USHGA Hang Gliding October 1982

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EDITOR: Gil Dodgen ASSOCIATE EDITOR LAYOUT & DESIGN: Janie Dodgen STAFF PHOTOGRAPHERS: Leroy Grannis, Bettina Gray STAFF WRITER: Erik Fair ILLUSTRATORS: Harry Martin. Rod Stafford OFFICE STAFF: MANAGER: Carol Velderrain Cathy Coleman (Advertising) Amy Gray (Ratings) Linda Stahlberg (Membership) Terri Jo Nelson (Acct. Rec.) USHGA OFFICERS: PRESIDENT: Vic Powell VICE PRESIDENT: Doug Hildreth SECRETARY: Elizabeth Sharp TREASURER: Ken Koerwitz

ISSUE NO. 117

HangClding CONTENTS FEATURES

12

EXECUTIVE COMMITTEE: Vic Powell Doug Hildreth David Broyles USHGA REGIONAL DIRECTORS REGION 1: 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 Rikert. 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.

The United States Hang Gliding Association Inc., is a division of the National Aeronautic Association (NAA) which Is the official U.S. representative of the Federation Aeronautique Internationale (FA!), the world governing body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAlrelated hang. gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest In the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles. photos, and illuslralions concerning hang gliding activities. If the material is to be returned. a stamped. self-addressed return envelope mus! be enclosed. Nolificallon must be made of submission lo other hang gliding publicaliom. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do no! assume responsibility for !he maleriol or opinions of contributors.

HANG GLIDING magazine is published monthly by the United Stoles Hong Gliding Association, Inc. whose moiling address is P 0. Box 66306, Los Angeles. Calif. 90066 and whose offices are localed al 11423 Washington Blvd.. Los Angeles, Calif. 90066; telephone (213) 390-3065 Secondclass postage is paid al Los Angeles. Calif. HANG GLIDING magazine is printed by Lienell Co. The typesetling is provided by ls! Impression fypeselling Service. Buena Park. Calif. Cdor separations by Scanner House of Studio City. Calif.

The USHGA is a member-controlled educational and sdenlific organization dedicated to exploring all facets of ullralighl flight Membership is open lo anyone interested in this realm of flight. Dues for full

membership are $29.50 per year ($32.50 for foreign addresses); subscription rates are $22.50 for one year. $40.00 for lwo years. $5750 for three years.

Changes of address should be sent six weeks in ad-

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

OCTOBER 1982

HANG GLIDING PHOTO CONTEST

20 ONE FOR THE RECORD

24

GROUSE MOUNTAIN

1982 28 32 36

40

article and photos by Bob Thompson

by Erik Fair photos by Leroy Grannis

BIRD OF PRAY A Mama's Memoir

by Jane Carlton photo by Rick Wade

HONDURAS HANG GLIDING TORREY PINES BENEFIT FLY·A·THON THUNDERSTORMS REVISITED

by John Moody

by Ron Miller photos by Jeff Burns illustration by Barbara Graham

© Copyright by Dennis Pagen

DEPARTMENTS 4 4 8 10 15 17 18 31 44 46 49 50

ULTRALIGHT CONVERSATION INDEX TO ADVERTISERS THE RIGHT STUFF by Erik Fair NEWLY ACQUIRED RA TINGS AND APPOINTMENTS NEWS AND NEW PRODUCTS CALENDAR USHGA REPORTS USHGA CHAPTER NEWS edited by Joel Howard PRESIDENT'S PAGE by Vic Powell CLASSIFIED ADVERTISING STOLEN WINGS CARTOON Rick Masters

COVER: Bob England pilots the new Delta Wing Streak. Photo by Bill Bennett.

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. performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider ore urged to study HGMA standards.

Copyright © United States Hang Gliding Association, Inc. 1978. All rights reserved to Hang Gliding Magazine and individual contributors.

CJLTKALl<iMT CONVEKJAT10N

I formally request the USHGA Board of Directors to raise full membership dues by a minimum of two dollars per year to establish a reimbursement fund. I suggest that records of rescues and resulting expenses be compiled and once each year reimbursements be made on a proportional basis. If requested, I will manage this program and submit a report to the Board of Directors at the specified time without charge to the USHGA. Believe me, the fund will not be enough. But it will show evidence of our good faith and responsibility within our sport.

INDEX TO ADVERTISERS AOPA ........................................................................................ 39 Ball Varios .............................................................................. 47 Bennett Delta Wing Gliders ...................................... 5, BC Flight Designs ............................................................... 51, IBC

Rescue Fund?

Rick Masters Shell Beach, CA

Dear Editor,

Glider Rider ............................................................................ 14 Hall Brothers .......................................................................... 52

When my good friend Bob Dunn went in at Plowshare, he hit the mountain in a place that was so overgrown and inaccessible that Search and Rescue did not find his body until the following day. Carrying Bob's body, glider and equipment out of that thick nine-foot high manzanita, essentially inpenetratable, was a task of superhuman effort I would not wish on anyone.

When Englishman Keith Lamb caught a wingtip in an attempt to relaunch from Papoose Flats high in the Inyos, he spun into the cliff and tumbled to the ground, completely demolishing his glider and both radios.

With a broken leg and injured knees he was unable to hike out. With great effort he managed to drag himself up on a rock and spread out his parachute with a prayer that an aircraft would spot it before he died of thirst.

Twenty-four hours later a Civil Air Patrol plane spotted him. It was piloted by one of several dedicated men who were scouring the immensity of the Inyos by air to find the spot where he went down. A helicopter was dispatched with a crew from Search and Rescue to take Keith to a hospital. Another crew carried his glider and equipment out of the mountains and provided storage while Keith recuperated.

These are only two of many, many instances occurring with increasing frequency all over the country. We fly, we enjoy, but when we blow it the ones who bear the burden are the fine, selfless people of Search and Rescue.

When we are helpless and alone they come to save our Ii ves.

We owe them.

The expenses are truly tremendous. The helicopter that rescued Keith Lamb cost $1,300 per hour to operate. This money was provided by the taxpayers of Inyo County through the Sheriff's emergency fund. Inyo County is a very poor county. Its people cannot bear the burden of increasing numbers of rescues each year; but the hard fact is that as more pilots discover the Owens Valley, more will get into trouble there.

4

Flying In Indiana

Hang Gliding Press ............................................................. 14

Dear Editor,

Kitty Hawk ........................................................................ 41, 44

I don't believe there is enough information concerning hang gliding sites in remote areas such as the state ofindiana. Trying to find out the location of good sites around here is like trying to pull teeth. It's possible that some local people are guarding their sites for fear of losing them, I don't know.

There are also some darn good hang gliding schools that I never see mentioned in your magazine. One of them is Morningside Hang Glider Park in Claremont, NH run by Jeff Nicolay. I was trained there last summer.

They also deal in gliders and repair.

Leaf ........................................................................................... 48

Preston J. Tuchman Indianapolos, IN

Lookout Mt............................................................................. 19 Pacific Kites ........................................................................... 52 Pagen Books ......................................................................... 52 Para Publishing .................................................................... 6 Pro Air ....................................................................................... 30 Rotec ........................................................................................ 14 Snyder Ent............................................................................... 7 Souty Coast Air .................................................................... 43 Spectra ................................................................................... 43 Sport Graphics ..................................................................... 11 Systek ....................................................................................... 46

Surprise!

Dear Editor, I was very impressed when I received the July issue of Hang Gliding and saw the excellent poster that you included as part of your membership drive. I was even more impressed when I discovered who the pilot was in the photo ... ME! Interesting that the USHGA should choose to use a picture of a Canadian pilot at a Canadian site for a membership drive. Yes, that photo was taken last year at Grouse Mountain Championships in Vancouver, British Columbia. Of course I appreciate the exposure. Gonna send five copies to my mother. ..

Over the past few years Hang Gliding has had some great centerfolds, many of which are attached to walls in bedrooms and hang gliding shops world wide. Why do you not offer a poster service so interested pilots could buy these centerfolds in glossy photographs

Ultralite Products ............................................................... 23 USHGA ................................................................. 1, 39, 43, IFC Whole Air Magazine.......................................................... 5 Wills Wing, Inc .......................................................................... 2 World Team ........................................................................... 47

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 11/2 months preceding the cover date, i.e. Mar. 20 for the May issue.

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instead of with staple holes and a fold in the center? I personally would like to get large, good-quality copies of two past centerfolds for mounting; the one of Eric Raymond over the Sierra Nevadas and the photo of Tom Kreyche over the Whites deserve more than thumbtacks in the corners! I'm sure that such a ser· vice could be a revenue-producing venture.

Andrew Barber-Starkey Rocky Mountain School of Hang Gliding Invermere, British Columbia

Three out of the top four flew Demons.

One of my high points came in the evening after the first day of competition when a 3 1h' rattlesnake was discovered on the path between the LZ and the glider loading area. The unfortunate reptile ended up in pork grease and barbeque sauce and made an ~xcellent first-time snake dinner for myself and local pilot Craig Cox. Craig's father was largely responsible for the safe and speedy transporta· tion of everybody's divers back to the top of Woodrat Mtn. Here's to Starthistle '83 and to the RVHGA. Doug Shea Roseburg, Oregon

Editor's Note: See Eric Raymond's ad for his poster of the centerspread you mention. Our promo poster photo was chosen because we felt it best depicted the sport. Canadians are welcome to join our association tool

A Special Thanks to Hang Flight Systems Dear Editor, We at USHGA would like to thank you for an extraordinary evening of fun at the Hang Flight Systems Talent Show. With effort and support from people like you the World Team can't help but be successful!

The Staff at USHGA Headquarters Carol, Linda, Amy, Cathy and Terrie

No Sense Dear Editor, I had quite a time persuading my father to lend me the money for my first hang gliding lesson, but finally he gave in, signed the permission sheet and wrote out a check. I hadn't really looked at the check before I handed it to the instructor, and I was surprised that he burst out laughing when he looked at it. There on the second line of the check, were my father's sentiments: "Fifty dollars and no sense."

Ray Morgan Credit

right-of-way or allowing the thermal pilot to have the right-of-way. I personally feel that the thermal pilot should have the right-of-way.

John G. Russell, Jr. Vallejo, CA

Beware Dear Editor, I have been lucky enough to be able to travel throughout the West with my work, flying all the best flying sites. This past weekend in Reno, Nevada I was a part of two situations which both could have had far worse results than they did.

The first event took place after an outrageous flight at a little-known site north of Reno called Peterson. After landing and packing my gear, I walked up to the highway (200 yards) to watch for my ride, keeping my gear in sight all the time. Along came a pick-up, which stopped next to the glider. Two guys jumped out and threw my gear bag in the back and glider on the roof. I was racing towards them full speed at this point, screaming, and luckily for me they thought twice about taking my stuff when they saw me, threw it back on

Henry Leabo Tehachapi, CA

Dear Editor, Regarding Don Partridge's comments on the design of the Arrow, one important member of the team was not mentioned. Ray Morgan of Solar Challenger fame was a primary contributor in the aerodynamic and structural engineering.

Roy Haggard Elsinore, CA

RVHGA Starthistle Meet Dear Editor, I would like to thank the Rogue Valley Hang Gliding Association for the recent Starthistle competition held at Ruch, Oregon recently.

Thanks to a low-key attitude, an efficient ground judging crew, and effective launch-toLZ communications, both days of competition ran smoothly. The Flight Designs' crew from Salinas, CA was there, demonstrating their new Jetwing ultralight. Ken Brown from Flight Designs was unbeatable in six rounds of competition and took first with his Demon.

6

Right-Of-Way Dear Editor, In response to the "Mid-Air" article in your July issue, I agree with Pat Denevan that midairs are probably the biggest danger that we have now. I also feel that this article is way overdue and that more relevant articles should be written. With gaggles forming over Baundry Peak in the Owens Valley, it is time that flyers started thinking about thermaling in crowds, which brings us to the point.

It is a necessity that we close the gap between ridge soaring and thermal flying. To explain: If one has a local site that is a ridge and can be ridge soared, with thermals coming through, both types of pilots, the one with ridge soaring expertise and the one with thermaling experience, both following rules and both having the "right-of-way," could easily collide - not having any rule covering the currently existing gap between the two.

We need a rule to cover this gap - either allowing the ridge soaring pilot to have the

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HANG GLIDING

the ground and sped off.

To make a long story short, the county sheriff happened to show up at the right time, and caught these two guys because of my description of the truck and when I left Reno they were still in jail for attempted grand theft/larceny. I wrote a full report and am pressing charges (maximum 6 years in prison).

There are thieves out there. Watch where you leave your gear, and lock your glider to your vehicle when leaving it parked.

Two days later at Slide Mountain I was witness to something that shouldn't have hap· pened. I could have prevented it myself, but being an out-cif-town pilot, didn't say anything.

Up on launch was novice pilot, nervous, ready for his first high altitude flight, without instructor. After · 15 minutes of mucking around he finally took off. All of us back on launch watched as he quickly descended into the trees with the bar completely stuffed, wings fluttering. Fortunately he wasn't hurt badly, and hiked his glider out (with broken leading edge).

This guy could easily have been killed, and all ofus on launch were to blame. With the information he gave us, we shouldn't have let him launch, but I guess we didn't want to interfere with an individual's right to choose, part of the freedom that goes along with flying.

Instructors, please know what your students

are doing, and let them know what you feel they should or shouldn't do. And by all means, be there for their first altitude launches.

Bill Arras Bend, Oregon

New World Records Dear Editor, During the past three years there has been very little action among the world's women hang glider pilots in terms of seeking official world hang gliding records. This past sum· mer, however, that trend has begun to change.

Two new claims for world records have been filed with the National Aeronautics Association and the Federation Aeronautique Internationale.

Caroline Deglanville, now living in France, has claimed a 58-mile distance record on a Magic (British Comet copy). Caroline achieved this record while competing as the only woman pilot entered in the 1982 X-C Classic, in Owens Valley, CA. This new claim exceeds the present 47-mile record by 11 miles.

Jean Little of Southern California has entered a claim of 28 miles for the distance to a goal record. No record in this category exists for women at the present time. The minimum

13good reasons why thet-1E."'1Altimaster IV should be on your flying machine

requirement has been 16.5 miles for the past five years, and yet no woman has previously succeeded in this achievement.

The "goal" record is special because in most cases of long-distance record attempts, the pilot will nearly always try to fly as far as possible in the hope of exceeding the distance record, or for the sheer excitement of improving on their own previous personal best distance. In addition, the goal record requires a properly worded declaration to be signed by an official observer (USHGA Hang III or better) naming the specific goal and its geographical coordinates. This declaration must have the date and signatures properly affixed before takeoff on every record flight.

Jean specifically chose to make the goal record first, and then try for the distance, goal and return, and gain of height records.

Jean flew her UP Comet from the launch site at Piute in the Owens Valley, and landed at Janie's Ranch in Nevada. The date of her flight was August 9, 1982.

The USHGA records committee enthusiastically hopes that the other many excellent women pilots will take up the challenge and follow the lead of these two fine pilots and give us some further exciting world records.

George Worthington Chairman, Records Committee USHGA

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7

An instructional column for the new pilot.

by Erik Fair This month we're going to discuss beginning soaring. Nasty old instructor that I am I'm gonna start you off with a multiple choice question.

The PRIMARY goal of soaring is: A. To get as high as possible.

B. To stay up as long as possible.

C. To fly as far as possible.

D. All of the above.

E. Some of the above.

F. None of the above.

Congratulations to those of you who answered F (none of the above). Odds are you'll live long, healthy lives and be great successes at whatever you do forever. To those of you who gave any other answer I can only recommend that you buy lots of life insurance, draw up a comprehensive will immediately, and prepare to meet your Maker.

Listen. The PRIMARY goal of soaring, sledding, training, even ground handling, is to get it done SAFELY. If you ever forget that SAFETY is the main consideration for any form of flying you immediately become the proverbial "accident waiting to happen," a regular card carrying member of FBRMOA (future big red messes of America).

No doubt about it, soaring in a hang glider is exhilarating beyond belief, especially if you're just getting into it. It's also dangerous beyond belief if you let the exhilaration you feel evict SAFETY from first place on your list of priorities.

With that perspective welded to our hearts and minds let's go ahead and take a look at what it takes to - TA DA - SOAR, BABY!!

THE CATERPILLAR ANALOGY Here's how a caterpillar becomes a butterfly: First, he finds a spot where he's comfortable and decides to stay there for awhile. Next, he gets all wrapped up in a cocoon and proceeds to undergo some major changes. During all this, he retains the shape and limitations of a caterpillar. Finally, after weeks and weeks of the same old crap (metamorphosis has got to be tedious as hell) he sheds the cocoon and finds himself with a brand spanking new set of WET WINGS!! What in the hell is he gonna do with WET WINGS? Since brand new butterflies are programmed to hang out at the

8

same old spot until their wings dry out, that's exactly what they do. You will never see a wild-eyed butterfly plummet from a tree because he tried to take off before his wings dried out. Since we humans are too smart to be programmed in the same sense as the butterfly, we retain the wet-wing plummet option.

Humans who fly hang gliders have been known to exercise the plummet option by going out to some small ridge in high winds and trying to SOAR (by God!) before their wings are dry behind the ears.

WHAT THE HELL I'M TALKING ABOUT Uhhh - let's see - Oh, yeah! Beginning soaring. The point I'm trying to make is this: There is a good chance you will appear to yourself as being ready to soar before you actually are. The two main elements to that _statement are "Ready" and "Soar," and if I ever hope to get anywhere with this discussion I guess I'm going to have to define both.

READY? Your readiness to soar is a function of your skill mastery level and the range of conditions you are comfortable launching in, flying in

and landing in.

When we're talking skill mastery, we're talking absolute mastery of all Novice level skills and significant progress towards mastery of the following Intermediate level skills: (quoting from USHGA pilot proficiency rating system): Section 8: Must show thorough preflight of harness, glider, and parachute.

Section 9: With each flight, demonstrates method of confirming hook-in just prior to launch.

Section 10: All takeoffs should be aggressive, confident, and with a smooth transition from running to flying. (Slow, unstable launches are double deadly in conditions strong enough to be soarable.)

Section 11: All landings must be safe, smooth, and controlled.

Section 12: Demonstrates ability to differentiate airspeed from groundspeed.

Section 13: Demonstrates linked 180's along a pre-determined ground track showing smooth, controlled reversals and proper coor· dination at various speeds and angles of bank.

Section 14: Can explain stall warning characteristics of glider.

Section 15: Has practiced and can demonstrate gentle stalls and proper recovery.

Stall maneuver to be initiated with no less than 500' ground clearance.

