USHGA Hang Gliding October 1985

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INSURANCE PLANS AVAILABLE 0 Plan A: Single Foot-Launch Gliding Coverage (included in Full & Family Membership fee)

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for two years. for three years. $14.50 TRIAL SUBSCRIPTION ($17.50 foreign) for six months.

I HAVE ENCLOSED A CHECK OR MONEY ORDER PAYABLE TO: USHGA, BOX 66306, LOS ANGELES, CA 90066 D FULL MEMBER ($39.00, $42.00 foreign) D FAMILY MEMBER(S) ($19.50 each) 0 SUBSCRIPTION, one year ($29.00, $32.00 foreign) 0 SUBSCRIPTION, two years ($53.00, $59.00 foreign) 0 SUBSCRIPTION, three years ($77.00, $86.00 foreign) 0 TRIAL SUBSCRIPTION, six months ($14.50, $17.50 foreign) D Enclosed is an extra dollar for TOTAL for the World Team fund. I understand that USHGA will Charge my [J MasterCard D VISA match my contribution.

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

Revised 4/85

(213) 390-3065

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Columns 3 Viewpoint

Features 13 The Law Of The Land

by Gary Hodges Anybody want a job?

© 1985 by Dennis Pagen Dennis discusses the law as it applies to trespassing and the hang glider pilot.

8 The Right Stuff

by Dan Skadal Hang Flight Systems' chief instructor describes the "crescendo" flare technique.

15 Hang Gliding Cancer Patients article and photo by John Heiney Some Delta Wing employees venture to Camp Ronald McDonald for Good Times to give some youngsters the feel of flying.

10 Competition Corner Page 16

Departments

16 Hang Gliding In Ecuador

by Colon King and Friends Imagine soaring among the Andes at 10,000 feet, surrounded by 20,000-foot snow capped peaks.

20 Grouse Mountain '85

by Stephanie Krzyzanowski A review of the colorful annual Canadian invitational.

Page 28

24 The Spirit Lives

by Vic Powell The equipment may have changed over the years but the thrill and beauty of hang gliding have not.

28 HG Glider Evaluation Moyes GTR 162 V.G.

by Paul Burns Paul reviews this interesting Australian design.

36 Off-Season Flying In The Owens Valley article and photos by Robert Reiter The off-season provides a good opportunity for the experienced XC pilot to fly this famous area for the first time.

Page 36

COVER: Helpers take a young cancer patient for a "flight" on a Delta Wing Dream. See story page 15. Photo by John Heiney.

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.

OCTOBER

1985

A look at the results of this year's Owens Valley XC Championships.

4 Airmail 6 Update 12 Safety Forum 26 Tow Lines 27 Cartoon 32 Ratings and Appointments 41 Classified Advertising 44 Stolen Wings 44 HGMA Certified Gliders 44 Index To Advertisers

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1Contact your nearest dealer or Delta Wing today' '

MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $495

MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590

HANG GLIDING HELMETS High Quality Hang Gliding Helmets. Reinforced fiberglass meets D.O.T. standards. Lightweight.

Available in Red, Yellow, Black, White, Lt. Blue.

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MODEL M20 WRIST VARIO $200

DEALER IN9UIRIES INVITED

Flight Realities do 1831 Clove Street San Diego, CA 92106 (619) 455-6036

STREAMLINED TUBE ADAPTER

Available trorn hang glider manufacturers and dealers

Gil Dodgen, Editor/Art Director Janie Dodgen, Prod11c1io11 David Pounds, Design Consultam Leroy Grannis, Bettina Gray, John Heiney, S1aff P/101ogmphen· Erik Fair, S1aff Wri1er Harry Martin, I/lustmtor Office Staff: Amy Grny, Manager Joyce Isles, Ratings Mary Marks, Membership USI-IGA Officers: Steve Hawxhursl, President Dick Heckman, Vice Preside111 Hardy Snyman, Secretary Gary Hodges, Treasurer

Executive Committee: Steve Hawxhurst Dick Heckman Hardy Snyman Gary HodACS REGIO'.'\ I: Ken Godwin. T. ~1ichacl Boyk REGION 2: Ru~s Locke. Gaf\' Hodges. REGION 3: S1c~c H:m:,.hur:-.t, Ken dd{u'>~Y REGJO:-.; ..t: JHn Zcisl'L

Bn'n Thompson. RFOTON 5: ~tikc King. REGlON 6: fr<l Gilmore. REGION 7: Dc~rn rhtman, John Woiwode

REGION 8: Robe-rt Collin~. REGION 9: Bill Cri~tc, W.W. Richard:-.. REGION 10: Dan John::.on, STcvc Coan.

REGION 11: Hardy Snyman. REGIO"S C: Ken Zachar.>.

P,tul R1kcn. 1984 DlRECIURS-AT-LARGE: Denni" P.1gcn. Did Heckman. Elizab.:th Sharp. Vic Pllwcll, \.fark Bt'nn.:11. EX-OFrlCIO DJRECfOR; (\Vith \'otcJ NATIOc\AL AERONAUTIC ASSOCIATION Everett Langm1rthy. HONORARY DIRECl"ORS (Without VotcJ clcc:1cd rn 12/31/85: Bill Bennett. ,\like ~kier, Doug Hildrcih, Bcuina Gray. Erik fair. The United State:-.

