USHGA Hang Gliding October 1984

XCWORLD CHAMPION lARRY TUDOR Ultralite Products has again won the Owens Valley XC World Championships!

The sixth time in seven years. Larry Tudor, the winning pilot, on a UP 165 COMET 2 made this his second win in the Owens on a Comet. He also placed second, behind Comets, in 1980 and 1982.

In the annals of world-class XC competition no pilot has ever scored as wel I as Larry Tudor.

It's interesting to listen to our competitors ' comments regarding Larry'5 amazing success. You often hear, "Yeah, Larry won again, but it's really not the 'glider, now if he had flown on our 'glider" ... or ... "Tudor and UP keep lucking out in the Owens, our 'glider is really better, but" ..

We might agree, except for the fact that Larry has flown UP 'gliders since 1978 and has continuously been one of the most successful XC pilots in the world.

Like all top competitors, Larry flies to win, he's not going to give up any advantage because of some claimed superiority by another manufacturer. As Larry says, "It's not how good a manufacturer claims its 'glider is ... it's how good it really is! I fly UP 'gliders because they have proven to be consistent winners, year after year. Best of all, they are so easy to handle that it makes 'em fun to fly. I feel UP provides the best pilot support in the world, so it is really not a matter of choice - it's a necessity for success!"

Scan the top 12 results, (we've included the "other guys" who finished behind Larry so you can see who flew what in the Owens this year. Top pilots in the best equipment!

JIM LEE Jim Lee of Taos, New Mexico, who won the Owens in 1982 finished third this year in spite of a series of incidents that might have sidelined a less determined competitor. Jim's own C-2 was destroyed on day two at launch by a dust devil shortly before the launch window closed. Venezuelan team member, Jorge Mattas, graciously loaned his C-2 to Jim so he could complete the day. A late night telephone call to the factory and Comet designer Roy Haggard created an early morning dash from Temecula to Independence with a brand new off-the-shelf C-2 for Jim - teamwork counts in the Owens!

J.C.BROWN J.C. Brown of Albuquerque 's Sandia Soaring Association is also a member of Jim Lee's "pod squad'.' The two flew as a team this year and put in several very fast times. They were tough to beat-they will be tougher in '85!

UP also congratulates English team member John Pendry who flew one of the most brilliant and consistent Meets ever seen in the Owens. After last year's fourth place (his first year flying the Owens) John has improved so much that in our opinion he is one of the top three pilots in the world! A great sportsman, pilot and gentlemen. Hope to see him back in 1985.

JOHN PENDRY

ED GOSS Ed Goss, seen here polishing his pod, has been XC champ of Colorado for the past two years. Ed also flew to a strong 3rd place finish in the '83 Owens. This qualified him for factory support this year. Ed put in an absolutely amazing time on the Mazurka , Laws, N.Y. Butte task. He approached the finish line 30 minutes ahead of the task winner and then, agonizingly, came up 100 feet short! In spite of that Ed still finished in the top 12 - with a little better luck '85 should see him do even better.

PAUL ROBINSON Paul Robinson has flown UP 'gliders and equipment for several years. His consistent record at XC events always makes him a top contender in the Owens.

Paul spent months working on pod refinements for the '84 event then changed his mind and flew a conventional rig for the last few days of the Meet.

STEVE LUNA This was privateer Steve Luna 's fifth year in the Owens and his best finish to date. With some new equipment in '85 he should be in the top five.

MATIAS KRANTZ German pilot Matias Krantz gained U.S. fame by winning UP's $1,000.00 prize for the longest finish off the "E" in Elsinore in '81. Matias now lives in Salt Lake and has been honing his XC skills in the Wasatch Range. Matias' great finish this year on an old Comet OVA puts him in line for factory support in '85.

TOP 12 OFFICIAL RESULTS 1984 OWENS VALLEY XC WORLD CHAMPIONSHIPS USA UP 165 C-2 1 LARRY TUDOR UK MAGIC 3 2 JOHN PENDRY USA UP 165 C-2 3 JIM LEE USA SENSOR 510 4 DON GORDON USA SENSOR 510 5 RICH PFEIFFER USA UP 165 C-2 6 J.C. BROWN 7 MATIAS KRANTZ GER UP 185 OVR -2 UK SOLAR 8 TONY HUGHES 9 MARK BENNETT USA WILLS DUCK 10 PAUL ROBINSON USA UP 185 C-2 USA UP 185 C-2 11 ED GOSS USA UP 165 C-2 12 STEVE LUNA

'84 OWENS SPECS: NUMBER OF DAYS FLOWN: 10 LONGEST TASK : 108 MILES SHORTEST TASK : 68.5 MILES TOTAL COMPETITION MILES FLOWN: 817.3 TOTAL HOURS FLOWN BY WINNER: 34 hrs. 22 min.

NUMBER OF NATIONS COMPETING: 9 NUMBER OF COMPETITORS COMPLETING EVENT: 32

UP

SEND $2.00 28011 FRONT STREET FOR COMPLETE P.0. BOX 659 INFORMATION ON THE TEMECULA. CA 92390 UP PRODUCT LINE (714) 576 -5652

Gil Dodgen, Editor Janie Dodgen, Associate Editor, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray Staff Photographers

Erik Fair, Staff Writer Harry Martin, Rod Stafford, Illustrators Gretchen Niver, East Coast Correspondent

Office Staff: Amy Gray, Manager Majda Kassaseya, Ratings Mary Marks, Membership USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snyman, Secretary Gary Hodges, Treasurer Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges

USHGA Regional Directors: REGION l: Doug Hildreth, T. Michael Boyle.

REGION 2: Russ Locke. Gary Hodges. REGION 3: Steve Hawxhurst. Bettina Gray. REGION 4: Jim Zeist. Bob Thompson. REGION 5: Mike King.

REGION 6: Ted Gilmore. REGION 7: Dean Batman.

REGION 8: Robert Collins. REGION 9: William Richards. Vic Ayers. REGION 10: Dan Johnson.

Steve Coan; REGION 11: Hardy Snyman. REGION 12: Ken Zachara. Paul Rikert. 1984 DIRECTORSAT-LARGE: Dennis Pagen, Dick Heckman, Eli2abeth Sharp, Vic Powel!, Mark Bennett. EX,OFPICIO DIRECTOR: (With Vote) NATIONAL AERONAUTIC ASSOCIATION Everett Langworthy.

HONORARY DIRECTORS (Without Vote) elected to I2/31/84: Bill Bennett, Hugh Morton, Mike Meier.

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 Aeronaulique 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 FA!-r_elated hang gliding activities such as record attempts and

competition ~anctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts-to_create-furth~r inte_rest ilJthe sport, by a means of open communication and to advance hang gliding methods and safety. Con-

tributions are welcome. Anyone_ is invited to con .. tribute articles, photos, and illustrations. concerning hang gliding activities. [f the material is lo be returned, a sJamped, self~addressed return envelope must be enclosed. Notification must be-made of sub~ mission to other hang gliding publications. HANG GLIDING magazine reserves the right lo edit contributions where necessary. The Association and publication do not assume responsibility for the material or opiniqns of contributors.

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P.O. Box 66306, Los Angeles, Calif. 90066 and whose c:,ffices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213)390-3065. Second-class postage is paid al Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by 1st Impression Typesetting Service, Buena Park, Calif. Color Separations are provided by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $29 . .'10 per year ($32. 50 for foreign addresses): subscription rates are $22.50 for one year, $40.00 for two years, $57 .50 for three years. Changes

of-address shoutd be sent six_weeks-in advance, in~ cludin-g name, USHGA meffibership number. previousand new address-, and a mailing label from a recent issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO; USHOA, P.O. BOX 66l06, LOS ANGELES, CA 90066.

2

HANG GLIDING

(USPS 017-970)

Features

Columns

14 PHot Report The Systek Vario

The Right Stuff

by Joey Heiney Guest columnist Heiney (of photo fame) recently wrote a great article for Westways magazine. We reprint it here.

©1984 by Dennis Pagen Dennis explains how varios work and then compares the Systek II with the popular Litek vario.

18 Soaring Other Types Of Lift

12 The Answer Man Page 14

by Rich Pfeiffer with Maggie Rowe illustrations by Rod Stafford This installment completes our series from Pfeiffer's new book. He discusses frontal lift, convergence lift and convective slope lift, then wraps it all up with a brief review of the series.

44 Medicina A vibus

by Fred Leonard, M.D.

Departments 4 Airmail 6 Update 9 Competition Corner Cartoon 28 Ratings and Appointments 48 Classified Advertising 51 Stolen Wings 51 Index to Advertisers 51 USHGA Certified Schools

24 Slide Shows - What A Difference! article and photos by Robert Reiter Don't throw away those old boring or overexposed slides. Bob shows you how to spice up your slide shows with sandwich slides.

Stayin' Alive '85 The Membership Responds Letters from the membership As we get our fund raiser off to a promising start we'll take a look at what our contributors have to say.

The 1984 European Championships

by Mike Meier Mike discusses the rules regarding HOMA certification and competition.

Page38

Article and photos by Dean Tanji Great Britain's Tony Hughes wins the 1984 European Championships. The Federal Republic of Germany wins the Team Championships.

USHGA of Directors

COVER: Futuristic hang glider. Painting by Michael Ward.

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 are urged to study HOMA standards.

by Hardy Snyman, photos by Bettina Gray This month we meet Region !l's Gary Hodges and Russ Locke as well as Region Ill's Steve Hawxhurst.

Copyright © United States Hang Gliding Association, Inc. 1984. All rights reserved to Hang Gliding Magazine and individual contributors.

38 Hang Gliding Interviews Moyes

by Peter Meredith Peter chats with this great pioneer of the sport. Bill relates some entertaining anecdotes.

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OCTOBER 1984

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AIRMAIL GETTING TREED

Dear Editor, How timely that your August issue contained an article by my favorite author, Dennis Pagen, in my favorite column, ''The Right Stuff.'' It was timely because on my next flight after reading Getting Treed I went into the trees. Aside from confirming everything that Dennis said the experience taught me a couple of things I would like to pass on to your readers.

First, I went in because I snagged my harness on a water bottle. I had it mounted on my left down tube. I had mounted it about shoulder high to get it out of the way(?). Somehow while making a left turn one of my harness support lines caught on the water bottle mount.

It held me fast to the left side of the control bar. I could not reach the line to free it or prevent the glider from descending in a spiral to the trees.

A word of advice then: Be careful where you mount things on your glider.

Second, trees are your friend. I was going fast when I hit but I only broke the down tubes and substained a few scratches. The branches cushioned the impact. I don't like to think about what might have happened if I had hit the ground. Third, friends are even better friends than trees.

Ted Morris, Jeff Harper, John Watson, Jim Keller and Kurt Myers cut short a beautiful flying day in order to get me out of the trees. I owe them much more than this public thank you.

Fortunately I had in my possession some recently acquired, nuclear powered, olympic class, NMP* "Ugly Shield" sunglasses so I put 'em on real quick and commenced to read.

A few moments later, hands trembling, sweat dripping from my brow, I dropped the rag like a dead leaf and staggered off to pour myself a good stiff drink As I waited what seemed like a lifetime for the numbing effects of "Ma Booze" I knew that my worst fears had been realized. Dennis Pagen (formerly Dense Pages) had outwritten me - totally humiliated me - in my own stinking column. Naturally I vowed to beat him to death with a nose batten at my earliest convenience.

Three or four doubles later, however, I mellowed considerably, reassessed the situation, and came to a somewhat more palatable conclusion.

While Dennis is obviously better informed and funnier than I am it is equally clear that he's not nearly as uhhh - let's see now - not nearly as - Hmmm, well - uhhh - not quite as ... SICK IN THE HEAD!! Whew!!

As we "self styled" gonzo journalists are fond of saying: "Every cloud has a silver lining - given enough scotch.''

mation and represents only the very first batch of responses.

As of August 21, 1984, 160 leads had been forwarded by Outside's reader service. These are just from the Almanac issue (the ad also ran in the regular June '84 issue), and the count does not include direct responses to businesses. For example, Mountain Wings' Greg Black reports five calls per week and 10-20 letters per week responding to the ads. Further, Outside's October issue will have a small piece on balloon "towing," which partly resulted from the consortium's expenditure of some $5,535 in Outside.

Still continuing, a new aviation magazine (Take Off - due out in early '85) has been encouraged to run that same ad, for FREE! They will print 75,000 copies, and distribute 40,000 on general newsstands in addition to initial paid circulation.

All in all, the Consortium's efforts should be applauded I feel, for at least trying to help hang gliding reach out further. The comment in the Yelderrain interview seems rather negative in comparison.

Sincerely,

MORLEY/McCLURE FLY-IN

Airwreck Fear The Pits, CA '(Nearly Meier Proof/

John Saunders Hummelstown, PA

SOUR GRAPES

Dear Editor, So imagine the visceral convolution and neural alarm that swept my poor body when I cracked open the August issue of Hang Gliding, turned to my favorite "Right Chunks" column, and found four beady little eyes and one great big nose staring back at me.

4

CONSORTIUM UPDATE

Dear Editor, I'm writing in response to Gil Dodgen's comment regarding the hang gliding consortium advertisement in Outside magazine. This ad was placed by 12 large dealers, three manufacturers, and one publication.

In the August 1984 interview with Carol Velderrain, on page 41 reference is made to that advertising effort, with the sentence, "The last I heard they had 14 responses." This is old infor-

Dan Johnson Publisher, Whole Air

Dear Editor, As a majority of the West Coast flyers are now aware, Tim Morley had a tandem accident a couple of months ago that left him paralyzed from the neck down (the tandem passenger only suffered a few bruises).

The accident left two important projects of Tim's unfinished. The weight shift Mitchell Wing that he was designing was in the test flying stage, and the plans he had for expanding the flying at Lake McClure was left midstream.

Tim had scheduled a fly-in and pig roast for the first weekend in August.

The Mother Lode Skyriders took over the arrangements for the weekend and did an excellent job of organizing the activities.

HANG GLIDING

AIRMAIL I was completely blown away by the attitude of the Park Rangers and the owner of the Marina. After years of involvement in negociating flying privileges in the Bay Area and having to try and convince landowners, governement and park officials that we aren't suicidal crazies, I was not prepared to deal with a group of officials that wanted us to use their facilities. They had already graded out extra campsites and dug the pit for the pig roast and were still asking us what else they could do to make the weekend a success. The Park Superintendent mentioned that he was in the process of doing next year's budget for campground improvements and would consider any requests we had. (We need to clone these people and spread them out around the country.)

Special thanks go to the club

members that organized the flying and campground activities-Jack Goodloe, Ken Muscio, Andy Voelker, Lane Morrison, Scott Waddell, Jeff Wiseman, Tom and Mike Powell. Bob Ritchie prepared and cooked the pig (a work of art surpassed only by its taste).

Several manufacturers need to be thanked for their donations of money and equipment to raffle off: Linda Meier and the team at Wills Wing, John La Torre and Jean-Michel Bernasconi of Pacific Windcraft, Bill Bennett of Delta Wing, Betty Moyer and Rich Pfeiffer of High Energy Sports and Copy King Printers.

Tim felt that Lake McClure could be a major recreational site with hang gliding fitting in along side the other sports (boating, waterskiing, fishing, etc.) already established. If any good comes of Tim's accident, it will be that

his plans for this flying site are moving faster and better than even he had hoped for.

I saved the best news for last. Tim's condition looked pretty grim the first few weeks in the hospital. However, he has just regained feeling and control over his fingers and toes. The prognosis is 50-50 that he will walk again.

Those of us that know him well don't doubt it at all. As an added incentive, he tells me that the day he walks out of the hospital, Rob Kells has agreed to give up smoking. (This is going to get interesting!) Everyone involved in this weekend can feel proud tq,at their contribution to the flying site has also done so much towards Tim's recovery.

Russ Locke Cupertino, CA

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tion minutes report the recent tion of the Variable Geometry Sensor 160. our this is the

variable certified at both extremes of the device.

Al so eerti fi ed Wills Air Dawn which sports or bridle lines.

his spectacular ident.ified Jeff kids.

cover.

Leroy Grannis and mis· Rob Kells.

and irn-· characteristics by in· when needed. These fair-

was

success,

GUDINO

allowing the new pilots to see and try the old standards, and the old pilots that came out of the closet were given rides on state-of-the-art ships. Bob Wills' wife Susie and son Brendon showed with a couple of standards that Bob flew, one which appears in the IMAX film "To Fly." One old timer named John Anderson showed with a Standard he built himself from plans in "Low and Slow" in 1972. He flies it regularly from sand dunes near his home south of L.A. and had never been close to a modern hang glider.

Besides having the opportunity to ride the BFG like everyone else, he took several flights on the Pro-Air Breeze.

A Bar-B-Q was prepared in the afternoon by Al Henderson, the fly-in organizer. The flying went on till dark, great fun was had by all.

So save those Comets, Ducks, and Sensors, bring them to the Old Timer's Beach Fly-In about 10 years down the line. See you there.

GRANDFATHER MOUNTAIN CELEBRATES TEN YEARS OF HANG GLIDING Grandfather Mountain, the rugged North Carolina mountain peak that is home of the Masters of Hang Gliding Championship and site of the USHGA's 3rd National Championship in 1975, celebrated its tenth anniversary of hang gliding flights July 20-22 when John Harris repeated his first flight off the cliffs of the 6,000-foot mountain.

On hand to be a part of the celebration honoring Harris were some of the popular new sport's biggest names.

Stewart Smith, second in last year's World Championship and Masters Championship and the 1983 Southern California League Champion, represented Grandfather Mountain at the event as a member of its Exhibition Flying Team. Hugh Morton, owner of the Mountain scenic attraction and a pioneer supporter of the sport, was Master of Ceremonies.

Rogallo, Harris and Moyes were each honored for their accomplishments by having one of the days of the

OCTOBER 1984

three-day celebration as his own day.

Some of the numerous special events included in the celebration were: the John Harris 10th Anniversary Reflight; a sneak preview of a new Hugh Morton movie entitled "Hang Gliding Around The World," which will be sponsored by Piedmont Airlines and is scheduled to be shown on ESPN; a John McNeely illustrated lecture on the "Flight Relationship Between Bird and Man" along with the showing of the film, "The Hawk and John McNeely"; some cross country hang gliding competition; and a news conference featuring the event's special guests.

The news conference was covered by a number of newspapers, four television stations and PM Magazine. PM Magazine did a special feature on John Harris and his contributions to the sport. The news conference was also filmed and recorded for future use in Hugh Morton's hang gliding movies.

The sport's major personalities used the occasion to tell the media and the large audience about some of their experiences and to share their observations about hang gliding.

John Harris, who made the flight that changed Grandfather Mountain forever, recalled, "It was a beautiful flight. That's been the most fun flight of my life. It was one of those opportunities where you had a chance to do something first."

Harris as a then 28 year-old resident of Winston-Salem, NC, saw a photo in the local newspaper of a hang glider in Utah and his life was never the same.

He was hooked on the sport and has since been responsible for teaching over 40,000 others to fly at his Kitty Hawk Kites flight school in Nags Head, NC. Harris marvels at the growth of the sport, not only in numbers but in technological advances. He predicts the number of hang glider participants will double in five years, especially if the sport gains exposure. He feels that places like Grandfather Mountain with its thousands of visitors and daily hang gliding exhibitions helps with this exposure.

