 (406) 245-6793.
43
The new Design ••• "
The Hall Airspeed Indicator
made in Bavaria
Alto- Vario LCD II , large LC- Display , distinct climb/ sink audio alarms • RF screened , range 7000m (9999 m option)
A
instrument
for
the
$21.50 Airspeed Indicator .. 6.50 Long Bracket . Foreign & C.0.D. Orders add $2.00 Control Bar Protectors
Airspeed Indicator with Long Bracket
Vario H-V -altimeter with audio- vario , small case ( 123 • 78 • 39 mm) • distinct climb/ sink audio alarms • version V: display switchable to digital vario indication Alto- Print- barograph . storage time: 22 hrs , 2 markers • real- time clock • seperate batterie printer (Epson P 40) , range 4800 m (9600 m option)
precision
serious pilot. Rugged, dependable and easy to read.
5" diameter ABS plastic wheels.
Specify 1" or 1-1/8" control bar. Wheels - $20.00/pair Foreign & C.0.D. orders add $2.00 Hall Brothers P.0. Box 771-H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders (801) 829-3232
Control Bar Protectors
S~stek Vario IAltimeter 0-15,000 FT Altimeter
UP-Audio
Dual Batteries
All metric indications optional in ft/ ft/min Wtite for more information: U. Golik 132 Arlington Str. Acton Mass. 01720
SYSTEMS TECHNOLOGY, INC. /J BRXUNIGER
~
FLUGELECTRONIC
P.O. Box 585 Seymour, TN 37865 Chris Pyle
IMPROVE YOUR FL YING! Learn the secrets of the pros from hang gliding's most widely read author.
Hang Gliding Books by Dennis Pagen • HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT • INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN • GLIDER REPAIR • SELECTING EQUIPMENT• THERMALING * MORE. $6.95 • FLYING CONDITIONS-THE- ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE* ROTORS • WIND SHADOW • SEA BREEZES • WIND GRADIENT * RIDGE LIFT *THERMALS• MORE. $6.95 • HANG GLIDING TECHNIQUES THE LATEST BOOK FROM SPORT AVIATIGN PUBLICATIONS For the novice to advanced piiot. this book continues the learning that began with Flying Skills. • Learn about thermal soaring - A full 31 pages on thermal techniques will have you soaring like an ace. • Learn about speeds to fly - the key to efficient flying whether in competition or cross-country. • Learn about cross·country flying - How to fly further with safety. Also: Perfecting turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and much more'
- - - - - - - - • ALSO A V A I L A B L E - - - - - - - - • ' POWERED ULTRALIGHT FLYING
• POWERED ULTRALIGHT TRAINING COURSE
Powered Ultralight Flylng will answer your questions and improve your flying. This book is written for beginners to advanced pilots with over 125 photos and drawings to clearly illustrate even the more complex subjects. All our books are written from an ultralight pilot's point of view so you get the facts you need, not rehashed information from general aviation.
This is the only training course written by an ultralight instructor. Eleven lessons and eleven related groundschools (twenty-two chapters) make this an ideal text for self-teaching and training schools. Learn to fly safely in a carefully designed step-by-step manner. This manual is used by safety conscious schools internationally.
* r--------------------
*
*
* DEALER INQUIRIES INVITED*
1SEND CHECK OR CASH TO· I SPORT AVIATION PUBLICATIONS t Dennis Pagen
Dept. G, P.O. Box Bn1 State Co11ege. ;:,A_ 16801 :Please rush me the books listed below: 1auANTITY c_J Flying Conditions ($6.95) 1 l :-] Hang Gliding Flying Skills ($6.95) I [] Hang Gliding Techniques ($6.95) I [J Powered Ultralight Flying ($11.95) : []Powered Ultralight Training Course ($9.95) I
I
I Save 10% - order two or more books! I Save - all five books for only $35.95! I Total amount for all books$ _ _ _ _ _ _ I PCJ__S_tag~and_Handling___ _____________ "__ 1.25 I Overseas aormail if desired ($4.00/book) ____ _ l TOTAL ENCLOSED ________ _ I SEND TO (P!ease Print)
I NAME - - - - - - - - - - - - - :ADDRESS I CITY.STATE COUNTRYi ZIP
!