Section 16: In 8-15 mph wind demonstrates ability to maintain airspeed at or near minimum sink during crosswind or upwind legs without any evidence of stalling.

Section 18: Demonstrates proper airspeed control on landing approach when descending through a gradient.

Section 19: Demonstrates proper airspeed for maximum distance (progress over ground) flown into a significant headwind.

As I stated in the August article, it is my view that mastery of skills required for soaring flight can only be achieved through a minimum of 5-10 hours airtime in sled ride or extended sled ride conditions (no stronger than you trained in).

When we're talking range of conditions you are comfortable with, remember this: The flying around part of hang gliding is easy and

HANG GLIDING

relatively risk free compared to the taking off and landing parts. You don't want to RISK a takeoff or potential landing in conditions that are too strong in reference to your takeoff and landing skills.

Last year an inexperienced pilot in my area had a fatal accident as a result of stalling a takeoff in gusty, high wind conditions that he had no business even setting up in. Why did he do it? He knew he was good enough to handle the conditions once airborne but he chose to ignore his glaring deficiencies in the area of launch skills. Once again, there are three basic skill areas: Launch, Flying around, and Landing. Your decision to fly should be based on the limitations of your WEAKEST area.

Look at soaring this way. You can only soar when conditions are moderate to strong. This means higher wind velocities and/or more turbulence. Be like the caterpillar and stick with sled rides or extended sled rides until you're well on your way to mastering the skills listed above. You will then have your wings. Dry those puppies out by gradually expanding the range of conditions you can handle. Before you know it you will be able to:

SOAR!!

I've come to conclusion that a pilot whose skill and range of condition progression has been safe and gradual will literally stumble into his first soaring flights. I mean, Good Lord, that's how it happened with me!! It must be right!?

Here's how it happens: Through practicing the maneuvers I outlined for you in the August issue (in sled ride conditions) your skill level increases. Your increasing skill level allows you to comfortably take off, fly around, and land in progressively stronger conditions.

This gives you incrementally more airtime per flight and more time to get wired to your glider's low speed flight characteristics.

Simultaneously you get progressively more confident in your ability to control your glider smoothly and quickly. This enables you to turn comfortably just a little closer to terrain where lifting air tends to hang out. Since soaring is nothing more than flying around as slow as you safely can in lifting air, all of a sudden you find yourself flying around ABOVE TAKEOFF and howling ecstatically.

You are, yes indeed, finally SOARING. Congratulations!

There was "Dynamic Ridge Waving," "Lenticular Street Sucking," "Alto Convergence Shear Zoning, and the one I thought might be a fib, "Intergalactic Beam Tracking." I spent a good deal of time wallowing in feelings of inadequacy because all I was doing was trying desperately to stay in your more pedestrian "Ridge Lift" and/or trying to stumble across your average small piece of "Thermal Lift."

Well, I'll be damned if I didn't soon discover that most of these grizzled veteran sky jockeys were more or less vying for the Post Diving, Paul Bunyan, Tall Tale award.

The only difference between me and them was they got bored quicker talking about your average thermal so they'd start talking about getting caught up in a "Cumulo Resonant Air Temblor" or gaining 200' in a gopher fart instead.

Believe me, most other pilots are out there doing what you're trying to do and that is work some combination of good old down home ridge or thermal lift.

DOWN HOME RIDGE LIFT Hypothetical pure ridge lift has the following advantages and disadvantages for beginning soaring pilots.

WIND ( +) - Generally smoother than that associated with thermal lift.

(-) - Higher velocity necessary to create lift.

PROXIMITY TO TERRAIN ( +) Area of lift well-defined and consistent in relation to terrain. ( - ) Area of lift gets progressively closer to terrain as wind velocity decreases.

TAKEOFF ( +) Piece of cake to launch in smooth, moderate to high winds.

(-)Launch area is generally steep or cliff. Little margin for error.

LANDING (+)Piece of cake to land in smooth, moderate to high winds. ( - ) Must beware of rotors iflanding is on top.

Penetration out to a landing area may be a problem once lift is left. (Laminar head wind.)

WORKING LIFT ( +) Good place to master turns of up to 180 degrees. Good place to learn where minimum sink Jives on your control bar. ( -) Bad place to practice 360 degree turns due to excessive ground travel during downwind leg.

TRAFFIC ( +) Predictable patterns if everyone follows rules. ( - ) Area of lift is limited. It can get real crowded real quick as breeze diminishes. (..-:ontinucd on page 42)

HOT AIR Now let's look at the real challenge to beginning soaring pilots: Sorting through all the bullshit terminology that experienced pilots use for the direct purpose of intimidating new pilots. I know when I was just beginning to soar I was totally intimidated by loud conversations among grizzled veteran sky jockeys who took turns inundating one another with absolutely amazing descriptions of what they "got up in."

OCTOBER 1982

9

NEWLY ACQUIRED USHGA RATINGS AND APPOINTMENTS BEGINNER Name, City State

Region

L. Wayde Conover, Murtreesboro, TN 10 Edware A. Ashlock, Newark, CA 2 Bob Cartier, Los Gatos, CA 2 Joseph Chmura Jr., San Francisco, CA 2 Gregory P. Urrutia, Pacifica, CA 2 Michael R. Clarke, Glen Ellyn, IL 7 Keith C. Winston, Sudbury, MA 8 Anne L. Grekula, Chelmsford, MA 8 Gail Thunberg, Norwich, CT 8 8 Joe Ottalagana, Southington, CT Michael Durfee, Baltic, CT 8 Jack Flynn, Chesapeake, VA 9 Brian Sebrell, Alexandria, VA 9 Robert C. Tuttle, Va. Beach, VA 9 Frank U. Jeffreys, Raleigh, NC 10 Keith A. Sutcliffe, Wayne, NJ 12 RolfR. Bracken, Niagara Falls, NY 12 Bill Clark, Muskegon, MI 7 Frank S. Buslawski, Mt. Clemens, MI 7 Erik R. Ward, Cambridge, MA 8 Terry T. Fagin, Melbourne, KY 9 10 Samuel P. Hicks, Pinnacle, NC 12 John C. Ryan, Cazenovia, NY Marianne French, Placentia, CA 3 George Wilkie, Honolulu, HI 3 Ty Fields, Juneau, AK Terry Rigby, Sacramento, CA 2 Ricardo Colomer, Hildago, Mexico Foreign Jon Clark, Highland Park, NJ 12 Brent Paxson, Lexington, KY 9 John Koopman III, Waltham, MA 8 Daniel P. Glassman, Windsor Locks, CT 8 Robert Pellicano, Greenwich, CT 8 Carl Frederick, Manchester, MO 6 Fred Abington, Los Gatos, CA 2 2 Jim Voss, APO San Francisco, CA 2 Daniel Voss, APO San Francisco, CA James L. Herd, Pleasanton, CA 2 9 Scott Roscoe, Silver Springs, MD Walter C. Loftus Jr., East Hartford, CT 8 James A. Stone, Campbell, CA 2 Gregory W. Mccarrel, Kailua, HI 3 William R. Carlsen, San Francisco, CA 2 Michael J. Demola, Piscataway, NJ 12 Tony Mancini, Nashua, NH 8 Reinaldo Conde, Chicago, IL 7 Wm. G. Macomber, Schofield Barracks, HI 3 James Lawrence, Palo Alto, CA 2 Dan Grunloh, Potomac, IL 7 Charlie Kyes, Glen Ellyn, IL 7

NOVICE Philip H. Ball III, Deerfield, MA James R. David Jr, Brattleboro, VT 10

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Johnny Anderson, Quezon City, Foreign Phillippines 8 Robert Bensetler, Cambridge, MA 10 Robin S. Pautz, Marietta, GA 12 Marcia Colquhoun, New Rochelle, NY 3 Joseph Dombrosky, Santa Barbara, CA 2 Dean Lake, Las Vegas, NV 2 Meryl Tall Chief, Sunnyvale, CA James G. Conrad, Brookings, OR Charles Jameson, Pendelton, OR Victor M. Franco Jr., Olympia, WA 2 Brent Boblitt, S. San Francisco, CA 2 Ed Trujillo, San Francisco, CA 2 Keishi Fukuda, Daly City, CA 2 Jeff Barbieri, San Jose, CA 3 Christian Titone, Goleta, CA 3 Werner G. Michels, Van Nuys, CA 3 Dan Dunlap, Riverside, CA 10 Bill Vance, Rome, GA Thomas R. Watkins Jr., Jacksonville, FL 10 10 Michael T. London, Atlanta, GA 10 Jeff Plunkett, Lookout Mtn., TN Palma Cecil Covington, Jr., 10 King,NC 10 Douglas A. Kirtley, Ramey, PR 5 Phill Weber, Sheridan, WY 2 Rick Gaylord, Santa Clara, CA 2 Larry Smith, Miranda, CA 2 Arne Barras, S. San Francisco, CA 2 Karl Allmendinger, Sunnyvale, CA 3 Barry Palmatier, Imperial Beach, CA 4 William E. Campbell, Dillon, CO 5 Larry McN amee, Bozeman, MT 7 Alan Noga, Palatine, IL 8 Russell Berglund, Cromwell, CT 2 Randal K. Austin, Davis, CA 4 Lisa Keller, Aspen, CO 10 Dennis Michels, Chattanooga, TN 4 Larry B. Clark, Ft. Collins, CO 4 Sarah Emmons, Albuquerque, NM 6 D. Craig Boyer, Oklahoma City, OK Gilles Chaya, Geneva, Foreign Switzerland 9 Robert J. Hibbard, Toano, VA Lee A. Deobarl, Moscow, ID 4 Alex Oldford, Salt Lake City, UT John Schaefer, Seattle, WA 1 Chuck McGill, Mercer Isl., WA 2 Mitchell Shreve, Alameda, CA 2 Dave Casella, Rohnert, CA 3 P. Sean Sullivan, San Diego, CA 3 Andy Meyer, Newport Beach, CA 3 Roger Cook Jr., Orange, CA 2 Donald A. Keller, Lompoc, CA 9 Brad A. Hays, CockeysvilJe, MD 9 Kevin O'Brien, Henryville, PA 12 Jim Conant, Hopatcong, NJ 9 Paul Soule, Ocean City, MD 2 Rita Chaffin, Santa Rosa, CA

Thomas White, Philo, CA 2 Ken Kites, Pendleton, OR Scott Chandler, Everett, WA 1 John Sullivan, Puunene, HI 3 Danny D. Wilkerson, Bedford, VA 9 Michael Christian, Lake Charles, LA 11 Jim Gatewood, Kill Devil Hills, NC JD Daniel Sutherlin, El Cajon, CA 3 Garth Alan Kauffman, Fremont, CA 2 Stephen Ferrante, Kansas City, MO 6 Paul Cooling, Toronto, Ont., Canada Foreign Denise Francisco, Santa Rosa, CA 2 Peter Hoppe, Mill Valley, CA 2 Jeff Tippett, Anchorage, AK Ken Woolley, Woodland, CA 2 RandolfE. Burks, San Rafael, CA 2 A. Ruben Caprari, Pasadena, CA 3 Steve Sax, Leucadia, CA 3 Don A. Jones, Tempe, AZ 4 Robert L. Burdick, West Pawlet, VT 8 Carol Jacob, Apison, TN JO Michael Godfrey, New Smyrna Bch., FL 10 Rob Christofoletti, Bergenfield, NJ 12 John Hope, Kingston, Ont., Canada Foreign 9 John Ream, Pleasant Gap, PA Kurt Dilley, San Jose, CA 2 Bob Zuparko, Berkeley, CA 2 9 James Mooers, Hagerstow, MD Mary Rockwell, Emmaus, PA 9 Richard J. Hill, Decatur, GA JO Mike Marshall, Grovetown, GA JO George P. Holzberger, Lagrangeville, NY 12 Ludwing Von Der Luhe, West Covina, CA 3 Rodney Graham, Fyffe;AL JD Thomas C. Jones, Timonium, MD 9 John J. Dolan, Marlboro, MA 8 Brent A. Sweeney, Salinas, CA 2 Donald L. Farmer, Foster City, CA 2

INTERMEDIATE Bruce Johnson, Maplewood, MO Ted Norris, Malvern, PA Jules I. Gilpatrick, Vacaville, CA Walter King, Long Beach, CA Robert DeVaney, Shaumberg, IL Jan Siskind-MacNutt, N. Brookfield, MA Jeffery R. Davis, Claremont, NH Robert K. Stillwell, Columbia, MD Carl Burk, WilJiamsport, PA Bob Estes, Cary, NC Greg Pierson, Harlem, GA Jeff Colquhoun, New Rochelle, NY Stephen P. York, Berkeley, CA Earl E. Douglas, Sun Valley, NV Mark Kroot, San Jose, CA Bill L. Lloyd, Shasta, CA George Haller, Des Moines, WA

6 9 2 3 7 8

8 9 9 10

JD 12

2 2 2 2

HANG GLIDING

Frederick Hindshaw, Claremont, CA Michael Moody, El Centro, CA Lorina Moody, El Centro, CA Herman Anderson, Woody Creek, CO John R. Simmons, Porter, IN David Glaser, New Britain, CT Ken Prehn, Billerica, MA Larry Guetthoff, Wildwood, GA Philip D. Watson, Richton Park, IL Mark Chirico, E. Hartford, CT Robert Pace, Hackensake, NJ John D. Clement, Tijeras, NM Tim Tworog, Klamath Falls, OR Joseph Bova, Ashland, OR Alice Stapleton, San Francisco, CA Robert C. Lyle, Saratoga, CA Alan S. Klein, La Jolla, CA John Holmes, FPO San Francisco, CA Andrew Pizziali, Tucson, AZ Ron Kenney, Elkart, KS David F. Long, Dover, PA Tad Eareckson, Annapolis, MD Kirk Schaeffer, Wrightsville, PA Dale E. Still, Greensboro, NC Joe Puzio, Guxton, GA Richard E. Cobb, Hendersonville, NC James E. Hicks, Birmingham, AL Robert Petty, Port Washington, NY Ward Graham, Glen Cove, NY Gregg Pujol, Sunnyvale, CA Michael Hynson, Oak Harbor, WA Jerry Lent, Anchorage, AK Karl F. Schroth, Oakland, CA Jon Tulien, Scottsdale, AZ Peter Ripaldi, Methuen, MA Richard Roth, Toledo, OH Robert A. Winstead, Sneedville, TN Lauretta Klockars, Mill Valley, CA R. Fugett, Santa Rosa, CA Stanley Karnes Jr., Tustin, CA Russ Van der Biesen, Cardiff, CA David De Armond, Little Rock, AR Jon Leak, Norwalk, OH Dave McCammon, Dugspur, VA Rankin Whittington, Wadesboro, NC Jim Christensen, Portland, OR Chuck Stein, Carmel Valley, CA Jack Seinfeld, Los Angeles, CA Jody Crookes, Anacortes, WA John Golden, San Rafael, CA Jim Maples, Palo Alto, CA Jean-Pierre Dumas, San Diego, CA Fred Mellon, Goleta, CA Les Lollar, Lompoc, CA Lynn Crump, Hudson, NC

3 3 3 4 7

8 8 10 7

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12 4 1 2 2

3 2

4 6 9 9 9

10 10 10 10 12 12 1

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Greg Basrak, Canoga Park, CA Greg Porter, Mesa, AZ Joe James, Albuquerque, NM Lawrence Lehmann, Pittsburgh, PA William Wiand, Pearl River, NY OCTOBER 1982

Region

Charles Staedler, Oakland, CA (B) 2 Pat Link, Berkeley, CA (B*) 2 Dan Fleming, Fresno, CA (B*) 2 Bill Taylor, Novato, CA (B*) 2 Lowell Levinger, Ignacio, CA (A*) 2 Charles Burgoon, Baton Rouge, LA (B) 11 Steve Corbin, San Bernardino, CA (B) 3 Carolyn Mashy, Santa Monica, CA (B) 3 William Bradford Wines, Baltimore, MD (B) 9 Marc Wangel, Potomac, MD (B) 9 Hunt Johnsen, Sausalito, CA (B*) 2 Sharol Strickland, Santa Rosa, CA (B*) 2 Jeff Mott, Sonoma, CA (A*) 2 Vic Ayers, Glen Burnie, MD (B) 9 William Chambers, Fulton, MD (B) 9 Brant Hoffman, Sacramento, CA (B) 2

Name, City, State George Bovine, Tucson, AZ Warren Puckett, Odessa, TX

Region

Name, City, State

4 11

SPORTGRAPHICS

EXAMINERS

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10 2 2 3 3 6

Name, City, State

OFFICIALS

I

2 4 8

INSTRUCTORS B - BASIC A -ADVANCED * - RECERTIFICATION

SPECIAL OBSERVERS

2

Region

presents _PE!JLL COLOR DESIGNS

3

Steve Hawxhurst, San Diego, CA Dan Fleming, Fresno, CA Hardy Snyman, Houston, TX

2 11

OBSERVERS

10 I

2 3 2 2 2 3

2 10

ADVANCED Name, City, State

Byron A. Soto, Alhambra, CA 3 Gary Martin, Sparks, NV 2 James Schuler, Las Vegas, NV 2 2 Joe Ennis, Boulder Creek, CA Donald Morrison, Townsend, MA 8 Stephen A. Crichton, Gresham, OR Alex Drobshoff, Fremont, CA 2 Michael Carlyle, San Francisco, CA 2 Tim Saloga, Oklahoma City, OK 6 Christophe Smith, Cyron, Switzerland Foreign Lynn Eubank, Glendale, CA 3 Steve Burns, Austin, TX 11 Fred Atkins, Astoria, NYC, NY 12 Moises Salmun, Woodland Hills, CA 3 William G. Johnson, Missoula, MT 5 Robert Carlton, Albuquerque, NM 4 Ronald Thorn, Pinebush, NY 12 Jim Lindberg, San Mateo, CA 2 David Whedon, Louisville, KY 9 David Freeman, Willows, CA 2 Randy Bergum, Fullerton, CA 3 Steven Greg Morgan, San Diego, CA 3 Michael Sandlin, Thousand Oaks, CA 3 Greg Fisher, Brea, CA 3 Mike Lund, W. Bountiful, UT 4 Steve Lund, W. Boutiful, UT 4

Region 3 4 4 9 12

Name, City, State

Region

Joe De Cluer, Nampa, ID Dawn Aaris, Del Mar, CA Chris Kirchoffer, Encinatas, CA Dwight Forsythe, Leucadia, CA Rob Ashmore, Carlsbad, CA Paul Hayden, San Diego, CA Fred Lawley, Del Mar, CA Lois Carroll, Del Mar, CA Thomas Pendergraft, Fayetteville, NC William Wiand, Pearl River, NY Tom Armstrong, Fremont, CA Fred Hutchinson, Fremont, CA Rob Engorn, Fremont, CA Ken Seligman, Seattle, WA Dave Dunning, Little Rock, AR Eves Tall Chief, Sunnyvale, CA Lee (Skip) Walde, Sunnyvale, CA James Lindberg, San Mateo, CA Phil Friel, Hudson, NH

5 3 3 3 3 3

3 3 10 12 2 2 2 I 6 2 2 2 8

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The Original CDtrallght Magazine

George Worthington 's Book "In Search of World Records" • • • ~

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All about high adventure in cross-country soaring Over 3000 sold Learn the ;eal mean ing of the word DETERM INATION

Eleven World Records

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

This is what the December issue of The Soaring Soc iety 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 mountains ...the very act of flight. "

ULTRALIGHT DIRECTORY

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Interested in ultralights? GLIDER RI DE R is the recog nized leader . with extensive month ly ........,, ·;,.,.,, .. coverage since 1976 of ultralights . ha ng gliding and man-powered aircraft Subs cri be today at 33%off newsstand price. and receive one FREE issue containing the Ultralight Directory - co mplete with upda ted photos and specs of th e "'hottest" new crafts .