Bill Moyes is also bullish on the sport. "Its progress is far beyond my (continued on page 45)

(photo by Hugh Morton)

Left to right: John McNeely. Bill Moyes, Franci, Rogal/a. John Harris, Vic Powell and Stew Smith.

7

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by Dave and Connie Bowen. do not exist. This Meet Director was Connie Bowen and the sponsors were the Dunlap Flight Park and Stroh 's Beer. The tion on 4th and ran 8th. Every was the temperatures were in excess of l 00 as California was baking in a record h,:at wave. Water loss became factor. H out walking c:ould The heat A new system the pilot to read a pylon letter from the air. Real with the size of the letters were encountered on the first Also, the orientation of the letters and their in or near shadows made the first round a difficult one for some. There were lots of complaints and lots of bad Pilots were taking valuable lime up real high and then over the pylons and would have to lose, in some cases, two thousand feet just to read that pylon.

Another pylon occurred when

OCTODER 1984

a letter blew off a house roof. Hard Dave Lukens read the as it rolled down the road, opening First round leaders included Ron Hess, Steven Hawk, Dan Racanelli, John Minick, Eric Robinson, and St eve Roderick.

On the second day Connie doubled the size of the pylon letters and was generous in pylons in ques-· tionable cases, but refused to throw out the round. The letters were oriented in a pre-· established direction and their locations were moved out into more open spaces. Letters with the least confusing (L, J, 0 and I) were used. They were a lot easier to decipher than D, R, F and E which, from the air, can look identical.

On the third a refly of the last half of the third round was called. but the round heats had light finishers that it was considered valid.

For the first t.imc, all pilots went up to fly the next heat. Earlier, they had been split into two groups. A short, fast course was called two pylons, the first at Clingans Junction, at the northwest corner of the valley, and the second at the Dunlap Valley

School, clear across the valley from launch.

Dan Racanelli blasted through the course 111 25 minutes. Ron Hess was one minute but the top time of the day belonged to Jerry Sorenson. a two-year old Duck 180, son got high right at take-off and blazed the course in 23 minutes and 34 seconds. He topped off the great flight by a bullseye, The leaders after four rounds included Ron Hess, Dan Racanelli, Howard Osterlund, Hawk, Steve Roderick, and Richard Cassetta.

Each task seemed harder and more unmakeable than the last. When Connie called the task on ""'''"'""" morning, the fourth she finally All thirty pilots were to fly 28 miles from to Wonder Valley, look for and locate a small and then land across the creek from it.

But before even this jaunt, the now-tired, windburned and pilots were to go out over the Dunlap Valley, make the Dome pylon, and then climb I ,(XlO feet than launch and attempt to make a on top of Mount Delilah. enough altitude each pilot had to to get out of Dunlap and make the turn at Bald up the Dalton Mountain Range into Wonder Valley.

On the ride up to launch, the question that was on faces was "could we make it?" This task was to require most entrants to fly further than they had ever flown before. Some pilots there had never even landed-out before. Some had never ,..,.,, ,,m before. How many could and how many would make it?

The flight to Wonder Valley was to take its toll for sure, but many were never to scratch back up after the valley and turning the Dome pylon two miles away from the ridge. Some, having made that Dome, would fall short of the four--mile flight to Mount Delilah, and a few wouldn't gain the necessary l ,O(X) feet above the launch to make that pylon. at 00

9

COMPETITION CORNER launch seemed pretty low until the rumor circulated that there was free beer in the landing zone in Wonder Valley. In the true spirit of hang glider pilots everywhere (when free beer is involved) determination doubled and each silently vowed to get to that keg ... ah, in Wonder Valley.

The conditions were soarable on the ridge and pilots were making the Dome without too much trouble. Several were actually getting high at Mount Delilah when last year's meet director, Dave Bowen, stuffed his launch and chipped a vertebrae in his neck. It took more than a half-hour to get him out, away from his glider, and on the road to the hospital. He was pronounced in serious, but stable, condition with full use of his limbs. At the time of this writing he is much better. Get well soon, Dave.

By the time launch window reopened, there were no pilots left in the air over the Dunlap Valley. They had either landed-out or were on their way to Wonder Valley. So, the last group to launch, like the very first pilots off that day, had no wind dummies and had to go it alone. "Save of the day" seemed to be that of Wayne Ashby, who hung around Bald Mountain at a little over 200 feet above the ground for over 45 minutes before a cycle came through to take him back to the top of the mountain, allowing him to complete the course.

Of the twenty-nine pilots still in the competition, nineteen made it to Wonder Valley. The best part of the day was that every glider that made it, every pilot that crossed the timing gate, was a winner! Because of the difficulty of the task, every pilot that landed in the landing zone in Wonder Valley was greeted by whoops and yells from all as if he had just won the entire contest.

On Sunday, the last day, pilots were given the choice between a short task or a long task. The majority chose the long task. Five pylons were noted, three out in the valley and one on the ridge that had to be made twice. Most considered the course to be as hard as the task the day before. Whew, this

10

meet had become incredible.

The leaders at this point were Dan Racanelli, Howard Osterlund and Ron Hess. Dan had a fairly good grip on first and as long as he made the course and didn't land out, he'd be alright.

The battle for second was considerably closer. Ron had a slim lead over Howard. Dan, coming off a win at Fort Funston Air Race, had been fast the entire meet in his Airwave Magic with a double French connection apparatus that included shifting down tubes. It looked hard to launch, but in the air it was very, very fast. Ron Hess was flying the latest from Seedwings, the 510 Variable Geometry and Howard was on a Pacific Windcraft Esprit with a double French connection. It looked like a good factory battie down to the wire for the top three.

A very clean Mylar Streak flown by Steven Roderick in seventh and a C2 Comet with extra racing ribs and an Ashby/Denevan speed rail flown by Richard Cassetta in sixth rounded out the represented factories.

Dan Racanelli had a good round and locked up first place. Howard bettered Ron Hess for second in a real comefrom-behind effort and Ron settled for third. Sorenson tied Wayne Ashby for the Landing Trophy.

WRAP UP This year's Region Two National Qualifier was the very best competition this region has ever had. Time and time again agreement was heard among pilots that the new racing format was so much more rewarding, so much safer and a lot more fun than the old one-on-one format.

The elimination of the protest system may have been the only flaw in the entire contest. Without a judicial branch to review the actions taken by the meet director or those acting under her authority, there was no way to ensure validity and fairness.

The total elapsed time format (TET) made it a lot easier to advance one's flying techniques and to stretch each pilot's ability at a rate that he alone determined. Because there wasn't the

immediate pressure of one-on-one flying, the newer pilots could develop their own strategies, choose their own altitudes to leave for distant turning points, and concentrate on flying skills.

Because the vast majority of pilots never fly anything that remotely resembles one-on-one flying during weekend flying, most get real nervous trying it, and the result has been smaller and smaller turnouts for regional competition nationwide. This new racing format is really fun. It's still challenging and is more than most would do on a weekend flying trip. No wonder the Nationals followed suit.

The air was much less crowded than prior competitions and the predicted gaggles never formed. Deviating a bit from the sailplane TET format, the scores were set up against a standard deviation curve, allowing a round win with less than the fastest time. This caused a certain amount of bellyaching, but proved for the most part valid.

There were no luck heats, like a first-time competitor versus a seasoned factory pilot. Each round required each pilot to fly against everybody.

That meant everyone had to fly the best he could every round.

It's worth repeating - the new format was just plain fun. It's like taking your old '63 Chevy down to the drag strip and running it through the speed traps just to see what it would do.

Bring whatever, and put it against the big guys and really have a chance to beat them. Jerry Sorenson and Ralph Hyde each found out on Friday and Saturday when they had top times on older stock designs. Those included in finishing each event were Dick Cassetta, Howard Osterlund, Dan Racanelli, Dale Bower, Steven Hawk and Ron Hess.

So this year's Regionals contest is over, and if you missed it, you really missed a great time. The awards ceremony concluded with a traditional throwing of the winner into the lake.

Wet, happy and on his way to the nationals, Dan Racanelli is number one in Region II this year.•

HANG GLIDING

by John Heiney The following article, written by John Heiney of Hang Gliding magazine centerfold fame, appeared in the 9/84 issue of Westways magazine.

In my opinion it is the best article ever written with the intent of presenting to the general public information as to what contemporary hang gliding is all about.

My plan is to obtain a zillion copies of the article and pass them out to everyone who expressed an interest in the sport.

So like - uhhh - show this article to one of your non-hang gliding friends and point him or her in the direction of the nearest USHGA certified instructor. Or, at the very least, show it to your mom so the poor old gal can quit wearing a circular hole in her carpet every time you go flyin!

Keep the faith, Erik Fair

Ater enviously watching birds for thousands of years and contemplating the wonderful freedom of flight, man has finally gained his own wings, so to speak, through hang gliding.

Since the beginning of the hang gliding boom 15 years ago, an estimated 40,000 people have joined the world of the birds. Once you master the fundamentals of unpowered flight, you feel kinship with the eagles and an alliance with the wind and sun.

A glide from the top of a mountain in smooth air, usually experienced in the early morning or late afternoon, is an effective neural tranquilizer. Advanced pilots occasionally take advantage of moonlight for a midnight flight

OCTOBER 1984

to start with a run off a mountain and end with a controlled foot-landing.

The name "hang gliding" comes from the harness that hangs from the glider and supports the pilot.

and a conscious dream of extraordinary sensations.

Although the sport is rapidly evolving from ground-skimming glides to cross-country thermal soarings, it allows individuals the chance to exercise their preferences-from the even, dependable lift of moderate sea breezes on ocean cliffs, to the elusive, often turbulent lift of midday, inland thermals.

Man can soar-maintain or gain height by natural lift-just as eagles, condors and hawks do. Rather than relying on muscle power to flap their wings, large birds attain high altitude and stay aloft for hours by sensing and circling in columns of rising air known as thermals. Thermals are natural phenomena caused by the sun's uneven heating of the earth's surface.

Birds also utilize air that is reflected upward when wind strikes a cliff or mountain. If the air is rising faster than the bird is gliding down, altitude can be held or gained.

These same techniques enable hang glider pilots to gain thousands of feet and fly long distances. During a crosscountry flight a pilot gains altitude in one thermal, glides to where he believes the next thermal will be and tries to regain lost altitude so he can continue his journey. The slow flying speed of a hang glider allows a flight

A Natural High The pilot steers by shifting his weight in the direction of the turn, using a control bar attached to the glider. The pilot controls his speed by shifting his weight forward or backward. To speed up, the pilot pulls the control bar; to slow down, he pushes it.

Hang glider pilots have joined sailplane pilots in using variometers, altimeters and two-way radios. A variometer lets the pilot know if he's going up or down and at what rate. It helps him find and center the lift, something experienced pilots can sense.

In the Owens Valley in east-central California, many world records have been set and it is not uncommon for hang gliders to reach 16,000 feet and cover a straight line distance of 100 miles by gliding from thermal to thermal. As of June 1984, Larry Tudor of Draper, Utah, holds the record. He flew 221.5 miles in July 1983, launching from the Sierra Nevadas near Lone Pine and landing IO hours later near Austin, Nevada.

The weight-shift controlled, footlaunched hang gliders have a JO-to-one LID (lift divided by drag) ratio, meaning they will go 10 feet forward for each one-foot loss in altitude. The L/D for sailplanes is five times better, but designers have to wrestle with other important aspects of hang gliders: turning characteristics, the fact that they are foot-launched and landed, and the fact that they have to

11

THE RIGHT STUFF fold for transporting.

Almost all pilots carry a parachute as part of their harness so that pilot and glider will land together if a structural failure occurs.

Hang gliding's reputation as a dangerous sport developed in the late 1960s and early '70s when the gliders were unsafe. Safety features on the advanced hang gliders being manufactured today have transferred much of the blame for accidents to the pilots.

Regardless, it is not a sport that should be taken up without serious thought about the risks involved.

The United States Hang Gliding Association is the sport's nationallyrecognized self-regulating body. The Hang Glider Manufacturer's Association is another self-regulating group; there is no government body regulating the sport.

When the sport first took off, there were many coastal-ridge soaring and training sites in suburban areas of California, and it was a very visible activity. But the loss of most of those sites, primarily due to the liability fears of landowners, has reduced the public's view of this aesthetically appealing passtime. Soaring is mostly in the mountains, and launch areas are remote, often at the end of bumpy, dusty switchback roads. The landing areas are somewhat more visible, but flying gliders are often too high to be noticed from the ground.

There are only a few days each summer when conditions are right for long distance flights. At most sites, flying around the launch area is the norm.

Although hang gliding has been mostly restricted to mountain and coastal areas, safe towing methods are expected soon to open the sport to other areas of the country. Hang gliders will be towed aloft by ultralights and released in the same manner that sailplanes are towed by airplanes.

Hang gliding requires a serious commitment and a considerable amount of time to learn. It is strongly recom(continued on page 43)

12

THE ANSWER MAN

by Mike Meier CERTIFICATION CLARIFICATION

Dear Answer Man,

Could you please tell me whether or not HGMA Certification is required for gliders entering USHGA sanctioned competition? I've heard that it is required, that it is not required, and that it sometimes is and sometimes isn't.

I've also heard that cheating on the requirement is widespread, and that meet directors have sometimes been indifferent to the cheating. Exactly what are the rules about certification in competition, how did they come about, and who's supposed to enforce them?

Anxiously awaiting your reply, I remain Confused, Somewhere, U.S.A.

Dear Confused, The 1984 USHGA rule book says: "Class I (weight shift flex wings) gliders competing in Class A sanctioned meets must be Certified by the HOMA, or, if foreign made, by an equivalent organization in the country of origin." All regional qualifiers for the Nationals, and the Nationals itself are required to have Class A sanction; any other meet may have a Class B sanction which has no certification requirement. In the Nationals, the World Class is limited to Class I (weight shift flex wing) gliders.

The origin of the requirement for certification in competition dates back to 1977, when the USHOA, in an effort to help support the fledgling HOMA program, decided to require HOMA certification for gliders competing in the Nationals. The specifics of the rule have been changed many times since, but some form of a re-

quirement for certification in competition has existed in the USHOA rules since 1977.

With regard to enforcement, Chaper I of the USHOA rule book states: ''The rules set forth herein shall govern all USHOA sanctioned hang gliding competitions. Every club, association, promoter, pilot, and all persons participating in, or in any way connected with any sanctioned meet shall be bound by these rules. When necessary interpretation of these rules shall be made by the Meet Director!!! Exceptions to the rules are not allowed when the rules are definite and feasible. If compliance is not feasible, the Meet Director ... shall make the necessary exceptions."

The subjects of meet director indifference, cheating, enforcement of the rule, and verification of whether or not a glider is a certified glider, or is in the original certified configuration are very complex subjects, and have been the subject of much debate at USHOA Board meetings, HOMA Board meetings, hang gliding meets, and in the streets and alleys across the country.

My personal opinions on this matter have been oft stated, and I feel it improper for me to use this space to further my own arguments, with which many of the USHOA Board members strongly disagree. I will therefore state only what I feel is so obviously factual as to be relatively non-controversial.

The practical problems associated with trying to enforce the requirement for certification in competition are very significant, and I have not seen any proposed rule or system that would make what r feel is a reasonable degree of consistent, fair enforcement of this requirement feasible. In the absence of such a rule or system the enforcement of this requirement has been, and will likely continue to be inconsistent and at times unfair. •

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Pilot Report

The Systek II Vario © 1984 by Dennis Pagen

You can read your Bible, Koran, Talmud and Cabala, immerse yourself in the Rig Vedas, the Tibetan Book of the Dead, the Tao Te Ching, or Zap Comics, tie in with the teachings of Buddah, Zarathustra, Confucius, Mahavira, Lao Tzu, Christ, Mohammed, St. Augustine, Joseph Smith, Marx, Meher Baba, Hegel, Kan, Kant, Maharishi Mahesh Yogi or Bob Dylan, try your hand at Silva Mind Control, Scientology, Yoga, EST, LSD, TM or some other alphabetic combination, join a peyote cult, chant Hare Krishna, go on a Hadj to the Kaaba in Mecca, swim the Hellespont, climb Mt. Olympus or kiss the Blarney Stone all in an attempt to get enlightened, high, or closer to heaven, but in my humble opinion, the most expedient way to achieve these goals is to purchase a good variometer, take off on a sunny day, find a fat thermal and enjoy the ride. That's a long way of repeating that increasingly common license plate frame phase: "I'd rather be hang gliding." But it's more than that, for merely floating around in the sky won't do. I want to get high and go far. To achieve that goal I need a good variometer as well as glider.

Assuming your goals and conclusions are similar to mine, I devote this article to the review of a relatively new variometer (vario for short) that many pilots may not have had the chance to see or try. This vario is the Systems Technology Systek II. The Systek II vario which I have was neither purchased nor donated, but loaned for an extended period of time so I have no obligations to my pocket book or the manufacturer. I will try to be objective.

It occurred to me that merely presenting raw data such as weight and lag times is not too useful to the average pilot 14

without something to compare to. For that reason, I refer to the Litek (Model A, B, D and VE-10) vario as a standard of comparison. I chose the Litek because it is perhaps the most popular vario currently, it is a very good vario in my opinion and has been my personal vario for almost seven years, so I know it well.

A LITTLE DISCUSSION ON VARIOS A lot could be written on varios, for their operation and use are as esoteric as the items in our opening paragraph.

However, a brief review here will bring the uninitiated reader up to speed (if you want more information, see Hang Gliding Techniques).

Firstly, a variometer is a device for measuring how fast you are going up or down. This is called a Vertical Airspeed Indicator (VSI) in conventional aircraft.

A vario or VSI performs its magic )Y

taking advantage of the fact that air pressure varies with height above the earth. In fact, the pressure of the air, which is simply the weight of the air above the observation point, invariably decreases as you move upward and increases as you descend. A good vario can detect the change in air pressure in as little as a six-inch change in height, being largely unaffected by wind and temperature changes.

Variometers vary in terms of how they detect the air's pressure changes. A common technique is to use a flask with a small bleed hole. When pressure drops outside the flask (as when ascending), air flows out the bleed hole. When pressure rises (as when descending) air flows in the hole. A sensitive thermistor (an electronic component that changes resistance with changing temperature) and bridge circuit detects the rate and HANG GLIDING

direction of flow and thus the rate of climb or descent.

The above system is used in the Litek vario. This system requires very simple circuitry and is quite rugged and insensitive to external effects (temperature extremes, vibration or knocks) but does require a flask which puts a lower limit on miniaturization.

A newer type of vario design incorporates a pressure transducer. A pressure transducer is a small electrical device that takes advantage of the fact that some materials vary their electrical properties when a varying force is applied to their surface. A very small cavity attached to the pressure sensitive material is all it takes to detect changes in air pressure. In order to be useful, circuitry must be added to electronically differentiate the signal from the pressure transducer so that the rate of change of the pressure and thus vertical velocity is indicated. Also, pressure transducers tend to be temperature sensitive so feedback circuits must be added to eliminate this factor. In general, this type of vario is more complex yet more compact than the previous type. The Systek II vario is a pressure transducer variometer.