*
CLASSIFIED ADVERTISING CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring to them to inspect.
Rogallos COMET C-2 165-15 hrs. In garage last 2 yrs. Brown, white and gold. $1000. or best. (619) 561-2945. SUNRISE HANG GLIDING-Spring special. Buy a new Delta Wing glider and get free - Airstream harness - Parachute or lessons. (619) 367-4237. Ask for Steve. Almost new 220 Dream $1500. 177 V.G. Mystic $1800.
LA MOUETTE PROFIL 15-(158 ft) Light weight (55 lbs). Excellent handling - high performance. $875./offer. (408) 395-1210. MAGIC IV-full face. $1400. (213) 431-1227. LITE MYSTIC 177-new 7/86, excellent condition. $1100. Bill, (805) 484-5574. MYSTIC 166 VG-25 hours, excellent condition. Pacific blue L.B., spectrum, white T.E. $1200. Doug, (818) 357-9479.
ALABAMA
PROAIR DAWN 175-Great condition. Trade for Dream in same condition. (501) 224-2186.
LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541.
PROSTAR 160, great shape. $300. (619) 226-4091.
ARIZONA
PROSTAR 195-Blue, extra downtubes. Good condition, never crashed! $500. O.B.O. (414) 282-4055. Milwaukee.
ARIZONA WINDSPORTS-Largest hang gliding center in the southwest. Certified Instruction utilizing the world's only man-made trainer hill. Replacement parts for SEAGULL classics. Highly competitive prices on all major brands. 1114 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121.
149 RAVEN-unique coloring. Good beginner glider. (818) 789-0112. RAVEN 209, excellent condition, $700. Carl, (805) 685-2786.
160 DUCK-excellent condition, new W.W. deluxe Flylight harness, FFE chute, helmet, vario, camera mount. $1000. (714) 875-0819.
RAVEN 229, Comet 185. Both good condition. (916) 638-2500, (916) 344-8524.
Duck 160-Excellent condition. White/blue. $700. obo (714) 542-8410 Tom.
SENSOR 510A-Sweetest 510A on the block. C/W top-grade French in roll. Factory rerigged in Nov., '86. Orange, gold, yellow, white. $1,000. Pick up from Roberts, 3340 Cliff Dr., Santa Barbara, CA 93109 (805) 682-1088.
180 ATTACK DUCK-4.5 oz. sail. Gold/blue/white. $1000. obo. (209) 298-0160.
SENSOR 510, 1982, blue & white, $1000. Hydraulic stationary tow winch, new, 3500 ft. tow line, $3200. (313) 394-1220.
180 DUCK-blue L.B., rainbow spectrum top & bottom. Very good condition. 1/8 inch side wires, sleeved keel, trike bracket. (503) 661-1542.
SENSOR 510 180-excellent condition. Clean sail, no flutter. Well maintained. $800. (505) 865-5049 or 844-2635.
134 GEMINI-new. Blue L.B., rainbow spectrum. $HOO. (503) 661-1542.
SENSOR 510 VG 180-White/light blue, dark blue L.B. Half ribs. Under 10 hours TT. Mint. $1300. Eddie Shoff, (704) 667-5213 work.
164 GEMINI-mylar leading edge, new flying wires in 1986. $795 obo. (213) 433-6312. 164 GEMINI & accessories. Extremely low airtime. Royal blue leading edge-trailing edge with spectrum inserts. Make reasonable offer. (703} 860-4207.
SENSOR 510 B VG-flown just three months. Never damaged. Red L.E., blue bottom. $2095. (717) 386-5104. SENSOR 510B VG-superb condition. $1295. Jim (805) 562-4315. (8-5 CA time.)