Han~ Gliding A<.,soclation Inc., is a divic;ion of the Na1ion;I :\cron7wtic :\<.,soci:ttion 1NAA) which i:-. the ot'rici,11 U.S. reprcscnt,1tivc- of the rcdcration .-\eronautiquc Internationale ffAI). the world governing body for sport ~wiation. The Ni\A, whic.:h rcprc.:;cnts the U.S. at E\l :,..1cc1ing:,,, Im" dckg;:itcd t11 the VSIIGA sup1:-r\·ision of E\I-rclatcd hang gliding actiYitii:s such as record ,ltt<.:mpt-; and competition :,anct1ons

IIANG GLIDir-.i"G magazine is published for hang gliding sport cnthmia'its to cr1,;atc further interest in the ')port, by a means of open communica1ion 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, se\f-addrcsscd rclurn envelope must he enclosed. Notification must l.Je made of subrnission co other hang gliding publications. HANG GUDH\G magazine reserves the right to edit contribulions where neccs-;ary. The Association and publication do not n-;sume rcsponsibi\ity for the mntcrial or opinions of contributors.

HA\'G GUUING maga1inc is published monthly by the United State~ Hang Gliding Association, Inc, whose mailing address is P.O. Rox 66306, Los Angeles, Calif. 90066 and whose offices are located at 11423 Washington nlvd,, Los Angeles, Calif. 90066; telephone (213) 390-3065. Second-class postage is paid at Los Angeles, Calif. HA1\iG GLIDING magazine is printed by Sinclair Printing and Lithographers. The typc~etcing is provided by 1st Impression Typc'>ecting Service, Ruena Park, Calif. Color Separations arc provided by Scanner House of Studio City, Calif. The USHGA i" a member-controlled educational and scicnlific organi1.alion dedicated to exploring all facets of ultralight flight. l\·lcmbcr'>hip is open to anyone interested in this realm of llighL Dues for full membership are $39.00 per )Car ($42.00 for foreign addresses): ::.ubscription rates are $29.00 for one year, $53.00 for two years, S77J)O for three years, Ch,mgcs of address should be sent six \~eeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. issue.

POSTMASTER: SEND CHANGE OF ADDRESS TO: USHGA, P,0, nox 66306, LOS ANGEi.ES, CA 90066,

OCTOBER

1985

Anyone Want A Job?

by Gary Hodges

I

have been a regional director now for three years and your treasurer for one. Recently, for the second time during my tenure, I and my fellow directors were threatened with a law suit initiated by a hang gliding attorney, The suit promised to cost us money in penalties, defense costs and generally make our lives miserable. This one seemed rather mild compared to the lasL In the previous suit we were threatened with unlimited liability with the specter of loss of homes, businesses. etc.

One might wonder what sort of desperados my fellow directors and I are to elicit such a violent demand, Simply put. we made board decisions. Decisions that we have been elected by you to make. Decisions which the majority of us believed to be correct after substantial debate and voting. Unfortunately, our hang gliding brother thought his own opinion was much more clear than ours. therefore, we should be thoroughly chastised for disagreeing with him. In America that is his right, whether or not there is foundation to the charge, and despite the fact that this organization would probably be bankrnpted in defense.

I'm not sure if all of you are aware of the qualifications and responsibilities of directorship, Basically, you take some folks that have little experience with corporate directorships, but who do wish to contribute to the sport they love in an effort to give back some of tha1 which they themselves have received, and make them the targets of attorneys, charge them S500 to Sl.000 a year to fulfill their obligations, give them responsibility of administrating USHGA policy in their regions and directing the course of the association. In return these individuals meet many fine people in\'olvecl in the sport, grow personally and co111rib111e. Another term for them is \'olunteers. Each one I've met is a human being with all the specie's strengths and weaknesses. All are in there working, willing Io listen to anyone with the concern to talk, good or bad.

Those of you who are married will appreciate the reaction of one's spouse when they learn that not only have they given up time 11·ith you, sacrificed the money spent on the association (money they could have investee! elsewhere), and then are still faced with lawsuits threatening their home. Personally. my wife. Cindy. thinks my USHGA mail is

worse than soap operas' If you don't want a directorship. how about being the coach of the United States World Hang Gliding Team. For this position you must first be selected by those pilots you 'II be coaching. Next you'll undertake the substantial duties of fund raising, communication, logistics, coaching and endure advice from everyone and their mothers. Your reward? Being brntally beaten by a dissatisfied team participant who like our attorney felt his opinion was what really counted, You should have heard my wife while she reviewed pictures of the cut and battered face of Brian Milton.

Not too attractive. But say, here is a position you may want to aspire to, editor of this magazine. For this one you'll have to use your bedroom for layout, sell advertisements, edit and correct articles and letters, contract with suppliers, meet cleacllines and every little detail in between. It might be a bit hectic: the Soaring Society has five people doing all that our editor does. If you're as good as the present editor. ymt'll keep costs clown through inflation while winning a Maggie, Of course there are your perquisites, like insults from editors of other hang gliding associations bitterly belittling your professionalism and intelligence, even though you've got the guts to print their opinion for all to enjoy, Here's the issue. The examples above are not to point fingers at those involved. On the contrary, each person involved has substantially contributed to the sport, each had a valid point that should be expressed and should be considered. It does seem too bad though, that they couldn't have counted to ten before exploding. There is a phrase that we all need to remember before we get excited about our own personal view. "Am I cutting off my nose to spite my face."

