USHGA Hang Gliding November 1984

NOVEMBER 1984 $2.00

USHGA MERCHANDISE ORDER FORM

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MAHBIROS by Maralys Wills. Entertainingly lakes lhe reader lrom hang gliding's past to its soaring present. 8 pg color, 150 Blk & Whl photos. 40 pg appendix USHGA INSTRUCTORS CERTIFICA TIDH MANUAL. Complete requiremenls, syllabus, teaching methods.

HANG GLIDING by Dan Poynter. Blh Edition. Basic Handbook for skysurting.

FLYING CONDITIONS by Dennis Pagen. Micromelerology for pilots.

90 illustrations.

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

HANG GLIDING TECHNIQUES by Dennis Pagen. Techniques for cross-country, competition & powered flight.

POWERED ULTRALIGHT AIRCRAFT by Dennis Pagen. Complete instruction manual.

POWERED ULTRALIGHT TRAINING COURSE By Dennis Pagen. A manual for sell-training & training schools. 1 t lessons, lests and FAA Regulations.

MAHHEO KITING by Dan Poynter. Handbuok on tow launch 1\ying.

MAH.POWERED AIRCRAFT by Don Dwiggins. 192 pg history of llight. Features flight of Gossamer Condor.

FEDERAL AVIATION REGULATIONS FDR PILOTS. 1983 Edition.

Hang gliding pertinent inlormalion.

FAI SPORTING CODE FOR HANG GLIDING. Requirements for records, achievements & World Championships.

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

An asset to instructors. 24 pgs.

USHGA OFFICIAL FLIGHT LOG. 40 pgs. Pocket size, skills signolls (all levels), glossary ol lerms, awards.

$17.95

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

USHGA EMBLEM T-SHIRT. 100% heavyweight colton. TM! or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) .. HEW .. USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 31/, x 211<.

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

USHGA EMBLEM DECAL. 31/,'' dia., full color.

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

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

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USHGA BASIC SAFETY REGULATIONS (PART 100)

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USHGA, PO BOX 66306, LOS ANGELES, CA 90066

HIGH PERFORMANCE

BY WILLS WI NG

TECH SERIES

THE CONCEPT The Wills Wing HP is an innovative, high aspect ratio (7.0), high span (34.3 feet), structurally efficient (66 lbs.), very high performance foot launched flex wing hang glider. Superior performance is achieved in three primary ways:

REDUCTION OF SPANWISE TWIST Three factors contribute to the exceptionally low spanwise twist of the HP. Tension in the sail is very high, the leading edge spar is very stiff, so that deflection in the spar is very low, and the high density of full length battens provides extra support for the roached area of the sail. The resulting low twist maximizes effective span and aspect ratio, and lowers the induced drag to a minimum.

REDUCTION OF PARASITE DRAG Most of the keel is enclosed within the double surface or fitted tightly against the sail body in the rear. The keel pocket has been eliminated.

On a conventional glider, the keel and keel pocket represent a significant

and keel pocket. We found that the keel and the sail both move about the same distance in the same direction at the same time when the pilot shifts his weight. We realized that with a floating keel, the keel pocket was unnecessry, and further that removing the keel pocket might actually improve turn response. The reason is that with the sail attached to the keel, when the pilot's lateral movement pulls the keel to one side, it will also pull the sail in that direction, rather than relying only on the imbalance of weight on the wing to produce the billow shift. The HP, with floating keel and no keel pocket, rolls quickly in response to pilot weight shift, even with very high sail tensions.

Also, because the sail is attached tightly to the keel, the glider has a more "connected" feel to it providing better feedback to the pilot in thermal ling conditions.

EASIER GROUND HANDLING The "no keel pocket" configuration of the Wills Wing HP leads to a host of other advantages. Because the mass of the wing is closer to the pilot, and because the glider has a more connected feel to it, ground handling is much easier and more positive.

MORE PITCH AND ROLL AUTHORITY Also, by bringing the pilot and wing closer together, control authority in both pitch and roll is increased, and damping in both pitch and roll is reduced without reducing the length of the pilot suspension pendulum, which would result in higher control forces. With the pilot closer to the wing, the same lateral weight shift requires the glider to roll through a larger angle before the pilot and glider are once again in vertical alignment and the rolling moment disappears. By the same token, for a given number of degrees of bank angle change, the glider moves through a shorter arc in it's revolution around the center of mass, and hence the amount of roll damping is reduced, making for a faster roll rate.

EASIER LANDINGS, BROADER SPEED RANGE The greater pitch authority yields easier, more positive landing flares and provides a broader speed range with less of the tiring physical effort required to hold high speeds in conventional designs.

portion of the total drag area of the glider, especially when the glider is slipping or skidding. The elimination of the keel pocket also brings the pilot and lower rigging and structure closer to the wing and into a region of reduced airflow, thus furlher reducing drag.

PRECISE AIRFOIL DEFINITION The Wills Wing HP has 20 full length battens across the top surface of the sail, providing precise definition and control of the airfoil section at each station across the wing, helping to control the twist, and eliminating flutter even at the highest speeds. The cut ot the sail has been carefully designed to conform to the in-flight shape of the airframe with extraordinary accuracy.

THE INNOVATION The most striking visual difference in the Wills Wing HP is that it has no keel pocket. The keel is almost entirely enclosed within the double surface, and is held tightly to the top surface of the sail in the rear.

In early hang gliders, the keel was bolted to the crossbar and the sail was attached tightly to the keel. Turning control was effected primarily as a direct result of shifting the mass of the pilot off center to one side, producing first a roll, and then a slip induced yaw in that direction. In the quest for performance, wingspans were made larger, sails were pulled tighter to reduce twist, and weight shifting alone became inadequate for turning control. At each stage of hang glider design evolution, adequate turning control became the limiting factor on the designer's ability to increase sail tension to reduce twist, increase effective span and thus improve performance. With the invention of the keel pocket, the sail could transfer billow, and hence twist, out of one wing and into the other, and do so automatically in response to pilot weight shift. The keel pocket thus transformed the entire sail into a weight shift actuated aerodynamic control surface. This allowed for gliders with larger spans, lower twist and improved performance while retaining adequate lateral control.

HANG IV PILOTS ONLY The Wills Wing HP is not, however, a glider for everyone; it requires a true, current Hang IV proficiency, and a safety conscious, disciplined approach to flying. It's extraordinary control authority and extremely low drag configuration provide the means by which an inexperienced or careless pilot can easily exceed the placarded limitations of the aircraft.

This glider is suitable only for highly skilled, experienced, and mature pilots.

Next came the floating keel, which allowed the pilot's hang point to float from side to side, reducing the pendular bar forces in lateral control movements.

Three and a half years ago, we began looking at another approach to lateral control on a high tension membrane wing. Using movie cameras we carefully analyzed the relative motions of the keel and the sail during the initiation of a turn on a conventional glider with a floating keel

YOU CAN FEEL THE DIFFERENCE! 1208H E. Walnut, Santa Ana, CA 92701 (714) 547-1344 I 6366 DEALER INQUIRIES INVITED

''IF I CAN SEE 'EM, I CAN CATCH 'EM!'' - Rick Rawlings, 1985 USHGA Competition Points System Leader, on the competitive advantages of flying the Wills Wing HP against other designs -

Rob Kells launches HP during 1984 US Nationals - Photo by W.A. " Pork " Roecker

" I can 't bel ieve it! Th is is absolutely the sweetest flying hang glider I've ever flown . If this is what you guys call a 'competition ' glider, I'm going to start flying competition !"

- Scott Smith " The HP has a clearly superior gl ide at all speeds. I found it capable of passing any and all gl iders that I came up against, including those with a " measured" 13 to 1 LID." - Bruce Cose " I love it! The HP is the best gl ider Wills Wing has ever made. Everything else is obsolete! " - George Wh itehill " I'm very impressed with the HP's glide and speed , it will be a tremendous cross country gl ider. " - Dennis Pogen

" Exceptional handling! "

- Don Racanelli

" Never before have I witnessed such a dramatic performance d ifference between two current high performance g liders as when I went by that Sensor in my HP!" - Ken deRussy " The HP is the most exciting glider I've flown in the last five years. The handling, the sink rate, the performance at speed ; it's all there! " - Erik Fair " The HP is the highest perform ing gl ider I've ever flown ."

- John Minnick " No question anymore! The HP is the best performing glider in the sky. And I love the handling! " - Dan Skadal

YOU CAN FEEL THE DIFFERENCE! 1208H E. Walnut, Santa Ana , CA 92701 (714) 547-1344 I 6366 DEALER INQUIRIES INVITED

(USPS 017-970)

Connections Speed Rails-Take

4

by Jeff Hans/er Jeff suggests some ways to promote the sport of hang gliding using tried and true marketing practices.

(c:/984 by Dennis Pagen Dennis presents some new insight into these control-enhancing devices and discusses two letters from Greg Shaw and Klaus Sa vier.

28 Stayin'

Safety

'85

Eldon Dummit writes on the genesis of a disaster resulting from improper assembly of his glider. Rich Pfeiffer responds to Eric Raymond's suspension system piece.

More contributors and more comments on the future of your association.

20

by Erik Fair This month's column is really more of a feature than a column. The story of the great Telluride fly-in with more spectacular Grannis photography.

You'll meet the candidates and hear their points of view. Take the time to vote.

3 4 The 1984

Nationals

article and photos by W.A. (Pork) Roecker A look at the big USHGA competition of the year. Pork discusses the event, the pilots and the equipment, then presents this year's Nationals winner Rich Pfeiffer and this year's national champion, from the competition points sytem, Stew Smith.

39

Answer

by Mike Meier Mike responds to Hardy Snyman's question about cheapie gliders: Why don't they make them anymore?

37 A article and photos by Andy Kozak You all say the publicity for this First World Himalayan Hang Gliding Rally.

Here's what happened in the most exotic setting in the world.

COVER: U.S. Nationals winner Rich Pfeiffer launches his Sensor VG from Crestline, California's launch site while U.S. National Champion Stew Smith waits for his turn. Photo by W.A. (Pork) Roecker.

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 HGMA standards.

Corner Ratings Appointments Classified Advertising Stolen Wings USHGA Certified Schools 43 Index to Advertisers

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

NOVEMBER 1984

3

Gil Dodgen, Edi/or Janie Dodgen, Associate Editor. Production David Pounds, Design Cons11lta111 Leroy Grannis, Bettina Gray Staff Photographers

Erik Fair, Staff Writer Harry Martin, Rod Stafford, lllustrators Gretchen Nher, East Coast Correspondent

Office Staff: Amy Gray, Manager Majda Kassaseya, Ratings Mary Marks, Membership

USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snym1m, Secretary Gary Hodges, Treasurer Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges USHGA Regional Directors: REGION I: Doug Hildreth, T. Michael Boyle.

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

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

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

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

HONORARY DIRECTORS (Without Vote) elected to I2/31/B4: Bill Benne!!, 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 Aeronautique Internationale (FA!), the world governing body for sport aviation. The NAA, which represents the U.S. at FAI Meetings, has delegated to the USHGA supervision of FAl·related hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contribut\ons are welcome, Anyone is invited to contribute articles. photos, and Htustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of subL mission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where,necessary. The Association and publication do not assume responsibility for the material or opinions of contributors.

HANG GLIDING magazine is published monthly by the United States Hang Gliding Association. Inc. whose mailing address js P.O. Box 66306, Los Angeles, Calif. 9(X}66 and whose offices are located at 11423 Washington Blvd., Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. HANG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typesetting is provided by !st Impression Typesetting Service, Buena Park. Calif. Color Separat\om. are provided by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated lo exploring all facets of ultralight night. Membership is open to anyone interested in this realm of flight. Dues for full membership are $29.50 per year ($32.50 for foreign addresses}: subscription rates are $22.:SO for one year, $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P.O. BOX 66306, LOS ANGELES, CA 90066.

4

VIEWPOINT

Boot Strap Success

by Jeff Hans/er We all know the USHGA Needs money. We all know this money has two sources: donations and dues.

Donations come from existing participants and associates of the sport.

Dues come from new and existing participants in the sport. Since the key to growth is a new source of money, the focus of this article is on gaining new participants in the sport through the use of basic marketing skills.

Marketing is the process of selling, and selling can be viewed as the education of a continually wider circle of people in the benefits of the product.

The education can be given in the form of advertisements, news articles, media distribution, and personal contact.

With unlimited funds and unlimited time almost anything can be made to succeed. Unfortunately limited funds and time are the reason you are reading this article instead of flying.

Understanding these limitations and focusing on those situations and assets that are currently available for useful marketing will lead to the greatest potential for success.

Of the four forms of marketing (education) methods mentioned, each of us, as individuals, can have the greatest impact by focusing our efforts on direct contact and media distribution.

MEDIA AND ITS DISTRIBUTION ~Media distribution is the distribution of literature to a target group. Since anyone can be a potential advocate and participant of hang gliding, this is a big group. The prohibitive factors however, are the cost in production and distribution of the literature. Boot strap thinking reviews these limitations and asks the questions: What literature already exists that people will read? What is the cheapest method of getting it to these people so they can read it?

The answer to the first is obvious.

The best piece of literature the USHGA has is Hang Gliding magazine. The pictures and articles are great and best of all it is entirely dedicated to hang gliding. It covers all the answers to questions as to who, how, and where. It seems safe to say that as an educational and marketing tool, Hang Gliding is magnificent.

The second question addresses the problem of distribution of this magazine. It is true that by belonging to the USHGA provides YOU with a copy, but does not help those that are not already involved. The task is to get the magazine into these potential participants' hands. To find out what was happening to all those copies of the magazine, I took a quick survey on the way up to Crestline. Question: What do you do with your Hang Gliding magazine. Answers: Throw it away, save it in a box, save it in the garage, tear out articles I like, leave it on the coffee table for others to read it. What do you do with yours?

As you can see there is very little distribution of the literature. Why not instead, take all those magazines out of the box and take them to a place where they'll be read by as many people as possible. Some suggestions are: the public library, your alma mater, your doctor's, dentist's, opthomologist's office for their waiting room. Give it to your children to take to school for the school library or take it to the styling salon. By spreading the magazine around the chances of it precipitating interest are greater. We want to make it easy for others to find out about the USHGA and hang gliding.