UP GEMINI 185-good condition, excellent training glider. $600 O.B.O. (805) 489-1970.
SKYHAWK 168. Almost new, great first glider. $HOO. (602) 938-9550.
177 HARRIER-harness, chute, helmet, vario, altimeter. All excellent cond. $1250. obo. Flagstaff, AZ (602) 526-3620.
167 SPORT AMERICAN-Black L.B., silver top & T.E., spectrum double surface. Speed bar. 12 hrs. airtime. $2000 or best offer. (614) 871-3010.
HARRIER II 147-Team blue spectrum. Excellent condition. $650. (619) 439-2019.
WILLS WING SPORT EUROPEAN-Mint condition, seven hours total. Speedbar. $2100. (7fJI) 763-8884.
HARRIER 147-good condition, white with red L.B., rainbow trailing. $600. (702) 361-2257.
VISION 18-Excellent, low hours. $800. Also harness, chute and vario. (209) 252-2834.
HARRIER I 187-clean intermediate glider in great shape. Blue L.B., rainbow sail. $700. (206) 747-1382.
WANTED: SEAGULL Sierra and Seagull Seahawks. (602) 897-7121.
HP! RACE FACE-Many enjoyable XC hours. Still flies great. Paul Robinson (714) 391-2812.
WANTED FOR TRAINING, Eaglet in good condition. Call Fred, (301) 357-4144 after 5 p.m.
HP-I-Super flying glider. $1000. (602} 938-9550.
WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.
HP-Excellent condition. 10 hrs. Black, red, white. $1500. (502) 429-6266. HP-2-Race face. Low time, flies great. $2200. (602) 938-9550.
46
Schools and Dealers
MOYES GT 170-Black leading edge, gold double surface. $500. Will ship. (219) 844-3881.
160 DUCK-fair condition. $500. (303} 278-9566.
180 ATTACK DUCK. Best flying Duck I've ever seen. Never damaged. Excellent condition. $1195. (717) 386-5104.
Dream 205 ........................... $1880.00 Dream 220 ........................... $1600.00 Dream 240 ........................... $1800.00 X'cel 160 ............................ $2670.00 Duck 160 ............................ $ 500.00 New 22 or 20 gore chutes .............. $ 300.00 Will ship anywhere, all checked and ready. Golden Sky Sails, Inc. (303) 278-9566.
DESERT HANG GLIDERS USHGA Certified School. Supine specialists., 4319 W. Larkspur, Glendale, AZ 85304 (602) 439-0789, 938-9550. ARKANSAS OZARK MOUNTAIN HANG GLIDERS-Sales, service and instruction. Dealer for Wills Wing, Moyes, Eric Raymond harnesses. 8 Blue Jay Way, Conway, AR 72032. (501) 327-0698. 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 gUdlng shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800. HANG FLIGHT SYSTEMS-USHGA Certified training program featuring the combined talents of Dan Skadal, Erik Fair, and Rob McKenzie. We sell and service all major brands of gliders and accessories. New and used. Sport, Skyhawk, HP II. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varies, and spare parts. Located minutes from US IOI 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, e.iuipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Windcraft, High Energy, Ball and we need your used e.iuipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008. HANG GLIDERS WEST-ULTRALIGHT FLIGHT CENTER-New and used gliders. SINCE 1973. CERTIFIED. FREE BROCHURE! DEALER FOR EAGLE, XL & FALCON ULTRALIGHTS! 6-C Pameron, Ignacio, CA 94947. (415) 883-3494.
HANG GLIDING
·
CLASSIFIED ADVERTISING
MISSION SOARING CENTER-Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. l l 16 Wrigley Way, Milpitas, CA 95035 (408) 262-1055. PINE CREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. 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 9310 I. (805) 962-8999. WINDSPORTS INT.-Since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.
GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. HAWAII MAUI SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271. IDAHO TREASURE VALLEY HANG GLIDERSProudly distributing Pacific Airwave, Delta Wing, Saphir, Seed wings, La Mouette, UP, Ultralight Soaring Software, High Energy Sports, Sky Systems, Litek, Roberts, Air Tech & T.V. Tow Systems products, ... since 1981. New and used equipment, sales, USHGA certified instruction, information .. EVERYTHING YOU NEED! Call, write or stop by our new location: 11716 Fairview, Boise, ID 83704. Mike & Lisa King. (208) 376-7914. ILLINOIS
ing. Ratings by Advanced Instructor, Observer, Examiner, Norm Lesnow. Dealer, Wills, Delta, Manta. Other brands available. Accessories, parts, repairs. XC flying from our southeast Michigan flight park. Come fly tandem on the Lite Dream 220. Call (313) 399-9433 or write 569 W. Annabelle, Hazel Park, MI 48030. MINNESOTA NORTHERN SUN, INC.-Dealer for all major nonpowered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift. When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866. NEVADA HIGH SIERRA SPORTS, INC. - 2303 N. Carson St., Carson City, NV. (702) 885-1891, 2205'/, E. Glendale Ave., Sparks, NV. (702) 356-6622. Northern Nevada's complete hang gliding shop. 2 great locations! USHGA Certified Instructors/USHGA Region II Examiner. 2 USHGA Tandem Instructors I Observers. Lessons! Rentals! Full service dept. Complete repair facility! Exclusive Wills Wing and Delta Wing dealers. Open year round. Full line of accessories. NEW YORK
GOLDEN SKY SAILS-USHGA Certified School, dealer all brands. Lowest prices on new gliders. Bell Helmets in stock. 15801 West Colfax, Golden, CO. 80401. (303) 278-9566.
Your hang gliding success company. Representative for Wills Wing, Delta Wing, Seedwings, Moyes and Pacific Airwave. State of the art training with mobile flight simulator and dual instruction. Let a USHGA CFI lead you to your flight success. 1600 Carmel, Zion, IL 60099. (312) 746-1944.
FLY IIlGH 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.
CONNECTICUT
KANSAS
MOUNTAIN WINGS, INC.-6 miles from Ellen-
COLORADO
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.
PRAIRIE HANG GLIDERS-Try our flatland soaring - ATOL - Sales, instruction - Box 785, Elkhart, KS 67950 (316) 697-2577. MICHIGAN PRO HANG GLIDERS-Since 1978. USHGA Certified. Beginner - Advanced lessons in foot launch, towing, air towing and now Step Tow-
ville. 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.
-------------------------------------------------------USHGA CLASSIFIED ADVERTISING ORDER FORM
40 cents per word, $4.00 minimum. (phone numbers - 2 words, P.O. Box -
1 word)
Photos - $11.00 Deadline, 20th of the month, six weeks before the cover date of the issue in which you want your ad (i.e. March 20, for the May issue). Boldface or caps 55¢ per word extra. (Does not include first few words which are automatically caps). Special layouts or tabs $22 per column inch. Prepayment required unless account established. Please enter my classified ad as follows:
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 for _ _ _ __ consecutive issue(s). My check _ _ _ money order _ _ _ is enclosed in the amount of $ ______________________ ~
Name: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
~
~
I I I Number of words: _ _ _ _ _ _ _ _ @ .40 =
I I
Phone N u m b e r : - - - - - - - - - - - - - - - - - - - - -
P.O. BOX 500, PEARBLOSSOM, CA 93553 I (805) 944.5333 '
·---------------------------~----------------------------
AUGUST 1987
47
CLASSIFIED ADVERTISING 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.
UTAH
SWITZERLAND
FLY UTAH WITH
SWISS ALP HANG GLIDING SAFARI-On vacation in North America until February 1988. Ron Hurst, P.O. Box 270, CH-8401, Winterthur, Switzerland.
