USHGA Hang Gliding June 1982

EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray. Stephen Mccarroll ILLUSTRATORS: Harry Martin. Rod Stafford

OFFICE STAFF: MANAGER: Carol Ve/derrain Cathy Coleman (Advertising) Amy Provin (Ratings) Linda Stahlberg (Membership) Terri Jo Nelson (Acct. Rec.) USHGA OFFICERS: PRESIDENT: Vic Powell VICE PRESIDENT: Doug Hildreth SECRETARY: Elizabeth Sharp TREASURER: Ken Koerwitz EXECUTIVE COMMITTEE: Vic Powell Doug Hildreth David Broyles

ISSUE NO 113

HangClding CONTENTS FEATURES

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 (FAI), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FA/related hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hong 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 contre butions where necessary. The Association and publication do not assume responsibility tor the

SERENDIPITY

14

ZEN (sort of) AND THE ART OF HANG GLIDING LESSONS

by David Calhoun photos courtesty Hang Glider Emporium

16

Changes of address shou'.d be sent six weeks in ad-

vance. including name. USHGA membership number. previous and new address, and a ma,ling label from a recent issue.

ENTERING THE REALM OF THE EAGLES

by Bob Fagan

19

DUNE

29

THE FLIER

by Dart Joshcrow

30

HANG GLIDING HEAVEN

article and photos

by Robert Krider

36

CANADIAN SPRING FEVER

43

THE FIRST ANNUAL FORT FUNSTON INTERNATIONAL AIR RACE

by Lester Washburn photos by Perry Judd

BY Willi Muller photos by Vincene Muller

article and photos

by Leroy Grannis

DEPARTMENTS

4 4 6 7 8

material or opinions of contributors

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc. whose mailing address is P.O. Box 66306, Los Angeles. Calif. 90066 ond whose offices are locoted at 11423 Washir.gton 61vd.. Los Angeles.

Calif. 90066: telephone (213) 390-3065 Secondclass postage is paid al Los Angeles, Calif. HANG GLIDING magazine is printed by Penn Lilho. Cerritos.

Calif. The typesetting is provided by 1st Impression Typesetting Service. Buena Park. Calif. Color separations by Scanner House of Studio City, Calif.

The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $29.50 per year ($32.50 for foreign addresses} subscription roles are $22.50 for one year. $40.00 far two years. S57 50 for three years

article and photos

by Eric Raymond

10

USHGA REGIONAL DIRECTORS REGION l: Doug Hildreth. REGION 2: George Whitehill. Pat Devevan. REGION 3: Rob Kells, Steve Hawxhurst. REGION 4: Lucky Campbell. Ken Koerwitz REGION 5: Mike King.

REGION 6: Ted Gilmore. REGION 7: David Anderson, Henry Braddock. REGION 8: Charles LaVersa. REGION 9: Les King, Richard Newton. REGION 10: Richard Heckman.

Scott Lambert. REGION 11: David Broyles.

REGION 12: Paul Riker!, Steve Ostertag. EXOFFICIO DIRECTOR: Everett Langworthy.

HONORARY DIRECTORS: Bill Bennett. John Harris, John Lake, Hugh Morton. DIRECTORSAt-LARGE: Jan Case, Keith Nichols, Dennis Pagen. Vic Powell, Elizabeth Sharp.

JUNE 1982

21

39 44 46 48 51

ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS CARTOON by Bob Lafay CALENDAR NEWS AND NEW PRODUCTS PRESIDENT'S PAGE by Vic Powell USHGA REPORTS THE RIGHT STUFF by Erik Fair NEWLY ACQUIRED RA TINGS CLASSIFIED ADVERTISING STOLEN WINGS

COVER: A Hang Glider Emporium student (Santa Barbara. CA) flares for a bull's-eye on a first flight. See our first flight features on pages 14 and 16. Photo courtesy Hang Glider Emporium CONSUMER ADVISORY Hang Gliding Magazine and USHGA. Inc. do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained. perforrnonce figures quoted in advertising are only estimates. Persons considering the purchase of a glider ore urged to study HGMA standards --

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Copyright United Stoles Hong Gliding Association. Inc 1978. All rights reserved to Hang Gliding Magazine and individual contributors

\JLTRALIQl1T CONVERJATION

What a great article! And it must be very reassuring by the response now that hang gliding members can and will band together in an emergency for one of their fellow members.

Say Dennis, why don't you finish the story.

I think it would make a sensational movie.

INDEX TO ADVERTISERS Ball Variometers ............................................................... 50

Margo Brown Sun Valley, CA

Bennett Delta Wing Gliders .................................... 38, BC Eco Nautics ......................................................................... 24

Glider-Mounted Cameras April What?

Dear Editor, I just finished reading Dennis Pagen's "A Wing And A Prayer" and I cannot believe L.O. Oflirpa ended up in a prison in Morocco.

Two days earlier, on Sept. 21, I made a near carbon copy of that flight (swear to God) and, upon landing in the courtyard of the President's Palace, was treated wonderfully. I stayed for the next three weeks as the President's personal guest before, reluctantly, accepting a ride for me and my Comet back to the States in the President's personal Lear jet.

Now that the word is out, I guess I'll finally get my 100-mile UP shirt.

Dear Editor, Over the years I've enjoyed immensely the many photos in Hang Gliding taken with glider-mounted cameras. I'd like to do some of this same photography myself during the upcoming flying season. What type of camera is simplest to operate for someone like myself who knows virtually nothing about photography? What type of lens to use? And film?

And shutter speed?

Michael Small Spokane, WA

...................................... 35

Embury .............. .

Flight Designs .............................................. ..

18,IFC

Flyers Coop .......

......... 49

Glider Rider .................... .

..... 35

Hall Brothers Hang Gliding Press ......... ..

................................ 5

Hursl

....... 35

Leaf

........ 24

Lookout Mt.

.. ......................................................... 47

................... 24

Makiki ...

See Tom Kreyche's Cross Country Journal in the May issue.-Ed.

..................................... 42

Owens Valley HG Center .................. ............................. 5 Para Publishing .................................................................. 48

Bob Holliston White Salmon, WA

Kudos For April Dear Editor,

Dear Editor,

Pro Air ..

................................................ 22, 23

Rotec ....

................ 24

Seedwings ................................ ..

My compliments to Dennis Pagen. I was truly engulfed with the adventure and excitement of hang gliding across the ocean under the clouds, meeting up with notorious Russians, and the exhaustion of trying to remain awake to navigate the glider simply to stay alive. What an adventure! Imagine being able to tell a story like that to your grandchildren !

My heart went out to the lost pilot in a hostile, foreign country. How to help him? I wracked my mind for answers, and kept coming up with ::1e same solution to this heartrending problem: Anybody who signs his name April Fool backwards deserves to stay in Morocco!!!!

The April issue of Hang Gliding is absolutely the finest collection of fabulous stories, noteworthy news and stimulating reading ever compiled in one single issue in the magazine's history!

Mark Bennett Temecula, CA

I just wanted to take this opportunity to congratulate you on the excellent April issue of Hang Gliding. Receiving my copy of the magazine is one of the highlights of my month but the April issue was really exceptional - one highly interesting and informative article after another! Keep up the good work.

Lee Keller Eugene, OR

Teresa Proctor Roanoke, VA

Aviation Terminology Dear Editor,

You crazy nut! I almost called the State Department about that poor guy. Thank God I called the USHGA first and found out about the "April Fool" before I became the fool.

4

....................................... 5

Systek ....................................................................................... 49 Ultralite Products .......................................... 25, 26, 27, 28 USHGA ................................................................... 35, 52, IBC Wasatch Wings ............. .

......... 42

Whole Air Magazine ...

.... 42

Dear Editor,

A concerned but not too foolish reader,

Dear Dennis,

Snyder Ent ....................... .

The use of incorrect or unconventional altitude terminology by hang glider pilots has become prevalent and often causes confusion

Wills Wing, Inc ..

.. ... 2,41

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1112 months preceding the cover date, Le. Mar. 20 for the May issue.

HANG GLIDING

13 good reasons why

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l

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13. RESISTANT TO DUST ANO MOISTURE

But the BEST reason for using the AL Tl MASTER IV is SAFETY: ALTITUDE IS PRECIOUS. KEEP TRACK OF YOURS. Stop guessing your altitude. The AL TIMASTE RIV will tell you at a glance, accurately and reliably. Only S 89.95 at authorized SSE Dealers worldwide.

* Dealer inquiries invited

1281

George Worthington's Book

OWENS VALLEY 82

"In Search of World Records"

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~

Everyone is reading and talking about this book. Over 3000 copies have been sold already. Shouldn't you order today, because sooner or later you will feel you must read it?

This is what the December issue of The Soaring Society of America's National journal "Soaring" said in its bookreview: " ... Worthington's book is a shout of exultation to those of us who dream of the sky, the wind the moun' tains ... the very act of flight."

To order, send check or money order to Hang Gliding Press, Box 22552-H, San Diego, California 92122. Prices are $9.95 for soft cover and $12.95 for library hard cover. Please add an additional $1.50 for mailing and handling. Applicable state taxes will be paid by Hang Gliding Press.

MOUNTAIN SKY CAMP Fly into our secluded mountain base camp! - Top meadow landing and relaunch - complete transportation and guide service - base camp equipped by 4WD - 3 and 5 day expeditions.

RESERVATIONS REQUIRED - PLEASE WRITE OR CALL FOR SCHEDULES AND PRICES Dealers for U.P., Wills, Manta, Flight Designs

OWENS VALLEY HANG GLIDING CENTER Rt. 4, Box 3A Bishop, CA 93514

(714) 873-4434

in post-flight bull sessions as well as magazine articles and essays. Over the past half century an aviation nomenclature, which covers all aspects of aircraft usage, has been developed.

Generally the terms are logical and succinct, and suit the communicative needs of all aviators.

Because of the special equipment and unique mode of launch we hang glider pilots do have a need to select and standardize some terms of our own. This is normal in the development of any activity. What is counterproductive and confusing is the invention of unnecessary new terms to replace existing conventional terms. Such an invented term is 'Above Sea Level' (ASL).

This term does not exist in the aviation nomenclature; moreover, there is no need for it, but the use of 'ASL' has crept into the jargon of the hang gliding community.

There are two types of vertical distances used. If you are on the ground your distance from mean sea level is called elevation, if you are flying it is called altitude. The proper terms are as follows: Altitude above the average level of the sea is called 'MSL' or Mean Sea Level in feet or meters.

Altitude above the ground directly beneath you is called 'AGL' or Above Ground Level in feet or meters.

Ifwe wish to gain and hold the respect of the established aviation community, if we wish to appear professional in our activities, ifwe wish to be able to communicate with knowledgeable and experienced flyers from across the aviation spectrum, then we should speak and write their language. And since we are aviators it is our language as well.

say "Thank you." You made the last nine months a time we can look back on with very fond memories. We'd like to send a very special thank you to Joe, Patty and Chris Bulger, Ken and Bonnie DeRussy, Steve Corbin, and most especially to Phil and Kay Lee and their family, who opened not only their hearts but their homes as well. And if any of you find yourselves traveling to our "last fron· tier," we hope you will give us the opportunity to return that hospitality.

Floyd, Vicky, Ryan and Myriah Griffeth Anchorage, AK

Birds of Prey Dear Editor, Tom Kreyche's article in the April issue on soaring with birds of prey sparks some additional comments. First, don't ever trail eagle's food (e.g. rabbit) on a tether from a glider.

There is a good possibility that a raptor would go after it. Trouble would arise once the bird locked its talons onto the artificial prey; most birds would have difficulty releasing and would probably be injured in the encounter.

I'm very glad that Tom stressed the difficul-

ties of falconry. Birds of prey are slaves of instinct and, even as close as a hawk got to me, they can't handle captivity. It's amazing what a high percentage of hawks escaped or released from captivity end up getting shot ... including my bird. It's cruel to train such a wild creature to trust humans.

I received a complaint from a nature preserve manager near Carr Canyon, Arizona that, several years ago, a hang glider pilot allegedly scared two eagle fledgelings off a cliff to their deaths. I'm skeptical. But we can have plenty of harmless encounters with soaring birds without buzzing their nest sites.

Several years ago William Welch followed a group of migrating broad-winged hawks from Mt. Holyoke, Massachusetts all the way through Connecticut, southern New York and into New Jersey while piloting a motorized sailplane. His measurements indicated a fantastic sink rate, about 70 fpm, but poor LID (worse than a low-performance sailplane).

My suggestion for those wanting to get close to hawks is to ask your state wildlife personnel for the name of the nearest individual who is rehabilitating injured and confiscated hawks.

Offer to become an apprentice; it's a rewarding experience.

John McNeely Falls Village, Connecticut y

1 rlOLD IT , HOLD I T 1 JUST CU2. YOU DIDNT

y

1 WON'T HAVE TO 'NORR'( ABOUT

6ET 1/v THE MA&AZJ/\JE DOIJ'l" MAKE: YOU A FAILURE.

t..ANDJ l'-e THIS T/Mf' ...

John Heiney San Clemente, CA

Thanks Dear Editor,

In June of 1981 my husband, Floyd, my two children and I left our home in Alaska and began what became a nine month tour of the west coast flying sites. We began at Grouse Mountain, B.C., and worked our way gradually south, finally settling in San Bernardino, where we spent the winter flying Crestline, Torrey Pines, Elsinore and Cucamonga. But alas, all good things must come to an end, as did our hang gliding holiday. The party finally ended on March 6 when we rolled back into Anchorage, cold, tired, but glad to be home.

We had a great time, but more importantly we made some very good friends. Everywhere we went we were overwhelmed by the kindness and hospitality of the people we met and came to know. To all of you we would like to

6

•

'

0

The frustrated cartoonist -

Bob Lafay.

HANG GLIDING

ASW Correction Dear Editor, Regarding the Class II final results for the World Championships in your December 1981 issue: We manufactured the AS W Flash for Hans Poscher of Austria and not Manta as listed by you. We would be happy if you could point that out to your readers in your next issue.

Albert Scherer Scherer-Kontaktag Baar, Switzerland

1-0CT. 31. Lake Elsinore XC Challenge.

Contact: Elsinore Valley HG Center, 31395 Riverside Dr., Lake Elsinore, CA 92330. (714) 678-2050.

JUNE

JULY 1-11. Cross Country Classic. Owens Valley.

Contact: Tom Kreyche (714) 873-4434.

JUNE

How To Fly A Hang Glider Dear Editor,

5-6,

12-13,

JUNE 11-13. Hawaiian Championship. Makapuu Ridge. Register by June 10. Fee $25. Contact: Joshua Blue (808) 734-8517.

How 10 Fly a Hanglider

JUNE 11·13. 7th Annual

David and Ken Rouselle Loveland, Colorado

Credit Line Reading Bruce Mankowich's letter about the McGillivray and Freeman film "To Fly" tells me that Bruce is not an old surfer. Bruce Brown made "Endless Summer" and "On Any Sunday." McGillivray and Freeman were famous for "Five Summer Stories" and their camera work in "Jonathan Livingston Seagull." By all means, go see "To Fly" but get the credit lines straight.

26·27. Honduras tournament of hang gliding.

8·10. Challenge Race "A." June 18-20 "B." June 25-26 "C." Owens Valley.

JULY 1-5. Wyoming CrossCountry Open. Contact: Chuck Brignt, c/o C and L Enterprises, P.O. Box 1536, Riverton, WY 82501 (307) 856-4671.

JUNE

East Coast Championships. White Lake, N.C. Tow meet. Contact: Tommy Faircloth, 5217 Hornbeam Rd., Fayetteville, NC 28304. (919) 424-4302.

JUNE 12-20. The American Cup. Yorkshire Dales National Park, England. Six national teams: U.S., England, Brazil, Canada, Switzerland and France.

BHGA sanctioned.

JUNE 25-27. Region 11 Instructor Cert. Program.

Contact: Lowell Levinger, HG West, 20-A Pamaron Way, Ignacio, CA 94947.

JUNE 26-27. 10th Annual Cochrane Meet, Cochrane Hill, Alberta, Canada. Contact: Willi Muller, 3443-12th St. NE, Calgary, Alta, Canada (403) 277-2606.

P.O. Box 621, Grants Pass, OR 97526.

JULY 22-23. Dayton inter-

national airshow and trade exposition. Contact: Mark Chatterton, 808 Sipos Circle, Englewood, Ohio 45322.

JUNE

19-20.

Region 3 regionals. Pine Crest Air Park. Register by June 4. Entry $150. Contact: Rob McKenzie (714) 887-9275.

I've been flying for about three and one half years. A year ago I asked my oldest son David, then eight years old, if he would like to fly tandem with me. He said, "Yeeaahh!" I had a special size harness made for him by Ken Koerwitz of Robertson Harness. It turned out really nice and just right. We've had sixteen flights now and we're both enjoying it.

Recently we got a paper back from school David had written telling anyone how to fly a hang glider:

"These are 1/ze steps how ro fly a hanglider.

The firs/ step is 10 se1 up the hanglider. The second s1ep is to wa1e for the wind 10 come in s1ra1e.

The third s1ep is 10 1ake off. Then after you 1ake off you look for 1hermls. Then you go i1110 1he 1her111l. Then you s1ae in 1he 1her111l 111 ii deis down. Then you land."

JUNE AND JULY. Every weekend except July 4.

Big Southern Butte XC Open. $10 entry per weekend. Send SASE or call Mike King, 5104 Albion, Boise, ID 83705 (208) 336-9492.

3·5. Region Regionals. Send SASE to: Cloudbase Country Club, 52-A 221 st SW, Bothell, WA 98011 (206) 481-5878.

JULY

JULY 4TH WEEKEND. Frankfort soaring and hang gliding festival.

Ultralight fly-in and demo.

HG towing competition at Elberta Beach. Contact: Jim Nelson (616) 882-5070.

JULY 17-18. Regional Fly-

In, Mt. Harrison, near Burley, ID. Contact: Frank Gillette, Rt. 1, Burley, ID 83318 (208) 654,6381.

JULY 20-25. 6th Annual Grouse Mountain World Invitational Hang Gliding Championships.

The world's top 100 pilots come from as far away as Japan, Africa and Australia, to compete for cash prizes and titles. Contact: Harvey Blackmore, 1368 Burnside Rd., West Vancouver, British Columbia, Canada B?S 2P5.

JULY 21-AUG. 1. Start his-

t le '82. Competition sponsored by Rogue Valley HGA. Contact: RVHGA,

23-25. Region 5 Series Meet, Boise, ID. Send SASE or call Joe DeCleur, 528 W. Colorado, Nampa, ID 83651 (208) 467-3277.

JULY

AUGUST 7-8.

Aerial weekend at Crested Butte, Colorado. Contact: Elaine Chandler, P.O. Box 1122, Crested Butte, CO 81224 (303) 349-7311.

16-20. Trofeo Sansicario hang gliding grand prix XC competi· lion. Prize money. Con· tact: Gi Ferraris, Holiday Club Cansicario, 10054 Cesana Torinese, Italy.

AUGUST

SEPT. 11-12. 4th Annual

Canadian-American Challenge Cup. Black Mtn. Wash. $30 entry. Contact: Rick Girard, 1911 Larrabee, Bellingham, WA 98225 (206) 733,5467.

SEPT. 20-26. Telluride World Invitational Aerobatic Hang Gliding Championships. P.O. Box 456, Telluride, CO 81435.

OCTOBER 16-17. Blue Angels at Point Mugu Air Show. Contact: (805) 982-8094.

NOV. 27-29. Suncoast 8th annual tow launched hang glider championships. St. Pete, Florida, Contact: Hal Elgin, 6639 Emerson Ave. South., St. Pete, FL 33707.

Leroy Grannis Carlsbad, CA

JUNE 1982

7

BRUCE CASE AND WILLS WING DUCK FLY 134 MILES FROM A 310-FT. HILL! On his fifth flight on his new Wills Wing Duck, Bruce Case flew an incredible 134 miles (Great Circle) over completely flat terrain!

Bruce launched from a 310-foot hill near Frontenac, Minnesota, and spent half an hour scratching his way up in marginal thermal lift.

When he had a thousand feet of altitude above launch, he turned down wind. Twice within the first eight miles, Bruce was within 500 feet of the ground, but each time he slowly fought his way back to altitude. Bruce spent about 75% of his time during the flight circling in thermals, his altitude varying between 2,000 and 4,300 feet. Five and a half hours after launch, Bruce landed in Hazelton, Iowa. See July Hang Gliding for a complete story.

160 AND 200 DUCKS RELEASED Wills Wing announces the release of the 160 and 200 sizes of the Duck. Pilot weight range for the 160 is 140 to 240 lbs., for the 200; 180 to 280 lbs. All testing is completed on the 160 and is nearing completion on the 200. Retail price of each model will be $1,995.

NEW CERTIFIED SCHOOL USHGA welcomes a new certified school: W.W. Hang Gliding Sales, 3083 Woodway Rd. SE, Roanoke, VA 24014.

MANBIRDS ONE OF 100 BEST BOOKS IN SCIENCE AND TECHNOLOGY Prentice-Hall is pleased to announce that Maralys Wills' book, Manbfrds: Hang Gliders & Hang Gliding has been chosen by the Librmy Journal as one of the 100-best books in science and technology for 1981.