DIRECT CONT ACT How do you present yourself to someone who sees you hang gliding or

HANG GLIDING

-

VIEWPOINT hears you talking about hang gliding?

Think back to your introduction to the sport. Did you have a friend who lead you into the groups or to the classes?

What were your concerns about taking up the sport? Did you even know about the USHGA? Utilize your experience to make it easy for someone to learn from you and possibly join the USHGA or get involved in the sport in some other manner. The techniques to accomplish this are very simple and rewarding: Be polite, accurate, informative, and above all be understanding.

The hardest part is to be understanding. Be supportive of their interest. Remember, they may not know the terminology and may be afraid of appearing foolish. They may parrot things they have heard in an attempt to get further information. Understand that much of the information that appears in general publications focuses on the feelings of flight rather than the intricate details of what is actually occurring. Also, some articles still appear that focus on the over-generalized high risk aspect of the sport and pilots assumed Type A (risk taker) personalities. You are their best possibility for accurate information. What you say and how you say it can be the difference between a new participant to the sport or another misinformed outsider.

In summary, take full advantage of personal contacts to present the sport for what you enjoy about it and rewards you get. Feed their curiosity with accurate information. Spread the best thing the USHGA has for a voice - the magazine. It will go a Jong way toward giving people an opportunity to find out and thus get involved in the sport of hang gliding. On a final note, involvement does not have to be flying.

It can be anything from driving to photography to writing or just plain simple watching and dreaming. Joining the USHGA can mark their participation and interest in the sport and that is important for them and us.•

NOVEMBER 1984

AIRMAIL THANKS, PETE

The following letter was sent to Peter Brock of UP by Dick Cassetta of USHGA Region II. -Ed. Dear Pete,

right to intimidate, wreck our delicate sites, and take the fun out of flying.

Most people fly for fun. I do, but after years of putting up with this, and seeing them glorified in the magazines, I'M SICK OF IT! So, reduce competition coverage to a minimum! There is no glory in competition. You make enemies and take unneeded risks with your life and site.

Many people bum out on this situation and show their displeasure by nonrenewal.

Anonymous

On behalf of each and every one of us who has ever flown one of your gliders, I would like to thank you for the very best year in hang gliding.

Were it not for your efforts over the past four years to improve the penetration ability and the high speed performance of our flexwings, I cannot see how we would have been able to compete in such ever-expanding tasks.

Averaging over 50 miles per day on every fliable day at the Nationals suggests to me that your dedication and that of each and every one of your staff must be applauded. You led the industry and you should rightfully be proud.

Thanks once again for the fantastic contribution you have personally made to my daily flying.

Art Barrick Ft. Loudon, PA

Dick Cassetta Sacramento, CA

CROSS COUNTRY TOW PILOTS ASSOCIATION

WORLD CRASS PILOTS

Dear Editor,

Dear Editor,

In 1983 a small group of local pilots began working with the skyting center of mass land towing system. Since that time we have refined our equipment and methods to the point that flights are now routine and we have trained over twenty pilots. Our normal altitude gain on tow is 2,000 to 2,500 feet and our cross country flights are now out to 40 miles. The potential for 100 plus miles is only a matter of catching the right conditions.

We have available what is probably the best land towing site in the Midwest with an east-west 21/i-mile road located within a park that is surrounded by farm land. It is located midway between Chicago, Illinois and Milwaukee, Wisconsin.

Our goal is to expand the number of qualified pilots and to promote skyting

The competition scene in the U.S. today has undermined the strength of the USHGA. The reason is relatively simple: "World Class" pilots are hard to live with. The typical "World Class" pilot fits 900Jo of these traits: unmarried (even possibly scorning marriage), lots of free time, does not fly for fun, is supported by company or girlfriend, aggressive, go-for-it, insensitive to needs of others, has ability to suspend judgement when the thought that a record flight can be made, and is generally an ass.

No one wants to have to put up with these brutes in the air or on the ground. We don't need them pushing us out of our thermals, yelling at us when they don't watch where they're going, thinking they have a sovereign

SAFETY FIRST Dear Editor, I noticed in the Aug. '84 issue of Hang Gliding that the pilot in the centerspread does not have his back-up hang loop in the carabiner. For the safety of the sport a comment should be made in our magazine.

5

AJRMAIL for its cross country potential within the Midwest. We also desire to gain some control over the use of our stateowned tow site by presenting a unified front. The use of the park on weekends must be shared with other organized groups which puts us at a definite disadvantage as individual pilots.

We therefore have formed the Cross Country Tow Pilots Association for this purpose. We need your support and ask that anyone who has towed with us, wishes to tow with us, or simply wants towing information to join our association. Our stated objectives include: • To promote XC in the Midwest by introducing qualified pilots to skyting.

• To periodically publish newsletters that will disseminate skyting information. (The first newsletter to go out this fall will include procedures and equipment required to tow with our group.)

• To organize an annual tow meet.

• To preserve and increase availability of our tow site.

Membership through 1985 is $20 and payment must be received no later than 12-1-84 to receive our first newsletter.

Gary Evans 2638 Roberts Avenue Waukegan, IL 60087 (312) 244-0529 after 8 PM CST

and cost involved in going "outside" to the "lower 48" (over 2,400 miles) to attend an ICP was a powerful deterent to any of our currently active instructors getting their certifications. For over a year hang gliding dealers in Alaska were unable to offer certified instruction.

At the Fall of '83 USHGA Board of Directors meeting Mike Boyle, Director of Region 1 (Alaska), approached Rob Kells, President of Wills Wing, about our certification problem. When Mike returned to Alaska and told me Rob's proposal I was surprised and elated.

All we had to do was come up with four instructors interested in the program and Wills Wing would send up Jim Shaw to put it on. That many people wouldn't even cover the cost of the plane ticket! My respect for Wills Wing and the USHGA jumped from a 10 to a 15 on a scale of 10.

Well, coming up with four interested instructors was easy, and, thanks to Wills Wing and the USHGA, the first Alaska ICP took place in June of this year. As a hang gliding dealer, I can say that it feels real good to tell interested students that we can offer "USHGA certified" instruction. It also feels real good to know that the leaders of the hang gliding industry include people like Rob Kells, people who really care about the sport and the people who love it.

So, to the USHGA and Wills Wing, a hearty THANKS from the people who love hang gliding in Alaska!

ICP THANKS Dear Editor, The Alaska Sky Sailors Association would like to express its appreciation to the USHGA and Wills Wing for the concern they have shown for the hang gliding communities all over the country by providing their Instructor Certification Programs (ICP). The case of the recent Alaska ICP is a prime example of that concern.

When Floyd Griffeth was killed in April of 1983, Alaska lost its only USHGA Certified Instructor. The time

6

ALASKA SKY SAILORS ASSOCIATION Vicki Griffeth President

SIT ON IT Dear Editor, Enough argument about which style of flying is superior, prone or supine.

One conclusion is clear, that there are still many pilots lurking out there who fly supine or who wish to fly supine.

I'm a pit hanger from way back who

one day discovered an aluminum "A" frame and the once modern old spaghetti harness, a super way to fly but not very comfortable on extended flights. A few years later I tried someone's supine harness and I was sold. I felt like the easy rider of the sky.

A few years after that I found myself flying prone again because the glider I wanted (Harrier) could not be ordered with supine rigging. Getting used to the medieval suit of armor (commonly known as the cocoon) wasn't easy. Flying with it is a pleasure, but not the style of flying I prefer.

The point I'd like to make is that it should not be pilot vs. pilot, but pilot vs. manufacturer over the issue of supine rigging and shorter bars.

To my knowledge only Ultralite Products makes a certified supine set up. A few other manufacturers' attempts I have seen lately were first-time jury rigs shipped out without ever having been test flown for C.G. and bar position.

So now if I want to fly my favorite glider supine, I have to do my own R&D. So I invite all of you hot shot designers out there to sit on it and like it.

Nick Caci Norwood, MA

WORLDWIDE: All Safaris include airfare. accommodat1ons. transportatron. expert tour guide and a maximum of airtime.

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C9·

21 days $1695 8 da1•s $779 14 days. $898 18days$1995 21 days $3495 20 days $2795 You can't get a better deal' Our experience saves money and gives you more airtime

FOR INFO PAK SEND $3.00 TO:

SANTA BARBARA HANG GLIDING CENTER 486 Alan Road. Santa Barbara. California 93105 (805) 687-3119

HANG GLIDING

-

UPDATE HIGH ENERGY UPDATE

Rich Pfeiffer in conjunction with High Energy Sports is offering three days of advanced ground school training and XC flying experience. He will cover meteorology, team flying, speeds to fly, equipment considerations and developing a driver team. Classes begin Thursday, November 29 from 7 to 8:30 PM at High Energy sports. Minimum 10 hours soaring and thermaling experience.

Also being presented is a winter program schedule for '84-'85 on every third Tuesday beginning in November.

Topics include: hang glider design by Bob Trampenau, C.B. radio considerations with Chuck Jones and Gene DePlume, XC flying with Rich Pfeiffer and Mitchell/rigid wings with Chuck Rhodes, Cytis Tamulaitis and Tim Morley. Jack Lambie begins the season with a discussion of aerodynamics on November 20.

SKYWALKER

The Skywalker was conceived to meet the need of a soaring ultralight. It is based on the new Fledge 3 ET wing (though the Skywalker can be used with the Fledge 2b wing also).

The design goals were: center mount joystick control, light weight yet strong, steerable nosewheel with brake, rough field landing gear, car top portable, fairing enclosure, speed range for cross country, and most of all soarable.

The manufacturer claims that performance is quite respectable power-off.

The Skywalker's ability to fly slowly and coordinate small radius turns are the keys in making it a soaring machine.

The Skywalker comes factory built.

Contact: Aerial Adventure, 2616 SE 84 Place, Portland, OR 97266 (503) 775-5993.

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High Energy also introduces the new "Advantage" harness. The Advantage is a cocoon-type harness with bombbay doors that close automatically when the pilot pushes on an internal stirrup. The harness features: fullyenclosed pilot, no shoulder lines, externally faired parachute container with safety lock and externally faired glove box/single stage ballast unit.

Total harness weight is three to four pounds. Price $295. Contact: High Energy Sports, 2236 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186.

NOVEMBER 1984

Australia is challenging pilots from around the world to compete in the Mount Buffalo Cross Country Classic, and to beat the world's best on our own ground.

The current World Champion is Australian Steve Moyes, who is also the current Mount Buffalo Classic title holder. Australia is presently the world team champion.

The Classic is Australia's premier hang gliding competition and will be conducted from December 27, 1984, to January 6, 1985. The site of the competition at Mount Buffalo is some of

the most spectacular in the world, the takeoff being at the peak of the 3,200-foot summit. The mountain is located between the northeast Victorian plains and the Bogong highlands, part of the Great Dividing Range. For this year's event, the Classic will be substantially backed by the Australian and Victorian Governments, and has commercial endorsement from various business houses. Contact: Kevin Smith, 60 Bar Beach Ave., Merewether, 2291 Australia.

WEST VIRGINIA CROSS COUNTRY RECORD

by Clement Smolder II

Friday August 31, 1984 dawned foggy and cool. A cold front had passed through the previous night and Jim Wilson and I planned to break the West Virginia distance record that day.

After a quick trip to school for a morning class, and skipping my other four classes, I met Jim in Charleston and we were on our way to East River Mountain overlooking Bluefield. Arriving at launch at 2 PM we found perfect winds from the northwest at 5-15, with cumulus clouds dotting the sky as far as we could see. We quickly but carefully set up and at 2:50 Jim punched off the edge getting to 300' over in a couple passes. In ten minutes he was 1,500' over and two miles to the left of launch heading for the landing field turnpoint.

At 3:05 a good thermal started building in front of launch and after clearing my spectator launch crew I was off and up in two steps. My Harrier made the most of the thermal and after four 360's I was 500' over and still climbing. Crossing to the right of launch I flew the three miles to the landing field and here caught a good one going up at 500-800 fpm. I worked this one to cloudbase at 1800' over and

7

UPDATE relaxed, taking a few pictures of the city below.

Getting anxious to get going I searched for Jim and found him about 500' lower and headed my way.

Together we turned to the right and headed down the ridge making good time in the slightly crossed northwest wind. Jim stayed about 500' lower and one or two miles behind me as we crossed the East River Mountain tunnel where interstate 77 goes through the mountain at about seven miles from launch. With our goal being 52 miles I knew we couldn't waste time thermaling as long as we were 1,000' over, so I flew about best L/D maintaining well in the thermal strengthened ridge lift.

Jim stopped to thermal up about nine miles out but I continued on into an area of heavy forested no-road land.

Maintaining 1,200' over I felt comfortable, but started tensing when I hit some trash coming from the foothills in front. Jim was no longer visible and I felt sure he was getting higher to cross this bad area. The turbulence was pitching me around and I was slowly losing altitude but I made the tower ahead where the foothills end and the turbulence ceased with about 500' above the ridge. Here the ridge drops back about a mile and faces East for about two miles and would produce no ridge lift for two to three miles. I knew I would have to fly out into the valley then turn downwind back to the ridge without any ridge lift for about three miles. Searching for a thermal I hit massive sink and with the only landing fields being below the dropped back ridge I started out into the valley.

Sinking down to ridge-top level I had only 1,000' over a nice field a farmer was cutting. Flying downwind of this field I ran into some 300' up which drifted me back to the new ridge with 500' over. I topped out at 1,500' over and continued on relaxing in my cocoon and standing up for a while to relieve my neck muscles.

The ridge was good and in 15 minutes my next obstacle appeared as a one-mile gap where the New River cuts through the mountain, and the ridge

8

on the other side becomes Peters Mountain. Nearing the gap I flew out into the valley going up all the way and was 3,000' AGL when I turned to cross the river. I made it across arriving at Peters with 1,000' over and took a few pictures of the river. The ridge stretched straight and high as far as I could see and I was able to fly along without turning for 20 miles. The sky was now mostly clear with a few flat bottom cus floating by every couple of miles. I felt the happiest I ever have and knew the previous record of 40 miles was about to be broken. Flying over the previous record holder's landing field with 2,500' I did a wingover to celebrate before continuing on in the widespread abundant lift. At times I was more than a mile in front of the ridge and staying at 2,500'-3,000' AGL. Spotting the next lookout ahead where I had flown to from the Peters Mountain launch I knew I had only ten miles to go.