The second point I wish to mention is the relative importance of a variometer in our flying bag of tricks. There are a number of excellent pilots who fly without varios. A couple of these pilots have won important contests as well.

This is very admirable, for the addition of a beeping electro-mechanical device into the flight experience can be thought to be somewhat detracting to that experience. However, it seems to me that flying without a vario would require quite a bit of concentration in order to exploit lift efficiently, especially at higher altitudes. I thermaled for almost three years before I bought a vario and I must say that I thermal better with the vario and enjoy more sightseeing. I venture to say that the average pilot will thermal better with a vario although I do advocate honing your skills without a vario in order to improve your sensitivity and prepare for that unexpected moment when your battery goes dead on a great cross-country day.

the Litek that measures about 4 x 4314 x 3 Yi inches (The Litek is not rectangular in cross-section but would probably fit in a box with the above dimensions). As shown in the photos, the Systek comes with its own quick clamp installed (the Litek has a bracket that must be hose clamped to the control bar). As can be seen from the photo, the Systek presents a fairly small area to the wind (from the left as shown). In fact, according to my measurements, the Systek II has about 6 V. square inches of surface area meeting the airflow head on while the Litek pesents about 16Yi or 20 square inches depending on the mode. This is a consideration for those pilots obsessed with drag reduction. Incidentally, the mounting brackets of both varios are reversable for left and right handed pilots.

The face of the Systek II consists of an audio volume and on/off knob, a battery selector switch, a battery charger jack and a battery test switch as well as the I Yi inch diameter visual readout scale. The battery system in the Systek II is versatile, for you can use one or two nine-volt batteries (one for backup which is the reason the battery selector switch exists), six AA batteries or six AA rechargeable batteries. I use two 9 volts as insurance on those cloudbase days.

The Systek II requires the removal of two screws to gain access to the batteries (this shouldn't be necessary more than

once a flying season unless you are Larry Tudor and fly 10 hours at a crack). The Litek uses a single battery that is located outside the vario for ready access. A pilot friend of mine has hooked up another battery inside his Litek with a switch outside similar to the Systek II arrangement. Both varios provide a means of battery voltage check - the Systek II with a button that displays the battery voltage on the visual meter; the Litek with the zero adjust knob that turns down to activate the sink alarm at the proper voltage level.

Both varios have a means of zero adjusting the meter. The Litek with a knob on the rear which I check every time I fly since it often gets knocked out of adjustment in storage. It is a familiar ritual: kneeling down and tweaking the dial just before launch. The Systek II has a small screw inside the case for zero adjust.

Although this isn't as readily accessible as the Litek knob, it doesn't often go out of adjustment. I had to adjust the Systek II once - when the weather turned oppressively hot and humid.

Both varios also provide for adjustment of the audio signal. An internal screw on the Systek II adjusts the threshold (at what rate of climb it comes on) and the on/off knob adjusts the volume in an unlimited number of settings. In the Litek, the threshold is adjusted by adjusting a screw on the meter,

THE SYSTEK II FEATURES The Systek II comes in an attractive little black box that measures 2 x 3 x 3 Y2 inches. This is considerably smaller than OCTOBER 1984

15

then turning the meter back to zero with the zeroing knob. In both designs the pilot can set the meter on audio to measure actual thermal strength (straight-line flight only), or any given state of lift or sink.

The meter dial on the Systek II covers about 250°of arc and is quite adequate in terms of readability. However, the Litek is much larger (covering three inches total deflection) and 50 feet increments of lift or sink are discernable in smooth conditions. Also, the Litek is much more adaptable to speed-to-fly notations on the dial due to its larger size and more open face.

I weighed both varies on my home letter scale and here's what I found: Lytek-19Vi oz. (with one nine volt battery); Systek II-15~ oz. (with two nine volt batteries). Each battery weighs 1 '14 ounces so the varios weigh 18 '14 oz. and 13 '14 ounces respectively stripped to the waist.

I ran some crude response time tests on both varios with the help of fellow pilot Mark Dunn. These tests consisted of approximately 180 foot per minute ascents and descents with the varies using a stop watch to time start and stop delays of both the audio and visual This data was derived by averaging five or six trials determined as accurately as possible after some practice runs. It should by no means be taken as absolute and there certainly is no reliability placed on the second figure past the data point, but I refrained from rounding off in order to honor my electronic stop watch.

It is apparent to me that both varies respond adequately fast enough to do an excellent job. The Litek appears to be signals. The chart below summarizes the data.

slightly faster reacting in most tests (its longer needle slows visual response in faster climb tests, due to inertia).

However, in flight there is no noticeable difference. I flew for several hours with both varios for comparison. They both seemed to read about the same with the Systek II indicating a little lower. Again, this is insignificant for what is necessary information is the relative strength oflift and sink. I once had a Ball variometer that had a three second delay in lift indication which didn't prove to be a problem once I learned to turn as soon as it beeped - it indicated only the thermals wide enough to turn in!

And finally, here's what you all want to know: how much partying do you have to forego in order to afford this new toy? I can't answer that since I don't know how degenerate you are, so I'll put it in dollars and you work it out.

The Systek II variometer retails for $229.00. The battery recharger kit (not necessary if you use replaceable batteries) is $44.00. Compare this with the current price of $179.00 for the Litek, consider the advantages of each, then make your choice according to your situation.

seems to be a responsive and responsible company interested in offering a worthwhile state-of-the-art product.

The only gripe I have about the Systek II - and this is very minor - is the audio signal that sounds like a sick lamb.

However, this signal can be turned down so it is almost subliminal and becomes useable but unnoticeable. The Litek vario only has an off, low and high audio switch.

I do wish the vario manufacturers would design a streamlined model. This would be very easy to do given the current small sizes. The Litek is perhaps one of the worst in terms of streamlining which prompted me to perform radical surgery on my seven-year-old model with good results.

It should be obvious that I like the new Systek II. On the other hand, I have a definite fond spot in my heart for the Litek vario that has been my constant companion in many a climbing thermal, on many a cross-country flight. Perhaps I'll keep both instruments and do my time in the ship to the tune of stereo varios. •

COMMENTS I'm a stickler for convenience in flying and I must say I find the Systek II the most convenient in terms of its small size, quick attachment and slightly lighter weight. On the other hand, it is my opinion that the Litek would sustain more abuse without undue damage due to its simpler circuitry (most of the Litek's delicate components are imbedded in a solid chunk of plastic). The Litek people certainly have a great reputation for reliability and repair of their product. Of course, Systems Technology

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Final Installment

SOARING IN OTHER TYPES OF LIFT From: Hang Gliding

According to Pfeiffer-Skills For the Advancing Pilot

by Rich Pfeiffer with Maggie Rowe illustrations by Rod Stafford

downdrafts below the clouds which are converted into strong horizontal winds in all directions when they reach the ground. The strongest winds are those ahead of the front since they combine with the prevailing wind. Preceding the front by up to several miles, these winds can reach velocities of up to 100 mph and can change any existing wind by 180 degrees.

Fortunately, 15 mph velocities and 45-degree wind shifts are more common.

How to Identify a Front If the rising air contains sufficient moisture, the approach of a front is signalled by a squall line, usually accompanied by strong gusts and changes in wind direction. On cloudless days, a front is much harder to spot; often the glider's reactions are the only clue to a "dry" front. If you suspect an approaching front and are low enough, watch for indications of changes in surface wind.

How to Soar in Frontal Lift Frontal lift does not provide the pilot with a wide range of choices and pre-

There are several types of soaring other than in ridge lift, thermals, and waves. This section discusses some of these other types, specifically those suitable for hang gliding. It does not discuss types such as dynamic soaring the technique which allows that ace soaring pilot, the albatross, to make transoceanic flights without any of the kinds of lift we know. Unfortunately, this technique requires significantly higher levels of performance than are possible with a hang glider and it's highly unlikely that hang glider pilots will ever be able to apply this technique to their sport.

produces strong lift. A cold front (colder air advancing on warmer air) is generally steeper and faster-moving than a warm front (warm air moving toward colder air) and thus usually produces stronger lift.

If the warm air contains sufficient moisture for condensation, the approach of a front can produce cumulus clouds or thunderstorms, depending on the air's degree of instability. These clouds sometimes form a squall line - a solid wall of towering cumulus - 50 to 100 miles in front of the front.

Internal turbulence creates powerful

1978, Owens Valley, California: Spotting an approaching squall line, I land in a very mild wind of less than 5 mph. The wind instantly changes direction, blows at least 50 mph, and destroys my glider.

FRONTAL LIFT Weather fronts can provide transitory lift which can be of use to a hang glider pilot in certain situations.

How Frontal Lift is Created Frontal lift occurs when a mass of cold air meets a mass of warmer air and forces it upward.

COLD AIR.

A slow-moving front produces weak lift; conversely, a rapidly-moving front 18

HANG GLIDING

WA~M LIFTING Al!2....

sents a number of difficulties.

First, there's the problem of reaching the altitude of the lift. The lift can be from several hundred to several thousand feet above the ground, and it's surrounded by the often severe gustiness and strong winds emanating from the squall line. Your best bet is to launch from a high takeoff into the lift preceding the front, although this doesn't assure you of avoiding the turbulence.

The area of best lift is beneath the leading edge of the clouds preceding the front. This area tends to be narrow, so you don't want to fly too far ahead of the cloud, but neither do you want to get too far back since the area of lift is followed by dangerous updrafts and frequent downpours.

Finally, the entire phenomenon moves relentlessly and you must move with it in order to avoid being drawn into the updrafts behind you, whether it's heading the way you want to go or not.

However, IF you can reach the necessary altitude or are already in the air, and IF the front's direction corresponds with your course, and IF you are careful to maintain the proper position in relation to the front, staying in the frontal lift can be a convenient way to make progress, particularly if other forms of lift are lacking. Simply make back and forth passes perpendicular to the front within the area of best lift.

When you fly in frontal lift, it's IMPERATIVE that you keep a sharp eye on the situation. The minute you determine that high winds and/or turbulence are making your position dangerous, LEA VE. This decision can be based on your assessment of conditions or other evidence.

OCTOBER 1984

SEA BREEZE FRONTAL LIFT Fronts created by a sea breeze are a special type of front with different characteristics than fronts occurring inland.

How Sea Breeze Fronts Are Created Sea breeze fronts occur when cold air above the water moves inland, forcing the warmer air above the land aloft. The rising air moves back toward the water to complete the convective flow.

Sea breezes can penetrate inland up to 150 miles (50 miles is more typical) and reach speeds of up to 25 mph. A strong sea breeze can inhibit thermal activity on the seaward side of the front, although thermals ARE possible in this area.

Thermal activity is usually intensified along the front's leading edge.

Several variable factors are involved in the creation of sea breeze fronts.

Temperature Differences. The greater the difference in the temperatures of the water and the land (and hence of their surrounding air), the stronger the convective flow. Coastlines which border cool sea waters and receive abundant sunshine are likely locales for sea breeze fronts.

Wind Velocity. Since strong winds can overpower a sea breeze, sea breeze

SEA EREm

fronts are more likely when winds are weak.

Terrain Features. If hills or mountains occur within the range of the sea breeze front, the convection lift may be amplified in a convergence, as discussed later in this section. If the sea breeze flows over flat terrain, it reaches further inland but produces weaker lift at the front.

How to Identify a Sea Breeze Front Sea breeze fronts generally leave a number of clues as to their whereabouts.

Cloud Formations. Given sufficient moisture in the air, cumulus clouds form along the leading edge of the front.

Cumulus clouds appearing on the seaward side of the front signal thermal lift within the sea breeze area, especially at higher altitudes.

Low stratus inland indicates the likely absence of such lift.

Visible Differences. From the air, a sea breeze front is sometimes "visible" in the qualities of the air. In most cases, you'll see haze in the moist sea air in contrast to the clearer inland air.

Converging Dust or Smoke. In the absence of clouds, converging smoke or dust may mark the front.

How to Soar in Sea Breeze Frontal Lift No special techniques are required for soaring in sea breeze fronts, once you've determined where the best lift is. The key point is to pay attention and keep track of the situation.

CONVERGENCE LIFT When two moving air masses meet, the point of their meeting is called a "convergence." (Recall from the earlier discussion that the term "shear" is often used instead of the more precise "convergence.") Whenever a convergence occurs, some amount of air is forced upward by the collision. That upward-

<c~'=='~

--FRO-NT~----~~

19

CONVEg_CbENCE

c..ONVeg6ENC.E

ON

--- _/}\~-

LE.E SIDE OF- AN ISOLATE..t>

?EAK

~,~,~~ COOL TREES

WARM R.OCKS

COOL TRcES

moving air is known as "convergence lift."

How Convergence Lift is Created Convergences occur regula!Jy in certain well-known "convergence zones," but given appropriate conditions, they can result in a variety of situations.

On an Obstacle's Lee Side. When moving air flows around an obstacle such as an isolated mountain peak, it meets on the lee side and forms a convergence.

In a Valley Late in the Day. When slopes begin to cool in the afternoon shade after a day of solar heating, the colling air tends to drain down the slope.

These winds are called "catabatic" and can reach speeds of 20 or 30 mph.

Catabatic winds from a single slope act like a small cold front when they reach the base, pushing the warmer air aloft. If catabatic winds drain from mountains on both sides of a valley, a convergence occurs at the valley floor.

Oftentimes, a valley offers the best lift late in the day. Swifts soaring above a valley in the late afternoon are a good sign of a convergence of catabatic winds: in all likelihood, they're catching

E.LSINOR.E. ~

ELSINOR.E.. CONVERGENCE..

bugs that have been carried aloft in the rising air.

At an Isolated Warm Spot. If a body of air is surrounded by cooler air, the cooler air moves in from all directions, and forces the warm aloft.

Above an Obstacle. When air moves up both sides of an obstacle such as a mountain or ridge, it forms a convergence aloft. This phenomenon is most often the result of anabatic winds moving up both slopes. Anabatic winds occur when the slope is heated and a thin layer of warmed air flows upward.

(When they occur on a single slope, anabatic winds create a type of thermal

CON Vf:lc6E.NCE..

~

lift.)

This type of convergence tends to be stronger and last longer than other types. A moderate wind causes the area of lift to lean; a stronger wind destroys the convergence by creating ridge lift on the upwind slope and leeside sink along the downwind slope.

From Multiple Sources. The very best type of convergence is one which combines strong winds from several directions. Such convergences tend to occur regularly in certain locations offering suitable terrain. A classic convergence location exists in Lake Elsinore, California. The Elsinore Convergence (as it's known) can combine lift from all four directions. The usual morning land breeze strikes the eastern slopes of the mountains west of the lake. As the normal sea breeze begins to develop, it strikes the mountains' western slopes. A portion of that breeze flows around the mountains, some of it flowing up the north and south faces and the rest converging on the lee side and contributing to the upward moving air in that region.

How to Identify a Convergence If the air's humidity is sufficiently high, a convergence may be marked by

20

HANG GLIDING

CONVERGENCE

small cumulus clouds. Clouds may also indicate winds blowing in different directions, pointing to their logical point of convergence.

On a day without clouds, look for signs such as haze or smog lines, smoke or dust converging, a bubble in the inversion layer, or birds, sailplanes, or other hang gliders circling in lift.

In either case, if you suddenly find yourself in smooth air after spending time in bumpy air, you may have entered a convergence; look for any of the signs just described.

How to Soar in Convergence Lift In many cases, you must climb in thermals to reach the areas of useful convergence lift. (Normally, thermal activity is intensified along the line of convergence.) Once in the lift, pilots can achieve remarkable distances in a convergence ...

CONVECTIVE SLOPE LIFT

Convective slope lift is similar to ridge lift, except that the "ridge" is a mass of air rather than a feature of the terrain.

f-l!GH WINDS'

OCTOBER 1984

1982, Quartzite California: The local convergence allows me to fly 123 miles . .. in to a headwind! After launching, I fly toward some small cumulus clouds about 20 miles away, thermal to 10,000 feet, fly straight for 65 miles, and leave the convergence at 14,000 feet.

How Convective Slope Lift is Created A strong, young thermal creates a barrier in the air, an obstacle to its movement. While this obstacle is not completely immovable, it is resistant to being moved by the wind, especially since thermals tend to "anchor" themselves and their clouds to the ground.

As with a ridge on the ground, some of the moving air is forced upward to get past the barrier. Convective slope lift is available only as long as the thermal holds together.

The following variables are involved in the formation convective slope lift.

Strength of Convection. The thermal must be sufficiently strong to create a barrier.

Wind Profile. Ideally, the wind velocity increases with altitude, allowing thermals to develop in mild winds near the

ground, but strong winds aloft to create strong convective lift. In general, the stronger the wind, the stronger the lift.

How to Identify Convective Slope Lift To find convective slope lift, look for a large cumulus cloud in its formative stage, developing at an altitude with relatively high winds. When the air lacks sufficient moisture for cloud development, there's only one way to find convective slope lift: pure blind luck.

How to Soar in Convective Slope Lift Fly in convective slope lift as you would in ridge lift: with back and forth passes across the wind, and making flat turns away from the "hill." First, however, test the thermal itself to see which form of lift is stronger.

SUMMARY About Soaring in Ridge Lift . ..

•Ridge lift is created when air blows against an immovable object and is forced upward, forming a band oflifting air.

After clearing the obstacle, the air sinks to its original level, possibly creating leeside turbulence.

• The lift band is affected by: the general shape of the obstacle (ridge, bluff, conical mountain, or other shape); its special profile to the wind (smooth vs. rough slopes, horizontal ledges, or gaps, bowls, bumps or angles creating venturi effects); its steepness (perpendicular is best); the stability of the air (stable air produces smooth upslope lift while unstable air can separate from the surface and perhaps increase turbulence); the wind's velocity (stronger is better, but only to a point); the angle of the wind against the obstacle (perpendicular is best); and the shape and location of any upwind obstacles (precluding ridge lift, creating turbulence above the ridge, canceling ridge lift, or amplifying ridge lift).

• Use your knowledge of ridge lift and your senses to locate the area of best lift.

• To maximize the lift, look for thermals within the lift band, fly at minimum sink speed, do turns in lift and beware of sink and turbulenc~ above and behind the ridge.

• Follow established etiquette.

21

About Soaring in Thermal Lift . ..

• Thermal lift occurs when air that is lighter (warmer and/or wetter) than the air around it rises in response to a triggering impulse. Heavier air around the thermal sinks to replace the rising air.

• The formation of a potential thermal is affected by: the angle of the sun on the surface (direct is best); surface characteristics (smooth dark surfaces heat better than light rough ones and dry bare earth heats better than moist areas or vegetation, although vegetation retains heat better); obstructions to the sun's rays (preventing surface heating or creating areas of uneven heating); and winds (hindering potential thermal formation by cooling the surface or creating areas of uneven heating).

• The triggering of thermals is affected by: air motion (as an independent triggering force, working in conjunction with trigger spots, or setting the stage for triggering aloft); temperature differential (supplying the triggering itself or allowing a weaker impulse to be effective); and extreme local temperatures (e.g., fires and factory thermals, providing their own triggering).