How many good people will not now wish to step forward to be directors? People with talents and judgement we need. How many current directors will say, "Enough"" Where will the world class coaches be found 0 What club will hold the meets necessary to hone competition skills for the jerks who'll be tlying 0 Where do award winning editors come from·' My favorite book has a saying, "For in the way you judge, you will be judged: and by your standard of measure it will be measured against you. And why do you look at the

VIEWPOINT speck in your brother's eye, but do not notice the log that is in your own eye? Or how can you say to your brother, 'Let me take the speck out of your eye,' and behold, the log is in your own eye? You hypocrite, first take the log out of your own eye, and then you will see clearly enough to take the speck out of your brother's eye." (Matthew 7:2-5 NAS) The United States Hang Gliding Association is one of the truly great efforts of modern man, and you are its only asset. Without you there is nothing. Consider it, 5,000 plus individuals with a common love, but with varied interests, perceptions and priorities have come together to learn from and encourage each other regarding the cutting edge of personal experiences, hang gliding. Pitted against this body of enthusiasts are two of the strongest forces in the world. The first force, those who would seek to restrict us, hem us in, we've done pretty well against. The second force, ourselves, may well be our Waterloo.

As a participant of the sixties, a former hippie and a practicing Christian I wonder, will we continue to repeat the errors of our elders?

Will we refuse to look from the other person's view, instead, content to perceive things only from our little corner of a great big globe?

"Those who will not learn from history are doomed to repeat it." Every month we see the wisdom of this in the wrecks of ultralight pilots; they haven't learned and they are dying.

This article may seem a bit melodramatic but the issue is that, ladies and gentlemen, we need contributors. Along with a hard working office staff, volunteers make the USHGA work. Please don't beat up on them. Keep them in line, make known what your opinions are, tell what you think is important. Don't surrender your rights, but don't cut off your nose to spite your face. Will Rogers commented that he never met a fellow he didn't like. If he had met you, could he have said that?•

AIRWAVE RESPONSE Dear Editor: This letter is in reference to Airwave gliders' advisory of a Van Nuys hang glider company producing a glider "bearing great similarity" to the Magic.

Well, the only hang gliding company in Van Nuys is Delta Wing so we must presume they are referring to us and our "new and improved" Mystic.

The Mystic utilizes a very basic and successful concept which has been around for

4

AIRMAIL several years, certainly a proven design of which Roy Haggard tells me he is quite proud, and would like to be collecting royalties on. I tend to agree with him. In fact we, he and I, have agreed that if Airwave and others would pay a royalty on the floating cross-bar, king post, streamlined king post and down tubes, roach tip, etc., we would make sure he got his. But Roy and Delta Wing are not going to hold our breath.

Of course we can only presume they are referring to Delta Wing, but perhaps not, as the Mystic was fully-certified to the HGMA 1985 airworthiness standards just three weeks after the first unit was completed, and of course none of the Magic line has ever been certified to our standards even after being around for three years. I think that is TRAGIC. Bill Bennett Delta Wing Van Nuys, CA

HIGH TECH MATERIALS Dear Editor, I enjoyed Greg Lovick's article on weight savings in gliders. However I think the issue of composites in hang gliding is not dead yet.

Here in the East glider weight is much more important as we often have to hike glider and equipment in on our shoulder to launch sites over foot trails. You won't see many Moyes gliders in the East. They are too heavy.

A folding glider like a Fledgling having a composite cantilevered main spar is a logical choice for performance improvement. I have spoken to several small custom graphite tube fabricators and they have told me that graphite is now cheaper than Kevlar in quantity, about $18 a pound. A 40-foot main spar could weigh in the 20 to 30 pound range and therefore be reasonably priced.

A perfect example of how far this can be carried is Dr. McCready's Bionic Bat. A 1983 news release excerpt sums it up as follows: "711e Bionic Bat weighs 77 pounds and has a 48joot wing span. It is constructed primarily from carbon fiber, expanded polystyrene foam and Kevlar, and it is covered with Mylar. It is a ve,y 111gged vehicle, able to fly safely in strong winds and turbulence."

If we reduced the span to 40 feet, removed the motor, propeller, batteries and tail (changing the wing into a swept flying wing) then reduced or eliminated the pilot's cockpit just imagine how much the craft would weigh!

Plenty of area would be allowed to beef up structure further and add aluminum parts in place of expensive custom composites.

Deane Williams Farmington, CT

SUNSHINE SOARING Dear Editor, Nothing is better than sunshine 'n soaring.

In these days of industry decline, things are picking up with a new group of pilots who are enjoying a club with a totally new twist. Sunshine Soaring offers to date the only club in this area with an independent side to flying.

Sound unreal? Well, back in them thar hills way _past the city sites is a vast number of good sites kind of like a decade ago. To a flying enthusiast this low-key group has no officers, no dues, no ratings and a no hassle or red tape environment. That spells "fun."

Whitetop Virginia hosts the highest peaks in the state that are over a mile MSL with verticle drops of several thousand feet! A good road to the grass slopes that face south and west offer top landings and great camping and cookouts. Interested persons can receive a newsletter or info at this address.