I cruised effortlessly the next ten miles coming over the Peters launch with 1,200' and snapped my last picture of the day, flew another two miles to the right of launch to ensure my 52 miles then turned out into the valley to lose some altitude and land. The lift had other ideas and I ended up coming over the LZ with 2,000', flew upwind for about a mile before I lost any then turned back to the field and had a perfect no-step landing in a five mph breeze. I was joyous and high from the flight and couldn't stop laughing from

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the task I had just accomplished. I just started thinking about where Jim had gone when I heard a noise and looked up seeing his Duck wheeling around in a 360. Jim had made it also and he touched ground only ten minutes after I had landed. We talked about the flight and thought for sure we would have a long wait for our driver, when my car appeared and we didn't even have our gliders torn down yet. We packed up in the setting sun then went to tell the local pilot, Charlie Lewis, about our flight. Arriving in his driveway he replied, "You're a little late. It looked like a good one today!"

Not knowing we had flown I said, "Yeah, I know. We were up for three hours, but we launched from East River!" He smiled and we told him about our flight.•

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COMPETITION CORNER 1985 RULES CHANGES

What follows is a brief summary of the major changes to the USHOA competition rules which came out of the Directors meeting held over the September 22nd weekend in San Francisco.

In 1985, HOMA certification will be required for ALL gliders competing in USHOA Class A (regional qualifiers and the Nationals) sanctioned meets.

Previously, certification was required for Class I. Starting in 1986, a pilot's national ranking will be based on his points total for his best three meets from the previous two years, with at least one meet required from the immediately preceding year. The current system bases the ranking, which is done once per year for all pilots on January 1st, on the points total for a pilot's best six meets from anywhere within the previous three years, except that meets from the third year back are devalued to 70%. The 1985 rankings will be based on the current system.

This change is intended to give less advantage to pilots who can afford to travel to lots of meets each year, and to put more relative importance on winning meets and less on consistently mediocre performance.

At the Nationals, starting in 1985, the number of slots apportioned to the World Class and Sporting Class will be equal, so that each class will have equal stature.

The committee wishes to remind all regions and all local clubs that anyone may bid for the Nationals. The committee and the directors would very much like to see the Nationals held in various locations around the country, but in each of the last three years the only bids submitted have been from within California. Running the Nationals need not involve a huge budget.

In fact, the committee would like to see the pilot's cost of participation reduced, and will look with particular interest at any bid which involves lower operational costs and lower entry fees than have been customary in past years. All bids must be submitted in

NOVEMBER 1984

writing by January I, 1985. Please contact the USHOA office for further information.

The points system will be changed slightly starting in 1985 to make it simpler to understand and to administer. The new points system will place less emphasis on the format of the meet, and more on the number and quality of competitors in determining the number of points received. A complete explanation of the new system will be available by next spring.

One other aspect of the new system is that a pilot will be allowed to, by serving as meet director without compensation, earn the same number of points as the winner of the meet, and use those points, not more than once each three years, towards his national ranking. This provision is based on the idea that encouraging experienced competition pilots to run meets will improve the quality and quantity of competition, reduce the cost of participation to the pilot, and give the pilots who serve as meet directors a better understanding of what it is like on the other side of the situation.

On the subject of the World Team, it was decided that in 1985, finances permitting, we will send a ten-man team who will then fly off at the site to pick the final eight pilots. The ten will be picked from the points system ranking as of January I, 1985, as the current rules provide. In 1987, the first five members of the eight-man team, will be picked from the points system ranking. These pilots, the USHOA competition committee, and the world team committee chairman will then constitute a committee which will select the remaining pilots.

The complete 1985 USHOA Competition Rules are scheduled to be published in the Februry 1985 issue of Hang Gliding magazine.

REGION VI XC CHALLENGE Charlie Gillespie of Ft. Smith, Arkansas, now leads this competition with a flight he made July 8 from Heavener, Oklahoma, to Alma, Arkan-

sas, a distance of 46 miles. Charlie made his flight in his Fledge E.T. late in the afternoon, and took numerous photographs along the way. The contest began January 1 of this year and runs through December 31. The winner will receive 85% of the total purse, plus the "Perpetual Order of the Eagle" award, a beautiful plaque with each year's winner and distance engraved. Also, Ultralite Products is offering $1.00 per mile ($2.00 if over 100 miles) to the winner if flying an UP glider.

OKLAHOMA XC TOW RECORD Setting area record, on Saturday, July 28, 1984 at 12:15 PM, Tulsa hang glider pilot, Bruce Mahoney, flew 82.6 miles. Releasing from tow east of Inola, Oklahoma he landed west of Agra, Oklahoma five hours later. At times he reached 6,200' AGL, though crossing the Arkansas River with only 1,500'. Bruce commented, "It wasn't easy, but it was great. It was my third tow and second cross country flight.

The first was aborted at 400' when the truck died and the second one I released at 780' AGL and went 26.5 miles.

Three weeks later I released at 1,250' AGL and went 82.6 miles. I've flown off mountains for many years but never bothered with going cross country."

Thanks to a Tulsa CBer a message was relayed to two other Tulsa pilots, Mel Hair and Yogi Dicks, who became the chase crew. The glider was a 1982 Wills Wing 180 Duck, with nose cone.

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and have enough altitude that with it. I turn toward lhe lhe beautiful lift.

have lost our permission and think l may have to in there anyway, landed in the field where we altitude now, can make it over there but can small r Still

out.

the kite is ly. Why

violentup in the air like that? Still on the down

10

shoulders, and ev1~rv•11Jm11 the lefl and still no that should always but realize

in mid air. nentral po:sition spin to the don't want to into that attitude again. am with two drcles in these booming thermals and seven or eight hundred over. At least have some breathing room. What was it Dennis said about 1~r,rli,·1n'l the down tubes and

HANG GLIDING

my hands move up the tubes, the kite careens to the the left down tube with both hands and chin seem to be able to level this way. least now I have

I'm nice and lever. It's time to my hands up to the down tubes in the game, and be sure I can it and level. At this altitude without all the lift of the I put all of my tube. NP•VPrtllf'

OPPOSITE: The author and his Javelin.

ABOVE: The device that locked up in flight. The pivot point must he bet1oe1m

angle of than :180" hetwcen l/1c halves or the device will lrll'k nm r-rN1/ 0

NOVEMBER 1984

the tobacco field. Now feel that

touch, and I nose over some, but I'n1 down and the kite and I are intact.

After my bones, unhook to the kite. The crossbar is all the way to the try to move it and find it locked the left. With it comes back to neutral and will float.

Then I shove it to the left and it Ah .. the After I tell the other pilots my story, we all look at the cross bar and agree that it is the We take the kite to the shop and set up two Javelins side side. Now the is obvious. When the sail maker had my sail and put the airframe hack he had put tht) crossbar in front of the on the ket)I as it is in most kites. On the

every examination should include the crossbar to the extremes to he sure it floats and will not lock at the extreme. Third, never let hubris lull you into a sense of for disaster hovers

"ultraviolet Eric states that, "Thin seatbelt ... may be strong when new, hut the UV radiasuch thin tion goes losses of 500/o or to UV radiation will, in cause loss in all materials. But here he misses the is the thread the

nse fivecord thread on all structural components. Five-cord is much thicker thread usc1d on all TSOed sky harnesses. Even with the use of fiverecommend that cord we do not expose harnesses to any more than necessary.

Second, Eric not recommend Kevlar bridles. This may be unfair to some manufacturers who have and tested their

can be misused, its use on a u.,,,.,,.,....,u with Kevlar is fine. If there the should consult the manufacturer.

Erie further states that, should be than small size and low " Because a canopy is smaller and of less does not mean a under canopy is to come down faster or the

11

SAFETY FORUM parachute is going to be weaker.

Parachutes much like hang gliders have different shapes with different flight characteristics. Square footage is definitely a factor in sink rate but by no means is it the only factor in determining rate of descent. It is the total parachute design that determines structural integrity and rate of descent.

Once again, the manufacturer should be able to supply you with such technical information.

Regarding carabiners, Eric is 100% correct. We too highly recommend the use of steel carabiners. In addition, a back-up safety link that attaches the parachute bridle directly to the harness can be used. We are in the process of obtaining such a back-up link. By the printing of this article they will be available through High Energy Sports for $10 postpaid.

Our last point was not discussed in Eric's article yet is very much part of the suspension system. That is the hang strap. Pilots have at least two options to consider. One is that only one hang strap is used. We suggest it is made of at least 6,000-lb. test webbing, sewn with five-cord thread and replaced at least once a year. Wills Wing has been a forerunner in the single hang strap theory for good cause. At least one person a year drowns in a hang glider.

One hang strap is definitely easier to get out of than two.

Another option is to use two hang straps. If you choose to fly with a back-up we recommend that it is at-

tached to a different location on the glider than the main hang strap, i.e. the other side of the king post. In this way if the glider breaks at your main suspension point you will not go into free fall.

In summary, Eric Raymond made

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-

RATINGS AND APPOINTMENTS BEGINNER RATING Region

Mark Walters, La Habra, CA ....... 3 Paul Walters, La Habra, CA ........ 3 Rudolf Walters, La Habra, CA. . . . . . 3

Michael A. Gottlieb, Los Altos, CA .. 2 Sarah Kurtz, Oakland, CA ......... 2 Charlie Makiva, San Anselmo, CA ... 2

Iris E. Hendricks, Phoenix, AZ ...... 4 Janine Michaels, Phoenix, AZ ...... 4 Anthony Perfival, Aspen, CO ....... 4

Leigh Jameson, Gardner, MA ....... 8 Paul Sheelan, Newton, MA .......... 8

Larry Green, Oakland City, OK ..... 6

Name, City, State

Timothy Hanlan, Mechanicsburg, PA 9 Marc Orgain, Richmond, VA ....... 9 Lance Raffe, Va. Beach, VA ........ 9 T.C. Fitzgerald, Clagton, NC ....... 10 Steve Niedziela, Rochester, NY ...... 12 Brian Olonnor, Yorktown, NY ...... 12 Fred Thomas, Penn Yan, NY ....... 12 NOVICE RATING Name, City, State

Region

John E. Wigmore, Eugene, OR. . . . . . I Kathy Araki, San Francisco, CA ..... 2 Allan Barr, San Rafael, CA ......... 2 Glenn Coon, Martinez, CA ......... 2 John Davis, Oakland, CA .......... 2 Jimmy Lessley, Salinas, CA ......... 2 Peter Lloyd, Orinda, CA ........... 2 Don Osburn, San Francisco, CA . . . . 2 Jeff Ritchie, Ben Lomond, CA ...... 2 Timothy Sestak, Monterey, CA ..... 2 William Thompson, San Jose, CA ... 2 Kurt Wilkie, San Mateo, CA ........ 2 Ken Willson, Stockton, CA ......... 2 Felicia Bentham, N. Hollywood, CA. 3 Tarry Butner, Oceanside, CA ....... 3 Christopher Dawson, Ventura, CA .. 3 Joe Duffie, San Diego, CA ......... 3 Joseph Haager, Honolulu, HI ....... 3 Mike Hopkins, Van Nuys, CA . . . . . . 3 Kevin Keane, San Diego, CA ........ 3 John Mahoney, San Diego, CA . . . . . 3 John Purdy, Los Angeles, CA ....... 3 Jim Ronning, Santa Barbara, CA . . . . 3 David Smith, San Diego, CA. . . . . . . . 3 Lainda Smith, San Diego, CA ....... 3 Kathy Steffen, San Diego, CA ....... 3 William Travers, Clovis, CA ........ 3

NOVEMBER 1984

Larry Crouch, Bloomington, IN ..... 7 Steve Schultz, Raline, WI ........... 7 Dana Harris, Woburn, MA ......... 8 Ross Landy, Somerset, MA ......... 8

Rick Owen, S. Lake Tahoe, CA ..... 2 Dale Shuck, Lakeport, CA ......... 2 Andre VonWartburg, San Francisco, CA .............. 2 Michael Hayden, La Crescenta, CA .. 3 D.S. Huntsman, Leucadia, CA ...... 3 Greg Jones, Northridge, CA ........ 3 Charles Poppenheimer, Glendale, CA 3 Pat Troy, Fountain Valley, CA ...... 3 Erich Weaver, Goleta, CA .......... 3 Kevin Young, San Pablo, CA ....... 3 Boyd Manning, Farmington, UT .... 4 Jim Gaither, Great Falls, MN ....... 5

Dennis Aldridge, College Pk., MD . . . 9 Garry Carpenter, Shadyside, OH .... 9 M.D. Chevalier, Takoma Pk., MD .. 9 Joe Henz, Cleves, OH ............. 9 Mark Kline, Hagerstown, MD. . . . . . . 9 Ross Leon, Cincinnati, OH ......... 9 Wayne McLellan, Seaford, VA ...... 9 Mark Nicolet, Thompson, OH ...... 9 John Parks, Allentown, PA ......... 9 Rick Anglen, Piney Flats, TN ....... 10 Tim Massey, Goldsboro, NC ........ 10 Rick Neuberger, Lakeland FL ....... 10 Phillip Rogers, Marietta, GA ....... 10 B.G. Wilson, St. Petersburg, FL ..... 10

Bill Finn, Columbus, IN ............ 7 Gary Brunell, Worcester, MA ....... 8 Mel Glantz, Minneapolis, MN ....... 8 Stuart Kay, Trumbull, CT .......... 8 Roger Sharf, Hartford, CT ......... 8 Lee Fortner, Massillon OH ......... 9 Richard Hawkins, Roanoke, VA . . . . 9 Brian Lewis, Navarre, Gulf Brez, FL . 10 James Rouse, Travelers Rest, SC .... 10 Mike Hendrix, Tyler, TX ........... 11 Paul Smith, Tyler, TX ............. 11

Ricky Chastain, Lancaster, TX ...... 11 Paul Phillips, Atlantic Highlands, NJ 12 Manuel Estevez, New York, NY ..... 12 Dwayne Facemire, Bad Aibling, NY .. 12 Thomas Forster, Penfield, NY ...... 12 Christopher Pragman, Hyde Pk., NY 12 Miguel Rosado, Crailsheim, NY ..... 12 INTERMEDIATE RATING Name, City, State

