USHGA Hang Gliding January 1985

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MANBIRDS by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 8 pg color, 150 Blk & Wht photos, 40 pg appendix.

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

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

FLYING CONDITIONS by Dennis Pagen. Micromelerology for pilots.

90 illustrations.

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

HANG GLIDING TECHNIQUES by Dennis Pagen. Tech· niques 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 self-training & training schools. 11 lessons, tests and FAA Regulations.

MANNED KITING by Dan Poynter. Handbook on tow launch flying.

MAN-l'DWERED AIRCRAFT by Don Dwiggins. 192 pg history of flighl. Features flight of Gossamer Condor.

FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition.

Hang gliding pertinent information.

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 signoffs (all levels), glossary of terms, awards.

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Volume 15

CONTENTS

I11u@ No. 1

(USPS 017-970)

F'eatures

Columns

16 The Safest Way To Fly?

8 The Right Stuff

co 1985 by Dennis Pagen

by Erik Flair Erik corresponds with the Ladies International Pilots Society-LIPS!

Dennis looks into the statistical safety of our sport and comes up with some interesting conclusions.

12 The Answer Man

20 The First Annual Northern California Silent Airshow

by Mike Meier Which way is right? Mike helps clear up confusion over rules of the ridge.

by Gerry McFau/1, photos by A. Cox A flying extravaganza with hot air balloons, skydiving, hang gliding and more gives our sport some great publicity.

15 USHGA President

by Steve Hawxhurst Steve brings us up to date on our financial situation and fills us in on the recent FAA towing exemption for hang gliding.

26 1984 Arizona XC OpenMonsoon Summer

18 Safety Forum

article and photos by Bob Thompson This year Arizona thermals produced more impressive XC flights, but summer turned out not to be the season.

by Gene Palmer Gene thought it would never happen to him either.

30 A Closer Look At Speeds To Fly

39 Medidna A vi bus

by Fred Leonard, M.D. Dr. Fred discusses booze-how it and its hangover can affect your flying.

article and illustrations by Michael Sandlin Michael discusses glide polars and applies the concept to maximizing distance over the ground in varying lift conditions.

Departments

Page 26

COVER: Eric Raymond part way through a loop. Photo by Eric Raymond.

CONSUMER ADVISORY: Hang Gliding Magazine and USHGA, Inc., do not endorse or take any responsibility for the products advertised or mentioned editorially within these pages. Unless specifically explained, performance figures quoted in advertising are only estimates. Persons considering the purchase of a glider are urged to study HOMA standards.

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

JANUARY 1985

3 Viewpoint 4 Airmail 6 Update 10 USHGA Contributors 11 Competition Corner 35 Ratings and Appointments 41 Classified Advertising 44 Stolen Wings 44 USHGA Certified Schools 44 Index to Advertisers

.

photo by Pork

Stew Smith

Rich Pfeiffer

We can say the proof is in the winning, but we believe the Sensors real success comes with its climb rate and glide in marginal conditions. The 160 VG Sensor flown by Rich Pfeiffer remained aloft at the US Nationals when other strong competitors who were tuned for speed went down . Pfeiffer's lead over the next place was 6% , the largest spacing in the top 13 places. A total asset, the VG allows instant adjustment of roll rate and handling to match changing conditions with the desired maneuverability . The Sensor's highly developed VG makes greater performance not only possible, but easier to handle.

"This glider performs the best and it's easy to fly! Bar pressures and roll rate are no problem. The VG lets you fly it any way you want. It's perfect. " -Jon Lindburg, San Diego, CA " To win major competitions a pilot needs the best performance available, with the ability to execute in all conditions. The VG gives the 510 top L ID performance while allowing the glider to thermal efficiently, even when good handling is mandatory. Other gliders may be able to perform equally at their specialty, bur in world class competition and a variety of conditions the Sensor proves to be superior."

-Rich Pfeiffer, Santa Ana "I have flown with many excellent pilots on stare of the art equipment. The certified Sensor 510 160 VG has the best climb rare especially in light conditions, and the best LID and sink rate in the 30 mph range. With the VG system, I can select the best wing tension to launch, fly and land easily, which gives me the safety and confidence I need to maximize the existing conditions. " - Stu Smith, Grandfather Mt., N.C. "Ir out sinks everything, has a wider speed range, and the sail stays clean going flat out."

-Bill Liscomb, Leucadia, CA "On my second flight with the 510 I pulled off 45 miles. I especially want to commend you on building a glider with an ingenious design and real integrity.

The quality of workmanship and the sail work is the finest I have ever seen. I feel very confident and safe flying the Sensor. " -Jerry Nielsen, Washington D.C. "The sink race is absolutely amazing; it simply can't be touched. As for glide, I swear it 's at least what your figures indicate. The wing simply surpasses all of my wildest expectations. Heres to your insight, sweat and perserverance."

-Bob Hofer, Fort Smith, Ark.

Recently, at the time of its HOMA certification, the Sensor 160 VG underwent improvements to its leading edges and upper surface air foil. The new 510 incorporates extended half ribs to the double surface line, a wrap around nose fairing, improved shape on the mylar leading edge inserts, a better supported upper surface root section with a close rib spacing of 1.3 ft (.4 meters) and higher leading edge sail tension. The new wing shape of the Sensor combined with the new aluminum faired tubes adds up to a performance gain that's a pleasure to fly.

IMMEDIATE DELIVERY

HGMA CERTIFIED* SPECIFICATIONS - SENSOR 510 - 160 V.G. Span Area Aspect ratio Empty Wt. Hook-in Wt. Ideal Hook-in Wt.

34.8 ft 161 ft squ 7.52 66 lbs 145-255 lbs 175 lbs

10.6 m 14.96 m squ 29.9 Kg 65-102 Kg 80 Kg

*Includes new aluminum fairings, extended half ribs, Kevlar trailing edge and Variable Geometry.

Recommended skill level: Advanced.

Our new certified aluminum faired tubing. Fits most all Sensors made.

Seedwings, 5760 Thornwood Drive #3 • Santa Barbara, CA 93117 • (805) 967-4848

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

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

Office· Staff: Amy Gray, Manager . Joyce Isles, Ratings Mary Marks, Membership

USHGA Officers: Steve Hawxhurst, President Dick Heckman, Vice President Hardy Snyman, Secretary Gary Hodges, Treasurer Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary Hodges USHGA Regional Directors: REGION 1: Doug Hildreth, T. Michael Boyle.

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

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

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

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

HONORARY DIRECTORS (Without Vote) elected to 12/31/84: Bill Bennett, Hugh Morton, Mike Meier.

The United States Hang Gliding Association Inc., is a division of the National Aeronautic Association (NAA) which is the official U.S. representative of the Federation Aeronautique Internationale (FA!), the

world governing body for sport aviation. The NAA, which represents the U.S. at FA! Meetings, has delegated to the USHGA supervision of PAI-related hang gliding activities such as record altempts and

competition_ sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped~ self-addressed return envelope must be enclosed. Notification must be made of submission to other hang glidin~ 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 Gl,IDING magazine is published monthly by the United States Hang Gliding Association, Inc. whose mailing address is P .0. Box 66306, Los Angeles, Calif. 90066 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 1st Impression Typesetting Service, Buena Park, Calif. Color Separations are provided by Scanner House of Studio City, Calif. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight, Dues for full membership are $29.50 per year ($32.50 for foreign addresses): subscription rates are $22.50 for one year, $40.00 for two years, $57.50 for three years. Changes of address should be sent six weeks in advance. including namet 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.

JANUARY 1985

VIEWPOINT

How Your USHGA BOD Works

by Gary Hodges Recently, it has been brought to our attention that many people are unfamiliar with what the USHGA Board of Directors (BOD) does, how it works, and how an individual can influence it.

This article will attempt to unravel these mysteries without too much confusion.

Along with Hardy Snyman's "Meet Your Directors," and Eric Fair's fund raising program, we hope that this will allow you, the member, to see a more clear picture of what the United States Hang Gliding Association is. This dissertation itself is a result of inquiries made through your BOD. Technically, the BOD serves to carry out the purpose of the association. In other words, the BOD actively works to accomplish all the various programs the members have expressed interest in.

The official purpose is stated in the bylaws which you can find in your "Information Handbook." One was mailed to you when you first became a member. If you have misplaced yours send a selfaddressed envelope with $.37 postage to the office and request a new one. This booklet covers many important issues and should be read by any who want all the details.

The BOD consists of 20 regional directors, five directors-at-large, and several honorary or ex-officio directors. Exofficio means that these folks get the right to sit on the BOD, but in reality they never do. Directors-at-large and honorary directors are people who are very valuable to the association in their areas of expertise. However, their greatest contribution is to lend continuity to the board. Most have been around for some time, seen us grow and have helped keep us from making big mistakes.

Everyone on the BOD is a volunteer, no one gets paid. Operationally, the BOD has an executive committee, the main board, committees and sub-committees.

Each region elects their own directors while the BOD itself chooses its officers.

The President, Vice-president, Secretary and Treasurer are the officers, together they make up the Executive Committee.

Hang Gliding magazine lists current officers in its mast head. Committee chairpersons are appointed by the President.

We usually have a spring and fall meeting each year. During a session the President is in charge of setting the agenda, keeping things moving and maintaining order. Committees work out most of the details relating to their area of concern. Chairpersons appoint the members of their committees, three of whom must be directors. As many others may make up a committee as can be handled without creating havoc.

Committee work is one of the primary areas that interested members can directly influence policy. Anyone can approach a chairperson and ask to be involved. Committee members can raise issues, vote, and help create the reports that are then brought before the full board. If you don't want to join a committee you can appear before one but not vote. As an example, if you wanted to help mold the magazine you could join the publications committee. The office has a current list of committees, their chairpersons and addresses. While the office staff performs most of the day to day business, committees do most of the association's policy work. To be a Chairperson requires much patience and responsibility.

After committee work is done the Chairperson delivers their report to the full board. Here it is accepted, declined, or modified. This is the second major area subject to influence by members.

An entire report can be rehashed by the board and parts of it changed, added to or deleted. It is not until the full board accepts the report that it becomes USHGA policy. It is quite common for more controversial reports to be battled out for hours. I should point out that the President doesn't allow meaningless

3

VIEWPOINT debate to go on forever, nevertheless, important considerations are always welcome. Only board members may vote in full session.

At the end of each session, dates and locations for the next meeting are decided upon and between meetings action items are reviewed. We have been trying to move the meetings around the country so we can get a broader sense of the association. We would be very interested in any club that would like to help us set up a meeting in their area.

The executive committee. has the authority to act for the board when it is not in session and does so on many issues. In practice, though, problems that broadly affect the membership are put to a mail ballot of the full board.

The executive committee is also responsible for interacting with the office staff.

At the last BOD meeting of the year new officers are elected for the next year.

The regional directors are the link which allows for the most input and maximum influence by the general membership. In the first place, each is nominated and elected out of their own region. Additionally, they can be contacted throughout the year to help in any of a variety of situations that may come up. During BOD sessions they represent your interest to the other members.

Hopefully, you now have a more clear picture of your BOD, without having been too bored. To really appreciate the quantity of business processed and the quality of the people involved you need to attend a session and get working. To that end, I'll reiterate that we would like to hold meetings in many parts of the country. This will help us know what you want better and give you a greater opportunity to become a part. After all, we are all in this together. Our association is not a bunch of professionals serving a membership, every person needs to lend a hand. We all love the open skies but reality beckons, forces abound that would restrict us, and there are always the day-to-day necessities. Freedom of any sort requires patriots and a patriot is nothing more than a person with a whole lot of love and a desire to shape their world. •

4

AIRMAIL CRASS-ROOTS PILOTS

Dear Editor, I feel it is necessary to respond to the anonymous letter to the editor in the November issue titled "World Crass Pilots." This person claims that "world class pilots are hard to live with." This could possibly be a true statement, at least in the heat of competition, as world class competitors in most sports fit the bill. The rest of the accusations are false.

I. World class pilots ... "do not fly for fun." We could not spend the energy and time training to become world class if we didn't fly for fun.

"Fun" may not be measured by the same measuring stick, but we all fly for fun.

2. World class pilots are ... "unmarried." Most of us were married, some of us would like to be, some of us are and some of us even have families! It is difficult to meet too many women in this sport. (Most of you fun flyers take them first.)

3. World class pilots have ... "lots of free time." Most of us work in hang gliding Gust over half the world team) but are not employed to fly hang gliders. It is safe to say we spend at least 60 hours a week working in the industry for much less than average wages because we like hang gliding.

4. World class pilots are ... "supported by a company or girlfriend."

After winning three of the last four U.S. Nationals, I receive half my entry fees. That is all I get for support.

5. World class pilots are "aggressive." This depends solely on the individual. We are each different, just like the fun flyers.

6. World class pilots are ... "go for it." False! We can't win meets taking chances.

7. World class pilots are ... "insensitive to the needs of others." Working in hang gliding means working for others. If we don't take care of you we will go out of business.

8. World class pilots have ... "the ability to suspend judgement when a

record flight can be made." -A record flight has never been made in dangerous conditions. It costs too much time to stay out of trouble in dangerous conditions.

9. World class pilots ... "push us out of thermals." In competition we learn how to share thermals. That's how we got where we are.

10. World class pilots ... "wreck our delicate sites." We don't wreck delicate sites. Meets are usually conducted with the local club. Positive media attention has even helped some clubs secure sites. Other clubs have raised needed money from competitions to secure and/or improve their sites.

11. World class pilots are ... "glorified in the magazines."

We do not compete for glory, we compete for fun. The biggest reward in any form of competition is respect from your peers.

12. As for "anonymous" being "sick of it," Hang Gliding will print any good material sent in, but you have to take the time to write it. Hang Gliding has even printed some of my articles which proves anyone can do it.

I know I am not a model of a "perfect" USHGA member, but I am trying, as are most of the world class competitors. I wish you would take the time to get to know some of the guys, I think you might like us. Although we all have our bad moments, most of us look forward to meeting fellow pilots.

This response is not an attack against whoever wrote the November letter, it is a defense of world class pilots and hopefully a message to everyone that we "world class pilots" would like to get to know more pilots with whom we share the air. Since we represent you on the international level, we hope that you would like to get to know us too.

Anonymous c/o High Energy Sports 2236 W. 2nd Street Santa Ana, CA 92703 (714) 972-8186

HANG GLIDING

AIRMAIL ANONYMOUS Dear Editor, In response to the letter in the Nov. '84 issue titled "World Crass Pilots" I strongly feel that a slanderous statement should not be printed when signed "anonymous." The anonymous signature does have some respectful applications, but should not be used as a safe haven for cowardly name calling.

The Sundowner Ventura, CA

Hence/orth Hang Gliding magazine will not publish unsigned letters. -Ed.

PITCH SAFETY

Dear Editor, Included below is a letter I received from Bruce Chapel of Bedford Hills, NY. It concerns a problem he experienced with a control enhancement device known as the "Pitchy. " This device comes from England and is currently marketed in US shops. It is a slightly different version of the French Connection and is smaller and a bit more convenient.

Bruce's comments on the Pitchy can also be applied to the speed rails and to a lesser extent the French Connection (if it has metal arms it is difficult for a French Connection to get locked on one side of the control bar). Speed rails and Pitchies should have restraints in many applications. If it is possible to hook one of these devices behind a control bar upright manually, then a restraint is in order. Despite this warning, I personally advocate all three of these pitch enhancement devices when they are set up properly.