Emergency Parachutes
and SOUTH WIND HANG GLIDING SCHOOL Delta Wing Products, certified beginner and advanced instruction, 9173 Falcon Cr., Sandy, Utah 84092 (801) 943-1005. WASATCH WINGS, INC.-USHGA certified hang gliding school, dealers for Wills Wing and Pacific Airwave. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242.
ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installed and replaced. S.F. Windsports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. BRAND NEW-22 gore parachutes. Ship anywhere. $300. (303) 278-9566.
Parts & Accessories
VIRGINIA SILVER WINGS INC.-Certified instruction & equipment sales. N. VA. (703) 533-1965. WASHINGTON
SAURATOWN KITES-Winston Salem, (919) 922-1942. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing, Pacific Airwave & Delta; new and used equipment.
AIRPLAY'N PRO SHOP & Hang Gliding School. The largest full time, full service hang gliding shop in Washington. All major brands sold and serviced. 800 Mercer, Seattie, WA 98109. (206) 467-8644.
OHIO NORTH COAST HANG GLIDING-Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH 44102 (216) 631-1144.
International Schools and Dealers QUICK RELEASE CARABINER-Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. DEALERS WANTED. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324.
CANADA
PENNSYLVANIA SKY SAILS LTD. Hang Gliding School.-USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 1770 I. (717) 326-6686 or 322-8866. TENNESSEE HAWK AIRSPORTS-Hang gliding equipment. USHGA certified hang gliding instruction. Come fly Clinch Mountain the longest ridge in the United States. Distributor for the Portable Winds-Ok. The indicator chosen and used for Everest 86', 2325 Sutherland Ave., Knoxville, Tennessee 37919 (615) 523-8531. LOOKOUT MOUNTAIN FLIGHT PARK-Our specialties: your first mountain flights, mountain and thermal soaring, certified training (package plans, group rates, USHGA ratings), glider rentals, camping, local site information. New and used gliders (all major brands), equipment, accessories, parts, repair services. We buy used gliders and equipment! USHGA Novice pilots can fly 1,340' Lookout Mountain and soar 12-mile ridge (distance record, 130.9 miles; altitude gain, 10,400') Send $1. (refundable with any purchase) for brochure, rates, directions, accommodations information. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. Twenty minutes from Chattanooga, Tennessee. (404) 398-3541.
48
HANG GLIDING LTD. -For the ultimate high-
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 JG4.
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. BELL HELMETS-in stock. $80. (303) 278-9566.
JAPAN
MANAGER WANTED •uN IUSI: Cot.WT.tl''f' NC
~~~ DISTRIBUTOR major brands hang gliders (Airwave, Magic), instruments, parachutes. Tokyo 03/447/5560, Yugawara 0465/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141. FAX 0465 636641.
Experienced person to manage full-service hang gliding facility in Southern California. Salary $20,000 to begin plus incentives, bonuses, stock options, etc. Send resumes marked "manager" care of 1840 Fair Ave., Simi Valley, CA 93063.
HANG GLIDING
CLASSIFIED ADVERTISING E. RAYMOND POD HARNESS, excellent condition, blue. For 6'-6'2" pilot. W/parachute, $450. W/out, $250. (209) 298-0160.
Ultralight Powered Flight KASPERWING-New. In storage 3 yrs. Blue, green, and yellow. $1200. or best. (619) 561-2945.
m'l'lrt! t!n/(,1/1
<fYri1 cir() C'!u
PRIMO AIR MITTS-standard with shiny Lycra exterior. $25 per pair. Plush or terrycloth interior, $5 extra. Shipping $1.50 per pair. 8 Blue Jay Way, Conway, AR. 72032 (501) 327-0698.
AUTO RACKS custom built for your vehicle. Front and rear bumper and rooftop utility racks for hang gliders, ultralights, canoes, etc., quick and easy to store and set up. Pitts, 36 Ross Avenue. #3, San Anselmo, CA 94960; or call Gary, (415) 258-9126.