Hang G!iding's readers will recall that Manbirds was reviewed by Glenn Brinks in the July, 1981 issue. Manbfrds is available at most hang gliding shops and bookstores, or autographed from the author: 1811 Beverly Glen Drive, Santa Ana, CA 92705 (714) 544-0344.

8

ESS RAPID DEPLOYMENT PARACHUTE

the USSR and many others have found their way to the small hill.

With the exception of Terry Selzer, who gave up hang gliding for wind surfing, every previous winner of the Cochrane Meet is still flying, and the 1973 winner, Cliff Kakish (2nd in 1981 Canadian Nationals) has attended every Cochrane Meet since.

This year's meet will be an open window XC and target landing (for those that can't make it away from the hill). The target is 330 feet below launch. Entry fee will include a steak BBQ Saturday night. Bring your standards if you would like to talk about "the good old days." Contact: Willi Muller, 3443-12th St NE, Calgary, Alberta, Canada (403) 277-2606 days.

DREAM RELEASED Embury Sky Systems announces its 20, 22 and 28 foot rapid deployment parachute recovery system. It features block construction and lines-first deployment. Vented circumference slots give a fast filling time and lower opening force with good stability. The canopy profile is flat with a conical apex cover which also serves as a deployment anchor.

The system has been tested to 100 mph with 22 lbs. Rate of descent with that weight is 21 feet per second. Contact: Embury Sky Systems, 33330 Wcstlong St., Lake Elsinore, CA 92330.

TENTH ANNUAL COCHRANE MEET This June 26th and 27th the Tenth Annual Cochrane Meet will be hosted by Muller Kites of Calgary, Alberta, Canada.

The June, l 973 hang gliding meet at Cochrane Hill was to celebrate the 20 acre land purchase for takeoff and landing. From 11 competitors in 1973 it quickly grew to 94 in 1975 when the meet was part of the Century Calgary celebrations.

The meet format changed from time and target to XC and target last year. This was due to the excellent cross-country flights from the hill. In 1979, Howard Vandall logged the first XC of 24 miles; in 1980 Willi Muller had the honors with 31 miles and during the competition last year Darryl Bossert flew 57 miles.

Even though Cochrane Hill is mainly a local flying site, celebrities such as Roy Haggard, Mike and Greg Mitchell, Reggie Jones, George Alexander and Michail Gokberg from

Delta Wing Kites and Gliders, Inc. has pleasure in announcing the release of their new beginner and intermediate glider, the Dream.

The new glider has been specially designed for this important market. Beginning with an "X" series de-tuned and less the double surface, the Dream has finally evolved as the most easily handled, forgiving glider imaginable, according to the manufacturer.

Designed by Bob England, the Dream is presently being used by several schools for final feed back before the design is frozen for certification. Specifications on the Dream are: Sq. Ft .................................................... 173 Span ........................................................ 33 A.R ........................................................ 6.3 Weight .............................................. 61 lbs.

Price ................................................. $1,595 Dealers and schools should send to Delta Wing for a full info packet.

HANG GLIDING

The First which is based in Hawk, North Carolina, has voted urwnimously to administer the Rogallo Award. The Firs1 Flight sponsors the Wright Brothers Celebration that is held each December to honor the Wright Brothers and promote aviation. The Rogallo Award was er eat cd in 1980 Mr. and Mrs. when they witnessed Jim Johns thcrrnalling out of Jockey's State !'ark from a 120 foot··high sand dune 10 over 1,000 feet for the first time in history. Jim Johns flew 4 1h miles down wind and landed on the beach across from the Memorial.

Mr. and Mrs. Rogallo were so enthused over what Jim had done that they announced a $1,000 prize for the pilot who could launch from Jockey's Ridge, thermal out of the park, north to the Wright Brotlicrs Monument, circle the monument, and return and land in Jockey's State Par!<. The monument is 4 1h miles away from the The Rogallos, as you know, have done much for hang gliding over the years and this is just another of the many things that have done to further this sport. For a copy of the rules for the Rogallo Award, contact: The First Flight P.O. Box 1903, Kit·· ty Hawk, NC 279'19, or Hawk Kites, P.O. Box 340, Head, NC 27959.

Aircraft Owners and Pilots Associat.ion has an Ultralight Division this growing segment of into its membership.

AOPA President John L. Baker said the

frorn the ultralight community.

"Whatever a person flies," Baker said, "there is a need for information and undcrsrnnding of all other aviation activities."

He added that AOP/\ has the broadest of any aviation spectrum of association.

The AOPA now 1s

a JUN[ 1982

nltralight pilot certificates and establishing a for the vehicles. Disseminat.ion information, standardized training and product arc also being studied.

Baker said that members of the ultralight who have been active in the United States Hang Gliding Association ap·· J\OPA about representing their interests. "We believe there is a commonality of interests and a need for closer communica-· tions."

He said the association is now developing the litll program for the Ultralight Division. there will be some unique needs of most can be served through the structure of the association."

It will be several weeks, he said, before the litll ext cnt of activities of the Ultralight Division will be finalized. "We can say this, the ultralight pilot will not feel like an outsider at /\OP i\ and the FAA certificated pilot will have a bcncr understanding of this rapidly-growing and will gain from the added support of these new members toward solving common problems."

AOPA has a membership excced260,000. Baker said the association has no firm estimates now as to the number of ultrnlight AOPA expects to enroll. Con· (301) 9'51-3820.

that the frame maximizes to the point where the smallest amount of is needed. The weight of the 70°/i, double smfacc glider is 50 pounds. The sails arc made Aerial Contact: Bowen Aero, 1224 Oak St., San Carlos, CA 94070 (415) 595-0675. Dealer inquiries invited.

You may remember Wayne Bowen and his Bowen Aero, the second place winners in the Class at the U.S. Nationals in l 981 the Aero was dubbed a "homebuilt" then, it can be said no longer. Under the company name of Bowen Aero, has opened and expects to eventually produce them on a large scale. l\mong the features of the glider is a break away from the standard leading The Aero offors double support from the crossbar in the form of a compression st rut, and a crossbar-leading junction not more than fonr feet from the tip. The theory behind this is to create a floating yet rigid air· frame which will not distort and lose its shape

I ,cading nouncc the

at

the manufacturer claims

Overlooking Boerne is North Carolina's newest hang gliding site, Hownrd's Knob, the site of"thc world's windmill." On July 11, 1979 NASA spent 3. 5 million constructing a 100--foot span windmill, of produc-ing 2,000 kilowatts (enough for '500 homes).

The windmill starts turning in a 6 breeze and stops in a 33 wind and is cont rolled computer.

Because of mechanical and political prob·· lcms the windmill is out of commission at present m1d rumor has it that it will be shipped to Hawaii this summer for use an electrical coop.

and production of a new universally adaptable stainless steel "U" bracket. This unique '3/1" 1-1/8" .07'i" thick bracket was for use on both ultralights and The versatile new stainless steel "U" bracket is designed for simple use on the breakdown con·· trol bars on hang gliders as well as many ap·· plications for motorized In addition, Leading Edge Air Foils, Inc. is the new 1982 list also upon request. Please write for O.E.M. discounts.

For additional information contact: Leading Air Foils, Inc, South 14th Street, PR, Colorado Colorado 80904-4096, 632-1959. ,foHninhmc>~

9

As I launched my Comet into the Santa Ana (easterly) winds at Lake Elsinore the probability of being able to go cross country seemed re· mote. Nevertheless, I had forced 10 dress warmly, despite the temperature at hmnch. In Santa Ana winds it is diflicult to go cross country because the normal route we take is away from the ridge, which would be against the wind. People have flown to the coast, when the Santa Anas arc blowing, but you must fr1llow highway 74, which is the only road through the mountains.

For years I have wanted 10 fly 10 Torrey Pines (near San Diego) from Elsinore, and Santa Ana winds make it a downwind run. I have found that when you get near the coast you enlcr the stable marine air, and there is almost no chance of finding thermals. On this particular day, l was surprised how good the thermals were and I decided to go downwind to the UP shop in Temecula. I had f1own there before, but had never found any lift in that area. It seemed like it was worth a try because it would be easy to get a ride back from someone at the shop, and there were some inviting looking clouds forming over Palomar Mountain, farther south.

As I left Elsinore at 5,000 feet above launch, I started to get that sinking feeling that I would barely make it to the shop, unless I found a thermal on the way. I veered over toward Hidden Valley and found some weak and turbulent lift, which I tried to work. I could sec that no one was out at Hidden Valley, since it was blowing -down, but the same north wind was drifting me closer to the UP shop. Finally I gave up on the turbulence I was circling in and left, without gaining any altitude, but at least it looked like I could make the shop. Hoping to find lift I stayed over the hills as they petered out.

With about l ,500 feet left, I found a strong thermal, just as I reached the shop. Now I could sec that it would be suicide to fly up the north side of Palomar in a north wind, as there are no roads in that area, and the whole moun· tain is very shallow and covered with trees anyway. My only option was to follow I· l 5 south, which turns a link west at that point.

As I glided along the freeway, I got the impres· sion that I was entering the stable marine air, and I saw some smoke from a lire in Fallbrook

JO

that was coming from the southwest.. Since go· ing against the wind was out of the question, I turned cast and started following highway 78.

As my altimeter unwound, I headed for the most promising looking hill, which appeared to be about 1,000 feet high. I arrived just

above the top of it, and cruised back and forth in the ridge lift. No thermals presented themselves, so I assumed that I was still in the stable marine air. only hope was to get far enough inland to find a thermal, so I went downwind to a smaller hill, and then to

The Elsinore ridge with developing clouds.

HANG GLIDING

another, without finding anything. Now with only about 700 feet left, I headed downwind over the valley to the road.

There was a nice steep, rocky hill about 250 feet high in the middle of the valley, but it was just out of reach. I was sure it would be ridge soarable, because of the southwest wind of 15 mph. Gliding downwind toward it was out of the question because a mile of citrus grove was between me and the hill. At 200 feet above the ground, I picked my landing spot next to the road, at the edge of the trees.

As I hovered into the wind, I hit some zero sink, which I S-turned in. I did a few 360s without losing or gaining any altitude, but drifting over the trees. I saw a small clearing in the middle of the grove, and decided I could land my Comet in it ifl had to so I drifted over it, circling, without gaining any altitude, and started drifting past it.

Now I had a tough decision to make, with no time to hesitate. I was barely high enough to make it to the bottom of the hill on a glide.

If I made one bad turn while slowly drifting along, I would not be able to make it back to the small clearing, or to the base of the hill.

Sure enough, just as I decided to go for it, I fell out of the lift, so I flew straight at the hill,

JUNE 1982

arriving about 100 feet off the ground. The lower part of the hill was pretty shallow, and I barely maintained on my first pass. Just as I got to the other end of the short ridge, my vario started singing to the tune of 500 feet per minute up. I had to fly away from the hill for a few seconds so I would have enough room to do a 360, banking steeply to miss the face of the hill. I had not been in a thermal since Temecula, but this one was strong enough to take me over the top of the hill in only three or four turns. I kept turning in the core, drifting behind the hill fast, but gaining 1,500 feet. From there I went downwind to a much bigger hill, which was at the base of Palomar Mountain. I hit a thermal right over it, quickly gaining 3,000 more feet.

From there I flew straight at the launch site on Palomar, reflecting on all the lousy flights I have made from there. Although it was blowing straight across the mountain, I hit a thermal as soon as I got to the takeoff, gaining another 1,000 feet. As I drifted east toward Lake Henshaw I noticed that there were no landing areas in that end of the valley, but there were plenty on top of the mountain.

There was a nice looking cloud street to the north and east, which showed signs ofa strong

north wind. The cloud closest to me was over the mountain range behind Palomar, and since I still had a strong south tailwind I decided to go over the back of Palomar, heading north, directly for a nice looking cloud.

The turbulence on the leeward side of Palomar was strong, and I began losing altitude fast. There was a paved road in the valley I was crossing, but I never saw any cars.

As I approached the mountains on the other side I had to veer slightly off course to stay within gliding range of this road. After a few worrysome minutes, I found a thermal that was rapidly taking me to cloud base. After gaining 10,000 feet the cloud seemed close, but looking across at the other clouds I could see they were still much higher. At 16,000 feet MSL the air suddenly became very violent, so I flew straight to get out from under the cloud, gaining another 1,000 feet in the process. That made my gain from my low point 15,200 feet.

Now I was wondering why my barograph was at home instead of being in the keel pocket ofmy Comet. It has been my belief for the last few years that someone would set the gain record from someplace low like Elsinore, or Phoenix, Arizona. I don't have a valid FAI sporting license or any of the other paper work for an official world record anyway, but it would have been nice to have a record of that gain. I will just have to do it again.

Anyway, from 17,000 feet I headed east toward the town of Borrego. The cloud over Borrego indicated a strong north wind, which would help my progress south. After flying east for about five miles I realized that crossing the mountains would be too dangerous even from such a high altitude, because there are no roads at all in that area, so I turned south and headed for the next cloud, just east of Julian.

Hearing the sound of jets, I scanned the sky for them. I spotted them directly below me, about 5,000 feet lower, on the same heading I was flying. It was a pair of F-4s and one of them was flying on his side, in knife-edge flight, which seemed odd. They seemed like they were going really fast, but I knew they were subsonic. They passed me and were out of sight in less than 15 seconds, which suddenly made me feel real slow. They made it to the Mexican border in less than a minute, and it would take me hours flying downwind, if I was lucky enough that make it that far.

I pulled the bar in to catch up, and noticed a navy plane going under me now. It was an A-4, on the same course as the others. I began to wish I had studied this area on the sectional better. As I passed the town of Julian I picked out the site we used to fly there. The landing area seemed impossibly small from that altitude, but it always seemed that way when you were trying to land in it. Flying further south, I approached the Laguna Mountain area. I used to fly there quite a bit, so I am familiar with the area. The landing area is

11

quite far from the mountain, and I knew if I continued south on the range, I might not be able to penetrate back to the road. There are roads on the mountain, but n's cm·ered with trees.

It was now 4:00 P,\\, but there was till a loud street O\·er the mountains. I decided that the clouds would dissipate, just at the critical point, so I stayed o\·er the road, ro smg the Laguna ,\\ountam landing area at about 10,000 feet,\\ L. I knew that the Hor e Canyon flying site was just m·er ,\\ount Laguna. and that I would now pas ea t of 11. I supposed I would ha\·e to turn ca t when I reached Highway , or el e fly m·er the border mto ,\\exico. I ha\'e flown ca t from Hor. e Canyon before, and I did nor ee any roads gomg outh . I could see Highway m the di cance, but m a hang glider you can rarely fly as far as \'OU can see.

I had not been m a thermal since the last cloud at Julian. Heading for a hill next to the road. I began dropping fa ter and fa ter. It looked hke an easy glide downwind, but now I was suddenly gomg into the wind. I had to speed up quite a b1t to make progre , arrinng ju t below the top of the hill. I realized my only chance was to get around to the upwmd ide of the hill, but e\·ery time I tried the wmd forced me back. I hung out in the rotor, and finally caught a lee side thermal. The problem was that this thermal was dnfcmg me back where I had Just come from .

It wa 4:30 by now, and I looked up at Laguna to ee that all the cloud had dis ipated, a I predicted. \'(ith 1,000 feet m·er the ground I flew outh again t the wind, che kmg out the landing areas . As I got lower I could tell that the age bru h on both side of the road was about JO feet rail. I knew m\· onk chance was to land on the road which would be cro swind. About JO feet o\·er the road I hit ome life. and had to crab down the road to amid m·er hoormg into a barbwire fence and the bu he . Turning into the wmd at the la t e ond, I touched down in the middle of the road, and tried to run on my frozen feet. They were o cold I could barely walk, a I tried to drag my glider out of the road. I found a pot to break down between the giant bu hes. :-.:ow came the pan I hate mo t about cross

ountry flying getting retrieved . I hid my Comet in the de en. and hitch hiked back to the Lagu na .\\ountain landing area which i al o a campground. From there I called the L'P hop and Pete Brock said he would lea\'c immediately to come get me. I wa home by 11 :00 P.\\, which wa a plea ant su rprise . I ha\·e pent e\•eral nights sleeping out in the de en with my gear which takes the fun out of the flight.

On anorher flight I made from Elsinore, I encounte red a outh wind when I reached the alton ea but thi was a anta Ana day, with a strong north wind. I wanted to avoid the table air around the alton ea, by goi ng west of 11, but the outh wind topped me again.

The di ranee measured 79 miles, but the gain of l 5,200 feet was most memorable to me. ~

OPPOSITE, TOP: Eric Raymond and oxygen over the Owens Valley. LEFT: The author homes in on a dust devil over the Chalfant Valley. The therma l took him to cloud base for a 7,000-foot ga in. RIGHT: Taking off from Coyote Peak in the Owens Valley. Eric thermaled back to the Pal isade Range, some of the highest peaks in the Sierras. On this flight ha executes loops as high as 17,000 feet. THIS PAGE, TOP: Sunset over the Owens. RIGHT: Eric Raymond launches his Comet at Elsinore. CA. Photo by Steve lefkowicz.

JUNE 1982

13

David Calhoun courtesy

Man is a thinking creature (at least I think we arc?) and in most situations a little careful reflection will provide a solution to whatever if problems we face. That's all fine and you're playing checkers on term firma, but what happens iC eight Ceet off the ground with the wings almost vcrticlc ... it would 1101 be the smart move to stop and ponder your sil uation.

I prepared for hang gliding like I prepare for anything else; I read the literature, asked lots oC questions, watched people who were doing it, and then sat and thought about what I had learned. It was thus I found into a glider half way up the hill, with a head full of solutions for whatever I might encounter. The instructor had said, "The best way to learn is not to think about it. Feel it."

I rejected the idea. How could one do without thinking) It was unthinkable. So, certain that I knew what to do, I began the nm down the hill. (Let's sec uow, the book said, "To go np, push forward on the

Glider Emporium student Tom Echemann a ground run ...

14

that got me off the ground fine, am I going backwards? Oh, that's mean 1\ brief discussion with the instrnct or cleared up my ideas about how to get it off the ground without shoving the bar. So it was hack up the hill for another try, this time holding the bar in. It worked as indicated, and I found myself whizzing through the air. is the turning right I'd better do something to stop the turn, hut what? Move Jnst a bit more. the control bar, Hmmm, that doesn't seem to be any·· I moved it the wrong way. I'll just move it to the left. Oh no! I'm about to land. I'd better move it all the way to the ldi. is he "TURN I .lffT!?" I'm to, but this glider must be broken because it's sharply to the right!

It wasn't as hard to the glider out of the anise as I'd it'd be, but l sure Cell humped and bruised afterward.

It was then I sat at the fre1 of 1he Master, Zen Ken, as he that it takes a while for glider to react to control movements at low I had done 1he right t bing by movrhc bar right, but I definitely goofed when it didn't immediately respond and over-controlling in the wrong direction. I was now able to add "ground loop" 10 my Then he said the immortal words that set me back on the path to glory. "You're still too much. Relax and let the glider itself more. Imagine water down a hill; it doesn't move unless it has to. It itself into the air or turn unless makes it move."

I sm and reflected on this (it was okay to 1hink, because l was on solid ground). I1 made

bar.

but whm

sense. force the to rise when it would lift itself at the correct throw my entire wcigh1 into a turn, when a slight rnovcmrnt of the bar would 1he same purpose without 1he need to over correct to get back 10 the intended direction.

I wcm back to the under the glider looking at

hi!L Water wouldn't 10 top speed, it would allow gravity to pull it forward. It would move with the hill, not it. I lifted the , and waited im1il I had a clear image of water, then allowed to move forward under the pull of The built the glider lifted itself I 1m1dc easy control moves withou1 stopping 10 think, nor The glider flew itself with litfrom me, and afkr I landed I frlt I had been moving as one with the air instead of in ion 10 it.

I haven't crashed much since 1hen!

flares.

HANG GLIDING

It was a clear chilly morning last week as I stood on top of the Shawangunk Ridge gazing down at Ellenville with a mouth dry as a desert.. It was dry because I was about to take the biggest step in my lifc ... a thousand foot one to be exact, and I thought maybe I was going a little too far (or high?) in the journalistic pursuit of a story.

It was back at the beginning of the summer, not long after I first began working at the Ellenville Journal, that I decided learning how to hang glide might make a good story.

I had surfed, skied, sailed and scuba dived in the past and I thought, how different could hang gliding be? I was to find out just how different.

I introduced myself to Mary and T.J. Young at Aerial Techniques, outlined my rough plan and they signed me up for the beginners course.

Ground School I found myself in a class with a half a dozen other potential bird men. Our instructor, Paul Voight, took us out to the school's training hill where we would first receive our ground school.

I strained to remember evcrythiug he told us, as we learned to set up the training gliders and put on our harnesses. I realized passing this course meant more than getting a simple grade. There were no grades. What you learned was tested by just how well you did when it came to Hying. An embarrassing and potentially painful crash would be the mark of failure.

I first had to learn how to handle the glider on the ground. I discovered thm picking up a glider is simple; keeping it under control is a different matter. A glider can feel like a feather or pull you around like a rampaging elephant, depending on how you hold it in the wind.