Dennis Pagen Dear Dennis, If you mount the "Pitchy" connection in the wrong position for your glider it could produce some very dangerous results. The instructions

JANUARY 1985

provided with this connection suggest it be mounted with the rear mounting strap 1 to 2 Vi inches behind your normal hang point, and the front mounting strap up to 10 inches in front of your normal hang point. The problem arises in that on some gliders mounting the rear strap 21h inches behind your normal hang point puts the rear mounting strap behind the control bar box. In this position the Pitchy can slip behind the control bar box and lock there producing a severely stalled glider. It will lock to one side or the other of the control bar box, inducing a severe stalling turn, after which only great contortions of the body will help to normalize flight.

When you mount the rear mounting strap behind the control bar box it may look like it would be impossible for the Pitchy to get behind the bar and lock, but it can, especially if it has a sideward cant to its position such as when a pilot might be reaching for his cocoon if it were bunched up. Some sort of restraining strap should be used if this mounting position for the rear strap is used.

Bruce Chapel Bedford Hills, NY

National Sporting Class Champion (1984 winner Terry Wilkins). I feel that the author offended and insulted every pilot that flew in the Sporting Class by totally ignoring their efforts in his article. I also feel that Mr. Roecker should apologize to every pilot entered in the Sporting Class.

Lisa A. Tate Nampa/Boise, Idaho

CONTRIBUTING Dear Editor, This note is addressed to each and every one of those pilots who have never done a damn thing for the USHGA or their local organization.

Those pilots who go to all their parties, fly all the sites and never, ever contribute anything. To those pilots who have never held office and, at best, might contribute a dollar or two, under a lot of pressure, to the owner of the vehicle on a long drive up the hill.

Get off your collective rears. Six dollars is two six-packs. Your liver can use the break.

SPORTING CLASS Dear Editor, This letter is in regard to the 1984 U.S. National Championships article written by W .A. Roecker which appeared in the November, 1984 issue of Hang Gliding magazine. I was very upset with the gross misinformation presented by the author. The article blatantly left out perhaps the most important aspect of this year's Nationals, namely the Sporting Class. The article insinuates that Rich Pfeiffer won the National Championships, when in fact, he only won the World Class.

Every year the U.S. actually has three national champions. The highest ranking CPS points pilot (1984 winner Stew Smith), the National World Class champion (1984 winner Rich Pfeiffer), and last, but definitely not least, the

Dick Cassetta Sacramento, CA

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nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited

THE AIRWORKS

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5

I

UPDATE HANG GLIDING SAFARI

The Santa Barbara Hang Gliding Center is putting together another trip to Europe during the upcoming World Championship in Kossen, Austria. The 21-day trip includes flying in five different countries, airfare, transportation and a close look at the world's best pilots. For more information contact: Achim Hageman, Santa Barbara Hang Gliding Center, 486 Alan Rd., Santa Barbara, CA 93109 Phone (805) 687-3119.

SAN DIEGO CONTEST

The San Diego contest returns, to be held this January, 1985. It's USHGA sanctioned and entry fee is $30, with a maximum of 35 pilots. Contact: The Hang Gliding Center at (619) 450-9008.

CAMELBACK SITE

The Camelback/Mt. Pocono flying site located in eastern Pennsylvania has some very specific requirements for usage. They are as follows: minimum Intermediate rating (also implying current USHGA membership), signing of a waiver (for landing field), helmet sticker ($5.00 a year for site insurance).

The site is on Pennsylvania State Park land, and the rangers will enforce these restrictions. In order to avoid delays in your flying, send an SASE and a check or money order for $5.00 (payable to the Blue Ridge Hang Gliding Club, Inc.) to: J. Karl Campbell, 714;Second St., Catasauqua, PA 18032, (215) 266-0510.

3RD ANNUAL WILBUR WRIGHT FLY-IN

Kill Devil Hills, NC - The Wright Brothers National Memorial and the First Flight Airstrip will be the site of the 3rd Annual Wilbur Wright Fly-In, April 26-28, 1985.

The three-day festival of flight honoring Wilbur Wright's April 16th, 1867 birthday, will be sponsored by the

6

First Flight Society, the National Park Service, and the EAA #339.

All aviation enthusiasts are invited to participate in the flying and commemoratory activites which will include a wreath laying ceremony, flying events, and judging of aircraft in the following categories: homebuilt, warbirds, ultralights, classics and antiques.

In addition to the flying and commemoratory activites, related social events are being planned. A banquet with guest speaker and a costume party with prizes for the best aviation costumes are in the planning stages.

To incorporate your plans to participate in the event, or for more information, contact: Bob Woody, National Park Service, (919) 473-2111, or Katherine Martin (919) 4124.

NEW CERTIFIED SCHOOL USHGA welcomes a new certified school: Golden Sky Sails, 15801 W. Colfax, Golden, Colorado 80401 (313) 278-9566.

MIRACLE TAPE

plywood, fiberglass and rubber for a Weatherometer Salt Spray (ASTM B-117) and Ultraviolet/Water (ASTM 0-23) testing. Results were excellent.

The tape comes in one width (4") and lengths of 18", 60", and 150'.

Contact: Merkel Industries, Box 1218, RD1, Tamaqua, PA 18252.

LEAF DACRON SAILCLOTH

Leading Edge Air Foils, Inc. is now stocking three new wing covering materials: 3.4 oz. Mylar Coated Surfkote, 2.5 oz. Zero Porosity Ripstop Dacron and 1. 7 oz. Standard Dacron Polyester.

The 3.4 oz. Mylar Coated Surfkote is shiny on one side. The low stretch of this material is comparable to 5 oz. dacron with special dacron substrate for extra strength in fill and leech direction. The mylar coating greatly improves the life of the dacron.

Available in 54" width, white and all colors. Leading Edge Air Foils, Inc., 331 South 14th Street, Department PRUH, Colorado Springs, CO 80904-4096, Phone (303) 632-4959.

A GUY FLIES TO 5400 FEET!

After 16 months of testing and development Merkel Industries now has available a clear vinyl, 4 mil, pressure sensitive repair tape. This product was originally developed for repairing dacron cloth, however additional testing has shown its capability to adhere and mend most anything.

Miracle Tape is Class 'A' fire rated.

Miracle Tape was applied to marine sail canvas, carbon steel, furniture vinyl, dacron sail cloth, marine

On Sunday, August 24, 1984, Butch Pritchett, a Hang 4 pilot from Finley, Tennessee, soared to a new unofficial West Tennessee altitude record of 5,400 feet. Butch also stayed aloft for 2 hours and 53 minutes, yet another local record. Butch was flying a Comet 2, 185, and spent a majority of his nearly three-hour flight between 4,000-4,500 feet AGL. With the absence of a suitable chase crew, Pritchett had to be content to stay near the launch area.

Pritchett was towed aloft behind a trusty VW Superbeetle and he was using a Hewitt bridle and the BP Hightow (a pressure gauge of his own construction). Pritchett landed after this super flight with a smile so wide that it caused a partial eclipse of the sun in Halls, Tennessee (a nearby hamlet)!

HANG GLIDING

photo hy Bettina Uray

THE RlGHT STUFF

Ladies Internati<)nal Pilots Society

by Erik Fair Dear Hang Gliding personnel,

article with one of your reps. I'd even be willing to have ya'll do a guest installment of the column. I'd have to approve it of course - I can't be havin' anything too serious or too sane appearing in MY column. I have a reputation of sorts to maintain.

Anyway, good luck with your organization. I'll refer women from my area to you.

HAVE FUN! Sincerely, Erik Fair

Months ago, we received a letter from Erik Fair in response to a letter which appeared in Hang Gliding regarding LIPS in particular and women pilots in general. Several of us got together and composed a reply. We thought that it might be of interest to other flyers. Enclosed is a copy of Erik's letter to us and our response to it.

Please feel free to contact us' if you have any questions, comments, etc.

Dear Erik,

Jan Siskind Editor "Lipservice" Official Newsletter of LIPS Ladies International Pilot Society c/o 71 Walnut Street North Brookfield, MA 01535 LIPS! I love it! Whatta great idea! What a great name for a much needed organization! (At last - an advocate group for women pilots.)

I wish you all the success in the world and I stand before you in full beg mode in hopes that you will put me on your mailing list for "LIPSERVICE" despite that fact that I ain't no female.

Look here. I've developed a reputation in these parts as something of a ~ sexist just because I'm in the habit of discouraging sub 100 pounders (mostly women) from taking up hang gliding. I do it because I'm convinced that small women have an extremely large chance of suffering broken bones at some point in their flying careers. Dangerous bars or no, small women are bound to suffer arm or shoulder damage as a result of even the most minor mistake in judgement or technique. (Little parts break easier than big parts.)

So, what I've been doing in my

school is asking most women students to do upper body and arm exercises for two to four weeks before signing up and I've been telling sub 100 pounders that they should either find something else to do or accept the probability of a broken bone within the next year or two.

So, what does LIPS think of that?!

Am I a responsible citizen or a chauvinist oinker? Plus - do ya'll have any advice for us folks who run flight schools? If you do I'll tell my instructor buddies out there what the word is.

Would LIPS like to provide some information (technical, attitudinal, philosophical - whatever) about what small women want or don't want from an instructional program? I'd be willing to do a Right Stuff installment outlining pertinent issues and sqlutions.

I'd also be willing to co-author an

Here is the long-awaited response to your letter in response to our letter regarding L.I.P.S. in particular and women pilots in general.

Tsk. Tsk. No wonder you are developing a reputation as a sexist, among other things. What ever happened to those mellow California men we've known and loved? We've decided to give you the benefit of the doubt with respect to your attitude concerning women's ability to experience foot launched flight. (Do you have the same opinion about light weight men?) In any case, we've decided to offer some advice and information that might be helpful to you in developing a changed image of yourself and les femmes.

Careful psychological examination of your letter indicates that your basic problem is your attitude - your fears.

Fear causes accidents. If the instructor subtly encourages fear by emphasizing the obstacles faced by a new pilot rather than the positive possibilities, the student is likely to hold back from going for it. She becomes afraid of an air wreck. Yes, that's right ... "AIR WRECK FEAR. '·' So, perhaps the primary objective in teaching women to fly is to faster a sense that success is HANG GLIDING

THE RIGHT STUFF likely. This doesn't mean that the instructor should irresponsibly avoid informing female students about the risks involved in hang gliding. The issue is really in how the concerns are presented. It is possible to present the sport as a challenge, yet an attainable goal. Address the effect of fear on skill development, ("elbow lock," running behind the glider, etc.) rather than on boken bones, etc. It is also important at this point in the learning process to encourage/demand that students pay attention and follow the instructor's directions. Here we have mutual responsibility and shared trust developing. Both student and teacher are commilted to getting off the ground and to have a blast in the process. The sport is supposed to be fun.

Group lessons seem to work best for teaching women. An all girls' group is ideal. This allows women to learn like women, i.e., during the initial stages men can use their muscle to macho a glider around. Women must learn finesse in order to compensate for lack of strength. This difference should be stressed right from the start in order to avoid the problem of frustrating comparisons. This was clearly illustrated a few weeks ago on the training hill'. A group of college students were divided into two groups. Light weights (mostly women) and others (all men). At first the guys seemed to be way ahead. But by the end of the second day all the students (with the exception of one girl who "hated the sport" - we think she Just plain hated everything!) were demonstrating adequate control of the

glider in terms of basic launching. Of the remaining 13 students, six were women. Moreover, the women landed on their feet more consistently than the men. Now is the time for some adversive conditioning. It can really hurt if one doesn 't land correctly and does a crash and burn instead.

There are some universal problems in learning to fly. A good instructor can judge fatigue levels, etc. Use the group to help carry the training glider up the hill. Better yet, have the instructor share the load. It also helps to be a bit of a psychologist. Team teaching works really well, especially if one of the instructors is female.

There are many other issues pertaining to teaching women how to fly (training glider selection, strength training, initial motivation, how to fall safely, etc.) but the attitude problem is the most striking.

Regarding your question, Mr. Fear, as to whether or not you are a "chauvinist oinker" (well, you said it) or a responsible citizen (you said that too), we reserved the right to withhold Judgement. However, we are willing to have you involved with L.I.P.S. as the president of the Men's Auxiliary. Your duties are as follows: To help carry gliders up training hills and mountains. To boost morale. To drive and pick up after XC flights.

And most important: To have dinner ready when we get home (pizza is OK) so that we can sit around, apres soar, and relive a day of sharing the air with all our buddies, in a sport that gets us very high, and plan for the next time.

Hope this helps. Thanks a lot for your interest.

Good luck and Good Wind!

L.I.P.S. Members, Jan Siskind Anne Horgan Collette Carson Angela Sackley Many thanks to LIPS for the thoughtful, informative, and entertaining response. Now that "instructor attitude" has been identified as the most striking problem facing many prospective women pilots (at least those in Orange County, CA), how about some more information on the nuts and bolts you identified in your letter? Glider selection? Strength training? Initial motivation? Falling safely?

Looking forward to more ''tips from LIPS" I remain, Erik Fair President, Mens Auxiliary Ladies International Pilot Society P.S. I am quite willing to fulfill all duties of my office ineluding preparation of the post soaring evening meal.

Just don't ask me to wear an apron with little hearts on it or send me off to another room to yammer enthusiastically about babies and curtains.

P.P.S. Rob Kells sez he wants to be vice president of the Men's Auxiliary.

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9

FUND DRIVE UPDATE

It's working! Your contributions to the USHGA/World Team fund drive have enabled the USHGA not only to maintain services at the current level but also to begin replenishing the cash reserve fund which was exhausted last winter. If contributions continue to come in at the present rate our goal of making it to the hot season without having to cut services will be easily realized.

We're not out of the woods. Not yet.

But thanks to each and every USHGA member, club, and/or gathering of pilots and friends who have cared enough to contribute - we're getting there.

Even better, it seems we're having FUN in the process. You've already read about the "Packsaddle Party." Next month you'll hear about "Marina Madness" and be given a "nonrefusable opportunity" to contribute a

pittance to the cause. (It won't hurt a bit.)