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To order, send check or money order to Ha ng 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 handlin g. Applicable state taxes will be paid by Hang Gliding Press.

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P.O . Box 6009, Dept . HG-1 • Chattanoog a, TN 37401

pounds with a water ballast capability of25-35 pounds, depending on pilot size and the size shell ordered. Due to the case of production mold techniques, cost will be kept low. For further info, contact: Steve or Jim, Zia Dynamics, 6523 Martin Ct. NE, Albuquerque, NM 87109 (505) 821-411'5.

The following arc the results of the U.S. Nationals held this year at Crestline, California. Look for a complete report in the next issue.

Place, Pilot

Glider

1. Rich Pfoifler 2. Eric Raymond Chris Price 4. Mike Bcnnct1 Mike Arrambide De Wolf 7. Jeff Burnett Bob England Kevin Kemohan Chris Bulger Dave Beardslee Gene Blythe Luigi Chiarani

Duck Comet Comet Comet Comet Duck Comet Streak Comet Demon Sensor 510 Comet Streak Sensor 510

Jeff Ken Brown

South Coast Air Products introduces hand fairings, a new concept in high altitude weather protection made of 3/16" nylonbonded neoprene to insure warmth. Once installed on the base tube you choose whether to wear your hand fairings or simply push them aside. Hand fairings slide easily along the base tube. Available for $19.95. Contact: South Coast Air Products, 6646 W. Pacific Coast Hwy., Vcntma, CA 93001 (805) 643-9550.

OCTOBEP 1982

A new concept in pilot harnesses has been designed by Steve Hill and Jim Lee. Steve, a recent engineering graduate of the University of New Mexico, has eight years of experience building racing sailplanes with George Applcbay. Jim, the current distance record holder, recently flew the ZD-1 to a first place finish in the Owens Valley X-C Classic.

The rigid harness is or fiberglass/foam sandwich construction, resulting in a highstrength, lightweight pilot fairing. The ZD-1 provides increased performance due to an idealized aerodynamic shape and only one suspension strap. Pilot comfort is also improved due to the elimination of pressure points (especially at the shoulders). Since all but the pilot's arms and head arc enclosed, the shell is warm even at the highest altitudes.

I ,aunchcs are hands off. The tail section is spring loaded to keep it from dragging to the ground, and closes by simply kicking into it.

Folding from 6.8 feet to 2.5 feet, the three sections fit inside each other to be carried in a bag 16 inches in diameter.

Production is scheduled to begin this October, following additional prototype testing.

The final production model will weigh 12-11

Leading Edge Air Foils, Inc., is pleased to announce the development and production of their new lightweight aerodynamic instrument deck.

I ,EAF's newly designed instrument deck is easily installed on both hang gliders and ultralight aircraft. [1 will accept up to four 2-1/4" instruments or two 3.. 1/8" plus two 2-1/4" aircraft instruments.

The instrument deck's housing is constructed from high-impact fiberglass, and features an attrnctivc hardwood faceplate. It is available in a standard white color, or for a nominal cost, can be painted to match your hang glider or ultralight.

It is available in the following convenient sizes: 12" long x 3" high x 7" deep, 12" long x 3" high x 3" deep, or 12" long x 4" high x 7" deep.

15

For additional information or for the new 1982 pans catalog contact: LEAF, 331 South 14th Street, Department PR, Colorado Springs, Colorado 80904-4096.

LEAF's new catalog foaturcs a complete listing of all their parts, hardware, and ac·· cessories. This catalog includes photographs, illustrations, diagrams, and detailed descrip· tions of most parts, hardware, and accessories serious hang glider or ultralight pilots will need.

The cost is only $1.00 in the United States, or $1.50 outside the United States. Allow four to six weeks for delivery . Contact: LEAF.

Worthington, multiple hang gliding world record holder and a frequent contribu· tor to this publication, was killed Friday, September 10, 1982 in the Owens Valley. He was piloting the Wanderer motorized ultra· light which suffered a structural failure at appn)xim21telv 500 feet in thermal conditions.

needed an ultralight facility close by. 'fcaching conditions arc also more favorable in Northern Virginia than Nags Head, because of the lighter wind conditions that exist farther inland." The facility in Culpeper is being managed by Rob Bickcrstaffe, a CFI with over 6,000 hours in light planes. As Rob tells it he grew up at an airport. Rob teaches everyday but Wednesday at the facility nsing the Quicksilver MX, and the two place MX for training. He can be reached at (70'1) 825-1669.

McCann·Erickson Advertising of Detroit, Michigan selected Kitty Hawk Kites hang gliding facility and a hang glider as the props for a catalog picture of the 1983 Buick Skyhawk. The theme of the new catalog is cities with descriptive names such as Little Rock, Half Moon Bay, Bad Axe, and of course Kitty Hawk. They plan to present their new line of cars at all these interesting places in the catalog.

Based in Salinas, California, Pacific Windcraft Ltd. will be geared toward developing and producing high quality, custom-made sail· gliders and related cq11ipmcn1. According to the manufacturer a selt~established limited prodution enables Pacific Windcrafr Ltd, to offer a guaranteed delivery schedule.

Leading the product line is a high performance glider called the Vision designed by JeanMichel Bernasconi, and introducing a new generation of sail cloth presently unavailable in this industry. Production of a limited edition of Visions began in September. Visions will be distributed nationwide through a pro· fessional network of 20 dealers.

Contact: Pacific \1(/indcraft, 1100 Madison Lane, Salinas, CA 93907 (408) 422-2299.

Bob original designer of the Quicksilver and early hang gliding pioneer, was killed in an ultralight incident several days previous to Worthington's accident. Lovejoy's accident was reportedly the result of a control system failure in a craft of his own design.

Hawk Kites, the largest hang gliding school in the world, having taught over 35,000 people to fly hang gliders, has opened an ultra· light school and sales facility in Culpeper, Virginia at the Culpeper Municipal Airport.

John Harris, president, stated the reasons for branching out to Culpeper, "Many of our customers have traditionally been from the Northern Virginia area and we found it dif: ficult to serve them well with respect to ultralights from Nags Head. Our customers

16

Steven Patton with Bill Bowser and Tim send us this interesting glider carrying idea. Using scrap steam pipe weighing about 40 pounds they built this contraption.

The carrier is completely disassemblable.

The front half is bolted onto the engine guard and the rear onto the sissy-bar. The two halves are bolted together directly overhead.

The bike is a Honda 550-4K. It's a little stiff and unwcildy in slow traffic and tight maneuvers, kind of like having a 200 pound passenger. At highway speeds it's no problem at all.

Jean-Michel Bernasconi has announced the launching of his new hang glider manufactur· ing company, Pacific Windcraft Ltd.

In its continuing effon to provide the uhi· mate in aerial entertainment, Rotcc is pleased to introduce the Rally ·3 "Jump Option."

The Rally 3 Jump Option includes a single pedal board in lieu of the standard Rally 3 dual controls. Adjacent to the pedal board is a trapeze bar which performs double duty as a foot rest and "swing down" for sky divers.

Also fentured is an adjustable sliding scat allowing sufficient clearance to accommodate a jumper wearing both back and chest packs. A platform option is also available for the skydiver who prefers to exit from a standing position to the right instead of using the swing down technique.

The Jump Option is ideal for economy in parachuting pleasure. It features a 350-pound payload; 350-foot per minute rate of climb; a 35-mile per hour cruising speed; and uses only about two gallons of fuel per hour. You can't

HANG GLIDING

beat performance statistics like these for your economical parachuting pleasure. For more information, write or call: Rotec Engineering, Inc., Dept. JUMP, P.O. Box 124, Duncanville, TX 75116, (214) 298-2505.

PAGEN UPDATES

MICROMETEOROLOGY FOR PILOTS

Dennis Pagen announces the publication of a new edition of Hang Gliding Flying Skills.

This book, which has become the standard text in most schools in the U.S. and abroad, teaches the art of hang gliding from day one to the novice level and beyond. Almost every new hang glider pilot has learned his or her basic skills at least in part from the pages of this book.

OCT. 2-3. Second Annual California International Air Show, Salinas, CA. Contact: Barbara Balentine (408) 484-9381.

OCT. 9·10. Fun meet. Competition with a handicap scoring system so Novices can compete with Advanced pilots, conditions permitting. This is a low pressure meet with real competition tasks. A great opportunity to learn about competition and at the same time have fun.

Write or call for details:

OCTOBER 1982

The new edition of Hang Gliding Flying Skills contains completely updated material, the latest learning techniques and ten new figures. It is organized to follow a student's natural progression from ground school to self-reliant pilot. An instructor will find this book to be a great aid in teaching a student the large amount of material that should be understood for safe flying to result. Dealers and shops everywhere report this book to be their best selling item.

In addition to the above new edition, our book Flying Conditions - Miaometeorology for Pilots has undergone a few changes to make it more appealing to a wider audience. Besides updating some material, we have designed a new cover intended to illustrate the importance of this information to all forms of sport aviation.

Certainly, all hang gliding and powered ultralight pilots should know this material well in order to predict safe flying conditions.

Powered ultralight instructors find that this book works extremely well in their training programs. A student can take the book home and learn about the situations he or she faces long after leaving the direct guidance of the instructor. For more information, please see our ad or write: Dennis Pagen, P.O. Box 601, State College, PA 1680 l.

UTAH CROSS COUNTRY ODYSSEY UPDATE Gary Larson is still holding the lead in A Class with his 70-mile flight from Cedar City to Mader Field.

Mike Julius (Orange) came back from Cedar

Lookout Mountain Flight Park, Rt. 2 Box 215 H, Rising Fawn, GA 30738. (404) 398-3541.

OCT. 15-17. Lookout Mountain Flight Park Instructor Clinic for soon to be Intermediate and Advanced pilots. Advanced ratings also available. Rt. 2 Box 215 H, Rising Fawn, GA 30738. (404) 398-3541.

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

City with a 70-mile flight under his wing, putting Karen Thorpe in second place in B Class.

Tom Gardner also turned in a verification form with a flight from Cedar City to just North of Beaver, approximately 48 miles.

Trophies will be given for both A and B Classes. Greg Duhon has donated $100 for the first person to fly 100 miles. Larry Hall has donated a Hall windmeter with brackets for both first and second places in both classes. A quality flight bag comes from Wasatch Wings; Freedom Wings and Mike Circuit have both made commitments to donate something; UP will be giving additional money to the winner of A Class. Anyone still wishing to enter the contest, contact Gordon Boyce at (801) 572-2517 or Larry Tudor at (801) 571-6266.

Mike Tingy flew 100 miles at Cedar City.

Unfortunately, he was not in the contest. That sets the record for the longest flight in Utah.

Utah cross country flying is really proving its potential. A person could fly from Cedar City to Provo and break that 200-mile mark in Utah.

PFEIFFER TAKES XC LEAD With less than two months left in the 1982 Southern California XC competition, Rich Pfeiffer has taken over the first place position with a 121-mile flight from Quartzite Mt. in the Mojave desert. Contest ends midnight Oct. 31, 1982. Current standings: CLASS A 1. Rich Pfeiffer 121 Duck 2. Rich Grigsby 113.2 Comet 3. Joe Greblo 107 Comet 4. Paul Robinson 95 Comet CLASS B 56 1. John Heiney Hawk 2. Larry Maertens 32 Comet 13.5 3. Betty Moyer Harrier

OCT. 30,31. The Great Race. Call or write for details: Lookout Mountain Flight Park, Rt. 2 Box 215 H, Rising Fawn, GA 30738.

(404) 398-3541.

OCTOBER 31-NOVEMBER

5. Aircraft Owners and Pilots Association 27th annual Convention and Industry Exhibit, featuring the Plantation Party. Aviation seminars, training programs, exhibits, entertainment. Las Vegas, Nevada. Contact: (301) 951-3947.

NOV. 7. Chute packing seminar. Call or write: Lookout Mountain Flight Park, Rt. 2, Box 215 H, Rising Fawn, GA 30738. (404) 398-3541.

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.

JAN. 17·29, 1983. New Zealand Championships. All advanced pilots welcome.

Contact: Pacific Kites, P.O. Box 45-087, Te Atatu, Auckland 8, New Zealand.

17

USHGA REPORTS

HANG GLIDING AND THE NPRM The Federal government announced last month that it will be illegal for two people to run down a country hillside attached to a hang glider unless the government has given them prior specific permission. One person attached to the same glider, however, is acceptable behavior in the Fed's eyes and does not need the government's permission.

The United States Hang Gliding Association says that two people, an instructor and a student, can safely learn about the outdoor recreational sport ofhang gliding. The Federal Aviation Administration (FAA) is insisting that the student be launched alone. It will be illegal for an instructor to fly with a student on a hang glider. USHGA says that can be an unsafe practice and is urging Congress and the Administration to remove the FAA regulations from hang gliding.

Vic Powell, president of the United States Hang Gliding Association, says "FAA regulation of the sport is a classic case of unnecessary government. Hang gliding has been effectively and safely regulating itself for the past decade at no cost to the taxpayer."

In the early 1970s hang glider fliers developed safety and training programs, established standards for fliers and instructors, certified schools, and helped to create manufacturing standards for hang gliders. The USHGA programs helped to significantly improve hang gliding safety. All this was accomplished at no expense to taxpayers.

Further, Powell notes, hang gliders must already obey airspace and air traffic rules just as anything else that flies. FAA doesn't need to repeat in its rule book the power that it already has to adequately control operations.

The Federal government has no business regulating an outdoor recreational sport that largely consists of people running and gliding 18

down remote hills and sand dunes.

The rule effectively prevents the United States citizen from participating in one-half the official National and World Records for hang gliding. Fliers cannot conduct a twoplace record attempt flight without the specific permission of the federal government. Unfortunately the government cannot create the unique winds and weather conditions required for a record attempt, mother nature provides those on her own schedule. The practical result of the regulation is no U.S. participation in two-place official National and World Records. "There is no need for such a restriction," Powell says.

There are two additional aspects of the reguation as it applies to hang gliders that are significant. The first relates to Congress and the Reagan Administration's repeated calls for reduced government agency budgets, reduction of agency personnel, reduction of government regulation, and increased reliance on private organizations.

The FAA regulation as it applies to hang gliders violates every one of those goals.

The Reagan Adminstration made a promise to the American people that it would actively seek such reductions in government, and stressed the point of relying more heavily on groups outside of government agencies. FAA personnel may not have gotten the word. "I urge the Administration to reconsider its action on hang gliding, and I ask Congress to intervene in those portions of the regulation relating to hang gliders," Powell says.

There is little reason to have a regulation if it is not enforced. The great majority of hang gliding activity is conducted on countryside hills and on sand dunes. There are an estimated 4,000 hang gliding flying sites across the nation. It is reasonable to conclude that an increase in FAA personnel will be needed to enforce this regulation, or regulations issued in the future.

"I can foresee," Powell says, "FAA pleading to Congress for a bigger budget, or exemption from budget cuts, based on the agency's greatly expanded jurisdiction. More personnel can be needed to do what had been done by an organization that cost the taxpayer nothing.

This needs to be brought to the attention of Congress and the Administration."

The second troubling aspect of this regulation as it applies to hang gliders is rejection of the views expressed by the American public and the aviation community.

During the period for comment on the rule, FAA received input from hang glider fliers, the majority of which asked that hang gliders be removed from the rule. The Aircraft Owners and Pilots Association, the largest aviation organization in the nation with over a quarter million pilot members, and the USHGA also asked that hang gliders be removed from the rule.

FAA has often referred to the majority comment it received on the rule as it applies to ultralights, but seldom refers to the public and aviation community majority comments as they relate to hang gliding. The FAA action says in effect that the government knows what is good for you.

Having found that many people disagreed with their position, they brushed aside the input on hang gliders and included the sport in the rule anyway. It tends to make a mockery of asking for public comment. If a government agency is going to reject comments that do not support its preconceived notions it should let people know that before they take the time and make the effort to communicate their views.

What this shows is that the FAA finds it difficult to study a subject and not conclude that the matter needs more regulation.

The FAA rule may not be in the best interest of hang gliding, and gives odd authority for hang gliding operations. FAA gives its OK to conduct hang gliding at airports if permission is obtained from authorities. But hang gliders are unpowered and cannot rise into the air from the flat ground of airports. They need a hillside or mountain from which to launch.

There are no hills or mountains known to exist on any airport runway in the United States.

In conclusion, the rule as it applies to hang gliding is unnecessary government regulation, and is exactly opposite to the direction of government advocated by Congress and the Administration.

An opportunity presents itself to the Congress and Administration to demonstrate that they are serious about their calls for reduction in government by removing hang gliding from Federal Aviation Regulation Part 103 and allowing the outdoor recreational sport to continue its effective self regulation until circumstances warrant a reexamination.

USHGA.asks Congress and the Administration to examine this rule as it relates to hang gliding, and remove hang gliding from it.

If the Federal government can't leave hang gliding in the hands of the American people, what can it leave them?

Contact: Vic Powell (703) 951-3898.

ACCIDENT REVIEW Interim Report 1982

by Doug Hildreth I have reports of 13 deaths thus far in 1982.

They are briefly listed here to encourage those of you who know of other deaths to report them to me so that all deaths can be summarized at the end of the year.

1. Dale Totten, April, Oregon, landed in

ocean.

HANG GLIDING

2. Bruce Woody, May, New Mexico, scratching stall.

3. Ray Knepper, February, California, Aerobatics carabiner failure.

4. Joe Calvert, May, Tennessee, heart attack.

5. ?, ? January, Sylmar, California, 269 Condor dove in.