• As it rises, a thermal is affected by: its size as a potential thermal; duration of surface heating (constant heating produces column thermals while intermittent heating produces bubble thermals); winds (causing smaller, weaker thermals due to more frequent triggering, causing thermals to lean or drift, creating multiple-core thermals, disrupting thermals, and forming thermal streets); wind shears (causing thermals to lean or disrupting them); the lapse rate (affecting the thermal's climb rate and its height); and inversions (slowing or halting the thermal's climb).

• A thermal's dissipation is affected by: disruption (the thermal is blown apart or severed by shears); inversions (halting the thermal's growth); condensation (forming cumulus, stratocumulus, or cumulonimbus clouds which eventually dissipate); and expansion, mixing, and cooling.

• To locate a usable thermal, use your thermal knowledge and logical deduction, visual clues (especially clouds), and visual indicators (debris carried aloft, dust devils, smoke, or other thermal users).

• Assess the thermal's size and strength and enter it if it meets your requirements.

• While in the thermal, continuously center the left, fly at the "best" speed 22

and bank angle, verify that you're achieving a net altitude gain, beware of hypoxia, and always have a landing area within a two-to-one glide. If you fall out of the thermal, look for it downwind.

Plan your next step as you climb.

• Leave the thermal either by simply straightening out when you're headed in the desired direction or by flying straight across the thermal. Be prepared for "going over the falls."

• Use dolphin flight to fly along thermal streets. If you must fly across thermal streets, be prepared for sink between the rows. To travel at an angle to the streets, fly under one street, turn and cross to the next street, fly under that one, and so on.

• Follow established thermal etiquette.

About Soaring in Wave Lift . ..

• Wave lift is created when air sinking behind a ridge rebounds up, then sinks again, rebounds up, and so on until all of the original energy is expended or disrupted.

• Wave amplitude (the height of the wave crests is determined by the stability of the air, the size and shape of the ridge, and the wind's velocity and orientation to the ridge. Wave length (the distance from crest to crest) is determined by wind velocity and air stability.

When amplitude is greater, wave length is shorter.

• Each wave involves a lift band and leeside sink and turbulence, often in the form of treacherous rotors, the most severe form of air turbulence known.

• Wave formation is affected by meteorlogical conditions (ideal conditions are a stable air mass between two less stable layers and laminar air movement with velocity increasing with altitude) and terrain features (the ideal obstacle is a long ridge perpendicular to the wind with a smooth surface and steep lee side, followed by a second ridge one wave length or exact multiple of wave lengths to reinforce and amplify the lift).

• Waves can be identified by characteristic cloud formations (clouds upwind of or above the ridge, "wave windows" above the sinking air, "wave" clouds above the crests, and rotor clouds) and smooth, constant lift.

• To soar in wave lift, climb to its altitude in either ridge or thermal lift.

Once in the lift, use ridge soaring techniques. Beware of severe sink and extreme turbulence between lift bands,

hypoxia at high altitudes, high winds aloft, clouds closing beneath you, and extended twilight.

About Soaring in Other Types of Lift. ..

• Frontal lift is created when a mass of cold air forces warmer air upward. A front is identified by a squall line, strong gusts, and changes in wind direction. To soar in frontal lift, you must reach its altitude, stay within the narrow band of usable lift, and move with the front.

• A sea breeze front occurs when cold air above the water moves inland and forces the warmer air aloft. Sea breeze fronts are affected by temperature differences, wind velocity, and terrain features. They can be identified by cumulus clouds along the leading edge, visible differences in the air, or converging smoke or dust.

• Convergence lift occurs when two moving air masses meet, forcing some amount of air upward. It can occur on an obstacle's warm spot, above an obstacle, or from multiple sources. A convergence can be identified by small cumulus clouds, haze or smog lines, smoke or dust converging, a bubble in the inversion layer, other lift users, or a sudden transition from bumpy to smooth air.

• Convective slope lift occurs when a strong young thermal creates a barrier to air movement and forces some of the air upward. The strength of the convection and the wind profile influence convective slope lift. Look for convective slope lift on the upwind side of a large cumulus cloud in the formative stage. If you determine that it is stronger than the thermal lift, fly in it as you would in ridge lift.

A FINAL THOUGHT ON SOARING PRINCIPLES

The more you know about how lift works, the better able you 'II be to find it and fly in it. Increase your theoretical knowledge by reading and your practical knowledge by developing weather awareness.

Even when you're not flying, watch the weather. Try to get in the habit of being aware of weather conditions at all times.

Watch clouds form and dissipate.

Look for cloud streets, convergences, and birds circling. Think about where you'd fly from each thermal you spot.

Remember: You don't have to be in the air to practice weather-watching.• HANG GLIDING

INNER

Ducks Sweep So. Cal. Regionals!

1st: Kevin Kernohan 2nd: Steve Pearson

5th: Rob Kells

4th: Gene Blythe

6th: Rick Rawlings

Each year, the Southern California Regional Championships is one of the most competitive meets on the circuit. It is the only meet other than the XC Classic to have earned more than 400 USHGA competition points in each of the last four years .

This year was no exception; eight of the top 16 nationally ranked pilots flew in the So. Cal. Regionals . Seven of those eight chose to fly WILLS WING DUCKS in the meet. Six DUCKS finished in the top ten, and five DUCKS finished in the top six, including a sweep of first and second place

by Kevin Kernohan and Steve Pearson . WILLS WING DUCKS have now finished at the top of every major meet held thus far in 1984.

Competition successes like these are a lot of fun for us, and they are a nice tribute to the unsurpassed total performance package of the WILLS WING DUCK, but they are not what we have in mind when we refer to Wills Wing pilots as " WINNERS ." Whether or not you ever end up with a first place trophy in your hands, you ' re a winner every day when you fly a Wills Wing glider. You ' re flying the highest quality footlaunched aircraft ever produced , and you ' re backed by a company of dedicated professionals who have made an unprecedented commitment to safety, customer service, and consistent support of the USHGA, the HGMA, and the professional , full service retail dealership. We' re doing everything we can to make thi s sport and this industry everything they can be. We want you on the team. Join us . Be a WINNER!

~YOU CANLLS~Nt:i FEEL THE DIFFERENCE! 1208H E. W alnut, Santa Ana , CA 92701

(714) 547-1344 / 6366

DEALER I QU IRIES INV ITED

photos by Robert c dishes have been cleared away, put in comers, and on thei.r feet refill their wine C()tnfortable your feet for the high point of the begin. It's the mandatory potluck reunion after that flying trip last week to Upper Hades The slide trays are full of good pictures: There's Wally scratching a 30-minute flight after everybody else's seve1Hninutc sled ride ... and Tom makes another pin-point landing, except the pins arc actually barbs from that cactus he swears moved in just as he was flar-

something cmnpletely different, Tip. I'll bet you didn't know off

Well, pictures don't lie, do they? And there it is, projected right against the screen, local hotshot pilot Tip Vortex doing wingovers in most peculiar surroundings.

Where even the most foolish of pilots don't dare to soar, the imagination fly with impunity. If wan~ up your next slide ·

llot a may have

24

There are several brands, but make sure they use anti-Newton glass. (Newton invented gravity, right? And we are trying to escape its clutches, aren't we? MQre about this later.) 1 use and

OPPOSITE: Bob Vogel making for the moon in his 160 Duck. ABOVE: Pier soaring is a favorite sport of Berkeley pilots, who can get high on anything.

but a cheap ear syringe from a drugstore will suffice. Get one about three inches in diameter.

When selecting slides for sandwiching, there are several things to keep in mind. The background slide should have some relatively empty space in it where the hang glider will go. Usually this will be a sky area. Clouds are OK if they are not too dark. The hang gliding slide should have the glider against as light a background as possible. This is best achieved in photographs where the glider is against an overcast sky. Ideally, such slides can be overexposed to the point where the sky really is washed out.

You've probably thrown out lots of these in the past. Don't throw anymore away, In fact, the next time you are out photographing your buddies on a cloudy day, deliberately overexpose some shots by one or two f /stops. Frame the pictures with the gliders in different locations within the frame so you will have plenty of possibilities to choose from.

It is not necessary to keep the background of the glider slide all light sky, because a recognizable foreground sandwiched in with an improbable background can make an exciting image, too.

The important thing to remember when sandwiching slides is that a dark, or dense, part of one slide will cover up a light area in the other slide. It would be hard to get a good image by sandwiching a picture of a light colored glider against a mountain background, because you just couldn't see the glider. You can flip the slides around, of course, or even turn one upside down.

OCTOBER 1984

When you have a good combination, you must then clean both slides as well as the glass in the slide mounts. Use the brush, the compressed air, perhaps a soft cotton cloth and maybe even some fim cleaner, available at camera stores.

This can be a tedious job, because we are dealing with eight surfaces to keep clean.

Inspect your progress through the lupe over the light table and don't give up until there is absolutely no dust to be seen, then seal the slide mount and inspect it again.

Because we are increasing the density of film that the projected light must pass through, sandwiched slides are often

rather dark. If you know how to dupe slides, you can dupe the sandwiches and lighten them approximately one f/stop over the metered reading to achieve a dupe with normal density. If you don't have duping equipment, find a lab that will do it for you. Explain that you want the image lightened to look normal.

Dupes cost from fifty cents to $3 or so for full custom duping. Besides saving money by doing your own duping, you can also crop the sandwiched image to whatever pleases you, should that be necessary. If you ask a lab to crop for you, they will probably charge you the higher price for the custom dupe.

That anti-Newton glass? Actually, it's to prevent Newton rings, which are what happens when two shiny surfaces come into close contact, such as the back side of a piece of film and regular glass. The result is a wavy, prismatic pattern that is most noticeable in light sky areas and is similar to an oil slick on a wet street. The anti-Newton glass has a slight texture to it that theoretically prevents this from happening. I say "theoretically" because you will find that it still occurs and often the rings can't be made to disappear completely. But the special glass is definitely a help.

OK, now there is no excuse for slumbering audiences at the next extravaganza. And no need to throw away those over-exposed slides anymore. Now, if I can just get some of those NASA shots of the earth taken by the astronauts ... Ill

ABOVE: Is this what they mean by "wave soaring?" CENTERSPREAD, clockwise from upper left: Soaring the Bank of America, downtown San Francisco. -A spectral filter aimed at the sun provided the starburst, George Whitehill in a Comet provided the glider.-Few people ever see the sun set this far north at Elk Mt., but it does sometimes.-Jay Busby flying a 180 Attack Duck through the red, yellow, green and blue yonder.

25

RATINGS AND APPOINTMENTS Beginner Ratings Name, City, State

Region

1

Nathan H. Suitter, Durkee, OR Michael Baer, Palo Alto, CA Michael Butler, Santa Clara, CA Phillip R. Fleischmann, Milpitas, CA Dave Griffin, Woodland, CA Darrell Hill, Stanford, CA Chris Satterlee, Palo Alto, CA

2

Esteen Bottlinger, Jr., Chandler, AZ David A. Bydalek, Tempe, AZ Ralph Gilley, Phoenix, AZ Ned Gregorio, Phoenix, AZ Mark Ogren, Phoenix, AZ Doreen Romney, Glendale, AZ

4 4 4 4 4 4

Stuart Boyle, W. Lafayette, IN Steven B. LaPatka, Mt. Iron, MN Greg Lieberenz, Hinsdale, IL Terry Lieberenz, Hinsdale, IL Cliff Taylor, Indianapolis, IN

7 7 7 7 7

Ronald Bernstein, Gaithersburg, MD Garry R. Carrenter, Shadyside, OH Mary Lynn Davidek, Brackenridge, PA Jonathan Hamel, Bethesda, MD Phil Hartman, Langhorne, PA Karen Janson, Williamsport, PA Teri Neyman, Malvern, PA Tom Pokorney, Toledo, OH

9 9 9 9 9 9 9 9

Bruce Long, Cary, NC Andy Micham, Raleigh, NC Jeffrey K. Perry, Dunwoody, GA Hank Stroup, Raleigh, NC

10

2

2

2 2 2

10 10 10

Ronald R. Hale, Carrollton, TX 11 Michael Kleber, Carrollton, TX 11 Jimmy D. McWhirter, Houston, TX 11 Fred Thomas, Penn Yan, NY

12

Rod Loucks, Castro Valley, CA Charles Marlowe, El Cerrito, CA Victor Mendez, Los Gatos, CA Steve Mills, Fremont, CA L.R. Nichoalds, Scotts Valley, CA Scott Reeder, Aptos, CA Dudley Warner, Los Gatos, CA Tom Wormington, Willits, CA

2 2 2 2 2 2 2

2

Floyd W. Blue, Bakersfield, CA 3 Dan Buell, San Diego, CA 3 Randy Egner, Carpinteria, CA 3 Dave Ferguson, Redlands, CA 3 Van Hutchinson, Solaria Beach, CA 3 Steve Lee, Crestline, CA 3 Bill Peacock, Brea, CA 3 Shirley L. Peters, Upland, CA 3 Frank Ridlon, Etiwanda, CA 3 Keith Townsend, San Bernardino, CA 3 Dave Bobrowski, Telluride, CO 4 Curtis Campbell, Phoenix, AZ 4 Tym Costello, Tempe, AZ 4 Art Davis, Tempe, AZ 4 Rick Denney, Steamboat Springs, CO 4 Donald Elliott, Salt Lake City, UT 4 Jerry Estrin, Phoenix, AZ 4 David Gardner, Phoenix, AZ 4 Nancy Kay Kerk, Grand Junction, CO 4 Casey W. Lenox, Salt Lake City, UT 4 Douglas B.C. Patrick, Arvada, CO 4 Jim Stover, Little Rock, AK 4 Steve Williams, Casper, WY

5

Don Dickson, Tulsa, OK Stan Koszelak, Midwest City, OK

6 6

Matthew P. Brisse, Cheshire, CT Eva Mayer, Wilton, CT

8 8

Richard Aichinger, Newark, DE Charles B. Covington, Cookeville, TN Alvin B. Slatton, Sale Creek, TN Charles P. Tippie, Fayetteville, NC

9

10

James R. Shields, Austin, TX Robert Paul Blair, Chico, CA Jim Farrier, Davis, CA Ken Job, Truckee, CA Larry Kistler, Los Altos, CA

10

28

Name, City, State

Region

Alan Dotts, Beaverton, OR Marshall Hudson, La Center, WA

1 1

Greg Forney, Modesto, CA Terri Cirimelli, Belmont, CA Spencer Fernandez, Sunnyvale, CA

2 2 2

Mike Polzen, Pt. Mugu, CA Glenn Rogers, Cypress, Ca Scott Sorensen, Arcadia, CA Timothy J. Twombly, Goleta, CA Brad Vincent, Simi Valley, CA

3 3 3 3 3

Bruce Elmquist, Arvada, CO Michael Markgraf, Phoenix, AZ Rory L. Walker, Sandy, UT

4 4 4

Ron Trobaugh, Portage, IN

7

Kenton Brune, Mansfield, OH James Bumpus, Mansfield, OH Lee Fortner, Massillon, OH Lee Morris, Newton Square, PA Rich Robinson, Canton, OH James P. Wilson, Leon, WV

9 9 9 9 9 9

Jim Corey, Chattanooga, TN Robert C. Hagfwood, Nashville, TN Allen Taylor, Goldsboro, NC Steve Webster, Signal Mtn., TN

10 10 10

Tom Kozuh, NY, NY

12

10

Gilles Leugsque, Welland, Ontario

Foreign

11

Region

2 2 2 2

Intermediate Ratings

10

Novice Ratings Name, City, State

12 12 12 12 12 12 12 12

Pat Munson, APO, NY Michel Mussche, APO, NY Judd E. Squitier, APO, NY Alfred Steele, APO, NY John Kirk Von Ruff, APO, NY Joseph H. Weston, APO, NY Gayla R. Wolery, APO, NY John J. Wolery, APO, NY

Advanced Ratings Jim Demarest, APO, NY John L. Easley, APO, NY Gary B. Hatfield, APO, NY Juan J. Hernandez, APO, NY

12 12 12 12

Name, City, State

Region

Rick McIntyre, Eagle River, AL

l

HANG GLIDING

RATINGS AND APPOINTMENTS James Fowler, Berkeley, CA 2 Michael Grisham, Grover City, CA 2 Daniel P. Hegglin, San Jose, CA 2 Robert Jendrey, Jr., Santa Clara, CA 2 Jim Lynn, Watsonville, CA 2 Wayne Peterson, Woodside, CA 2 Eduardo Acha, Honolulu, HI John Dykert, San Diego, CA James D. Gibson, Goleta, CA Stuart Millsaps, Honolulu, HI

3 3

Jim Grissom, Tempe, AZ Paul J. Hittel, Paradise Valley, AZ Don A. Jones, Tempe, AZ William E. Richardson, Yuma, AZ

4 4 4 4

Kern Cannaughton, Braken Arrow, OK

6

Patrick T. Brooks, Natrona, PA Weston Vogel, Allentown, PA

9 9

Mike Pyne, Bean Station, TN

10

Lilienthal Awards (Bronze) Name, City, State Craig Thompson, Mesa, AZ Gary Evans, Waukegan, IL David Crabb, Broomfield, CO Martin Bunner, Zion, IL Wayne Moser, Riverside, CA Markland Dunn, State College, PA Michael Scheibe!, Piney Flats, TN Donald Anderson, Traverse City, MI Wm. Umstattd, Villanova, PA Steve Schultz, Addison, IL David Chapman, Fremont, CA Gytis Tamulaitis, Huntington Beach, CA Matthew Thoreson, Beloit, WI Glenn Brewer, Fayettesville, PA Mike Hopkins, Oxnard, CA Frank Scribner, Annandale, VA Daniel Shotthafer, Wrightwood, CA Marc Magor, South Bend, IN

Gary Evans, Waukegan, IL John Flick, Granada Hills, CA Richard Diamond, Houston, TX John Basa, Jr., Marina, CA Gold Name, City, State Terry Tibbetts, Selma, OR Diamond Name, City, State Terry Tibbetts, Selma, OR

Master Ratings Name, City, State

Silver

Region

Rob Kells, Santa Ana, CA Steven Pearson, Santa Ana, CA Ronald C. Young, Elsinore, CA

3 3

Jerry P. Nielson, Silver Spring, MD

9

BRONZE AWARDS ISSUED WITH NOVICE RATING

Name, City, State David Crabb, Broomfield, CO Markland Dunn, State Co1lege, PA Donald Andersen, Traverse City, MI Michael Tryon, San Diego, CA David Chapman, Fremont, CA Martin Bunner, Zion, IL

Name, City, State Rick Brown, Salt Lake City, UT Kevin Cridge, Pittsburg, PA Jack Eckert, Stenartsville, NJ Randy Forston, San Jose, CA James R. Harris, Watsonville, CA Nelson E. Kenyon, H-M-Bay, CA Salvatore V. Mezzapella, NY, NY Rick Owen, So. Lake Tahoe, CA Ci:isey Roche, Mountain View, CA Darryl C.F. Wong, Berkeley, CA

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THE AIRWORKS

3900 Van Buren NE NM 87110 (505) 884-6851

Albuquerque,

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Lori Stanton Donald Kulinski Robert McCord Tim and Jane Cobb Marshall Kuykendall Kevin Barr Tom Bulgerin Bruce Viehman Jason Williams Janes Green Christian Bruning J. White Kirke Leonard Ronald Young Pat Barry Andy Zsinko Pete Lang Chris Pyle Stephen York Bill Richardson Mark Mocho Stephen Rudy David Dodge Luis Gonzales Robert Meigs Michael Merickel Sandy Gilbert Kurt Shafer Chuck Rhodes Allan McCarthy Larry Witherspoon Larry Kistler Anonymous Michael Mccarley

OCTOBER 1984

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Name Butch Pritchett John Stokes Mike Meier N. Todd Don Ratty Jerry Sorenson Otto von Rosen

Stayin' Alive In '85 To the Editor, Here is my contribution to the cash reserve fund. Enclosed find a check for $20.