Tommy Thompson 301 Kingstree Rd. King, NC 27021

• Always there when you need them • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 1/"' -in. neoprene,

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

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

884·6851

HANG GLIDING

ACHIM J. HAGEMAN USHGA Certified Instructor

Hang Gliding .According to Pfeiffer: Skms For the .Advancing

$1095.00

Now available .. the most comprehensive guide around for pilots seeking to expand their knowledge and skills. With 244 pages, 125 illustrations and photographs, loads of TRUE stories, and a complete subject index. You'll learn .

About soaring: Ridge, thermal, wave and other types of lift. Locating likely lift sources. "Reading" clouds. Soaring techniques for various kinds of lift.

Aboutcross-<:ounlryllying: XC potential of your area. Training and supplies for your ground crew. Advance planning. When THE day arrives. During the flight.

About competition flying: Competition formats and scoring systems Psych-out techniques. Evaluating opponents. Strategies. Specific flying techniques.

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

About speed-to-fly calcul11llons: Dolphin vs. classic flight. Your glider's polar. Techniques for gliding furthest, fastest. Speed rings.

$1995.00

$1795.00

Please rush me _ _ _ copies of Hang GIid ing According to Pfeiffer: Skills For !he Advancing PIiot at $9.95 each, plus shipping and handling: $1.00 first copy,$ .25 each additional (airmail $2.50 first copy, $1.00 each additional). Californians please add $ .60 sales tax per copy. Total enclosed: $ _ _ _ _ _ _ _ __ Name: Street: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City: _ _ _ _ _ _ __ State/Zip __ ... Dealer inquiries invited -

Make check payable to Publitec and mail with form to: Publitec Editions. P.O. Box 4342, Laguna Beach, CA 92652, USA.

FOR INFO PAK SEND

$3.00 TO:

SANTA 486 Alan Rd., Santa Barbara, California 93109

714/497-6100 •••

(805) 687-3119

DON'T MISS THE LATEST ISSUE BY FAILING TO NOTIFY USHGA OF YOUR CHANGE OF ADDRESS! NAME ______________ USHGA # _ _ __ Our time proven instrument is now in a wrist-mount package. The VE12 has the following features: - Price is only $169.Q,J - Available with the -OV option (earphone jack) at 179.QO. - Adjustable sink alarm trlp point, - Large easy to read meter face (we are known for that already) with the same dial face as before.

- The zero setting, si:tk alarm trip point, sensitivity calibration and volume of optional earphone Jack are all adjustable from outside of the unit. There is never a need to disassemble it.

Body of unit is 3-1/2" x 2-1/2" x 1-1/2".

- Can be upgraded to -OV option at later date.

- Can be glider mounted - Long battery life as before.

- Uses the same proven circuitry we have used for many years so it responds as quick and stable as previous mode la.

VE12 variometer 169.00 VE12-0V vsriometer 179,00 VE7 variomater 169.00 VEJS variometer 198,00 -OV Earphone Jack retrofit kit 16, 75 The Earphone Jack can be installed by you (needs a soldering iron) or by us on any variometer we made, It consists of a postage stamp size PC board with parts and 2 wires on it, We charge 5.00 for 24 hour installation,

OLD ADDRESS CITY ___________ STATE _ _

ZIP __

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NEW ADDRESS ____ _ CITY

STATE ___ ZIP ____

LAST ISSUE RECEIVED ____________ (Please allow four weeks for Processing)

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

USHGA, Box 66306, Los Angeles,

90066

GumNG

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UPDATE wish to compete in the Nationals must fly in a qualifier which will nm from January 7 to 9. The number of places in the main competition for pilots coming through the qualifier will not be less than 10.

Entry fee will not exceed $50 (Australian). Pilots not making the cut from the qualifier will have approximately one-third of their fee refunded. Contact: The Administrator-HGFA, 14 Balcombe Road, Mentone, Victoria 3194, AUSTRALIA.

AIRWAVE ADVISORY Airwave is offering a free update to all owners of Magic IV's to cure a potential hazard. They would like to draw the attention of owners of Magic IV's built before August '85 to a potential problem with the stainless steel pins that hold the upright to the fork fittings. It seems that occasionally this stainless steel pin is binding with the aluminum fork and in a few cases unscrewing. This problem has been tackled by drilling a larger hole in the fork fitting and inserting a delrin plastic bush. There have been no accidents because of this, but to be absolutely sure all four fork end fittings will be exchanged, free of charge. This will be done either by the dealer from whom the glider was purchased or directly by Airwave.

For further information please contact Rory Carter, Airwave Gliders Ltd., Elm Lane, Shalfleet, Newport Isle of Wight, P030 4JY England (0983 78) 611.

HANG GLIDING VIDEO GAJvIE

single flyer option for TET events.

Winter is coming but now all trne air junkies can still satisfy their habit in spite of the weather!

Contact: Maui School of Hang Gliding, P.O. box ll19, Paia, HI 96779 (808) 579-8077.

NEW CERTIFIED SCHOOL USHGA welcomes a new certified school: TEK Flight Products, Colebrook Stage, Winsted, CT 06098 (203) 379-1668.