6. Gerry DeVoll, May, Texas, Standard, no instruction, high winds.

7. Tom Perfetti, June, Pennsylvania, turbulence in landing area.

8. Roy Hill, July, California, stall on landing.

9. Joseph Frank, July, Arkansas, stall on landing.

10. Fred Eiman, July, California, overcontrolled new glider and crashed in canyon.

11. Bob Dunn, July, California, failure to hook in.

12. Stuart Sanchez, June, Louisiana, boat tow: home-made swing seat failed.

13. Hershel Sharpton, August, Alabama, wire man fell off cliff.

Following our request, I have been im· pressed with the number of letters that I have received from instructors outlining large num· bers of students taught with extremely few in· juries. A number wrote to say that they had had no injuries. Several delineated one or two injuries out of hundreds of students taught. A few accident reports from instructors raised some concern about the intermediate, single· surface (double-surface copies) gliders being used for instruction. Their speed and landing characteristics, in particular, may possibly result in more injuries - this will be difficult to determine and will be a subject of considerable personal opinion.

Students are continuing to have stalls. Most of these result in either fracture of the arm just above the elbow or of the forearm just above the wrist. It has become apparent that a num· ber of students are being hurt late in the day when fatigue appears to be a factor. Wind gusts and thermal conditions are also playing a role in mid- and late-day student accidents.

I have long been interested in the "overeager student" and the "accident looking for a place to happen." I have made little progress in determining a method to help "mellow· out" these individuals and make them non(continued on page 45)

OCTOBER 1982

19

Bob

Two weeks earlier we had even better conditions, but we were exhausted from driving all night and our lungs were 1101 fully recovered from the smog at Crestline the day before, Seventeen thousand was easy to get to and there was a great ckmdstrect to the north, The old body was just too tired, Today was a different story; I had a good a Father's Day at breakfast, and we were off by 7 a,m, Cumulus clouds were already popping U1 8:30, Derek and I arrived at Mingus launch and it. already looked jammed, Handithere were openings up front, as few pilots were eager to be wind dummies, Conditions looked good for a flight 10 the Grand furt:her, Let's go for it! Load and seal douthe harograph, get a declaration ble check With the Grand Canyon possibility I'll take two cameras today besides, this will me a chance to compare my AE- l to the new Sure Shot. :Hans' wife, Ming, will drive my truck and be our chase driver, Radios arc checked, and we're all set,

20

The first two gliders got off and were really scratching for a while, That gave John I .eslie, John Green, and me a few minutes to check out each other's Fathers Day "Super Dad" and "#I Dad" T-shirts, speculating that maybe they would bring us luck, Many people were amazed that I was at Mingus on a SunA little holiday pull helped with that, After about 25 minutes there was lifi I was the fourth off Eleven a,m, seemed too early for most pilots, but things looked fiuc to me, It only took a few minutes to get to 14,000', and rapidly the view below to fill with colorful specks circling up, The drifr at 14,000' was already downwind from launch, toward Sedona, We contacted and let her know to head on down as we were going to take the next cycle up and head ouL I wanted to get going for several reasons: the earlier you can start an X-C flight, the better, conditions were already looking strong the rim, and at 14,000' MSL it was 28 and I was getting a cold chin (I forgot to put on my neck and chin warmer),

I pulled out first, with Hans behind and a little higher, Derck, al only 12,000', and ·rom Fuller, who had just topped out, both saw me heading east and left the mountain, too, Rob Murray was next, However, when he radioed his chase crew to head down it was discovered that Rob's keys were in his pocket, ARRGH!!

Oh, well, with four Comets heading out we should find some thermal lifr somewhere in the Verde Valley, Hans and Tom did, coming over Sedona at l0,000 ', Derek and I weren't so fortunate, approaching Sedona LOW, I watched Derek land in a small clearing, directed Ming to his location, and headed for the next opening myself, About 150' AGL, on the base leg of my landing approach, I smacked into a dust deviL Normally, I would have passed on the trashy lifr, but with two gliders above me, and not wanting to be outdone, I held 011, Soon, I was at 11,000' with Tom, watching Hans get drilled while trying to cross the wide part of Oak Creek Canyon, Hans barely squeaked it to an opening in a subdivision, And now there

HANG GLIDING

were just two of us. Eleven thousand foet seemed to he the top of the lilt. above the cliff line north of Sedona provided zero sink all the way to the narrowest gap across Oak Creek Canyon. 4,500 fl:. above the rim of the canyon certainly wasn't as much altitude as I would for to go over the Ponderosa forest to Pinewood, but I decided to try anyway. Looking back, I saw Tom following. l wondered ifhe knew what he was getting in to. At that very instant Tom was wondering if I knew what I was doing. About halfway across the canyon the sink steadied at 400·500 down and I knew we were past the point of no return. Onward! The sink con· tinued well past the rim on the cast side, and my mind was calculating glide ratios to small openings in the trees at a terrific pace. Hm· mmm .... nevcr made a tree landing before! Just as things to get sticky we encountered some zero sink which stretched our LID to where we could make it to a 75·acre clearing.

Our potential gliclcr·saving LZ turned out to be a great thermal generator and soon we were spiraling upward at 800 fpm again.

The 25·degrce air at 14,500' was a real treat.

It was frigid, hut at least now I could think about flying instead of LZ's for awhile. Our drift was straight towards Merriam Crater, so

DCII..U\rll,

that became our next goal. across Lake Mary we could sec lots of people water skiing and also a few sightseeing Cessnas far below.

Walnut Canyon National Monument was over and photographed from 10,000' MSL, and our slow descent continued. proaching the auto wrecking yards on the Road after 20 minutes of no lifi, it looked as ifwe might have to think about landing once again.

I\. gnarly snake ofa thermal moving about 30 mph called a sudden halt to our dcscem with l ,000 + up. I had to make long downwind legs of my 360's to stay in it, hut the ground was dropping away rapidly. For Tom the thermal hnd another story. I\. Hang III for only a month with little thermal experience, he tried nice symmetric 360's to stay in it, bm the ground was dropping away rapidly. For Tom the thermal had another story. A Hang HI for only a month with little thermal experience, he

syrnmetric 360s and rerlea1:.ectlv got The sudden of 30 ° spit out nose up to 75 .. 90° down while doing tight banked 350 turns gave him instant vertigo.

Puke Oh well, the field needed the fer·· tilizer anyway. Three times was enough for Tom. He pulled out and headed for Sheba landing in front of the training slope.

I\. later calculation showed that he had flown 60 miles not had for a first attempt at !lying. Don't we all wish our first attemp1 would have resulted in such a fantastic flight!

About that time I made radio contact with Hans, Derkc and Ming. They had just filled the truck with gas and were headed my way with the pedal to the metal. We got together at Lcupp Station, where I was able to quit flying crosswind and head NNE with the 30-40 mph tailwind. Being a deser1 pilot, I was really in my clement. Mountains are great for started, but I would much rather flv X·C over

LEFT TO RIGHT:

MSL after be· Looking Co,nm,tr\r" near

OCTOBER 1982

21

flatlands. The next 50 miles were easier than flying in ridge lift. There was a cloud line about ten miles west of much of the flight and plenty of 500-800 up blue thermals in my path. One GIANT thermal lifted dirt over an area about 1/4 mile square. Derek hollered something on the CB about cactus, Indians, and horses getting yanked into the air. A disabled airliner could have cored that one!

Various cliffs, plateaus, and eroded fantasylands of the Painted Desert came and went and there seemed no end to the flight. Approaching Oraibi I could see some construction on the road ahead and radioed my tired chase crew to get ahead of me a ways. That turned out to be a good move as they had to make a ten-mile detour and also had to stop for gas. The tailwind subsided a bit and once again I had to earn my miles.

Up over the Hopi mesas I directed my crew to turn north at the Hopi Arts and Craft Center, on a paved road which petered out into a gravel one after about ten miles. Another ten miles further down the road my thoughts turned to visions of grandure. I topped out in a thermal and could see Colorado and Utah.

There were over two hours of sunlight left, and there was a clear path through the high desert ahead with roads below. Pinon was an easy glide ahead. I knew one of UP's 150-mile flight suits was a cinch and the $5,000, 200-mile flight was a strong possibility. Someone upstairs must have been listening to my egotistic thoughts and maybe even seen my head expand a bit. Five miles south of Pinon I smacked into a strong headwind that came from nowhere and descended with worse than a 1: 1 glide to a landing. Derek threw up some dirt, showing a 15-20 mph wind blowing straight down the road. I must admit that after 7 1h hours sitting in my UP supine harness the wind was nice to have for landing, anyway.

Our celebration was short lived, as the bugs were terrible! Off with the barograph, tracing looked good, seal was noted, landing pictures taken, film unloaded, glider taken down, and we were off. During the six-hour drive back to Mingus we had lots of time to reminisce about the day. It was exciting to have flown so far (141 miles), and somewhat disappointing to not have attained any ofmy lofty goals (Grand Canyon, 150 or 200 miles). We speculated that an official world record was a possibility, and at the very least, I had my first 100 + mile flight and the X-C potential of Arizona had at last been shown. I remembered a comment Mike Meier made when he found out I fly supine .... something like, "I didn't think supine pilots could fly cross-country." Well, Mike, I hope this has broadened your thinking a bit.

We wondered how Tom Fuller was going to get back to his truck and how long it would take for word of our flights to get around. The

22

answer to both questions was "fast." Tom's girlfriend, Anastasia, Chris Wissman, Scott Henry, and Steve Farnsworth were following our progress by catching bits of my radio transmissions, astounded at what they were hearing. They pulled into the Flagstaff airport to see if we might have landed there, found neither of us, then caught another of my radio transmissions, "100 miles down, going for 200, heading over Oraibi." They asked someone in the airport where Oraibi was and really blew the guy away when he found out the flight originated at Mingus Mountain and was being flown in a hang glider with no motor.

With Oraibi being 75 air miles away Tom's chase crew decided to go to Merriam and no further, and to their surprise, there he was, with an ear-to-ear grin, and quite a story to tell. Needless to say, word of our flights got around Phoenix rapidly when they got back to town - except no one really knew how far I'd

gotten yet. We didn't get back until 2 a.m. and beginning shortly after sun-up the phone began to ring off the wall. Once again, I had been late for dinner, but this time my family's excitement was of the happy kind.

Hmmmmmm ... .I've got to do this more often. Besides, trying to keep up with the super pro's like Tudor, Lee, Bennett, Pfeiffer, Raymond, Moyes, and others is virtually impossible for sport flying pilots like myself, but it sure is fun when we bag a flight like this one.

My thanks to my family for supporting my flying on Father's Day, to Ming, who got more than she bargained for when she volunteered to drive (a long day and lots of bug bites), to Hans and Derek for the ground support, to Joe Klie (a UP employee) for lending me his glider to fly (my new one was still being built), and to UP for building such a dynamite glider - the Comet. ~

{f

N

D

HANG GLIDING

WILL IT FORCE EVERYONE BACK TO THE DRAWING BOARD? hen ~e introduced he UP COMET two years ago a he Owens Valley ·xc Classic.· we thought , was a pe ec glider for the time Others must ha e hough! so too because everyone has tried to improve on 11 Final~. somebody has improved 11 e have For 1982's compet11ion season. we've made a few (a very few) improvements that keep he Comet exactly where it's been all the lime on the top of the stac We don·t need to tell you how many Comet ·clones· have been introduced by our competitors in the last two years Most have disappeared as qu,c ly as they were announced hy? Well there 1s one thing that hasn't changed a Ultrahte Products- quality. We continually go bac to the drawing board to stay ahead while o hers go bac to catch up.

UP COMET, a classic design. Ask the more than 2.000 pilots who fly one' All UP Comets are HG A certified Send 2.00 for complete specs. photos and price 11st on UP products

·up gliders have won the famed ·xc Classic· 3 years ma row'

Ur.I SPORTS UP SPORTS P.O BOX 659 TEMECULA, CA 92390 (714) 676-5652

Erik Fair Grannis Steve Moyes is arguably the best glider pilot in the world so it should come as no sur· prise to anyone that he walked away from the l 982 Grouse Mountain meet with his wallet substantially fattened by a $2,500 first place check.

From my middle of the pack perspective at the end of Round 5, I was beginning to think that meet directors and Richard Blackmore should have just given Steve the check on day one and run a friendly little fly-in fiir the res! ofus who traveled God knows how far to be in Vancouver, Canada on July 21st.

Moyes did not have an insurmountable point total at that time. Roth Bob Calvert and Howard Vandall were within striking distances. He just loolud unbeatable. Plus he had the "Moyes Money Mystique" going for him. Hold that image of Mr. Moyes cruising along through five rounds while I tell you about Grouse.

THE MEET The Grouse competition is a class act. From what I've seen it's the classiest act on the competition circuit. It is well organized and pro-

24

motcd by the Grouse Mountain Flying Team and Margot France of Grouse Mountain Resorts. It is well attended by world class pilots. It is held in a beautiful city, on a beautifol mountain, at a beautifol ski resort filled with beautifol people. Soaring conditions are generally marginal during the time of year the meet is held so it's an extremely valid test of flying skill. It's this simple: If you can stay up at Grouse, brother, you can stay up anywhere. If you can win at Grouse, you are a world class pilot.

THE FORMAT This year's competition format called for random one-on-one matching for the first three days (seven rounds), followed by a structured one-on-one matching for pilots making the final cut, followed by an open window duration task which was supposed to provide for an exciting, suspense filled final round.

I•or all rounds except the open window final, the task was a combination of a pylon course and duration (70 minute maximum). The winner of a match got 1,000 points and the loser got a percentage of that based on how close he

came to matching the winner's performance.

Also, pilots could pad their scores or make up for close losses by earning between l and 60 extra points per flight for target landings.

Land out of the landing area and you're out of the meet, period, no appeals.

Back to the image of Moyes breezing along toward the championship.

THE COMP So after five rounds Moyes is 1,020 points per round, Calvert and Vandall 1,010 points. Calvert, the best of the very impressive British team, proves he hasn't: conceded anything to Moyes by scoring 2,080 points in rounds six and seven. Moyes, feigning mortality, scores "only" 2,035 points. Now the score is Moyes 7,134, Calvert 7,130. Vandall continues to fly well but drops back to 7,009.

Enter round eight and the structured pairing featuring Calvert versus Moyes. Bob beats Steve to the last pylon either of them get, and they both maximize the seventy minute duration limit. What's most significant, however, is not reflected in the point totals (Calvert: 1,025, Moyes: 93.5). Calvert has consistently HANC.; GLIDING

stayed on top of Moyes throughout the flight.

He has outflown him.

Going into the open window duration final Calvert leads Moyes by a total of 86 points.

Give him normal Grouse conditions or near equal launch times for the final, and Calvert has the meet won.

TUMBUNG DICE To make a long story short, all hell breaks loose for the open window final. Dust devils pile through the launch area and everyone goes as soon as they can. How soon one can go is determined by a draw. Moyes draws #3 launch position and Calvert gets 8 or 9. Normally at Grouse, conditions are less than totally soarable when the final round launch window opens and everyone except those trailing by an enormous number of points passes on their tnrn. Like clockwork, the "go for brokes" get flushed and the leaders then launch whenever they please, usually within a few seconds of each other.

Calvert is doomed because Moyes has drawn the right to launch eight minutes ahead of him in the totally soarable air. They both max the duration (the window closes at 4:00 p.m., everyone must land by 4: 15) but Moyes picks up an extra 10 points for each minute he got through the draw. Now it's a six point ballgame. Calvert, forced to land in traffic, miraculously hits the C ring of the target.

Moyes, dramatically landing last, drills the A ring. Moyes wins by l 2, count 'em, 12 points.

As advertised, the finale was exciting.

Without a doubt the two best pilots won. Bob Calvert, though disappointed, was as gracious in defeat as Steve Moyes was during his victory speech when he publicly acknowledges the role lady luck played in his win.

WOMEN'S DIVISION

OPPOSITE: Tho site. Grouse Mountain from takeoff. TOP: Winner Stove Moyes, left, and Bob Calvert set up. ABOVE LEFT: A pilot sque11ks into Grouse's notoriously small LZ. RIGHT: The launch ramp.

RESULTS Place 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

1.

2.

3.

OCTOBER 1982

Pilot Steve Moyes Bob Calvert J:Ioward Vandall Ken Hiebert Mark Gibson Steve Gilmour Bob Bailey Mark Sylvester Peter Luke Tony Schmidt Judi Neilsen Gayle Bartlett Kim Butterworth

P:rize $2,500 $1,300 $ 800 $ 500 $ 400 $ 300 $ 250 $ 200

$ 500 $ 300

Four women competed at Grouse this year.

They were, in order of finish, Judi Neilsen, Gayle Bartlett, Kim Butterworth, and Debbie Renshaw. You should know that Judi is a repeat champion, having won the women's division last year as well.

THE END '

:,

Glider

Australia Britain Canada Canada U.S. Australia Britain Britain Canada Canada

Missile Magic Comet Comet Sensor 510 Missile Magic Azur Comet Comet

U.S.

Comet Sensor Meteor

U.S. Australia

The pies and the standings tell most of the rest of the Grouse, 1982 story. I personally would like to thank The Grouse Mountain Flying Team for putting on such a fun meet, and Howard Vandall for the lesson in tree top soaring.

One last thing. If you ever get invited to Grouse, practice your spot landings and scratch soaring and go for it. You'll have a ball. ...,..

CENTERSPREAD, CLOCKWISE FROM UPPER LEFT: Duel overlooking the bay. - Steve Moyes launches.

Rob Kells lakes II skydiving passenger for II ride.

Howard Vandall. Photos

by Grannis.

"As the young instructor got her class going, she watched Bob from the corner of her eye. When she could be silent no longer, she looked up at Bob and hollered, 'Keep your nose down and run like hell.' That was the extent of Bob's training."

When Bob was a year old, 1 spoiled his first flight by rescuing him from the top of the refrigerator. His feathers were ruffied but his wings unclipped.

There was no immunization against that epidemic of the sixties - Batman Fever. Bob had a predisposition to it and developed a bad case. His daddy kept telling him not to jump out of his tree house, but Bob just adjusted the towel growing from his shoulders, sang "dodo, dodo, dodo, Batman," and sailed to the sidewalk. I worried.

Our home movies include a low budget pro· duction titled "Man Learns ToFly." Bob was producer, director and star. He had rigged up a sheet with ropes at the corners which he called a parachute. While I manned the camera, he jumped from the roof. I fretted.