After a few times of playing elephant trainer, I finally got the knack of holding it right. Still, there was more to learn. Now my instructor wanted me to run with it.

A good run is a prerequisite for a good takeoff. And without a good takeofl; you arc likely to have a short flight with an uncontrolled landing ... in other words, you crash.

So, we ran and ran and ran. Okay, our instmctor says, it is now time to make like the birdies. Up the 180-foot hill we climb with the fifty pound gliders on our shoulders. No ski lifts here.

Who would be first to go? Not me, everyone says in unison, so the instructor breaks the ice and straps himself in to show us how it's done.

He makes an easy takeoff, a perfect flight 10 the field below, ending with a stand up landing. Simple. A piece of cake, I think 10 myself.

I'm cager now to try it. I take the next glider, hooking in and tightening my helmet strap.

Paul stands at the bottom of the hill, shouting up directions to me.

16

HANG GLIDING

The wind is righ1 so I start my nm. The glider lifts from my shoulders so I jump into it, thinking it's trying to leave without me.

That's a mistake. The nose starts sliding up and I get the sickening feeling of being srntionary 180 feet above the ground. Instinct tells me to pull the control bar in and l soon find myself' diving back toward !he ground. I hear the mufTied instructions from Paul to push out, so as my training wheels graze the ground, I give the control bar a shove. And then I am flying, really flying. 11 is a beautiful feeling which is cut all too shon when the ground comes up and hits me again. The glider and l slide across the field for about twenty yards before coming 10 a halt.

It was like the old Indian saying: "He fly real good, but land real bad."

Well, practice makes perfccl, or at least better. So I practiced, and practiced, and practiced. Eventually it was time for me to get my own glider.

There was more practice, practice, practice.

I took my I-fang I pilot's test. Then my IIang II test. Was I ready for the mountain now?

Nope. More practice, my instrucwr insists.

After carrying the heavy glider up the training hill a few dozen times, I begin to wonder if it's worth it all. The thirty second flights were nice, but there was a lot of work involved.

"Jmt wait until you get off the mountain," Paul would tell me, "there is nothing that can compare to it."

So up the training hill I would go again.

Finally came the day when Paul asked me if I wanted to go off the mountain.

That aHcrnoon we went to the mountain launch site. It was a good day for flying ... if' you weren't a beginner. A dozen other gliders were Hoating easily in the ridge lilt, but Paul said it LEFT: Dan Meenach enters the realm of the eagles al Tekoa, Washington in his UP Gemini.

Photo by Lisa Brown.

JUNF 1982

would be too turbulent for my first f1ight. I waited and watched the other pilots have the I ime of their lives. It was like being a starving dog in an Alpo factory only I didn't have a can opener.

Patience, I'm told. Patience is the pilot's friend, Paul says. You must. learn 1o fly only in conditions suited for you and not push your luck only because you want to fly so bad, because that's what will happen, you'll fly bad.

"The sport can be the safest in the world, or the most dangerous," T.J. tells me. It's the people who make mistakes that get hurt.

"The rnountain doesn't forgive," he warns.

So I wait.

The following morning I'm up at dawn to meet Paul at the launch site. My friend, Kathy, is there to take photos and my dog Jennifer comes along to see me off. Paul helps check and double check the glider. I strap on my harness and helmet as the morning sun just begins to warm the ridge.

I ,ooking down below at the valley, I think it never seemed this high before. Paul goes over my llight plan with me which consists basically of taking offsuccessfolly, flying to the landing field, and landing without mishap.

I find it hard to listen because for some reason my heart is thumping loudly in my ears.

It's time to go I realize, so I give Kathy a kiss and my dog a hug before hooking into the glider. I set myself up at the top of'the 60-foot runway.

"Go when you're ready," Paul says.

I was ready, so my feet began moving. It seemed like a very long run, but before I was halfway down the path, I noticed my legs churning the empty air.

Over the precipice I sailed and the valley burst open around me.

I was Hying. The fear and tension melled away and in its place came exhilaration and the one feeling I cherish most ... freedom. Free, I was free.

With just those few steps off the mountain, I had entered the realm of the eagles which seemed 10 have no time or space. Over the green forest I went, looking back to sec the tiny figures at the launch site recede in the distance. Over roads and cornfields I flew, my glider taunt and near noiseless in the smoo1 h morning air. The ground came up all too soon, and my landing brought me back into rude contact. with the earth. I had made it mid as I looked back up at the mountain from where I had come, only one thing stood out in my mind I wanted to do it again.

I would like to thank all those who made the experience possible: Paul, T.J., Mary, Scotty, Dan, and all the pilots who opened the way before me. What started ou1 as just a "story" turned into something much more, something that is hard to understand by anyone other than another flyer. ,...

17

•

•

•

V

Just when yot.1 thought a glider coutcln'f~e ... anY lighter ...set up anY quicker ... perform anY better

JAVELIN SPECIFICATIONS 208

168

Leading Edge Ar ea Aspect Ratio Nose Angle Span

18' 168 sq. ft.

6.1 122 degrees 31'8"

168

18'4" 207 sq. ft.

5.2 122 degrees 32'2"

Pilot Weight R ~eight lncludi~~g: reakdown L ag Trike Adapta:~;'1 Root Cord

115·1951b 208 59 lbs s l60 · 240 lb 12' 64 lbs s 12 Optional ' 9'2" Optional 10'1"

RIGHT: Rob Kells pilots his Wills Wing Duck BELOW: area in over lhe the moming.

(INSET): with an aerial perspective

On the Central Coast of Califiirnia, just south of Pismo Beach (of clam fame) and west of Santa Maria, there lies a small, agricultural town named Guadalupe. It is just outside of this otherwise inconsequential pueblo that there arc some of the most amaz· dunes one can ever have the opportunity to visit and The occasion this 20th of March was to par· ticipatc in the newly-revived Otto Lilienthal hosted by The Hang Gliding Com· pany of Pismo Beach. The goal of the meet and was quite simply to have fun. To say the least, that goal was achieved many times over!

Due to its central location in the state, the Guadalupe dunes are easily accessible from north or south within a few hours. The only qualifier for flying this site is a 1-wheel drive vehicle, although I don't think that catching a ride out to the hill would ever be a problem. A call to the Hang Gliding Company in advance would virtually assure handling any logistical problems.

My buddy and I awoke Saturday morning in a small motel in Santa Maria, having arrived quite late the previous night. After getting showers and watching a truly inspirational ccli· tion of"Porky Pig and His Friends," we made our way to the nearest supermarket to stock up on the necessary provisions for out on the dunes. We ended up (hikers and backI akc note) with tortilla chips, Ruf11es, JUNf: 1982

Lester Washburn

19

RC Cola, a twelve-pack of beer, ingredients for ham sandwiches, two quarts of milk and cinnamon rolls (the latter for breakfast). We were definitely ready to "rough it."

We drove out through large fields of broccoli and other various crops until we reached a line of what were obviously diver vehicles. A sign on one of them read, "Shuttle runs every half hour" and sure enough, in about ten minutes up drove a huge 4 x 4 truck, the kind that looks like it could climb the exterior of the World Trade Center (King Kong eat your heart out). On the door of this monster was a sign declaring it to be owned by The Hang Gliding Company, Mike Leger, Perry Judd and Randy Cobb. It was Randy who happened to be commanding the "Shuttle Craft" in this instance. We all took note of the wind, which at this time was blowing cross from the north, the dunes facing northwest. Nevertheless, Randy tilted back his head, squinted one eye as he looked into the sky and declared, "It's going to be real good today!" "What the hell," I thought, "I'll go along with that attitude."

So, we piled our divers onto the Shuttle Craft, loaded our various "camping gear" and off across the sand we headed.

When I was initially introduced to the hill that was supposed to be "soarable," I had my doubts. "It'll have to blow like everlovin' stink," I thought to myself," to make this pile of sand soarable." Well, as I've discovered many times in the past, that's what I get for thinking.

The truth of the matter was that in about an hour the wind began to change direction, straight in and definitely in our favor. As I was discovering that the Porta Potty had reached critical mass and was looking for an obscure spot to ponder my flying technique, Rick Fritz took off from the top of the hill in his Pro Star.

Yes, fellow air junkies, he was indeed soaring!

And now the mad dash to set up and trudge up the hill was on. In a short time pilots were walking, kiting and/or "sandplodding" their divers to the top of the 300-foot hill. I began to question that height figure after getting some great exercise sandplodding my own glider to the top. The real insult came when I set my glider down and turned around to see Mark Bennett and Rob Kells with a better idea.

They both merely launched from about halfway up the hill.

After watching Dan Racanelli and Rick Fritz "The Cat" make spectacular top landings, I decided it was time for a stab at it.

Yahoo, lo and behold, egad, these dunes were downright JuJu (a Swahili term for "soarable") and anyone who had an itch to fly certainly didn't have to scratch to do so.

Anyway, the effortless soaring afforded a great seat for viewing the competition itself. This consisted of rounding two pylons (#1 twice), crossing a foul line and making any kind of landing for the fastest time.

20

The competition was fierce in the advanced class. The first day saw Rob Kells in the lead by .2 seconds over Dan Racanelli with Mark Bennett third. On day two things were to change radically. Kells and Bennett were out to better their times and started loading on more ballast. Rob had to be bungie launched as he was almost unable to stand. All this was to no avail as the 100 pounds plus put him too low at Pylon #1 and forced a landing.

Meanwhile, an array of various glider designs specked over the dunes. As I was to discover on the second day, the flight to Point Sal and the view to the southwest were especially breathtaking. The lift was very consistent, with a few whoop-de-doos here and there as icing on the cake. Gliders were soaring a thousand feet plus above the dunes. The sky became filled with the sound of airgasms, not to mention quite a few pleased pilots. It was your classic sun-sand-surf-turf-sky California scene. Bliss. The only thing that could possibly have made the day absolutely perfect would have been a great party that very night.

Holy Guacamole! The Hang Gliding Company and friends had no intention of letting the festivities or high energy subside. They arrived around dinner time with a healthy keg and a small gas-powered generator, the latter to enable Rob Kells to air some fantastic video tapes of the great Bob Wills in action, with footage from the recent Telluride Aerobatic Competition as dessert.

Sunday morning proved to be one of those beautiful sunny coastal eye openers, guaranteed to be the harbinger of awesome events.

The early morning breezes were blowing from the east, but subsided by midmorning. The pace was a lazy one as people started setting up their gliders. It was time to start working on tans. Randy wasn't so sure about the conditions as he had been the day before. Groups of people were shuttling out all but the most important of their gear: gliders, equipment bags and coolers. The flag began to freshen from the northwest. JuJu, Bwana!

The "halfway up the hill launch" club had greatly swollen its ranks since Saturday. It was

most definitely the way to go. The air turned out to be even smoother than the day before.

Mother of Pearl! Cheese Whiz! The folks from the Central Coast were obviously on a "funny channel" with the good Dr. George himselfl Once again, the soaring was nothing but enjoyable. Views to all points of the compass were fabulous panoramas; the coast receding into snow capped peaks in the distance was perhaps the most exhilarating. What a gaggle of gliders convened over the ridge between Point Sal and Devil's Slide. It was impossible to resist hopping the gap, whereupon I only discovered stronger, smoother lift. It was glorious. It was Guadalupe. When I finally conquered the low gravity and landed there no longer seemed to be any need to hike to the top to launch. Rob and Mark were merely taking a few steps back from the offtcial's tent before pressing the UP button.

As the afternoon wore on the pilots remaining in the sky began to initiate their "landing attempts." The technique that emerged as perhaps the most effective was the crosswind approach with a very slight turn into the wind at the last moment. Pr:ople still found themselves going back up and having to try it all over again. The Hang Gliding Company finally decided it was time to award prizes for the competition, despite the fact that there were still quite a few gliders in the air. These last pilots who were still airborne were determined to enjoy the last minutes of this incredible lift.

Personally, I cannot think of when I have had a better weekend of flying and partying.

The competition bore no heavy overtones, the weather was perfect, the flying spectacular, and the new friends made were fantastic. It'll take a full-on blizzard in Central California to keep me away from next year's meet in Guadalupe. The Hang Gliding Company, as well as all of the people who helped organize this Otto Lilienthal Fly-In should all be heartily thanked and commended for a superb flying experience. I also commend them for their meet dedication.

The Fly-In was offtcially dedicated to Marty Alameda. Thanks, Marty. ~

MEET RES ULTS ADVANCED CLASS 1. Dan Racanelli, San Francisco, CA 2. Mike Sanders, San Luis Obispo, CA 3. Mark Bennett, San Luis Obispo, CA 4. Mark Clement, Paso Robles, CA

TIME The Magic Arrow 185 Comet 165 Comet 175 Demon

6:42 7:04 7:05 7:38

177 Harrier 164 Gemini Super Lancer Delta X-Series 160

9:05 11:53 17:51 20:23

INTERMEDIATE CLASS 1. Monty Sepulveda, Grover City, CA 2. Jim Garcia, San Luis Obispo, CA 3. Kurt Aronow, Lompoc, CA 4. Mike Buchbinder, Los Angeles, CA

HANG GLIDING

RECOGNITION OF EFFORT How gliding is regarded the public is governed not so much by what we say about ourselves as what others say about us. With this thought in mind I would like 10 bring to your attention comments made about USHGA in an article on ultralights and the NPRM in the 1982 issue of AOPA l'ILOT Thomas A. Horne writes, "The work of the United Sates Association kept these recommendations (Advisory Circular 60-10) from escalating into law. The USHGA instituted a program of self regulation that established pilot training and certification standards. The organization also supports the Glider Manufactmer's Association, which established airworthiness standards for The FAA was satisfied with the work of these two tions, .and (was) with the way hang gliding accident stalistics had gone clown. Self regulation was working, and the spon of hang gliding acquired a new respectability,'' Such words of praise arc sweet indeed when from the aviation organization in the nation, and from the one group with which hang could have the largest con· f1ict. USHCrA and its members have worked prohard to design needed and grams and to make them work. It is nice to sec our effort recognized. the NPRM the article says nearly everyone knowledgeable about ultralights believes that, "Hang gliders should be excluded from the provisions. The sport itself adequately, hang gliders have a limited range, and operations take place in remote areas where conflict with conventional aircrafl is unlikely."

JUNE l9B2

If we ever needed proof that our Association is working to make the sport safe and to keep it free we now have it. While Association leaders devise programs, it is the members who make those programs work on every flight. Your care and caution have paid off for the sport. heartfrlt thanks for what you have accomplished, and for the positive impcssion of that you have helped to make. l stand tall for this great sport, and am filled with pride for USHGA and its members.

Your continued efforts to maintain and improve hang gliding safety will also create benefits in the future. If you have a flying friend who is not a member, get them on board USHGA. They shouldn't be lcfi: out of our efforts to make the sport even better.

ULTRAUGHT FOLLOW-THROUGH

USHGA members and AOPA stall members gathered in the AOPA room lo create !he

At the l981 meeting of the Board of Directors in San Francisco the decision was made to encl USHGA involvement with ultra!, l 9B2. During that oneyear period an effort was to be made to form an to accept the responsibility for the movement and to offer to it the programs USHGA for ultralights. I am

accomplished ahead of schedule and at no cos1 to the Association.

The new organization is the Ultralight Division of the Aircraft Owners and Pilots Association (AOPA). Much credit goes to USHGA immediate past president Dave Broyles for leading the effort to establish an organization under AOPA l have had the pleasure of working with him and AOPA ofiicials in carrying out the Board's decision.

A series of planning culminated in the April 3, 1982 gathering of individuals in Washington, D.C. who serve as an Advisory Council to the president of AOP A regarding ultralight matters. At the a thorough discussion of ultralight issues took place and agreement reached on the programs that are getting underway.

Programs include Air Safety Foundation: pilot certification, technical standards and aircraft and engine registration, accident reporting and feedback lo pilots; and AOPA insurance for pilots, the AOPA newsletter, an Ultralight Division magazine, legislative representation on the national and stale level, Ultralight Division merchandise, a full-time staff specialist to coordinate UD ac·· tivities with other AOPA services and functions, national fly-ins and FAA liaison.

These arc titles of programs that each have a number of activities. The effort that AOI' A is making t.o assure the Division's success is very substantial, including top management's enthusiastic support and an annual budget of' over $200,000. That is commitment.

AOPA represents more than 260,000 members who own or aviation air·· craft. I1 was founded in 1939 to make safer, less more useful, and more fun. 'That is the basic to the

21

Progressive Aircraft Comnany: A Consumer Report.

ProfileProgressive Aircraft Company, in its second year of operation is fast becoming a leader in the hang gliding industry, and a standard by which other high quality/ high performance gliders are judged.

Based in Simi Valley, California, just outside of Los Angeles, Progressive Aircraft Company has grown from a limited production/factory direct policy to a worldwide dealer-distribution network.

The factory now houses the complete operation, from original machine shop work, to complete sail loft and fabrication area. Manned by only the best personnel, the factory runs with professional precision that guarantees consistently superior gliders.

Pride is the feeling in the ProAir factory.

Pride in the fact that the Progressive Aircraft Company gliders are the finest produced in the world today.

QualityQuality is the general theme in the complete line of Progressive Aircraft Company products. Only the finest aicraft materials and expensive Delrin plastics are used in the construction of the gliders. Each part is expertly machined to an exacting design, a design carefully engineered for optimum performance in each of the ProAir gliders. All gliders are carefully test flown to meet the high ProAir standards.

This concern for quality is maintained throughout all of the Progressive Aircraft Company products, a line that runs from the new ProLite Parachute and Harness to varios and helmets.

Product LineProgressive Aircraft Company offers the versatility of three lines of gliders, each designed for varying degrees of pilot expertise and available in different sizes to cover all weights of pilots.

The Breez Designed for the beginning and intermediate pilot, it offers the advantage of tight sail-fixed air foil performance while retaining the ease and forgiveness of the beginning glider. Now offered in two sizes to fit all pilot weight ranges, this glider is being used in the finest schools and has been found the best glider for training beginning and intermediate students.

Special features allow the glider to "grow" with the pilot as his skills improve. Advertising for The Breez states "The Breez, truly a glider for the expeits of tomorrow," and with all the standard features, it's the best value on the market today.

The ProAir This has been the flagship of the Progressive Aircraft Compay fleet. When introduced to the hang gliding market it immediately set new sales records and standards the industry has yet to match.

Each component was designed and re· designed to assure complete function with the whole. The ProAir offers a wide selection of color combinations and the guarantee of long-lasting sails with its use of the cord wise sail cut. This process is considerably more time consuming, but assures the sail will retain proper camber and shape for its entire flying life. The ProAir excels in handling and performance, allowing the recreational pilot many hours of pleasurable, troublefree flying.

The ProStar This is the highest performing of all the Progressive Aircraft company gliders.

Designed for the expert and competition pilot, it offers a superior sink rate and excellent glide. It features the innovative hardware of the ProAir, a higher aspect ratio and lower twist sail, and the crisp, precise handling and response the compe-

titian pilot demands. The body is made of a special white sail cloth with trailing edge reinforcement. The keel pocket velcros in the front to provide storage areas for cross country flights. Both the ProStar and the ProAir use heavy 14 mil mylar in the leading edges for precise camber support. It is now available in three sizes to meet the exact wing loading demands of the competition pilot.

All three gliders, the Breez, theProAir and the ProStar use interchangeable airframes and 12-foot breakdown for ease of shipping and storage.

AccessoriesProgressive Aircraft Company also handles a large accessory line and features the ProLite Harness and Parachute. Tshirts, hats, and stickers are all available with the ProAir logo.

CertificationThe ProAir crew have complete testing facilities that include a load test vehicle, a pitch test vehicle, cameras and airspeed indicators; everything needed for certification. Additionally, seven years of expelience on the HGMA board (one year as president and three years as secretary) goes into every package presented.

DistributionProgressive Aircraft Company gliders and accessories are rapidly gaining professional dealer networks across the world. Inquiries by new dealerships are invited, and literature is available detail· ing features and specifications. Call or write Progressive Aircraft Company, 4544 Industrial Street, Simi Valley, CA 93063, (805) 583-1014.

Progressive Aircraft Company

Fly One

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WOULD YOU PAY 25¢ FOR A MAGAZINE YOU DON'T RECEIVE? HELP US ELIMINATE COSTLY POST OFFICE RETURNS Your USHGA now pays a quarter for every member who moves and doesn't report his or her address to the USHGA in time to make the change on the mailing list for the next issue of HANG GLIDING magazine The Post Office returns undeliverable magazines to us and charges us 25¢ In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move. Thank you fo1 vour cooperation.

Adven,semen See ext folio v,ng cenrer old UP Spores

UP-1

UP-2

UP-3

UP-4

UP- CENTER FOLD USHGA National champ, Eric Raymond, thermals his UP Gemini over the "E" at Lake Elsinore, California.

Eric is equipped with an Ultralite Producl/Raymond full envelope harness, 24' chute, UP helmet, long sleeve flyers shirt, UP "thermal seeker" polarized sunglasses and UP "kwik-clamp" vario bracket with Ball 620H vario and aircraft type altimeter.