CHILDREN'S BENEFIT AIRSHOW

HELP NEEDED

This October 12 and 13 there will be a children's benefit airshow at the Galveston Municipal Airport, Galveston Island, TX. The show is to benefit the Shriners Burn Institute Blood Fund, Cystic Fibrosis Foundation, Cerebral Palsy Association and the Ronald McDonald House of Galveston.

Ken DeRussy writes in the Santa Barbara HGA newsletter that due to budget cuts Rich Romero, ranger in charge of hang gliding activities at Yosemite National Park, will no longer be able to oversee the launches at Glacier Peak more than one day a week. If you can help, call Rich Romero (209) 372-4461.

CG HARNESS

HANG GLIDER NAVY WITH GREEN & GOLD SILK DETAIL

Jay Gianforte introduces this "center of gravity" harness. The new concept allows the pilot to change his body pitch angle while flying. It also allows him more bar travel as a result of this pitch change, as well as streamlining and comfort. The pilot in the photo is Mark Clark. Photo by John Beach. Contact: Jay Gianforte, Rt. 173, Chittenango, NY 13037 (315) 687-3724.

. ULTRALIGHT NAVY WITH GREEN GOLD & RED SILK DETAIL

NecK Ties By

SKY LIFE Suitable foe pilots and all other sky enthusiasts

Price $15.95' + $1.75 Handling & Shipping 'N.Y. State Residents Add $1.32 Sales Tax Send Check or M.0. to: SKY LIFE

345 W. 21st St.

Maui School of Hang Gliding announces the introduction of Windmaster.

This arcade-style game for the Commodore 64 presents an accurate simulation of one-on-one, closed-course pylon racing. Using the standard one-on-one format, you must thermal up and avoid various dangers while trying to beat your opponent. Up to 20 flyers may compete using win/loss matchups or king of the hill sty le competition. There is also a

OCTOBER

1985

N.Y.C., NY 10011 Tel. (212) 929-4379

USHGA BOARD MEETING A USHGA Board of Director's meeting has been scheduled for the last weekend in October. It will be held in Kansas City Oct. 26-28. Before planning to attend contact Ted Gilmore at (913) 677-4123 or the USHGA office.

Name (print) Address

City State & Z,p Allmv For Immediate Delivery

Dealer Inquiries Welcome

7

our

cha meter·· this 1ne1/wd is that it calls continuous,

your

umsidcmtion.

a nice final glide, so you have plenty of level before flarsmne·

8

level When you sink to two to three feet from the you need to start adby the bar out, two to three feet above the As your air bleeds off you will soon be at trim Continue to ease the bar out to stay at your two to three foot The way r relate to someone how their hand motion should he, is the term " the nmsical term . Y<mr and

as it continues it becomes It is like a [f you start to climb, that. means that you arc the bar then out too rapidly. If you are the bar needs to be pushed out a little faster. Jf you do start to climb out, clo not pull the bar back in, just hold your pitch movement and as you start to come continue yom back to the out movement. The crescendo method means that the last amount that you out is done more than at first, but you can do it in one contin-

HANG GLIDING

uous motion, with I don't care for the wait,

WATT,

JAM IT OUT lt::L:lllllllllt:, have to be on when to achieve full flare extension. in dead wind you need to maintain your full flare your hands pushed out as far away from your toes as you can. That means you can't worry about worfalling on your face, and if ried about it, you will fall on your face. four feet will be there if you fully tend In dead wind if you folly extend yourself on your flare, you rnay

Author and

Ocrmnrn 1985

instructm Dan

'climb from two to three feet off the ground to four to six feet off the ground, then the tail will slide toward the ground stopping all your forward movement, the to parachute somewhat. I have flared to as high as ten feet off the and still chuted into a landing. I have used this method on Sensors, HP's, Comets and Streaks. It even works well on surfaced At Del a Los beach training site, I've landed down wind, cross wind and down wind on top the crescendo method!

Your crescendo or pitch movement is not to be the same for every landYou can have a fast crescendo or a slow crcsdccndo, depending on the amount of head wind, elevation at which you arc landing, and how much excess you have that yon need to bleed

off. You can use the crescendo method to land tandem but you have so much more weight and momentum that it looks like the JAM IT Also, with short arms don't have much crescendo; to do so they must learn how to be very on their flare The crescendo method allows you more time to decide when you should be fully extended. This technique will work for you if you have had practice and know how to push out all the way.

Two extra things to consider when using the crescendo technique: I) Consider that the distance from the carabiner to the bottom of the strap critical to the amount of flare you will have.

2) That a glider down hill dumb.Ill

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40').0 941Ul

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270 0 406.0 California W. Colorado

400 0

,vlw

n 14, 1985 I was above Lookolll Mountain, Tennessee moderate a textbook tuck. It

was at a 45° from the north. There was some turbulence. had be,:n my Streak 160 for about 15 minutes with 400 feet of altitude, when I intentionally I by pull the stalled my bar in best LID for a bit more out. to who witnessed the entire event I 40 °. I held the bar out until there was little or no then released the bar pressure and may have pulled in to help the nose fall through. I had a slack harness as the its vertical dive. After three seconds of divthe a smooth arc to an inverted attilllde. At this time my left quickly three feet from the nose Well, at least there was some kind of recovery from the extended dive and my had stabilized (inverted) with a reasonable sink rate! This allowed time fi.Jr m1thf't'1!1<¥

throw and slow descent, the chute wouldn't fully until a sideslip had commenced. Subsequently I plowthe treetops with my glider to a stop three lcet above term firrna. to get unhooked and dropped to the unscathed. forest floor Before the accident had occurred I

that this was for newer Streaks with each leechlinc 11/2 11 shorter than mine. Because my older Streak's lcechlines were significantly (1 112 11 each), there wasn't enough reflex in the trailing for cl i ve recovery.