By seventh grade, Albuquerque had fallen in love with balloons, and so had Bob. Every Saturday he watched the skies for a colorful globe and then wheedled till I agreed to drive him around following the balloon. Before it settled to the ground, Bob would be out in the tumbleweeds and goat heads, ready to help roll up the brilliant silk.

Bob made several balloons of tissue paper while he saved pennies toward a hundred yards of nylon for his mother to sew up into a real balloon. Most of the paper globes disintegrated when Bob tried to fill them with hot air from a shortening can filled with blazing kerosene. He finally got one to fly and spent several hours chasing it at the foot of the Sandia mountains. He volunteered for a chase crew at every balloon fiesta.

Then one night on the news he saw a report that changed our lives. A man wearing dacron wings had jumped from Sandia Crest - and lived to tell about it. Bob had found the great love of his life.

He tore the lines from his Dan River parachute, replaced them with pieces of cast off conduit and called the contraption a hang glider. "Fodder Wing" began gliding from the roof. His only battle wound was a broken toe.

On weekends he nagged me to drive him to south Broadway to watch the hang gliding lessons. Week nights he sprawled on the den floor, pouring over all the hang gliding books from the public library.

I don't know how he happened to stray from the funnies to the want ads, but one morning he did. He read, "Hand glider, seventy dollars." If the owner didn't even know the word "hang glider" he thought he could make LEFT: Glenn Craig at Roahoake, VA's Goose Creek Mt. Photo by Rick Wade.

OCTOBER 1982

a pretty good deal. He was out the door in a flash and returned a few minutes later, the proud owner of a real hang glider - faded "Phillip's bottle blue," and "Pepto Bismol pink." That's unisex, I suppose. And he had only paid fifty dollars for it.

Every night that week he spent at the university library learning all there was to know about hang gliding. The next Saturday morning at six, before it got too hot, he wagged his. pink and blue craft to the top of a hill with his mother tagging along behind carrying the water and his motorcycle helmet.

He started at the top of the hill and ran - all the way to the bottom. "I think you need train· ing wheels," I quipped. The only laugh I got was my own.

A few minutes later a young woman arrived with a class of about half a dozen hang gliding students. Undaunted, Bob continued to climb the hill and run down, unsuccessfully.

"Carefully, I raised my head just in time to see my only son swoop off the edge of the cliff. He caught a thermal and circled above the mountain ... " The students began unfurling their crafts, named after a variety of flying things: Spirit, Dove, Fledgling. The maker of Bob's bird wasn't proud enough of it to label it but I thought Dacron Dodo might have been appropriate. The brilliant new colors of the other kites made Bob's look bilious. And the stu· dents' kites had, of all things, training wheels.

As the young instructor got her class going, she watched Bob from the corner of her eye.

When she could be silent no longer, she looked up at Bob and hollered, "Keep your nose down and run like hell." That was the extent of Bob's training.

He followed her advice and finally began leaving the ground, short hops at first, but they increased with each new run. Bob couldn't claim to be soaring, but he certainly sored. Sore knee, sore shoulder, sore foot!

I fussed.

In a few weeks he was soaring, perhaps not with eagles, but at least with turkeys. I fidgeted.

One Saturday afternoon, I went in our garage. There, hanging from the rafters, was a

young red-headed man. After the initial shock I realized the boy was just trying to learn to "go prone." "Ta dump, ta dump, ta dump," he said. "Now I'm running." He jerked forward violently attempting to lie down while hanging from a rafter. After Bob adjusted some straps, Amado succeeded. "Sh, sh, sh, sh." Now I'm flying.

Eventually Bob progressed from the little hills on south Broadway to a high hill the pilots call "The Dig." One evening he took his friend John as a driver and went to fly The Dig which overlooked a weed-covered plain. I was gone when Bob and John returned. When I got home Bob reached in the freezer and produced a gold-colored bread bag. "I got tonight's supper," he announced, handing me the bag. Holding the barely chilled object, I. thought he'd shot a rabbit, as he sometimes does in the area of The Dig. Suddenly it dawned on me. I'm holding a snake!

Screaming, I threw the bread wrapper back in the freezer. Bob and John laughed. "When I landed I heard this hissing sound and when I turned around I saw this rattlesnake under my sail." Wasn't it bad enough to have my only son jumping from hills without also risking being killed by a rattlesnake. I fumed.

About once a week I get something I have stored in a gold bread wrapper from the freezer and reach in and find I'm fondling a frozen rattlesnake. Each time is as horrifying as the first. A few days ago I asked Bob when he was going to take the snake to the taxidermist to have a hat band made of its skin. "I don't think I will," he answered. "I'm getting too much mileage out of it in the freezer."

Bob's second second-hand hang glider had once belonged to the son of Ben Abbruzzo, of ballooning fame. It had a picture of Sandia Peak tram on it. Bob called it a Cirrus III. I called it a gossamer goose.

Now Bob ha!, graduated to a Will's Wing Raven. He insists that the addition of "Maniac" is noi: at all original. He now has a Hang III ratin!: which means he can jump from Sandia Crest. (He corrected this sentence. We fly. Frogs jump.) I have ulcers.

He's made frimds with all of the hang glider pilots around Albuquerque. They speak a language of their own sprinkled with words like cumies, thermals, varios, wingovers and even hacky sacL He seldom calls on me to drive for him. I'm his last desperate choice.

Last Wednesday night Bob made one of those phone call!; he makes so often these days; he simply dials and listens. I've finally learnedi (continued on page 45)

29

Edited by Joel Howard

Flypaper Crestline Soaring Society (#16) P.O. Box 1464 San Bernardino, CA 92401 Ron Carlisle, ed.

The following regulations have been accepted for the Crestline launch: (suggestions

by Eric Fair).

Pilot Skill Level Novice (II) conditions: early a.m., prior to thermal activity, late p.m., subsequent to thermal activity. Novice pilots are not qualified to fly Crestline in thermal conditions. On the other hand, Crestline is an excellent Novice flight in calm conditions. Smooth winds up to 12 mph, minimal gust factor within 15 mph straight in, with no evidence of thermal lift.

Intermediate (Ill) conditions: mild to moderate thermal activity. Mild to moderate gust factor (less than 10 mph differential).

Wind velocity less than 20 mph, within 30° of straight up the slope.

Advanced (IV) conditions: extreme thermal activity. Mid-day summer type conditions.

High likelihood of dust devils, extreme gustiness in landing area.

Advanced (V) conditions: extreme thermal activity. Mid-day summer type conditions.

High likelihood of dust devils, extreme gustiness in landing area.

Blown out: 30 mph or more, or, gust fator of 15 mph or more.

High Ten Newsletter Oklahoma Hang Gliding Assn. (#10) 6717 N. St. Clair Oklahoma City, OK 73116 Chuck Hall, editor Litigation of the launch area at Talihina has beem settled. As a result, expenditures/improvements have been delayed. Purchase of a launch may be considered. Buffalo Mtn. sees flyers from Kansas, Missouri and Texas on holiday weekends like July 4th. Word is: so many pilots are landing at the Ponderosa Cafe (near Buffalo Mtn.) that a daily drawing is made to determine who will receive the free steak dinner.

The High Flyer Alaska Sky Sailors Assn. (#2) P.O. Box 144 Girdwood, AK 99587 Becky Whisman & Vickie Griffeth, editors Alyeska Resort is the first USHGA sanctioned site in Alaska. Current ASSA membership is needed, as well as a flying card from Alyeska. The site is rated for Intermediate III skils.

Public relations with local print media improved vastly during the recent Qualifier.

Photos and stories were run in the Anchorage Times and Daily News. Jack Fyfe and Floyd Griffeth were featured in the photos.

Flocker Newsletter Rocky Mountain Hang Gliding Assn. (#50) P.O. Box 1775 Boulder, CO 80306 Steve Reeves, editor Ken Grubbs, flight director for the Lookout site (Mt. Zion), has some tips for pilot access.

They include: current USHGA & RMHGA membership, Novice II rating, ten flights off Green Mtn., 15 flights at Boulder, sponsored flights and a written request. Parachutes are required.

Boulder's Ed Goss has decided to include some new "in flight" equipment. This decision was made following his 96.8 mile trip this April. Ed landed in a golf course south of Colorado Springs. The balls and tees that he had to buy while waiting for a retrieve are now standard flying equipment. Consideration is also being given to interchangeable heads on a batten so that Ed won't have to rent clubs next time and psyche out all other XC competitors.

Newsletter Southern New York Hang Glider Pilots Assn., Inc. (#47) P.O. Box 124 Millwood, NY 10546 Bob Havreluk, editor Another new site has opened in Kerhonksen. Contact Greg Black at Mountain Wings for information.

Flight director Paul Voight advises all corn landers that Aerial Techniques will collect $15 from you on contact with earth. Please stay

on the ground if you don't think you'll make the LZ. "Treat the corn as if it were trees," says T.J. To fly Jellystone you must register with Ranger Bill at the lodge before you fly. A $10 fee will include use of the camping area.

Dave Rathborne's Raven was victimized by a runaway MX. Beware of unidentified ultralights in the LZ; your glider could be next.

In spite of a warm, moist, Bermuda air mass anchoring itself over the entire NE, Ellenville will provide competitors to the Nationals. The weather almost won this year's Qualifier.

Almost.

One and five hour soaring patches are now available from Ross Sale, or Aerial Techniques. Cost is $3 each to qualified pilots.

Wind Writer journal Houston Hang Gliding Assn. (#71) 1026 Dreyfus #16 Houston, TX 77030 Hardy Snyman, editor A new XC distance mark was recently set at Packsaddle. Randy McCleave went some 20 miles from the 425' hill after a 4,000' gain.

More pilots participated in this year's Region #11 Qualifier than ever before. Thirtysix entries for the one-on-one showdown.

Wind Writer Journal editor Hardy Snyman had one of his fine illustrations published in the August Hang Gliding. The Wind Writer also rates as one of the 'most copied' hang gliding newsletters around. This is partially due to the output of writers like Bob Fisher, A. Phil Eyer, Steve Brenner and David Klein.

Newsletter Cloudbase Country Club (#92) 524 221st St. SW Bothell, WA 98011 Ken & Wendy Seligman/ Beth Little, editors According to Susan Gilmore of the Seattle Times, " ... there was little question that the hang gliding lobby is alive and well in Seattle." This came from an April 23rd issue which reported on the fight to retain hang gliding at Magnolia Bluff. The fight was in the City Council chambers and in front of the Public Safety and Health Committee. Dave Little, Steve Hollister and Scott Rutledge (continued on page 42)

OCTOBER 1982

31

the gliding of all time. Our base camp was the posh Hotel Bolivar a block of the central in downtown San Pedro Sula. From there our host, Jose Larach, a local businessman and flier who resembled a jct-setter out of mounted daily

""f'~'"'ll'"''" through the green Hon· dman mountains. (They made a Texas eyes roll.) night set the tone of the meet.

Sr. Larnch rook us and the Canadian Team to a cafc high above the for a round of ccrveza and a panorama oft he lights. down off the mountain, niana, still going strong at midnight. This was in the Room followed by a late on top of the H.otcl Copantl Sula. a well-substantiated rumor was going around that Sr. Larach, sometimes called Cbcpi10, with the assistance of his lovely wife, Lizette, was to satmt:c1gc the American Team. Herc we were, for the big match, yet every night forced 11s to stay up way past our bed· time. Thursday night it was an American bar, the I A.tst (]iance Saloon, for a gusty sing·a· with on his guitar, followed by an anthcntic backstreet Mariachi serenade. afier the international, bilingual off WC

Sieve Brenner on his way lo Iha LZ on Sunday. Photo by Sleva Brenner.

and a side With our training schedule so shattered, the results were not I am sorry to report the best we could garner in the meet was a fifth place by Paul Basil of Austin. The contest came down 10 a spot landing S11nday and we conld hardly find it.

Now you my have noticed our team bad 19 members, but only 13 gliders. from Texas, we like to do things big, so we did not organize a team; we had an entourage.

We brought along our own tour conductor, in· terpreter, emergency medical technician, field rep., political historian, horticulturalist, accountant, and several friends. With the possible of this writer, some of the pilots were also human, so for the held special whole group. The Junior Chamber of Com·· mercc took us on a tour of the Mayan Indian Ruins. A three-hour roller-coaster bus ride inland througb the mountains to near the Guatemalan border brought us 10 a tranquil scene with 1,000 years old the group claimed could feel the Mayan presence as walked throngh the grounds and the ancicm "basketball" stadium. translations of the hiero·

OCTOBEP "1982

John Moody prepares to launch his Centurion. Hardy Snyman photo.

glyphics carved in the stones reveal the winners of the ball games had the honor of be· ing sacrificed on the altars on top or the temples.

The flying started Friday. We spent the morning unpacking and assembling our gliders, joined by the Mexican Team, and our Canuck friend, Larry Martell. The winds rare· ly blow up the mountain before noon we are told, so we took a lunch at the hotel before heading for the mountain. Stepping out of the hotel, we find 1he bus we have become attached to has been replaced by an Army truck replete with soldiers. Speaking no English, they become our silent escort for the next 1wo days. They had very real-looking guns, but we never saw any reason for their need. We met their Colonel ar 1hc landing field, who was very much into hang gliding. He even offered the Sl:rvices or his helicopters to take the pilots to the launch, but we declined the offer, nor wanting to risk the possibility of hitting their prop wash on the way back down.

Up the narrow dirt road we went, slipping lefr, right, and sometimes backward, as it had started to rain. Here we were at l ,500' launch site in the tropics and it was cold. Raincoats and sweaters appeared out of flight bags. The rain was crossing from the left and nobody wanted to try it. The local pilots suggested another launch site closer to the landing area which was also to the left. When we got there the rain had stopped, but the wind was still cross and strong. The men arc separated from the boys, and three pilots set up: Pepe, the Mexican who likes to loop his Comet; Larry, at home in his Duck; and J,T., the Lone Star of the Texans. The res1 of us shrug our shoulders and offer to wire them off. Only made the designated landing field. The Hondurans farm 60 ° slopes, planting each seed by hand and hoeing uphill. We find ourselves s1anding on the edge of such a corn· field, showing Hold-you··so smiles, and secret· ly wishing we could have done it.

Saturday the race is on. The Guatemalans and El Salvadorans have joined the fracas.

Outside the hotel the bus is back. We wonder if it will make i1, hut the driver nonchalamly rams i1 up the hill.

Back at the first launch, the wind is still crossing from the left. Unfortunately the landing area is an estimated three miles upwind and out of sight around a finger of the moun· tain. We believe it can be done by getting high at launch and going along the spine of the moumain. T'hc task: 20-minute timed duration with bonus points for a spot landing. For 11h hours we wait and hold bilingual conforenccs waiting for a radio to arrive al top. You cannot time the flights without it. Finally, we agree to fly without times and score spot landing points only since we know a crowd of spectators is waiting for us to appear. The first two gliders launch when the radio arrives. We elect to

34

continue without times and a steady parade of gliders go off. Some go left and downward.

Those that go right climb out, but away from the landing area. The wind switches more from the lefi and the las1 dozen gliders cannot get out or the bowl. Being in the last heat, I spent 90 minures in the company of two Guatemalans, a Honduran, a Mexican, and a

follow American, trapped on the right side of the bowl. The wind was 20-25, it rained for half an hour, and the cloud base was racing by 500 foet above the mountaimop. ln the vernacular, it was a mellow rush to top the pack with Fernando and Lars, rhc Guatemalans.

Julio, the Honduran, got blown back. Freddie, the Mexican, went down. Steve Brenner or

HANG GLIDING

Houston stayed way out in front below us.

Lars wen! most of the way up the spine, but was soon back reporting: bar to the knees and going backwards. In the spirit of the festival, I pulled my smoke bomb for the friends at launch. Later, at the hotel, we learned only five gliders ever made the landing area, including Diane, Pepe, Larry, J.T., and Brian Craig. No points were scored and the contest was still wide open.

Sunday was warm, partly cloudy, and not so cross. The second launch site was selected above the landing area so the spectators could see the whole contest. The task was a spot landing with zero score over thirty minutes. The first pilots sunk out in light air. David Klein went clown so fast he had to land in the only

ru:u,,.,.,,,.,., CLOCKWISE FROM TOP: Pepe and Comet.

Brian Craig photos.

John Moody Larnch Ancient smokes II on for hang gliding site. Note lo takeofl. Hardy Snyman Steve Brenner photo.

RIG HT: Fernando Linares, first, Jose del Rio, Mexico, second.

L11rry Martell, Canada, third. Photos by Jose L11r11ch.

OCTOBE/<1982

clearing before the high tension lines. It was a skeet range with a tournament underway. He was straining his lungs and his Spanish yelling, "Alto por favor. Don't shoot!"

Slowly the wind picked up and we started soaring. Pepe found the house thermal and I jumped in after him. We topped out 500 feet above the mountain and headed down the ridge to come out 29 minutes later 1,000 feet above the crowd trailing red smoke.

Everybody went up after that. Brian Craig claimed 2,000 above, but he being the youngest amongst us, we tend to raise an eyebrow. Hardy Snyman, who can fly a Spirit at eight miles per hour, drifted in like a dandelion seed with seconds to spare. Diane almost won it, but lost points for dropping the nose. Fernando gracefully set it dead center, looking like a butterfly in a yellow jumpsuit.

(The Guatemalans and the Hondurans each have their own tailors who make custom-fitted flight suits a real touch of class.)

Only the first five places were scored. The winners received huge trophies, laurel wreathes, a shower of champagne, and a kiss from the Fair Queen. Lars Riedel from Guatemala received the Friendliest Pilot

Award and I am sure the voting was not influenced by his pretty wife who video-taped the entire contest.

The results: First place Fernando Linares, Guatemala, Harrier; second place Jose (Pepe) Del Rio Grimm, Mexico, Comet; Third Place Larry Martell, Canada, Duck; Fourth Place Eduardo Koch, El Salvador, Ten Meter; Fifth Place Paul Basil, USA, Harrier.

As the plane rose out of the valley Monday and headed east toward the Caribbean, we could see the mountain clearly. We had been flying at the very west end of it during the meet and could not sec where it went. Now we watched it grow bigger and higher and nm due east. For twenty miles, by the map, there was no gap. It ended at the seashore. Next year we will explore it all the way to the beach!