Region

Kevin Stowe, Anchorage, AK . . . . . . . 1 Mike Wozniak, Tacoma, WA ....... 1 Larry Anderson, Campbell, CA ..... 2 Timothy Arai, Danville, CA ........ 2 Dave Bakke, San Jose, CA . . . . . . . . . 2 Jay Busby, Pacifica, CA ........... 2 Jim Goebl, Oroville, CA ........... 2 Terry Harvey, Sunnyvale, CA ....... 2 David Oare, Berkeley, CA .......... 2

ADVANCED RATING Name, City, State

Region

Mick Brown, Ontario, CA .......... 2 Robert Cartier, Los Gatos, CA ...... 2 John Erickson, S. San Francisco, CA 2 James Hill, Spring Valley, CA ....... 2 Mark Hollerbach, Incline Vil!., NV .. 2 Patrick Lowry, Lafayette, CA ....... 2 Kurt Luft, Capitola, CA ........... 2 Robert Lyle, Saratoga, CA ......... 2 Meryl Tall Chief, Sunnyvale, CA . . . . 2 Franz Vettiger, Berkeley, CA ....... 2 Ron Anten, Pomona, CA .......... 3 Kenneth Boyd, Honolulu, HI ....... 3 David Flugum, Simi Valley, CA ..... 3 D.S. Huntsman, Leucadia, CA ...... 3

13

RATINGS AND APPOINTMENTS Larry Love, San Diego, CA ......... 3 Anthony Peralez, Pomona, CA . . . . . 3 Scott Priegel, Tustin, CA . . . . . . . . . . . 3 John Rourke, Mission Hills, CA . . . . . 3 George Stebbins, Hawthorne, CA ... 3

Christopher McGuiness, Carmel, NY .12 Sam Whiteside, Toronto, Ont. . Foreign

A-Kenneth B. Zachara, Buffalo, NY . 12 OFFICIALS

Steve Farnsworth, Tempe, AZ . . . . . . 4 James Malek, Albuquerque, NM .... 4 Joie Perreault, Aspen, CO .......... 4 Rob Bicknell, Claremont, NH. . . . . . . 8 Robert Gut, Berlin, CT ............ 8 Art Stacey, Rutland, VT ........... 8 Joseph Zaqarella, N. Billerica, MA .. 8

Name, City, State

SPECIAL OBSERVER Region

Ken Muscio, Modesto, CA ......... 2

INSTRUCTORS

OBSERVER

B-Basic A-Advanced *-Recertification

Joseph A. Bova, Ashland, OR . . . . . . I Jay Busby, Pacifica, CA ........... 2 John Cochrane, Kensington, CA ..... 2 Kevin Dutt, Bakersfield, CA ........ 2 Lynda Nelson, Concord, CA ........ 2

B-Rolf Barnick, San Diego, CA ..... 3 James Mcelligott, Horsham, PA ..... 9 David Yanashot, Scranton, PA ...... 9 Andy Zsinko, Brunswick, OH ....... 9

A-Fred Lawley, Del Mar, CA ....... 3 A-David Wiese, Cardiff, CA ........ 3

B-Jim Gilbart, Carlsbad, CA. . . . . . . . 3 B-Laura Gilbart, Carlsbad, CA ...... 3

John Pettinto, Rundolph, VT ....... 8 Mike Eberhardt, Cleveland, GA ..... 10 Phil Harper, Bowden, GA .......... 10

A-Ken Baier, San Diego, CA ........ 3 A-Mark Bennett, San Diego, CA .... 3 A-Chris Kirchhofer, Cardiff, CA .... 3

William Roberts, Glen Burnie, MD .. 9 Steven Schaeffer, ? , DE . . . . . . . . . . . . 9

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About &oaring: Ridge, thermal, wave and other types of lift. Locating likely lift sources. "Reading" clouds. Soaring techniques for various kinds of lift. .About crou-country flying: XC potential of your area. Training and supplies for your ground crew. Advance planning. When THE day arrives.

During the flight.

About compe~tlon flying: c.ompetition formats and scoring systems.

Psyc~-out techniques. Evaluating opponents. Strategies. Specific flying techniques.

About equipment:. Choosing, caring for, and making best use of a glider, harness, parachute, instruments, and other equipment. Sail cloth tips.

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HANG GLIDING

French Connections And Speed Rails

Take Two © 1984 by Dennis Pagen

I

thought I found the formula for writing easy articles. It went like this: cover a complex or controversial subject, wait for the letters to come in, then do a follow up by printing these letters with only a comment or two on my part.

I followed this formula and wrote an article in the May, 1984 issue of this magazine covering the use and benefits of French Connections. Unfortunately, after the dust had settled I found out I had to dig out my aerodynamic texts and do some serious thought (never my favorite passtime), for one of the letters "begged to differ", if you know what I mean. So maybe I get off easy at the typewriter, but I had to work doubly hard with the calculator and T-square.

With9ut further ado, here's our first letter (not too controversial) discussing French Connections and speed rails.

From Greg Shaw: I read with interest Dennis Pagen 's article on "french connection" theory.

Why (Here's the plug)? I'm involved with a roUer-type connection caUed the Speed Rail, designed by Wayne Ashby and manufactured by Mission Soaring Center. The apparent simplicity of the speed rail tempts home-brew experimentation, but overlooking subtleties not

clearly discussed in the article may be dangerous. I have no argument with Dennis' points (I'm a Pagen fan), but several things need additional comment for safety's sake.

The pilot and harness form a pendulum, with the apex at the hang point on the keel. The hang point is selected to match the C. G. point for a desired normal trim speed. As Pagen noted, the pilot swings through an arc when pulling in or pushing out. Bar "pressure" is related to the vertical component of that movement. If the pilot could hang from a longer pendulum, he would feel less pressure for the same amount of "pull-in. " I'{{ tel{ you what a "connection" does about that in a moment, but I want to point out a couple of things first. Note that the pitch stability of a glider is independent of "bar pressure. " It is a Junction of the relative movement of the center of lift versus the C. G. at different angles of attack. It affects bar pressure only by determining how much we have to move the C. G. to change the angle of attack. Once we know how far we have to move, the pendulum sets the "pressure. "A connection doesn't affect the wing, so the stability of the wing

x .,._ pv\\ ii'\

NOVEMBER 1984

doesn't change. Also note that a pendulum prefers to hang at rest, directly below its hang point. It's that pendulum that is always trying to push you and your C. G. back to the neutral position (which has been set at your glider's trim position). The point of all this is that a connection will not make a glider divergent. But it does have a variable stability of its own that determines where the C. G. point wants to stop (and that isn't always trim, hence the need for very care/ul design).

So how does it work? The connection is a clever use of a trapezoid. If you put a pencil at the hang point, it will draw part of a circle, just as if it were a compass with the pivot well above the connection. Or, as if it were a pendulum (Ah hah!).

Bingo! We have found a way to make the pilot/harness pendulum higher, just as if we were hanging from somewhere above the keel. The longer the radius, the flatter the curve, and the lighter the bar pressure. But always a curve, and that's IMPORTANT. The pendulum always wants to center. A roUer bar, or a connection that traces a flat line will not center. Worse, a negative curve, or dips will cause it to stabilize in several possible places. This could be at least scarry and perhaps disasterous in flight. Note that a flat roUer bar actually acts like a negative curve because the keel rotates some as angle of attack changes. So you will slide to one end or the other. This could lead to some hair-raising porpoising. I can't emphasize enough: A PROPER CUR VE IS CRITICAL. Getting a smooth curve of the proper shape has been hard for the connection, and ve1y hard for the rail. Ours uses a

15

machined har a Bendinr; one out an old downtube will not all problem.

Dermis suirge.~ts. smooth,

strong only in don take side well. is called French ejection, due to weak parts connecting it the keel.

Special caution is needed with the rail.

When the roller is near the center of the the rail, the bending simple hunk downtube may bend, and the middle of is the wrong time to try a new rail curve.

Also note that the point loads on roller on tube are have blown up small ball bearings load testing pro·· Rails. current rails to type have been loaded /0 without

span ve1y

to those who have tried them (which excludes me), the ml/ con·· nection can be devilish ground handling. The lack of control puts a

its promises. my comments accepted in the spirit information, and not con!Jm:·k-,'Jitlnf!. rnz,,a-!J;o1m,f!,mg, due/-

criticism. Mr.

Shaw

Mission .Fremont, I think explaining the workings of Connection in a manner. (Ever consider comments on the rail refer to a bar with to roller that allows the

ing I used showed a rail though am aware of the importance of using curved rail for stability purposes.

1 emphasis about proper curve.

The next letter also discusses this rail curve. It conies from Kelly Dearborn, mover since he the diff erosion at the Fort Funston site) in the San Francisco area. covers many subjects so I will only quote excerpts from his letter. must be curved It's either min sink or middle full on and not fun to fly. radius of on an l l or 12 inch rail seems about light pitch should have the rail's forward travel limited to avoid 'that feeling.' The wheel should start forward as soon the moves forward from min sink po:s1tJon. statement and insent along of his homemade system l).

Note the curve in his bar. Also note the rubber stop attached with hose

a design variation on French connection. have turned the entire control bar into a big connection. pilot hangs "inside" the connection, rather than below it.

16

HANG GLIDING

Here I respond to Klaus' letter point by point in order. In his second paragraph Klaus claims that the French Connection (F IC) will allow you to go faster because your weight goes further ahead when your arms are at full length holding the control bar back. Out came my graph paper and measuring tools and I did a careful geometrical study of the situation using my own glider and body measurements. My conclusion is that Klaus is right - my body's center of gravity ended up about two inches ahead with a F/C setup. However, this assumed that the pilot allows himself to rock up as Klaus indicated. When I have to fly top speed I use the following technique: push forward in the harness with your toes (this can only be done in a cocoon harness of ample length), moving the main suspension point rearward.

This action causes your body to be "nose heavy" if your harness is designed and fitted properly. Now, tilt yourself nose down vigorously as you pull the bar in quickly (do this only in a securely pitch stable glider!) Your body's downward tilt and forward weight adjustment will allow you to move your center of gravity as far forward as it would move with a French Connection.

Of course, longer arms or a speed bar produces a higher top end with or without a Connection.

Next Klaus mentions the article on drag analysis that I mention that Jean Michel mentioned. Apparently I relied on one mention too many and did not have all the details straight. However, the point that I used the article for is still valid: the French Connection will allow you to assume the head down position without resorting to the antics I describe above and reduce drag in cases where the pilot cannot hold the streamlined position. Anyone have a spare copy of the Vol Libre article in question?

I agree with Klaus that the laws of aerodynamics are in good health, but I don't think they are as simple as he assumes. If we were talking about parachutes, then we may conclude that reducing drag increases speed. However, with an airfoil, simply reducing drag serves to improve glide ratio with a much lesser effect on actual flying speed. Wing loading and angle of attack changes (pulling the bar in more is the primary way to effect speed changes, whether on

18

a powered or unpowered aircraft. Adding power (thrust) or reducing drag is the main way to change climb rates or glide ratios. This is one of the primary lessons taught to beginning general aviation students. This is borne out by the fact that velocity increases with respect to the square root of the drag while glide ratio increases linearly as drag is reduced.

Reduce parasitic drag (that's what we're talking about here), glide ratio increases, angle of attack remains about the same, attitude (nose up or down position) increases and airspeed remains relatively unchanged.

"Note that a flat roller bar actually acts like a negative curve because the keel rotates some as angle of attack changes. So you will slide to one end or the other. I can't emphasize enough: A PROPER CUR VE IS CRITICAL. "

Klaus lists some speed and glide improvement figures for his personal gliders. I would like to know more details about how he got these figures. I am involved in performance testing and know of only two methods of testing speed accurately using pylons and a stop watch or trailing a calibrated airspeed bomb. His figures indicate almost 100/o improvement in top speed and 170/o improvement in glide ratio (assuming a 6 to I bar stuffed glide path). If this is the case, the drag of the pilot has been reduced by 360/o due to the French Connection to achieve this speed and 340/o to achieve the glide ratio improvement (this assumes that the pilot represents half the drag of the system, which is being generous). This amount seems very high, but if true I would like to have more in-

depth information. Another letter Klaus?

My point in the original article was that the main benefit of a French Connections is in reducing bar pressure at high speeds or in curving flight. It also improves glide ratios at upper speeds if the pilot can assume a more streamlined position. Top end may be improved as Klaus claims if you can get your body's center of gravity further forward.

Klaus objects to my drawing with the connection arms slightly spread on the top. I agree with him that it gives a divergent feel, but I know of a number of pilots that fly happily with their connection set up this way. This may even be desirable with certain designs that have a very sharp increase in pitch pressure at higher speeds.

Finally, a word on structural integrity of both the French Connection and the speed rail systems. I have seen a number of set-ups that worry me. The Maillon Rapide link that some systems use (it looks like a small carabiner with a threaded gate) are supposedly much stronger than the advertised rating (they are derated because they are sold in hardware stores), but Klaus' experience and that of others is enough to warrant a better method of attachment. I also recommend a minimum of 9 mm climbing rope as a backup. I use 9 mm on the speed rail I built. This rope does not attach to a narrow shackle, but goes all the way around the tube itself with a strand routed through the center of the tube as a backup for my backup. Incidently, I used a one inch by .083" wall tube for my rail pressed oval for strength and bent to a form in a homemade hydraulic press. Greg's point about the necessity of good rail strength is very important.

Considering the contents of these three letters and the ruminating I have done in these articles, the question of what, how, and why in regards to French Connections or speed rails is not easy at all. If the reader intends to use either device, I suggest buying one rather than self building. You'll be saving yourself a lot of hassle and be more sure of the unit's integrity. I'm already convinced of the usefulness of C.G. shifters, but as I sit here waiting for the next round of letters I almost wish they had never been invented.• HANG GLIDING

RICH PFEIFFER WINS 1984 U.S. NATIONALS STEW SMITH WINS 1984 U.S. NAT ONAL CHAMPIO The new Sensor 510-160 V.G. * wins two out of top four places in the 1984 U.S. Nationals.