I'd like to say something about this enterprise called the USHGA: it is not free, and it never was. Everyone of us has put in some measure of extra effort to insure that we would be able to fly at various sites.

These efforts range from clearing launches and landing areas to obtaining permission from land owners or government officials.

The rescue of our national organization and the maintenance of the site insurance policy are vital if the hours and days spent to gain and maintain flying sites are not to be lost.

If this fund raiser succeeds then every contribution to it will be a purchase of future flying hours. I don't know whether we will face the same situation next year, but success this year leaves the door (window?) open for the future.

Robert Meigs Lansdale, PA Dear USHGA, Another payday, another $12. I don't want my dreams for the last six or so years to be for nothing. Even though I haven't been able to buy a glider yet, or learned to fly, I'm a regular subscriber to HG magazine. It gives me monthly encouragement not to give up my dream.

I challenge all pilots who have flown Buffalo Mountain in eastern Oklahoma this past year to match my $12.

Sandra L. Gilbert Ardmore, OK

World Team Fund

USHGA Cash Reserve

($)

($)

2 2 4 30 12.50 16.67

Chuck Rhodes and the "Rigid Wing Reader" San Pedro, CA 32

Name

($)

Robert Fullam Martin Bunner Hang Flight Systems Bill Scoot David Prochaska Dave Crabb Erik Kaye

4 2 20

5 4 4

The Membership Responds

Dear USHGA, Please find enclosed my small contribution to the Cash Reserve Fund.

Thanks Erik for helping me help! Good thermals and the best LID! Moises Salmun Woodland Hills, CA

Dear Friends, Giving Money is Fun!! Giving Money is Fun! (I'm trying, Erik.)

Enclosed is $6 each for me and nine deadbeat non-contributors. (GIVING MONEY IS FUN!) Note that I tried to max out on the fun by giving more than once.

Also, I tried to stretch out the giving over a longer time period (six paydays to be precise), to ease the pain. I mean, to extend the pleasure.

Please ask Erik not to write any more guilt trip articles. I can't take the pressure.

Please use it wisely.

Michael Mccarley APO San Francisco, CA

Dear Amy, Erik really moved me with his August article. I submit for evaluation a plan for fund raising.

USHGA sanctioned sites raise or adopt fees by $ I .00 per pilot per day, to be used to keep the association alive. Here is $12.

Anyone who can afford a new set of downtubes could afford the higher dues.

Jeff Gilkey Albuquerque, NM

Dear USHGA, I have been pondering the plight of our USHGA for some time now. I have been an active-inactive-active member for nine years and have witnessed the growth of our organization. I am not as active in flying as I should be and want to be. I hope to rectify that in the very near future. I have, however, been active in touting and promoting hang gliding when and wherever I can. Recently I was coerced into giving a program to local Rotarians on my favorite subject, hang gliding, by my brother-in-law.

The program was so well received that I have been asked to give the program to other meetings and organizations.

The point is that our sport is still in its infancy and the general public refers to us as "thrill-seekers or dare-devils." I designed my program to lift that cloud of misconception and informed the audience as to the type of responsible people that are engaged in our unique sport. I may have even gained some potential students through this effot.

I will continually do my part to promote hang gliding in the hope of insuring the sport's future.

Good luck to all of us now and in the future of hang gliding.

Walt Szanto Lorain, OH

Larry Witherspoon Manhattan Beach, CA Dear Editor,

Dear Sirs, Enclosed is .a check for $20 towards the Cash Reserve Fund. Erik's article was great and I hope many others will be able to help out our USHGA. Keep up the good work!

8 4 40 25 20 8 8

World Team Fund

Dear Erik, I read in the August HG that USHGA is in financial difficulty. I have a simple suggestion. RAISE THE DUES. I would be glad to pay my fair share as long as everyone else pays too!

Here is my $20 contribution to the "Save USHGA" fund. I appreciate the hard work and the fine magazine we have now. I don't want to lose it.

Has there been any thought given to developing an endowment/trust like that used by colleges and the National

HANG GLIDING

Geographic Society?

The NOS started many years ago as a small group of adventurers much like ourselves. Over the years they put funds into a trust account which has grown so large that they finance studies and expeditions all over the world, just on the interest from the trust.

I think the USHGA could learn from their example.

Dr. Michael G. Merickel, DC Ashland, OH

Dear USHGA, You are all great! I love the USHGA! Hang Gliding has helped me immensely in my training as pilot. Keep up the fantastic work. Use the enclosed donation as you think most appropriate.

Go Erik!

Charles S. Rebert, PhD Portora Valley, CA

Dear Erik, Here's my six bucks for the cause. Four for the good ol' USHGA, two for boys to fly.

So now you have my money but I still don't know why. 7000 x $30 is 210,000 smacks. Where have all the greens gone? To make your plea more effective, I suggest you print the budget, along with last year's expenditures, and next year's projections.

Show us why they burned up $28K in savings, and why they need more ...

Kurt Shafer Manhattan Beach, CA

(and therefore cannot operate with a huge deficit) we must obviously increase our income and/or cut our expenses. I feel that $29.50 a year is very reasonable dues when you consider what would happen in the event of reduced benefits. Erik said that the magazine and the insurance policy would be the first to be affected. I for one do not want to lose the interviews, The Right Stuff, Safety Forum and the numerous entertaining articles. And let's not forget those great full-color centerspreads. (What else are you going to cover your walls with?)

If we lose the insurance policy, you can say goodbye to many of our best flying sites. As a pilot living in Hawaii, the consequences for me (and all pilots out here) is more severe. We basically have only one major mountain site and if that is lost, the added hassle involved in flying would force many pilots into switching to wind-surfing or something. Of course this applies to mainland pilots also. There goes a lot of membership money and we would be in worse shape than before; a vicious circle would be established.

So as Erik stated, a fund raiser is what is needed to get the USHGA through the winter. He said that just $6 from each of us will be enough to keep us alive AND send a team to Austria in 1985. If a fund raiser is just a temporary fix, so be it. Perhaps a year from now something more permanent like a dues hike will be necessary. But until then, I'll contribute to the cause by enclosing $12 for me and some poor slob who probably can't even afford beer money. If there aren't any poor slobs out there and everybody does the same, the extra cash reserves will allow us to breathe easy for quite a while. Dig down deep everyone, now is the time.

Stuart Millsaps Honolulu, HI

Dear Editor, Alwright, here's 20 bucks, $15 is for USHGA. This will delay my move out west to the flyin' sites by two hours, but will hopefully help assure their existence when I finally do arrive. (Fortunately you didn't ask fer this before I got mah new supership !)

Ralph Kareten St. Paul, MN

Dear Editor, Erik Fair's "The Protesant Ethic ... A Call for Help" (August 1984) clearly brought home the point that our current income will not cover our expenses. Since the USHGA does not constitute a national government OCTOBER 1984

that compared to the multi-thousands of dollars I've spent on gliders, harnesses, parachutes, varios, altimeters, gasoline, mufflers, tires, automobiles and all the other consumables that make up the life of a hang glider pilot, the measly $300 I've spent on membership fees hasn't really amounted to anything. I decided that the benefits of having the USHGA around for those ten years would have been well worth it at twice the price. So if six bucks will keep it going through the winter you're welcome to it.

Don't spend it all in one place.

Mike Meier Tustin, CA P .S. Here's six bucks each for two other pilots who will probably read your article and agree with your cause, but be too lazy to write you a check.

Editor's Note: Don't be too lazy to contribute to the cause. Sit down right now and write out a check to: USHGA, P. 0. Box 66306, Los Angeles, CA 90066. Please specify: (A) Cash Reserve Fund, (B) World Team Fund.

::J HANG GLIDER

::J ULTRALIGHT

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P .S. I request that all of my contribution goes toward the Cash Reserve Fund. After all - first things first.

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Dear Erik, Read your article about protest ethics, or whatever. Boils down to the fact that you want some more money. I started thinking about it, and I realized that the real question comes down to this: Is it worth six more dollars out of my pocket to see the USHGA survive? Haven't I paid enough already in my dues? Based on everything I've paid out in dues since 1974, and all the benefits I've received from membership in the last ten years, who owes who money here?

Well, so I thought about it and I decided

SKY LIFE 39 Croley St Huntington, N.Y. 11743 Tel. (516) 271-8789

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33

The 1984 European Championships article and photos by Dean Tanji

Fifty-five pilots from 16 nations converged on Vaga, Norway, between July 23 and August 8, to compete for the very prestigious European and World Invitational Championships. There were actually two meets running concurrently; the European Championships, limited to the European nations, and the World Invitational, which consisted of all the European nations and five invited nonEuropean countries. The invited countries were Australia, USA, Canada, Brazil and Japan. Each was to send two of their top competition pilots to compete with the Europeans for the World Invitational Championships. Canada and Japan did not send anyone. The two Australian pilots were shot out of their harnesses before the meet by not having proper glider certification papers. Brazil had one pilot, Haakon Lorentzen (a Norwegion incognito), and there was one AMERICAN ... Ken Brown. As with every other hang gliding meet, somebody always just shows up, and the nation of Morocco did here. Equipped with proper papers and glider certification documentation, the two Moroccans were invited into the World Invitational, much to the chagrin of the two Australians who ended up being very good wind dummies. They were allowed to fly after their telegramed certification authorization arrived two days after the meet had started.

The 13 European nations included two Eastern block countries - Hungary and Bulgaria. Hungary, under the leadership of Dr. Marton Ordody, has been quite active in international competition, even hosting their own Igor Cup. The Bulgaria team, with teain leader Mr. A. Bojilov, made their first international competition appearance with four new Magics and all the trimmings. Rumor 34

has it that the Bulgarian government heard that hang gliding might become an Olympic event and they wanted to be ready with international competition experience. Most of the European countries have some form of financial support through national tourist boards or government sporting grants.

The European hang gliding competition scene gets real "race faced" when it comes to the F.A.I. European Championships. There are many small countries packed together on that continent and each is seeking a means of separating itself from the rest. The national pride and international honor, awareness and recognition that the title of European Champion brings is highly coveted. For many national teams, winning the

Championships also means increased financial support the next year!

Stein Fossum, Championship Director, put together one of the finest organizations for this competition. The dedication and enthusiasm of the Norwegian staff was incredible! Normal staff meetings and photo verification sessions went well into the early mornings. All scoring tabulations were completed on-site with computers; and unofficial daily final scores were normally available one to two hours after completion of the round.

Other CIVL officials include Erwin Kjellerup (Sweden), Chairman International Jury; Anne M. Hoeness (Germany), Chief Judge; three Meet Stewards: Bjorn Karr (Norway), Anton Tehel (Germany) and Dean Tanji (USA).

THE LOCATION "The July/ August flying weather in this part of Norway is always good!"; so say the residents and local pilots of Vaga, Norway, a small mountain town,

320 km north of Oslo. Rich in rural culture, the area boasts many old farms with traditional log cabin style homes and barns with sod roofs, goats, sheep and cows. The flying site is on an east/west mountain range overlooking a deep valley with a huge set-up area and a three-glider, south-facing launch. The normal wind direction was a consistent south to north, with flying as late in the day as 9:00 to 10:00 pm. It doesn't get dark until ll:00 pm! The high point on the range is Mt. Blaho at 1,618 meters.

The ample landing area is on the valley floor next to a river surrounded by trees and shrubs. In high west winds, the narrow valley became a venturi and approach and landing skills became very important. It also was the site of the 1984 Norwegion Nationals and numerous local meets ... all with excellent weather and competition.

THE TASK The competition philosophy was idealistically based on three words: Airmanship, Sportsmanship and Friendship, each defining a term that we seek when free flying amongst our friends and fellow pilots. Well, it soon became apparent that competition flying and free flying have very little in common.

The format of the meet was an ''open window" launch and "closed course" cross country race. There were four terrain points (pylons) on the box-like course which had a circuit distance of approximately 35.6 km. After crossing a start pylon in the center of the box, the pilots could attempt the course in any manner, rounding the pylons in any seOPPOSITE: The site of this year's championships near Vaga, Norway, 200 miles north of Oslo.

HANG GLIDING

quence. Photographic verification was required to verify that the pilot did complete the course. A "basic score" was given for each pylon, and if the pilot completed the entire course, bonus points were awarded for "early completion" and "fastest completion." Minor points were awarded for precision landing, and if no pylons were achieved, endurance points were awarded. The task remained the same for the entire competition. The schedule called for a round of flying each day with the pilot making one flight per round. The "open window" opened at 11 :00 am and closed at 7:00 pm regardless of the weather conditions. This is where the fun started. The concept of "Airmanship" allowed the competition pilot to use his best flying skill judgement to determine the time of the day, weather condition, flight direction and location he was to fly in. If the pilot wanted to stay in bed until 2:00 in the afternoon, sashay up to launch at 3 :00 and fly at 4:00, it was his decision.

If he wanted to launch in 1 - 2 km downwind conditions ... it was his decision.

He was to determine the limits of his own flying skills. Pretty idealistic, huh?

True to the competition spirit, the first Team Leader meeting was a test between the organization and the Team Leaders, The problem being that most nations do not understand how F AI/ CIVL international competition meets are organized and formatted. The primary complaint was that the existing task was too short and confining, " ... like flying in a fish bowl." Most countries did not understand that this competition was a race (completing a given circuit in the fastest time), not a distance competition. The meet director, strictly adhering to FAI/CIVL procedure, refused to entertain any suggestions regarding a change in the published format and thus the competition began.

THE COMPETITION After years of fantastic weather and successful competition in this area of Norway, the European Championships faced "competition weather" ... strong north winds (downwind), south winds up to 18 meters/second, and rain and low clouds. After a couple of days of waiting through ''competition weather'', the first round got off with all 55 pilots flying and 16 completing the 36

course. Open window launches are kind of like watching lemmings. Strategy includes watching your competition watch you watch the weather conditions. Then someone not quite as smart as you gets impatient and launches into sink.

Sporadic flights continue until some lucky fool flies into a thermal and climbs out over launch. Then hoards of experienced competition pilots leap off until the thermal passes and the cycle starts all over again.

Jumping into the first round lead with 1637 points was Tony Hughes (Great Britain) with the fastest circuit time of 2:01: 16. Hughes was followed by Gerard Thevenot (France) with a 2:18:52 time and 1617 points. Hughes received maximum "speed bonus" and near maximum "early completion" bonus because Thevenot completed the course earlier but with a slower time. U.S. pilot Ken Brown was only able to make two pylons and ended up in 32nd position with 500 points.

Round 2 took place on Saturday with wind at launch O to 3 mps northnorthwest (downwind). Several wind dummies launched and none were able to stay up. Around noon, Angelo Crapanzano (Italy), one of those impatient guys, launched and landed with an air time of 0:54:47. While everybody watched his descent, the wind suddenly jumped to 17 mps and 54 pilots waited the rest of the day remarking how impatience is not such a bad thing after all.

Crapanzano won the day with 109 points and everybody else zeroed. This win moved him from 25th place to 24th and everybody else went into Round 3 with the same score and position as Round 1.

With Saturday's Italian sweep fresh on their minds, 40 pilots launched within the first hour of the Open Window of Round 3. High laminar winds and low cloudbase kept everyone on the ridge in front of launch, with occasional thermals lifting a select few high enough to get the start pylon but no course pylons.

The house thermal in front of launch looked very much like a swarm of bees on honey with temperatures rising because all rules of thermal etiquette and "airmanship" gave way to survival.

Most pilots happily left the swarm after they obtained their one hour maximum duration points and attempted to land in the venturi. Early in the day, most pilots

tried for pylon 1 which was on the ridge northwest of launch and straight into a headwind. About a dozen pilots reported that they had come within 100-200 meters of the pylon 2 located northeast of launch and on top of Mt. Blaho, but none made it. Late in the day with only a couple of pilots left in the air, Jean Francois Fauchier (France) landed and declared pylon 2 and wins the day with a total score of 250 points.

A real test of duration and desire after a 4:04:57 flight! Because the last two days scores were so low, the total scores did not change very much.

INDIVIDUAL RANKING AFTER ROUND 3 1 Tony Hughes Great Britain 2 Hans Holzmann Austria 3 Otfried Heine!!

Germany 4 Gerard Thevenot France 5 Dag Eberhardson Sweden

1647 1622 1618 1617 1602

11 Josef Guggenmos 11 Pierre Girardet

1120 1120

Germany France

TEAM RANKING AFTER ROUND 3 1 Great Britain 2 France 3 Germany

4472 4287 4233

Round 4 was a four-pylon day won by Josef Guggenmos (Germany) with 1636, followed by Tony Hughes (Great Britain) with 1571, and Pierre Girardet (France) with 1509. A major change in individual rankings took place.

INDIVIDUAL RANKING AFTER ROUND 4 1 Tony Hughes Great Britain 2 Josef Guggenmos Germany 3 Pierre Girardet France 4 Otfried Heinelt Germany 5 Gerard Thevenot France

3218 2758 2629 2368 2367

TEAM RANKING AFTER ROUND 4 1 Germany 2 Great Britain 3 France 4 Sweden 5 Italy

8198 7993 7846 6372 6367

Round 5 began with winds aloft 180 degrees from the day before. Now Pylon 2 was upwind and Pylon 1 was downwind and unfortunately, on the lee side of the hill. Only 9 pilots made it to pylon 1, including Hughes, Thevenot, Guggenmos and Heinelt. None made it back.

HANG GLIDING

All were forced to land at the pylon in extremely radical conditions, ending up in a nine-way tie for the day - each getting 250 points. Here again, "airmanship" took a thumping. Pilots complained that the organization was forcing them to compete in dangerous conditions. They felt that the "open window" must be closed in questionable conditions because one pilot, who decides to fly, will force others to fly when they do not want to. Well, so much for airmanship in competition.

The competition pilots refused to accept the concept that they alone should determine when and where they are to fly in competition. Again there was no change in the individual or team positions, only slightly higher numbers. Tony Hughes maintained a 460 point lead over second place Josef Guggenmos, who had only a 254 point lead over third place Pierre Girard et.

Round 6 returned to light northwest winds with only Pierre Girardet and three other pilots getting 2 pylons.

Girardet scores 510 points, Guggenmos placed 21st with 265 and Hughes placed 23rd with 250 points. Again, because of low maximum scores, there were no position changes but Girardet moved up to only 9 points behind second place Guggenmos. Again the positions didn't change, but because of poor showing by the German and British team, there were only 194 points between the first place Germans and the third place French!

With only one more competition day, it was still anyone's meet!