The adjustment of the reflex support bridles is critical, and small deviations from the proper adjustment ean lead to substantial loss of stability. it's tirne to get the spec sheet and measuring tape out and your wing for proper reflex before your next flight in unstable conditions.

HANG GLIDING

The Law Of The Land © 1985 by Dennis Fagen

I

remember my first cross country flight on a hang glider back in 1976. This was before I even knew what cross country flying was all about. All I knew was the rush of lift and the lure of the horizon. In fact, several of us started working along that ridge called Bald Eagle Mountain and we didn't get more than a few miles before massive sink and a sea of trees bade us head out to land. In truth, it was the landing that was the most memorable part of that flight.

My friend, Tom Bird, and I (he on a Sundance, me on a Bobcat II) vectored into a hay field through a sky busy with turbulence.

Our first out-landing - we were happy to have landed safely. Together we carried our gliders to a farm lane and met trouble.

Trouble wore a pair of bib overalls, a Sears work shirt and a serious scowl. It was the farmer who owned the land. He promptly informed us that we were trespassing and about to be arrested. I nearly fell to the ground, incredulous that anyone could see something as beautiful as hang gliding and actually become irate. (As I indicated, I was new to cross country flying). Fortunately, Tom had grown up just over the mountain so with some carefully spoken patois and name dropping of mutual acquaintances he managed to calm the farmer enough to explain that we didn't purposely drop out of the sky into his little world with malice and destructive intentions.

In short, we escaped unscathed. I had forgotten that little incident until the recent years of cross count1y flying, escalating liability litigation and a few incidents in the realm of powered ultralights brought it back.

At this point I think it is important that we understand the laws of trespassing so that if we are confronted in a manner similar to that of my early experience we know how to handle the situation. This applies whether we are flying cross country, launching from a guetTilla site or merely driving around looking for other pilots who may have landed out.

You may be surprised by some of the laws.

OCTOBER

1985

To begin, it should be noted that trespassing laws are state laws. As such, they can vary from state to state. However, since most American laws are based on English common law, the trespassing laws are surprisingly similar among the states. The laws I quote here are the laws of California and Pennsylvania (my current state of residence).

You should look up your own state's law by going to the local library or calling your district magistrate's office. Trespassing laws are normally contained in the criminal code.

TRESPASSING What constitutes an act of trespassing? In Pennsylvania, if you enter or remain in any place where notice against trespass is given by: 1) Actual communication by the owner, 2) Posting (no trespassing signs), (3) Fencing designed to exclude intruders (cyclone fences, not farm-type fences).

In California, trespassing is: Willfully and maliciously entering onto the property of another with the intent to injure or damage that property. This is somewhat more lenient than Pennsylvania, but again you must leave "with all reasonable dispatch" on demand.

Also, damaging a sign, fence or driving a motor vehicle on someone else's property constitutes trespassing in California.

From the above we can conclude (and this will generally apply in most states) that merely being on someone's land is not trespass. In fact, landing in a field that is posted with no trespassing signs cannot be construed to be trespassing because the signs must "reasonably come to your attention."

However, if you've been warned ahead of time, good luck. In any case, leave immediately (with your glider) if told to do so.

Also do not drive across a farmer's field to load up your glider.

If you follow these simple guidelines, you should remain immune from a trespass violation. However:

ARREST Unfortunately, all the local landowners may not be as informed on the trespassing laws as you now are. In fact, they may insist on performing such a hollywood stunt as a "citizen's arrest" with the aid of a shotgun, pitchfork or their own imposing physique.

In this case, we should look at some of the laws of arrest to see where your options lie.

Again, the laws may vary slightly from state to state, but this discussion will serve as a general guideline.

What is an arrest? It's taking into custody of someone who has committed a crime or of whom there is reasonable belief that he or she has committed a crime (remember, trespassing is a crime). An arrest normally must be made by a peace officer on the authority of an arrest warrant issued by a court of law.

A landowner is not a peace officer (policeman, sheriff or highway patrolman) and cannot use the least bit of force in making an arrest unless he has reason to believe a felony is about to be committed (by you).

Trespass is not a felony, it's a misdemeanor.

Furthermore, in order for a landowner to arrest you for trespassing (assuming you did trespass) he must actually see you committing the crime. If a farm hand sees you enter the property and tells the farm owner, he cannot arrest you for trespassing.

Next, an arresting landowner must conform to the "formalities of arrest." He must declare his intent to arrest you, the cause of arrest, the section of the Criminal Code you have violated, his authority to arrest you and the nature of your alleged offense. It would go something like this: "I, Clem Dimwitty, intend to arrest you for trespassing on my posted property in violation of the Pennsylvania Criminal Code section 3503(b) (l)(ii). I warned you before about landing here in that danged contraption trying to impress my daughter!"