'Now HOMA ce. fied

H

by

'

we sure had to work our butts off for that one!" That's what Chuck Yeager uttered to Mad Jack Carey several years back as the two of them stood in the Lit.tic League ballpark LZ and stared back up at the Rocky Moun·· tain ranges that all but surround the old n1ining town of Telluride, Colo·· rado. The world's first ~111·1er~rn111c human had just completed his first and only tandem rick in a hang and ""''"'·r11r,a to Mad Jack himself, the old boy was excited and properly dazzled as he reflected upon his initia· tion into the "true brotherhood" of foot launched flight. It's interesting, l think, that a hero of Mr. magnitude chose to comment on how hard he'd worked to feel as special as he obviously did after flying in a hang glider. I mean, like, here's a guy who dcvellor>c(I and maintained the reputation of "world's greatest jct/rocket test pilot" for umpty ump years anti he's talkin' "work" and "hang in the same sentence?! There has got to be a message in there somewhere even one worth a solemn nod or two.

But, hey, messages arc for philosophers, not us puppies. What l really want to tell you about is the absolute greatest run fly-in and aerobatic competition in the whole wide world the one that has happened for eleven straight years in Telluride (Who needs heaven?), Colorado.

just say that when you get out of bed on a crisp, sunny fall morning, walk outside and suck in a breath of the eh:arest, cleanest, freshest air im .. aginablc, then raise your head, open your eyes and do a nice slow 360 panoramic survey of the surrounding aspen and rock peaks, it's almost impossible not to utter the word "hallelujah" in hushed anti reverent tones. It's the kind of that kinda makes you laugh ou1 loud at the whole idea of man .. made churches, tabernacles, and shrines.

Wanna conjure up some heartfelt respect for whocver's in charge (or comfort in the belief that no one is and it doesn't matter anyway)? All you gotta do is just take a look see around the Telluride area.

What really makes Telluride special

WHO NEEDS HEAVEN'?

It's difficult to exaggerate the overwhelming and aw,esomcly ir1spirational beauty of the Telluride environ. Let's

20

Master hang gliding 11hotogmphcr Leroy

Gra1111is installs a camera for u point .. of view shot.

us hang glider types is that we have opportunity to sop the whole thing in glorious 3D from the innumcrperspcctivcs offered us by our soaring and the cornu,,e,1.J1<1 of lifting air that typifies SeJ;,temtJer in the Rockies.

CORNUCOPIA It's difficult to exaggerate the qualify scope of hang gliding at Telluride. just say that any single flight or co1mbimttirm of flights initiating from 12,250' Gold Hill launch site can encompass the range of intensity the emotional snowballing that is evident in a quality rcndit.ion of "Bolero". In terms of airtime, can definitely expect to "get a litat Telluride and the quality of you get is most assuredly in the range. One pilot was overheard dei;cribi11g Telluride 11ying as every bit good as Owens Valley flying only prettier and inherently safer.

Thermals range in size and strength sighs" to "whiskey laced from the devil hissclf" and inall variations in between. A rcc1sonal:J1y experienced pilot who is to pay attention to the locals pretty mnch pick his by 1au.ncnrn1g early or late for a nice light with the angels or dead nuts of the day for a righteous hoc:ctown with the "To Hell You Ride" XC nuts can choose to fly one the three Tclluriclcr courses which from 23 to 27 .5 miles or can out on their own in several direcWhat's really unique about "Tclluis that crowding is not a proat launch, in the air, or in the HANG GLIDING

.

two LZ's. The launch area is huge, grassy, and sloping. Four or five runoff points permit pilots to launch pretty much when they feel like it despite the intense competition for the coveted "Launch Potato" award which is presented annually to the pilot whose feet come closest to taking root while waiting for "just the right moment" to "jump." Once in the air, pilots fairly quickly achieve a vertical spread from 12,000' to 20,000' and can scatter in all directions for several miles. The "leisure" LZ just outside town is large, unobstructed, and easy to put down in even for those who are not used to landing at high altitudes (8700'). The "seizure" LZ at the ballpark in town is small, obstructed, NOVEMBER 1984

THE RIGHT STUFF

light, and switchy. It is, in short, ideally suited for the macho studs and studesses who insist on competing for the coveted "Golden Hammer" award which is pretty much self explanatory.

So get this: There were 191 registered pilots for Telluride, '84. Take into account the fact that people were drifting in and out throughout the week of September I 0th to 16th and it's reasonable to assume that some 250 "sky brothers and sisters" put in an appearance.

I can't swear to it but I suspect that it was the largest gathering of American hang glider pilots in the last seven or eight years. It most certainly was the largest gathering of pilots in the history of the town of Telluride

which is, believe it or not, a town that likes, respects, and heartily welcomes hang glider pilots.

TELLURIDE TOWN We all know what generally goes down when a carload of hang glider pilots stop at a gas station in a town that sports a decent flying site. The attendant, after identifying what "them things" on top of the car are, blurts out something along the lines of: "I ain't got enough guts (read: stupidity)

ABOVE: Dennis Pagen·s illustration of the layout at Telluride. CENTERSPREAO: Some scenes fro,n the fly-in by Leroy Grannis.

21

to jump off no mountain!"

Telluride attendants, and a vast majority of the town's wonderful citizens are more likely to say: "How high did you get today, brother? - Looked like it was boo min' out there!!"

Hang glider pilots strolling along the several blocks of Telluride's one main street are greeted with generous grins and ·signs proclaiming "Welcome Pilots," "Pilot Special Breakfasts," and so on. Some of us found it kinda spooky to be treated so well by non flyers and at least one of us was driven to get to the bottom of it.

It was J.R. Nershi, Telluride pilot and owner of the famous Floradora Saloon who, noting my confusion, suggested that Jack Carey himself drive me over to the Telluride Chamber Resort Association and introduce me to JoeAnne Erickson. JoeAnne is one of the folks responsible for marketing and promoting tourism in Telluride.

She explained it like this: During the traditional tourist season the town of Telluride survives on a series of festivals which range in size from the Bluegrass Festival (5,000 attendance) to - you guessed it - the hang gliding "festival" (250 attendance). The town

"likes" the Bluegrass Festival because it brings in a lot of business but it absolutely "loves" the hang gliding festival because it brings in some business and better reflects the character and pace of the town.

JoeAnne also said that the town of Telluride has a highly developed sense

"Telluride attendants, and a vast majority of the town's wonderful citizens are more likely to say; 'How high did you get today? Looked like it was boom in' out there. '" of community and that the smaller festivals always seem to reflect the tastes and interests of the townspeople.

The bottom line is this: Telluride folks spend all summer celebrating each other's hobbies and interests.

Their goodwill just flows freely from one festival to the next. H's simple really - when early to mid September rolls around it's time for the Telluride Air Force to hold the "Key to the

J.C. Brown and Lim Lee soaring m•er Telluride's i11credi/,/e landscape.

City." Fortunately Saint Ron Allred, owner of the Telluride Ski area, is a friend of T.A.F. so he presents them with a key to the ski area which contains the road to launch.

T.A.F. The T AF is not a large group but it is a group that has managed, for eleven straight years, to organize a hang gliding festival. The whole thing started in 1973 when founding T AFers , Joe Kray, Mike Dondall, and Bob Keeler got together a spot landing contest for the 15-20 pilots who happened to be in town for the "Coonskin Carnival." 1974 and '75 were informal flyins. In 1976 it was The Rocky Mountain Championships which led to the 1977 and '78 Telluride Manufacturer's Invitational which led to the 1979 and '80 Telluride Invitational all of which featured more or less restricted participation. 1981 was a transition year from invitational to open format and also featured the first annual aerobatic competition. 1982, '83 and '84 have seen the continuation of the "open plus aerobatic" policy with participation levels increasing from 60 pilots in 1981 to the 191 that registered this year.

Over the years many T AFers have helped keep the tradition alive - most notably Chris and David Stanfield, Jack Carey, J.R. Nershi and others whom I hope will forgive this reporter for not knowing who they are. Guest speakers from years past have included such notables as Hugh Morton, Paul Macready, Chuck Yeager, Larry Tudor, and John McNeely and Hawk.

Leroy Grannis has made it a point to be on hand for eleven straight years to share his magnificent, burdgeoning slide collection, with pilots and citizens alike.

1984 TAF young bloods Nick Kennedy and Hugh Sawyer were responsible for organizing the 1984 ''Gathering of Eagles", which is what this year's meet was called. These two guys "worked

---------------·--·

24

HANG GLIDING

their butts off" as Yeager might say.

They deserve a lot of credit for their efforts. Leroy Grannis was there, as

NOVEMBER 1984

usual, searching around for different angles to shoot from and complaining that after eleven years he was fresh out

of new ideas. He was smiling of course. Dennis Pagen was this year's guest speaker and thrilled the crowd with a generous sampling of his pedantic blitherings. (Just kidding! D.P. was an absolute pleasure to listen to!) Paul Whitehill held the skittish aerobatic pilots together long enough for them to complete three rounds of diving, wanging, spinning, smoking competition that sucked the breath out of spectators and free flyers alike.

Eric Raymond once again prevailed as the premier upside downer with Mitch McAleer, Dan Racanelli, and Bill Floyd bunched closely in second to fourth places.

Aerobatics aside, the really big prize winner was Ken Grubbs who stood around long enough to capture the "Launch Potato" award then slam danced his way to the "Golden Hammer" as well. Rumor has it that Ken knew he had the Potato locked up because all the pilots were "rooting" for him. On the other hand, he wasn't sure he had the Hammer "nailed down" until just before he impacted , the gang of trees that leaped into his otherwise well thought out approach.

When asked to comment on his accomplishments, however, Mr. Grubbs chose to stare at his feet and mutter, "No comment."

Quote of the meet, awarded by the guy who writes the article, goes to Jim Shaw of Wills Wing. Jim, bless his heart, surveyed a large number of wheezing sea level pilots who had just carried their gliders from truck to launch and had the great good humor to proclaim them all "splattering of seagulls."

The weather wasn't ideal although you could say it was perfect for a week long hang gliding get together. That is to say there were five good flying days ranging from scratchable to stupendous, and two rain outs which, unfortunately, occurred on the final Saturday and Sunday.

That of course means that Telluride '84 which started out with all the enthusiasm and intensity that 191 expectant pilots can muster -- amidst all the

25

THE RIGHT STUFF clear and inspirational beauty that defines the Telluride area - just sort of faded away. Saturday and Sunday saw all but a handful of the pilots dribble out of town in search of sunnier places to fly.

THE HANDFUL Monday after the meet, a bunch of us piled into Nick Kennedy's borrowed, mud-splattered four-wheel-drive pickup and headed for the hills for a day of hiking, yakking, and winding down. Some of us got to talking about how unique Telluride is, as a town, as a flying site, as a beautiful place to be.

And we wondered: Where else can 200-300 hang glider pilots get together without getting in each others or anyone else's way? Where else can 200-300 hang glider pilots borrow a willing and friendly town for a whole week and proceed to share with one another the essentially solitary exhilaration of foot launched flight? What other place offers the sheer beauty of full colored aspens, the grandeur of the Rocky Mountains, and the range of perspectives inherent in the electric combination of hang gliders and lifting air? What is it about the Telluride experience that feels so freaking good?

We beat it around for a good long while and came up with the following: All BS aside, Telluride is simply a special celebration by a special group of people who have worked hard to develop a special skill. Interestingly enough, our skill allows us to share an experience - a way of looking at the world that only a handful of humans have ever known. Maybe we get together at Telluride to celebrate our skill. Maybe it's to celebrate the sensations of flight. Maybe it's to celebrate our uniqueness. Who knows? Who cares?

The important thing is that every year, sometime in September, we be gettin' together in Telluride to celebrate somethin ! As my good friend Liz Sharp puts it, "You want a national fly-in? We've had one for eleven years running, at Telluride. It's about time everyone realized it!" •

26

HANG GLIDING

00

"

PROMOTING HANG GLIDING IN AMERICA FOR OVER 10 YEARS Please enroll the following new member:

Sponsored by:

Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

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z·

Zip _ _ _ _ __ Enclosed please find my check or money order for $29.50, or charge my 0 Mastercard 0 VISA

Sponsor three or more new members and re~~ive this exclusive T-shirt (available no other way).

Shirt size:

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Card No. _ _ _ _ _ _ _ Exp. Date _ _ _ _ _ __ Signature

Send to: USHGA, P.O. BOX 66306, LOS ANGELES, CALIFORNIA 90066

0 XL

World

Cash Reserve z~ooo

Team Z'l,OOO(PFl..urE)

26

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USHGA Cash Reserve ($)

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15 10 6 5.50 10 40 30 30 54.50 4 20 20 8

4 20 16 8 10 25 50

28

World Team Fund

USHGA Cash Reserve

Name

($)

($)

Lori Stanton Donald Kulinski Robert McCord Tim and Jane Cobb Marshall Kuykendall Kevin Barr Tom Bulgerin Bruce Viehman Jason Williams Janes Green Christian Bruning 1. White Kirke Leonard Ronald Young Pat Barry Andy Zsinko Pete Lang Chris Pyle Stephen York Bill Richardson Mark Macho 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

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Name F.S. Kendrick Clifton Cornelison David Curry Jeff Gilkey Moises Salmun Charles Rebert Ray Reighart Greg Christensen Terence Duffy Scott Whittet John Taylor Jess Moon Dave Dunning Mary Kesslak Ran D. St. Clair Richard Hamilton Thos. Johnson Charles Poppenheimer T. Collard E. Show Marshall Hudson Alex Kozloff James Herd Warren Fore Alan Kundl Al Davidson Pat Brooks Maynard Pogue George Hartman John Wright Cliff Rice Chuck Hall Chip Salmon Dan Hill

World Team Fund

USHGA Cash Reserve

($)

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15 4 12

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5.50

20 12

4 2 3.33

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World Team Fund ($)

Name Bond Shumaker Colin Kinnish Shannon Good George Florman Gary Harkins John Cole Dick Newton Howard Brown Steve Hawxhurst Brent Sweeney Ray Tucker Lee Fisher Brian Leahy Wayne Peterson Dave Bakke David Deming Gary Dearing Floyd Blue Robert Reiter Tom Hund Bruce Elmquist Peter Nizborski Frances Hale Michael Chevalier Randy Forston Dale Bugby David McCammon Francis Turmo Sandra Gilbert Bruce Carr Ralph Karston Walt Szanto Paul Cole Mike Dunn

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HANG GLIDING

USHGA Cash Reserve

67 10 8 4 4 18 70 12.50 33.33 8 4 40 25 20 8 5 16.67 20 4

USHGA Cash Reserve

($)

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Name

($)

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World Team Fund

Denny Mallet William Finn Edward Gama Roger Sharf Anonymous W. McLellan John Boland Butch Pritchett John Stokes Mike Meier N. Todd Don Ratty Jerry Sorenson Otto von Rosen Robert Fullam Martin Bunner Hang Flight Systems Bill Scoot David Prochaska Dave Crabb Erik Kaye Bruce Carr Liz & Paul Singley Andre Castellini Matthew Redsell

10 6 100 33 2 2 2 4 30 12.50 16.67 4 2 20

6 10 4 7 12 4 14.40 3 10 4 6 12 8 25

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Name Kent & Linda Owens John Davis OREGON HANG GLIDING ASSN. Peter McEvoy Neal Roland James Hall Kim Watts Mike Compton John Noe Jr. Scott Smith Art Barrick Jon James Lisa Jensen Hardy Snyman Colon King Brian Seeney Bruce & Christine Waugh BLUE RIDGE HANG GLIDING CLUB Pat Mulkey Dave Wiese J. Dykert

Stayin' Alive In '85 Hi Gang, I will give $5 for every one-hour flight I get to the USHGA. It's not much but maybe I can start something.