UP 164 GEMINI BASE PRICE.· 1,595.00 OPTIONS.· Spectrum cloth-60.00 Competition model with mylar leading edges-95.00 UP/Raymond Standard Full Envelope Harness: 228.00 Harness with Pro II Bag: 250.00 UP/Free Flight 24' Chute: 398.00 (26' dia. available 425.00) UP Helmet: 49.50 UP Long Sleeve Flyers Shirt: 10.00 UP "Thermal Seeker" Polarized Sunglasses: 29.95

UP-1/2 Top ranking USHGA competition pilot, Mark Bennett, wears the UP Gemini football jersey. Note the heavyweight ribbed collar, half length sleeves and heavyweight construction. It features four color artwork on back and "UP" trademark on chest.

MODEL: UPS-FBJ COLORS: Off White SIZES: S, M, L, XL PRICE 12.50 Mark also wears UP's radical new polarized "thermal seeker" sunglasses favored by top XC pilots everywhere.

Tl1eir lightweight and full wrap-around design makes them ideal for use in all active sports.

MODEL: UPA-SG CASE COLOR: White or Black PRICE: 29.95

UP-3 UP factory pilot, Mike Tooker, flies his competition model UP Gemini at the "E" above Lake Elsinore. Mike wears UP's popular two color baseball style jersey. It features contrasting collar, three quarter length sleeves, four color artwork on back with "UP" trademark on chest and "Ultralite Products" on sleeves.

MODEL: UPS-BBJ COLORS: White body, Blue, Red, Black, Burgundy, and Orange sleeves SIZES: S, M, L, XL PRICE: 12.50

UP-4 Several of the UP flying shirts as worn by top pilots Eric Raymond, Mark Bennett, Mike Tooker, and Ron Young.

Left to right; Eric is in the long sleeved "Comet" shirt.

MODEL: UPS-LST COLORS: Yellow, Light Blue, Tan and White SIZES: S, M, L, XL PRICE· 10.00 Ron (on top of van) wears UP's new heavyduty sweatshirt that pilots favor for high altitude flying. It features "UP Sports" trademark on chest and back.

MODEL. UPS-SWTS COLORS: White or Yellow SIZES: S, M, L, XL PRICE: 17.00 Mark in the ever popular single color UP Gemini football jersey. It features Guy Maclachlan's fantastic, four color artwork!

MODEL: UPS-FBJ COLOR. Off white SIZES: S, M, L, XL PRICE: 12.50

Mike wears UP's classic two color UP Gemini baseball jersey A popular style with flyers everywhere.

MODEL: UPS-BBJ COLORS. White body, Blue, Red, Black, · Burgundy, and Orange sleeves.

PRICE: 12.50

UP-5/6 Mike Tooker flies with UP's "Sierra" stirrup harness, Ultra lite Products most popular new style for the BO's!

The "UP Sierra" features Ultra lite Products specially made deep foam for warmth and comfort and is one of the few harnesses of its type that has an integral 'chute container for minimum aerodynamic drag. UP construction features heavyduty, nylon webbing for main supports and "ballistic cloth' chest support for maximum comfort and endurance. Heavycluty nylon parapak in a bright assortment of colors line the Sierra inside and out.

All support lines are heavyweight dacron and it comes standard with a locking carabiener and beautiful "Pro II" travel bag Note: You can save money if you buy your harness with a parachute or travel bag.

MODEL: UP-SRR-S COLORS: Blue, Red, Navy, Orange, and Brown SIZES. S, M, L, XL PRICE Harness/Pro II Bag/24' Chute: 530.00 Harness/Pro II Bag: 175.00 Harness only: 155.00 Note: The Sierra is available in an "Eco Flight" version with standard thickness foam and no parachute container.

MODEL: UP-SRR-E PRICE 120.00

UP-7 Mark Bennett, Mike Tooker and Ron Young.

UP-8 A few models of the UP harness line as worn by (left to right) Eric Raymond, Mike Tooker, Mark Bennett and Ron Young. Eric in his classic design the "UP/Raymond full envelope cocoon style" harness with integral chute container and 24' chute. Mark wears the "competition model" of the famous UP/Raymond full envelope cocoon.

It features integral chute container and progressive ballast release system. Mike in the UP "Sierra" stirrup harness. Note the integral chute container. Ron Young wears the classic "UP Cloud" knee hanger harness. This is the most popular harness in hang gliding according to a survey in Whole Air maga1ine. They are often imitated but never equaled! The "best buy" for beginner and intermediate pilots.

UP-9 Cloud Harness MODEL: UP-CL0-1 PRICE.· 99.50

UP-10 Competition Model Full Envelope MODEL: UP-ENV-1 PRICE: 295.00

approach the characteristics of UP's special medium density foam). UP's special foam costs about three times as much as other foams and because of its unique characteristics, it makes the harness difficult to construct. UP has had to specially modify their sewing machines to fabricate all the layers of foam, ballistics cloth, surface layers and support webbing. UP's medium density foam also has excellent memory and has shown no sign of breaking down after two years of continuous use. This special foam is what separates these UP harnesses from all others in terms of comfort and durability. Before buying any harness, compare comfort and then, if possible, look at several harnesses with more than a season's flying on them. The difference is very evident.

STRENGTH: UP/Raymond harnesses are tested to withstand a parachute opening shock at terminal velocity free fall (200+ mph). Skydiving harness testing standards were used for all evaluations. The shoulder pads and leg straps were each tested to 3,000 lbs. and the main body of the harness was tested to 3,500 lbs. All with no sign of failure. To achieve this structural integrity, each UP/Raymond designed harness contains a piece of heavy nylon ballistics cloth (a heavy-duty close-weave material developed for bulletproof vests). This special cloth acts like a continuous sheet of super strong webbing connecting all the suspension points at the leg straps and webbing inside the shoulder pads (some manufacturers run continuous webbing around their harnesses to achieve this integrity but they usually don't reinforce the shoulder pads, creating a wear point).

A few other harness manufacturers use external webbing. Besides being aesthetically and aerodynamically unclean, this exposes the support webbing to damage from abrasion and ultraviolet radiation.

All UP/Raymond cocoon harnesses are rigged with a custom designed dacron rope, tested to 2,000 lbs., and protected from abrasion with a close-woven outer sheath.

This dacron rope is far less affected by ultraviolet radiation than nylon ropes. This special dacron rope and ballistics cloth construction are available only in harnesses from UP Sports Inc. SIZES: Because of the synthetic materials used in construction, all UP/Raymond harnesses have shown a tendency to shrink one full size during their first year of use. Therefore, you should plan on the harness being slightly oversize to start with (this size difference can be easily accommodated in the shoulder strap adjustment) Extra-Small 5'0"-5'3" Small 5'3"-5'6" Medium 5'6"-5'9" Large 5'9"-6'0" Extra-Large 6'0"-6'3" COLORS & DESIGN: All production full envelope harnesses are made with the main body in one color and has three horizontal accent stripes at no extra charge.

All other harnesses are made in a single color only.

Special color combinations, stripes and designs will be quoted on special order. Colors available are red, orange, yellow, green, dark blue, light blue, tan, brown, and black.

UP Kwik-clamp Vario Bracket: 14.00 Ball 620H Variometer: 275.00 Aircraft Altimeter: Price on request

Competition Model with Pro II Bag MODEL: UP-ENV-2 PRICE: 317.00

UP-DETAILS COMFORT: UP/Raymond Envelope cocoon and stirrup harnesses are built with a special grade of open cell foam, formulated exclusively for Ultralite Products and available only through UP. This special foam is what makes it possible for the internal chute containers to be so comfortable and streamlined. All other manufacturers use soft upholstery foam or thin, closed cell foam resulting in poor comfort and durability (some have even gone as far as using a layer of each to

Ur.I SPORTS UP SPORTS, 28011 FRONT STREET TEMECULA, CALIF. 92390, U.S.A. (714)-676-5652

The Flier

by Dart Joshcrow

The other day I was soaring around my ridge feeling out the lift) riding a few thermals and happened to experience a ve1y interesting flight. Below) the winter was turning into spring and the green was just starting to come out on the trees. The air was clean and just barely cool but the sun was shining warmly on my wings. Below) the fields were busy and active) which probably meant a good spring for me. As I flew) I could feel the thermal efficiency of the air increase) which would be good for some altitude gains. But I wasn't as interested in that as I was in checking out the newly awakening terrain. It is always nice in spring to just fly around) noticing eve1ything new and appreciating the beauty of new life. After a few minutes flying) and a couple of passes by one of the nicer faces of the ridge) I moved into one of our bowls where a nice thermal was popping off. Three-six tying a couple of times) I noticed out of the corner of my eye another pair of wings coming my way. For a second I worried about whether he saw me) but as he got closer I could see we were in no trouble. He had a fairly large span but entered the thermal quite easily opposite me. As I glanced over I noticed he was eyeing me as intently as I was him. I could see a smile on his face) and then heard a loud )!eehaw' - obviously) a happy flier. I also was enjoying our small aerial ballet though not so boisterously. As we flew I noticed I seemed to have a little better glide than my friend) and as we 360'd together, I was gaining a bit faster; so deciding not to show of.l I flew off to well above the face I had been working earlier.

My lower friend noticed and started to follow along. It was at about this time, as I hit some powe1fully strong lift, that I saw it ... My wings folded up around me) an instant flow of adrenalin poured into me) and I began to dive rapidly. Quickly) the ground approached and as I neared tree level I again widened them slowly) flared) and sank my talons into a plump ground squirrel. As I finished my meal on a nice warm rock nearby) I noticed my friend still soaring high above.

Well, I thought, he may be a good flier) but he doesn't seem to be such a good hunter.

Courtesy of Southern New Yark HGPA News/et/er

JUNE 1982

29

article and

Robert Krider

If you are wondering if there might be some way to deal with next year's December Doldrums, consider this: a flying area with virtually guaranteed cross-country conditions every day, with no other gliders for hundreds (thousands?) of miles, and maybe one aircraft of any type per week in your airspace. Sound OK? Then throw in locals (including the police) who are so impressed they can't do enough for you, and the rest of the country su!Iiciently interesting to make even the most strung-out sky junky take time off from flying on good days. This particular version of Nirvana is the Kerio Valley, in Kenya.

THE LAY OF THE LAND Forty million years ago the Red Sea began to open, separating the Arabian Peninsula from Africa; the huge rip in the earth's crust continues southward, creating the African Rift System. A rift valley starts with the earth's crust bulging upwards, and then separating, with bits and pieces sliding back into the valley. The result is a long, high escarpment with a gently t.ilted plateau for many miles behind it.

The Kerio Valley is a branch of this system starting about forty miles north of the equator.

30

The cast-north-cast facing escarpment reaches over 9,000 feet MSL at its highest point, close to a mile above the valley floor, which is quite flat, but unfortunately covered with thorn trees great big nasty trees with three-inch spikes on them. There arc a few places big enough to get in, but they're sufficiently unpleasant and sparse to provide a real incentive to not go down. There is also a river with open flats big enough to land in, but, unlike thorn trees, crocodiles arc quite mobile. So we didn't really check it out.

Back of the escarpment the story is quite dif: ferent. First, there is about two or three miles of scattered forest, and then open fields all the way to Uganda. The land slopes away gradual· HANG GLIDING

are quite dry, and the (northern hemisphere) summer months only slightly wetter.

FIVE BRITS AND A CANUCK

ly, to about 8,000 feet ten miles back. Because it's farmland, there's a good road network, and a few paved roads; it sort of reminded me of Alberta.

THE WAYS OF THE WIND

An Irishman living in London by the name of Lindsay Ruddock, and his English friend, Dave Cheeseman, had more or less pioneered the Kerio Valley during Christmas l 980, and Lindsay w11s sufficiently impressed (read, "blown away") to put a short ad in Wings! magazine to try and organize another trip with a few more people to decrease costs and increase flying time.

January tenth found Lawrence Bourne, Richard Brown (a British League pilot), Dave Raymond (remember the movie, Tommy?), Ceri Davies, and myself battling through some of the worst snow Britain had seen in decades to get to Heathrow to join Lindsay in Nairobi.

Ceri, because we had to come from Wales, didn't make it until the following day, which a chain of events that delayed our gliders for a week. We spent the first five days in Nairobi meeting every plane from London, phoning London, praying (not necessarily to London), drinking, and agonizing under the most perfect XC skies one could hope to lay eyes on. I won't say anything about the next two days we spent in the game parks, except this: do it if you're there, and take lots of film.

When our wings finally showed up we loaded them onto an old rattletrap (it was cheap) rented a land rover and headed north.

The initial plan had been to assemble and check them out (and our drogue chutes, which Lindsay reckoned would be very useful for bottom landings, but which the English weather had prevcrned us from practicing with) on the Ngongs, some gentle hills near Nairobi that locals occasionally flew. But with

our first flight scheduled for the tenth day of a three week vacation, we just headed directly for the escarpment.

Our destination was Miss Drakely's. She is an 84 year-old retired missionary lady who rents out cottages occasionally for about two dollars a head per day, and lives 12 miles downwind from the escarpment. Two miles upwind from her is the Kaptagat Hotel, which has a good dining room and bar. The only other evidence of civilization (bars) is Eldoret, the local supply town, about twenty miles downwind.

THE FLYING The flying? Superb. Apologies to the other five, cause f'm going to concentrate on my flights; those were the only ones I was on.

Our first look over the escarpment was, ummmm... impressive. The launch was straight off a big chunk of granite. Not too difficult, but no room for errors. The top landing was a soccer field, with tall trees and fences around. Plenty or room, except that it was only a couple hundred yards back from a 4,500-foot drop and consequently wind direc· tion was a bit unpredictable.

By the time we'd assembled our gliders, it was late afternoon. Lawrence lost the driver lottery, Lindsay and Dave went down. Ccri and I top landed, and Richard set the pattern for the rest of the trip by heading a Jew miles downwind. I got in without any trouble, but Ceri undershot a bit and ended up in someone's back yard. I didn't actually sec how he did it, but his keel was six feet in front of a seven-foot high stake fence, and his nose was six feet behind a large grass hut when he was done. Fancy stuff.

I ,awrence left to retrieve Dave and L,,,,u""'.Y, abandoning us at 9,000 feet for the four-hour

In January, the Inter-Tropical Convergence Zone has moved south of the equator, so that the northeast trade winds are blowing directly on the escarpment. All day. The strength is variable due to thermal activity, but we were only blown out. one day in ten, and then only because we were using a cliff launch at the time. The air is incredibly clear. Friendly, high cumulus form every day and rarely overdevelop, although in the late afternoon, cu··nimbs formed in the west towards Lake Victoria (a thunderstorm frequency map of the area looks like a bulls-eye centered on the lake). In the spring and fall, the ITCZ crosses the equator, bringing the rains mainly thunderstorms. December, January and ABOVE: Cori launches his Demon from out of a crowd of hundreds ol amazed spectators. INSET: Recovery vehicle. RIGHT: The author's Comet and

helpers alter 29 miles.

JUNE 1982

31

round We formd ourselves rather sudden· ly sitting out of doors in the cold and dark, with a few villagers who invited us inside for .. p,ro11ect10,n" from, as best as I could gather, the local

or

away. ms,1stmR on us, and we rcfos· ing, partially from respect for our digestive systems, and because we didn't want to ourselves on their resources; are far from being aren't much subsistence the end, we couldn't refuse the and about the time our ride showed up, we were settling down to a meal of potatoes and corn, tea served in our host's best The food down for hours, then exited the same route it had entered. Needless to say, was far too sick and weak to that During the rest of the at least one person real plus, as there was a driver. second flight defined "drilled." I can say I have never lost 4,500 foci so fast. With about a thousand foet left I was just over 1he emergency field. h was unbelievable. had n slight slope on it so there was only one down· wind. That pan I knew about. What [ didn't know about was that the reason the was there was because the thorn trees had been cut down, except for the last four feet of each tree. There had been a halC·hearted attempt to clear stones away for cultivation, in spaced of boulders. There were also a few tall and concrel e·hard termite mounds. The next clearing in the solid mass of thorn trees was five miles away. This was crazy. What was 1 there? Willi,

proacl1 some semblance of normalcy, a few minutes later, became aware that l was the focus of a group of African women and children who were busily plucking thorns out of my jeans and harness, while I was wander· around "Whew! Wow! Hooowee!

Woo! Whew!" nnr,m1zr,cl my to help me extract my glider from the bush and carry it to the road. Meanwhile, had launched and gained a couple thousand feet. Not having learned from my example, he then decided to try and out over the valley to hunt ther,. mals, and a few minutes later was at tree·top level. I radioed him that he had a slight head .. dcpkJye:d his and came in at a sm,·rn·,o,ncrlu steep angle (for a Typhoon) into a landing in one of the fairly empty wasn't, to say the least, terribly hap· out over the valley. A bit later, our recovery crew radioed to say they were about to start down, bur that Richard had just landed, so be a while yet.

"Where's Richard been?"

"To Iten and back." That's twenty miles up the escarpment.

9 "That miserable && " !!!" He'd done the out and return in less than two hours and had a huge eagle with him for about ten miles. /\n,n~n·n,tlv this bird just cruised along under wing, with its head cocked sickat Richard. Then it would sud .. off and core a thermal. Richard n01·vn11slv follow, some altitude, and continue on their way.

Ceri made it to Iten and landed.

When we finally got back that night, I removed my sock 10 find a lovely, big, deep mauve eldest toe. So I grounded myself next and kept my foot in the air to minimize the throbbing.

On five we declared '"-"JJLu,ga,

our goal, and I took the standard precaution to ensure a good flight: I didn't wear gloves. The lift was strong, and in no time at all I had covered the ten miles and found myself 5,000 feet above the hotel. The cumulus was fizzling downwind, so I just happily frittered away my altitude and landed. I got some help carrying my gear from the crowd that gathered, and limped into the hotel garden with my bearers following along behind, Stanley·style. The manager and his wifo, an English couple, were sitting outside sipping tea., and, since they hadn't seen me land, were quite shocked my arrival, and sufficiently pleased to open the bar on the spot and feed me cold, free, and greatly appreciated beer. got a bit car· ried away and began making plans to turn Kaptagat Hotel into a hang gliding resort, starting off by offering anyone a free beer who landed there. A few minutes later, Richard 360'd overhead and landed, and we both col· lected a beer from our enthmiastic host. After that, at least one person made it to the hotel every day.

My next flight was memorable only for the landing. now the top landing area bad claimed one of Lawrence's downtubcs, a fair patch of Lindsay's knec,skin, and made a good stab at Richard, who survived treating trees like slalom gates.

I decided that, as I had gotten in safely once bcfrire, now would be a good time to try out my drogue. I radioed Dave, who was doing ATC from the ground, to talk me in and keep the crowds, numbering in hundreds by now, clear of the landing field. He reported calm conditions and managed to herd the crowd over to one corner of the field. I came in high, deployed the drogue, and waited a couple of seconds too long before diving in. A gust picked up my lcfi wing, and, as I dived, me about 45 degrees. I skimmed the ground,

here day

it. (He'd wanted his mommy, though.) Now, let's see, best lool,s like about good. Now, Icarus, some grand zvorth of a to six down is pretty don't you think?

Aha! That was a circled, located it, lost it, circled again, found it, lost ii, and then flew into the Hole. I cranked my Comet around toward the and folt my stomach tie itself in knots.

It was going to be close. the sink eased up, and downwind run. I just cleared the last thorn then the last ten·foot thorn bush, and pancaked into the last thrcc·foot thorn shrub·· The was to my toe, which smashed into one of those boulders I mentioned before.

When my blood started to ap ..

The live o'clock cunimb.

HANG GLIDING

converted over a six-foot fence and landed in the center of the crowd, several people under my would have a herded into a corner and landed on, but were more concerned about my health than their own friends and relatives, That was the last anyone the top from then on it was thermal out or go down, v,re On the third 10 last dcclarct!

We had moved a few the escarpment, where there was a grassy for a launch, away from the crowds that were every The thermals were through much more and the cumulus looked even better, I la unchcd about a calm and flew into six and seven down, I lost about a thousand foct, were to not let me go down again and thcu I hit it six and seven up, I was the sink 10 let away, and shot out of the said he'd never seen anyone lose and regain a

so "f'he thermals were strong and There was no

one up a downwind 10 the

was and how fast I was but all [ had to do was reach for 1he hand mike and I'd be ouL someone how

When I was about ten miles from launch, Dave called and asked me where was as hadn't made a crosswind dash to tagaL I was amazed that he could still see me,

"I'm ment" You should be able to sec Elclorc1 now," downwind, and there, ten miks

I'm I'm "Roger," A few minutes later I heard that Richard had landed at Hotel, that a Lancashircman can smell feet, asked me where I was, but now I to be l had my was too so decided to stop enough 10 reach cloudbasc, I had never been, It was 6,600 f(:et above takeofl~ which was just over 11,000 fret MSL, and at that about 8,000 fret above the For the JlJN[ 1982

Waiting for the cumulus,

"In ten days we had all broken our personal records, including the two pilots who had flown Owens Valley. The people were incredibly friendly, helpful and amazed." first time in my flying career, I forgot about the ground. I forgot about dashing downwind, coring thermals, and working hard. For about fifteen minutes, I became lost in the euphoria of playing tag with the edges of clouds, of hopping from one to the other and back again, and making fast runs directly under them, through the heart of the lift. The clouds were very friendly. It was tempting to go higher, but even though we were living at 8,000 feet, I felt 15,000 was probably high enough without oxygen. When I finally returned my attention to mother earth, I was just south of Eldoret.