INDIVIDUAL RANKING AFTER 6 ROUNDS 1 Tony Hughes Great Britain Germany 2 Josef Guggenmos 3 Pierre Girardet France 4 Otfried Heinelt Germany

3718 3273 3264 2943

TEAM RANKING AFTER 6 ROUNDS l Germany 2 Great Britain 3 France

10045 9951 9851

The last day of the meet. Everybody below Hughes is hoping for a total performance day to maximize points. Team strategy for the last round is established as "watching groups" are formed. Each group consists of a German, Frenchman and Brit. The day starts with clouds . . . lots of them and no wind! 0 - 2 mps OCTOBER 1984

at launch and dropping from there.

What a way to end the European Championships. A minimum sink contest with a maximum of one hour and target landing. Don't get it wrong, it wasn't an easy hour, only 17 out of 55 maxed the one hour time with the shortest flight only 17 minutes! There were some incredible sink holes in the valley and Hughes found one of them. He ended up 49th with a time of 0.21.25 and a score of 85 points. With a maximum achievable score of 340 points, Tony Hughes didn't even have to fly to win the championships. However, the team championships were at stake and the Brits wanted dearly to move up into first place. It wasn't to be. In fact it went downright bad for the Brits. With only Robert Bailey's strong fourth place finish with 315 points, Great Britain's team second position was up for grabs.

The crack German team put the championships away with an excellent final round. Guggenmos maxed the duration and bullseyed the target for a perfect score of 340, the day's first place, eliminating any threat from France's Girardet who placed 21st with a score of 233. Guggenmos's teammates Otfried Heinelt was two seconds short of his hour and maxed the target for 333 points and Gunter Finzel maxed the duration for 240 points and that took care of first place.

France took full advantage of the poor finish by the British. France had three strong finishers with Mike De Glandville's perfect bullseye for the day's 5th position and 296 points, Gerard Thevenot's 8th position with 284 points and Jean Francois Fauchier's

14th place 250 points. This put them over the British total and secured the team second place.

INDIVIDUAL RANK - FINAL Great Britain I Tony Hughes Typhoon 2 Josef Guggenmos Germany Bullet C France 3 Pierre Girardet Profil Germany 4 Otfried Heinelt Magic 3 France 5 Gerard Thevenot Profil Sweden 6 Dag Eberhardson Profil Italy 7 Stifano Bricoli Profil Austria 8 Hans Holzmann Saphir Sweden 9 Folke Wikberg Magic 3 10 John Pendry Great Britain Magic 3

3803 3613 3497 3276 3141 2931 2923 2856 2679 2652

TEAM RANK - FINAL 1!082 I Germany (Guggenmos, Heinelt, Finzel, Genghammer) 10914 2 France (Girardet, Thevenot, Fauchier, De Glandville) 3 Great Britain 10742 (Hughes, Pendry, Carnet, Bailey) The above individual placements was also the finish of the World Invitational Championships. The best finish of the invited countries was Haakon Lorentzen from Brazil in 26th position, followed our own Ken Brown in 32nd place. B

The team winners left to right: France, Germany, Great Britain .

37

by Peter Meredith

(photo by Hugh Morton)

Moyes, grand old man of hang gliding, embarked on his flying career after barefoot water skiing lost its thrilf for him. He has towed to 8,600 feet behind a plane, flown into the Grand Canyon, taken off from Africa's highest peak and been injured seriously Jive times. Now, at the age of 52, he has one last ambition - to release in a hang glider from a balloon over Mt. Everest, land on the mountain's summit and plant the Australian flag. Here he talks to Peter Meredith about his remarkable career.

Peter: When did you first feel you wanted to fly?

Bill: When I was five years old.

Peter: Did you dream of flying? Did you watch the birds?

Bill: I dreamt, but not of flying like birds and not of exotic machines but just of having a simple pair of wings. In my dreams I used to run and jump off a rock ledge thousands of times, with a pair of wings, and I flew.

Peter: When were you first able to fly in reality?

Bill: In 1966 when I was 34. I had been water skiing since the early 50s. My partner and I were looking for something new to do; we were bare-footing and had done everything we could do on the water. My partner used to drive a taxi for Jack Murray who had a kite, a skiplane, a Rogallo wing with a pair of floats and controlled with a joystick. It was pretty primitive so he suggested I try a new wing that had been built by John Dickenson, the guy we called Dr. Cyclops.

38

Peter: Didn't Dickenson invent the trapeze bar?

Bill: The Rogallo wing that we have today is John Dickenson's. When NASA decided that they didn't want to use the Rogallo wing they allowed Dr. Rogallo to publish his notes. John Dickenson got hold of those notes in 1962. He designed the trapeze bar and the weight shift system and that was the basis of what we have today.

In 1966 John was flying his wing to heights of 20 or 30 feet, towing behind a

boat on skis. He never did anything too wild. He wanted to produce the wing to sell and was trying to interest people in it, taking it around to the ski clubs and the kite-flying clubs that flew the conventional pentagonal kites.

Those pentagonal kites consisted of sheets drawn tight on a frame and were flown at a high angle of attack in a constant stall. They're dreadful things. The driver has to be completely alert all the time. They don't fly, they just drag. I'd never flown one of those when I met John Dickenson. At that stage he hadn't sold one of his ski wings because he hadn't found anyone to test fly the thing for him properly.

The first time I tried it it was a comedy. It happened on the Hawkesbury River. Because it was somebody else's boat they had first crack at it. The first guy went out and the kite climbed away pretty quick. The driver of the boat has to coordinate with the kite all the time and has to slow down if the kite climbs too quick. The first guy crashed. The rear restraining wire took his ear off so they carted him off to hospital. The second guy went out, climbed rapidly, panicked and pulled the bar right in.

When he hit the water he broke his leg.

So they took him off to the hospital too.

The third guy wasn't three feet off the water when he let go of the control bar.

He too was gashed by the wires. By the time the fifth had gone to hospital there was no one left to drive the boat.

Eventually we found a driver who would only do what I told him to. I told him to go at 30 mph and off we went. I flew the kite for eight miles, turned round and came back. I let go at about 150 feet and glided down.

Peter: That was your first flight. How did it compare with your boyhood HANG GLIDING

dreams?

Bill: It was exactly the same. I knew exactly what the thing was going to do and it did it. No difference.

Peter: What happened after that?

Bill: In six weeks I had the world altitude record. I got up to 1,045 feet at Tuggerah Lake. Then came a period of record chasing. In '67 I flew at Sydney Showground during a boat show and subsequently got hired for the Sydney Show. Then I went all over the world giving demonstrations.

Peter: When did you meet Bill Bennett?

Bill: He was the official witness for my record-breaking flight at Tuggerah Lake. We had organized a plane to fly alongside me to verify the flight officially. Having seen me, he said he wanted to do it so I taught him to fly. He and I flew together for about a year before he went to America in '69.

Peter: That was when you went to Europe. How did that trip go?

Bill: Great! I smashed my arm in the first week and spent six weeks in plaster.

That was in Denmark where I was flying in the World water ski championships.

The officials had said I couldn't use the boat for practice because I was distracting the men laying out the slalom course. But I wanted to finish trimming the kite. The wind was pretty strong so I had six of the team run down a hill with a rope towing me into the air. The first flight was quite good. I wanted one more flight to finish the adjustments.

We went back up. By this time a crowd of about 2,000 people had gathered in the landing area. When the crew came running down the hill again with the rope they ran into this mass of people and couldn't go any further. I was still over the trees and came down through them. I smashed my wrist, elbow, face, teeth, a few other things.

Peter: What happened after Denmark?

Bill: In May 1968 I tethered a glider at La Perouse and I got into the air with a guy holding the rope. After a few minutes I noticed that the rope was OCTOBER 1984

slack. I shouted, "Aren't you holding the bloody rope?'' He shook it about; there was no load on it. So I let the rope go - and had a 32-minute flight. Then I landed and took off for another flight.

Peter: Was that your first true soaring flight?

Bill: Yes. Then in August that year I went to Mt. Crackenback at Thredbo and launched on snow skis from the top of the mountain, landing in the valley.

That made world news. I was surprised that the world considered that a bigger feat than the towed flights. By this time I was flying all over the world and achieving something new each year. In '69 I went back to New Zealand and set another altitude record and in '70 I flew into the Grand Canyon. In '71 I was towed behind a plane in America and got to 8,600 feet; in '72 I got up to 4,750 feet on a towed flight in New Zealand and in '73 I did a balloon drop.

Peter: At the time of the Mt. Crackenback flight you were building your own gliders. How closely were you following design developments in the U.S.?

Bill: When Rogallo's notes were released American hang gliding started with Richard Miller's Bamboo Butterfly.

They had a rule that you shouldn't fly higher than you were prepared to fall.

They stuck with bamboo and plastic until I went there in '70 and flew into the Grand Canyon. They immediately scrapped the Bamboo Butterfly and the big revolution started. Up to then there had only been myself and a few others towing and foot-launching.

Peter: What materials were you using in the construction of your gliders then?

Bill: Same aluminum.

as

now,

dacron

and

Peter: Did you make your own sails?

Bill: No, a sailmaker did that for me. I did a new drawing every week. I spent a fortune on new designs. Some developments came by design, some by accident. By 1974 we had gliders down to a sink rate of 550 fpm and a glide angle of 31h to one. Then UP in America developed the Dragonfly. We

encountered this Dragonfly in Austria in '74 at an unofficial world invitational meet. I was impressed. It had a sink rate of 375 fpm but very few sail tricks; the geometry was the secret. I built that thing under license here but with our sail techniques added to UP's frame we improved the sink rate in one week from 375 to 285. Steve took that glider back to America in '75 and cleaned up with it.

By this time I'd developed the Stinger.

With a keel pocket, radial tips and some further developments, the Stinger soon surpassed the Dragonfly.

I mentioned development by accident.

Once our sailmaker sewed the keel pocket on the wrong side of the sail for the Dragonfly. We fitted the sail onto the frame anyway and we flew it like that. The leading adge pocket was exposed to the airflow and it blew up, inflating the leading edge. The glider flew 20 percent better. It was then that we realized the advantage of a thick leading edge. In those days I streamlined the" leading edge tube with a wide pocket but I never intended to thicken the leading edge.

The keel pocket I developed by watching the seagulls. They don't always do wild banked turns; they simply stretch one wing and fold the other and go round in a flat turn. I rigged the keel pocket up to a lever so that I could crank it over with my legs. One day when I was testing this I didn't bother to operate the system on one occasion and found that the thing worked without any input from me. So the keel pocket was another accidental discovery.

Peter: Were you interested in rigid wings at any stage?

Bill: Not really. l'm rather reluctantly entering this field now. It's got no beauty as far as I'm concerned. Mechanical control doesn't do much for me. Flying a plane is very cold-blooded.

Peter: How many accidents have you had in your flying career?

Bill: Only five.

Peter: Did they all happen in towing?

Bill: Yes. I had a big one in the Melbourne Showground. I broke my pelvis in that one. I had another big one 39

in North Dakota, from 500 feet. I broke some teeth, my pelvis, tore my liver and did plenty of other damgae.

Peter: What was your method of towing at those shows?

Bill: I had a buggy with a winch on it because the Australian tracks don't have enough room to stretch a long line. I'd start with 100 feet of line, climb quickly above the car and then they'd let the line go out as I came up the straight. After three or four circuits of the showground I'd be up to about 500 feet.

Peter: How did the accidents happen?

Bill: The driver had a lot of responsibility in fairgrounds. He had to accelerate up the straight and tfly and keep you in the air round the tight corners. It was a case of a 100-foot sprint then into another corner. Then there were all the obstacles and wind gusts. Usually there are buildings all around showgrounds.

In most showgrounds the grandstand is built with its back to the prevailing wind and there's always a bad wave over it.

Fairground flying is something I should never have done. Seventeen guys round the world followed me into fairground flying and all except one of them are dead.

time foot-launching had been established he was pretty able. In 1976 we had the first foot-launched championships, at Mount York. Steve won class 1 and class 2 and came second in class 3. You could enter all three in those days. Then I took him to America in '73. In '74 he won Cypress Gardens. From '74 onwards he has been almost undisputed.

Peter: When did interest in the sport start to spread in Australia?

Bill: In 1967 we had five in the first tow championships, in '68 we had 13, in '69 there were 55. The explosion started there. In 1970 we had hundreds. Interest in foot-launching started in about '71.

They were flying conventional Rogallos at the dunes by then. By '74 we had the Stinger. In 1976 Steve took the Stinger to Austria for the first official world championships and came back with one gold and two bronze medals.

Peter: What was your involvement with the sport when it started getting big?

Bill: After '75 Steve took over and haven't had anything to do with competition. I just help with the design of the gliders.

Bill: Very little. I suppose I hang glide a dozen times a year, usually to test gliders.

Peter: You've flown from Mt. Kilimanjaro in Africa. Have you any other aspirations in that line? I heard a rumor that you had Mt. Everest in mind.

Bill: Yes, that's true. But I won't climb it. I'll go up by balloon if I can get someone to back me. I'll use a combination of helium and gas. Sixty percent of the lift will come from disposable helium weather balloons and there'll be a canopy with a gas burner to control ascent and descent. I'll cut away from it and dispose of the lot on each flight. I'll get up to 34,000 feet, release, land on top of the mountain, plant the flag and then get off again.

Peter: Is that your last big goal?

Bill: Yes, I don't think I've got any more in me. If this doesn't come off in the next 12 months then I'll forget it.

Peter: Looking back over your career, don't you feel a measure of pride?

Bill: I only did what I wanted to do. It wasn't difficult. II

Peter: How much hang gliding are you doing these days?

Peter: Where was your money coming from at that time?

Bill: The auto-electrics business, but I was doing well at the fairgrounds. A lot of the money went to hospital bills.

Peter: At what stage did Steve get interested in the sport?

Bill: I started teaching him when he was 13 years old. He didn't like it. He did it just to please me but I didn't know that.

Then he had a break from it, went to the surf, while I carried on. When he was about 17, in 1974, he made a comeback and found that he liked it after all. We went to the Australian towing championships in Queensland and he won them quite convincingly.

Peter: What was he flying?

Bill: A conventional Rogallo. By the 40

Bill's son Steve Moyes is towed aloft in a Moyes glider at a Cypress Gardens competition.

HANG GLIDING

I

GARY HODGES SENIOR DIRECTOR USHGA TREASURER 4700 Fairway Drive Soquel, California 95073 405-475-0845

f 0 E-

..c

I

would like now for you to meet one who exemplifies the director dedicated to his constituency. Gary Hodges relates in a straightforward and understanding manner to members of his region, especially by putting himself "in the other guy's shoes." In the past 15 months of OCTOBER 1984

his term, he has maintained contact throughout much of Region 2 by means of periodic, regional meetings. "These meetings serve to involve members with input," says Hodges, "but I'm often faced with a general lack of pilot empathy (understanding, support)."

Getting a hand in hang gliding events, Gary has officiated at the Northern California Regional Meet, and at last year's Nationals at Dunlap. Asked what he thought about having a National Competition elsewhere in the country besides California - he answered, "We definitely have other good potential sites, such as North Carolina, Tennessee, and Hawaii."

Gary has been flying hang gliders for over five years and says things he enjoys most in the sport are the camraderie, being outside, and being different.

"My father was an Air Force pilot so I grew up thinking about flying a lot,'' recalls Gary. "A couple of years into insurance sales was getting boring so I needed something to balance out the normal work-a-day world with." ''Our local club has three sites that are beautiful and close, including Marina Beach, an excellent training site. Jerry Noland, my instructor, was interesting and committed. I liked the flying, the sites, and the friends, and stayed in it."

"I've noticed people in general have two bad impressions regarding the sport," he adds, "and those are: 'we're all going to die', and that it (the sport) is 'hand gliding'."

Gary is an active member in both the Monterey Bay and Fellow Feather Hang Gliding Clubs; and was with the Wings of Rogallo Club in the past. For hang gliding, he finds Northern California and Nevada to be adaptable to both mountain flying and towing. In the

mountain category he notes there's much coastal soaring.

Gary's overriding concern for the membership has been evident at the Board of Directors meetings, as well. At future meetings, the main topics he would like to see addressed and discussed are: ''ways to better understand members' needs and ways to fulfill them." Another is: "how to have USHGA-sponsored fly-ins, both regionally and nationally.''

Gary sits in on the competition, Commercial Relations, and By-Laws committees. Both there and in sessions of the general meetings, he's assertive, and not afraid to "rock the boat" during discussion and debate.

As president of an insurance marketing firm, Gary has experience valuable to the office of USHGA Treasurer, the position he has held for the past year.

He travelled to Los Angeles recently and completed a USHGA office efficiency inspection; and is in the process of preparing a report for the Board. Also he is writing a recommendation regarding the office computer operations and accounting software. His study and recommendation could well lead to an improved accounting system, which would keep USHGA headquarters posted, on a moment's notice, with solid, accurate financial statements and forecasts.

RUSS LOCKE DIRECTOR 1127 Kentwood Cupertino, California 95014 408-996-9800 A new director from the last election, Russ Locke came aboard at the begin41

(photo by Bettina Gray)

(photo by Brrtina Grny)

1rol over the Examiners and Observers,

etc.) that now depends upon the national for. We have gotten that the office staff in Southern California is here to serve the Directors. In many cases, the is true."

In conclusion, Russ writes a few observations: our Los headquarters offiee, l would like to sec a more modern computer must break down territorial boundaries and them with better communication lines.

I would like to least one of every ten that criticize the meets in Soul hern California sponsor a meet in their area.

Russ thinks other national comNew Mexico, with Telluride

of this year. He has not able to attend board one scheduled celled.

items that have under the gun. The strain shows in his statement he would like to address in the near

Yet Steve has city or has been since and says the ultimate part of it to him is up and He is involved Observer in the Pilot gram, and of and the

tides. of offering construct ivc r better get off my soap box for now.

I

conscientious hns come up with two fmslrations he feels univer-

Onr needs an introduction, since he has been on the subof some this year. Stc:ve Hawxhurst, out President for the past has persevered through more and times than perhaps any other chairman in the histmy. The financial of Board in the several

these turbulent times. In lieu of the cancelled he towed the line, in contact with the Executive Committee on emergency issues. Note that the Executive Commit·· tee (usually the four officers and office manager) can officially act (autonomously) on any issues that require a vote or official times when the Board is not convened.

Steve instituted a series of to all the directors, which he dubbed Busiconsisted of inand reports, with on the financial/office situations. His letters, frequently our mailboxes, have been great communicative tools. I feel they have served to the directors unified, and alerted concernmatters of vital Another benefit in President Hawxhurst's favor has been his to the USHGA Office (about which enabled hin1 to visit in person, on several necessary occasions. Thus he had direct, involvement with critical office affairs. authorized the of the software for the computer, the machine's with numbers. conferred with Carol prompt decisions to HANG GLIDING

save money, such as by cutting office space in half, which in turn cut rent payments. He made a judicious move instructing Carol "not to request a statement from our accounting firm for the last six months of 1983." The cost of such a statement was roughly $1,000 and frankly the statement we received at our last meeting for the first six months of '83 didn't make any sense to me and did not match our spreadsheet ''information." Neither had it made sense to any of the other directors! That non-understood statement was no doubt one of the prime causes of our grave financial situation going unchecked until almost too late. Steve proceeded to pursue answers about the statement, so that during an executive telephone conference later, we would have a somewhat comprehensive accounting sheet to refer to.