What about the world team? There are lots of rumors about potential sponsorship for the whole she-bang but so far the only thing that appears to be nailed down is air transport to Kossen, Austria for the team pilots, their gliders, and all support personnel. Air transport, of course, represents a major chunk of the budget so everyone is real happy about it. Still needed is a large lump of dough (between $6,000-7 ,000) which has to be sent to the meet organizers by 2/15/85 to cover entry fees and meals for the entire U.S. contingency. If you are inclined to support our nation's finest competition pilots in their attempt to win individual and team championships in Kossen, please mail your donations immediately so we can beat the 2/15/85 registration deadline in the event rumored sponsorship does not materialize. Don't be afraid of donating money that won't be used. If "Registra-

USHGA Cash Reserve

World Team Fund

USHGA Cash Reserve

($)

($)

($)

16 20 20 20 6 10 30 8 9 20 4 5 8 12 .50 5 7 9 10.50 5 50 10 10 10 20 10 10 20 12 10 17 .50

10

Name

Dudley Warner Pat Troy Bob & Pat Boekstahler Philip Purvis Tym Costello Lane Tassin Jon Ezequelle W.C. Overton Stephen Ferrante Charles Hicks Michael McMaster Mark Henline Leo Higley Honey Lee Barrett Carol Velderrain Brad Dutton William Bowser Earl Chambers George Woodcock Lee Berry David Goldsborough William Bushnell Thomas Jones Larry Bunner John Kehoe Gregg Lovick Brad Hill Roland Alexander Walter Ekland Warren Fore Robert Greeman Frank Barron Ralph Brick J. Moffet

8

5 6 4

5 2 6.50 8 2.50 4

3

5

20 3 6 7 5 20 100 8 24 20 120 4 18 10 50 12 10 60 8 12

8

30 25 6 50

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66.67 10 6 20

World Team Fund Name

Paul Covillard Wayne Rick Chris Gallagher John Ryan Larry Vis Gary Verhalen Michael Boyle Glenn Brewer Richard Cobb Mary Loughlin John Rourke Luis Gonzaiez Mark Messer Peter Rosen Rochelle Champion White Wesley Witte EASTERN ULTRALIGHTS Wayne Wesner Ross Anderson Gary Miller Sandy Gilbert Mark & Debbie DeMarino Allan Douglas Fred Leonard Don Winkler SAN LUIS OBISPO SOARING ASSN. Dave Butz Philip Vangel Doreen Romney Kenny Hon

($)

3 2

50 4

5 2

2

tion Sponsorship'' does come through, your donation will go toward meeting other 1985 expenses, or in the event of total sponsorship, toward funding the '87 team.

Now that the USHGA is on somewhat firmer ground, it may be time to throw a little more support to the World Team.

After all, an American world champion and/or team championship may result in enough positive media attention to spur some national interest in hang gliding.

That, of course, would translate into a bit of growth for the USHGA which is all that's really needed to get us completely out of the woods.

Whichever fund you elect to contribute to - don't hesitate - whip out yer checkbook right now and send your donation to: USHGA, P.O. Box 66306, Los Angeles, CA 90066. Please specify: A) USHGA Fund. B) World Team Fund.

Erik Fair USHGA/WORLD TEAM FUND CONTRIBUTORS World Class Support for USHGA The American world class pilots listed below have been required by the USHGA World Team committee to reserve their potential spot on the 1985 USHGA World Team by placing $200.00 of their own money into the world team fund.

They have chosen to show their support for the USHGA by requesting that $50.00 of each of their deposits be placed in the USHGA general fund.

The message is clear. America's world class pilots enthusiastically support the organization that supports them.

Erik Fair USHGA General Fund

6 20

6 20 33.33 10 6

Rick Rawlings Stu Smith Rich Pfeiffer Rob Kells Chris Bulger Kevin Kernohan Steve Pearson Mark Bennett Gene Blythe Jeff Huey Ken Brown Larry Tudor

50.00 50.00 50.00 50.00 50.00 50.00 50.00 50.00 50.00 50.00 50.00 50.00

"USHGA Reserve Fund" includes contributions to the Kocsis fund, general fund and Hang Gliding magazine as well. This month we begin publishing only contributions received since last publication.

HANG GLIDING

COMPETITION CORNER RESULTS

1984 SANDIA XC OPEN 1984 SANDIA XC OPEN RESULTS

by Steve Fogle The SANDIA XC Open is a seasonlong contest. The event runs from May 1 through August 31 and is a competition for the longest straight-line distance flight originating from Albuquerque's Sandia Mountains. Pilots are divided into two classes based on experience. The "-50" class is restricted to pilots who have not yet made a fifty mile XC flight and the '' + 50'' class is open to anyone. Pilots in both classes fly the same open distance task and receive identical awards and prizes.

Flying conditions were mediocre during the '84 season, with a larger percentage of days rendered unflyable by east winds and overdeveloped cumulus. The poor conditions didn't prevent an interesting and spirited contest from taking place, however. In the " + 50" class, former world distance record holder Jim Lee jumped to an early lead on May 13 by launching his pod-equipped Comet in a light tailwind and flying 109 miles to the west. J.C. Brown, also flying with a pod, attempted to answer Lee's challenge on a promising day in mid June. Brown soared his Comet 2 108 miles to the east before weak conditions deposited him in a field a few miles past Santa Rosa, NM. These flights proved to be the only 100 milers served up by the Sandias in 1984.

A wider margin separated the leaders in the '' - 50'' class, but some outstanding flights were made in this competition as well. Comet pilot Mark Mocho and Jone Sensor 510 pilot Doug Knowlton both bested their personal distance records on their way to taking first and second place respectively.

They both "flew out" of the " - 50" class for next year's XC open; way to go lads!

Next year's XC open is in the planning stages. Any qualified pilots are welcome to compete. For details contact: Steve Fogle, Albuquerque, NM.

+50 Class 1. Jim Lee 2. J.C. Brown 3. Jeff Wolford

109 Miles Comet 108 Miles Comet 90 Miles Comet

-50 Class 1. Mark Mocho 2. Doug Knowlton 3. Steve Fogle

74 Miles Comet 53 Miles Sensor 510 19 Miles Harrier

TIBBETTS WINS SOUTHERN OREGON OPEN

For nearly two years the Rogue Valley, Oregon distance record in a hang glider has remained at 38 miles.

The 1984 season saw this record repeatedly broken to its present 46 miles, which unfortunately doesn't rank here due to non-entry. This progress comes thanks to a revival of our (Rogue Valley Hang Gliding Association) Walker Mountain north launch and a competitive comraderie among pilots.

Prior to the contest's initiation on May 12th, Craig Cox and Joseph Bova forged new routes due east into the Cascade Mountains. These mountains may not be the insurmountable barrier once believed. Scott Aaland and Terry Tibbetts expanded on the conventional southeast track. Rod Newton astounded all with his persistent cross country ability in marginal conditions. Many club members got their first taste of "cutting the cord" over the territory between Walker and Grants Pass.

All the component legs of 50 + mile flights have been made and are waiting to be assembled into one flight. We'll get it next year. Twenty percent of the entry fees went to the Rogue Valley Hang Gliding Association and 80% to the winner. All entrants receive a mention here.

Date

Pilot

6/12 Terry Tibbetts Glider: 165 C-2, 44 miles, From Walker to South Ashland 7/24 Joseph Bova Glider: 160 Duck, 31 miles, From Woodrat to Mt. Sexton L.Z. 9/23 Scott Aaland Glider: 185 C-2, 29 miles, From Walker to South Medford 5/26 Rod Newton Glider: 160 Duck, 27 miles, From Walker to Sterling Creek 8/5 Wes Roberts Glider: 165Comet, 10 miles, From Walker to Wimer 5/26 Doug Shea Glider: 180 Attack Duck, 9 miles, From Walker to So. Grants Pass 5/26 Craig Cox Glider: 165 C-2, 9 miles, From Walker to So. Grants Pass ARGENTINE INTERNATIONALS

American pilots Eric Raymond and Larry Tudor recently took the first two places in Argentina's Second Annual International Hang Glider Competition.

The event, flown off the commanding "Cerro de la Cruz" site some 3,000 + feet over the provincial capital of La Rioja, was impressive in its terrain and local flying conditions. A long mountain range stretches away to the north and south flanked by a modern highway reminding many pilots of the White Mountain Range in the Owens Valley. A total of 34 pilots from all active South American hang gliding countries except Brazil participated in this major XC event.

Prize money totaled more than $3,000 (U.S. dollars) in cash with winner Eric Raymond pocketing a cool $2,000!

Argentine enthusiasm was high. Local pilots from all flying provinces drove as much as 500 miles to fly, spectate and discuss the state-of-the-art gliders (continued on page 33)

JANUARY 1985

11

THE A~SWER MAN WHICH WAY IS RIGHT?

Dear Answer Man, I've been enjoying the sport of hang gliding for over a year now and a question I had when I first began ridge soaring has been coming back to haunt me recently. It involves the interpretation of a rule of the ridge as described in the USHGA information handbook, Basic Safety Regulations Part 100 Subpart B Section JV (D) (3): "Gliders approaching each other head-on shall give way to the right." My original interpretation of this had been a slight turn to the right to fly past the approaching gliders left side. After reading Dennis Pagen 's Hang Gliding Flying Skills, which gives a written and visual explanation of this rule, I changed my interpretation to be a slight turn to the left to fly past the approaching gliders right side. I've since talked to numerous people about this, including several observers, and gotten about a 50/50 split as to which way you turn in such situations. When I produce the Pagen diagram to people who disagree with me, the usual response is, "It must be a publishing error, " or even, "The diagram is looking up at the gliders from below". I would feel a lot more comfortable if I knew this rule was adequately explained in a widely read publication.

There is at least one important exception to this rule. It involves the other important "rule of the ridge;" that you should make all reversing turns away from the ridge. This rule for turning means that if you are flying down the ridge with the cliff face to

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your right and the valley floor to your left, and you wish to reverse your direction, you should do so with a left turn. When going the other way, with the cliff face to your left, you should reverse with a right turn. Among other things, this will allow you to turn while

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Dear Rich, Your original interpretation of the ridge right of way rule is correct; when approaching another glider head on, you should alter your course to your right, and pass by the other glider's left side. You are also correct that the illustration in the book, which you copied and sent to me, is incorrect if it is meant to show a view from above the gliders.

12

CL1f'f ToP

HANO GLIDING

THE ANSWER MAN staying in the lift band, and avoid a large downwind drift which could carry you into the cliff face or over the top and into the rotor.

There is a conflict between these two rules, however, which is illustrated below. Imagine yourself flying down the ridge, with the cliff on your left, and another glider in front of you.

You are both approaching the end of the ridge and will have to reverse. The glider in front of you will make a right turn and come back towards you. If he is a long ways in front of you, there is no problem. He will complete his turn, come back towards you head on, you will each alter course to the right and pass each other as the rules describe.

However, if he is only 100 yards or so ahead of you, it becomes impractical for you to pass to the right of him. His turn will take him perhaps 100 feet out away from the cliff, thus to pass outside of him you would have to make a large right turn, fly outside the lift band, and then turn quickly back towards the cliff in time to make your right hand reversing turn before reaching the end of the cliff. In any sort of marginal soaring conditions, this flight path would soon put you on the ground.

The alternative, is to follow the same path as the glider in front of you, which will keep you in the lift band but have you passing him on the left side; in violation of the right of way rule. This, in my opinion is the correct procedure, even though it technically violates the rule.

If you imagine yourself directly behind the other glider, then it becomes obvious that this procedure is the correct one, and there is, in fact, not even any apparent violation of the rule. There is a range of glider separation, however, where the proper course of action violates the rule, and the resulting conflict could be dangerous.

If the pilot completing the turn point attempts to "violate" the rules, the possibility of a midair is significant.

This situation is analogous to the somewhat comical situation that every-

JANUARY 1985

one has experienced at one time when approaching another person head on while walking. Each person tries to move in the same direction to avoid the other, and each reverses direction at the same time. The result is that both people stagger back and forth,

but remain locked in each other's way.

It's amusing and mildly embarrassing to have this happen to you while you are walking. In the air, where you cannot stop, and your approach speed approaches 60 miles per hour, the results can be tragic.

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13

THE ANSWER MAN The best way to avoid this problem is to communicate clearly with the other pilot. The best way to communicate is to establish and maintain eye contact and make crisp, deliberate maneuvers during the critical decision period. If you are the following glider, plan ahead as each of you approach the end of the ridge and decide ahead of time whether you will pass outside, or behind the leading glider after he reverses. When he makes his turn and comes around to where he can see you, you should be pointed slightly in the direction you intend to go. At the moment he first makes visual contact, make a sharp, deliberate turn in your intended direction, telling him clearly how you want the exchange to go. If you are the leading pilot, watch your partner over your shoulder as you approach the turn point. Look for clues as to how he wants to pass. Decide before you initiate your turn how you want the exchange to go. If you intend to complete your turn and pass to the inside, (in compliance with the rule) initiate your right turn sharply and carve a quick 225 degree turn to point yourself inside of his flight path by 45 degrees. If you intend to pass outside, (in "violation" of the rule), make a shallow turn to the right, and let yourself drift away from the cliff while holding your nose at 45 degrees outside of his flight path.

Whichever pilot you are, the safest choice is to pass outside of your partner. This is the safest choice for both pilots, ey~n though both pilots cannot simultarwously execute this choice. The reason it is the safest is because if both pilots choose this method, and both pilots stick with their choice to the bitter end, the impasse will resolve itself either with both pilots heading out away from the cliff towards the valley, side by side, or with the lead pilot reversing a second time, the following pilot reversing short of the end of the cliff, and both pilots flying away from each other. If both pilots simultaneously choose the inside route, they will either hit each other, hit the cliff, fly downwind into the rotor, or execute

14

scary downwind 360's.

One final consid~ration; the pilot with the cliff top on his right has the ultimate right of way in a head-on approach if conditions are marginal. He cannot alter course to his right safely if he is flying close to the cliff top, as to

do so will risk putting him into the rotor or into the cliff itself. It then becomes the other pilot's obligation to alter course to his right by a sufficient amount to provide safe clearance, even if this means flying out of the lift band. •

by Mike Meier

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HANG GLIDING

USHGA PRESIDENT

Ongoing Business

by Steve Hawxhurst The purpose of this column, according to my fellow directors, is to keep you, the membership, informed about the activities and general health of the association. During the period when the board was unable to meet due to financial constraints, I attempted to keep them informed and motivated by a series of "ongoing business" reports.

Apparently the idea took hold and the board decided that the membership at large might also be interested in what's going on. So what's going on?

Financial Situation: We are, I am happy to report, holding our own at this point in what we predicted would be a very marginal winter in terms of the survival of the association. To its great credit the membership has responded to the situation and if contributions continue to come in as they are now (November) we should make it through without having to cut our programs or benefits. Hang Gliding magazine will continue to exist in its present very professional format, sites will continue to be insured and our rating program will continue to impress the Feds at the FAA with our ability to operate as a self-regulated sport. I like that. I like it a lot.

Beyond our sheer survival however, I'm impressed and encouraged by the strong feeling of community I'm beginning to sense within our ranks. Pilots who in past years have taken the existence of the USHGA for granted are showing by their input of ideas and contributions that they care. They are showing that they understand that an organization such as ours does not exist automatically, but depends on the enthusiasm and concern of its membership to remain viable. The current fund drive is, realistically, a way to avoid raising our dues in the face of rising costs. I like to think of it as a volun-

JANUARY 1985

tary dues increase supported by those who feel that the association is something worth keeping around for awhile. But what then? Inevitably the dues will have to increase. No matter what the Republicans or Democrats are saying this week, you can lay long odds that nothing on this planet is going to get cheaper in the coming years.

The dues will go up. Not now and, I hope, not soon thanks to your current support, but eventually. How much will depend on the growth of our membership. As most of you know, printing 10,000 magazines doesn't cost twice as much as printing 5,000 copies.

Insurance is the same kind of deal; the more folks you got, the better the odds that the underwriters won't have to fork over great chunks of money relative to what gets paid in. The one great weakness in our campaign to strengthen the organization is that only those who support us and currently receive the magazine hear much about it. Those who are not members because they "don't read the magazine" or "don't need insurance" remain firm in the belief that the USHGA could dissolve and they would continue as usual. You, our loyal readers and members, know better than that by now, so I hope you'll take the time to . pass the word to anyone you may know. In the long run it could be damned important.