HIGHLY VISIBLE ALL WEATHER WINDSOCKS. Superbly crafted from SUPER TOUGH 2 114 oz. hot air balloon ripstop, our brilliant glowing windsocks are truly the world's finest. Created to be seen from afar and to demonstrate accurate surface wind direction, even in the slightest of breezes. Our big 6 ft. rainbow is now only $24 postage paid. Larger sizes custom crafted. All inquiries welcomed. Send to Pacific Crest, P.O. Box 5148, Eugene, OR 97405.
Rigid Wings FLEDGE III--Excellent condition. Low airtime, complete with Fox Bat trike. Deluxe. $1600. (305) 657-2173. WANTED: FLEDGE II-Band or Soarmaster PP-106. 324 E. 8 Drive, Mesa, AZ 85202. (602) 969-8572.
MANTA FOXBAT trike with Fledge III wing, red & black, many extras. $3000. (201) 850-3540. GERMAN MADE TRIKE with 40-hp Hirth engine, electric starter & 3-blade ultraprop. Also European P ARASAIL. Both in excellent condition. Call (916) 544-7873.
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. 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) 398-354 l. 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.
• 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 AIR TECH ELECTRONICS USA ADVANCED AIR TECHNOLOGY 29 State Street I Santa Barbara, CA 93101 I (805) 962-8999 AUGUST 1987
49
CLASSIFIED ADVERTISING Publications & Organizations WANTED: NAME YOUR PRICE! Ground Skimmer #1, /fj, #13, Hang Gliding #48. Gene Matthews, 15308 - I 11th Ave. NE, Bothell, WA 98011. SOARING-Monthly magazine of the Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $35. Info kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over I 00 photos and input from Hang Gliding's greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 plus $1.00 shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 1811 Beverly Glen Dr., Santa Ana, CA 92705. Also, Hang Gliding romance "Soar and Surrender" $3.95 shipped.
Videos & Films 1985 NATIONALS VIDEO, "Feast of Flight," $28. Cloud Base Country Club, P.O. Box 629, Issaquah, WA 98027.
CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF! 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821- 2546. Chuck & Shari Toth. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3\l'' dia. Inside or outside application. 25C each. P.O. Box 500, Pearblossom, CA 93553. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE and TAN - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 500, Pearblossom, CA 93553. (805) 944-5333. The rate for classified advertising is 40C per word (or group of characters). Minimum charge, $4.00. A fee of $11.00 is charged for each photograph or logo. Bold face or caps 55C per word extra. Underline words to be bold. Special layouts of tabs $22.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing l 'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 500, Pearblossom, CA 93553. (805) 944-5333.
Index To Advertisers Airtech .............................. 49 Airworks ............................. 31 Ball Varios ........................... 41 Bennett Delta Wing Gliders ............. 20, 23, 52, BC 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, Lis Vegas, NV 89102 (702) 876-2328.
Miscellaneous WANTED: October 1986 issues of Hang Gliding by pilot pictured in centerspread. Send to Barry Bateman, 24245 61st Avenue, Langley, B.C. V3A 6H4, Canada. WANTED: October 1986 issues of Hang Gliding by USHGA office. Call (805) 944-5333. SAILMAKING SUPPLIES & hardware. All fabric types. Information and colorful samples $1. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. MAKE MONEY! Set your own hours, fly when you please. An international company seeking independent people. Send postcard or call for free information. Kurt Dilley, P.O. Box 765, Homewood, CA 95718. (916) 525-6722. ARE YOU, A FRIEND or family member having a problem with alcohol or drugs? Would you like someone to talk to about it? (415) 369-0733.