The paved road bent south-south-west here, which was almost directly crosswind. I got back to cloudbase again, and then turned to follow the road. On that final glide, I stopped to work just one more thermal, but drifted away from the road so quickly I give it up. I was satiated, content; my desire for miles seemed irrelevant, almost juvenile. I felt that 100 miles was easily within reach if I wanted to leave the paved road, but somehow it didn't seem important. I had peculiar thoughts like, "If I go much further, it'll be a long time before I surpass this flight, so I'd better come down." Must have been hypoxia. Besides, the wind was much more easterly than usual, which meant Uganda was only seventy miles, and I suspected Ugandans would consider flying men an appropriate machine pistol target.

So I chose a nice big field and landed, twentynine straight line miles from launch. In spite of spending fifteen minutes aimlessly flying around, and then doing the last ten miles mostly crosswind, the flight only took one hour and fifteen minutes.

A small knot of people approached to within a few hundred yards, and then stopped, clearly unsure of the wisdom of coming close to a man who has just descended from empty skies on bats' wings. A reassuring wave brought them charging over at full speed. As I happily derigged and answered wuffo questions, the crowd grew, until I suddently noticed the khaki uniforms of the Kenya Police, who were observing me with as much puzzlement as anyone. I was still far too high to be worried (even though I knew that the closer to Uganda, the more suspicious the natives) and quickly convinced them that I'd flown from the Elgeyo escarpment, and that my motive was the love of flying. They organized the bystanders to carry all my gear the quarter mile to the highway; I tried to keep my harness and expensive hardware, but they insisted on carrying that as well. They then flagged down the first big truck that went by, ordered the locals to load all my gear in the back, and the driver to take me to Eldoret.

They insisted I take down the name of their

34

local detachment, which made me suspect they thought I was actually a secret agent working for the government, and would commend them for their helpfulness through higher channels. All I was sure of was that it was a remarkable recovery after a fantastic flight - I was back in Eldoret, with all my gear, about 45 minutes after landing.

Richard and Dave had, throughout the flying, been paying lip service to the theory that they weren't terribly bothered about going long distances, flying every day, and generally being gung-ho. Dave was believable, but I suspected Richard, who consistently had good flights, wasn't quite so laid back. With two good days remaining, Ceri had flown thirtyfive miles, and I had flown 29, and Richard, who was clearly the best pilot of the lot, had always stopped at Kaptagat Hotel. As we sat over our beer that evening, discussing our flights and studying maps, I saw a kind of faraway look come into his eyes.

"There was a hundred miles there today, for anyone who wanted it," I murmured.

His eyes glazed over as he stared into his beer glass. Slowly, the foam gathered itself into mounds and humps, forming tight, solid cumulus shapes. Then, in the middle of the amber liquid, a tiny green and white Typhoon appeared, slowly spiralling upwards.

"I think I'll go for it tomorrow," he said, nodding his head.

I decided to take a turn on the ground crew the next day, and for the first time in a month, didn't feel like a piano wire. In six flights I had broken my distance, altitude, and height gain records - twice each. It was time to relax.

Lindsay warned me that I would regret the decision when I was back under grey English skies, but I still think of that day, as I sit here under grey English skies, as one of the best of the trip.

The weather was perfect, the scenery magnificent, the air clearer than ever before, and I had three radio-controlled hang gliders to play with. Lawrence went down; Ceri, who didn't have a radio, disappeared (he didn't quite clear the forest), and Dave was off trying to purchase an authentic spear, leaving Richard and Lindsay in the sky. Richard methodically worked his way up and back. Lindsay gained a couple of thousand feet, and then decided to try flying out over the valley again. It looked like a mistake, as he slowly headed for the bottom. Then, with less than 2,000 feet to go, he spotted a decaying dust devil on the ground and headed for it. His vario only read to ten up, so we have no idea how fast he climbed, but I estimated he was gaining about 200 feet with every circle. Even from my vantage point two or three miles away, he looked jet-

propelled. In no time at all he was above 12,000 feet and drifting back into the ridge.

He eventually landed about fourteen miles downwind.

Richard, meanwhile, was battling for distance. It clearly wasn't as good as the day before, and judging by his transmissions, he was working hard. A couple hours into his flight, I called him for his location. He was over Kapsabet, "under a big black one and going up." Kapsabet was 35 miles, so definitely had Ceri's distance beat. A bit later the radio crackled again, and his excited voice came through. "I can see Lake Victoria!" The lake was about 65 miles away, and the barrier to flight in that direction - unless, of course, one caught the five o'clock cu-nimb. That was the last we heard of him, until he showed up, exhausted, at the hotel that evening, requiring three hundred schillings to pay for his taxi! He had flown 55 miles, and reached 7,000 feet above takeoff, about 15,400 feet MSL. On the last day, only Lindsay and Ceri flew.

I witnessed another of Lindsay's impressive drogue landings in Miss Drakely's back yard.

He came in tight over some trees, deployed his drogue, dived under a telephone line, and flared a few feet from some substantial bushes.

He seemed quite pleased with himself until I asked him if he'd seen the single telephone wire. He looked up where I was pointing, and proceeded to give a quite realistic demonstration of the symptoms of cardiac arrest.

The next day we drove back to Nairobi to catch a midnight flight to London. It had been an amazing three weeks. The game parks, the scenery, the weather, the people - but most of all, the flying. In ten days, we had all broken our personal records, including the two pilots who had previously flown Owens Valley, Richard and Ceri. The people (outside of Nairobi, at least) were incredibly friendly, helpful and amazed. Teachers shut schools down and brought their classes out to watch us. Once, when I landed in the forest, I was doubled out on a bicycle two miles over rough tracks by an obliging farmer. One night, the manager of Kaptagat Hotel threw a feast for us - a three course meal, with all the wine and liquor we could drink - just for being hang glider pilots.

There were, of course, plenty of miserable times; but who wants to remember them? Suffice to say they were overshadowed by the good times: enough that all of us will be back again, probably next year; Dave is already planning on four months.

So start saving those schillings for a guaranteed cure to the December Doldrums a REAL hang gliding safari.

....

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Vinccnc Muller

The 1982 Alberta, Canada winter saw good skiing but poor flying, until the weekend of April 17. Two weeks before, temperatures were in the ··18 10 -20°C range. Easter week· end produced about six inches of snow bu1 the warming trend came shortly afterwards.

Friday, April l 6 was good, soarable with thermals working through; Cliff Kaid sh and I went for a short XC of five and three miles but Stu Cameron hooked a good one and managed to fly to Beiseker a distance of 42 miles!

Even more amazingly he managed to get his landing witness to drive both him and the glider back to Cochrane.

The word was out; it was going to be a good weekend.

Saturday morning, the winds were straight up Cochrane Hill (330 fr.) Stu Cameron was camped in my driveway. I drove to Calgary but the wind was already too strong to teach my beginner courses. After cancelling lessons and a short trip to the shop, I was back al Cochrane by 11 :00 AM. Emil Segeren already had an altitude gain of about 2,000 feet at IO AM. Unfortunately, he had to go to work at noon. I was set up shortly afterward, dressed myself for ··20° with down jacket, pants and mitts. My first soaring flight put me to the bottom of the hill. Here I stood, dressed like a North Pole explorer at seasonably high temperatures, sweating while carrying my Comet up the hill. About halfway up I figured that this was not a good start, so I waited and hooked in for the next good thermal to eliminate any further walking up the hill. Stewart Midwinter, in the meantime, was crowing like a rooster above, enjoying my trip 36

up.

At about noon the streamers at the bottom changed straight up and I was ready. After two or three passes I was above the hill and kept climbing. Both Stew and I managed to climb to about 9,000 feet in the original thermal, so we were on our way.

In the meantime flyers and spectators started arriving slowly. Dan St. Louis, who was waiting for Ross Hay to arrive with his vario, gloves and jacket decided to go for a short flight. He hooked a good one, gained about 3000 feet and was on his way without gloves, vario and with holey socks and thin runners. Shortly afterward, Martin Polach and Blair Ciccione managed to get up and go; Gary Vollo, Dan Fabian and Stu Cameron were next.

Ross Hay arrived to find an overcrowded parking lot but no gliders around. His silly question of "Where is everybody?" was answered by Cathy with, "Everybody who is anybody has already left!" So he was very quick in setting up and it did not take too long for him to hook a thermal and disappear.

Howard Vandall managed to get up at 6 AM that morning but strangely did not make it out 10 the hill until I :30 PM. He also found a full parking lot with only two gliders set up and nobody in the air. George Laing, who had just arrived back from a winter in Australia tried to borrow big brother Gord's Comet but it was locked in the garage, so plan two was to bor· row little brother Roger's Floater. This ex·· plained his late arrival. Both Howard and were the last ones to leave the hill.

Stewart and [ had easy going to Airdrie,

about 20 miles from Cochrane. Just before Airdrie I was going up about 500 fj,m when Stewart flew by me and passed that one up. I managed to get another one alter Airdrie which took me to cloudbasc a1 12,500 feet.

Stewart left himself too low and landed about four miles east of Airdrie. I managed to run a cloud street to Bcisekcr which was easy going and finally sank out at Carbon which is 60 air miles from Cochrane.

In the meantime Dan St. Louis had easy going but got extremely cold, so cold that he decided to land in Three Hills, 62 miles from Cochrane. After 1he landing witness asked where he had come from, and heing told Cochrane, he replied with a big "B.S." Martin, Blair, Gary, Dan and Stu didn't get to the cloudstrcet cast of Airdrie and landed from five to 24 miles behind Cochrane. Ross, who took off a little later, managed to get to cloudbasc and also was not dressed warmly enough. He had easy going but due to the cold also decided to land in Three Hills. On his way down, doing wingovers, he wondered about the name of the town. Therefore he

ABOVE: Willi Muller lop lands his Comet at 330-fool Cochrane hill. OPPOSITE: LEFT: Soaring Cochrane. TOP RIGHT: The author. BOTTOM RIGHT: Left Dan St. Louis, 62 miles on April 17, 1982. Right Willi Muller, 140.5 miles on April 23.

HANG GLIDING

decided to land beside the grain clevmor so he didn't have to ask the obvious question. His landing witness told him that another guy had already landed there an hour before. The local newspaper came out and took pictures and interviewed the intrepid flyers a go.od way to celebrate a good flight.

Howard and George flew to the Biesckcr tnrnoff and Eve miles cast of Crossfield, a distance of 29 and 24 miles respectively. The Southern Alberta countryside was littered with Comets that Saturday aflcrnoon. The final tally is as follows: Dan St. Louis, Calgary Ross Hay, Calgary Willi Muller, Calgary Howard Vandall, Calgary Stewart Midwinter, Cal!>;ary George Laing, Cochrane Martin Polach, Calgary Blair Ciccionc, Calgary Vollo, Calgary Dan Fabian, Calgary Stu Cameron, B.C.

Comet 165 Comet 165

62.0 miles 62.0 miles

Comet 185

60.0 miles

Comet 165

29.5 miles

Comet 165

24.0 miles

Floater 18'3

24.0 miles

Comet 16'i

23.0 miles

Comet 1·35 Comet 135 Comet 165 Comet 185

15.0 miles 8.0 miles 6.5 miles .3.0 miles

We had a total of 317. 5 miles flown from a 330-foot bump in rhc prairies!

This year Muller Kites will host the 10th

Annual Cochrane Meet June 26 and 27 which will be open dis1ance XC. UP is putting up $100 for the longest flight over 50 miles on a UP product which will be outdone by Muller Kites with a $150 prize.

Canadian Record But this was not to be the last of it. The following is the story of a flight we have been dreaming about for years. We knew it was possible to f1y 100 miles from Cochrane Hill, the question was only who was going to be the first one to do it. With my usual luck it turned out to be me.

Cochrane Hill is located just above the town of Cochrane 15 miles west of Calgary, Alberta, Canada. The hill is .330 feet from takeoff to landing area; the landing area is 150 feet above the Bow River Valley on a shallow slope. I happen to own 20 acres of land which makes for a nice grassy takeoff in front of my house and a fairly good landing area.

The weekend of April l 7 had seen 11 pilots Jogging over 300 miles XC with a new hill and Alberta record being established by Dan St. Louis with 62 miles.

During the week it stayed soarable but stable. Friday, April 23 was soarable from ear" ly morning. My work in the shop that day was quickly completed in the morning (or not done at all) and I was back home at 10 AM. The conditions at that time were straight up gusting to 40 mph.

Shortly afterward, Bruce Galloway, Cliff

Kakish and Stu Cameron arrived and we all set up our Comets. The conditions stayed strong and only mellowed periodically when thermals moved through. After waiting about two hours, Cliff noticed a couple of hawks climbing out at an incredible rate and pointed them out to me. "Let's take it" I said to him, hooking up my control bar. I hooked myself in and I was on my way.

I t1ew to about a hundred feet our in front of the hill when I intercepted the thermal, about 800-1000 fpm up. I left the hill with only about 500 feet ()Ver. J steadily climbed and drifted back and lost the thermal at 11,000 feet MSI .; by then I was ten miles behind takeoff.

Cliff, who had his barograph sealed, an·· nounced an open distance XC, tangled up his flying wires in the vario and could not get ready in time. Pointing my Comet downwind t()Ward Crossfield, I crossed No. 2 Highway between Airdrie and Crossfield when I got good lift from a plowed field. The gain was nor as good as from the original climhout but I was just maintaining or slightly climbin;~ while drifting in the strong wind.

Acme came within reach unbelievable with only two thermals and I was already 40 miles or better downwind. Just before Acme

by Ball vario showed 1000 fpm sink; I felt as if I was just falling down onto the small town.

Since the wind was quite strong I picked a farm about half a mile downwind from town for a landing. When I got there all of a sudden my vario started beeping again. The climb brought me again to about 8,000 feet MSL and I could sec the town of Three Hills and (conrinued on {'agt 10)

JUNE 1982

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USHCA REPORTS

CERTIFIED COMPETITION A question of continued USHGA support

by Keith Nichols There has been the suggestion that the USHGA drop its requirement for certified gliders in Class A sanctioned meets. One of the reasons given is that the requirement has outlived its usefulness and has become more of a burden on competition pilots than it is worth. The question has been raised, "Why should competition pilots have to fly certified gliders when a beginner, who needs this outside legislation more, can be taught on gliders that are uncertified?"

There are a number of reasons why I feel we should keep the certification requirement for at least another year. One is to remain consistent with FAI competition rules, rules which our teams must comply with at international competitions, rules which include the certification requirement. Granted, if a country does not have a certification program they do not have to fly certified gliders, but I don't think anyone would be willing to trade that off for not having any program of certification at all.

The argument that the manufacturers now realize the importance of certification and that they no longer need this gentle push from the USHGA has been presented. While I agree that most manufacturers do realize the need for their design to meet certain standards, I'm not sure that all of them would meticulously design and test to these standards. Moreover, the reason that the HGMA certification requirements have reached their current high level is that each year, the manufacturers all try to push their performance dreams as far as possible and have only these safety standards as their limits. This has resulted in an ongoing improvement in the airworthiness standards as JUNE 1982

well as a constant expansion of knowledge. A good example of this is the fact that most hang gliders certified back in 1977 could not possibly be certified today.

I think that we have already begun to respond to these questions in a positive way.

We have created the Open Class, a truly unlimited, uncertified class, a class in which one can fly a brick if he feels he can land it safely. There is a good chance that the Open Class could become as popular as Class I. After proving this concept nationally in the U.S., we will approach the FAI about adopting it in lieu of their current Class II. If we ever host a World Championships in this country, it should be based along the progressive lines of competition that we have adopted. We have always led the world in competition policy and we should continue to do so.

Having been involved in manufacturing as well as in extensive customer relations, I think that the most prevalent attitude change I've seen is a certain faith in HGMA certification.

All things being equal, a pilot will buy a certified glider much sooner than an uncertified one.

My recent experience of the last year and a half dealing with the outside world and trying to get them to accept our sport has also shown how important some kind of safety program is.

Anytime I speak with a potential sponsor, one of their first questions is, "Just how safe are these things, anyway?" It helps a lot to be able to point to the HGMA certification program, its history, and its results. It shows them that we have more of our act together than they realized and that we are not just a bunch of nuts bouncing off mountains.

POST SCRIPT At the February Board of Directors meeting this question was given a good deal of discussion, both within the Competition Committee and when it was presented to the board as a whole. Mike Meier, speaking on behalf of the HGMA, offered a somewhat different viewpoint from the one I presented above.

A Board of Directors, by its very nature, is conservative and resistant to change. There may be some individuals who push for progress and new ideas but as a group, the attitude is to move slowly and surely. Unfortunately, there is a built-in Catch 22 with almost any board of directors. Their philosophy is not to adopt any radical innovations until they have proved themselves.

However, unless the board approves them first, they cannot be put into practice and be given the opportunity to prove themselves.

Consequently, it takes a lot of personal conviction to get new ideas accepted. On the positive side, however, very rarely has a major competition policy change had to be reversed because the board "made a mistake."

The HGMA this year suggested, urged, that the USHGA requirement for certification in Class I be dropped this year. The reason presented was that the HGMA felt that the certification program could finally stand on its own merits. The original reason for this USHGA imposition was to support this radical new program and to use our most visible public involvement, competition, to convince both the manufacturers and the general flying community that it was an important, valid program. This has essentially been accomplished.

The HGMA was not in any way proposing to do away with the certification program.

They were suggesting that the emphasis be placed elsewhere. They suggested that the USHGA develop a strong, cooperative, educational program aimed at the consumer, both beginner and old pro alike. This program, worked out by the USHGA and the HGMA, would stress the importance of airworthiness standards, their history of improving the sport, their effect upon the safety record of the sport, etc. It would be designed to make the pilot on every level realize the importance of supporting the program. The manufacturers have come to realize that in order to sell a new design today, it simply has to be certified.

They cannot stay in business otherwise.

There was a great deal of discussion about this. The points of pilot hardship as a competitor, the philosophy of regulation versus education by the USHGA, the FAI rules, etc., were all gone over in detail. The board of directors felt that the removal of this requirement would be too premature at this time. The creation of the Open Class does answer some of the arguments and the inherent conservatism of the board resolved the rest for this year. However, the idea is being developed.

By next year, when this issue will no doubt be addressed again, the educational program may be having such a strong effect that the Board may then feel that this requirement may no longer be needed. Meanwhile, we plan to propose the Open Class concept to the F AI and offer our experience with it to help guide and implement it.

By having these two classes, we have the opportunity to appeal to both the average amateur competitor as well as the full-race, factory-supported teams. The amateur can be quite competitive with his/her HGMA certified Class I glider while the design fanatics can come up with as many new ideas as they can put on any one glider. Design is always moving in new directions and it may well be that in the near future, Class I will go the way of the Standard Class (which many of you don't remember, I'm sure; our sport is gaining an evolutionary history). At least by having the choice, by accommodating both factions, the result will be through attrition and not arbitrary. I feel that the decision made by the Board, as well as the feelings behind it, was 39

the right one, one that will allow us to smoothly change policy should it be felt necessary. This decision will allow us to establish an alternative that will already be functioning well, when and if the certification requirement is dropped.

There was also an additional request from the HGMA, that of dropping class distinctions altogether. The reason for this request was that the HGMA felt that design was moving in this direction, what with the new ideas of glider control. This also went pretty much hand-in-hand with the idea of dropping certification. However, it is agreed that the Open Class answered this idea, at least temporarily, and the discussion was tabled until next year.

By that time we will have had a chance to see the new system really work.

Competition in this country is a constant process of ongoing change. As gliders improve and pilots learn more, competition concepts change so that a contemporary level is maintained each season. If you, today's competition pilot, have any suggestions that you feel should be implemented on the regional or national level, contact your Regional Director or me. It's through the constant compilation and synthesis of ideas that competition moves through its valid changes.

Keith Nichols USHGA Competition Chairman 160 West End Ave., Apt. 12N New York, NY 10023 (212) 496-0573

(Spring Fever) Carbon where Dan, Ross and I landed the week before. Happy to know that I would hold my own hill record again, I turned downwind toward the Red Deer River Valley. I knew that if! could make it to the east side of the valley I would break Don Miller's Canadian record.

Luckily I got another thermal before the valley and crossed it with height to spare. All that time I was chasing a cloudstreet and it seemed as if I could not catch up to it. At the hamlet of Morin I got some good lift which took me to cloudbase and the start of a 20-mile or better cloudstreet. Being at 13,500 feet and still climbing I just pulled the bar in to zero sink and kept going downwind underneath the cloud. At that time I knew that I had broken the 100-mile barrier so I just kept going straight.

Crossing Sullivan Lake I lost more altitude than I anticipated. The cloudstreet still looked good but I kept sinking. Well, I thought that on the other side of the lake it would go up again, which it did, however since the going the last 40 miles or so was extremely easy I did not bother to go back to cloudbase. While going downwind I gained about a thousand feet.