The Towing Exemption: Since I haven't seen the December issue as I write this I'm not sure if its been reported that the FAA has accepted our request for exemption from Part 103 to allow the towing of hang gliders by powered ultralights. Reported or not, it deserves some comment. This is the third major activity for which the association has applied and been granted exemption by the Feds, the

first being tandem flight and the second being the provisions for pilot and aircraft registration and airworthiness in our response to Advisory Circular 103-7. In each case the approval has been given for our programs exactly as they were presented and in the case of the towing exemption the document was created almost singlehandedly by Dennis Pagen. Having known Dennis for years I might fall into the trap of perceiving his effort as just another credit to his long string of accomplishments but when I stop to think about that string I find it truly amazing: A former National champion, author of who knows how many definitive texts on the sport, a directorat-large for the association and a mostly monthly columnist in both Hang Gliding magazine and Glider Rider.

How Dennis finds the time to write The Right Stuff for Erik, I can't imagine. In any event, thanks Dennis, for a job superbly done and for continuing to exemplify the very best of our sport.

Staying Alive In '85: In closing this month's report, I'd like to add that I have the very highest hopes and expectations for our sport and our association in the coming year. We will be sending what I think will be the strongest and best prepared world team we have ever assembled to the championships at Kossen and I think it likely that they will bring back both the team and individual championships.

Our Board of Directors should be the most capable and involved individuals that you have ever had working on your behalf. Finally, the membershp itself will have the advantage of safe, superbly performing equipment, exciting contests, and a great year of recreational flying. I look forward to it!•

15

The Safest Way To Fly?

by Dennis Pagen

Before you double your life insurance premium, before you make your mate neurotic from worry, before you impress your buddies at the bar with your deathdefying participation in a dangerous sport, read this article. Then have your insurance agent, loved ones and cronies read it likewise. Hang gliding may be safer than we all imagine.

The reason I prepared this article is because I've been driven over the edge by a misinformed public who still labels you and me as a flock of kamikaze cornballs. Oh, I've been patient. For ten years I've turned the other cheek when the sensationalist press or the wide-eyed wuffos clamor to get a front row seat to watch the crazies plummet and bounce. I have concentrated on writing safety oriented articles in hopes of improving our record and showing the world the beauty of our experiences. Our record has improved dramatically and hang gliding continues to be an incredibly enjoyable passtime. However, the press and the public are still spouting the same old phrases: "Hang glider pilots enjoy sport despite dangers" or "Aren't you

guys afraid of getting killed?"

Over the years I have been involved with aout 20 news stories. You may find it hard to believe, but not one of them was totally accurate. If this is the case with the news in general, then it's no wonder the public is misinformed. It is our duty to set the press straight on the matters relating to our sport, for good publicity will help us acquire sites and more acceptance as a legitimate pursuit for a sane individual. Use the material in this article to support your own public relations campaign or to ease your own doubts.

HANG GLIDING FATALITIES A few months back I was asked to give a talk at the Telluride Fly-In. I decided to cover a variety of subjects so as not to totally bore the expert pilots or alienate the inexperienced. One of the subjects I researched was accident statistics. I looked up the hang gliding reports from R. V. Wills and talked to Doug Hildreth. (Doug took over as accident review coordinator in 1980. We owe both these gentlemen a hearty

thanks!) I also talked to Steve Brown of the AOP A Air Safety Foundation in order to get some ultralight accident information. As it turned out, he also had some data from the National Transportation Safety Board (NTSB) so I was saved a step. Finally, I looked up the original article that appeared in the Metropolitan Life Insurance Company Statistics Bulletin (Volume 60 #3, JulySept. 1979) comparing the fatality rate of 23 sports over the years from 1970 to 1978. This information was mentioned in a letter to the editor in Hang Gliding in the August 1984 issue and appeared in Glider Rider in the April 1980 issue.

The first thing we will look at is the number of hang gliding fatalities over the years. These numbers come from the Wills and Hildreth accident reports. In some cases they are slightly higher than the Metropolitan Life figures. The graph below provides the details.

A few comments are in order. First, the dramatic rise in fatalities in 1974 has been attributed to the sudden increase in the popularity of the sport. At that time training schools were almost non-exis-

40

10

o ___ 1970 FATALITIES 0 YEAR

16

1971 2

1972 4

1973 1974 9 40

1975 1976 43 33

1977 24

1978 32

1979 30

1980 1981 16 22

1982 1983 I0 11

-

1984 4 HANG GLIDING

tent and teaching methods were only beginning to be developed. Furthermore, almost all gliders were the "standard" design, a less than safe craft.

Since 1978 we have seen a steady decline in fatalities. It was at this time that parachutes started becoming popular and glider testing programs began in earnest. These factors coupled with better training, safety awareness (more understanding of the situations that lead to accidents) and declining numbers of participants are most likely the main reason for the lowering fatality rate. It should be noted that although we do not have an accurate knowledge of the number of participants through the years, it is a safe bet that our present number is more than a quarter of the number in the mid-seventies so that our per capita fatalities has indeed declined.

Note that the five fatalities listed for 1984 were those reported as of this writing (Oct. 1984). Hopefully this will also be the number by year's end. Of this five, two were towing and one was a drowning which occurred when the pilot landed in the surf.

Essentially what we see is a typical maturing process. All action sports went through this rapid rise of accidents or fatalities when they first developed.

Sailplane flying, skiing, scuba diving and skydiving are examples of sports that followed a similar pattern. All of these sports have been around for 30 years or more. It will be interesting to compare our record again when we have 30 years of experience behind us.

Hopefully, we can pat ourselves on the back and be proud of an outstanding safety record.

ACTION SPORT FATALITIES It is illuminating to compare our fatalGENERAL AVIATION (Private Planes) (NTSB) 1980

YEAR

1983

ity rate with that of other sports. To do this, let's turn to the Metropolitan Life chart. Remember, however that these figures are for the years 1970 to 1978.

Our record has improved considerably since then.

Sport

Average Annual Deaths per 1000 Participants

Airshow, Airracing and aerobatic flying

4.8

Homebuild aircraft flying

2.5

Sport parachuting

1.9

Power boat racing

1.7

Ballooning

.7

Mountaineering

.7

Scuba diving

.5

Sailplane flying

.4

Hang gliding.

.4 to 1.3

Spelunking (caving)

.4

These figures are slightly different from those given in the Hang Gliding letter mentioned earlier in that the author (Rodney Nicholson) used only the data from 1974 to 1978. The number for hang gliding varies from .4 to 1.3 because the number of participants during the period of 1970 to 1978 was estimated to be between 20 and 60 thousand. If we assume the other sports are more or less steady in their fatality rate and number of participants and we assume around 15,000 hang gliding pilots, a fatality rate of five per year would ULTRALIGHTS (Estimated)

EXPERIMENTAL AIRCRAFT (Homebullts) (NTSB)

result in a rate of .33 per thousand. This, of course, would compare very favorably with the other sports listed.

Even if we have only 10,000 pilots, our fatality rate will probably remain below .7.

AVIATION FATALITIES Our final chart comes from NTSB data and estimates made within the hang gliding and ultralight industries. It compares various types of aviation.

As indicated, the figures (number of participants and hours flown only) for hang gliding and ultralights are estimated. The ultralight figures came from leaders in the ultralight community, The hang gliding figures are derived by doubling the number of current USHGA members and assuming an annual average of 50 hours of airtime.

These numbers certainly may be high.

However, I believe they reflect the reality of the situation because many participants in hang gliding are beginners who are not yet members of the national organization, yet are exposed to certain potential dangers. Furthermore, given the fact that most aviation accidents occur during landing or takeoff procedures, I think that these numbers reflect the true situation since beginning hang glider pilots often take many flights in one day from a training hill.

The training flights in other aircraft are not solo so their rate of accidents at this level is low. Of course many pilots get much less than 50 hours per year, but many others log well over 100 hours annually. I used an average of one flight of one hour duration per week. Even if these figures are inflated, they could (co11ti11ued on µage 40)

HANG GLIDING

SAILPLANES (NTSB)

(Estimated)

1983

1980

1983

1980

1980

1983

10,000 to 16,000

19,626

20,000

15,000

Unknown

1,000,000

750,000

22

10

1.1

.67

2.2

1.33

TOTAL NO. OF PILOTS

827,071

718,000

15,000

8,000 to 10,000

TOTAL HOURS FLOWN

36,374,000

32,776,000

955,000

Unknown

Unknown

TOTAL NO. OF FATALITIES

(622)' 1252

(548) 1000

64

(52) 67

(55) 66

FATALITIES PER 1,000 PILOTS

(.75) 1.5

(.76) 1.4

4.27

8.3 to 6.7

6.6 to 4.1

FATALITIES PER 100,000 HRS.

(1.71) 2.52

(1.67) 3.05

6.7

.35

• (Numbers in parentheses indicate fatal accidents. Some fatal accidents killed more than one individual as indicated by the second number.)

JANUARY 1985

17

t

to launch several pilots aircraft inspection walk the kite

I was worried about his performance my own. clearing him hei,ita,tin.g to make sure he the ground, I launched. After from for two to

routine at least 20 minutes. The barrassment and humility surpassed by the sheer horror event. am currently going back to the hill to re-establish routine that 1 thought was etched in my mind. Please never assume that you will never fail to hook in. If I can pre, vent one person from hook-fo failure suggestions then I with the will consider my article totally worthfollows: while. The suggestions are I) Insist on hang pilots onfy for launch assistance. 2) Make sure upper (8·-· 10 have chin-ups). 3) Practice while standing in the control frame at safe altitudes. for his My thanks to Chuck excellent and practical training.

safe

II

one that should never be made had been made. My first and was my parachute handle:. The next immediate thought the recollection of

by Chuck in the control bar. this maneuver on several flights with altitude in different conditions. over the tube, atr11.,.,1,.,1 into the control frame and stabilized the kite into left and hooked into the hang straps with ham!. My initial after my

he/ow) has recovered from the mild roncussion and broken shoulder Jw of not hooking in. Photo hy Rich Kanernilsu. C0Hlri/111ted by Erik Fair.

18

''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 _

HP's SWEEP GREAT RACE 1st: Rob Kells 2nd: Cliff Whitney 3rd: Doug Lawton

HP 170 HP 170 HP 170

M s t of us, if asked about our personal high points in this, the king of sports, will recall that first day we escaped the bounds of earth and experienced flight; the first time off the top; our furthest cross country; highest and longest flights; squeakiest save; the competition we nearly won, and so on.

Well, there are now a whole hunk of pilots who have added the First Northern California Silent Airshow to their list of pinnacles. And you know, it was not just a high for pilots but also for all the 2000 + people who attended the event.

Got your interest yet?

Now suppose a group of pilots were to gather round a pizza house extra-large and "blue sky" on the subject of the future, in particular, the future of the second most exhilarating thing that life has to offer (hang gliding, of course).

Do you think that they might discuss our perception in the eyes of that great army commander General Public? You betcha! Do you think that they might ponder the dirth of new pilots entering the vocation? You betcha! Do you think that they might ponder the meaning of life ("How can we make a few fast bucks for charity?")? You betcha! Do you think that after a round or two of the self-flagellating version of twenty questions at least one optimist would leap up and say, "I got an idea ... let's do something about it!" You betcha!

It's Ed Levin Park, Milpitas, California: Sunday, September 23rd: only fifteen minutes after sunrise and already there must be thirty or forty pilots busy buzzing around in the act of making preparations. The trash dumpster and port-a-potties have been delivered, the signs and directions have been up over two weeks and the public service announcements have been going out over radio and newspaper for at least as long.

Seven-Eleven stores and many other Bay Area businesses have been carrying handbills and posters and, of course, the grapevine has been running full bore.

Oh yes, and Jerry's Kids have been selected as the charity about to be enriched by the experience and, we hope, by any money that might just happen to be made. It's a warm and sunny day (this is California after all) and it's beginning to look like all those diver pilots who signed up to having a good time (read: help organize) are actually 20

1st Annual Northern Calilorr

by Gerry McFaull

coming through on their commits.

Abolutely bloody fantastic! We're gonna have an airshow! !

Now, the format is probably the most exciting aspect of all. Although the main thrust has been from the hang gliding community, we've also got a hot air balloon, sailplane, skydivers and R.C. sailplanes as well as an outstanding frisbee demonstration team. On the ground (and on the water) are windsurfers, land-sailers, R.C. sailboats and various and sundry static displays, including hang gliding simulators, T-shirt, frisbee and model aircraft sales and of course the "refreshment" trucks from Anheuser Busch and Seven-Eleven stores. "Totally," as they say in So. Cal. And so on to the show before you turn to the classifieds or even Airwreck Fear's section.

The first attraction off the ground was Jeanny Anson of Morgan Hill in her hot air balloon. Jeanny was tethered to a brace of American built pick-up trucks.

(Apparently the imports just don't have what it takes when it comes to holding down a lighter than air machine!) The word got around fast that she was giving free trips and pretty soon the line was longer than her 65-foot balloon was high. A point of interest for us diver pilots was the increasingly stronng thermals that eventually caused Jeanny to stop operations.

The second of the staged events was Los Burrito Brothers formation flying team comprised of Pat Denevan, Greg

Shaw and myself, and of course, modesty prevents me from mentioning that we were outstanding!

Midmorning saw Danny Murphy literally smoking his way through some breathtaking aerobatics on the hottest Shadow Flight Designs ever made. For those of us who know and love Sled Levin, Dan's show was made all the more impressive because he had gained better than 500 feet on takeoff and arrived over the L.Z. at close to 2,000 feet.

If you believe in reincarnation then Baron Manfred Von Richtofen has been reborn in the personna of one Joe Findlay of Skysailing Glider Port in Fremont, CA. Joe not only has his glider painted a la Red Baron but also flies with the same skill and joie de vivre. His display of precision sailplane flying was breathtaking and could only be topped by his landing 100 yards of "screaming-it-in" ground effect, and a landing smack in the middle of the hang IV target circle! Wowl It was heart stopping action performed to perfection by a real expert.

Crowd pleaser of the day (if you were to ask the kids) was Dave Stubbs. Dave's routine performed to the strains of this year's Olumpic theme music, involved deployment of multiple crepe paper streamers which he would tow, cut loose, swoop back round again and catch in madair; a lot more difficult than it sounds and extremely colorful and fun to watch. Dave's clincher with the spectators came when he released hundreds HANG GLIDING

them up, and they were not much than the ones used by hang glider pilots.

As the day rushed on, the show was somewhal t1J1·ce··ru1gc:e1 circus with more going on than mere human could tabs on. Howard Betts demonstrated the Iancapabilities of hang at several points on his way down from the top, and Tom Low and Dave Lukens each ran through acrobatic rountincs. The sailboats from the South model dub and windsurrcrs from O'Ncil's surf shop diced it out on the lake while the Frisbee Demonstration Team from Tom Schots sports shop went through their paces on the green between the lake and the

candies each with its own colored streamer to lower

simultaneously, the effect is much the same. now General Public and his chums were into it. Discussion on the finer points of today's dml·· ble surface superships versus the more mellow trainers of yesteryear could be heard from babes and

JANUARY 1985

West floated his battle-scarred Comet over the spectators with the of our nation fluttering from his kingpost. As the star s· banner marched boldly from the public address system the crowd stood as if one with baseball caps, straw hats, and sun visors over hearts. It was truly a warmmg event. When the idea had been s111zgc:stc~d at a pre-show meeting we had been unsure, but now I can recommend that if you use else but one thing from our format when you mount your own show, then let this be it. There is lot of what makes America great reflected in our sport ( ... home of the free, land of the brave).