Steve has accomplished some other notable deeds on the Board. As chairman of the Insurance Committee in 1982, the cost of USHGA Insurance was reduced, by his writing of a comprehensive "bid process" whereby the organization could continue to get the best price for its insurance. At the time, this kept the USHGA dues at their present level.

In 1983 he wrote The Flying Site Information Manual, a compilation of useful guidelines, facts, and examples of how to acquire hang gliding sites. Steve produced the manual while serving on the Site Procurement Committee. I urge all Chapter Clubs to write USHGA and obtain a copy of this important, helpful manual.

Hawxhurst, additionally, is a member of the Commercial Relations Committee, whose goals are to improve communications, creative effort and good will with all forms of hang gliding related to businesses. He says "These goals will always be important to the health and effectiveness of our organization."

Steve considers his being a director /board member the past two and onehalf years "a job that must be done and done well for the sport I love, whether or not I get thanked for it.'' As far as the money it costs him, he says, "It's a severe drain at times, but I consider it worth it." Also he thinks the USHGA should foot the total of directors' travel expenses (to meetings), "if and when the OCTOBER 1984

USHGA can afford it."

Erik Fair wrote the following on Steve's general background in an interview in the April '84 Hang Gliding.

"Steve has been flying hang gliders for eleven years, has a USHGA Master rating and, since his shop is at his site, is able to fly about four days a week. Steve enjoys all forms of flying as evidenced by the fact that he holds sailplane and private pilot licenses. He is also an FAA Accident Prevention Officer. His experience with hang gliders and ultralights has coupled with his previous acting experience has enabled him to do a good bit of film and commercial work."

His shop is called Flight Realities, and the site is Torrey Pines, California. The shop located at Torrey, is stocked with equipment catering mainly to the experienced pilot. However, it's merely a branch to his headquarters shop in San Diego, where he runs a beginning flight school, and which has maintenance and hang glider repair facilities.

In his own personal flying, one thing he enjoys a lot is that "the phone doesn't ring up there."

Steve affiliates with two hang gliding clubs in his area: the Ultralite Flyers Organization of which he is a member, and the Torrey Pines Hang Gliding Association of which he is Benevolent Dictator.

Hawxhurst doesn't receive any director support, financial or otherwise, in his locale, yet he travels frequently around Southern California, to make sure he is in touch with his people.

A final note on towing: Steve isn't certain about favoring the fact that the USHGA is becoming supportive of towing. "The accident statistics aren't in yet," he says, and he further writes, "I'm uncomfortably aware of the fact that we're entering a new discipline with relatively little knowledge and experience. I've heard rumors of recent towing accidents and I sincerely hope that the Safety and Training Committee will direct their efforts towards avoiding our usual disastrous learning experience."

Now to complete Region 3, Bettina Gray would be next in line. However, since I'm lacking some information at this time, Ms. Gray's introduction will be reserved for a future date.

(continued

page 12)

(A Natural High) mended that beginners enroll in hang gliding schools that have instructors certified by the USHGA. The importance of proper, regulated training cannot be stressed enough. There is no quick and simple method to acquire the knowledge needed and beginners should never try to learn from a friend or by trial and error.

Check the Yellow Pages for a school in your area, or write the USHGA at Box 66306, Los Angeles, CA 90066, for a list of schools and dealers.

Lessons cost from $325 to $625 for 8-12 days which includes the use of school equipment (gliders, harnesses, helmets and two-way radios). After completing the course, pilots will be in the market for their own glider. Prices vary from $600 to $1,200 for a used intermediate glider, from $1,600 to $1,900 for a new intermediate and $1,900 to $2,400 for an advanced, high-performance design.

If you buy a used glider, remember that those made before 1979 are generally considered unsafe.

With safe equipment and proper training, people with normal strength and coordination and a responsible attitude have a chance to redefine their meaning of personal freedom by taking up the sport of hang gliding. •

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TO BE CONTINUED 43

MEDICINA AVIBUS

How To Stay Healthy Though Hang Gliding

by Fred Leonard, M.D.

l,d like you to meet someone this month. His name is John. I got to know John at work. In fact everyone at work got to know John because he was one of our regulars. In an emergency department, a regular is a patient who comes in so often that the whole staff, all 24 hours of them, all the nurses, doctors, paramedics, orderlies, everybody, gets to know him by his first name.

John and I used to talk when I wasn't too busy and when he wasn't too short of breath. Mostly I just used to listen. John was a pilot - not a hang glider pilot - he figured he was a little too old for that. At one time or another, though, he'd flown just about everything else. His flying career started out in P-38's in World War II. After the war he went to work for an airline, about the only normal sort of job he ever had; but that didn't last long, because with Korea he found himself back in action flying A-26's.

After Korea, he didn't return to the airline, but instead he started on a series of jobs in which he must have flown over a hundred different aircraft in places most of us will only ever read about. He ferried aircraft across the Atlantic and Pacific. He flew seaplanes in the Caribbean. He hauled cargo over every continent on the globe, and sometimes the cargo was the type men killed with or killed for. John also crop dusted a time or two, flew helicopters to offshore oil rigs, worked as a fire born ber, and spent some time as a bush pilot in Alaska. But for whatever reason, John always seemed to find himself back in a job where people were shooting at each other. He flew P-51 's in the Middle East. He

44

flew one of just about every type of World War II airplane that ever retired to fight again in the revolutions of South America: and yes, John also flew in Vietnam. That was his second airline job, though this airline had no stewardesses, no specific schedules, and a passenger manifest that sometimes showed fewer passengers on landing than it did at takeoff.

John definitely had some stories to tell, and I often wished I had more time to listen. But as time went on, even when I had the time, John was less able to tell them. It was just too hard for him to talk and breathe at the same time.

Two years ago when I first met John he was already on continuous oxygen.

Everywhere he went, a small green oxygen bottle and six-foot pale green plastic connecting tube went with him.

When he breathed, it was through slightly closed lips - an attempt to keep his narrowed and weakened bronchial tubes from collapsing and closing.

Yet, John still had his good days. He could still tell his stories, he could still drive his car, and he could still get around as long as he had that little green bottle with the pale green plastic tubing that strapped under his nose.

And on his bad days? Well, we were there. Sometimes with a combination of breathing treatments and intravenous medications we could get him over the rough spots and allow him to go home with his ever present oxygen bottle and multiple medications.

Sometimes, however, we couldn't; and those times John went into the hospital where the breathing treatments and intravenous therapy could continue.

Occasionally on the night shift when the emergency room was quiet I'd go up and see how he was doing. It was almost always the same. There at 3:00 AM would be John, working to breathe, sitting on the edge of his bed, and leaning on his forearms over the bedside table. He couldn't lie back, because if he did he couldn't catch his breath. So he just sat up all night long connected to his oxygen, connected to his I. V., waiting for the next breathing treatment, or waiting for the nurses to come in and take yet another sample of blood. John never complained though, not with all we did to him. In fact, when I asked him how he managed with so little sleep, he just answered that he hadn't slept very well for the last few years anyway, so he was used to it.

As the two years passed, John's emergency department visits became more frequent, but the times we were able to let him go home became less so.

Over the last year, he was always brought in by the paramedics, because he no longer had the strength to drive his car. In fact, he spent most of his time sitting at home just watching TV, since any greater activity made him painfully short of breath. John, who once flew all over the world in some of the best flying machines ever built, now

HANG GLIDING

MEDICINA AVIBUS spent his time sitting in a worn naugahyde recliner, tethered to a little green oxygen bottle.

The last time I saw John he was at his worst. He was fighting to breathe, yet breathing almost not at all. The only chance we had to save him was with endotracheal intubation-inserting a tube down the back of the throat and into the trachea, the opening to his lungs. We did that, put him on a respirator, and attached him to the maze of tubes, monitors, and needles that are required for admission to the intensive care unit.

It wasn't easy, but he hung in there.

However, it had become so hard for him to breathe that it took over two weeks before his doctors could remove the tube from his throat and wean him off the respirator. By this time John had become even more wasted and cachectic than before. In the two short years that I had known him, he had become frail, chronically ill, old and tired. His one full-time task and battle now was to sit at the end of that pale green oxygen tube, and use every ounce of energy he had left to fight off inevitable suffocation.

John did make it out of the hospital, but not for long. About two weeks later he came back to the emergency department. I'm glad I wasn't on duty at the time. When the paramedics found him at home he was struggling to breathe, but the air wouldn't move.

Though everything possible was done to assist him, his heart stopped before he got to the emergency department; and there, further attempts at resuscitation were also unsuccessful, as they almost always are with patients like John. At 2: 18 in the afternoon, and at the age of 67, he was pronounced dead.

I'd like to be able to tell you that John's case was unusual, that he had been chosen by fate to die of some rare disease that he contracted in a mysterious foreign land. I'd like to, but I can't. John died of chronic obstructive pulmonary disease, what most people know as emphysema. It's a disease so

OCTOBER 1984

common that I can't count the number of people with it I've watched die.

Most of those people I didn't know as well as John, and most I didn't want to. After awhile you learn to keep a distance from your patients. You tell yourself you can be more objective that way, give better care. But you really do it in self-defense. It's bad enough telling strangers that someone close to them has just died, you don't need the added burden of realizing that you too have just lost another friend.

Yet, the really maddening, stupid, senseless thing about John's death and the deaths of all those like him is that they don't need to happen. They're completely preventable. John bought his emphysema one pack at a time.

When he finally realized he was in trouble, when he finally quit smoking, it was already too late. The disease had gone too far.

I'm told that fifty percent of male smokers who survive a heart attack subsequently quit smoking. Why couldn't they have quit sooner? Apparently they weren't motivated. They just didn't have a good enough reason.

The fact that smoking significantly increased their chances of dying from lung cancer, emphysema, heart disease, and a variety of other cancers and diseases apparently wasn't a good enough reason. The fact that it also increased the frequency and severity of other illnesses they might get also wasn't a good enough reason. Even that fact that smoking could significantly affect the health of their unborn children as well as the health of the people around them was not reason enough. Not until they had a heart attack did they have enough of a reason, and by then it was a bit late.

Somehow I'd like to believe that knowing John can give somebody an alternative good reason. If it does, John's death will not have been such a waste. That's why I've introduced you to John. You see, nothing else I've tried has worked, and I've already lost too many friends.•

UPDATE (continued from page 7)

(Grandfather Mt.) dreams, and I'd say it's certainly safer than crossing a California freeway."

Moyes was impressed with the safety improvements in hang gliding. He felt there was a period of rapid, uncontrolled growth in the sport where the combination of unsafe equipment and inexperienced pilots resulted in a lot of deaths. He said safety regulations, better equipment, and better trained pilots have changed things for the better.

Moyes laughs when his own "first flight" is brought up. He had no idea what he was getting into when he footlaunched a wood-framed plastic Rogallo Wing from Australia's Botony Bay in 1966, the very first successful foot launch of a flexible wing. After a number of crashes by both him and his daredevil friends, they were able to modify the wing to make it safer to fly.

Sixty-five years ago, a seven year-old boy named Francis Rogallo saw his first airplane and like John Harris, his life would never be the same. It was his childhood dream to fly like a bird and he took matters into his own hands by inventing a means to do so, the flexible wing.

Rogallo's vision to invent the hang glider is the same vision he sees for the future of the sport. He is not as amazed as others about the progress of the sport because his original vision is for even greater things. "I thought that if people could own automobiles, then they ought to be able to own practical, safe and low-cost flying machines too."

Vic Powell paid tribute to his sport's pioneers and to the accomplishments of the USHGA in making hang gliding the safe, first-class sport it is today. He also paid tribute to the ten years of flying at this Eastern United States hang gliding center and to its proprietor, Hugh Morton, for his devotion to the sport and its people. •

45

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S 2.95

ITEMS 1-1

"HEW .. USHGA 'HANG GLIDING' T-SHIRT. 100% heavyweight cotton. WHITE or TAN. Men's sizes: SM L X-L (CIRCLE ONE).

USHGA EMBLEM T-SHIRT. 100% heavyweight cotton. TAN or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW" USHGA BELT BUCKLE. Solid bronze, custom design, relief sculplure. 31/, x 21/,.

USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst w/black print).

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

LICENSE PLATE FRAME. "I'd rather be hang gliding." White on Blue.

WALLET. Nylon, velcro closure, mach. washable, water resistant.

ROY AL BLUE color.

1-2 1-3 1-4 1-5

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1-6 1-8 1-9

$ 8.00

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$ 8.00 $ 5.00 $12.00

$ 1.00 .25 5.50 $ 8.95

HANG GLIDING/GROUND SKIMMER BACK ISSUES ... SPECIFY BV CIRCLING ISSUE NUMBER" 'ISSUES HOT NUMBERED ARE SOLD OUT'" PRIHTEO COPIES:

PRINTED COPIES: PRINTED COPIES:

20. 21. 22, 23, 24. 25. 28, 29. 30. 32. 33, 34, 36. 37, 38. 41, 42, 43, 44, 45, 47, 56, 58, 59. 60. 61. 62. 63, 64, 65, 66. 67.

68, 69, 70, 71, 72 73, 76. 77, 78. 80, 82. 83. 86, 87. 88. 89. 90, 91. 92 93. 96.

98, 99. 100. 101. 102, 103 105 - Current Issue "NO TAX OH MAGAZINES"

$ 100

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s 150

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S 2 00

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MAGAZINE SUB TOTAL

Ordering Information: All prices include postage and handling. (Prices subJect to change without notice ) Enter quantity and price of each item ordered Allow 3-4 weeks delivery (8 weeks for Foreign)_ All orders are malled by lhe cheapest available rale_ ll you wish to receive your order laster. please mclude suff1c1enl pos1age lunds No C O.D ·s

MERCHANDISE SUB TOTAL (Calilorn1ans add 6% tax on merchandise only)

Foreign Orders USHGA will ONLY accept foreign checks payable on a US bank ,n U.S. lunds

NAME _ _ _ _ _ _ _ _ USHGA # _ _ __ (Please Print)

HO CHARGE ITEMS USHGA MEMBERSHIP APPLICA TIDN FORM (#4)

USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MERCHANDISE ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENTHAL AWARD FORM

ACCIDENT REPORT FORM (#15)

Charge my O MasterCard

ADDRESS CITY

Card No.

STATE _ _ _ ZIP _ _ __

TOTAL

0 VISA

~ - - - - - - - ~ - ~ ~ - Ex. Date~~~-~~-

Signature

MAIL WITH CHECK OR MONEY ORDER TO:

USHGA, PO BOX 66306, LOS ANGELES, CA 90066

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CLASSIFIED ADVERTISING

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

Rogallos Attention: MONEY$$ or trade in value for old, obsolete hang gliding stuff including magazines.

Hang Glider Emporium (805) 965-3733.

DELTA WING'S NATIONWIDE NETWORK OF DEALERS can help get you into the air.

Alternative financing plans available. For further information and the address of your nearest dealer, contact: DELTA WINO, P.O. Box 483, Van Nuys, CA 91408 (818) 787-6600.

AOLUS 170 - Excellent flying machine for X-Country, thermalling, and strong conditions all blue w/rainbow insert panel on left wing (crosswise) $1300. (219) 773-4313.

COMET II 185 - Excellent cond, blue & white $1,500 (916) 587-1211 (Calif.)

PORKINO OUT! - Must sell 135 Comet (or trade for 165). Clean sail, flies great, 103 hrs. $800. (612) 646-2062.

COMET 185 - Excellent condition, red, gold, white, $950. (918) 647-9606.

NEW MAGIC III - 177 sq. Fun to fly. Handles great $1750. (503) 942-8914.

1980 MOYES MAXI Ill - Good cond. w/tandem bar. $600. (916) 587-1211 (Calif.)

MOYES MEGA ll - 1980. White, It. blue, purpie. Carrying case, harness. Rarely flown, excellent condition. $1,000. Xenia, OH (513) 372-523 l. Steve 10 to 5.

MOYES METEOR - Rainbow red plus black w/w cocoon harness - large - both like new condition (312) 485-8883.

EIPPER PERFORMANCE 160 - beginning to intermediate trainer $150. (219) 773-4313.

PHOENIX 60 - with harness, good condition $500. (415) 873-3550 ex!. 105 Keishi.

PROAIR 180 - Excellent condition. $850. o.n.o. Will ship, Ward (505) 893-7212, (505) 296-0934.

RA VEN 209 - With harness OC $500. O.B.O. (805) 643-977 l.

RAVEN 209 - Low hours. Excellent condition $700. (602) 526-3620.

WANTED RA VEN 209 - new to excel. cond.

Also harness, chute, instruments (213) 379-2134.

RA VEN 229 - wt. range 170-230, rainbow sail.

Excellent for tandem or the larger pilot. $800.

Many others, from $200 - call UP/UTAH (801) 572-1537.

SEAGULL METER - Yellow, red trim 194 squares. Very clean (419) 471-1621 $450.

BUNNER BROS. HO - Sensor 165. 20 hrs orange L.E. $2000. (815) 234-5388 eves.

180 DUCK - Red leading edge, spectrum center panel, like new with bullet man harness $1050.

(812) 288-6597.

SENSOR 510 - 165 - Rainbow, factory tuned, will ship $1300. (805) 687-3119.

1980 UP FIREFLY 216-B - Best design of firefly made. Flies like a dream. Weight capacity 160-220 lbs. Must sell $600. (714) 840-0739.

STREAK 180 - Excellent - rainbow lower surface, low airtime, steal at only $1195. (619) 286-5604.

E!PPER FLEX! 2 - Apx. 140 S.F., red, nice for lightweight beginner $200. (219) 773-4313.

SUPER LANCER 180 - Used less than 8 hours. $650. or best offer (408) 252-2752.

GEMINI 164 - Orange, yellow, & white, 15 hrs.

TT, $875. Dick (415) 332-1716 California.

VIPER 175 - 81-82 Bennett. Double surface harness $750./offer Tahoe (702) 831-6415.

GEMINI 164 - Excellent condition. Orange, gold, yellow, white. Best offer. Evenings (619) 291-1996.

X-200 - Red and white, good condition with trike bracket $650. (213) 355-9449.

GEMINI 184 - wt. range 150-230, blue and white, orange tips. Like new; used only briefly in filming. $1075. Many others, from $200. - Call!

UP/UTAH (801) 572-1537.

WANTED - Used Hang Gliding Equipment, Gliders, Instruments, Harnesses and Parachutes.

SAN FRANCISCO WINDSPORTS, 3620 Wawona, San Francisco, CA 94116, (415) 753-8828.

GEMINI 184 - New with custom sail $900; Electra Floater 185, $600. Chuck (503) 296-9588.

Rigid Wings

HARRIER I 177 - Black w/dark red upper/white lower leading edges. Excellent condition. Great performer. Includes 2 spare down tubes (714) 987-7293. $675.

FLEDGE II - Orange, red, good shape $375.00.

Red Baron Dragon Fly $250.00, Sun 38 $200.00, 168 Spyder $325.00, Soarmaster $275.00 (503) 276-2329.

HARRIER 177 - Excellent condition, never crashed. Lands easy, handles great. Possibly help with shipping cost. $650. (503) 942-8914.