No longer was I familiar with the countryside and I had no idea anymore where I was.

However, when going across the prairies one does not have to worry about landing areas too much. There are farms at least every mile and the decision about where to land can be put off to at least the last thousand feet of altitude and that height is only required to check out whether someone is home or not.

The lift underneath the cloudstreet all of a sudden disappeared and the altimeter showed again 8000 feet MSL. Here again, since the going was easy, I did not bother to go back to the lift and just like the week before I kept going and sinking out. I noticed grain elevators in the distance and started heading for them. If I could make it to the elevators at least I would not have to ask the obvious question. Flying over a farm two miles before the town I noticed a farmer feeding his horses. This looked like a good opportunity to me to get a good landing witness.

I kept circling the farm and with "hello's" and a "good afternoon" I got his attention. I landed in the corral at 5:10 PM. Wayne Holzer came up to greet me. After learning where I had taken off he told me that I was in Coronation which is 200 road miles from Cochrane. After phoning Vincene (my wife) for a pickup, we spent the evening dining in Coronation and were playing a lazy game of chess when Vincene finally arrived. We arrived home at 2 AM. The flight was 140.5 miles (Great Circle).

Time in the air was 3 1h hours which averages a ground speed of over 40 mph. The glider was a stock 185 Comet, the vario a Ball 651 vario/altimeter. I felt that the flight was easy and I was lucky to take off at the right time, but most important of all I was in the right place at the right time for which I have to thank my most supportive wife.

Editor's Note: As we were going to press with rhis issue I go! a call from Willi Mu!!er. Amazingly, 011 1he weekend of May 1 and 2 Cochrane Hi!! and 1/iis pioneering group of pilo1s did 1heir 1hing again.

The /o!!owi11g is a breal1down of !he /lig/11s: MAYJ

Ross Hay Willi Muller Stewart Midwinrer

Co111et Comet Comet

82 111iles 115 miles 116 miles

MAY2

Howard Vandall Comet 110 miles Comet 114 miles Stewart Midwi111er Chris Safi Harrier 114 Miles Willi Muller Comet 126 miles Could it be tha1 the Owens Valley will lose i1s pree111i11ence in the cross co111111y scene? These flights and Brnce Case's 134-miler in Minnesota from a 310-/001 hill suggest that record-breaking

flights need not be made in radical conditions in the mounrains. Willi points out rhat over/latterrain it is possible to thermal right down to the ground, taking advamage of opportunities that would have to be abandoned in the 11101111tains.

He has promised us an article 011 "prairie-flying" technique in an upcoming issue. ~ (~·1)1/lm11cd from page 21)

(President's Page) 225 staff members. As the largest such organization in the world it has economic, legislative and grass roots clout, and a professional staff that knows how to use it. I couldn't be more pleased that AOPA has made the decision to work closely with and offer its substantial help to the ultralight movement.

The Ultralight Division is the first such division for AOP A. Flyers joining the division will be AO PA members and receive the basic services for $29, and receive UD publications.

Existing members of AOPA who want the UD publications must pay an additional $15 per year. Conversely, AOPA publications such as PILOT magazine, HANDBOOK FOR PILOTS, or AIRPORTS USA, will be available to UD members for an additional $15 per year.

Meeting in Washington with AOPA staff personnel as members of the UD Advisory Council were: Dave Broyles, Al Godman, John Harris, Jack McCornack, Dennis Pagen, Vic Powell, Jim Theis, Dick Turner, and Bill Raisner.

I am pleased that USHGA can hand over its ultralight programs to a first class operation. I urge individuals who are interested in ultralights to join AOPA's Ultralight Division, 7315 Wisconsin Avenue, Washington, DC 20014. I predict that this child given birth by hang gliding will outgrow the parent by many times.

BRINGING HANG GLIDING TO THE PUBLIC Several cities around the country are offering hang gliding classes this summer through their Recreation Departments. Taught by local instructors from hang gliding schools, a typical course fulfills ground school requirements for flight training. I have been contacted by personnel of recreation departments regarding the qualifications of hang gliding instructors. I was proud to inform them ofUSHGA's instructor certification program. If your city's Recreation Department does not offer hang gliding instruction your local hang gliding school might consider contacting Department personnel. City recreation leaders are looking for new and unique programs of interest to youth. Working with the Recreation Department could be an excellent method of reaching out to the public about our sport, and to inform them about the national organization and the benefits of membership. ~

40

HANG GLIDING

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article and

Places like Ft. Funston, Pines and Waimanalo, with the great liH, have been favorite sites for years. No one has ever taken the time or had the gUls to put a competitive format 1ha1 would use this lift as a challenge for the pilots to race So, Walt Nielsen, Ft. Funston flyer, Chandclk manager, and now with his own San Francisco School of Hang started organizing in December toward a four,-clay racing event from Ft. Funston to a pylon south of Westlake, about two and onc··halC miles away and back, to be held April 29-30, and l San Francisco weather is not notoriously predicrnble, but this time slot held the best promise. There was also a qualifier for local pilots on April 17-18. pilots showed up with several manufacturers, so you knew im· mediately it wasn't just fon and games. Since only one glider could be flown all four the first choice had to be how many squares 10 Ifit was 10·15 mph, the 180's were best. plus favored the l 60's. That was only the first decision. Then there was the roUle down and back, with some thermal ac· and suction cup rotors to try the un· wary. Also, how rnany times should you the llvc·hour window? Even though it was a relatively sirr1plc point 10 point race, it lots of problems.

Thursday started ou1 very light with 10 12 mph winds, so no one tried until after l PM. At one time there were twelve being walked up the cliff from beach landings. Ten pilots were never able to complete the course and were 19 minute max times. Dan Racanelli won the first day with a time of 17.:07 minutes. was better, starting at 11 AM, with winds 15-20 mph. Inste}1d ofturning north to pick up altitude like Thursday, pilots zoomed south the cliff down and back at f'ull JUNf 1982

Grannis

witb a little pop up at the finish to en· twenty feet above the cliff to cross point. Klaus Savier had the best time of l0:00 minutes.

Saturday was good again beginning at 11 AM. were set and times were bener. Klaus Savier and Rob DeGroot shared best times with a 9:'59. Wayne Bowen had the accident of the meet, Coming back he came too close to the cliff at West lake, and a rotor smashed him down. Ile suffered a severe concussion, but no broken bones.

Sunday started light. Outside of some low to please the crowd, no one tried free the course until 2:30. h was touch and go the first few flights, but picked up before a short encd at 4:00, to let the local TV do some direct on the spot broadcasting for the San Francisco audience. Rae bad the best time again of 11 :06.

You have to hand it to Walt and Judi. It came off well. Four days of consistent flying weather, mellow pilots and good volun1eer help all contributed. With a bigger purse next year, I'm sure pilots will be standing in line to get invited.

When the smoke cleared, the pilots with the best total times over four days were:

PILOT l. Dan Racanelli

GLIDER $1,000

Fligh1 Designs Titan 160 Ken Brown $300 Flight Designs Titan 160 J. Klaus Savier $200 UP Cornet 16rj UP Comet l W5 !J. Mark Bennett Wills Wing Duck 180 5. George Whitehill Wills Wing Duck 180 6. Rob K.clls Manta Fledge Ill 7.

Mead 8. Rob DcGroot Moyes Missile 180 Bennett X 180 9. Bob England Pro Star 160 I0. Dick Boone

TOP: The ridge looking toward Westlake.

SECOND FROM TOP: Dan Racanelli's winning Flight Designs' Titan 160. THIRD FROM TOP: Scratching in close. ABOVE: Line·up for launch.

43

An instructional column for the new pilot.

by Erik Fair WHAT YOU DO WHEN THE WIND STOPS The test that appeared in the March issue included the following essay question: You are flying along in your hang glider and all of a sudden, the wind stops! Quick, what do you do?

The responses to that question were many and varied but most included some variation of "Pull in on the control bar to regain airspeed because the sudden stopping of the wind has put you in a stalled condition."

Some folks felt that the best thing to do would be to quickly go in and land. This is a reasonable response if the rationale behind it is, "Hey, the wind suddenly stopping like that means conditions are too damned gusty for a sane man to fly in." It is an unreasonable response if the rationale is, "Hey, these here hang gliders are powered by the wind so if it stops, I'm out of power so I'd better land."

Gliders, of course, are powered by gravity, not the wind. Some responses were based on the assumption that gliders are powered by lift (ridge and/or thermal) and that the wind stopping means no more lift so "I'm out of power and I'd better land." Once again, gliders are powered by gravity. Gravity causes a glider to constantly move downward through the air. If a thermal is going up at 800 fpm a glider in it is only going away from the ground at 600 fpm because gravity causes it to go down through the air in the thermal at 200 fpm (minimum sink).

Then, of course, we had the usual comedian responses, such as ·change underwear, go blind, scream bloody murder, review your priorities, etc.! I'm beginning to think that humor not gravity, powers hang gliders.

Relax, the glider will take care of itself.

Yes, folks, the correct answer to the question "What do you do when the wind stops?" is: Nothing. The only assumption on which the "nothing response" is based is that the pilot is already flying at an airspeed appropriate to the conditions that exist just before the wind stops. Remember that heavier conditions call for faster flying speeds so that if you are flying in moderately strong conditions you should be cruising at best glide speed. With this in mind let's look at what happens from an aerodynamic point of view when the wind stops.

Thanks to Mike Meier for the succinct text and illustrations that follow.

44

' ; ,q,;

W t··o

WHAT HAPPENS IF THE WIND STOPS? This is a somewhat complex question, and the answer depends on the speed and direction of the wind, the speed and direction the glider is flying, and how suddenly the wind stops.

We will consider three examples of fairly typical wind and flight speeds and directions.

For maximum effect, we will assume that the wind stops instantaneously; something we would not expect to see often in practice.

Let us start with a few assumptions: I) A glider which gets an LID of 8: 1 at a speed a little over 24 mph.

2) A glider which obtains this performance when flying at an attitude of seven degrees nose up from the horizon. ' Ii/

JJ

Figure one shows the glider's attiwde in flight relative to the horizon. During our discussion we will assume that this does not change within the time periods we are considering.

Figure two shows the glider's flight path relative to the horizon in zero wind. With a horizontal speed of24 mph, a vertical speed of 3 mph, and a speed along the flight path of 24.2 mph, the glider is getting an 8: 1 LID. This means that the angle of the flight path is 7. I degrees below the horizon. The angle of attack is therefore 7 .1 degrees (relative wind below the horizon) plus 7 degrees (wing chord above the horizon) or 14.1 degrees. The geometry of figure one describes the glider's motion through the air whenever it is flying at this airspeed and angle of attack. It also describes the glider's motion over the ground when there is no wind.

In figure three, we introduce a 15 mph headwind. The glider's motion relative to the air is still properly described by figure two.

However, its motion relative to the ground is now described by figure three. The 15 mph headwind has reduced the horizontal ground speed to 9 mph, and has not affected the vertical ground speed. The total ground speed is now 9.2 mph, the angle of the flight path is 18.4 degrees below the horizon, and the glide ratio relative to the ground is 3: I. Since the geometry of figure three describes the glider's motion relative to the ground, IT ALSO DESCRIBES THE GLIDER'S MOTION RELATIVE TO THE AIR AT THE INST ANT THAT THE WIND STOPS! As long as the wind is blowing, the aerodynamics are described by figure two, but when the wind stops the aerodynamics are described by figure three. Airspeed has fallen to 9.2 mph, and the angle of attack has increased to 25 .4 degrees. The effect is identical to flying in no wind and getting a 15 mph instantaneous gust from behind.

What would the pilot feel in this case?

First he would notice the loss of airspeed as a sudden reduction in the sound and feel of the relative wind. Second, he would feel almost weightless (about 17% of normal weight) at the instant the wind stopped. This is because the reduction in airspeed would take away much more lift than the increased angle of attack would add. Of course the glider would im-

HANG GLIDING

mediately begin to accelerate in response to this situation, and would quickly resume a normal angle of attack and airspeed with a minimal loss of altiwde.

In figure four we examine what would hap· pen to the glider of figure two flying with a 15 mph tailwind. The tailwind has added 15 mph to the glider's horizontal ground speed, not changed its vertical ground speed, raised its ground speed to 39.1 mph, its glide ratio over the ground to 13: I, and reduced the angle of descent of the flight path to 4.4 degrees. When the wind suddenly stops, figure four describes the motion of the glider relative to the air as well as the ground. The angle of attack is reduced from 14.1 degrees to 11.4 degrees and the airspeed goes up from 24.2 mph to 39.l mph. This time the pilot experiences an increase in the relative wind speed and the sudden application of about 2.1 positive G's.

(Again the increase in airspeed increases the lift by more than the reduction in angle of at· tack decreases it.)

In figure five, we look at a ridge lift situation, in which the wind has been deflected up· wards by the terrain such that the wind has an upward vertical speed of 3 mph, and a horizontal speed of 14.7 mph. Figure two still describes the glider's motion through the air in this wind, while figure five shows its motion over the ground. The three mph upward component of the wind has cancelled the glider's sink rate, and the 14. 7 mph horizontal component has reduced the glider's horizontal ground speed to 9.3 mph. The glide ratio is now is now infinite, and the angle of descent of the flight path is zero. When this wind in· stantaneously stops, it is almost the same as in figure three; the pilot experiences a drop in the relative wind speed to 9.3 mph. However, because of the lack of vertical motion of the glider at the instant the wind stops, the angle of attack is DECREASED to 7 degrees at the same time that the airspeed is reduced. Thus the pilot experiences an even greater momen· tary weightlessness (about 7% of normal weight).

The thing to remember is that no action on the part of the pilot is necessary, nor even desirable to correct for any of these situations.

The glider will take care of itself. In fact, unless you fly in perfectly smooth air you are experiencing milder forms of these situations all the time.

There is one lesson to be learned, however.

Because the effects are most dramatic when the wind is strongest and stops most suddenly, and because more altitude is required for recovery when the change in airspeed and angle of attack is large, you should avoid flying close to the terrain in strong, gusty winds. If you are forced into this situation (on a landing approach for example), you should keep your airspeed as high as possible to minimize the effects of changes in the wind speed.

JUNE 1982

I

NO

WIND

L/1:>

ir: I

S?eEb:

A oFA:

2'+.'Z >1PH 1"1,1 ~

WINl> IS MPH

WINh IS' M~

SUMMARY I. Gravity, not the wind or lifting air, powers hang gliders. If this were not the case you could only do one thing when the wind stopped: pl11111111e1!!!

2. As conditions get stronger (higher winds, increased gustiness) you should fly faster.

Moderate conditions call for a cruise speed near best glide.

3. If you are flying at best glide airspeed in moderate conditions (say 15 mph headwind as in diagrams) and the wind suddenly and completely stops you will find yourself in a stalled condition.

4. The best response to this is to maintain your body position at best glide (use control bar position as guide) and allow the glider to accelerate itself back to best glide airspeed.

This response will assure minimum elapsed time and loss of altitude to recovery of best glide airspeed.

5. Pulling in dramatically on the control bar in the above situation will cause the glider to fall further and, go faster to achieve an airspeed

commensurate with your new body position relative to the control bar.

6. Flying close to terrain in strong, gusty conditions is deadly. Flying close to terrain at low airspeeds (minimum sink) in strong, gusty conditions is double deadly.

7. Keeping your airspeed as high as possible on landing approaches in strong, gusty conditions will minimize the effects of dramatic changes in wind speed.

8. If you understand this article you'll know why every good instructor in the world will tell you that a small ridge in high wind conditions is the most dangerous place in the world to learn how to soar.

Next month The Righi Swjf will begin a series of articles designed to help you understand what is involved in progressing from the training hill to first altitude flights to beginning soaring.

Please send questions comments and suggestions to: The Right Stuff, c/o Hang Flight Systems, 1202 E. Walnut,Unit M, Santa Ana, CA 92701. ~

45

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS BEGINNER Name, City, State

Name, City, State Region

Ellen McGuiness, Carmel, NY 12 Jeffrey Chipman, FPO San Francisco, CA 2 Duane Prather, Sycamore, IL 7 Craig S. Austin, Duluth, MN 7 Robert Frederickson, Olney, MD 9 Budd Herrman, Alexandria, VA 9 Nancy Nordstrom, Norfolk, VA 9 Elizabeth R. Gawlik, Houston, TX 11 Andrew Manthos, Washington, D.C. 9 Jerry Wallace, Kettering, OH 9 Dick L. Moody, El Paso, TX 4 Bret A. Chilcott, Kenosha, WI 7 Jim Messina, Willow Grove, PA 9 Clark Farson, Aspen, CO 4 Matthew Carr, New London, CT 8 Keith Harold Murray, Nashua, NH 8 Elizabeth J. Galli, S. Amherst, MA 8 Brad R. Etsenberg, Baltimore, MD 9 Nelson Lewis, Charlottesville, VA 9 John B. Beaty, Arlington, VA 9 Russell J. Tschetter, Elizabeth, NC 10 John Lee Simons, Houston, TX 11 Gary R. Plexman, Yellowknife, NWT, Canada Foreign Tim Washick, Walnut Creek, CA 2

NOVICE Christopher McGuiness, Carmel, NY John Ostrowski, Burke, VA John M. Walker, Phoenix, AZ Sam Brain, Palo Alto, CA R. Fugett, Santa Rosa, CA Ted Goble, Bellingham, WA Foster A. Reed, San Francisco, CA Rich Bugher, Jr., Scottsdale, AZ Tim Spradley, Sylmar, CA Janet K. Jones, Oklahoma City, OK Michael Lindquist, Richmond, MO Wayne Thomas, Rockville, MD Clark Mobley, Bellevue, WA Barry T. Bybee, Seattle, WA Morris Trahan, Mt. View, CA Tom A. Peterson, Huntington Beach, CA Steven Patrick Butts, Carthage, MO Stephani L. Cummings, Wheeling, IL Lynn Crump, Hudson, NC Dean E. Garrison, Hickory, NC Mike Marthaller, Colton, OR Daniel Leonard, Oakland, CA Greg Beyer, Vista, CA Larry L. McCray, Park Forest, IL

46

12 9 4

2 2 2 4

3 6 6 9

Eric S. Miluk, Eggertville, NY Brian S. Campbell, Los Altos Hills, CA John Kelly, Santa Clara, CA Lanny Thompson, Knoxville, TN Joann Alton, Chocowinity, NC Eric Waldrop Clarkston Parker, CO Doug Walters, Paso Robles, CA Gary C. Hancock, Salt Lake City, UT Thomas J. Russell, Boulder, CO Gary L. Chantry, Portsmouth, VA Marvin M. Galloway, Jr. Charlotte, NC Carlos A. Lopez, Nags Head, NC Gary Westburg, Brightwood, OR Dean Peterson, Cardiff by the Sea, CA Diana Dosh, Long Beach, CA Alex Kozloff, Irvine, CA Jeff Feldman, Billings, MT James Hicks, Birmingham, AL Richard Kingsbury, Milpitas, CA Michael W. Cope, St. Peters, MO Allen Cypher, La Jolla, CA Jim Tonge, Orinda, CA Dan T. Meenach, Spokane, WA Steven Mitchell, San Diego, CA Chet J. Jawor, Garden Grove, CA Lloyd Steven Enomoto, Salt Lake City, UT Jeffery Stanhope, Chillicothe, OH James R. Edmister, Fayettville, NC Ralph Shirts, APO, NY Richard Cobb, Hendersonville, NC Peter Bailey, Chico, CA Steve Rathburn, Lovell, WY Dave Graves, Brighton, MI Lauretta Klockars, Mill Valley, CA Earl Rummell, Travis AFB, CA

Region

12 2 2 10 10 4 2 4 4 9

10 10

3 3 3

5 10 2 6

3 2

3 3 4 9

10 Foreign

10 2

5 7 2 2

INTERMEDIATE Name, City, State

Region

Name, City, State

Region

Scott T. Suit, Ocean City, MD 9 Garland G. Craig, Montvale, VA 9 Thomas R. Hayes, Durham, NC 10 Peter Shloss, Long Beach, CA 3 John Perlman, San Diego, CA 3 John Beaman, Puunene, HI 3 James Wright, San Diego, CA 3 Cynthia Windsor, San Diego, CA 3 Mike Patrin, Winona, MN 7 Kent E. Olson, Osseo, MN 7 Bill Roberts, Glen Burnie, MD 9 William Criste, Waynesboro, PA 9 Gerald R. Hickey, Powell, TN 10 2 Jan Barush, San Francisco, CA 10 James H. Alton, Chocowinity, NC John D. Coffee, Placentia, CA 3 Ken Washburn, Arcadia, CA 3 4 Thomas D. Fuller, Scottsdale, AZ Danny McGuire, Lenior, NC 10 Doug Wallace, W. Truckee, CA 2 George Capralis, San Diego, CA 3 Roy S. Highberg, Oxnard, CA 3 Loren Gram, Altadena, CA 3 Tom Truax, Ventura, CA 3 4 Lori L. Judy, Draper, UT Charles G. Wakefield, Lakewood, CO 4 Mark Holland, Rockland, MA 8 Denis Grogan, Columbus, OH 9 William McKenzie, Columbus, OH 9 Greg Phillips, Sunburg, OH 9 Wallace Warren, Charlotte, NC 10 Steve Schaeffer, Wilmington, DE 9 Foreign Meldon B. Jensen, APO, NY Wendy Kamm, Clovis, CA 2 Dan Butera, Soquel, CA 2 David D. Smith, San Rafael, CA 2 2 Aaron Shaul, Kelseyville, CA Patrick Joyce, Fullerton, CA 3 6 David Ahrens, Lawton, OK Al Menz!, Fayetteville, AR 6 David K. Shelton, Ypsilanti, MI 7 Donald C. Andersen, Garden City, MI 7 Paul S. Hendricks, Mt. Clemens, MI 7 Robert M. Hart, Cincinnati, OH 9 Robert Shaeffer, APO, NY Foreign