Ken babbling on the C.U. and Jim Leech off orange smoke flares let us all know that those crazy blighters who jump out of aircraft were on the way. Bill Jones and four of his friends from Antioch Parachute Center had volunteered their services in aid of a cause, albeit at some expense to themselves. Their were those fancy schmancy square which turn corners and things when you the right strings. We were all pretty im· as they floated in on glide paths not too unlike those of the old stan· dards. Those actually Even more were their landings, on target, on their feet, and no bong-ins.

Hmmmmm; could be in this sport after all. The final "touch" came when they np their 'chutes, balled

Almost as as the entrance fee at Ed Levin arc the summer winds which spring up in the early afternoon, and this time blew in the guys from Manta Products fame) with some demo land-sailcrs. These ruglittle three-wheelers look like a whole bunch of fun and it wasn't long before pilots were clashiing elbows with and mothers alike for a ride in the At less than half the of a hang glider, with a higher top speed, and with very little they look like a real alternative to when the weather's too strong or the road up to launch is 1mpass,1ble.

Just before we all sold our divers and Manta Windjammers (the EPA vehicle in America), the buzz went around that Tom Low, Rob Kells, and Dan Racanelli were on launch '"''""'"m" to an aerobatics to end them all. Tom was first off. The trails of smoke he left across the sky were hard proor that our eyes had not been us as he threw his 160 Duck aluminum and dacron to1·turmg maneuvers. I had J1own with

Even as Tom was completing his (ro11ti1111('{/ OH JJUf;/> 24)

CENTER.SPREAD: Rob Engorn sets up a landing in his Streak 160 al the airslww.

Photo by Anthony Cox.

21

routine Racanelli on his Magic and Kells on the new Wills Wing HP were in the but just when you air. It's a funny thought you were good, along comes a Rae/Kells ego killer. These guys aren't just hot, they are fantastic! With smoke pouring from both gliders they executed the most series of synchronized dives, turns, and imaginable. You know, it's true in all aspects of life that you can tell a top notch performance when you see one.

This was true of Dan and Rob's performance. General Public and his cohorts sure knew they'd just seen a world class display of Oh well, back to the tra,inir1g hill.

The was suddenly ending all around us. The beer truck was "last orders" and the food and T-shirts people had long gone. Could it be that hours had flashed by so fast'! Funny, but it seemed like something was missing, and then there they were, A.J. Martinez, and Gretchen Greene flying tandem for our closing display. A spot landing somehow summed up the whole airshow: technically difa lot of skill, practice, and hard 24

work, all consumated in an apparently effortless display of style, grace and Yes, a trip through the world of silent air sports enjoyed by both pilots and "passengers" alike.

To those of you who might consider a similar affair (and I hope you do after this article), two things turned out to be essential to the success of the

show. The first was the competition we held at the same time as the razzle dazzle events, the structure of which was very heavily slanted to rewarding safe and stylish flying. Points were significant for pre-.flight, hang check, taking off and landing safely with lesser importance placed on hitting the spot and absolutely no one-on-one clements (duration being

HANG GLIDING

the pilot skill task, which in· ddenlally was won by Kari Castle on a Super Lancer!) The resul1 was always plenty activity between the show items and ail of it looking incredibly graceful, controlled and yes, safe! The second key factor was the public address system. We wrestled long and hard with the apparent contradiction between silent airshow and P.A. and for1una1e-ly fell on the right side of the fence. The announcer provided focal point and a thread which kept the show fluid and the audience informed.

There's no question that the project was a undertaking quite considerable effort and creativity on the part of our show committ(:e, but we at the Wings Of Rogallo had a secret weapon ... our Vice President, Ran St. Clair. This modest and unpretentious person a human being of the highest order. His unselfish and tireless efforts have earned him our MVP (most valuable pilot) award for 1984. JU). is Mr Silent Airsl10w (and now we're renting him out for very reasonable rates). year's event have no doubt that

JANUARY 1985

will be more momentous affair than even this year's, it's hard to imagine how at this moment in time. We had met all our objectives of having fun, some money for MDA, and pro· moting the image of the sport in the eommuni1y, and did so with no incident or mishap. You want a bottom-line'/ A win win!

Our prime objective was increased cx· posure and acceptance of our sport with the general public and we were pretty successful in that ·However, one or our secondary objectives (raise some rnoney for charity) became mos1 other people's prime. The lesson is that sup porling a worthy cause (MDA in this case) is common objective with which both flyers and non-flyers can identify, and so is considerably more effective in drawing support from otherwise busy people and organizations.

Finally, Ran D. St. Clair has written up comprehensive (20 pages) document on "how to" !'or future shows and for other interested parties. R.D. has generously volunteered to make this guide available to whomever may be in-

terested and he can be contacted at (415) 969-6279 evenings or weekends when it's not soarable.

And now some statistics and acknow· ledgements: We at The Wings Of Rogallo Hang Gliding Club wish to sincerely thank all those mentioned in the article, Bud and Bill at the Santa Clara Parks Department, Cathy Pinger and Seven Eleven stores, Mission Soar-ing, Chandeile, Carl Laucher at the San Jose Mercantile, Karen Weill from Milpitas Post, Tony Cox for the photographic record, Mark Andreson, Major Cikalo, Lewis Crowder, Chauncey Douglas, Steve Ford, Randy Forston, Tom Gill, lkrb Herbert, aud helpers, Jim Herd, Lynda Nelson, George Pierson, Andy Pizialli and crew, Jeff Simpson, Mark Thomas, Roger Thompson, Skip Walde, Ken Ward, Roger Watson, Eric Worral and all those other people who pitched in and had fun. Thank you! II

but decided to

us with 500 to ,000 stretch. A lfopi cornfield in the middle of the desert nrcw11·1f~t1 but useable ther-

for

thermal and drove it, up much dus1 possible. Instar1t1y the boomer thermal visible Bruce made

now very obvious lift, which co11taine:d dust, bugs, birds, and with and topped

16,000 fecL

JANUARY 1985

the

about 1,000 feet below the cloudbase.

The long glide from that thermal was very scenic, looking down on the edge of Black Mesa, the eroded remnants of the Navajo sandstone, and the upcoming Defiance Uplift and Canyon De Chelly.

For the first time in ages, I was using my Cannon causing me to miss many stupendous shots. It did function properly now and then, and I was still able to record a few of the views.

Bruce, once again, had trouble working a thermal I had found and headed out towards Chinle, sinking all the way.

It was kind of like watching someone speck out - in reverse. Suddenly the speck quit sinking and the DB crackled with "1,000 up!" Forgetting my measley 200 up, I pulled in the bar and headed through the sea of sink towards Bruce.

He vectored me directly under him and my instruments went wild. What a thermal! I fly with a Swiss made Fly-Tech vario that only reads to 1,000 ft./min. up and has a digital altimeter. The vario pegged and THEN I really started to climb. Forgetting the vario, I just watched the altimeter go bananas. The lift was large and smooth and I noted that I was gaining 600 to 800 feet per 360! Unreal!

From 14,000 feet I could visually see things on the ground getting smaller, climb rate must have been around 3,000 ft./min. Now, that's one to tell the troops about. It certainly was the most memorable one of my hang gliding career. And, it was smooth and over flat land, to boot. Cloudbase look'ed to be about 19,000 or so, but we pulled around 17,000, topping 17,600 on the way out.

From there it was a gorgeous glide over canyon DeChelly, where we thermalled with a paper bag for a while, and then on to Lukachukai. By then, Bruce, flying prone, was cold and very tired.

Lukachukai is on the west edge of the Chuska Mountains, which looked a bit more ominous to Bruce at 9,000 feet than it did to me at 12,000 feet, and he elected to work his way through the prolific lift and land. It was most likely a proper decision for him as he just laid back in exhaustion while the others took his glider down.

Flying supine, and not tired at all, I worked the lift to the top of the mountains, which petered out around 15,600 feet, radioed directions to the chase team, and started gliding towards the 28

Shiprock monument. The vario never beeped again. Thirty-two miles later I was down to a few thousand feet above an empty highway and just passing over the last house in sight. As the Arizona XC Contest requires actual landing witnesses, I blew off the rest of the glide, which would have provided another five of six or seven miles or so, and also maybe NO WITNESSES. My smoke bomb caught the eye of Matthew Tome and family, and they were right there to witness my one step touchdown. After breaking the glider down Matthew took me over to his house where I met his parents, got a drink of water, and phoned my wife to let her know of my flight to New Mexico - a personal best for me (161.21 miles and good enough to win my fourth consecutive Arizona XC Contest), but still far short of Larry Tudor's fantastic flight.

"The vario pegged and THEN I really started to climb. The lift was large and smooth and I noted that I was gaining 600 to 800 feet per 360 ! "

I sometimes wonder if I could have gone farther, had I been on my own all the way and not taken the time to detour and work with Bruce. On the other hand, what's to say that without him along I'd have missed a needed thermal and gone a much shorter distance. One thing is for sure, we both had a great time, flew our longest flights each, and would not trade the experience.

To say that Hans was fit to be tied when he heard that night of our flights would be a gross understatement. The next morning we met him at Sheba.

Scott commented that if I got up and headed XC he wasn't interested in chasing again (a four-minute flight and 12 hours of driving the day before may have had a little to do with his statement), so my only hope was to stick with Hans, who had his wife, Ming, along to chase. The winds were howling on Sunday, and after having an arrow shaft break while holding the glider during a gust, I passed on the say. Hans went for it anyway, took a fast moving gnarly

thermal, and managed 100.62 miles in three hours before being forced to land.

It's sure gonna be tough to keep ahead of him next year!

XC flying in Arizona usually picks up again around Labor Day, when the monsoon leaves for the year. However, this year's monsoon not only came very early, it stayed around much longer than normal, and XC reports were quiet until the previously unheard of late month of October. Mingus came alive for some fine Fall flying, providing lots of fun airtime and a starting point for XC flights to Cordes Junction by Chris Wissman and Derek Howard, Sunset Point by Hans Heydrich, New River by Jim Whitelaw, and Phoenix by myself.

Southern Arizona got some notoriety when Tony Barton bought a used C-II and flew from A Mountain in Tucson to Eloy (50 miles) and then from Miller Canyon to Bowie (82 miles) on back to back weekends.

Tuesday, November 13 was the awards presentation meeting of the AHGA. Once again, manufacturer support was strong for the event: UP led the way with $600 in cash awards to first, second and third places being personally represented by Peter Brock, who flew over to attend the meeting; Wills Wing provided a classy Flylite Delux harness to 1st place; and Delta Wing provided a Streak jacket for the highest placing new entrant (Scott Schuff). Desert Hang Gliders helped with the wall plaques which were presented to first, second and third placing pilots, and $200 of the entry fee money was split between first, second, and third place. Last, but certainly not least, Pete also presented me with a snazzy red 150 mile Club flight suit from UP for my flight. Pretty neat awards, considering that flying in this contest is FUN! • FINAL RESULTS 1. Bob Thompson, C-2 165, 161.21 mi., 6-2-84, Sheba to Shiprock, NM 2. Bruce Ruefer, C-2 165, 136.91 mi., 6-2-84, Sheba to Lukachukai 3. Hans Heydrich, C-2 165, 100.62 mi., 6-3-84, Sheba to Cottonwood 4. Tom Fuller, C-1 165, 59.46 mi., 6-20-84, Yarnell to Drake 5. Jim Whitelaw, C-2 165, 55.05 mi., 10-7-84, Mingus to New River 6. Scott Schuff, Streak 180, 52.98 mi., 5-2-84, Merriam to Williams HANG GLIDING

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A Closer Look At Speeds To Fly

by Michael Sandlin

The

airspeed you choose to fly is important because it determines your performance relative to the ground. You can't control sink or headwinds, but airspeed is up to you, and it does make a big difference. The objective of this article is to provide pilots of double-surface, high performance hang gliders with ballpark values of the correct airspeeds to fly under various flight conditions.

Along the way, we'll take a closer look at the whole idea of "speeds to fly."

The ''speed to fly'' concept applies to gliding flight in non-climb conditions, as when cruising between lift areas or making a long glide to the landing area.

Generally, there is a proper "speed to fly" for every combination of wind, sink, and glider performance which will result in the best possible glide ratio relative to the ground. This concept is applied by continuously adjusting airspeed, as conditions vary in flight, so as to maximize the ground covered for the altitude lost. To a competition or record-setting pilot, "speeds to fly" may take on the additional meaning of "fastest possible average speed without losing altitude," but here I'm going to restrict myself to writing just about speeds for best effective glide.

Most pilots have some idea of what airspeed will yield their best glide in a given set of non-climb conditions. It may be just a simple rule, like "dive through the sink, speed-up in headwinds," or the use of visual clues. The basic visual method is the "fixed point" method, which involves looking for the airspeed that yields the highest stationary point in the pilot's field of vision.

Neither of these methods is really satisfactory; general rules are too vague and visual methods are hard to use with

precision, especially in the rapidly fluctuating conditions of actual crosscountry flight. So, to really pin-down speed to fly, I calculated them from basic hang glider performance data as follows: First, I sought out sink versus airspeed data, known as "polar plots," for double-surface hang gliders. I managed to gather polar data for the Comet O.V.R., Streak, Duck II (marketed in Europe), and Sensor 510. Examining this data, I decided that all these gliders

0 \."

A/RS PEED 20 30

I

(M.P.H.)

so

40

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I

Polar Dc;1,tq

60

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COURT£ SY

IKLAUS SAVIER,

Woody Woodruff at 18,000 feet over White Mountain Peak i11 the Owens Valley. Photo

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were similar enough in performance to be represented by a single polar plot, that of the Comet O. V. R. (see the figure labeled "Polar Data"). The data shown here was taken at realistic wing loadings, over the ocean, in (hopefully) calm air, with good conventional hang glider instrumentation. This data is not NASA quality, but it is both up to date and available, which is actually saying quite a lot. The manufacturers I contacted were not a good source of data, usually saying that they do not take polar data,

SUP[Rf!NGS

OF

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- 700

by Woody Woodruff.

JANUARY 1985

31

creases while the best achievable glide ratio drops. Notice that as sink and headwinds increase, the curves tend to flatten-out, meaning that the precision with which you hold your airspeed becomes less and less important as conditions become more severe. In fact, for the very greatest selected values of sink and headwind (300 fpm airmass sink and 20 mph headwind) the glide ratio curves become almost flat between 40 and 60 mph, so under either of those conditions (sink or headwind) you could fly at any speed between 40 and 60 without influencing your glide ratio at all!

The proper way to use these curves is simply to look at them and become familiar with about what speeds are appropriate in particular sink and headwind situations. This, at least, should cure soine people of the mistaken notion that best glide is achieved by looking at the variometer and keeping the sink rate as small as possible. He who flies at minimum sink will, indeed, land last, but he will land behind the guy who flew at best (calm air) glide speed, and both of them will land short of the guy who flew the appropriate speed to fly. Yes, you do sink faster when you speed-up, but you also cover ground faster, and sometimes you will just have to speed-up or you will land in the trees.

Headwinds and sink seldom occur

"Spe.e.ds to Fly ,.,. Si1-1k '· -

-

- -

- - --FLY Z9 MPH. FOR A BEST GLIDE OF /2: I IN CALM AIR. •VARIO WILL READ -210 F.P.M.