50
Brauniger ........................... .45 CGIOOO .............................. 30 Hall Brothers ........................ .45 High Energy ....................... 22,44 KHK ................................ 44 La Mouette ........................ 24, 25 Lookout Mt ........................... 49 Mast Air ............................. 23 Microflight ........................... 44 Moyes ............................. 4, 29 Pacific Airwave ................ 16, 30, 44 Pagen Books ......................... .45 Publitec .............................. 22 Seedwings ............................ 51 Silver Wings .......................... 7 Sky lites .............................. 31 Systems Tech ......................... 45 USHGA ........................ IFC, IBC Wills Wing .......................... I, 2
Stolen Wings TYPE: Magic IV 155. All White, except Gold L.E., double surface and keel pocket (see cover April 87 Hang Gliding), Tuo half ribs per side, King post hang system, round down tubes, WHERE AND WHEN: June 24, 1987, Dow Villa Hotel, lone Pine, CA. Contact: Eric Raymond (714) 678-3931 Collect. Reward. TYPE: HPII full race. SAIL: All white with red and yellow under surface. Bag color WW kahki with flag. Serial #13083. Faired down tubes. WHERE AND WHEN: Salida, CO June 27, 1987 in ditch at roadside following XC flight. CONTACT: Ken Grubbs, 17325 Rimrock Dr., Golden, CO
80401 (303) 279-7770. TYPE: Vision Eclipse 19, white TE, red LE and underside. In dark green glider bag with international orange bag tips. Serial ti VEL 5495. Name on card in base tube. WHERE AND WHEN: Woodstock, VA, on June 28. Taken from hike-in spot. Seen on maroon van speeding away. CONTACT: Denny Dobbins, 1057 West Road, Chesapeake, VA 23323. (804) 485-5386. TYPE: 167 Sport American. WHERE AND WHEN: Taken from Lake McClure LZ on 10/10/86. SAIL: Dark blue LE, light blue undersurface, balance white. CONTACT: Ken Muscio 2101 Robertson Rd., Modesto, CA 95351 (209) 571-3245. TYPE: Magic Ill 177. SAIL: Yellow LE, blue undersurface, small blue wedge on upper surface, white main body, small tears on LE. TYPE 165 C2. SAIL. Black LE, purple undersurface, white main body, tears on LE. WHERE AND WHEN: Portland, OR around 12/1/86. CONTACT: Oregon Airwave Gliders (503) 245-2636. TYPE: Pro Star 195 #0309, High Energy bright yellow cocoon harness, Chad AVT, CB radio. SAIL: Black LE, rainbow undersurface. WHERE AND WHEN: Ceres, CA 12/2/86. CONTACT: Mack or Mike 576-8494. STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost wings may be called in to the office for immediate inclusion in Hang Gliding magazine. Please do call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.
HANG GLIDING
--~1 Vto«OT'e.X
Contact y our nearest dealer or Delta Wrng todayr
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. 1
,o "'ow accustomed to your LITE DREAM, you'll notice how quickly your flying skills improve. You'll delight at how the LITE DREAM is maneuverable as he is forgiving as you advance rapidly through the learning stages.
Rea_, :1i; oward higher altitudes, your LITE DREAM still amazes, performing with grace and ease As you perfect your talents, the LITE DREAM is ready to · :cept new challenges. even aerobatics!
HANGW " ce_ pilots choose to renew the learning cycle by introducing newcomers to hang gliding with a 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~~ ~~ ;... 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
...
USHGA MERCHANDISE ORDER FORM
QUANTITY
BOOKS
PRICE
MANBIRDS by Maralys Wills. Entertainingly lakes lhe reader from hang gliding's pasl lo ils soaring present. 8 pg. color, 150 Blk & Wht. photos, 40 pg. appendix. USHGA INSTRUCTORS CERTIFICATION MANUAL. Complete requirements, syllabus, teaching methods. HANG GLIDING by Dan Poynter. 81h Edition. Basic Handbook for skysurting. FLYING CONDITIONS by Dennis Pagan. Micrometerology for pilots. 90 illustrations. HANG GLIDING AND FLYING SKILLS by Dennis Pagan. Beginners to experts instruction manual. HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross country, competition & powered flighl. POWERED ULTRALIGHT AIRCRAFT by Dennis Pagan. Complete instruction manual. POWERED ULTRALIGHT TRAINING COURSE by Dennis Pagen. A manual for self-training & training schools. 11 lessons, lesls and FAA Regulations. MANNED KITING by Dan Poynter. Handbook on tow launch flying. MAN-POWERED AIRCRAFT by Don Dwiggins. 192 pg. history of flight. Features flight of Gossamer Condor. FEDERAL AVIATION REGULATIONS FOR PILOTS. 1987 Edition. Hang gliding pertinent informaiton. FAI SPORTING CODE FOR HANG GLIDING. Requirements for records, achievements & World Championships. HANG GLIDING MANUAL & LOG by Dennis Pagen. For beginners. An asset to instructors. 24 pgs. USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signotts (all levels), glossary of terms, awards.