I want to take this opportunity to thank some of our friends who helped or contributed to our cause. They were: The Airflow Lofr, Embury Sky Systems, SAHSA Airlines, SSE, Inc., Sport Aviation Mfg., Uncle Ben's Rice, Wills Wing, and UP Gliders. I also want to extend a special thanks to Chcpito for his incredible hospitality. . . -

35

I

I

by Ron Miller

Brown illustration

Barbara Graham

Hello there boys and girls. Welcome to my neighborhood. And what have you done for hang gliding today? You can say hang gliding, can't you ... Yeah, sure you can.* A year ago or so, we of the Ultralite Flyers Organization (UFO) in San Diego, CA were this same question. Just what can we do to improve our image in the local community? We were getting sick and tired of belooked upon as crazy, unorganized lowlifes who try to kill themselves continuously by throwing their bodies off various precipices.

This was, of course, true, but we wanted the general public to think differently. Well, what conic! we do? The answer hit us with a crushing thud. We could hold a fly-in to benefit some needy organization. What a great idea! Just think of how we would look in the eyes of our fellow citizens! Easy, you say?

Sure ...

The first thing we figured we would need would be someone to give all this money to. away we had quite a few volunteers. Un·· fortunately, they were all pilots. We decided that maybe we ought to try a slightly larger charitable organization; one that would make us heroes with the common folk. One person came up with the name of the Muscular Distrophy Association. It sounded great! We could already hear what people would be saying about us: "Aren't those boys (and girls) sweet. Look at how they helped Jerry's kids like that. There go some real saints." Yeah, at least it sounded good.

The next thing we needed to do was to find a to have this extravaganza. We thought it best to have it at a flying site. Officials of the UFO approached Torrey Pines Hang Gliding Association (TPHGA) and Flight Realities about this idea. Steve Hawxhurst, who son of headed both, incomprehensibly and foolishly

agreed. That was when we hit just a minor snag.

It seems that no one contacted the MDA right off about this fabulous plan ofours. Afrer all, why should we? Which one of you would pass up a chance to get free money? Not me, certainly. When someone finally did contact them to inform them that they were about to receive, out of the generosity of our collective, magnanimous hearts, a large sum of money, we knew that there would be no way that they could possibly refuse.

They refused.

Well, we were taken slightly aback when we received this little piece of news. It seems *(To be rrad in rJu: voice of A1ista Rogers.)

HANG GLIDING

that although they thought of us as really great, unselfish, generous human they thought it would be bad for their image if us slimy, lowlife misfits were associated with their name. Sure, I can see that.

No problem, we'll just go find someone else who will be a little more willing to take our money. Right?

We started to flnd that our image was posing a little problem. Nobody wanted to touch our filthy lucre. We tried the American Heart Association. Then we tried the American Association. Hy the time we got down to r.hc American Appendix and Lymph Node Association, we started to get a bit discouraged.

Finally, we hit upon the San Diego Aerospace Museum. For those of you not in the know, the Aerospace Museum had burned down in an arson fire a couple years before, and at that time, they were continuously holding funding drives to rebuild it. In fact, it had become somewhat of a status symbol to donate to them (it has since been replaced by alligator t»Shirts). What luck. They said they would take our money. There was one condi .. tion however; they were not going to help us in any way.

No problem, we thought. We would just tum the local pilots loose to get: sponsors and volunteers. Volunteers were no sweat since the fly-a-thon was at Torrey. were happy to come out on a weekend when they found out they wouldn't be risking their lives on treacherous mountain roads. But, when we said that pilots would go and get their own sponsors we must've been suffering from mass mind-lock. Pilots? Work? Come on, after all it was the soarablc season.

I think we had approximately three pilots

OCTOBER 1982

with sponsors. Only one raised a sizable amount of money. The other two collectively raised about twenty-four dollars. If it weren't for us fleecing all the tourists heading to Black's Beach with a donation of two bucks for parking, it would've been a total fiasco. As it was, we raised about seven hundred bucks or so. That lowered it to only three-quarters of a fiasco. When we handed it over to the Aerospace Museum, they said something to the effect of: "Oh." So it goes.

You arc probably saying to yourself about now: "Who the ---- cares? This is all ancient history. It happened over a year ago." And you are absolutely right. I am only laying all this background out just to give you some faint idea as to why I decided against becoming a reformed alcoholic when some bright fellow came up with the suggestion of... yes, you guessed right. .. of having another fly-a-thon this year. Unfortunately, no one gave me a gun in time to stop him.

The board of directors of the UFO again

37

thought it was a terrific idea. I was amazed. I couldn't figure it out: either they had incredibly short memories or they were terminal masochists ... or a twisted combination of both.

Couldn't they remember all the pain and suffering we went through last year? The question may never be answered, but the long and short of it is that we actually went and tried it all over again.

When we finally got to work on it, the first thing we knew that we had to change was our sponsor. Not only did we need someone who would take our money, but we ::ilsc hoped that we could fine one that would help out, and possibly, heaven forbid, actu,Jly appreciate our gesture. Surprisingly, we found one right off.

The San Diego Youth and Community Services is a local charitable organization here.

They deal mainly with underprivileged kids in the poorer neighborhoods in San Diego. They thought our idea was great and they would be more than happy to work with us. More than that, though, they had the means to actually pull this thing off. It seems that they are a rather powerful special interest group, and have a sizable amount of influence with the city council. Not only that, they have quite a few contacts in the media and have a good number of built-in contributors from which to draw.

This helped us out considerably with our other problems that we needed to face, which was just that: better media coverage and readymade sponsors for the pilots. With the help of a couple of new, enthusiastic board-members, and by dropping the name of the San Diego Youth and Community Services here and there, we were able to obtain public service announcements on local T.V., a story in the what-to-do section of our local newspaper, The San Diego Union, and hopefully some same-day coverage of the event on the evening news. To top that off, by some incredible use of voodoo, Lynne Lengyel (the fiancee of our club's vice-president and meet director) was somehow able to swing an article about it on the front page of that day's Union. I was amazed.

In the meantime, though, there was the question ofifwe would have the use of Torrey again. We went snivelling back to Steve Hawxhurst, cringing, awaiting the blow that was rightfully due us. He just looked at us with a look usually reserved for fathers observing their retarded child, blinked a couple of times, and said, "Why not." He must've figured that there could be no way it could do anything but get better.

I guess that pretty well brings us up to April 17: THE DAY. It was all set. The advance publicity had been outstanding. There was to be an ultralight fly-through from Eipper of San Marcos. There was to be a large tethered

38

balloon. There was to be a large turn-out of spectators. The weatherman said there was to be bright sunshine all weekend.

All the help (which included me) was told to show up at precisely 9:00 AM to get an early start on everything that had to be set up. I got there around a quarter to ten and found the meet director, David Whitehall, and Lynne alone in the middle of an empty flying site.

Dave was sitting on a bench with a desolate, suicidal look in his eyes.

I asked him what was wrong. All he said was, "Look." I looked. A dense fog had rolled in off the ocean and had all but completely socked in the coast. The flag was laying limp.

Now and then it would start wafting from the east, blowing down.

"The Muscular Distrophy Association refused our money. It seems that although they thought of us as really great, unselfish, exceedingly generous human beings, they thought it would be bad for their image if us slimy, lowlife misfits were associated with their name."

"Eipper's not coming," he said, "and the city won't let us put up the balloon. They wouldn't even let us sell soft-drinks." I i-hought that that was the least of our worries but I didn't say anything. I was about to tell him how he should cheer up and how next time would be so great and a bunch of other lies when the first excitement of the day started.

From where we sat, we could see a small figure running up to us from cliffs edge. It was a wuffo. He explained between pants for air that someone had found a short-cut for getting down to the beach by falling off the cliff.

He wondered if we would be kind enough to possibly call the fire department, paramedics or another similar organization. We figured that we might as well, considering we didn't have much else to do right then.

What a ,troke ofluck! We found that the old adage, "Wuffos attract wuffos," certainly held true in this case. By the end of the rescue operation, which included members of the police, fire department, paramedics, lifeguard, and a visiting cub scout pack, we had a good size crowd on our hands. Not only that, we had news coverage from all three of the local television stations. We thought that if things

stayed slow, later on we could possibly just sort of...well, whatever works, they say.

It turned out, though, that we didn't have to try anything drastic. It turned soarable just as the crowd began dispersing. Of course, when it becomes soarable, pilots start flocking in.

Somebody got on a bullhorn and told the crowd to stick around for more excitement.

They started moving over like a herd of cattle as soon as they heard the word "benefit." I'm not sure what magic that word holds, but it turns people who wouldn't normally give a bum- a dime for coffee into maniacs who can't seem to get rid of their money fast enough.

They started out slow at first, but warmed up after awhile to the occasion. It began with donating to pilots for time in the air. Then Lois Carroll came up and played the "poor fragile little girl who's go"ing to risk her life for charity by jumping off the cliff in a diver."

Any of you who know Lois know what a scam this was. I know that she can fly rings around me any day. This really got the money flowing. It got to be a contest to see who could donate the most.

Someone then came up with an idea that can be classified as terrific. "Diving for Dollars" it was called. It consisted of clipping donated money to a fishing pole at the edge of the cliff, then pilots would set up over the crowd, dive in, push out before impacting the ground, and grab the bill. At first, the pilots had a hard time holding onto the money. We then suggested to the crowd that they should donate larger bills, tens and twenties, so they could be held easier. They seemed gullible enough.

All told we raised around twelve hundred dollars that day. It was election time, so we got county supervisor Roger Hedgecock to come out and make a speech on how great we were.

Also, we got one of the news crews to come back out to interview the director of the San Diego Youth and Community Services so she could say how great we were. I guess that means that it was a success.

Well, they say that every good thermal has a down side. When we were cleaning up afterwards, I overheard the SDY&CS director say how she thought that this whole thing was such a great idea and how it will be improved next year. Next year? Now wait a minute, I thought. But it was too late. She already had it all planned out. It seems that we will start earlier next time and try to get corporate sponsors (ie. Jack in the Box, etc.). This ought to give us more publicity and much more money.

Right now we're shooting for around six thousand dollars. If nothing else, it shouldn't be boring.

So there. If you have any inkling ofa sadistic streak in you, you should try bringing this idea up at your next meeting. But watch out, they might not be nearly as passive in reacting as I ~ was.

HANG GLIDING

flying for the fun of it is back and the AOPA ULTRALIGHT DIVISION will help keep it that way

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For some reason known only to Zeus ivory-towered meteorological researchers, this has been a summer of high thunderstorm ac· tivity here in the East. Several times in the past few months I've had to pull in my wings and return to earth as thunderstorms threaten· ed. Many times I've had a flying day scrubbed due to general storm activity. Each report or incidence serves to further convince me of the importance we must place on the study and avoidance of thunderstorms.

Some months ago (Feb., Mar. 1982 issues of Hang Gliding) I wrote two articles describing thunderstorm behavior and avoidance tech· niques. Since that time, my research has lead me to additional information from a number of sources. These are: the Pennsylvania State University WSR-57 weather radar, a study presented in Up Front, a publication for Delta Air Lines flight crews, a report of the current · findings of the ·cooperative Convective Precipitation Experiment (CCOPE), and finally, personal experience.

The Penn State curriculum includes one of the best weather programs in the country, with a fully equipped weather tower open to the public. Over the past eight years I have pored over the instruments and maps that come in from the National Weather Bureau on the teletype. Recently, I have been watching thunderstorms on the radar screen (it's almost as fun as Pac-Man). The radar has a 200-mile range, but most informative is watching the life cycle of a nearby thunderstorm both on the radar and out the tower window. With such feedback, one can gain real insight into the way a thunderstorm affects the lower atmos· phere air movement.

The Up Front article quotes studies prepared by the FAA and other agencies with the use of Doppler weather radar, ground· based pressure sensors, standard weather radar, satellite information, aircraft observa· tions and automated meteorological stations.

Much of the wind field and statistical informa· tion included below is from the Up Front arti· cle.

CCOPE was formed a couple of years ago to gain more understanding of all aspects of sum· mer storms (thunderstorms) with an emphasis

40

on predicting rain patterns. The project combines the resources of seven northwestern universities, various private companies and the governments of the U.S., Britain, Canada, Italy, Japan and Switzerland. Also participat· ing are seven manned weather stations, 125 automatic weather stations (transmitting via satellite for instant correlation of data) as well as The National Center for Atmospheric Research (NCAR) in Boulder, Colorado. This is the largest joint effort ever mounted to study a local weather phenomenon and some valuable information for pilots of all sorts should result.

The CCOPE study employs high tech devices: airplanes and Doppler radar. Some 12 aircraft probe various parts of a single thunderstorm recording turbulence, temperature, moisture content, precipitation and

wind velocities, while the Doppler radar records wind patterns over a wide area. A twinjet Sabreliner is used to observe a storm's anvilhead at 50,000 feet or more. Other airplanes probe the thunderstorm at lower altitudes. A sailplane is used to detect vertical currents. Only a converted T-28 with 1/4·inch aluminum armor and a hail resistant windscreen actually penetrates into the violent heart of a thunderstorm.

Doppler radar detects wind velocities by measuring the frequency shift in a microwave beam reflected from metal confetti dropped in· to the storm by an aircraft. By using two Doppler radars at different viewing angles, it is possible to draw a contour map of the wind field surrounding a thunderstorm.

Personal experience is not always unassailable, since one person can only observe a

I

0

5

10 MILES

r!GVRE. I - /-IOR.!c.ONTJ'iL WIND FIELD HANG GLIDING

limited space and must interpret those observations through his or her naturally acquired prejudices. Nevertheless, I feel a hang glider is an ideal (albeit vulnerable) probe of the lower atmosphere, so I include my own information gathered from a number of flights and avoided flights.

LEAD!NG-

EDG-e OF C/...oUO

GUST FRONT MORPHOLOGY I feel the aspect of a thunderstorm that is most often threatening and therefore most important to a hang glider pilot is a gust front.

Certainly a building thunderstorm can suck a slow flying object up into its terrible innards, but a wise pilot can easily read a few signs and avoid such a fate. On the other hand, gust fronts often show little sign of their sudden presence and can exist miles from the parent thunderstorm.

Gust fronts occur when a thunderstorm begins to drop moisture in the form of hail that turns to rain (usually) in the warmer lower levels. This massive fall of moisture drags tons of air along in what is known as fallout or a downdraft. When the cold, dense downdraft hits the ground it spreads out and shovels under the surrounding warm air like a miniature cold front. Hence the name, "gust front." The problems a gust front presents to pilots are due to strong winds, wind shift and turbulence producing wind shear. All of these factors are dangerous and should be avoided by pilots who want to continue flying in good health. A more complete description of thunderstorm development and avoidance was provided in the February and March articles.

Here we will investigate gust fronts in more detail.

To obtain a three dimensional picture of a gust front, look at figures 1 and 2. Figure I is a horizontal wind field representation taken from an actual Doppler radar analysis of a storm near Oklahoma City on June 8, 1974.

The arrows represent the wind direction and speed (longer arrows, greater speed) at an altitude 300 meters (1,000 ft.) above the surface. The heavy solid line represents the leading edge of the gust front. Note the cyclonic motion of the air around the center of the storm. This particular thunderstorm spawned a tornado located at point A. The general wind is from left to right and the gust front is advancing to the right.

The important thing to see in figure l is the radical direction change at the gust front (up to 150 °) as well as the high winds near the storm center and in the gust front airmass. What we can't see in the figure is the vertical component of the wind arrows and the speed with which the pattern changes. The low horizontal velocity along the right side of the gust front (B to B') is most certainly due to a rise in the air, not an actual slowing of the air current.

OCTOBER 1982

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t=/GU/<E z.- VERTICAL P/<..OF!LE. OP GUST FR...0/VT"' Since the picture is on the large scale at an instant in time, we cannot see evidence of turbulence. It's a good bet, however, that the most severe turbulence exists where the shear is greatest at the gust front leading edge.

Figure 2 gives us a vertical picture of a gust front. Note the wind direction changes at the leading edge, the turbulence inside the advancing cold mass and the presence of secondary surges. We can also see that the foremost portion of the gust front or "nose" is a few hundred feet above the ground since friction retards the lower winds. The maximum turbulence is near the leading edge where the wind changes direction abruptly (often from south or southwest to west or northwest), barometric pressure rises and temperature drops. The maximum wind speed is found behind the head where the cold mass is compressed vertically. This speed is typically 1.5 times the speed of gust front advancement.

Note the height and distance from the actual thunderstorm cell, this gust has achieved.

These factors along with strength and velocity of the winds in the front are all matters that vary with the severity of the storm. Predicting the severity of the storm and thus the severity of the gust front is what we would like to master.

GUST FRONT PREDICTION We know a few things about thunderstorms that can help us predict their behavior. First, moist air is the thunderstorm fuel, for latent heat of condensation is released when air rises to form a cloud. Thus, if the storm moves into an area of dry air, or too much moisture in the form of ice crystals are swept away at the top of the storm cloud in the form of an anvil head, the thunderstorm may slowly die a quiet death. Also, if the winds aloft are light, the

thunderstom may shut itself off by sucking up all the available warm air at the surface which is then replaced by cold stable air from aloft. If the thunderstorm is carried along by the general wind, however, there is a constant supply of warm, moist air and the storm continues to mature.

From the above brief analysis, we can extrapolate to a few useful conclusions. (Note that some of this is speculation that begs for the input from other observers of nature.) We can generally see that the less humid the air is, the more vertical and horizontal buildup required before the thunderstorm reaches the mature fallout stage. A thunderstorm building in very humid air will often start dropping rain and dissipate without a great amount of vertical development. From this we see the pattern of storms in the East as being smaller, less in overall height, more frequent and of shorter duration due to the generally high humidity. On the other hand, thunderstorms in the dryer areas of the U.S. tend to be more towering, more massive, slower in development and less frequent. Of course, certain conditions can change these patterns dramatically.

One important related observation we can make is that the severity of the storm and any attendant gust front is directly related to the size and especially the height of the storm cloud. The higher the cloud buildup, the greater the cooling of the cloud in the upper reaches, and the more the falling moisture pulls the cold, dense air earthbound.

Finally, we can use our study of thunderstorms to present some guidelines useful for detecting and avoiding gust front producing cells. First, judge the severity of a storm by the amount of vertical development. Generally, the more moisture present in the ambient air, the sooner the thtmderstorm will drop rain and produce a gust front, but the less violent 41

this front will be. The most dangerous storm (and the one likely to produce tornados) occurs when a towering thunderstorm builds in moist air.

Secondly, observe the speed of buildup. The more bouyant the general air and the stronger the solar heating, the larger and more severe the storm will be. A slow moving, slowly building storm is less of an immediate threat than an energetic storm.

Thirdly, keep a sharp eye out for rain and a sharp ear out for thunder. Rain is the best early identifier of fallout and a subsequent gust front. When rain appears to reach the ground, the air blast is on its way. This is perhaps the most positive sign of imminent gust front danger, but unless the rain is detected a good distance off, the gust front may arrive before evasive action is completed. A sudden darkening of a cloud often indicates imminent rainfall.