IZ II

-- - -- - -

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- - -FLY 33 MPH. TO ACHIEVE AN 8.3: I BEST EFFECTIVE GLIDE RATIO IN AN AIRMASS SINKING AT 100 EPM. •VARIO WILL READ -350 FP.M.

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a -.J

- - - - - - - ---FLY 41 MPH. FOR A GL/0£ OF M SINK 6.f:: I IN 200 f"f?M. SINK 00 FP · • VARIO WILL R£AO -SSO FPM.

7

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1-- - ---FLY 50 MP././. OR PASTER TO GET ABOUT A 5.7:I GLIDE: RATIO IN AIR SINKING AT 300 FPM. OR MORE. • VAFUO WILL READ-775 FPM. AT 50 MPH. IN 300 FPM. SINK.

Li.

~ 3 2

20

30

40

A/R SPF:£ D

so

but rely instead on glide comparisons for design purposes.

Using this "typical" performance data, I next proceeded to calculate and plot the effective (over the ground) glide ratio versus airspeed curves under various sink and headwind conditions.

For example, consider one point taken from the polar plot, consisting of an airspeed and a sink rate. The calm air glide ratio at that airspeed is just airspeed divided by sink rate (in the same units, of course). To find the glide ratio at that airspeed but with a 10 mph headwind, just subtract 10 mph from the airspeed and divide that difference by the sink rate. Similarly, to find the glide ratio in an airmass moving downward at 100 fpm, subtract 100 fpm from the sink rate (to make a larger negative sum) and use that as the dividend in the airspeed over sink rate formula. By doing this over and over with a group of selected polar plot points, I was able to plot curves of glide ratio versus airspeed under various sink and headwind conditions (see the figures labeled "Speeds to Fly in Headwinds" and "Speeds to Fly in Sink"). This is an exact process, so if the data is good, then the glide ratio plots are good.

An overall look at the glide curves verifies most of the general concepts of "speeds to fly." The fact that there is 32

GO

(M.P.H.)

usually one speed to fly which is better than the others is demonstrated by the presence of high points on most of the curves. The high spot on the curve is at the airspeed that yields the best possible effective glide under the specified conditons. Also, when sink and/or headwinds increase, the best speed to fly in-

--------------FLY2'1M.P.H. TO ACHIEVE: IZ

A

/2:/

GLIDE: RATIO IN CALM AIR. • VARIO WILL READ -2/0 F. PM.

I/ /0 C)

I-

C/

rt:

B

34 M.P.H.

TO GET AN 8: I GLIDE IN A /0 MPH. WINO. •VARIO WILL R[AD -260 F.F?M.

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7 ,- - FLY AS FAST AS YOU CAN

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FOR A

BEST EFFECTIVE GLI OE: OF 20 M.fH. HEADWIND

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5.5: I IN A 20 M.P.H. WIND. • VARIO WILL READ -G40 F.P.M. ."IT GO M.PH.

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40

AIRSPEED

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(M.P.H,)

HANG GLIDING

A third international championship is planned for fall of 1985 with hopefully more international competition expected from Europe.

and then only briefly, but lately I have been flying more in accordance with the calculated values and I can't really complain about the results. It's difficult to judge your success at choosing airspeeds under real flying conditions, since you don't really know how much farther you could have gone by flying faster or slower. To get the best glide ratios we can from the equipment we use, however, we can do better than just guessing, so let's keep these calculated values in mind and see if they get us closer to where we want to go.•

separately, of course. The glide ratio plots, as presented, require some mental combining of sink and headwind effects when both of these are present. One combined condition I did analyze involved a 10 mph headwind and an airmass sinkrate of -100 fpm. (Remember that this air sink rate has to be added to the glider calm air sink rate to yield what you see on the variometer, so at an airspeed of 30 mph in air sinking at -100 fpm you would see -310 fpm on the vario.) This condition is worth remembering because it turns out to be the marginal case where you get about the same glide ratio at any airpseed from 40 mph on up. Ergo, you might as well fly as fast as you can, even though these conditions may not really sound all that unusual or severe. In fact, we probably encounter this situation regularly during our local soaring flights, and in response we ought to be going to maximum speed and holding it a lot more often than we do.

If we all flew as fast as the results of this article say we should, most of us would be flying a lot faster. I seldom reach full speed under any conditions,

RESULTS Place, Pilot, Glider

Country

l . Eric Raymond USA UP/C2 2. Larry Tudor USA UP/C2 3. Fernando Imora Venezuela UP/C2 4. Ignacio Plaza UP/C2 Venezuela 5. Mauricio Cottin Chile UP/C2 6. Juan Jose Gomez Bullet Argentina 7. Sebastian Romanazzi Cosmos Argentina 8. Nicholas Jaramillco Pro Air Colombia 9. Miguel Bermudez Magic 3 Argentina 10. Simon Piera UP/C2 Venezuela

fconti11ued from µage 11)

(Competition Corner) foreign pilots had brought to La Rioja.

The meet was marred by a fatal crash. Miguel Bermudez, past president of the La Rioja Club, was killed when his glider stalled and crashed immediately after takeoff. Bermudez, one of the leaders in Argentine hang gliding will be sorely missed as his efforts had greatly influenced the growth of the sport in La Rioja Province and this major Argentine event.

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RATINGS AND APPOINTMENTS Beginner Ratings Name, City, State

Region

Ken Anhemann, Redwood, CA ...... 2 Lani Avilla, San Jose, CA ........... 2 Roland Bowen, Hayward, CA ........ 2 Jason Chodora, Rohnert Park, CA ... 2 Michael Dethlefsen, Rohnert Park, CA ................ 2 Theodore J. Gelber, Gardnerville, NV . 2 Mark Hessinger, San Jose, CA ....... 2 Michael Kartz, Livermore, CA ....... 2 Bodhi Kroll, Berkeley, CA ........... 2 Daniel Lyon, San Francisco, CA ...... 2 Michael Mikolka, Santa Rosa, CA .... 2 K.L. Miller, Jr., Pleasanton, CA ..... 2 Mark Riegel, San Jose, CA .......... 2 Craig Weiss, Fremont, CA ........... 2 Wesley R. Witte, Los Altos Hills, CA . 2 Mark Ehlen, Honolulu, HI .......... 3 Paul Morgan, Kailua, HI ............ 3 Lauren Mc Williams, Kihei, HI ....... 3 Keith A. Peterman, Salinas, CA ...... 3 Gary Ziebarth, El Toro, CA ......... 3 Roger Keith Anstine, Mesa, AZ ...... 4 Robert Austen, Tempe, AZ .......... 4 A. Chris Carlton, Chandler, AZ ...... 4 Jack Levantino, Phoenix, AZ ....... .4 James Morrison, Peoria, AZ ......... 4 Judy Van Der Geest, Mesa, AZ ....... 4 R. Bruce Van Note, Phoenix, AZ ..... 4 Ron Edwards, St. Joseph, MO ....... 6 Tim Edwards, St. Joseph, MO ....... 6 David Parker, Milwaukee, WI ....... 7 Thomas H. Byrne, E. Randolph, VT .. 8 Richard A. Buterabaugh, Norwich, CT 8 Sean Clancy, Unionville, CT ......... 8 Stephen Dewey, Centerbrook, CT .... 8 David Engel, Portland, ME .......... 8 Daniel Graham, Marlboro, MA ...... 8 John Hannus, Tynsboro, MA ........ 8 Eric Letendre, Florence, VT ......... 8 Charles Mulcahy, Watertown, MA .... 8 Dan Russell, Pawtucket, RI .......... 8 Michael Harold Ruth, Gales Ferry, CT .................. 8 Laurinda Santos, Maynard, MA ...... 8 Leslie Schachte, Bethel, CT .......... 8 Peter Schachte, Bethel, CT .......... 8 Richard C. Terran, Unionville, CT .... 8

JANUARY 1985

Theresa Thibautt, Marlboro, MA ..... 8 Gilbert Thompson, Dorchester, MA .. 8 Stephen P. Zukowski West Hartford, CT ............... 8 Kevin Barr, Cincinnati, OH .......... 9 Clark Brewer, Pittsburgh, PA ........ 9 David E. Credicott, Richmond, VA .................. 9 Steve Edsar, Rockville, MD .......... 9 Robert Feaster, Germantown, MD .... 9 Leslie A. Lyons, Pittsburgh, PA ...... 9 Mark Meinert, Southampton, PA .... 9 James W. O'Reilly, Ambler, PA ...... 9 Robert L. Padgett, Norfolk, VA ...... 9 Charles C. Strong, Newport News, VA ............... 9 Steven T. Weir, Harrisburg, PA ...... 9 Cloyd 0. Beasley, Jr., Oakridge, TN .10 Pat Cannon, Lexington, NC ........ 10 Andrew J. Church, Atlanta, GA ..... 10 L. Cameron Green, North Myrtle Beach, SC .......... 10 Bob Kral, Decatur, GA ............ 10 Steve Lady, Bristol, TN ............ 10 Gary D. Van Cleef, New Bern, NC ... 10 Norman R. Canham, Highstown, NJ .12 Laura Carlson, APO, NY .......... 12 Susan Roney Drennan, New York, NY .................. 12 Shannon Engle, Ludvigsburg, NY ... 12 John M. Karie-Fenton, APO, NY ... 12 Michael W. Gray, APO, NY ........ 12 Earl Irby, APO, NY ............... 12 Kinloch Nelson, Rochester, NY ..... 12 Alan J. Twarog, APO, NY ......... 12 Patrick Walthers, APO, NY ........ 12 Theresa L. Wehrly, FPO New York, NY ............. 12

Brian Heuckroth, Menlo Park, CA ... 2 Nam Heui Kim, Berkeley, CA ........ 2 James E. Long, Palo Alto, CA ....... 2 Denny Lynch, Berkeley, CA ......... 2 James Nye, Berkeley, CA ............ 2 Gordon A. Petty, Sunnyvale, CA ..... 2 Steve Reynolds, Leggett Valley, CA ... 2 Mike Saari, Palo Alto, CA ........... 2 Mike Sakurai, El Cerrito, CA ........ 2 Steve Schultz, San Francisco, CA ..... 2 Robert L. Simon, Santa Cruz, CA .... 2 J. Steve Vercoe, Fair Oaks, CA ....... 2 Steve Walkup, Novato, CA .......... 2 Felicia Bentham, N. Hollywood, CA .. 3 Floyd W. Blue, Bakersfield, CA ...... 3 Daniel K. Burke, Coronado, CA ..... 3 Vincent Chaney, Granada Hills, CA .. 3 Rich Collins, Mission Viejo, CA ...... 3 Tom Cox, Canyon Country, CA ...... 3 James D. Hicke, San Diego, CA ...... 3 Craig Johnson, Ojai, CA ............ 3 Art Kassel, Santa Ana, CA .......... 3 Bob McGinnis, San Diego, CA ....... 3 Mike Phillips, Santa Barbara, CA .... 3 Dave Young, Oakland, CA .......... 3 Curtis Campbell, Phoenix, AZ ....... 4 Chris Carlton, Chandler, AZ ......... 4 Art Davis, Tempe, AZ .............. 4 Bryan Hill, Flagstaff, AZ ............ 4 Mike Huffman, Phoenix, AZ ........ 4 Robert J. Motz, Jr., Casa Grande, AZ ................ 4 Butch Peel, Breckenridge, CO ........ 4 Bob Rogers, Phoenix, AZ ........... 4 Jim J. Sanders, Aztec, NM .......... 4 Key Young, Sandy, UT ............. 4 Anton A. Eder, Moscow, ID ......... 5 Dave Dyrell, St. Charles, MO ........ 6

Novice Ratings Name, City, State

Region

Kamron Blevins, Bothell, WA ........ 1 Bob Baker, San Jose, CA ............ 2 Barbara Blazer, Mountainview, CA ... 2 Bob Blazer, Mountain view, CA ...... 2 Les Burns, Marina, CA ............. 2 Robert Donovan, San Francisco, CA .. 2 Frank Ducker, Sunnyvale, CA ....... 2 Gary Glendenning, Sunnyvale, CA ... 2 Robert S. Hanes, Fresno, CA ........ 2

Larry R. Crouch, Bloomington, IN ... 7 Tona A. Velte, Woodland, MI ....... 7 Tom Estenberger, Burlington, WI .................. 7 Matthew W. Brisse, Cheshire, CT ..... 8 Michael Byrnes, Keene, NH .......... 8 Dana Harris, Woburn, MA .......... 8 AndrewH. Holt, Montpelier, VT ..... 8 Mark Modeen, Marlboro, MA ....... 8 John Musto, Saugus, MA ........... 8 Fred Rau, E. Hampton, CT .......... 8 Edward Stelzel, Bethel, CT .......... 8 35

RATINGS AND APPOINTMENTS Maureen Buchanan, Pittsburgh, PA .. 9 George M. Fox, Hampton, VA ....... 9 Vince Fuller, Pittsburgh, PA ......... 9 Joseph Gorrie, Ridley Park, PA ...... 9 Jeff Hostler, Pittsburgh, PA ......... 9 Ronald L. Houff, Richmond, VA .... 9 Charles Hudson, Burke, VA ......... 9 Stuart Jump, Christchurch, VA ...... 9 John Kent, Rockville, MD ........... 9 Matt Kollman, Crestline, OH ........ 9 Glenn A. Marcy, Pittsburgh, PA ..... 9 Bonnie Ruetenile, Burke, VA ........ 9 Kinzy C. Smith, Jr., Pnt. Pleasant, WV ............... 9 Nanci Smith, Philadelphia, PA ....... 9 Chuck Clodfelter, Lexington, NC ... 10 Charles B. Covington, Cookeville, TN ................. 10 Chris Crescioli, Nagshead, NC ...... 10 Don Evans, Smyrna, GA ........... 10 Andy Gunn, Chattanooga, TN ...... 10 Doyle A. Hartbarger, Sale Creek, TN ................. 10 G. Paul Kennedy, Jr., Decatur, GA .. 10 Mitch Porter, St. Pete, FL .......... 10 Douglas S. Smith, Atlanta, GA ...... 10 Charles Winters, Tampa, FL ........ 10 Ramon Counsman, Jr., San Angelo, TX ................. 11 Randy Richardson, Dallas, TX ...... 11 Jack H. Achs, APO, NY ........... 12 Peter C. Anderson, APO, NY ....... 12 Jose A. Balianao, Jr, APO, NY ..... 12 Kenneth A. Brauer, APO, NY ...... 12 David G. Buchenberger, APO, NY .. 12 Richard Buckwalter, APO, NY ...... 12 Roy A. Burton, APO, NY .......... 12 Ben Cahill, Maplewood, NJ ........ 12 Adrian J. Chinn, APO, NY ......... 12 Carry C. Comfort, APO, NY ....... 12 James A. Connell, APO, NY ........ 12 Ralph H. Currier, APO, NY ........ 12 Marion Danley, APO, NY .......... 12 David P. Dean, APO, NY .......... 12 Daniel Dechene, APO, NY ......... 12 CLayton Doerr, APO, NY .......... 12 Owen L. Dugan, APO, NY ......... 12 Antonio D. Estrada, APO, NY ...... 12 John M. Findorak, APO, NY ....... 12 Alden Harriman, APO, NY ......... 12 Ted Hassinger, APO, NY .......... 12 David B. Hoksch, APO, NY ........ 12