Most likely our intrepid landowner will not know the above procedures and so will 13

perform a "bad bust." Your best bet here is to go along with him since a peace officer will eventually be summoned (in fact, you should insist on it) to set matters right. Of course, there is always that landowner who has encountered enough trespassers that he knows his laws explicitly. In any case, he cannot use force or threats in effecting his arrest.

If force or verbal threats are used he has committed an assault against you. Note that all he has to do is suggest he has "unlawful intent" and the "present ability" to implement it. If things get physical and he grabs, hits or even spits on you he's committed a "battery." By now we're talking felonies. If he's armed with a gun, knife, pitchfork or other potentially deadly weapon and merely exhibits it in a threatening manner, he's committed an "Assault with a Deadly Weapon." By now you should be showing our hapless landowner sympathy as well as the necessary respect (since he holds the weapon) for he's facing a couple of years in the pen, even if you were originally guilty of trespassing.

Here's a more likely situation: You land near a friendly-looking farmhouse and instead of a round of applause for just having flown 100 miles, the farmer adamently requests you to leave forthwith and confiscates your equipment - glider and all. In general, a landowner cannot confiscate your property. (Again you should look up the laws in your state.)

In fact, in California and Pennsylvania, a hang glider is defined as an aircraft. This is also true in many other states, although not all. (Note that Part 103, the Federal laws, does not define a hang glider as an aircraft - see last month's article.)

If your state does consider hang gliders as aircraft, our unwitting landowner may actually violate laws that prohibit "tampering with an aircraft," "moving an aircraft," and "taking an aircraft without consent." Again he's in legal hot water.

Such damage to property is the reason we carry liability insurance (see the back of your USHGA rating card). Showing the landowner this policy will indicate that you are a responsible human being rather than the rampaging sky pirate he supposes. Be aware that our USHGA liability insurance has a deductible, so most likely reparation for minor damage will come out of your own pocket (we will present an article on insurance and liability at a later date).

It is generally not advisable to pull out a massive wad of bills and offer to pay for damages on the spot. Such a sight can bring out the greed of any American raised on a steady diet of TV giveaway shows. Show your credentials, your insurance coverage and ask the farmer to assess the damage if it's minor. Chances are he will respond with, "Aw, you only knocked over a few plants anyways." If the damage is major, the insurance company will have to get involved.

When landing in strange country, a little knowledge aforehand can keep you from

depleting your bank account. Learn to identify different crops and their value. Corn is the most expensive crop and the most easily damaged. Soy beans are expensive but fairly hard to damage. Wheat, oats, rye and other cereals are moderately expensive and easily damaged. Hay (clover, alfalfa, timothy) is not readily damaged and is fairly inexpensive to grow. Land in a hay field if you can't find a pasture or weed field.

In summary, follow the guidelines given here by avoiding damage to property, not entering posted property from the ground and keeping your car off private property unless invited. If an over-zealous landowner does try to arrest you or impound your glider, be polite and simply summon a peace officer. Chances are the landowner will have broken the law, not you. In any case, look up your own state laws so you know how far your rights extend. Even when you are in the right, it is best not to throw your weight around for you may just want to land in the same area on your next 100-mile flight.•

~-

DAMAGE It is very possible that you can do significant damage to crops and other property with · an emergency landing without actually committing a criminal act. If so, you should indicate your willingness to pay for such damage and provide identification and an address. If the landowner tries to confiscate your glider as assurance of payment, he is committing an illegal act as indicated in the preceding section.

14

That's it Frank! It's me or the glider!

HANG GLIDING

the

Boone, also and his friend Chris Atkins on a visit to Ronald McDonald for Good Times. at 80--acre rented ranch in the hills above Malibu the children ride around allow them to while, and out due to or that have lost limh to this disease that docs not discriminate the very young.

Chris, one of the new actors on the scene has dedicated supporter of the camp, a counselor, and on t'llk shows to make aware of this very in the world for those who need it. costs $400 for ehild to at· tend this camp, but the parents pay if ean afford it. about idea of rides, but now himself.

the thrust. With wheels Ocromm 1985

the control bar (most useful for back each flight) the

men and one man with into the air. Once the man could release and men towed the six feet feet. each face the sensaof eager m,,.11.,au,uu into a smile.

Dick and Bill were all the while Juan and a counselor traded off. mid-afternoon kids had the memory of a thrill to relive in their minds and conversations, and Dick, Juan and Bill had sore muscles, blisters on their hands, and the satisfaction of done that made a real difference, in this life. the session and show the next time he appears on talk show.

The of a camp for children who have cancer was conceived by Abrams whose oldest son, David, has leukemia.

Children so afflicted cannot attend a snmmcr camp because of their tnedical and other needs. Abrams and her cousin Dustin Hoffman and made his with Hoff-

man, those for the camp started are Michael Jackson, Richard Chamberlain, Hall. Later supporters have Reagan, Chris Atkins, Dr. Annand Hammer, Lionel Richie, Checeh and Ana Alicia, Steve Edwards, Robert Allen, Mark Tovah Fcldshuh, Karen Valentine, Linda Blair and The name Good Times was to Ronald McDonald for Good Times in June '84 when the MeDonalds Association of Southern California decided expenses. to pay most of the annual The camp of the Southern Calilbrnia Children's Caneer Services, Inc., founded in lCJ77 Ronald McDonald House, Ronald McDonald House treat·

of Los Thanks to Richard Chamberlain, permanent works with a made lake, and a grove of trees. One tree is planted for each child that is lost.

l5

Imagine soaring among the Andes at 10,000 feet. Imagine being surrounded by beautiful, volcanic, snow-capped mountains, most reaching 20,000 feet. Imagine perfect weather all year round. If you desire a breathtaking adventure, then plan your next hang gliding safari to Ecuador.