Anyway, I just got back from Yosemite. What a fantastic place and what a flight I had. Unfortunately the flight lasted 14 minutes but it was worth it. So here's $5 'cause I had a beautiful flight.

World Team Fund

USHGA Cash Reserve

($)

($)

4

2 6 2 10.60 3 2 4 10 4

IO 10 4 6 4 2.75

2 2

7

($)

Name

Tom Myatt Gary Ash Gary Evans Dave Darling Louis Della Penta ? Potter ? Thacker Ken Wilson S. Lidie Ray Saunders B.A. Horton James Dukes Joe Davies Ron McKinney Charles Hudson Bonnie Ruetenik Gerald Albiston Wes Roberts Mike Sing K. Federlin Rolla Manning Jr. Robert Tuttle Donald Morin Andy Zsinko H. LeMur

2 4 4

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5 2 4 2 20 2.75 2 3

The Membership Responds

tion how most if not all pilots sincerely appreciate all the hard work you all do to keep this great organization together?) Thanks. I hope I made it easier for you all to keep up the good work and keep putting out the great mag.

John Noe Killeen, TX

Dear Amy,

Hello USHGA,

Congrats on your new position.

Good luck; we support you. Here's a contribution but this does not mean that I like Airwreck's assaultive "chihuahua" articles.

Natalie Gibbs Oregon Hang Gliding Assn.

Oregon City, OR

5 8

64

Bruce Carr

In response to Erik Fair's excellent article about USHGA's financial situation our club voted to donate this $100 to USHGA to use as you see fit.

16 4 6 8 8 5.50 5 2.50 IO 10 12

World Team Fund

Jon James Sebastopol, CA

of one upright to maintain site insurance? Let's get with the program and keep the USHGA the way it is a strong voice for the sport.

Pat Mulkey Roswell, NM

Dear Amy and friends, Enclosed is a contribution to "The 4-2-whatever plan" from the 32 members of the Blue Ridge Hang Gliding Club Inc. We would like to designate $128 for the Cash Reserve Fund and $64 for the World Team Fund.

The current officers of our club are: President - Dave Brown, Vice President - Roland Hilger, and Secretary I Treasurer - Bob Lassins.

Bob Lassins

Dear Erik, Hello Amy Gray, I'll make this short and simple knowing how busy, under-staffed and over-worked you all are. (Did I menNOVEMBER 1984

Here's a few bucks to help the cause. It's the least one red-blooded thermal-lovin' pilot can do. What are we gonna do with our wings when we got no place to launch? What's the cost

Dear USHGA, I do not want the USHGA to go under. I think the Association is the best thing that has ever happened to 29

hang gliding and would like to thank you all for doing the job that has been done so far. You can think of this as a pat on the back and a vote of go-for-it from me to you, also Erik Fair. I love ya but we should get the Association back on its feet first, then worry about the World Team.

Neal Roland LaCross, WI

Dear Editor, Since I'm contributing my $6 as requested, I've got a piece to get off my chest. First, I started in hang gliding in 1978. Due to time restrictions I now fly a 'Dactyl. But I still have my old Cirrus SA and fully support the USHGA. I can't believe how apathetic the membership in the hang gliding community is. I've seen our clubs come and go up here in Region 1. Even my instructor, who was and still is a wellknown figure in the hang gliding community locally and nationally, dropped out of the USHGA. There is probably a different reason for every individual who refuses to support the USHGA. What I see happening is something that Mr. Fair failed to mention in his article. Most, if not all of the companies building our wings and products that we use are there because they saw a market, that market with the membership and potential membership that the USHGA brought together. Without this market our technology will stagnate. New ideas will cease. Companies will fold. I think it is so sad to think that these same companies that supported putting us in the air will now not get our support to continue.

It is time to put the individualistic ideology aside and band together for the cause of not only the USHGA, but for the continuance of the hang gliding community collectively!

James Hall Spanaway, WA Dear Editor, I strongly resent being subjected to the groveling appeals for money that 30

have recently been frequenting your pages. Last year it was to sponsor some professional "World Class" American pilots (most of whom look down their noses at us weekend fun flyers) for an all expense paid vacation to Germany. Now we hear a solicitation for charity to bail out your money losing magazine.

There are many national magazines (including one other hang gliding periodical) which support themselves on subscription fees and advertising revenues. If your magazine is not paying for itself and is not making a profit for the USHGA, perhaps your advertising deparmtent is not doing its job.

What with hang gliding pilots consuming 36.8% more beer and being 61.2% more likely to buy a 4-wheel vehicle than the general populace, does it not seem strange that ads for these products do not appear within your pages?

I would much prefer to see a Coors or Jeep ad than a sniveling plea for donations.

Colin Perry Las Cruces, NM

Hang Gliding magazine does not lose money. It is alotted $10 of the $29.50 dues but actually consumes slightly more than that, so it shows a loss on the financial statement. In addition, the merchandise departments and other membership departments are not charged for their advertising in the magazine. It should be pointed out that our printing bills are at the same level that they were seven years ago when I took over the editorship. The magazine used to consume $7 of the $15 dues years ago, so infact the magazine has gone from consuming almost half the dues to one-third.

The advertising you mentioned has been pursued on several occasions in the past. These advertisers will not even consider publications with our small circulation. Magazines with ten times our circulation are considered small and not worth the expense of producing an ad or managing the account. I hope this clears up some common misconceptions. -Ed.

One Final Note: While I was at the USHGA Board of Director's meeting in San Francisco (9/21-24), a friend of mine approached and asked the following: "There's not going to be any more sniveling for money in the magazine is there?" Fair question. Here's the response I gave him: While it is certainly possible to view the current fund raiser as "sniveling for money" I think it is probably more appropriate to look at the whole thing as an opportunity for individual pilots to respond to a very real crisis in their national organization. For a year and a half the membership has been subjected to one depressing "state of the union" article after another. To the best of my knowledge, these articles have contained no lies. The USHGA really is in financial trouble. The magazine really is the next expense to be cut.

I believe that most USHGA members are genuinely concerned about the situation and are eager to help out. A grass roots fund raiser is nothing more or less than a simple effective way of giving concerned pilots an opportunity to really help our organization. Right now $6. 00 from each member will really help the USHGA. Those who don't want to give it don't have to - no big deal.

Those who have given, judging from the letters they've sent with their donations, obviously feel very good about participating in the process of maintaining the USHGA at its current level.

Those who are thinking about giving but haven't yet - well - do what feels right to you. If you've been reading the magazine you know what's at stake. The question is: Do you want to help do something about it?

Erik Fair USHGA P. 0. Box 66306 Los Angeles, CA 90066 Please specify: A) Cash Reserve Fund BJ World Team Fund

HANG GLIDING

meetings. would like to continue to rcy1rcscnt Region II its director. pilot and is civil

111· strumental in to near Seattle and Dog Mt. near Morton, W:aslnngt<m.

the incumbent director I'd like to thank all you who have made my tenure so hope that l have back. the last I have annually wide meetings, one in Nevada this year, to from all those in· terested enough attend. I've officiated al both the Regionals and the Nationals. hold the office of Treasurer and am member of the Executive Committee. attended all NOVEMBER 1984

deRussy, your candidate for the office of USHGA Director for m, is I ,ife Member #5114, an Advanc eel Instructor, a Examiner and Observer, and a Master rated pilot with well over I ,000 hours of experienee in more than 100 different • "'"''""r with his wife and partner Bon· Nelson, he owns and operates the Emporium in Santa Barnow in its eleventh year. He has taught hang full time since early 1974 many of his now in use throughont the sport. is the founder and past Prcsi· dent and Vice President of the Santa Barbara Association #26, and has organized and

directed many hang tions, seminars, and safaris for the Santa Barbara area. his ten years open:tt1r1g the Hang Glider Emporium he has worked with federal, state, county, and government and to scores of eommnnity or1iar1iz,:1tilms to promote the age of hang and to secure sites. As the President of the Hang Glider Dealer's Association, Ken assists of the Hang G1ider in Dealer's Association, Ken assists in maintaining communication between dealers and US manufacturers in order to continue the high level of consumer service we now enjoy. lIJ is one of the most populated in terms of has some of the best opportunities in the U.S., states "The northern par1 of this region has had little rcr,re:,entat1on over the years and I feel I know this quite well. your Director, I will stay in touch with all of the clubs and groups in order to accurately represent needs at USHGA board meetings. l am determined to keep our sport free of cumbersome and still main·· tain a high level of Hang has been the most powerful thing l have ex1,er:1enccct in my life and I want to see as many as possible share in the magic of foot·launched silent

At the 1984 Nationals, l was bumper sticker that read, "When all dse fails, change the rules." a meet dircc· tor this had a "tonguc.in-d1eck" J\s a Director the humor is sud· denly locked out.

After JOl/i years of and achiev· ing a master rating, and after watching the sport and the grow from its state as the Southern

31

forum for and to interact. The result has been uu~nivt:. b~ ~t work to be done.

The decline in u~,n,,u\ Mc:ml,ershii, us a a national the now USHGA is not doing; rather there is an upbeat, pitch-fo attitude amongst This is a in org;ani.zation and sport. The stn:ng1th the national or!:an.iza1tio,n is derived from that has to people grass.roots memher movernent. We make it work if want to.

since the winter or l 974, when I first launched Chandelle off the~ foothills near

in rnusic, was in the armed '"''""'"' he included in the Junior Chamber

Commerce Men of

America.''

attending discussing your ideas, and them hack to your organization that it remains your association, one controlled hy intcres1 groups.

R<!gionals. am a fixed and am familiar with the apt:ilie,tble FAR's.

President of the Nor. Assn., 100 + member affiliate hang gliding chapter the structured and tional hang needs of Minnesota and Western Wisconsin. In the face of t!e,cli11ing rrtcn1bcirsl1ip, we have arrested making our dub an attrac-, and viable entity. We have reeognized that trkatc mon thread of love of free-form Our first concern will be structured needs of the community, centered around site acrnaintenance, addressing the needs of this eomnrnnity well,

My interest in aviation started years ago. Since that time I have con· tinued to pursue a greater 1moV11Jec:ll!c and of all aspects aviation. I am an advanced rated observer, active member in several New clubs and current director 8. desire to continue as director for this region to advance the sport of hang gliding, to promote further communication between the various New clubs and to better our public I have no affiliation with any dealer or school, yet believe are as vital to the of our is the of the

manner, plan and schedule meets and, most represent hang Engla,nd to various local and state businesses and agencies in manner.

My name is Bart Blau and I have been since the season of 1974. l have hang de,1lc1"shio since 1975, and been recertified for the third time as USHGA instructor. I am married and my wife's name is Lynda. We have one son, Eric, and another child on the way.

I was site director for the Connecticut Association, and past I have been active in all aspects of flying as well as new advcn-" turcs in I nm a club at Central

HANG GLIDING

been ten years since the 1974 "Annie Green Springs" nationals, won by Chris Wills. The flying machines, the sport and the competitions have evolved in surprising and sometimes profound ways. The early meets, mostly for duration and spot landings, came to be regarded by the pilots as too easy and overly dependent on luck. One-on-one races were used for several years. They were directly competitive but often led to in-air "bullying," occasionally with horrific results. Various forms of team flying sometimes tainted one-on-one victories. In 1984, both the Southern California regionals and the nationals made use of a sailplane-type format.

Contestants were allowed to launch where and when they chose, provided they entered a start gate between preset hours, such as two to four in the afternoon. Going through the gate put the entrant on the course, and he was then TOP: Pilots wait to launch from Marshall Peak. LEFT: U.S. National champion Stew

Smith demonstrates his unusual landing technique-on the rear wires.

HANG GLIDING

while nrn1st11ng, variable number allowed, the previous effor1 Fastest entrant

high span camber contributed to top end perform,, anee, no doubt, but the machine may have ligh1 .fift, sharp of the Wills stood

panel sported no fewer than two on the vario one on the had the fastest course times on both the first and the following Monday, bu1 felt his glider lacked the needed to win, in

NOVEMBER 1984

Al30VE, View of t/,c site, INSJ,T,, Lcft to ri?,ht S!'nor VG dcsigner and Srcdwi11gs 1ncsident llo/J Tmm;,em111, /], S, Nall'onal rl"m'J/Jion Stew Smit/,, U, S, Nationals winner Rir/1 Pfeiffer, Hut/, pi/01s flew Sensor VG,,,

th,~ he suffered an unfortunate in, version while performing series of high and was forced to his from the broken machine. the other contestants, he had removed the from his which made the abrasions than they might have t•o,11ow1ng the accident down near the power plant in spot he'd visited

previously in sirnilar situation), mornl was forced to leave the meet, bruised but not seriously hurt.

Pfeiffer, Smith and nnmer· ous other pilots flew with streamlined

harnesses, speed rails and other 1nethods of increas· speed and glide, Pfeiffer and Smith also had a new teardrop-shaped helmet created by Jack Lambie, similar to the ones used by the Olympic bicycle

racing team. The Wills HP glider (four were flown in the meet), had no keel pocket, and that seemed to help the wing attain higher speeds.