36

Steve Irick, APO, NY .............. 12 Lewis Jimmie, APO, NY ........... 12 David C. King, Madison, NY ....... 12 Sonya E. Martin, APO, NY ......... 12 David Moody, APO, NY ........... 12 William Morgan, APO, NY ......... 12 William E. Morris, APO, NY ....... 12 Richard O'Harrow, APO, NY ...... 12 Alvin Perkins, APO, NY ........... 12 William J. Quinn, APO, NY ........ 12 Charles D. Reed, APO, NY ......... 12 David M. Rickert, APO, NY ........ 12 Larry E. Ryan, APO, NY .......... 12 Thomas Schweers, Huntington, NY .. 12 Robert D. Spiczka, APO, NY ....... 12 Patrick J. Stehly, APO, NY ......... 12 Mark Thomson, APO, NY ......... 12 Scott R. Torres, APO, NY .......... 12 Dan Wehrly, APO, NY ............ 12 Lynn W. Wiley, APO, NY .......... 12 Robert H. Wilkinsow, APO, NY .... 12 Robin L. Wirtz, APO, NY .......... 12

Intermediate Ratings Name, City, State

Region

~~~~~~~~

Paul T. Jaramillo, Anchorage, AK .... 1 Jim Stroup, Richland, WA .......... l Dana Flener, Sacramento, CA ....... 2 Phil Moffett, Morro Bay, CA ........ 2 Bill Townsend, Redding, CA ......... 2 Fred Vashss, Stanford, CA .......... 2 Greg Baron, Granada Hills, CA ...... 3 Brian Leahy, Pasadena, CA ......... 3 Ludwig Von Der Luhe, West Covina, CA ................ 3 David Wild, Sylmar, CA ............ 3 RandyV. Allen, Tucson, AZ ......... 4 David R. Doerfler, Phoenix, AZ ...... 4 Bruce Elmquist, Amada, CO ........ 4 Steve Marcum, Flagstaff, AZ ........ 4 Antonio Salerno, Denver, CO ........ 4 Daniel D. Shaw, Flagstaff, AZ ....... 4 J. Dee Theobald, Provo, UT ......... 4 J. Scott Wenham, Tucson, AZ ....... 4 Jim M. Yocom, Littleton, CO ........ 4 Kenneth J. Baumer, Missoula, MT .... 5

John Connolly, Nashua, NH ......... 8 Gaetane Ford, Winchester, MA ...... 8 Shirley Gagne, Wallingford, CT ...... 8 Caroline Gaudoin, Bristol, CT ....... 8 J. Michael Gretta, Chester, CT ....... 8 Robert Moore, Kensington, CT ...... 8 Robert Moore, New Britain, CT ...... 8 Michael R. Mellugin, Richmond, VA .. 9 Gary S. Owens, Cincinnati, OH ...... 9 Charels a. Barton, Winter Haven, FL 10 Robert Lemons, Jr., Chattanooga, TN ............... 10 Alan White, Winston-Salem, NC .... 10 Linda White, Winston-Salem, NC ... 10 Jeff Wilson, Birmingham, AL ....... 10 Wallace Woodruff, Corpus Christi, TX .............. 11 Jim Donovan, N. Tarrytown, NY .... 12 Richard Kelly, Bloomfield, NJ ...... 12 Thomas Mackey, Bedford Hills, NY .12 William H. Nester, Liverpool, NY ... 12 Advanced Ratings John r. Cook, Yakima, WA . . . . . ... 1 Paul R. Brock, Santa Cruz, CA ...... 2 Jay Busby, Pacifica, CA ............ 2 John Forness, Sunnyvale, CA ........ 2 James Fowler, Berkeley, CA ......... 2 Stan Hill, Willows, CA .............. 2 Mike Kern, Acton, CA .............. 2 Gary L. Melot, Santa Clara, CA ...... 2 Keith Melot, Milpitas, CA ........... 2 Glenn Simpson, Paradise, CA ........ 2 Michael Tryon, San Diego, CA David Ernest Boyer, Azusa, CA ...................... 3 John R. Carver, Lemoore, CA ....... 3 Raleigh R. Collins, Lake Elsinore, CA ............... 3 Joe Davies, San Clemente, CA ....... 3 John Dykert, San Diego, CA ......... 3 Mark Erickson, Pasadena, CA ....... 3 David C. Jenn, Anaheim, CA ........ 3 Charles Jones, La Jolla, CA ......... 3 John J. Kehoe, Los Angeles, CA ..... 3 William A. Plummer, West Covina, CA ................ 3 . James Walker, Santa Monica, CA .... 3

HANO GLIDING

RATINGS Charles D. Johnson, Sunset, UT ...... 4 Jason E. Otto, Tucson, AZ .......... 4 Bruce G. Ruefer, Flagstaff, AZ ....... 4 Randolph S. Weekley, Tuba City, CA ................... 4 Robert T. Jayme, Bellevue NE ...... 5 Gary Van Aken, Whitefish, MT ...... 5 Paul H. Eikens, Caledonia, MN ...... 7 Larry Hinton, Bloomington, IL ...... 7 John Arrison, Ascuntney, VT ........ 8 Chuck Bullis, Bradford, MA ......... 8 Gary Pozzato, Rockville, CT ......... 8 Jan Siskind, N. Brookfield, MA ...... 8 Kevin Kirby Hunger, Charlottesville, VA ............... 9 DAvid R. Leggett, Bangor, PA ....... 9 George Stebbins, Annandale, VA ..... 9 Robert Austin, Blowing Rock, NC ... 10 Michael D. Clark, Charlotte, NC .... 10 Douglas R. Hileman, Ring, NC ...... 10 Stephen H. Lee, Armuchee, GA ..... 10 Jeff Poplin, Albemarle, NC ......... 10 Jody Mark Sizemore, Thonotosassa, FL ............... 10 Bob G. Rouse, Austin, TX ......... 11 James A. Greenwood, Australia .................. Foreign Takashi Hamamura, Kitakyusya, Japan .......... Foreign Patrick Holman, Sarnia, Ont., Canada ....... Foreign Makoto Kusano, Fukooka, Japan ............ Foreign Jeff Taylor, Dubai, U.A.E ..... Foreign Kentaro Yamane, Fukuoka, Japan ............ Foreign

Master Ratings

Rob Kells, Buffalo, NY ............ 12 Jerry P. Nielsen, Silver Spring, MD ... 9 Steven Pearson, Santa Ana, CA ...... 3 Scott T. Smith, Palm Desert, CA ..... 3 Aaron Swepston, Seattle, WA ........ 1 David Wiese, Cardiff, CA ........... 3 Ronald C. Young, Elsinore, CA ...... 3

JANUARY 1985

37

... ::''.'.·.\'.-/-.:·//::::.?·:·:.-·..... ···:· .. ··.·•,";.

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How To Stay Healthy Though Hang Gliding

by Fred Leonard, M.D. "What contemptible scoundrel stole the cork from my lunch?"

- W.C. Fields Now I know this probably doesn't apply to most of you, but I suspect that there might have been one or two of you who toasted the New Year with a little champagne, beer, or whatever alcoholic beverage was still left when midnight rolled around. I also suspect that there may even be some of you who have actually had a drink or two since New Year's eve, despite what you swore you'd never do again if only your New Year's morning hangover would go away. Well, since booze is sort of a New Year's (and all year's tradition), and since it's not really a bad idea to actually know something about the stuff you put in your body, this New Year's column will be about booze. So belly up to the bar and pour yourself a tall cool one while we take a look at what booze is, what it does, and how it affects you and me.

"If all be true that I do think, There are five reasons we should drink: Good wine-a friend - or being dryOr lest we should be by and by Or any other reason why. " - Henry Aldrich (1647-1710) Alcohol has certainly been around as long as recorded history, and by all indications, a lot longer. As old Henry pointed out, almost any reason has been used as a reason to drink. Alcohol has been used as part of rituals and religious ceremonies. It has been praised and damned, celebrated and prohibited. But despite attempts to banish it, it is still very much with us.

In the United States, about 90 million people drink, and about 10 million of them are alcoholics. The total annual

JANUARY 1985

cost to society of alcohol abuse (illness, injury, and lost productivity) has been variously estimated between 50 and 80 billion dollars, or about five to ten thousand dollars per alcoholic per year. There are approximately 100,000 alcohol related deaths per year, and 70 million alcohol related injuries. Alcohol is involved in at least 500Jo of all fatal motor vehicle accidents, 500Jo of all adult accidental drownings, 500Jo of homicides, 300Jo suicides, and 15 OJo of all fatal general aviation accidents. So whether we drink or not, alcohol directly or indirectly affects us all.

"I always keep a supply of stimulant handy, in case I see a snake - which I also keep handy. " - W .C. Fields Though nobody would deny that W.C. was something of an expert on alcohol (and possibly snakes), in this case he wasn't entirely correct. Though most of us, like W.C., think of alcohol as a stimulant, in reality it's a depressant, just like barbiturates, Valium, and all the other downers. What we call alcohol is really ethanol or ethyl alcohol - just one of a whole family of alcohols, most of which (like methanol) are highly poisonous or toxic. The reason we think of alcohol as a

stimulant is that in low doses it tends to depress higher brain centers and lessen inhibitory control. That's why after a few drinks our normally quiet, mild-mannered flying partner may become a joke-telling, back-slapping, chandelier-swinging, fight-picking, knee-walking, commode-hugging drunk. After a few more drinks, the depressant effects increase and he may slow down a bit, become less coordinated, more confused, and even pass out. If he were to make the mistake of chugging a final quart of 150 proof rum just before he passed out, the depression could be enough to cause him to lapse into a coma, stop breathing, and die. How much alcohol does it take to achieve these effects? In an average non-alcoholic adult (alcoholics actually have to drink more to feel the same effects) about four drinks (beers, glasses of wine, or mixed drinks) in an hour's time is enough to make you legally drunk. Double that and you'll probably reach the drowsy state. Triple it and you'll probably pass out completely, and quadruple it and you begin approaching a lethal dose.

As a rough estimate you can figure about one drink per hour.

"God looks after f oo/s, drunkards, and the United States. " - Anonymous It would be nice if this were true, but at least with regard to alcoholics, it doesn't seem to be. Not only are alcoholics much more susceptible to accidental injury and death than their more sober counterparts, they are also more susceptible to illness. Alcohol, when consumed in excess, is a toxin to virtually every system and organ in the body. Alcohol actually kills brain and nerve cells (and they don't regenerate),

39

MEDICINA AVlBUS

(contitmed from page 17)

(Safest Way To Fly) and alcoholics are much more likely to have seizures, strokes, and a variety of other diseases of the nervous system.

Alcoholics are more susceptible to certain cancers, all types of infections, and a variety of nutritional disorders.

Alcoholism results in heart disease, liver disease, anemia, and intestinal ulcers and bleeding. The list goes on and on, but the bottom line is if you want to get old fast, alcoholism is a reliable way to do it.

"A woman drove me to drink and I never even had the courtesy to thank her."

- W.C. Fields So if alcohol is so bad, how come so many people drink? The obvious answer is that most people like the taste of booze and they also like the way it makes them feel. The problem is not simply with drinking, however, it's with drinking too much or drinking under the wrong circumstances (such as drinking and driving or drinking and flying). How much is too much? That depends. For most alcoholics, one drink is too much, because once they start drinking they are unable to stop.

If you don't fall into that category, however, how much is too much is a more individual decision. Most authorities on alcohol would suggest that if your drinking is causing you physical, social, financial, or legal problems, you're drinking too much.

Further if it's causing problems for those around you - your friends, family, or co-workers - then that's also too much. One other situation in which any alcohol may be too much is during pregnancy.

Unfortunately we're finding that in addition to all its other effects, alcohol is also a very significant cause of birth defects.

" ... it's that kind of mornin ', really was that kind of night, and if I don't die by Thursday, I'll be roarin' by Friday night. " - Jimmy Buffet

40

We all know that drinking and flying don't mix, but what's not so obvious is that the morning after may not be the best of all possible times to jump off a mountain either. It's always been ac1cepted in aviation that you should leave at least 12 hours between "bottle and throttle," but a recent study suggests even 12 hours may not be enough. In this study, three groups of people were tested on their ability to identify preset hazards in a preflight check of a flight simulator. They were given a checklist which, if followed correctly' would have identified all the hazards (such as landing gear handles, flap handles, and fuel selectors in the wrong position, and altimeters set 1,000 feet high). The first group did the preflight having not had any alcohol, and lOOJo missed one or more hazards. The second group did the preflight 30 minutes after having consumed the equivalent of about three drinks. Though not legally drunk, now 890Jo missed one or more hazards. The third group did the preflight 14 hours after drinking the same amount of alcohol, and though at this time there was no alcohol left in the bloodstream, 68 OJo still missed one or more hazards.

Though this group was completely sober, and had not drunk enough to get hungover, they still made significantly more errors than their non-drinking counterparts. In short, the aftereffects of alcohol may be more significant than we ever suspected. It sort of makes you wonder, if this had been a hang glider simulator would any of these folks have forgotten to hook in?

Well, that's it for this month's look at a New Year's tradition. Before I go, though, I'd like to leave you with one final quote. It's an observation made way back in the early 1600's by a man named John Seldon. He said, "Tis not the drinking that is to be blamed, but the excess." As the French are fond of saying (though I don't think they usually say it in English), the more things change, the more they stay the same.•

double and hang gliding would be below the rates for general aviation, homebuilts and ultralights. Note that even in our worst years our fatality rates were less than half that of ultralights.

Also, if our figures are correct and we have five or fewer fatalities per year, we will be below the sailplane rate.

These statistics may come as a surprise to pilots and the public alike. I hope the surprise is pleasant. I also hope we can use this information to improve our image and relations with those individuals important to us outside the sport (loved ones, landowners, insurance agents, etc.).

It may appear that I am happy with the results of my research. In a way, the numbers are gratifying. However, I cannot get that 5 or 10 or that 40 out of my mind. These numbers represent our fellow pilots who have died, perhaps needlessly. I feel we can prevent such accidents by the timely spread of safety related information and mature attitudes. I feel our record should be at least as good as that of sailplane pilots, for our speeds are much less, our emergency landing fields are not so critical and our parachutes open with less fuss (although sailplanes provide more crash protection). I also feel that all the mistakes that can be made in aviation have already been made. It is up to each of us to learn from these mistakes and avoid repeating them. Pay good attention to safety and rather than become a statistic you will be around in ten years to help review our great sport's improved record. •

~

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 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.O. 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.

ASG-2!B .. ...... .... ····· . ... . . . . . . . . $300.00 Cirrus 5-B .. ... . .............. ... . ..... $200.00 Lazor II 170 ........ .... .... ............ $350.00 Lazor I 195 .... .. ..................... $450.00 164 Gemini (m) New . . . . . . ····· .... . ... $1300.00 AS-90 {UP Trainer) . ····· ... ... ... ...... $200.00 Eipper Cumulous IO . . ' . . . . . . ..... ...... $200.00 CGS Falcon 5 .. .... ... ...... ..... . . . $250.00 Duck 160 ........... . . . ' . . . . . . . .... . ... $900.00 Duck 180 ......... ········ . . . . . . . . . . . $1100.00 Moyes Mega 170 ......... ......... ...... $300.00 Flight Realities Inc., c/o 1831 Clove St., San Diego, CA 92!06 (619) 455-6036.