Thunder generally can't be heard when flying, but it is a good sign that things are getting rowdy in the clouds and rain may soon let loose. Use thunder as a guide when debating whether to launch or not.

Finally, watch the inflight effects of the air.

Cloud suck (an increase in the size and strength of the lift) or a general increase in wind velocity often signals the approach of a gust front or building storm. In a similar manner, a sudden calm can signal the nearness of a gust front if the storm is moving fast enough to negate the ground velocity of the inflowing air in front of the storm. The key here is to watch for any sudden change in the airmass conditions.

Now that we know some of the clues to thunderstorm danger, what do we do in a threatening situation? The only course is to run away from the storm, preferably to the ground and shelter before the gust front hits.

Obviously, it is important to land and break down one's glider before the high winds hit.

Note that it is very unwise to be holding a glider down when lightning is flashing here and there. Note also that getting caught under a thunderstorm falling apart is probably worse than meeting the gust front since the downdraft extends to the ground (often) and an aircraft can splat on the terrain like a bug on a car window.

Again we repeat for emphasis: avoid flying in thunderstorms by leaving their vicinity long before they become life threatening.

With the well-known danger that thunderstorms present, why not be absolutely safe and avoid flying at all on days when thunderstorms are possible? We can answer this question by noting that some of the best soaring days are those exhibiting near thunderstorm conditions. If we wanted to totally avoid thunderstorms, we would have to give up a lot of good flying. Of course, by the same logical process we would avoid outdoor activity in 42

general on such days. Rather than follow this extreme, we choose to fly the good air and accept the responsibility of detecting and avoiding any storms that darken our flight path.

The rise and performance of a thunderstorm is unpredictable, especially from the viewpoint of a pilot waiting to launch on a mountain.

Thus, it is necessary to learn the visual and dynamic clues to distinguish threatening clouds from benign ones. With approximately 45,000 thunderstorms on earth each day, it is only a matter of time before a pilot meets one face to face. Our safety resides in knoweldge, keen observation and the performance of avoidance procedures. ...-(continued from page 9)

SUMMARY Don't try to soar before you're ready. In fact, don't TRY to soar at all. Just keep practicing and getting better and before you know it your increasing skill level and your increasing range of suitable conditions will conspire to hurl you majestically above takeoff. When you finish howling ecstatically, take the time to be proud of yourself. As the stately old actor John Houseman might say: You EAAARNED IT!!

Send questions or responses to: The Right Stuff, c/o Hang Flight Systems, 1202M E. Walnut, Sama Ana, CA 92701.

(continued from page 31)

(Right Stuff)

(Chapter News)

YOUR AVERAGE THERMAL LIFT

helped lead the charge.

On June 3, the City Council decided to leave regulation to the FAA and the Seattle Park Board. The lobby was successful. The fence at the launch was successful, too.

Hypothetical pure thermal lift has the following advantage and disadvantages compared to ridge lift.

WIND (+)Lift can be present even if wind velocity at takeoff is very low. ( -) Generally more gusty and switchy as thermals cycle through. Must take into account gust and switch factor as well as peak velocity.

The High Flyer Alaska Sky Sailors Assn. (#2) P.O. Box 144 Girdwood, AK 99587 Becky Whisman, Vickie Griffeth, eds.

PROXIMITY TO TERRAIN ( +) Frequent opportunity to encounter large, smooth areas of lift well away from terrain.

(-)Temptation to work small, turbulent areas oflift close to terrain. Beginning soaring pilots have no business scratching around near ridges in search of thermals. See ( -) under "Working Lift" heading.

A rare bird was reportedly reviewed at the Eagle River and Alyeska sites. The question is: "Are Ducks still migrating?" This one is rare enough to be black, red and white. Closer examination reveals a Wills Wing logo and local pilot Tom Fair. This is the first Duck sighting in Alaska.

TAKEOFF ( +) Generally sloping terrain, and lower wind velocities. More margin for error. ( -) Must watch out for gusts, lulls, switches, etc. Must be prepared to run hard at all times.

LANDING (!) No pros or cons here. Terrain and conditions will vary a great deal. Scout the landing area every time you fly.

WORKING LIFT ( +) Once well away from terrain, good opportunity to practice 360 degree turns, reversals, turns with induced yaw, etc. ( - ) Thermal lift, by definition, occurs in turbulent air. Areas of sink as well as lift. It is difficult for beginners to tell whether conditions or control inputs are responsible for climbing, sinking out, or getting thrown around.

TRAFFIC ( +) Good opportunity for wide spread of traffic when conditions are moderate to strong.

(-) Working the same thermals with others can be dangerous. Turbulent air can cause changes in heading so traffic patterns are not entirely predictable. Rules ofthermalling, and thermalling etiquette are more complicated than rules of the ridge.

High Ten Oklahoma Hang Gliding Assn. (#10) 6717 N. St. Clair Oklahoma City, OK 73116 Chuck Hall, ed.

Good public relations with the local print media were cemented during the Memorial Day weekend at Buffalo Mtn. The Talihina American ran a piece that featured pilots like Ted Gilmore, Jim Jorski, Les Maxey and John Ray. Pictures were included. More feathers in the cap (helmet?) for Region 6.

The Region 6 XC Challenge Contest has produced some long distances. Roy Mahoney did 57 miles off Heavener and b~sted Dave Morton's 52 miler. Roy flew July 5th and Dave got up on May 4th.

The pilots of Buffalo Mtn. recently mourned the loss of a long time friend. Aubrey Marrow, the forest ranger on Buffalo, died unexpectedly. Aubrey was the kind that always assisted ailing aviators. From flat tires to yanking gliders from the trees, he was there.

Aubrey will be sorely missed. Memorials were given t\l the family in sympathy. .....

HANG GLIDING

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Please Note: You must notify your post office that you will pay forwarding postage on your second class mail or you may miss an issue.

USHGA, Box 66306. Los Angeles, CA 90066.

t',

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Presidenl's Page

f\11\t'

by Vic Powell

INSURANCE RATE INCREASE Insurance companies are adjusting their rate structures as experience history is being built for ultralights. USHGA's insurer gave the association a 150% increase in price for ultralight coverage which went into effect September 1, 1982. The increase is for Plan "B," the ultralight and tandem coverage. It was raised from $20 per year to $50 per year.

Even with the price increase the coverage is a good buy - $500,000 for ultralight pilot liability coverage. Tandem hasn't been an issue, but the company won't break it out separately because tandem has few purchasers.

USHGA is carefully examining the insurance market to obtain the best coverage at economical rates for all our insurance. This effort is headed by John Harris, chairman of the insurance committee. He and the committee are performing a major service for the sport through USHGA.

knows what is best for the American people.

I think that is backward.

USHGA has an issue that is worth fighting for: self-regulation. It is a form of freedom and responsibility that the Association and flyers have borne well for ten years. While being self-regulated, flyers remain responsible for obeying all applicable Federal Aviation Regulations - as I pointed out in a recent column. We have not been totally "free" of government, but the record shows that the amount of government control and guidance used this past decade has been adequate for public safety.

As President of USHGA I have written on your behalf to Vice President George Bush, chairman of the President's Task Force on Regulatory Relief; to Congressman Jerry Lewis (R-CA), chairman of the Congressional

and Regulatory Reform subcommittee of the House Republican Research Committee; and to David Stockman, Director of the Office of Management and Budget, explaining USHGA's point of view.

Further, we have had the support of good friends of hang gliding in Washington, including the Aircraft Owners and Pilots Association whose president, John Baker, wrote a letter to Transportation Secretary to Drew Lewis asking that hang gliding be removed from the rule. And many individual USHGA members have made personal contacts and written letters to the Administration and Members of Congress on behalf of USHGA and hang gliding.

FAA has given us an issue that I believe we can win. By the time you read this it will be known whether these efforts have been sue-

NPRM At this writing in mid-August the FAA's proposed Part 103 for ultralights has not been issued. It is being reviewed by the office of management and budget. The rule is largely for powered machines, but FAA has publicly announced its contents and that it includes hang gliders.

The agency has refused to see a difference in operational capabilities of a powered and unpowered machine, it refuses to regard as unnecessary government those federal regulations that apply to people running down small hills and sand dunes, and it refuses to abide by the majority of expressed views from the American people and from aviation community leaders that hang gliding should be removed from the rule and allowed to continue self. regulation. FAA's attitude is that government

44

Spreading the good word.

HANG GLIDING

cessful. If they have not, the ground work has been thoroughly prepared for eventual success, with your continued help and support.

MEMBERSHIP DRIVE Hang gliding dealers and schools have been sent a USHGA information package regarding membership for students. I believe that students should be brought into the national association a soon as they join a school's training · program. The information that they receive as part of membership can greatly expand their understanding and appreciation of the sport, and help to keep them as participants. While there will always be a segment that is just experimenting with the sport, a large number of students are excellent prospects who will appreciate being asked to join.

Students are often the most enthusiastic participants. We need their input and guidance.

Having the student know that they are part of the national scene can be healthy for the local school and club, the student, and USHGA. Further, students as members help your Association when it speaks at the state and national level for hang gliding. USHGA represents the sport, and for hang gliding's continued existence as we know and appreciate it today requires that we work to assure it represents all hang gliding flyers. I ask for your cooperation in working with this new program and getting these enthusiastic supporters onboard the Association.

SPEEDY SERVICE About 30% ofUSHGA members change addresses each year. That is about average for national associations. You can help assure that your magazine is not delayed because of your move. Please notify headquarters no later than the 10th of the month preceding the next issue of the magazine. It will be delivered to your new address without interruption.

If you are unable to notify headquarters, please inform the Post Office that guaranteed postage will be paid by you to have your magazine forwarded. Otherwise, the Post Office removes the mailing label, destroys the magazine, and at their leisure returns the label to USHGA. We often are not informed of service interruption for 60 to 90 days. Help us to serve you by notifying headquarters of your address change.

-ir (continued from page 19)

(Accident Review) statistics. Any advice will be appreciated.

I have the impression that more pilots are "landing out." Most of these are a result of inattention by pilots that are so excited about flying that they forget to keep track of their landing area, end up getting too low, and then do not make it. Most commonly, this is not payOCTOBER 1982

ing attention, but occasionally results from following a more experienced pilot in a higherperforming glider. A number of reports indicate the pilot could have made a successful out-landing, but because of anxiety (being scared to death), failure to analyze the landing site and failure to commit to a plan and follow it through, accidents are occurring. I have been impressed that once committed to a definitive course, a last minute change of mind frequently makes t~ings_ worse.

There continue to be accidents related to strong turbulent conditions, never-exceed velocity and aerobatics. There have been six successful parachute deployments so far.

Although I have not received a single official report, mid-air collisions and near-misses are a growing concern.

Many reports reiterate: "I wish that I knew more First-Aid." You can never know enough of it. The USHGA requirement for instructors (multi-media) is an absolute bare minimum. First-Aid training is extremely valuable in non-hang gliding situations. Although it sometimes seems that after you obtain training, accidents always seem to occur somewhere else (Murphy's Law), I can assure you that you will use it - perhaps to save a life!

Our year-end summary will come out early next year. I again thank all of you who have made our system possible and who continue to support it through current and accurate accident reporting. ~ (continued from page 29)

(Bird of Pray) that the fact that he is not talking doesn't mean that I can. He is listening to a weather report.

Several calls failed to turn up a driver. I won the privilege by default.

Bob drove the winding road to Sandia Crest as fast as possible, trying to make it up before the sun went down. I began to wonder if hang gliding was really so dangerous. Driving to it might be more so.

We parked his Scout, Bob began spreading out dacron. He tightened things, checked uprights, tweeked cables. At last he pronounced his Raven "ready to go."

We carried the sail to the ramp on the west side of the mountain. The sun was sinking rapidly. I shivered.

I tried to convince myself that my trembling was caused by the thirty degree temperature. I knew though that the truth was, the idea of watching my only son hurl himself from a precipice a mile above the ground was causing my shakes.

"I think I'll need a wire man. Just hold those wires there and there. No, don't tip it up.

When I say 'clear' run to that little niche over there," Bob instructed.

"What if I don't make it before you go off?"

I complained. "You might knock me right off this mountain."

"Don't worry about it. Just run over there and duck. Okay. Clear!"

I cleared! I scampered faster than a blind mouse. I cringed in the cranny, head down, eyes covered.

"You don't have to get that low," Bob hollered.

Carefully, I raised my head just in time to see my only son swoop off the edge of the cliff - a brown, orange and yellow bird. He caught a thermal and circled above the mountain momentarily before heading for the rapidly darkening landing area.

At last Bob soared like an eagle. I prayed .

...

How I Learned To Thermal

by D.I. Onysus

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flown. Call for details. All prices open for negot. Day: (714) 678-2050. Night: (7J.l) 781-9222. Training available.

GEMINI 184 - $1,100. Electra Floater 185, $750. Olympus l 60, $500. Chuck, (503) 296-9588.

GEMINI 184 - Dealer Demo. Only 6 flights, $1,500. or best offer. Wings 'N Wheels, (412) 898-3513.

- SST B, (213) 637,8440.

Rigid Wings EASY RISER - With excellent trailer - Conquest (like Eipper}, (213) 637-8440.

Schools and Dealers

HARRIER 177 - Gold and white. Price prone harness.

Both excellent cond. $1000 or best offer. Pat, (213) 332-3639.

JAVELIN 168 - Winter clearance sale, $1,550. Wings 'N Wheels, (412) 898-3513.

CONSUMER ADVISORY: Used hang gliders always should be disassembled before flying for the first time and inspected carefully for fatigue - bent or dented tubes, ruined bushings, bent bolts (especially the heart bolt), reused 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 'Jn 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.

Rogallos BIG PILOTS - Spirit 200, $600. C5a, $450. SMALL PILOTS - Raven 149, $750. ASG-20 (130 sq.), $200. All very good condition. (714) 324-6539.

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

MEGA II - Perfect condition. Less than 2 hours flying.

Asking $1395./offer. Must sell! Al Thomas, (305) 783-2778.

MOYES SUPER MAXI - Soaring Frame, Kite Bag, Harness, $1300. Must sell. (313) 779-7495.

CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHGA certified school. Stocking dealer for Wills, UP and FD. Come visit us! (415) 756-0650.

NEW LARGE MOYES METEOR - Soaring Frame, Kite Bag, $1500. Must sell, (313) 779-7495.

PHOENIX 6-D 185 - Good condition, $500. o.b.o. Must sell! (714) 525-2816.

PHOENIX 6 - Good beginner. $500. E.S.S. rapid deployment B.U.S. on Price prone harness, $350. (213) 865-9267.

COMET l 65', exceptionally clean, low airtime, mid-1981. Beauty - $1375. (208) 883-0616.

RAVEN 1981 and W.W. harness. Looks good, flies great.

Make offer. (215) 241-8637.

COMET 185 - Black, red, yellow, $1400. 1978 Alpha 245, black, red, orange, wht. $600. Kurt, (213) 694-7925 day, (714) 887-8284 night.

RAVEN 229 - XLNT condition. Brown, red, orange and white. Will ship. $800. (213) 256-0302.

81 PROAIR 180. Exe. Cond. $1250. (303) 539.3335,

RA VEN 229 - $950. Sky blue, dark blue L.E. Cirrus 5-A, $500. Royal blue, white tips, dark blue center. Both gliders are in excellent condition with very little air time. Minneapolis, Home - (612) 937-1754, Office - (612) 872-4311.

DUCK 180 - 6 hrs. airtime. $1800 or offer. Colorado, (303) 989-7381, evenings.

DUCK 180 - $1825. Raven 209 - $950., SST IOOB $445., XC 215 w/Soarmaster - $1150., Condor 224 w/soarmaster - $1250., C5B w/Soarmaster - $1100., Sun 3B $350., 168 Spyder - $530., '82 Pterodactyl Ascender, 20 hrs. - $4950. Harnesses, helmets, parachutes - POR. Eastern Oregon Ultralights, 500 SW I Ith, Pendleton, OR (503) 276-2329.

SEAGULL SUPER SEAHA\VK 180, 1981 - Very good condition. THE LAST ONE MADE BY FACTORY, has complete Emerson-Bailey Tow System. Total package, $750. Will ship. (305) 859-8489. Orlando, FL. SEAGULL 190 -Tow Frame, Floats, Harness, Kite Bag, Excellent Condition, $1000. Must sell, (313) 779-7495.

SEAGULL 1979 10 METER - Excellent condition.

Harness included, $795. (215) 789-5336.

SEAHAWK 140, $500, Olympus 140 with harness, $325, Raven 179, $1100. Ask for Chris (415) 726·6561.

SENSOR 510 - (180 sq.) Will ship. $1100. Tom, (704) 264-3600 or 7668.

ELSINORE VALLEY HANG GLIDING CENTER has many near new and older model hang gliders in stock. All are in good to excellent condition. Prices start as low as $200. Several American Aerolights Eagles, a twin Chrysler Trike witha Centurian glider and a Quicksilver never

ELSINORE VALLEY HANG GLIDING CENTER Certified, experienced instruction, foot launch and power.

Sales for major manufacturers. Major repair facilities.

Flight instruction and repairs performed under the supervision of FAA licensed management to manufacturers and aircraft standards. Day phone: (714) 678-2050, night: (714) 781-9222.

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 alternative 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 pro· gram, 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.

WILLS WING NO. 680 - Excellent condition. Little use.

Complete, $400. (513) 423-1739. Middletown, Ohio.

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, varies, 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.

WILLS WINGS - Raven 209 - Alpha 215 - Omega 260

HANG GLIDERS OF CALIFORNIA, INC. USHGA

STRATUS VB 164 - Excellent condition. Very quick. $ll00. (206) 324-9392.

• Seleclabte Sensilivily Audio Threshold Adjust Excellent Batlery Lile Total Weigh! 12 oz.

Fully Adjuslable Audio Sound One-Vear Warranly Dealer Inquiries Welcome

• Padded Storage Bag Add S8.00 • "KWIK CLAMP" Bracket Add S14.00

$195.00

Post Office Box 548 Oak Ridge. TN 37830

46

SKY BOUND HANG GLIDERS - Full time, full-service shop. New and used gliders and equipment, certified instruction, repairs, accessories. 10250 N. 19th Ave., Phoenix, AZ 85021. (602) 997-9079.

CALIFORNIA

QUICK QUACK!! 180 Duck 4 sale. Excellent condition, must sell immediately! $1750. (805) 773-5331 or 5292.

• • • • • •

DESERT HANG GLIDERS -4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550.