SMALL PILOTS - Colorful Super Lancer 155, excellent condition $700. In Masssachusetts. Call collect (303) 925-5510 (Colorado).

LEAF GLIDER - 200 S.F. (Modified w/sail insert at keel) good beginners glider, w/harness and helmet $300. (219) 773-4313.

48

Schools and Dealers ARIZONA ARIZONA WINDSPORTS - Certified instruction utilizing the world's only man-made trainer

hill. Skyting instruction in the advanced class. Full service shop: gliders, accessories, parts, repairs.

Dealer for Progressive Aircraft and Delta Wing.

5245 S. Kyrene, Unit #4, Tempe, AZ 85283 (602) 897-7121.

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

CALIFORNIA BRIGHT ST AR HANG GLIDERS - Certified Personal instruction for all levels. Proudly representing Wills Wing, UP, Pacific Windqaft and most major manufacturers. Quality restorations, parts and accessories for Northern California. 3715 Santa Rosa Ave., Santa Rosa, CA 95407. (707) 584-7088.

CHANDELLE SAN FRANCISCO, Hang Gliding Center. USHOA certified school. Stocking dealer for Wills Wing, UP, Progressive Aircraft, Pacific Windcraft, Delta Wing. Learn to fly with us! (415) 756-0650.

HANO FLIGHT SYSTEMS - Certified instruction program. Featuring Wills Wing and Ultralight Products gliders and accessories. Duck, Comet II, Skyhawk, Gemini demos available to qualified pilots. 1202 E. Walnut, Unit M, Santa Ana, CA 92701. (714) 542-7444.

HANG GLIDER EMPORIUM - Quality instruction, service and sales since 1974. Full stock of new and used UP and Wills gliders, harnesses, helmets, instruments, accessories and spare parts.

Located minutes from US IOI and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

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

HANO GLIDERS WEST - ULTRALIGHT FLIGHT CENTER - New and used gliders.

SINCE 1973, CERTIFIED, FREE BROCHURE! 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494. DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! PINECREST AIR PARK service (814) 887-9275.

Instruction, sales,

SAN FRANCISCO WINDSPORTS - Gliders & equipment sales & rentals. Private & group instruction by U.S.H.0.A. certified instructors.

Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) 753-8828.

WJNDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLIDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-011 l.

COLORADO FOUR CORNERS ULTRALIGHTS - since 1974. Sales, service, instruction. Box 2997, Durango, CO 81301 - (303) 259-1033.

HANG GLIDING

CLASSIFIED ADVERTISING CONNECTICUT

NEW YORK

CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Blau, Lynda Blau, (203) 267-8980. Hang glider dealer for Wills and UP. Ultralight also available.

USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN.

MONTAIN WINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing. We are now the area's only Wills Wing dealer, also Delta Wing, Pacific Windcraft, Seedwings and Manta.

Sail, airframe repairs on all makes, RIC equipment. Main St., .Kerhonkson, NY 12446 (914) 626-5555.

HAWAII FREE FLIGHT HANG GLIDING SCHOOL Certified instruction, sales, service and rentals. 684 Hao St., Hon., Hi 96821. (808) 373-2549.

International Schools & Dealers JAPAN

~

NORTH CAROLINA

SUN RISE

TRADEWINDS HANG GLIDING - USHGA Certified School. Rentals, tandems, Wills Wing.

Box 543, Kailua, HI 96734 (808) 396-8557.

KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 27959 l-800-334-4777, in NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning & Advanced packages; complete inventory of new gliders, accessories & parts. Ultralight training & sales available as well as windsurfing sales & instruction.

IDAHO

OREGON

TREASURE VALLEY HANG GLIDERS - Service - USHGA Jnstruction - dealers for all majar brands, accessories - site info, ratings - Box 746, Nampa, ID 83651 (208) 465-5593.

EASTERN OREGON ULTRALIGHTS - Certified instruction. New and used. Wills Wing specialists, PO Box 362, Pendleton, OR 97801 (503) 276-7462.

MAUI SOARING SUPPLIES - Certified Instructors, Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.

MINNESOTA

PENNSYLVANIA

NORTHERN SUN, 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.

When in the North Country stop by and test our line of gliders and enjoy the sites. 9450 Hudson Blvd., Lake Elmo, MN 55042 (612) 738-8866.

SKY SAILS LTD Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.

~~~ Distributor major brands hang gliders (Airwave Magic), instruments, parachutes and ultralights.

Tokyo 03/433/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April -November).

SWITZERLAND SWISS ALP HANG GLIDING SAFARI - For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Kurfirstenstr. 61, 8002 Zurich, Switzerland, Airmail.

MINI OWENS TOW SYSTEMS

FLY UT AH WITH

SANDIA SOARING SERVICE Connection - (505) 298-8454.

f ?~ .

NEVADA

•

-J=ReeOOrn

T

NEW MEXICO Your Sandia

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.

UTAH

HIGH SIERRA SPORTS, INC. - 286 E. Winnie, Carson City, NV 89701. (702) 885-1891. Northern Nevada's complete hang gliding, windsurfing & ultralight shop. All major brands available.

USHGA Certified Instructor, Observer & Region II Examiner. Sales, service, rentals and lessons.

COIJNTFfY tNC

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Delta Wing Products, certified instruction, 9173 Falcon Cr. Sandy Utah 84092 (801) 943-1005.

i

Mini Owens Tow Release Lightweight, small, strong Internal pulley for smooth rope movement.

Nickle plated $35. With 5/ 16 bridle and rings $42,

Mini Owens Tension Gauge Hydraulic, compact, lightweight.

0-200 lbs - ready to use $150.00

PAUL LUNDQUIST: 2409 E. Golf Course Rd. Alexandria, Mn. 56308 - 612-763-5 71;:,

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I I USHGA CLASSIFIED ADVERTISING ORDER FORM I 35 cents per word, $3.00 minimum.

I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - $10.00 I Deadline, 20th of the month six weeks before the cover date of th11 I issue In which you want your ad (I.e. March 20, for the May Issue).

I Bold face or caps 50c per word extra. (Does not Include first few I word& which are automatically caps). Special layouts or tabs $20- per I column Inch.

I Payment for first three months required In advance.

I I Please enter my classified ad as follows: I

Section (please circle)

Parts & Accessories

Rogallos

Rigid Wings

Schools and Dealers

Business & Employment Opportunities

Emergency Chutes

Publications & Organizations

Ultralight Powered Flight

Miscellaneous Begin with consecutive issue(s).

19

issue and run for

My check _ _ money order _ _ is enclosed In the amount of $ Name:

I I I I I Number of words: I

Address:

@ .35 •

Phone Number:

P.O. BOX 88306, LOS ANGELES, CA 90088 I (213) 390,30e5

I

L---------------------------------------------------------1 I

OCTOBER 1984

I

49

CLASSIFIED ADVERTISING Emergency Parachutes

Parts & Accessories

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

65-1425.

®-

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installed and replaced. S.F. Winds ports (formerly H.G. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

San Francisco Wind sports (formerly H.G. Equip· ment Co.) For all your hang gliding needs. We are dealers for all major brands. Send $2.00 for price list - 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

Ultralight Powered Flight

Brand new - never been used! WW Flylite Harness w/chute container (fits 5'8" to 6' I"), $135. - 20 gore "Advanced Air" parachute, $295. Bulletman Harness (fits 5'8" to 6' 1"), $225 or less - one hour airtime. John Bautsch (715) 842-4103.

NEW!! ATV TRIKE - 440A Kawasaki with Demon 175-lhr.-149 Raven, rainbow color. Ex. Cond., UP harness with "Advanced Air" parachute $2,950. takes all. Lou (412) 846-1782.

BENNETT TRIKE - New, low time, l-uji-Robin 32 hp., $1150. Moyes 190 beefed up, great with trike, $950. (619) 435-4868.

Trike

AIRWAVE MAGIC 3 GLIDERS - $2000!

AFRO Owens Valley 8000 vario/alti's - $500!

AFRO analog vario's - $200! THUNDERBIRD vario's (British) - $300! SYSTEK 2 vario's $210! DIPLEX altimeters - $49! Leading Edge Air Accessories (214) 231-5835.

TRIKE - 28 hp Lloyd. Test flown only, new condition. Cost $1,800 sell $1,200 0.8.0. Will ship.

(619) 723-0426.

Publications & Organizations

Business Opportunities

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.

CRYSTAL AIR SPORTS MOTEL - Male/ Female HELP WANTED: 15 hrs.lwk. Exchange for lodging in Original Flyers Bunkhaus. Call or write Chuck or Shari, 4328 Cummings Hwy., Chattanooga, TN 37409 (615) 821-2546. Home of SKY GEAR, Apparel & Accessories. Also, vacationing? Private Rustic Rooms. Waterbeds, Video Movies, Color TV, Pool.

MAGAZINE COLLECTORS: List of old Hang Gliding, Ground Skimmer and Glider Rider magazines for sale. Dan Poynter - P .0. 4232-G, Santa Barbara, CA 93103-0232.

REPAIRS MANAGER - for Kitty Hawk Kites/Sports. Responsibilities include sail repair, sail making (hang gliders, windsurfers, ultralights, catamarans), airframe repair, rigging. Opportunity to develop a sail loft. Contact John Harris P.O. Box 340, Nags Head, NC 27959 (919) 441-4124.

HANG GLIDING BUCKLES - Photoengraved, solid brass, depicting soaring birds of prey. Exceptional quality. Send for free brochure!

Massachusetts Motorized, P.O. Box 542-0, Cotuit, MA 02635.

FOR SALE - Flight park, store, rec. hall. Location - Dunlap California. Site of 1983 Region 2 National Qualifier. Flora Wise Realty - 437 Trout lake, Sanger, CA 93657 (209) 445-3601.

Miscellaneous

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 Vi" dia. Inside or outside application. 25~ each. Inelude 15~ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

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BUMPER STICKERS - "l here's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1831 Clove St., San Diego 92106 (619) 455-6036.

TEE-SHIRTS with USHGA emblem $8.00 ineluding postage and handling. Californians add 6% tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, M, X-L. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

U.P. FRENCH CONNECTION - Flown once.

Incl. mounting brackets $65. (213) 674-0923.

FLIGHT DESIGNS STIRUP HARNESS w/knee hangers brand new, red, suitable for small person. $100. (219) 773-4313.

The rate for classified advertising is 35¢ 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 ad copy, instructions, changes, additions and cancellations must be received in writing I V, months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, Box 66306, Los Angeles, CA 90066.

•

Para ' Publishing

Books by Dan Poynter

Post Office Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277

\.

Send For FREE Brochure ~

The Hall Airspeed Indicator A precision instrument for the serious pilot. Rugged, dependable and easy to read.

5" diameter ABS plastic wheels.

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

Wheels - $20 DO/pair Foreign & C.0.D. orders add $2.00

Control Bar Protectors

50

:Battei-1i@la1ge1Jack

..

Foreign & C.O.D. Orders add $2.00 Control Bar Protectors

Hall Brothers P.O. Box 771·H, Morgan, UT 840b0 C.O.D. Phone Orders (801) 829·3232

B.s.tt~000.5-9Vol~S1J,;"M"

S,i,:"~NrC<IRecha•g;eabies

Ad1uslable Tum-On

Airspeed lndicator. ................. $21.50 Long Bracket ......................... 6.00 Airspeed Indicator with Long Bracket

• Rllgge{_-1,Aeler. Raads + or - 1100 FPM

II _

•

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I

Sy1tem1 Technology Inc

PO Box 22121!

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TN

37933

HANG GLIDING

CLASSIFIED ADVERTISING USHGA CERTIFIED SCHOOLS

Stolen Wings TYPE: Sensor 510 180. SAIL: Blue LE, Bayberry double surface, white main body.

Many rips in LE. Was not in bag when stolen. WHERE AND WHEN: Hart Park, Bakersfield CA May 6, 1985. Was seen leaving the bottom of the hill on a small red hatchback car! CONTACT: Larry Broad (209) 784-4618.

TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONTACT: Mark Wadsworth (817) 777-5174 or 292-1578. $100 reward.

TYPE: Ball 651 vario, Robertson cocoon harness (red exterior, gold-black-gold chevron), parachute and Bell helmet. CONTACT: Robert Fullam, 551 Jean St. #302, Oakland, CA 94610.

TYPE: 165 Demon. SAIL: Brown LE, orange TE. Disconnected nose batten, slightly ripped velcro on underside. CONTACT: Scott Nichols, Box 3035, Aspen, CO, 920-i295.

TYPE: UP Gemini 164, '81, #164053.

Orange leading edge and keel pockets, white sail, no mylar. FROM: hangar at Morningside Recreation Area, Claremont, NH. WHEN: Sometime in November, 1983.

CONTACT: Jamie Burnside, 12012 Broadway Terrace, Oakland, CA 94611, (415) 654-4539.

TYPE: Comet lI 165 #1650 and Robert cocoon harness (red) with blue parachute container, and Litek vario (red) in blue bag.

WHERE AND WHEN: Livingston, MT along highway, Feb. 11, 1984. PATTERN: Red LE, spectrum dbl. surface, white main body, white keel pocket. CONTACT: Bill Snyder, 3751 S. 19th, Bozeman, Montana 59715 (406) 586-1840.

TYPE: Comet 165. SAIL: Brown LE, red dlb. surface, gold main body w/small brown star left of center.

CONTACT: Rob Brohaugh, 1703 10th Ave. S., Great Falls, MT 59405 (406) 761-0795 TYPE: High Energy Travelite harnesses.

Silver cocoon, black and chrome chevron, experimental 15-foot chutes. UP helmet, vario, radios, altimeter. Also, aqua blue harness with racing boot, white bird with rainbow from wings. Chutes not safe.

WHERE AND WHEN: Garage in Orange, CA Nov. II, 1983. CONTACT: Rich Pfeiffer, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186.

OCTOBER 1984

GOLDEN SCHOOL OF HANG GLIDING 15912 w. 5th Golden, CO 80401 FREEDOM WINGS, INC. 9235 s. 225th w.

Sandy, UT 84070 FREE FLIGHT, INC. 7848 Convoy Cl. San Diego, CA 92111 KITTY HAWK KITES (East) P.O. Box 340 Nags Head, NC 27959 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20-A Pamaron

Ignacio, CA 94947 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 2410 Lincoln Blvd.

Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424

FRONT RANGE HANG GLIDERS 824 Maple Fl. Collins. CO 80521 (303) 482-5754 THE HANG GLIDING CENTER 4206-K Sorrento Valley Blvd.

San Diego, CA 92121 (619) 450-9008 NORTHWIND HANG GLIDING SCHOOL 8 Strong Ave. Rockville, CT 06066 (203) 875-1964 DESERT HANG GLIDERS 4319 W. Larkspur Glendale. AZ 85304 (602) 938-9550 SKY SAILORS SUPPLY 8266 Hwy. 238 Jacksonville, OR 97530 (503) 899-8064 WINDSPORTS INTERNATIONAL 16145 Victory Blvd.

Van Nuys, CA 91406 BRIGHT STAR HANG GLIDERS/ FRESH AIR FLIGHT SCHOOL 3715 Santa Rosa Ave. Santa Rosa, CA 95407 (707) 584-7088 HANG FLIGHT SYSTEMS 1202-M E. Walnut Santa Ana, CA 92701 (714) 542-7444

MISSION SOARING CENTER 43551 Mission Blvd.

Fremont 1 CA 94538 CHANDELLE SAN FRANCISCO 198 Los Banos Daly City, CA 94014 W.W. HANG GLIDING SALES 3083 Woodway Road SE Roanoke, VA 24014 ULTIMATE HI SCHOOL OF HANG GLIDING 13951 Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO WINDSPORTS 3620 Wawona

San Francisco, CA 94116 (415) 753-8828 TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HAWK KITES WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 410 Leoni #I Grover City, CA 93433 FREE FLIGHT HANG GLIDING SCHOOL 684 Hao SI. Honolulu, HI 96821 AERO-SPORT ULTRALJGHT GLIDERS INC. 898 S. 900 E. Salt Lake City, UT 84102 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790 EASTERN ULTRALIGHTS 128 Richmond Ave. Lancaster, NY J 4086 (716) 681-4951 HOLE IN THE SKY, INC. 5835 Main St., Box 368 Fogelsville, PA 18051 (215) 395-8492

Index To Advertisers Airwave ............................. 29 Airworks ............ _............... 29 Bennett Delta Wing Gliders ................... BC Hall Brothers ...................... _.. 50 High Energy .......................... 16 Litek ................................ 13 Lookout Mt. 2 Lundquist ............................ 49 Manbirds ............ __ ............. _ 13 Paci fie Windcraft. . . . . . . . . . . . . . . . . . . . . 8 Pagen Books ......................... 13 Para Publishing ....................... 50 Publitek ............. _.............. 13 Santa Barbara HG ............ __ .... 5, 43 Seed wings ............ _............. !BC South Coast Air ....................... 29 Speed Rail ......... _. . . . . . . . . . . . . . . . . 5 Systems Tech ....................... _. 50 UP .............................. IFC, I USHGA ....................... 46, 47, 52 Wills Wing ........................... 23

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing l Y, months preceding the cover date, i.e. Mar. 20 for the May issue.

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FULLMEMBERIIII. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

NAME

(Please Pr,nt)

ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE------ZIP

PHONE (

D NEW MEMBER

D RENEW/USHGA # _ __

ANNUAL DUES: $29.50 ($32.50 foreign) This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with current issue, liability and property damage insurance, and voting privileges ($10.00 of the Member dues is designated for Hang Gliding magazine). I need not be a rated pilot to bea member.

INSURANCE PLANS AVAILABLE D Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee)

FAMILYMEMBERIIIIIIIIIIII. . . .IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII. .IIIIII 1. NAME - - - - - - - - - - - - - - A N N U A L DUES: $14.75 for each family Member, o NEW MEMBER o RENEW/USHGA # everywherewho resides in my household. Each will receive all Full Member privileges EXCEPT a sub2· NAME scription to Hang Gliding magazine.

D NEW MEMBER D RENEW/USHGA # _ __

SUBSCRIPTION ONLY 111111111111111111111111111_ _ _ _ _ __ NAME

D

$22.50 SUBSCRIPTION ($25.50 foreign) for one year.

D

$40.00 SUBSCRIPTION ($46.00 foreign) for two years.

D

$57.50 SUBSCRIPTION for three years.

D

$11.25 TRIAL SUBSCRIPTION ($1275 foreign) for six months.

(Please Print)

ADDRESS---------------CITY _ _ _ _ _ _ STATE _ _ _ _ __ ZIP

PHONE (

($66 50 foreign)

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 USHCA will ONLY accept foreign checks payable on a U.S bank in US funds. (US dollars or International Money Order) Allow 4 to 6 weeks for processing.

I received this application form from·

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

Charge my Q. MasterCard

D VISA

Card N o . - - - - - - - - - - - Ex. Date _ _ __ Signature

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IA.

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P.0.Box 66306, Los Angeles, California 90066 USHGA Item #4

Revised 9/81

(213) 390-3065

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CH FEIFF EW MITH The new Sensor 510-160 V.G.* wins two out of top four places in the 1984 U.S. Nationals.

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