The Conditions The lift conditions on the mountains behind Pinecrest Air Park were normal - booming for six of the nine days.

Wednesday was cancelled because of winds so cross as to be nearly downwind, and the second Saturday saw light air and crosswinds before oncoming Hurricane Marie. A number of thentop-ranked pilots fell from the course, possibly because they tried to race at speed. Steve Pearson, John Pendry and Rick Rawlings, the 1983 national champ, vacated the top positions in the adverse conditions. A complex controversy then developed, with a request to invalidate the task that day. This of course was opposed by those pilots who had moved up in the standings. Meet director Walt Dodge ruled the task was in fact valid, Pfeiffer winning the day by making an extremely difficult 14 pylons.

Stew Smith, Rob Kells and Steve Moyes also made the course, proving their skills once again. Among others who benefitted that day were technical writer Dennis Pagen and lawyer Dick Cassetta.

On Sunday, September 9, the dark clouds of Marie embraced the major peaks south and east of Crestline.

Thunder, lightning and flash flooding were reported from as near as Hemet and Corona, creating considerable doubt about starting even a ten-pylon race. The final day was begun, however, and the course appeared to be makable under increasing development and light erratic winds. But as reports of bad weather kept coming in, and as rain began to fall on the south end of Marshall Peak, director Dodge felt it in the best interests of the pilots to "red flag" the contest.

About sixty pilots landed within five minutes, creating an air controller's migraine, though nicely handled by contest officials who assisted pilots from the LZ at opportune moments during the blitz of descending gliders.

"I was glad they called it," said Steve Moyes, current world champ. "I was starting to get scared."

Moyes' remark was indicative of world-class sportsmanship, since he stood to gain most in the round, being in a competition of mere minutes with Rob

36

Kells for second place. Without the round he was in third.

The Checkered Flag Concluding ceremonies were conducted in a light drizzle, a small relief from the heat, mugginess and smog on earlier days. In midweek a record high low was set for the Los Angeles basin at 86 °, and the highs over 100 were the rule. Awards were made by USHGA prexy Steve Hawxhurst, meet director Dodge and others. The checkered flag intended to be used at the meet's end was given to John Pendry in recognition of the fastest lap of the meet - something like eight minutes.

"That's sixty miles an hour!" shouted someone in the audience as the Englishman accepted the flag.

"That's entirely possible," he replied.

"I started at 11,000 feet." Pendry indicated a spot near his shins where he'd "stuffed the bar."

Two Champions True to his earlier prediction, one of Pfeiffer's picks won the meet - himself.

The others contended, led, and some withdrew, which may have affected the outcome in unanticipated ways. By flying carefully, making few mistakes, capitalizing on the errors of others, correctly reading a variety of conditions and altering his flight to suit, Rich Pfeiffer won the meet. He won near the end, and not without dispute. Some said he had a gentle touch from Lady Luck, but that didn't bother Rich. He had come to win.

"The biggest thing you can win in this meet," said Pfeiffer, "is the respect of your peers."

That kind of respect is hard to measure. One would think a former national champ would already have it. If not, Pfeiffer did likely earn the respect of those who weren't disgruntled. There was no way to please those who were.

But the winner of the biggest trophy and the 1984 U.S. National Champion was the unassuming Stew Smith. With his fourth-place finish here and the accumulation of points at other sanctioned meets over the year, Smith upheld his position as one of the world's best pilots, a position earned over years of competition and by placing second only to Moyes at the last world meet. He took his trophy shyly, and left a wildly clapping audience with the hope that they would fly safe.

Commentary: A Question The nationals have progressed with the pilots and equipment of hang gliding for over ten years. Changes are ongoing, as they must be. Interpretation and application of contest rules has always been important to winning or losing.

Nineteen seventy-four winner Chris Wills used to say understanding the rules was the key to winning, and spent tedious hours studying them until he was satisfied he knew them as well as he could. But the rules don't say much about sportsmanship, and it would be a poor thing to see hang gliding degenerate to the point that professional boxing has, where we commonly see contestants mugging at one another, refusing to shake hands, and gloating childlishly over minor victories. Professional football is another case in point, where rules have had to be made to prevent players from hurting themselves and others during silly demonstations following scores. The early departure of several top seeds from this year's nationals raises an important moral question, one that may need to be answered by the national organization. If a pilot withdraws from competition because he doesn't think he can place first, isn't he letting down the other contestants, his peers and his friends? •

1984 U.S. NATIONALS RESULTS World Class Total

Place, Name

Score Glider

I. Rich Pfeiffer 2. Rob Kells 3. Steve Moyes 4. Stew Smith 5. Lee Fisher 6. Jeff Huey 7. Ken Brown 8. Rick Rawlings 9. Steve Pearson 10. Howard Osterlund 11. Gene Blythe 12. John Pendry 13. Bruce Case 14. Tom Phillips 15. Dick Casseua

995.02 Sensor VG 1053.44 Wills Wing HP I 066.09 Moyes GT !074.71 Sensor VG 1091.87 Attack Duck 1099.85 Attack Duck 1124.53 Magic l 128.53 Wills Wing HP l 184.11 Wills Wing HP l 191.32 Attack Duck 1195.90 Attack Duck 1198 .85 Magic 1252.44 Wills Wing HP 1332.46 1337.0l C-2

Sporting Class 1. Terry Wilkins

2. Kevin Christopherson 3. Jeff Bennett 4. Joe Brakefield 5. Paul Robinson 6. Jeff Gildehaus 1. Harry Martin 8. Bob Trautz

9. Ross Hens.on 10. Rob Roberts

1212.02 A11ack Duck 1278.98 1424.84 C-2 1473.88 1496.5 l Sensor VG 1604.61 1644.84 Streak 1698.37 Sensor VG 1748.52 1912.06 -

HANG GLIDING

Hang

to June JO, Western Hi1rnalay'an

a niee parallel launches hillside. The house thermal is on the spine running from launch and the wind consistently blows in. great relief. mountains arc picturesque, with t,•.-r::i,·NI fields on even the und flags and banners fluttering in the breeze below ns. This is part of the Dhualadhar range which reaches to 15,000 feet.

Most of the time cloudbase around 12,()00' but on few with real disappointment to most of us not to be abk to look over the back the snowcapped 20,000-foot

of Indians and tbe field. end

five--star government hotel loomed above NOVEMBER 1984

dust that many of us but the attention second day

strnek.

violent storm front came catching many of West was turned downwind on his final approach, flew into a large boulder head first and killed. This added sad note to rally but because of it many of us overc1cvc1cmec1 conditions and un· taking. third day was another and on the fourth the official petition format was stan · dard on,c·c,n·,on,~. with dual jlJ.,secona launch window. There were two courses, the first course of about miles the second country to goal along about 30 miles. Many of close with the many the leads Moyes, to win but

to make sure the him, the lead and the rnatch. ln their next matchup Chris won. Tied for third Pat from Colorado and Judy Leden from England. had to Joseph Gu,gg,emnoss

others and heat Larry Tudor when he dove at the wrong hilltop thir1ki11g The areas were an pcncnc,e. Everywhere where there are farmlands there were terraces, only inches but most some two to three feet high with only flat spot to the next dropoff. Compounding this pn)blem the power lines that criss-crossed nearly field. The altitude and heat also added to many bad land· Out of forty edges or glider was blown several hundred yards and the sail was badly torn, and numerous downtubcs and hasetubcs flying ,n~1rnhlP conditions most memorable part of the flying was the numbers of hawks and vultures that filled the would mark thermals for us, join in fonnation fly. and sometimes us away into sink. many different kinds of birds in the air that they didn't mind when a them. of the better (;Xpcriences of the had by those who landed one of the small villages. The extremely friendly. loved to have land near·

valuable

i1 and equipment to a nearby road.

Several pilots were invited into villno,pr,,' homes, given

brewed moonshine, seldom any major pn)blcm munication since at seemed to Seven rounds in all run and 011 the final day an additional prize of rupees (about $50 was offered to whoever landed at the Uni· stadium. About managed this. That treated to cultural show and an awards ceremony where 1•v,nnrnr10 received a looking trophy.

l.

6.

7. L. Tudor 8. J. Gu;r;ge11m1Js

Bullet

A. Bitker 10.

Punjab forced us to take buses on the return trip. parent. At one point we while another Jess fortunate bus was bulldozed off the road ahead of us. Another time armed soldiers forced us to take still another detour.

Finally Delhi. money had not been distributed awards banquet two before because of the us when we arrived, and one Delhi paper even went lo print with the headlines "Rally Pilots Not Paid Money, hut that the orismiizers came $15,000 was paid

Fasrinated locals c/11stcr urounrl tl,r 11rngic flying 11wrhi11e.

nap and then catch their home.

The definitely an and an adventure step of the way. If the had

HANG GLIDING

done a better job with the transportation to and from the mountains, and had more jeeps available in the mountains it would have been much more pleasant. Since Air India was a sponsor they flew our gliders and any excess baggage over and back for free. Punwire provided excellent radios without which there would have been a real mess. The army provided jeeps and drivers, the air force a search and rescue helicopter. The local government assigned police for crowd control and after the accident an ambulance at the primary landing zone. Hopefully the organizers will have learned a few things. Only if all of these factors are present in the next Rally and you want to mix a little sightseeing with some great flying would it be a worthwhile trip. The organizers seemed very interested in making the Rally happen again next year and at the price ($800 plus airfare) it is a pretty good bargain.•

THE ANSWER MAN

CHEAPIE GLIDERS

Dear Answer Man, This may be far-fetched, but I would like to see the manufacturers venture into designing and producing some really cheap (less than $1,000) lines of hang gliders: simple, single-surface, airworthy, certified and aimed at the instructor and ently level pilot market.

Such ships should retain the docile, easy-to-fly characteristics of earlier models we often refer to, such as the Seahawk or Dove.

I'd like to know if Wills Wing or any of the other manufacturers have any speculation as to the sales potential of said basic, cheapie glider?

Hardy Snyman Houston, TX Dear Hardy,

::: ULTRALIGHT NAVY WITH GREEN GOLD & RED SILK DETAIL

~: HANG GLIOER NAVY WITH GREEN & GOLD SILK DETAIL

Neck Ties By

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NOVEMBER 1984

I was very interested in your call for the manufacturers to develop some "really cheap (less than $1,000) hang gliders." Unfortunately, I don't think it is even close to being economically possible with the present size of the hang gliding market. Inflation does strange things to our understanding of this subject. There has never been a factory made hang glider that sold for less than $1,000, if you're talking about one thousand 1984 dollars. I bought my first "standard" in 1974 for $543. That equals $1,179 in 1984 dollars. In other words, that standard rogallo actually sold for $1,179. I don't know many people who would pay $1,179 for a standard rogallo. The Seahawk, which sold for $920 in 1978 would be $1,550 today, and the Dove, which sold for $895 would be $1,339 now. Both of those companies are now out of the hang gliding business, so I'm afraid we can't use even those prices as examples of what is economically feasible. Beyond that, none of the three gliders mentioned

would come close to passing current HOMA standards, which most pilots and you, yourself cite as a minimum requirement. Finally, all of the fondly remembered easier-to-fly gliders of yesteryear are out of production today for one reason; people stopped buying them. I have seen no evidence that people are willing to buy them now, since hundreds of them are going begging on the used glider market at as little as half of the $1,000 price tag you mentioned.

I think that the effort to get back to easier, more enjoyable, more affordable recreational class gliders is very important to the future of hang gliding. No one, however, seems willing to give up much of what we've gained in performance and airworthiness over the last ten years. Gliders like the Skyhawk, even though only a modest step in the direction you indicate, represent a considerable marketing risk for the manufacturer, as none of the market trends of recent years suggest that they will prove popular. I think the future is in the hands of the dealers and the consumers; they have the power to make easy-to-fly entry level gliders a reality by buying gliders of that type in increasing numbers. The manufacturers will always respond to whatever the market asks for. They can, in fact, do nothing else.

Para Publishing Books by Dan Poynter Post Off ice Box 4232-314 Santa Barbara, Ca 93103 Telephone: (805) 968-7277

Send For FREE Brochure 39

CLASSIFIEO 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 WING, P .0. Box 483, Van Nuys, CA 91408 (818) 787-6600.

C 5 B - 320.00, Fledge II 350.00, Wills XC 215 300.00, Spyder 168 275.00, Sun 3B 200.00, Soarmaster 225.00, New Advanced Air cocoon medium size with ballast and chute container 130.00. Will consider offers on any. (503) 276-7462.

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

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

COMET 185 - Good condition, flies great. $650.

San Diego (619) 281-3105.

ATTACK DUCK 160 - New series with 4\li battens per side. Includes extra X-Country cover.

Logged 140 mile flight. Excellent! Will ship. $1600. Scoot (619) 324-6539.

DUCK 180 - Excellent condition, July 1983, team blue spectrum, nose cone, flies great, $1295. (619) 729-0650.

DUCK 180 - Good cond. $1000. - Call Bruce @ (612) 872-431 l off, (612) 937-1754 home.

DUCK 180 - Mint condition, free shipping $1000. Dennis (213) 433-2787 or (213) 635-4855.

180 DUCK 1983 - 4.5 oz. cloth, tempercote LE, white, red, gold, rainbow sail, $1400. Robertson cocoon w/chute, cargoer storage bag, $450. Ball vario w/digital altimeter $250. All equipment in excellent condition with many extras. Also: 229 Raven w/spare keel, good condition, $500. (717) 836-3216.

1980 ATTACK DUCK - 4 mo. old low air time $1700. Excellent condition. Fast and sweet handling race ready. 180 DUCK - Well used $650., FLEDGE 118 - Well used $250. Rick (619) 343-2659.

185 Comet OVR II - Good condition, clean. Performs great (7th place 1984 Owens Valley XCWC) $1100. Matthias Krantz (810) 581-7919, eves.

278-5608.

185 COMET - Org/yel/white, dirty, some Owens Valley road rash, great handler. New flying wires, new cover bag. $850.00 (619) 429-3764 Woody.

151 UP CONDOR - Spectrum split panels, very good condition $350. includes sturdy shipping container. Julie (916) 241-7599.