MOYES MAXI - Tow frame. Floats, Harness, Kite Bag, $1100. Must sell. (313) 779-7495.

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

THE SYSTEK VARIO

ARIZONA

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 p<lying for magcizines that never get read. Please renwrnlwr to let the USHGA know immediately when you move Thank you for vour cooperation.

HANG GLIDING

certified instruction from beginning to expert levels. All brands of gliders, a complete line of instruments & equip· ment are available! For information or catalog, write of call: Hang Gliders of California, Inc., 2410 Lincoln Blvd., Santa Monica, CA 90405. (213) 399-5315.

HANG GLIDERS WEST·DILLON BEACH FLYING SCHOOL - USHGA Certified instructors, observers serving 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 Way, Ignacio, CA 94947. (415) 883-3494. Now offering ULTRALIGHT 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 al'ailable. At the base of mission ridge in the "Old School."

43551 Mission Blvd., Fremont, CA 94538. (415) 656-6656.

SKYWORKS HANG GLIDING & ULTRALITE AIRCRAFT of the South Bay Area offers you Certified Instruction - Sales - Service. Major Brands. 521 Sinclair Frontage Road, Milpitas, CA 95035. (408) 946-7115.

UL TRASPORT, INC. is the only Southern California school dedicated Only to powered ultralights. We have a flight simulator which allows you to learn basic flight maneuvers before committing to free flight. USHGA cer· tified. Call or write for more information. Ultra Sport, Inc. 12780 Pierce #14, Pacoima, CA 91331. (213) 896-1805.

WJNDSPORTS INTERNATIONAL, INC. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING and POWERED ULTRALITE center in Southern California. Large inventory of new and used gliders, ultralites, parts and accessories. Complete training program by USHGA certified instructors. 5219 Sepulveda Blvd., Van Nuys, CA 9141 l (213) 789-0836.

COLORADO FOUR CORNERS HANG GLIDING & ULTRALIGHT AIRCRAFT - since l 974. Major Brands, Sales, Service, Professional Instruction. Fly "Earl's Ranch". Box 38, Hesperus, CO 81326. (303) 533-7550.

GOLDEN SKY SAILS - USHGA certified school. Foot launch, power, towing, mountain soaring, ground to air

communication, video replay. Complete airframe, sail, power plant repair. We sell and service all major brands.

Golden Sky Sails, 572 Orchard, Golden, CO 80401. (303) 278-9566.

motorized ultralights. All major brands available. Certified instructors and BGI's. Individual and group rates. \Xlrite: Box 100, Granville, IL 6l326 or call (815) 339-2282 before 10:00 a.m.

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 COMPLETE SHOP. 331 South 14th St., Colorado Springs, Colorado 80904.

PROAJR/PROSTAR SALES AND SERVICE, flight accessories and Ball variometers - Midwest Motorglider Supplies, 2638 Roberts, Waukegan, IL 60087, (312) 244-0529.

CONNECTICUT AIRWISE INC., 15 Long Ridge Road, West Redding, CT. 06896, (203) 938-9546. Training programs for beginner to expert by USHGA certified instructor/observer staff.

Dealer for all major product lines, featuring Flight Designs, UP, Moyes. Complete accessory line. Lecture-film presen· tation available.

CONNECTICUT COSMIC AVIATION - l4 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and U.P. USHGA certified instructor.

HAWAII FREE FLIGHT HANG GLIDING SCHOOL - Certified instruction, sales, and service. (808) 373-2549.

MAUI SOARING SUPPLIES - Certified instructors.

Sales, service and rentals. R.R. Box 780, Kula, Maui, HI 96790. (808) 878-1271.

INDIANA BAT-SAIL ENTERPRISE, INC. Central Indiana's hang gliding and ultralight headquarters. Dealer for Flight Designs, Moyes, U.P., and Wills Wing. Specializing in Jetwing ATV and towing. 6040 Ashway Ct., Indianapolis, Indiana (3 l 7) 291-9079.

MARYLAND MARYLAND SCHOOL OF HANG GLIDING, INC. Serving the Washington D.C. and Baltimore areas. Complete line of gliders and equipment. USHGA certified instruction. (301) 628-6l77.

MICHIGAN

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TRADEWINDS HANG GLIDING - USHGA certified ins1ructors/observers. Classes daily. Box 543, Kailua, Hawaii, 96734. (808) 396-8557.

IDAHO SUN VALLEY SENSOR - New and used Sensor 510's.

Sales, service, demo. Bruce McKeller, P.O. Box 3696, Ketchum, Idaho 83340. (208) 788-9692.

TREASURE VALLEY HANG GLIDERS - Service USHGA Instruction - Sales of new & used U.P., Bennett, Seed wings & Centurion gliders, accessories - Site info. and ratings. "Come Fly With Us" - Box 746, Nampa, ID 83651, (208) 336-9492.

ILLINOIS

.----~-----~-----------------..

MID-AMERICA INC. - Instruction in hang gliding and

The grass roots effort has begun!

1983 WORLD TEAM DONATIONS

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

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

Dealers for Eagle, UP, Flight Designs, Delta Wing and

BALL VARIOMETERS INC. 5735 ARAPAHOE AVENUE, BOULDER, COLORADO 80303 PHONE: (303) 449-2135 SHORT BALL-CLAMP $18

$212 Hang Flight Systems, Santa Ana, CA 48 Hang Gliders of California, Santa Monica, CA 7 Steve Hawxhurst, San Diego, CA 25 UFO, San Diego, CA 25 The Village Church, Rancho Santa Fe, CA

---$317

Help us reach our goal of $20,000 to pay transportation to Tegelberg, Germany.

U.S. wants the World Title!

Send Donations to: USHGA. World Team Fund P.O. Box 66306 Los Angeles, CA 90066 OCTOBER 1982

Introducing the new 'BALL-CLAMP' instrument mount. Ball socket allows wide range of mounting positions.

These and several other models used worldwide by leading pilots. Available from Hang Gliding and Ultralight Dealers inquiries invited. Protected by U.S. Patent 4,086,810.

47

lights, expert repairs. Scott Lambert, (704) 875-9486.

Soarmaster. 24851 Murray, Mt. Clemens, MI 48045 (313) 791-0614 - Since 1975.

PENNSYLVANIA

MINNESOTA

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

(717) 326-6686 or 322-8866.

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. \X'hen in the North Country stop by and test our line of gliders and enjoy the sites. 2277 W. County Rd. C., St. Paul, (Roseville), MN 55113 (612) 633-3333.

TEXAS

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.

THIN AIR LTD. - Delta Wing headquarters of the Northwest. Other popular makes available. Retail and consignment, repairs, certified instruction. 524 - 22 \st SW, Bothell, WA 98011. (206) 481-5878. Dave Little.

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.

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.

ELECTRA-FLYER 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. (8\7) 469-9159.

NEW YORK AERIAL TECHNIQUES, Rt. 209, Ellenville, NY 12428, (914) 647-3344. Come visit Ellenville. Learn to fly at our new training facility or challenge the mountain with your thermaling and X-C skills. Complete inventory of gliders, accessories, and replacement parts. Quicksilver ultralight sales and instruction. Open all year.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, /v1.anta and UFM sales, repair, instruction.

2200 C South Smithbarry, Arlington, TX 760\3 (817) 469-9159.

UTAH

THE WELCOME MAT JS 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, ProAir, Manta, Seedwings, Stratus. Top notch instruction programs with audiovisual teaching aids.

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

CANADA LEADERS IN HANG GLIDING AND MICROLIGHT AVIATION. 12 year full time professionals. Deve\opersof the Chart of Reliability method of instruction. Sales and service of most major brands. High Perspective Inc. RR #3 Claremont©, Ontario Canada LOH IEO Toronto phone: (416) 294-2536 or 294-9665.

JAPAN SUNRISE COUNTRY INC. - Distributor Japan: Manta, Pacific Kites, Delta Wing, Flight Designs, Odyssey, Litek, Hall Bros., Ball Varies, Altimaster, Quick-N-Easy. 1 \04 Rekku Shibakoan 2/l 1113. Shibakoan Minatoku Tokyo 105 JAPAN. Tel. 031433/0062.

AERO SPORTS INC. - USHGA instruction, sales & service since 1974. 898 So. 900 E., SLC, Utah 84102. (801) 364-5508.

WASATCH WINGS INC. - Located minutes from Point of the lv1.ountain. Safe, personalized, instruction beginning through mountain flight. Custom harness manufacture and repair. 700 East 12300 South, Draper, Utah 84020, (801) 571-4044.

NORTH CAROLINA

WASHINGTON

KITTY HAWK KITES, INC., - P.O. Box 340, Nagshead, N.C. 27959 l-800-334·4777, in North Carolina, (919) 441-4124. Learn to fly safely over soft sand dunes through gentle Atlantic breezes a few miles south of where the Wright Brothers learned to fly. Beginning/Novice packages and ratings available daily. Complete inventory of new gliders, accessories and 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.

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

SCOTT'S MARINE, INC. - Full time professional, sales, service, training. Wills Wing Gliders, Pterodactyl ultra-

FAIR WINDS INTERNATIONAL is the exclusive Ultra\ite Products dealer in the Northwest. Comet, Gemini in

Employment Opportunities CRYSTAL AIR SPORTS MOTEL· Male/Female HELP WANTED: 15 hrs.lwk. Exchange for lodging in Original Flyers Bunkhaus. Cal\ or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, Tenn. 37409. (615) 821-2546.

Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. \X'aterbeds, Video Movies, Color T.V., Pool. Reserve early due to World's Fair.

Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY 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.,

:u;~G_A_c~iss1Fieo A~VERTISING ORDE;-FO;M

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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 I issue in which you want your ad (i.e. March 20, for the May issue).

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Business Opportunities Publications & Organizations

Ultralight Powered Flight

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

Phone Number: P.O. BOX 66306, LOS ANGELES, CA 90066 I (213) 390·3065

I. - - - - - - - - - - - - - - - - - - - - - - - - - - HANG GLIDING

P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

Parts & Accessories

TYPE: Moyes Mega l 72. SAIL: Blue and white with lightning bolt. Red bag. WHEN: Saturday, March 20, 1982. Reward. CONTACT: Russ Gillfer (602) 523-4058.

8' NYLON TIE DOWNS - $4.00 each. 4' wind socks orange w/yellow tip, $15.00. D. Snyder, 642 Beverly Dr., Arcadia, CA 91006.

TYPE: Fledge JIB #1032. WHEN: March I, 1982 Denver, CO. Glider is incomplete. SAIL: White with dk blue LE, tips and keel panel. CONTACT: Richard Siberell, 711 55th Des Moines, Iowa 50312 (515) 255-1456.

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.

TYPE: 1982 Super Lancer 200.

WHERE/WHEN: Binghampton, NY 4/18/82.

CHARACTERISTICS: Will not fly as is. No base tube, battens, or washout tubes. One down tube replaced with stock 6061 tubing. SAIL: Blue and white, orange bag. Stolen by wuffo expected to be sold in southern California. CONT ACT: James McLaughlin (607) 771-1583 days collect. $500 reward for arrest and conviction.

Ultralight Powered Flight KITTY HA WK KITES - Training specialists for 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. 1-800-334-4777.

LONE STAR HANG GLIDERS. Electra Flyer, Sky Sports, Seagull, Manta and UFM sales, repair, instruction.

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

SKYWORKS - Please see ad - Schools & Dealers California.

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.

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

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

Miscellaneous 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.

/sc~G~\..'-' /4/ R..C RA~j), LARGE PATCHES - (2 1/8" x 9") for collectors only.

Great for caps, bags and harnesses. $3.00 plus $1.00 postage 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 application. 25¢ each. Include 15¢ 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, 81h x 11 workbook format. $13.55 (incl. postage) P.O. Box 66306, Los Angeles, CA 90066.

TYPE: X-160 #2. SAIL PATTERN: Black LE, gold center spanwise, white LE and keel pocket. TYPE: Nova 230. SAIL PATTERN: Red, white and blue. Chevy truck logo. TYPE: Blue Price harness, Windhaven chute, black Delta Wing knee hanger harness, 2 white helmets, Litek vario, Thommen altimeter, airspeed indicator, yellow UP flight bag.

WHERE AND WHEN: All stolen with truck from Chatsworth, CA. CONTACT: John Zurlinden (213) 95-7-5014 or (213) 993-6644 Ext. 312.

TYPE: Gemini #UPG13400M. SAIL PATTERN: Dk blue LE, Pacific blue center, white TE. Tape on LE. WHERE AND WHEN: 6/28/82 W. Jordon Utah, taken from car. Contact: Claudia Holbrook (801) 561-1974 or 571-4044.

TYPE: Eipper Flexi III. SAIL PATTERN: White, blue, green, yellow and white. New, or no control bar. Tear in keel pocket. Reward.

CONTACT: Will Richardson, Rt. 1, Box 167, Trout Dale, VA 24378 (404) 436-8504.

TYPE: 172 Moyes Mega. WHERE AND WHEN: March 20, '82, 80 miles north of Flagstaff AZ (Echo Cliffs area). SAIL PATTERN: Lt. blue, with dk blue lightning bolt on right wing. CONTACT: Sky Bound Hang Gliders, 10250 N. 19th Ave., Phoenix, AZ 85021 (602) 997-9079.

TYPE: 1982 177 Harrier II #6744. WHERE AND WHEN: Fountain Hills area, NE of Phoenix, AZ, April 15, 1982. SAIL PATTERN: All white upper sail, blue lower sail, rainbow center panel. CONT ACT: Sky Bound Hang Gliders.

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

TYPE: UP Gemini 184 #UPG184032. SAIL: Yellow nose, orange middle, red trailing edge (span-wise cut) with white leading edge and keel pocket. WHERE AND WHEN: Alameda, CA July 2, 1982. CONTACT: David Catlett (415) 521-7633. Reward.

TORREY PINES 1979. Text by Don Betts. Photos by Bettina 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 only heard of Torrey Pines. Booklet can also be purchased at site. $2.50 each (encl. pstg.). USHGA, P.O. Box 66306-HG, Los Angeles, Calif. 90066.

TYPE: Pterodactyl with Cuyuna 430 reduction drive #111000. LE, yellow, TE, white. Center, brown. Tips, brown. Rudder, white with brown & black stripes. Canard, brown, yellow and white.

CONTACT: LEAF, 331 South 14th St., Colorado Springs, CO 80904 (303) 632-4959.

The rate for classified advertising is 35q per word (or group of characters). Minimum charge, $3.00. A fee of $10. is charged for each photograph or logo. Bold face or caps 50¢ per word extra. Underline words to be bold. Special layouts or tabs $20.00 per column inch. AD DEADLINES - All

TYPE: 135 Comet. SAIL: Black LE, crimson green TE. Red top sail, red keel pocket. Red UP left side. WHEN: April 15, 1982 San Bernardino area. CONTACT: Laverne DeJan, (714) 796-1658.

ad copy, instructions, changes, additions and cancellations

TYPE: 209 Raven #4402. SAIL: Center out: Brown center, two white, two orange, white tips.

Brown LE. Orange keel pocket. WHEN: El Centro, CA April 26, 1982. CONT ACT: Mike Sorgaard (714) 352-2116.

must be received in writing 11h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: C!assifted Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

OCTOBER 1982

TYPE: Black nylon duffie harness bag containing black cocoon harness with red shoulder pads, Flight Designs vario, Thoemen Altimeter, orange F.D. helmet. black leather gloves, blue jackets. WHERE & WHEN: Manressa State Beach parking lot Sunday, 5-2-81. CONTACT: Brian O'Kelly, 2300 \Vest Haven, Bakersfield, CA 93304 (805) 832-3987.

TYPE: Wills Wing Harrier 177 #6113. SAIL PATTERN: All white. Six holes in LE. 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.

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

TYPE: Fire Eagle w/Z-drive. SAIL PATTERN: Red, orange, gold, yellow, yellow wired LE. 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: 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.

TYPE: 1979 Seagull 10 Meter. WHERE AND WHEN: Cincinnati, Ohio, Oct. 11, l 981.

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

TYPE: R.D.P. parachutes: #'s 3003, 3078, 3042, 3073, 3035, 3037, 3023. Litek Model C varios: #'s 390, 417, 420, 434, 40 I, 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 Hanson, Van Nuys police dept. (213) 989-8371 or Delta Wing (213) 787-6600. Reward for information.

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

49

PILOTS! LEARN TO FLY HIGHER, SAFER, FURTHER

ERS

Up-to-date illustrated information guaranteed to improve your flying.

Written by a USHGA instructor.

• HANG GLIDING FL YING SKILLS-DETAILS ON: BEGINNING FLIGHT * INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN * GLIDER REPAIR * SELECTING EQUIPMENT* THERMALING * MORE. $6.95 + 604: POSTAGE. • FLYING CONDITIONS..:THE ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE• ROTORS * WIND SHADOW * SEA BREEZES * WIND GRADIENT * RIDGE LIFT *THERMALS• MORE. $6.95 + 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 * CONTROLS * AIRMANSHIP • MORE. $7.95 + 60¢ POST. ***NEW*** • POWERED ULTRALIGHT TRAINING COURSE-A MANUAL FOR SELF-TEACHING AND TRAINING SCHOOLS-11 LESSONS AND RELATED GROUNDSCHOOLS-TESTS AND FAA REGULATIONS INCLUDED- $12.95 + 60¢ POSTAGE. ~ Except POWERED $11.95 + 60¢ POSTAGE FOR TWO $16.95 + 90¢ POSTAGE FOR THREE UL TRAL/GHT $21.95 + 90¢ POSTAGE FOR FOUR TRAINING COURSE $29.95 + 1.10 POSTAGE FOR ALL FIVE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA 16801 DEALER INQUIRIES INVITED

Fast and accurate air speed_ measurenients-can be made by using the Hall Wind Meler. A valuable instrument for all hang_glider pilots. 121,50

Our Seated and Prone

Braekets shown here with the Wind Meter. provide an excellent lightweight mounting for the Wind Meter. Seated Bracket $5.00 Prone Bracket $6.00

Our Control Bar Wheels protect you and your glider on that occasional bad landing and during routine ground handling. The wheels fit 1" or 1W' controf bars. Specify size when ordering.

$20.00 pr.

When ordering please specify the items ordered · and how many of each are desired. Add S2.00 for C 0.0. orders and for orders to foreign countries. Telephone orders

welcome. Dealer inquires invited.

MAKE CHECK OR MONEY ORDER PAYABLE TO HALL BROTHERS, BOX 771, MORGAN, UT 84050 (801) 829,3232

GUARANTEED IEI IER HANDLING THAN Mil OTHER DOUBLE• SURFACE GLIDER.

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