2 3 6 7 10

10 2

3 7

Bob Duley, Fresno, CA Gary Krikorian, Morgan Hill, CA John McManus, San Diego, CA Mike Chandler, San Diego, CA Azby Chouteau, Newport Beach, CA Ken Lyne, Savage, MN William Rogers, Charlottesville, VA Frederick E. Mack, Jr. Douglasville, PA

2

2 3 3 3 7 9 9

ADVANCED Peter Lawrence, San Diego, CA Garry Whitman, Kildare, OK Gary Sutherland, St. Paul, MN Robert T. Collins, Bedford, MA Sam E. Kellner, Leaky, TX Brian Deimling, Lansing, MI

3 6 7

8

11 7

HANG GLIDING

Name, City, State Michael P. Johnson, Apple Valley, CA Michael ]. Thompson Lake View Terr., CA Yuichi Tsunimura, Tokyo, Japan Brando Pfeiffer, Fredericksted, US VI John Carroll, Whittier, CA Richard Hiegel, Kensington, MC Gerhard Hergenhahn, Greenwich, CT Ward Hinsen, Fairfax, VA Robert Thurner, Munich, West Germany Brad Piper, Chico, CA Roy Wormington, Willits, CA Hank Roberts, Berkeley, CA Scott Woycheese, San Diego, CA Terrence Mace, Missoula, MT Eric Nelson, Missoula, MT Robert Atwood, Claremont, NH Zane Wadley Boldt, Arcadia, CA Jerry Porter, Warren, OH Tim Locke, W. Cornwall, CT Jerry Carson, San Fernando, CA William F. Bennett, Los Angeles, CA Russell Locke, Cupertino, CA

Region

3 3 Foreign

10 3 9 8 9 Foreign 2 2 2

3 5 5 8 3 9 8 3

3 2

OFFICIALS OBSERVERS Tom Kreyche, Bishop, CA Don Partridge, Bishop, CA Rick Gilliam, Arlington, VA Dan R. Smith, Candler, NC Corbin Overstreet, Roanoke, VA Kymet Smith, Nags Head, NC

3 3 9

10 9

10

INSTRUCTORS B-Basic A-Advanced Name, City, State Al McCullough (B), Birmingham, AL Willy Domen (B), Olympic Valley, CA Floyd Griffeth (A), Anchorage, AK Ward Hinsen (B), Fairfax, VA Mike Nester (B), Winston-Salem, NC Frank Knippers (B), Chattanooga, TN Steve Long (B), W. Lafayette, IN

Region

10 2

9

10 10 7

SPECIAL OBSERVERS Kymet Smith, Nags Head, NC David Little, Bothell, WA JUNE 1982

10

47

Harrier 177 ............................................................ 1195 Centurion 165 ........................................................ 1195 Raven 229 .............................................................. 1095 Mosquito 166 ........................ ................................

995 Firefly 2B 181 ........................................................

895 Complete Trike with Raven 229 ................................................ 2800

GUARANTEED GOOD Fledge IIB .............................................................. $995 Condor 224 ............................................................. 895 Falcon V 180 ............................................................ 395

Used prices subject to negotiation. Gliders shipped anywhere in heavy duty tubes. Similar savings on harnesses, instruments, etc. \X'rite or call for pictures) other info.

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and n or torn loose from their anchor points front and back 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 them to inspect.

TREASURE VALLEY HANG GLIDERS 5104 Albion Boise, ID 83705 (208) 336-9492 MOSQUITO 166 789-5312, Joe.

Very good condition. $500. (714)

MOYES MAXI II - Still the best tandem glider ever.

Perfect condition, Hangared indoors. $600. (714) 452-1768.

ANTARES - 20' purple sail, white letters, Ball vario, harness, chute, altimaster, helmet. All like new. $1000.

(717) 532-6587.

CAN WE HELP YOU GET INTO THE AIR? Do you want to fly, but are short of funds? We will trade anything to help you fly. Contact Delta Wing Kites & Gliders, (213) 787-6600.

COMET 165 - Good cond. White w/emerald grn root chord, gold in tips. Flys great! $950. (612) 690-2246 and 724-3629, Ralph, will ship.

SEAGULL 7 - l85 sq. ft. Low hours, colorful sail, very good condition. $350. Reno, (702) 331-3054.

SEAGULL 10 METER - Great condition, with new Bell helmet and new Flight Designs harness. $650/bcst offer for package. (415) 579-0488.

ULTRALIGHT PRODUCTS CONDOR - 1979 #194, includes cocoon harness and parachute, fine condition. \X'ill guarantee shipping. $1000 or best offer. Write: Dave Heneghan, Maho Bay Camp, Box 310 Cruz Bay, St. John, U.S. V .I. 00830.

WILLS WING llOG, primo condition. Recently inspected

by Hang Glider Emporium (805) 965·3733. Great tandem glider. Will ship to your door. $790. Price NEGOTIABLE, (805) 685-3842.

Rigid Wings Fl.EDGE IIB - Low hours, excellent condition, very tight, asking $1100. (206) 943·6220.

FLEDGE IIB condition.

RAVEN 179 - Low air time. $800 or best offer. Leave messsage, (805) 682-0049 or (805) 966-6004.

RAVEN 179 - Mint condition airframe and sail. Less than five hours flight time. $1100. Clayton Gantz (415) 441-3251 or (805) 963-2044.

EVERYONE WAS AMAZED

COMET 165, 1981 - Hand selected from factory. 12 flights. $1295. (805) 683-1130.

CONDOR 224 - $750. Stratus V, $950. (415) 945-7434 or (209) 226-6516.

DEMON 175 - Excellent condition. $995. Quitting. (808) 948-8659, 448-1739.

DEMON - Rainbow sail - $1400. SUPER LANCER $900. LANCER - $750. JETWING - $4400. Prone harness with chute, $200. Call Tom, (607) 734-2802.

My secret? I read Dan Poynter's book before my first lesson. In just a few evenings at home, I breezed through

EIPPER FLEXI-2 - '76 p 20' wing span, 140·180 lb. range. 6: I LID, $300. Denis Livsey, Route 10, Windham, NY 12496.

Hang Gliding, The Basic Handbook Of Ultralight Flying and learned all about

GEMINI 164 - Factory new, never flown! Red, light blue, gold, $1300. (503) 236-4612.

HOW TO STOP THIEVES COLD. Free details!! Sec DEVIL DOG under Miscellaneous.

LANCER 190, 1979 - $600. 1980 ATLAS 175, $800.

Good condition. (804) 851-3751.

LOOKING FOR A USED GLIDER? Selling yours? In 213 and 714 area codes call Doug Hertzogs Hang Gliding Referral Service, (213) 436-4891.

LOOKING FOR SOME GOOD DEALS? BRAND NEW Comet 185 ............................................................ $1895 Comet 165, 135 .......................... ........................... 1795 Harrier 177 ................................... ........................ 1595 Centurion 165 ........................................................ 1495 Gemini 184 ......................................................... .. 1545 Gemini 164,134 .................................................

1395 Talon 140 ....................... ......................

895 LIKE NEW .................. $1395 ................. 1295

ARIZONA DESERT HANG GLIDERS -4319 \VI. Larkspur, Glendale, AZ 85304 (602) 942-4450.

CALIFORNIA

RAVEN 209 - New. Flag color theme, red, white, blue Beautiful! \VI \XI stirrup harness, 7 1/, Bell helmet. $1275.

My instructor couldn't believe my progress and one of the flyers thought I was a hot pilot pretending to be a student. I could talk hang gliding like a pro and I flew better than any other novice on the hill.

CONDOR 194 - Excellent condition. Rainbow sail $750.

Work, (714) 732-5924. Home, (714) 990·4846.

1980. Less than 2 hrs. T.T. Excellent

Schools and Dealers

81 PROAIR 180- Exe. Cond. $1250. 80 NOVA 190, Exe. Cond. $595. (303) 539-3335.

CONDOR 194 - Very good condition. $600. Mike, (213) 869-2282 days. (213) 863-4218, evenings.

48

RA YENS and HARRIERS, starting at $ I 000. Other used gliders also available. Call or write Buffalo Skyriders, P.O. Box 4512, Albuquerque, N.M. 87106. (505) 821-6842.

PRO-AIR 140 - Excellent condition. 1981 model. $1050 only. (213) 395-4589 A.H.

Rogallos

Dernon ...................................... .

Comet 165 ............ ..

Complete. (614) 642-8144.

the sport. It made me an instant expert on weather, materials, design, construction, the principles offlight and I even picked up the basics of flying.

It must be a good book, it was the first on our sport and it has been updated nine times; over 125,000 people have bought one. To get your copy of this fun, easy to read book, send $7.95 (includes shipping, Californians add 48~ sales tax) to: ~ Para Publishing P.O. Box 4232-301 Santa Barbara, CA 93103 USA Telephone: (805) 968-7277 .

¥.

Send for FREE brochure!

!JEST FI.IGHT AIRCRAFT SERVICE - Featuring Flight Designs Products and American Aerolights Eagle.

Sales, service, accessories, flight and ground training.

Located on Flabob Airport, Riverside, California. Day (714) 781-9222. Night (714) 989-1274.

ELSINORE VALLEY HANG GLIDING CENTER. Certified, experienced instruction, sales for all major manufacturers and repair facilities. Call (714) 678-2050.

FREE FLIGHT OF SAN DIEGO. Expert instruction utilizing modern, safe equipment. (714) 560-0888.

FRESH AIR FLIGHT SCHOOL Personalized USHGA certified instruction and observation. An alter· native hang gliding establishment meeting all of your flying needs - including expert repairs at realistic rates. Call BRIGHT STAR in Santa Rosa at (707) 584·7088.

HANG FLIGHT SYSTEMS - Certified instruction program, beginning to advanced levels. Featuring Wills Wing and Ultralight Products gliders and accessories. *Duck, Comet, Gemini, Harrier demo flight available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA. (714) 542,7444.

HANG GLIDER EMPORIUM SANTA BARBARA (Formerly Channel Islands Hang Glider Emporium) Quality instruction, service and sales since 1974. Full stock of gliders (both new & used}, harnesses, helmets, varios, accessories, and spare parts. Contact us for details. Located just minutes from major highway and flying sites. 613 N. Milpas, Santa Barbara, CA 93103. (805) 965-3733 .

HANG GLIDERS OF CALIFORNIA, INC. l!SHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equipment are available! For informotion or catalog) write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315.

HANG GLIDING

HANG GLIDERS \VEST-DILLON BEACH FL YING SCHOOL - USHGA Certified instructors, observers sen·ing Northern California since 1973. Expert quality repairs.

Complete lesson programs. AFTER THE SALE IT'S THE SERVICE THAT COUNTS! All major brands, parts, accessories. Call or write for brochure. 20-A Pamaron \\'ay, Ignacio, CA 94947. (415) 883-3494. Now otTering UL TR1\LIGHT POWERED FLIGHT INSTRUCTION. All equipment provided. We Believe-SAFETY FIRST! MISSION SOARING CENTER - Test fly before you buy. Demos, new & used gliders in stock. All major brands 1-7766; 992-6020.

School." 43551 ,vlission Blvd., Fremont, CA 94538. (415) 656-6656.

SAN FRANCISCO SCHOOL OF HANG GLIDING Private and group instruction by certified instructors. (415) 731-7766; 992-6020.

SKYWORKS HANG GLIDING & ULTRALITE - of the South Bay Area oITers you opportunity and diversification in the an of flying. Complete lesson programs, certified instruction1 demos 1 equipment new and used, repair facilities, and major brands available. 527 Sinclair Frontage Road, Milpitas, CA 95035. (408) 946-7115.

CLTRASPORT, INC. is the onlv Southern California school dedicated On(\' to powered ;1ltralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. CSHGA certified. Call or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331, (213) 896-1805. \X'INDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDI'-!G and POWERED ULTRALITE center in Southern California. Large inventory of new and used gliders: ultralites) parts and ac-

PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER Up·to-date illustrated information guar· anreed to improve your flying.

Wrirten by a USHGA instructor.

• HANG GLIDING FL YING SKILLS-DETAILS ON: BEG INNING FLIGHT • INTERMEDIATE SKILLS • AERODYNAMICS • GLIDER DESIGN • GLIDER REPAIR " SELECTING EQUIPMENT• THERMALING • MORE. $6.95 + 60¢ POSTAGE. • FLYING CONDITIONS-THE ROAD MAP TO THE SKY-DE· TAILS ON: GENERAL WEATHER" TURBULENCE• ROTORS • WIMD SHADOW • SEA BREEZES • WIND GRADIENT • RIDGE LIFT .. THERMALS• MORE. $6.95 + 60¢ POSTAGE. •HANG GLIDING FOR ADVANCED PILOTS-DETAILS ON: COMPETITION • EFFICIENT TURNING * POLARS • SPEEDS TO FLY " THERMAL TECHNIQUES• DISTANCE SOARING • DESIGN CONCEPTS • MORE. $6.95 + 60< POSTAGE. • POWERED ULTRALIGHT AIRCRAFT-DETAILS ON. CHOOSING THE RIGHT CRAFT • AERODYNAMICS 1 CONTROLS • AIRMANSHIP • MORE. $7.95 + 60¢ POST. ++I NEW .......

• POWERED ULTRALIGHT TRAINING COURSE-A MANUAL FOR SELF·TEACHING AND TRAINING SCHOOLS-11 LES· SONS AND RELATED GROUNDSCHOOLS--TESTS AND FAA REGULATCONS tNCLUDED- $12.95 + 60¢ POSTAGE. S11.95+60¢POSTAGE FOR n\'O \ Except POWERED $16.95 + 90¢ POSTAGE FOR THREE ULTRALIGHT $21.95 + 90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1.10 POST AGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601,STATE COLLEGE. PA 16801 DEALER INQUIRIES INVITED

cessories. Complete training program by USHGA certified instructors. 5219 Sepul\'eda Blvd., Van Nuys, Ci\ 91411 (213) 789-0836.

Pro Star and new Pro Lite harness. Harness, chute, ballist bag 7 to 8 lbs, Simpson Helmets. 3220 E. River Rd., Twin Lake, MI 49457. (616) 744-9492.

COLORADO FOUR CORNERS SCHOOL OF HANG GLIDING since 1974. Certified instruction. All major brands, in· eluding pO\vered gliders. Repairs & accessories. Box 38, Hesperus, CO 81326. (303) 533-7550.

LEADING EDGE AIR FOILS, INC. - Write for our complete line of gliders, power packs, ultralight equipment and lessons, (powered, towed and free-flight). Enjoy our unbeatable prices and fast service. A MOST CO,v!PLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.

TELLURIDE - Fly Telluride this summer. Complete package available. Lodging, food, transportation up mountain, and other acti\'ities for your family. \X'rite: P.O. Box 394, Telluride, CO 81435 for brochure.

CONNECTICUT AIR WISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer statT. Dealer for all major product lines, featuring Flight Designs, lf Pi 1\ioyes. Complete accessory line. Lecture-film presentation available.

HAWAII TRADEWINDS HANG GLIDING - USHGA certified instructors/observers. Classes daily. Box 543, ,Kailua, Hawaii, 96734. (808) 396-8557.

IDAHO SUN VALLEY SENSOR - New and used Sensor 510's, Sales, sen·ice, demo. Bruce McKeller, P.O. Box 3696, Ket· chum, Idaho 83340, (208) 788-9692.

TREASURE VALLEY HANG GLIDERS - USHGA certified instruction, sales of UP, \Vills, Flight Designs, & Centurion gliders. Accessories & bervice, ratings & site information. "Come fly with us! Southern Idaho offers great soaring!" 5104 Albion, Boise, ID 83705 (208) 336-9492 e\'es.

ILLINOIS MID-AMERICA INC. - Instruction in hang gliding and motorized ultralights. All major brands available. Certified instructors and BGI's. Indi,·idual and group rates. Write: Box 100, Granville, IL 61326 or call (815) 339-2282 before 10:00 a.m.

ECO-FLIGHT HANG GLIDERS AND MICHIGAN MOTOR GLIDER continue our FREEZIN' SEASON SALE with substantial savings on gliders, ultralights, windsurfers and accessories, including \X!ills Wing) U.P., Flight Designs, Pterodactyl, and Manta. We offer U.S.H.G.A. & F.i\.i\. certified instruction, complete parts and expert repair service, windsurfer rental, sales, and in· struction. 493 Lake St., Benzonia, Michigan 49616. (616) 882-5070.

ECO FLIGHT GLIDERS (South)- Certified instruction. handling major brands of gliders, featuring Gemini Power System, with the new Hummingbird. Eco Flight Gliders, 17390 Redman Road, Milan, Michigan 48160, (313) 439-8637.

HANGER I, I GLIDER SALES - Lessons & Repairs, Just when you thought you couldn't purchase your 1982 glider, WAMMO the lift is here. Moyes Meteors. 190 Suggested retail price $2075. now $1775. 170 - Suggested retail price $1995. now $1695. Your choice of colors, 3-4 wks. delivery (shipping not included), (705) 942-2979.

SOUTHEAST MICHIGAN HANG GLIDERS - Sales and instruction in Ultralights, Free Flight and towing.

Dealers for Eagle, UP, Flight Designs, Delta Wing and Soarmaster. 24851 Murray, Mt. Clemens, MI 48045 (313) 791-0614 - Since 1975.

MINNESOTA NORTHERN SUN HANG GLIDERS, INC. Dealer for all major non-powered and powered brands, USHGA certified instruction. Owners/managers of the Hang Gliding Preserve) soarable ridge with tramway lift. \'Vhen in the North Country stop by and test our line of gliders and enjoy the sites. 2277 \V, County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333.

INDIANA BAT-SAIL ENTERPRISE, INC. Central Indiana's hang gliding and ultralight headquarters. Dealer for Flight Designs, ,\-loyes, C.P., and Wills Wing. Specializing in Jetwing ATV and towing. 6040 Ashway Ct., Indianapolis, Indiana (317) 291-9079.

NEW MEXICO BUFFALO SKYRIDERS, INC. - Southwest's hang gliding headquarters. Instruction, sales and service for all types of gliders. Coronado Airport, P.O. Box 4512, Albuquerque, N,M, 87106, (505) 821-6842.

MARYLAND

NEW YORK

MARYLAND SCHOOL OF HANG GLIDING, INC. Serl'ing the Washington D.C. and Baltimore areas. Complete line of gliders and equipment. USHGA certified instruction. (301) 628-6177.

THE WELCOME MAT IS OUT at Mountain Wings, the Ellenville area's newest and largest shop for hang gliders, ultralights, RC gliders and more, Located just off Route 209 on Main Street, Kerhonkson, our product lines include Flight Designs, Proi\ir, Manta, Seedwings, Stratus. Top notch instruction programs with audiovisual teaching aids.

Mountain Wings, Box 1022, Kerhonkson, NY 12446. (914) 626-5555,

MICHIGAN D&D MICHIGAN MANTA. Dealers for the new Fledge

III, FoxBat Fledge, Progressive Aircraft, featuring Pro Air,

FLYERS COOP Of

Master Flight Products Inc. Introduces the UL Tl MATE in All types of Hang Gliding and Ultralight Harnesses Dealers' Inquiries Welcome

THE SYSTEK VARIO

• Seleclable Sensilivily • Audio Threshold Adjust

• Excellent Battery Lile

%tl··

• Total Weigh! 12 oz.

• Mounting Brackel Included • Fully Adjustable Audio Sound

• One-Year Warranty • Dealer Inquiries Welcome

$195.00

Write to: Flyers Coop P.O. Box 614 Buffalo, New York 14215-0614 or call Ken Zachara: (716) 884-8447 JUNE 1982

Post Olf,ce Box 548 Oak Ridge_ TN 37830

49

NORTH CAROLINA

WASHINGTON

KITTY HAWK KITES, INC., - P.O. Box 386, Nags Head, N.C. 27959 (919) 441-6247. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginner/Novice packages and ratings available daily. Complete inventory of nev.• gliders, accessories an parts in stock.

BIG BIRD'S WINGS - Hang gliding's best. Instruction - sales and service. Dealing & distributing Wills Wing in Washington state. Call Fitz (Big Bird), (206) 523-2436.

PENNSYLVANIA

FA IRWIN D S INTERNATIONAL is the exclusive Ultra· lite Products dealer in the Northwest. Comet, Gemini in stock. Some good used gliders also. 1302 Kings Place, Bainbridge Is., WA 98110. Call evenings, (206) 842-3971 Lyon McCandless, (206) 842-4970 Ken Godwin.