1981 COMET 185 - Hi performance, low price.

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

COMET 165 - Gold, spectrum, black. Good condition, must sell. $750. OBO. Call Ray (714) 658-6884.

Cl85 - 4.5 oz. sail, white/red, double ribs - factory pilot. $1200. (714) 674-4944.

DUCK 180 - Good cond. $1000. - Call Bruce @ (612) 872-4311 off, (612) 937-1754 home.

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

SUPER PRICE - Duck 160. Blue leading edge, rainbow center. Like new $1000. (702) 885-8166.

83 DUCK - All yellow with Litek vario, Wasatch Wing harness & chute, Bell helmet, Wheels if you want. Vermont (802) 897-8081.

DUCK 160 - Black, yellow, white; too small, must sell. $800. (209) 632-0526.

160 ATTACK DUCK - New series with 8 half battens. Includes extra cross country cover. Faired king post. Excellent! No kidding! This glider is really nice! $1550. Scott (619) 323-3464.

ATTACK DUCK 180 - 1984, excellent condition.

Will ship. $1550./offer. Seattle. {206) 783-4529.

180 ATTACK DUCK - 5 mo. old, 50 hrs. Red leading edge spectrum double surface. Excellent cond. Will ship $1450. 147 HARRIER I - Only 20 hours. Excellent cond. Blk, and Spectrum. Will ship. $900. or best offer. MOYES MEGA 11 1979!/i all white. Good to excellent cond. Will ship. $600. Call Jerry (801) 572-2291.

GEMINI 164 - 30 hours, excellent condition .

Very tight orange & red sail $950. (503) 395-2864.

UP GEMINI 165 - Spectrum, one year old, like new $1100. UP Firefly 149, lime green, good shape. $500. (919) 760-1390.

HARRIER 177 - Hrdly flown. Yellow, white, blue. Cloudbase harness, parachute, helmet, Litek vario. So. Cal. area. All for $1000. firm. (714) 887-3541.

185 COMET II - 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.

JAVELIN 208 - Less than 2 hours. Harness, chute and helmet. $1300. takes all. (213) 749-7782.

185 Comet OVR II - Good condition, clean. Performs great (7th place 1984 Owens Valley XCWC) $1000. Matthias Krantz (801) 581-7919, eves.

278-5608.

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

COMET 165 - Custom sail (black, red, orange, gold, white design with red lightning bolt). Great condition, well cared for. $975. OBO. Gary (805) 682-0904.

COMET 185 - Excellent condition, rarely flown.

Lt. green top, dk. blue leading edge, It. blue second surface, orange tips. $950/negotiable. Perry Malouf (301) 229-1422 nights.

COMET II 165 - W/fairings. Excellent cond.

Never crashed or dinged. Aqua, green & white. $1400. OBO. Will ship. (805) 682-3483.

COMET 135 - '81, red, white, gold. Good condition, $625. OBO. UP harness $60. Steve - days (602) 966-2200, evenings 831-5771.

COMET 135 - Will negotiate, 10777 Chillicothe, Chesterland, OH 44026 (216) 256-3635.

JANUARY 1985

FOR SALE - Sunbird Nova 190. $600. After 6 pm (818) 355-1809.

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

PRO AIR 180 - 1982, Very good cond. $850.

Also vario. (818) 249-4056.

SENSOR 510 - 180 - $900. Good condition. Bill (501) 646-2901 days, (501) 783-4202 nights.

SENSOR 510 - 180 sq. Rainbow sail with blue L.E. Excellent shape with kevlar T.E. $1500. (914) 623-2401.

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. (704) 264-9351.

STREAK 180 - EXCELLENT CONDITION. ONE YEAR OLD! LOW AIRTIME. RAINBOW LOWER SURFACE. $995. (619) 286-5604.

180 SUPER LANCER - Very good cond. 35 hours. $600. Will ship. (501) 782-4081 .

PACIFIC WINDCRAFT VISION - Blue and white, $1300.; Robertson prone harness (blue) w/parachute $400.; Call Clarence (303) 492-4365.

185 WILLS WING XC - Mint condition, used only 60 hrs., $350. Dan (714) 545-7506 (So. Cal.) X-200 DELTA WING - $1200. or offer. Greg (602) 445-9018 (Mess.)

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

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

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

FLEDGE 2-B - Good cond. White-yellow-red. $750. S. Calif. Call Roy (714) 775-0672.

Schools and Dealers ARIZONA ARIZONA WINDSPORTS - instruction utilizing the world's only man-made trainer hill. Skyting instruction in the advanced class. Full service shop: gliders, accessories, parts, repairs. Dealer for Progressive Aircraft and Delta Wing. 5245 S. Kyrene, Unit #4, Tempe, AZ 85283 (602) 897-7121.

DESERT HANG GLIDERS - USHGA Certified School. Providing the finest instruction (Beginner thru thermal and X-C) and equipment (UP and Wills Wing). Since 1974. 4319 W. Lakespur, Glendale, AZ 85304 (602) 938-9550.

PRO AIR 140 - Perfect for small pilots to 150 lbs. Super flying machine; sweet handling; excellent sink rage. Low airtime. $800. (805) 581-0825.

CALIFORNIA

PRO STAR ll 160 - Gorgeous custom sail, under 3 hrs. airtime, career forces sale. $1600, will ship.

(703) 323-7985.

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.

PROSTAR 195 - Red L.E. & lower surface. Rest white. Clean, smooth, tight. Weight range 175-240. $950. (714) 962-2892.

BUNNER BROS. HG - Sensor 510 VG 165. Less than 20 hrs. Orange L.E. $2000. (8[5) 234-5388 eves.

BRIGHT STAR HANG GLIDERS - Sales - service - restorations. All major brands represented.

Santa Rosa, CA (707) 584-7088.

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.

41

CLASSIFIED ADVERTISING 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.

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.

SANTA BARBARA HANG GLIDING CENTER - Certified instruction, glider and equipment sale, 687 Alan Rd., Santa Barbara, CA 93109 (805) 687-3119.

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

CONNECTICUT CONNECTICUT COSMIC AVIATION - 14 Terp Rd., E. Hampton, CT 06424, c/o Bart Il!au, 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. HAWAII FREE FLIGHT HANG GLIDING SCHOOL Certified instruction, sales, service and rentals. 684 Hao St., Hon., Hi 96821. (808) 373-2549.

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

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

ILLINOIS

UTAH

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

FLY UTAH WITH

MINNESOTA NORTHERN SUN, INC. Dealer for all major non-powered and powered brands. USHGA certified instruction. Owners/managers of the Hang Gliding Preserve, soarable ridge with tramway lift.

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

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

NEVADA

International Schools & Dealers

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.

JAPAN

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.

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).

NORTH CAROLINA KITTY HAW.K 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 IQ fly. Beginning & Advanced packages; complete inventory of new gliders, accessories & parts. Ultralight training & sales available as well as windsurfing sales & instruction.

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.

PENNSYLVANIA

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.

Emergency Parachutes

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

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the

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HANG GLIDING

CLASSIFIED ADVERTISING 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.

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.O. Equipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

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

Ultralight Powered Flight JETWINO 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 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.

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

Massachuse\ls Motorized, P.O. Box 542-G, Cotuit, MA 02635.

PATCHES & DECALS - USHOA sew-on emblems 3" dia. Full color - $1. Decals, 3 \/2" dia. Inside or outside application. 25¢ each. Include 15¢ for postage and handling with each order. Box 66306, Los Angeles, CA 90066.

HELP WANTED - Instructors wanted for Kitty Hawk Kites. Send resume to: Kitty Hawk Kites West, Jim Johns, P.O. Box 828, Marina, CA 93933 (408) 384-2622, or Killy Hawk Kites East, Steve Wendt, P.O. Box 340, Nags Head, NC 27959 (919) 441-4124.

Parts & Accessories 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.

BUMPER STICKERS - "There's No Place Like Cloudbase" $2.00 postpaid. Flight Realities, c/o 1830 Clove St., San Diego 92106 (619) 455-6036.

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.

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% 1ax. Men's sizes in BLUE - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 66306, Los Angeles, CA 90066.

SOAR through "THE GRAND CANYON" right in your own living room! The first and only 2 hour daring helicopter aerial VIDEO psychosensual exploration adventure. Escape the pressures of city-life, while exciting your senses.

Features breathtaking music. Send for free information today. Normal Beerger Productions, 3217 S Arville, Las Vegas, Nevada 89102, (702) 876-2328.

The rate for classified advertising is 35¢ per word (or group of characters). Minimum charge, $3 .00.

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Dealer inquiries invited. Thermal, 19341 Business Center Dr. #41, Northridge, CA 91324.

JANUARY 1985

VOUR GLIDER WITH TH[S CONVERSION HAS HOT BEEN H.G.M.A. CERT!F[EC.

71~~

2236 W. 2nd Street • Santa Ana, CA 92703

(714) 972-8186

43

CLASSIFIIEO ADVERTISING I

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: Lar11· Broad (209) 784-4618.

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

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

TYPE: 165 Demon. SAIL: Brown LE, orange TE. Disconnected nose batten, slightly ripped velcro on underside. CONTACT: Scott Nichols, Box 3035, Aspen, co, 920-1295.

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: Bi'll 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: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, Aprll 29, 1984. PATTERN: Reddish brown LE, orange undersurface, remainder dirty white. Logo on top right panel #3. CONTACT: Stephen Rudy, 5309 Roosevelt, Austin, TX (512) 467-8078.

44

GOLDEN SCHOOL OF HANG GLIDING 15912 w. 5th Golden, CO 80401 FREEDOM WINGS, INC. 9235 s. 225th W. Sandy, UT 84-070 FREE FLIGHT, INC. 7848 Convoy Ct. San Diego, CA 92111 KITTY HAWK KITES (East) P.O. Box 340 Nags Head, NC 27959 SPORT FLIGHT 9040-B Comprint Gaithersburg, MD 20760 HANG GLIDERS WEST 20-A Pamaron Ignacio, CA 94947 WASATCH WINGS, INC. 700 E. 12300 S. Draper, UT 84020 HANG GLIDER EMPORIUM OF SANTA BARBARA 613 N. Milpas Santa Barbara, CA 93103 HANG GLIDERS OF CALIFORNIA 2410 Lincoln Blvd.

Santa Monica, CA 90405 ROCHESTER HANG GLIDER, INC. 2440 Brickyard Rd. Canandaigua, NY 14424 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 I 3951 Midland Road Poway, CA 92064 FLIGHT REALITIES 1945 Adams Ave. San Diego, CA 92116 SAN FRANCISCO WINDSPORTS 3620 Wawona San Francisco, CA 94116 (415) 753-8828 TRADEWINDS HANG GLIDING P.O. Box 543 Kailua, HI 96821 KITTY HAWK KITES WEST P.O. Box 828 138 Reservation Rd.) Marina, CA 93933 THE HANG GLIDING COMPANY 410 Leoni #1 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 84102 MAUI SOARING SUPPLIES RR #2 Box 780 Kula, HI 96790 EASTERN ULTRAL!GHTS 128 Richmond Ave. Lancaster, NY 14086 (716) 681-4951 HOLE IN THE SKY, INC. 5835 Main St., Box 368 Fogelsville, PA 18051 (215) 395-8492

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

Van Nuys, CA 91406 BR!GH1 STAR HANG GLIDERS/ FRESH AIR FLIGHT SCHOOL 3715 Santa Rosa Ave. Santa Rosa, CA 95407 (707) 584-7088 HANG FLIGHT SYSTEMS 1202-M E. Walnut Santa Ana, CA 92701 (714) 542-7444

Index To Advertisers Akworks ............................ 5 Ball Varios ........................... 34 Bennett Delta Wing Gliders ...... , ..... BC Golden Sky Sails ...................... 43 Hall Brothers . . . . . . . . . . . . . . . . . . . . . . . . . 9 High Energy .. , ....................... 43

Litek ................................ 34 Lookout Mt .......................... 37 Man birds ............................ 29 Merkel .............................. 34 Fagen Books ......................... 29 Para Publishing ....................... 40 Publitek ............................. 34 Santa Barbara HG ..................... 29 Seedwings ............................ 2 South Coast Air ....................... 25 Systems Tech . . . . . . . . . . . . . . . . . . . . . . . . . 9 USHGA .................... 38, IFC, !BC Wills Wing ........................... 19

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

HANG GLIDING

FULLMEMBERIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII• NAME (Please Print)

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

PHONE (

D NEW MEMBER

D RENEW/USHGA # _ __

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

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

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

D NEW MEMBER D RENEW/USHGA # _ __

SUBSCRIPTION ONLY IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII--· NAME

D

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

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

D

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

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

D

$57.50 SUBSCRIPTION for three years.

D

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

(Please Print)

ZIP _ _ _ _ PHONE (

($66 50 foreign)

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

I received this application form from:

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

Charge my C MasterCard

D VISA

Card No. _ _ _ _ _ _ _ _ _ _ _ Ex. Date _ _ __ Signature

e z

0

5

iA.

::c

I I

:E :I Ill

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

Revised 9/81

(213) 390-3065

e

16S - New airfoil lSS -

Lighter still

205 - New exciting size

Qie LigJt.t Dreallf. · AS LONG AS MAN HAS WALKED THE FACE OF THIS EARTH , HE HAS DREAMED OF FLYING . WE LIVE IN A TIME WHEN IT HAS BECOME POSSIBLE, AND IT IS, WITHOUT QUESTION, ONE OF THE MOST OUTSTANDING ACCOMPLISHMENTS OF MAN . TRUE, WE HAVE GONE TO THE MOON AND BEYOND, BUT SOARING FLIGHT IS ST I LL THE UNIVERSAL SYMBOL OF FREEDOM OF MIND AND SPIRIT. IT'S NO WONDER, THAT THE SPORT OF HANG GLIDING HAS CAPTURED THE INTEREST OF SO MANY .

WE AT DELTA WING HAVE FASHIONED A NEW SET OF WINGS TO MEET THE CHALLENGE, AND BRING MANS OLDEST DREAM WITHIN THE GRASP OF ANYONE WILLING TO TRY. WE HAVE NAMED THIS AMAZING COMBINATION OF DACRON AND ALUMINUM, THE DREAM, AND RIGHTLY SO . THIS REMARKABLY CLEAN HANG GLIDER HAS THE LIGHT WEIGHT, BALANCE, RESPONSE, COORDINATION OF PITCH AND ROLL, LAUNCH , SOARING AND LANDING GRACE NECESSARY, TO BRING THE BEGINNING AND INTERMEDIATE PILOT WELL INTO THE REALM OF ADVANCED FLIGHT. THIS IS NO FADING HIGH PERFORMANCE GLIDER THAT HAS BEEN CUT DOWN FOR THE SAKE OF CHEAPER MANUFACTURE AND DESIGN ECONOMY, RATHER, IT IS TOTALLY EW TO THE HANG GLIDING WORLD, AND BUILT TO WITHSTAND THE WINDS OF CHANGE. SEE IT AT YOUR DELTA WING DEALER. HE' LL BE PROUD TO SHOW YOU THIS OUTSTANDING FLYING MACHINE, OR CALL "UNCLE BILL" ANO FINO OUT FOR YOURSELF WHAT DREAMS ARE MADE OF.

DELTA WING

(818) 787-6600

TELEX 65-1425 PI LOT : JOHN RYAN

P.O. BOX483

PHOTO/ AD : J . ZURLINOEN

VAN NUYS. CA 91408