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

(812) 288-6597.

DUCK 160 - Completely refurbished, excellent condition, Wills team colors, must sacrifice $1000.

Attack Duck 180 - 1984 Y, - blue leading edge, red, white, all white top surface $1650. Sell both $2500. call (704) 963-5844 evenings - Rob.

40

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

WANTED RAVEN 209 - new to excel. cond.

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

RAVEN 229 - wt. range 170-230, rainbow sail.

Excellent for tandem or the larger pilot. $800.

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

WILLS WING RAVEN 209 - Harness, helmet good cond. S500. or best (805) 643-9771 Brian.

RA VEN 229 - Red, white and blue, UP helmet, WW harness, new Security chute, Ball vario, Thorman altimeter $1100. takes all. WIii pay shipping. Low airtime. (503) 667-0914.

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

SENSOR 510 - 180 late 82, $1100. Jay (703) 821-3786 (evns.) (Virginia)

FLEDGE 11 B - Harness, chute, vario, vgc, $895./offer. (313) 626-8463.

offer. Perfect condition, low airtime, custom sail.

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

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

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.

SENSOR 510 -

Variable geometry $1700. or best

(503) 245-2636.

SENSOR V.G. 156 - Low hours, top condition, hot performer. Fairings and extras. $2200/(619) 456-0633 (S. Cal.) STREAK 130 - New, no flights, $1000. Willie Carr 2739 Colonial Ave., Roanoke, VA (703) 343-5606.

160 STREAK - Emerald green, silver, white; with lightning bolt inlay, half ribs, sandwich cloth, N.C. X-C record holder (1983) $1195 obo. - 160 STreak - Pacific blue, dark blue and white; low airtime, perfect condition, sandwich cloth $1195 obo.

1981 COMET 185 - Hi performance, low price.

Erik, (615) 454-9563 (nights) (615) 455-1984 (days).

185 COMET 11 - 40 hours, excellent cond.

Orange and white $1500. firm. Like new High Energy cocoon for 6 ft. pilot with 26 ft. Free Flight chute. $400. Litek vario $120. (208) 377-9306.

PRO STAR I 160 - Blue and white, Custom star and chevron inlay, small cocoon, $900. for both, includes shipping (602) 774-1654.

DUCK 180 - Very clean low hrs. Dark bl. leading edge spectrum center $800. Raven 229 2 hrs. then stored $675. Minn. (612) 890-0498.

COMET II 185 - Excellent condition. $1200.

SENSOR 510 165 triply - very good condition $1050. (801) 254-6141.

COMET 165 - Orange, yellow leading edge, low airtime, excellent condition $1000.00 - '79 Seagull 10 meter - blue, yellow, white - taking up space, in storage 3 Vi years, mint condition.

Make offer (714) 548-2186.

PRO AIR 180 - With harness and parachute.

Low hours. Excellent condition with extra parts. $900. (213) 869-2812.

GT! 70 Certified Suitable Intermediate pilot Blue White Gold $900.00 GT 190 Certified Blue Rainbow White $1000.00 Mars 170 Certified for Beginner to Intermediate Excellent Training Glider Blue White $900.00 Mars 150 Light 49LBS New Good Sink Light Handling Red Yellow White $1200.00 22021 Covello Street, Canoga Park, CA 91303 (818) 704-9132.

HARRIER I 177 - Black w/dark red upper/white lower leading edges. Excellent condition. Great performer. Includes 2 spare down tubes (714) 987-7293. 1675.

HARRIER I 147-Low airtime. Extra ribs. LE black, rainbow panel. $1100. (303) 431-6394.

160 STREAK - Excellent condition, white w/black leading edge, silver under surface $995.

(315) 986-4434.

185 C2 - Black/blue/gold/white; Exe. condition throughout. All the go-fast stuff; H.D. outboards battens, stripped cables, reflexed keel, K. P. fairing, 150 miler. $1400. (619) 429-3764.

Rigid Wings NEW MITCHELL A-10 - AS!, Vario, tach, egt, brakes, with new custom trailer. Save $3000. Need cash! $4950. (503) 278-7462.

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

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

Schools and Dealers

160 OLY 1979 - Rainbow, 12' breakdown, very nice $450. (502) 781-4786.

PHOENIX 6D - with harness, good condition $500. (415) 873-3550 ext. 105 Keishi.

ARIZONA

PROAIR 180 - Excellent condition. $850.

O.B.O. Will ship, Ward (505) 893-7212, (505) 296-0934.

ARIZONA WINDSPORTS - Certified instruction utilizing the world's only man-made trainer hill. Skyting instruction in the advanced class. Full

HANG GLIDING

CLASSIFIED ADVERTISING service shop: gliders, accessories, parts, repairs.

Dealer for Progressive Aircraft and Delta Wing.

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

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.

WINDSPORTS INT. since 1974 (formerly So. Cal. Hang Gliding Schools). Largest and most complete HANG GLJDING center in Southern California. Largest inventory of new and used gliders, ultralites, instruments, parts and accessories. Complete training program by USHGA certified instructors. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.

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

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

NEVADA 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.

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

NEW MEXICO

CONNECTICUT

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

CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, clo 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.

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

NEW YORK MOUNTAIN 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

HANG 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.

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

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

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 101 and flying sites. 613 N. Milpas, Santa Barbara, California 93103. (805) 965-3733.

NORTH CAROLINA KITTY HAWK KITES, INC., - P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, 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.

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

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

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

HANG GLIDERS OF CALIFORNIA, JNC. USHGA certified instruction from beginning to expert levels. All brands of gliders, a complete line or 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.

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

MIDWEST GLIDER SUPPLIES - Dealer for Ultralite Products, flight accessories, and a complete line of skyting components, 2638 Roberts, Waukegan, IL 60087 (312) 244--0529 after 8 pm CST.

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

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

Your Sandia

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

MINNESOTA NORTHERN SUN, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang

- - - - - - - - - - - - - - - - - - ! _____________________________________ _

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 the

Section (please circle) Parts & Accessories

Rogallos

Rigid Wings

Schools and Dealers

Business & Employment Opportunities

Emergency Chutes

Publications & Organizations

Ultralight Powered Flight

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

Bold face or caps SOC per word extra. (Does not Include first few words which are automatically caps). Special layouts or tabs $20, per column inch.

Payment for first three months required In advance.

Miscellaneous

Begin with 19 consecutive issue{s).

issue and run for _ _ __

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Please enter my classified ad as follows:

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Phone Number: P.O. BOX 88308, LOS ANGELES, CA 90088 I (213) 390·3085

L---------------------------------------------------------' I

NOVEMBER 1984

I

41

CLASSIFIEp ADVERTISING UTAH FLY UTAH WITH

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.

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.

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

International Schools & Dealers JAPAN

AERONAUTICAL ENGINEER - will compute lift, C.G. 's, stress, vibration. Fortran computer programming. $?/hour. Roger Lee, 1765 N. Highland Ave., Hollywood, CA (818) 763-2028.

HELP WANTED - Winter work to support summer hang gliding, come plant pine trees with us - $5,000. - $10,000. per four month season.

S.A.S.E. for information: Carolina Forestry, P.O. Box 8, Younges Island, SC 29494 (803) 889-6807.

Parts & Accessories

~ ~~IE 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.

Emergency Parachutes NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no.

65-1425.

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

Brand new - never been used! WW Flylite Harness w/chute container (fits 5'8" to 6' l "}, S135. - 20 gore "Advanced Air" parachute, S295. Bulletman Harness (fits 5'8" to 6'1"), $225 or less - one hour airtime. John Bautsch (715) 842-4103.

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! EIPLEX altimeters - $49! Leading Edge Air Accessories (214) 231-5835.

Publications & Organizations

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

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

Ultralight Powered Flight

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

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.

JETWING TUG - Low hours. Manta redrive, complete towing system $2500. (305) 291-1124.

Business Opportunities CRYSTAL AIR SPORTS MOTEL - Male/ Female HELP WANTED: 15 hrs./wk. Exchange for lodging in Original Flyers Bunkhaus. Call or

42

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

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

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

HANG GLIDING CHARM - 14K gold $48.00, Sterling Silver $38.00, plus $2.50 shipping and handling. Golden Glider, 1129 Turnbull Cyn., Hacienda Heights, CA 91745 (818) 333-3300.

INTRODUCING A NEW ENGINEERING SERVICE - DO you or your company need help with a new hang glider or ultralight design? Now there is a professional engineering consulting service ready to assist you. WE can deal with many problems from performance to structures. Send $ I today for our new introductory information package.

Aeronalysis, Inc., 127 Kittoe Dr., Mountain View, CA 94043.

BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o I 830 Clove St., San Diego 92106 (619) 455-6036.

TEE-SHIRTS with USHGa emblem $8.99 including postage and handling. Californians add 60/o tax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, M, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

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 Y, 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 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. CONT ACT: Scott Nichols, ·Box 3035, Aspen, CO, 920-1295.

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 II 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. 11, 1983. CONTACT: Rich Pfeiffer, 2312 W. 2nd St., Santa Ana, CA 92703 (714) 972-8186.

NOVEMBER 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 Ct. San Diego, CA 921 l l 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 93 !03 HANG GLIDERS OF CALIFORNIA 24!0 Lincoln Blvd.

Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424 MISSION SOARING CENTER 43551 Mission Blvd.

Fremont, 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 TRADEW!NDS 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 4!0 Leoni #I Grover City, CA 93433 FREE FLIGHT HANG GLIDING SCHOOL 684 Hao St. Honolulu, HI 96821 AERO-SPORT ULTRALIGHT GLIDERS INC. 898 S. 900 E. Salt Lake City, UT 84!02 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790 EASTERN ULTRALIGHTS 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951

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

San Diego, CA 92121 (619) 450-9008 NORTHW!ND 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 9270!

(714) 542-7444

Index To Advertisers Airworks ............................ 8 Bennett Delta Wing Gliders ................... BC Hall Brothers ......................... 12 High Energy . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Litek ................................ 14 Lookout Mt. .... _.................... 26 Manbirds ............................ 44 Pagen Books ......................... 44 Para Publishing ....................... 39 Publitek ............................. 14 Santa Barbara HG .................. 6, 44 Seedwings ............... _............ 19 Skylite ............................... 39 South Coast Air ....................... 29 Speed Rail. .......................... 44 Systems Tech ......................... 12 USHGA .................... 27, IFC, IBC Wills Wing .......................... I, 2

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

HOLE IN THE SKY, !NC. 5835 Main St., Box 368 Fogelsville, PA 1805 l (215) 395-8492

43

FINALLY AFFORDABLIE! At a lot less than the $17.95 jacket price!

The authentic history of hang gliding . .. with over 100 photos and input from hang gliding's greats.

An inside look at the heydey of the sport.

By Maralys Wills & Chris Wills, M.D. --------- -- ..... -.. -- ---- -- -.. -...... -.. -- ....... ---- .......... -- -- ........ ·- ... -------- ........ -......... -..

Manblrds 1811 Beverly Glen Dr. Santa Ana, Calif. 92705

Send Order to:

Price Schedule 1-5 copies @ $9.95 ea.

5-9 copies @$7.50 ea.

10 or more $5.00 ea.

No. Copies Ordered _ _

Amount Enclosed ___ _ Add $1.00 per book postage & handling.

Name: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address:----------------~ City: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ State & Zip: _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

IMPROVE YOUR FLYING! Learn the secrets of the pros from hang gliding's most widely read author.

Only $6.95

~-

HANG GLIDING TECHNIQUES by DENNiS PAGEN THE LATEST BOOK FROM SPORT AVIATION PUBLICATIONS For the novice to advanced pilot, this book continues the learning that began with Flying Skills.

• Learn about thermal soaring - A full 31 pages on thermal techni· ques will have you soaring like an ace.

• Learn about speeds lo fly - the key to efficient flying whether in competition or cross-country.

• Learn abcl\Jt cross-country flying - How to fly further with safety.

Also: Perfecting turns • Handling turbulence • Flying at altitude • Using ridge lift • Design concepts • Parachutes • Performance tuning • Cardinal speeds • Harness adjustment • Competition and much more!

Don't miss these other great books! ' HANG GLIDING FLYING SKILLS - THE BASIC TEXT FOR LEARN· ING TO FLY USED BY MOST SCHOOLS WORLDWIDE. $6.95 + 70¢ POSTAGE. FLYING CONDITIONS - THE ROAD MAP TO THE SKY, DETAILING ALL ASPECTS OF SPORT FLYING WEATHER. $6.95 + 70¢ POSTAGE. ' POWERED ULTRALIGHT FLYING -THIS NEW BOOK IS THE MOST UP TO DATE AND COMPREHENSIVE ON ULTRALIGHTS. $11.95 + 90¢ POSTAGE. POWERED ULTRALIGHT TRAINING COURSE - THIS MANUAL CONTAINS ELEVEN LESSONS AND GROUNDSCHOOLS FOR THE BEGINNER. $9.95 + 70¢ POSTAGE.

SAVE 10 % - ORDER TWO OR MORE BOOKS! SAVE - ALL FIVE BOOKS FOR ONLY $35.95 PLUS 1.10 POSTAGE SEND CHECK OR CASH TO: DENNIS PAGEN, DEPT. H P.O. BOX 601, STATE COLLEGE, PA. 16801 DEALER INQUIRIES INVITED

Perfect Pitch.

Looking for simple, compact, stowable pitch control? Get a Speed RaWM Light pull-in, flat body attitude for improved performance.

Landing flare-out without 'Lockup: Static road tested to JO G's.

EXCELLENCE IN ENGINEERING The combined instrument for the demanding pilot. Chris Bulger wins 1984 Masters flying the Owens Valley 8000.

=======INTRODUCTORY PR/CE: S6800*

.ff1L5SlDJ1~ SOARtnG CEnTER ~ 43551 MISSION {415)-656 • 6656

d

I

·

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ea ~yj~~iu1ries

BLVD., FREMONT, CA 94539

'+ $3.00 Shfpping-.Col[fq,rnia r.ildanhadd 6Yt%to-.:,

Santa Barbara Hang Gliding Center 486 Alan Rd., Santa Barbara, CA 93i05

(805) 687-3119

FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII• NAME (Please Print}

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

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D NEW MEMBER

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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 pi lot to be a member.

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

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

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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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