CAPITOL CITY GLIDERS - New and used gliders and ultralights, accessories, service. Certified instruction. (206) 786-9255, (206) 456-6333. ~~~~~~~~~~-

SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701.

(717) 326-6686 or 322-8866.

TEXAS

International Schools & Dealers

AUSTIN AIR SPORTS - Certified hang gliding instruction. Glider sales & equipment. (512) 474-1669.

AUSTIN HANG GLIDING CENTER - Lessons, winch tow to 2000'. (512) 255-7954.

ELECTRA-FL YER DISTRIBUTORS. South MidWestern distributors for: Electra Flyer Corp., UFM Products, Sky Sports, Seagull Aircraft. Now accepting dealership inquiries. Call or write: LONE STAR HANG GLIDERS, 2200 "C" South Smithbarry Rd., Arlington, TX 76013. Metro. (817) 469-9159.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, 1\tianta and UFM sales, repair) instruction.

2200 C South Smithbarry, Arlington, TX 76013 (817) 469-9159.

UTAH INFINITY FLIGHT SYSTEMS - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 359-SOAR. WASATCH WINGS INC. - Salt Lake's Hang Gliding Center. Located minutes from the Point of the ,'v\ountain.

Featuring a fully-stocked repair shop, USHGA Instructors, 2-way radios, lessons beginning to advanced, new training gliders, pilot accessories and glider sales and rentals. 700 East 12300 South, Draper, UT 84020 (801) 571-4044.

JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta \X'ing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varios, Altimaster, Quick-N-Easy. 1104 Rekku Shibakoan 2/11/13. Shibakoan Minatoku Tokyo 105 JAPAN. Tel. 03/433/0062.

Employment Opportunities CRYSTAL AIR SPORTS MOTEL· Male/Female HELP WANTED: 15 hrs.lwk. Exchange for lodging in Original FLyers Bunkhaus. Call or write Chuck or Shari, 4 328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546. Home of SKY GEAR, Apparel & Accessories.

Also, vacationing? Private Rustic Rooms. \X1aterbeds, Video Movies, Color T. V., Pool. Reserve early due to World's Fair.

Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY A\VAY CONTAINER SYSTEM is the world's newest, fastest and

most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

PARACHUTES REPACKED - Your parachute aired, inspected and repacked by experienced rigger - $15.00 includes return postage. Send U.P.S. to HANG GLIDER EQUIPMENT COMPANY, 3620 Wawona, San Francisco, CA 94116 (415) 992-6020.

Parts & Accessories HANG GLIDER EQUIPMENT COMPANY - For all your hang gliding needs. 3620 Wawona, San Francisco, CA 94116 (415) 992-6020.

OXYGEN SYSTEMS and BALL VARIOMETERS at the lowest prices anywhere. Call us! High Flight Associates, 4019 Vista Way, Davis, CA 95616 (916) 756-4185.

PROPELLERS - All sizes. Wood, beech, birch, maple.

Buy the best. Factory direct. Southern Propeller Corp., 1I 14 Hinson Ave., Haines City, FL (813) 422-2335.

Publications & Organizations SOARING - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $28. Info kit with sample copy $3.00. SSA, P.O. Box 66071, Los Angeles, CA 90066.

Ultralight Powered Flight FRIGATE AIRCRAFT INC. South Florida's only complete Ultralight, Hang Glider Shop. Displa)' room, service, repairs, instruction: Specializing in domestic & foreign ex· ports. 18639 S.W. 107th Ave., Miami, Florida 33157.

Phone (305) 252- I 706.

KITTY HA WK KITES -

Training specialists for

:~;~G_A_C~;SSIFIE~~~;E;~ISl~GO;;ERFO;; I 35 cents per word, $3.00 minimum.

I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $10.00 I 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).

Bold face or caps 50<!: per word extra. (Does not include first few words which are automalically caps). Special layouts or tabs $20 per column inch.

BALL VARIOMETERS INC. 5735 ARAPAHOE AVENUE, BOULDER, COLORADO 80303 PHONE: (303) 449-2135

Payment for first three months required in advance.

Please enter my classified ad as follows:

Number of words:----~~-~@ .35 = - ~ ~ - - - - Section (please circle) Rigid Wings

Schools and Dealers Emergency Chutes

Business Opportunities Publications & Organizations

Ultralight Powered Flight Begin with consecutive issue(s).

$495

MODEL 651 VARIO/AUDIO AL Tl METER

Rogallos

19

Miscellaneous issue and run f o r ~ - - -

My check _ _ money order _ _ is enclosed in the amount of $_~~~~~~-

MODEL 620H VARIO/AUDIO

Phone Number:

P.O. BOX 66306, LOS ANGELES, CA 90066 I (213) 390-3065 f• 1____________________________

50

$280

These and other models in stock for pilots who require the best. Available from Hang Gliding and Ultralight Dealers and Manufacturers. Dealer inquiries invited.

Protected by U.S. Patent No. 4,086,810.

HANG GLIDING

ultralights. FAA certified Flight Instructors. Quicksilvers, parts in stock. P.O. Box 340, Nags Head, N.C. Within site of where the Wright Brothers made their first historic flight. 1-800-334-4 777.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction. major factory 469-9159.

NORTHERN SUN INC. The industry's most exper· ienced rigid wing builders, offers all custom built rigid wings at discount pricvs. Also dealer for all major factory built powered ultra-lights. Our Powered Training Course is designed and taught by pilots experienced in both conven· tional aircraft and Powered Ultralights. This comprehen· sive course includes techniques in reading and understand· ing sectionals, FAR's, micrometeorology, and even float and ski use. Upon completion of course, students receive certification cards. For more details, contact us at: 2277 W. Country Rd. C., St. Paul (Roseville), MN 55113. (612) 633-3333.

SKYWORKS California.

Please see ad -

age and handling. Call now 1·800-334-4777. In N.C. call (919) 441-6094. Kitty Hawk Kites.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/,'' dia. Inside or outside ap· plication. 25~ each. Include 15i for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

Powered Ultralight Training Course - By Dennis Pagen.

Now available from USHGA. Lessons, Groundschools, tests, FAA Regulations, 81/2 x 11 workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.

TEE-SHIRTS with USHGA emblem $6.50 including postage and handling. Californians add 6% tax. Men's sizes, S, ,'vi, L, XL. BLUE/ORANGE, USHGA, P.O. Box 66306, Los Angeles, CA 90066.

TORREY PINES 1979. Text by Don Betts. Photos by Bet·

SPORT FL YING UNLIMITED - Ultralight sales, training and service for QuickSilver, MX and Mirage. Two locations: 2915 S. Logan St., Lansing, MICHIGAN 48910, (517) 882-2468 or 1450 10th St., S., Safety Hbr., FLORIDA 33572, (813) 726-7020.

TYPE: Wills Wing Raven 209 #4911. WHERE AND WHEN: Aug. 10, 1981 from Buffalo Skyriders shop, Albuquerque, NM. SAIL PATTERN: Red leading edges. Center out: black, red,

ULTRASPORT, INC. - Dealers for Eipper, Quicksilver, and Pterodactyl Fledglings. Our only business is power.

USHGA certified. Call or write for further free informa· tion. UltraSport, Inc., 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805.

orange, gold, yellow, white tips. Also stolen, custom harness, black with custom blue chevron.

CONTACT: Buffalo Skyriders, (505) 821-6842.

Box 4512, Albuquerque, NM 87106. Reward.

UTAH'S INFINITY FLIGHT PARK - Ultralight in· struction, sales & service. 898 S. 900 E., SLC, Utah 84102.

(801) 359-SOAR.

TYPE: Olomana #1. SAIL PATTERN: All white.

Blue bird emblem on sail near nose. Orange and gold cover bag. CONT ACT: Mikel Dillon, 1111 S. Water, Wichita, KA 67213. (316) 263-1287.

Miscellaneous TYPE: Wills Wing Harrier 177 #6113. SAIL PATTERN: All white. Six holes in L.E. WHERE AND WHEN: Ultmate Hi, Feb, 22, 1982. CONTACT: Roger Chase (714) 748-1739.

FOUND: Harness and chute in Lancaster, CA near Ave. P. CONTACT: HG of CA, (213) 399-5315.

COLLECTOR'S ITEMS - Limited edition lithographed prints of George Worthington's "Old Man's Quest" story.

Autographed by the "Old Man" himself. $13. for the set.

Money back guarantee. Mail to: Terry Ferrer, 1442A Walnut St, Rm. 326, Berkeley, CA 94709.

COMPETITION ADMINISTRATION bv LIZ. Thoroughly experienced in one-on-one, goal/durac'ion com· petitions. Highly adaptable: if you have something new and different, I can help make it work the first time. Rates upon request. Mobile LZ, 5555 Bowron Place, Longmont, Col· orado 80501. (303) 530-0718.

IS SOMEONE STEALING YOUR VALUABLE EQUIPMENT? Amazing new 'DEVIL DOG' STOPS THEFT! Easy installation, ten year warranty. Free info.

Dealers inquire on letterhead. Gulf Air Sports, P.O. Box 892, Venice, FLA. 33595. ACT NOW PROTECT YOUR WINGS!

TYPE: Comet #UPCMT 165995 Sail: nose to tail - gold, yellow, white. UP Gemini: #UPG164042. Nose to tail: Green (blue stripes), yellow. Thief is known to be in Redondo Beach, CA area possibly working for Walker Transportation Co. Large reward.

CONTACT: Alesandro Gomez (331)-2-38-21 (Colima, Mexico).

JUNE 1982

TYPE: Phoenix 6D. WHERE AND WHEN: April 10, 1981 from Fairfield, CA. SAIL PATTERN: Center out: Gold, white, lt. blue, blue, black, black leading edges and keel pocket. CONT ACT: Keith W. Bakula, PSC 3 Box 136, Travis AFB, CA 94535 (707) 437-2110.

TYPE: Seagull !OM, 1979. #9434. SAIL PATTERN: Gold keel pocket, gold center section, two white panels, orange, red, gold, green, dark green tips and LE. TYPE: Sensor 210E, 1980 165 sq. ft. #110. SAIL PATTERN: Orange LE, white, brown keel. No battens. WHERE AND WHEN: July 12, 1981 from Ventura, CA residence. CONT ACT: Steven Lum (805) 653-1367 or Mark Anderson (805) 644-4249.

TYPE: Fire Eagle w/Z-drive. SAIL PATTERN: Red, orange, gold, yellow, yellow wired L.E. DISTINGUISHING CHARACTERISTICS: Infinity lettering and logo faintly visible. Sail repair on inside panel.

WHERE AND WHEN: Dec. 1981 Cedar Valley, Utah. CONTACT: Infinity Flight Systems, 898 S. 900 E., SLC., Utah 84102 (801) 359-SOAR.

TYPE: Moyes Maxi. SAIL PATTERN: lviulti·

TYPE: Robertson Cocoon Harness, light blue liner, brown outside with Flight Designs parachute, gray bag. Red helmet, Litek vario, round face (black), red bag, Flight Designs altimeter. WHERE AND WHEN: Home Feb. 13, 1982. CONTACT: Jon, Los Gatos, CA (408) 354-3041 or (408) 395-2645.

face, dk. blue and white lower surface. Lime and gold split panels at tips. CONT ACT: Don Piercy ( 408) 739-8571. .

TYPE: 1979 Seagull 10 Meter. WHERE AND WHEN: Cincinnati, Ohio, Oct. 11, 1981.

DISTINGUISHING FEATURES: Light blue sail with "Seagull" lettering. Keel and right L.E. plain anodized, all other black. Red bag with thumb snaps. CONTACT: Kermit Kinne, 35 Juergens Ave., Cincinnati, Ohio 45220 (513) 751-6642.

LARGE PATCHES - (2 1/8" x 9") for collectors only.

Great for caps, bags and harnesses. $3.00 plus $1.00 post·

The rate for classified advertising is 35i per word (or group of characters). Minimum charge, $3.00. A fee of S 10. is charged for each photograph or logo. Bold face or caps soi per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing 11/, months preceding the cover date, i.e., April 20 for the June issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

390, 417, 420, 434, 401, 423, 433, 383, 404, 403, 397, 256, 287, 213, 230, 243, 247, 233, 249, 251, WHERE AND WHEN: Delta Wing, Van Nuys, CA. Sept. 1981. CONTACT: Detective Bob Han· son, Van Nuys police dept. (213) 989-8371 or Delta Wing (213) 787-6600. Reward for information.

Schools & Dealers -

Bumper Stickers - "HAVE YOU HUGGED YOUR HANG GLIDER TODAY?" White w/blue letters. $1.40 each (includes postage). P.O. Box 66306, Los Angeles, CA 90066.

tina Gray. Pictorial review of hang gliding at Torrey Pines.

40 pages of photos, maps, flying regulations, and history of the area. Excellent booklet for those who have onlv heard of Torrey Pines. Booklet can also be purchased at ;ite. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.

TYPE: R.D.P. parachutes: #'s 3003, 3078, 3042, 3073, 3035, 3037, 3023. Litek Model C varios: #'s

colored sail. Extra-wide stainless control bar.

Orange cover. WHERE AND WHEN: April, 1981 in basement of condo. CONTACT: Jim Hogg, 2533 Ala Wai Blvd. #404, Honolulu, Hawaii 96815 (808) 923-8250. Reward.

TYPE: 1981 Stratos 164 with enclosed cross bar.

WHERE AND WHEN: Sunnyvale, CA 6-23-81.

SAIL PATTERN: Lt. blue and white upper sur·

TYPE: Yamaha power package from Teratorn motorized glider.

DISTINGUISHING CHARACTERISTICS: Black chrome drive shaft, 4 bolt prop hub, white pine prop. WHERE AND WHEN: Franklin flying field, Franklin Ind., May 1981. CONTACT: Toby Orme, Sky King of Indiana, 3899 Honeycreek Blvd., Greenwood, IN 46142 (317) 535-4568.

Hang Gliding publishes (free of charge) stolen gliders and equipment. New listings appear at the head of the column in bold. Type up your submis· sion in our format and send to: USHGA, Box 66306, Los Angeles, CA 90066.

51

USHGA MERCHANDISE ORDER FORM

BOOKS

QUANTITY B-1

B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9 8-10 8-11 B-12 8-13 B-14 B-15 B-16 B-17

PRICE

THE COMPLETE OUTFITTING & SOURCE BOOK FOR HANG GLIDING

by Michael Mendelson. History, models, acces., public. organizations. schools, sites.

USHGA INSTRUCTORS CERTIFICATION MANUAL Complete requirements. syllabus, teaching methods.

HANG FLIGHT by Joe Adelson & Bill Williams. Third Edit. Flight instruclion manual. 100 pgs.

HANG GLIDING by Dan Poynter. 8th Edition. Basic Handbook for skysurfing.

MAN-POWERED FLIGHT by Keith Sherman. History & modern technology, design considerations.

HANG GLIDING AND FLYING CONDITIONS by Dennis Pagen.

Micrometerology for pilots. 90 Illustrations.

HANG GLIDING AND FLYING SKILLS. by Dennis Pagen Beginners to experts instruction manual.

HANG GLIDING FOR ADVANCED PILOTS. by Dennis Pagen Techniques for cross-country, competition & powered flighl.

POWERED ULTRALIGHT AIRCRAFT. by Dennis Pagen. Complete instruction manual.

GUIDE TO ROGALLO BASIC. by Bob Skinner. Handbook for beginning pilots. 30 pgs.

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. 1980 Edition.

Hang gliding pertinent information.

FAI SPORTING CODE FOR HANG GLIDING. Requirements for records, achievements & world championships.

TORREY PINES. by Don Betts, photos by Bettina Gray. Rules. regulations. history of Torrey Pines.

HANG GLIDING MANUAL & LOG. by Dan Poynter. For beginners.

An asset to instructors. 24 pgs.

USHGA OFFICIAL FLIGHT LOG. 40 pgs Pocket size, skills signoffs (all levels). glossary of terms, awards.

AMOUNT

S 7.95

S 2.00

S 3.50 S 6.50 S 6.50

S 6.50 S 6.50 S 7.50 S 8.50 S 2.75 S 4.35 S 6.50

S 3.98 S 1.00

S 2.50 S 1.50 S 2.95

ITEMS l-1A 1-18 1-2 1-3 1-4 1-5 1-6 1-7 1-8

1-10 1-11

"NEW" USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE only. Men's sizes: S M L X-L (CIRCLE ONEJ. Women's sizes (French cut): S M L [CIRCLE ONEJ. USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. ORANGE or LIGHT BLUE. Men's sizes only.SM L X-L (CIRCLE SIZE & COLORJ. USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY. ORANGE. GOLD (CIRCLE COLORJ. "NEW" USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 3'/, x 2'k USHGA SEW-ON EMBLEM. 3" dia., full color (red wings, sunburst w/black print).

USHGA EMBLEM DECAL 3'h'' dia., full color.

USHGA EMBLEM PENDANT. W' dia. Pewter w/silver chain.

USHGA BUTTON/PIN. 1V, dia .. full color.

WALLET. Nylon, velcro closure, mach. washable, water resistant. ROYAL BLUE color.

BUMPER STICKER. "Have you hugged your hang glider today" Blue on white.

S 6.50 S 6.50 S 6.50 S 5.00 $12.00

S 1.00

s .25 S 3.00

s .10 S 8.95 S 1.40

HANG GLIDING/GROUND SKIMMER BACK ISSUES "'SPECIFY BY CIRCLING ISSUE NUMBER'"ISSUES NOT NUMBERED ARE SOLD OUT'" PRINTED COPIES: 20, 21, 22, 23, 24, 25, 28, 29, 30, 31, 33, 34, 36, 37, 41. 42, 43, 44, 45, 47, 58, 59, 61, 62, 63, 64, 65, 67, 68, 69, 70, 71

S .40

PRINTED COPIES: 73, 76, 77, 78, 80, 82, 83, 86, 87. 88, 89, 90, 91, 92, 93, 94, 95 through 104

S 150

#105 to current # issue

$ 2.00

'"HO 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 ordered. Allow 3-4 weeks delivery (8 weeks for Foreign). All orders are mailed by the cheapest available rate. 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 6% tax on merchandise only) TOTAL ND CHARGE ITEMS LJSHGA MEMBERSHIP APPLICATION FORM 1#4)

USHGA POWERED UL TRALIGHTRATING (PART 105)

USHGA MERCHANDISE ORDER FORM (#14)

ACCIDENT REPORT FORM (#15)

USHGA LILIENTHAL AWARD FORM

SOURCES OF DEALERS, SCHOOLS, ETC. (18)

USHGA BASIC SAFETY REGULATIONS (Part 100)

Specify state _ _ _ _ _ _ _ _ __

USHGA PILOT PROFICIENCY PROGRAM (Part 104)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _~ CITY _ _ _ _ _ __ STATE _ _ _ ZIP _ _ __

MAIL WITH CHECK OR MONEY ORDER TO: USHGA, PO BOX 66306, LOS ANGELES, CA 90066

FULL MEMBER NAME (Please Print)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ STATE _ _ _ _ _ __ ZIP _ _ _ _ PHONE ( D NEW MEMBER

D RENEW/USHGA # _ __

ANNUAL DUES: $29.50 ($32.50 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 ($10.00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilot to bea member.

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee) D Plan B: Plan A plus Powered Ultralight & Tandem Coverage (add $20 to Membership fee)

FAMILY MEMBER _ _ _ _ _ _ __ 1. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ __

D NEW MEMBER

D RENEW/USHGA # _ __

2. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ __ D NEW MEMBER

D RENEW/USHGA # _ __

ANNUAL DUES: $14.75 for each family Member, everywhere (add $20.00 for Plan B insurance coverage), who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.

SUBSCRIPTION ONLY - D

$22.50 SUBSCRIPTION ($25.50 foreign)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __

D

$40.00 SUBSCRIPTION ($46.00 foreign)

CITY _ _ _ _ _ _ _ STATE _ _ _ _ _ __

D

NAME

for one year.

(Please Print)

ZIP

PHONE (

for two years.

$57.50 SUBSCRIPTION

($66.50 foreign)

for three years.

D

$11.25 TRIAL SUBSCRIPTION ($12.75 foreign)

for six months.

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-5 -....

0

A.

USHGA will ONLY accept foreign checks payable on a U.S. bank in U.S. funds. (US. dollars or International Money Order.) Allow 4 to 6 weeks for processing.

I received this application form from:

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066

D FULL MEMBER ($29.50,$32.50 foreign) (Plan B add $20) D FAMILY MEMBER(S) ($14.75 each) D SUBSCRIPTION, one year ($22.50, $25.50 foreign) D SUBSCRIPTION, two years ($40.00, $46.00 foreign) D SUBSCRIPTION, three years ($57.50, $66.50 foreign) D TRIAL SUBSCRIPTION, six months ($11.25, $12.75 foreign) _ _ __ D I would like $1.00 of my membership TOTAL dues to be used for WORLD TEAM expenses.

P.O.Box 66306, Los Angeles, California 90066 USHGA Item #4

Revised 9/81

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(213) 390-3065

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