$ 7.95
AMOUNT
$ 2.00 $ 7.50 $ 7.50
$ 7.50 $ 7.50 $ 8.50 $12.95
$ 4.50 $ 6.50 $ 4.50 $ 1.00 $ 1.50 $ 2.95
ITEMS NEW USHGA 'HANG GLIDING' T-SHIRT. 1000/o heavyweight cotton, WHITE or TAN. Men's sizes: S ML X-L (CIRCLE ONE). USHGA EMBLEM T-SHIRT. 1000/o heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S ML X·L (CIRCLE SIZE & COLOR). USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY, ORANGE, GOLD (CIRCLE ONE) USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 3V, x 21/,. USHGA SEW-ON EMBLEM. 3" dia., full color (red wings, sunburst wlblack print). USHGA EMBLEM DECAL, 31/i'' dia., full color. LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue. WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.
$ 8.00 $ 8.00 $ 5.00 $12.00
$ 2.00 $ .25 $ 5.50 $ 8.95
HANG GLIDING/GROUND SKIMMER BACK ISSUES "' SPECIFY BY CIRCLING ISSUE NUMBER '" ISSUES NOT NUMBERED ARE SOLO OUT "' PRINTED COPIES:
20, 21, 22, 23, 24, 25, 28, 29, 30, 32, 33, 34, 36, 37, 38, 41 42, 43, 44, 45, 47, 56, 58, 50, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70, 71, 72.
$ 1.00
PRINTED COPIES:
73, 76, 77, 78, 80, 82, 83, 86, 87, 88, 89, 90, 91, 92, 93, 96, 98, 99, 100, 101, 102, 103
$ 150
PRINTED COPIES:
105 - Current Issue
$ 2.00
"NO TAX ON MAGAZINES"
MAGAZINE SUB TOTAL MERCHANDISE SUB TOTAL
ORDERING INFORMATION All prices include postage and handling. (Prices subject to change without notice.} Enter quantity and price of each item ordemd. Allow 3-4 weeks delivery (8 weeks for Foreign}. All orders are mailed by the cheapest available rates. If you wish to receive your order faster, please include sufficient postage funds. No C.0.D.'s. Foreign Orders: USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds.
NAME _ _ _ _ _ _ _ _ _ __
USHGA # _ _
(Please Print)
(Californians add 60/o tax on merchandise only) TOTAL NO CHARGE ITEMS _
USHGA MEMBERSHIP APPLICATION FORM
_
_
USHGA MERCHANDISE ORDER FORM
_
USHGA PILOT PROFICIENCY PROGRAM (PART 104)
_
USHGA LILIENTHAL AWARD FORM
_
ACCIDENT REPORT FORM
Charge my
USHGA BASIC SAFETY REGULATIONS (PART 100)
0 Mastercard
0 VISA
ADDRESS _ _ _ _ _ _ _ _ _ _ _ __
Card No. ______________ Exp. Date _ _ _ _ _ _ __
CITY _ _ _ _ _ _ _ _ STATE _ _ ZIP _ __
Signature---------------------------
MAIL WITH CHECK OR MONEY ORDER TO: USHGA, P.O. BOX 500 I PEARBLOSSOM, CA 93553