When considering a trip south of the border, the first image which may come to mind is that of a primitive country with barefooted natives, antiquated, delapidated facilities, perhaps, a country one step away from revolution. You may wonder if you will be able to find a hamburger or a beer. Well, rest assured Ecuador is quite civilized and hospitable. The food is tasty, the beer cold, and in general you will find the country an enjoyable place to visit even if you choose not to bring your glider.

The first thing you'll notice while flying here is the comfortable climate. Quito boasts mild springlike weather year round. The daily temperature averages a very pleasant 65 °F. Because of Quito's location on the equator, there is little variation in temperature from season to season. The summer or dry season is normally from June to September and the rest of the year is the winter or rainy season, distinguished by a predictable short afternoon shower. The humidity is low and visibility is usually a minimum of30 miles.

Pichincha, an active volcano located on the west side of Quito, is the favorite local site.

It has two take-off areas about two-thirds of the way up the mountain. One faces northeast at 12,000 feet MSL, 2,500 feet AGL with a 45 degree clear grassy takeoff. The other launch is located at 12,700 feet MSL, facing southeast, 3,200 feet AGL. On many days the only altitude restriction is hypoxia.

You can take off and thermal over the city or ridge soar. Most cross country flights originate from Pichincha, however, irregular mountainous terrain and lack of roads makes retrieval a challenge. Crossing a valley with a 30 mph tailwind and flying into a 30 mph headwind on the other side is a common occurrence caused by the irregular terrain.

There is a popular 20 mile XC flight from Pichincha to the north that takes you over the Equator Monument and on to Pucara, (pronounced Poo-ka-rah), which is an ancient Inca ruin.

The second flying site is Condor Cocha (Condor Lake), located five miles north of Quito. It's large, steep, grassy takeoff is at ll,500 feet MSL, 3,500 feet AGL and over16

by Colon King and Friends

looks a number of large flat fields for landing. Even on not so good days, you can fly with ridge lift along a ridge going north over the Equator Monument and once again on to Pucara, which is eight miles north of this site.

The third site, Monjas Sur, is located on the south end of Quito. The takeoff is a cliff launch with an I ,800 foot vertical. The landing area is about two miles away and is encompassed by a low barbed wire fence.

At another site, Gavilanes, which is often used for training, you can take off from 300 feet to 500 feet AGL and land directly below in a field big enough for any albatross. This site is between Condor Cocha and Pucara and is used as an alternate landing area.

Actually there are many more flying sites around Quito that are not normally used

because of the convenience of the ones already mentioned. If you are interested in doing some traveling while you're here and like to ridge soar, you can take a five-hour drive down to the coast and fly a 400 foot ridge about three miles long with smooth winds that will remind you of Torrey Pines.

The current endurance record there is 7 hours, 45 minutes.

The easy access to the flying sites near Quito can't be challenged. You can be at any takeoff area in 60 minutes or less. No walking or carrying gliders is necessary. You can drive right up to all of the takeoff and landing areas. A four-wheel-drive vehicle is needed in the rainy season, but transportation is often available through several of the local pilots. The flying community here consists of four active clubs. Although flying is

HANG GLIDING

unregulated and open to anyone, USHGA examiners and observers are available.

Clearing gliders through customs can be a nightmare as those of you who have traveled with gliders to a foreign country may have experienced. You'll be better off if the glider can be broken down to a length of 18 feet or less, then it will fit into the baggage hold of any of the airlines serving Quito, and

may be carried as personal luggage. This usually eliminates customs hang-ups. The glider can also be sent by air freight. You can post a bond for the glider which is refundable when you leave the country with the glider. It might be a good idea to bring any spare parts you think you might need.

Because the dollar is so strong against the local currency, a stay here in Quito can be

very inexpensive. Comfortable hotel accommodations are available and there is a wide selection of fine restaurants, all for very reasonable prices compared to American standards.

The great weather conditions and convenience of flying sites make Quito a hang glider paradise. If you are thinking about a trip to this area, you can contact the following for more detailed info: Fausto Arcos, Club Gavilanes, 240-504, Eduardo Cisneros, Club Espe, 543-400, Jaime Carrera, Club Halcones, 456-942, or write to: Colon King, USDAO Quito, American Embassy, APO Miami, FL 34039.

Special thanks to Ann, Barbara, Pat and the local pilots who helped put this article together. Thanks to Marla for her time and patience taking pictures.•

OPPOSITE: Eduardo Cisneros launches from Pichincha's upper takeoff area.

ABOVE: Author Colon King soars over Quito. RIGHT: Setting up for a local competition at Pichincha's northeast takeoff.

OCTOBER

1985

17

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1st · 1985 Owens Valley George Worthington Jim Zeiset Memorial XC Open

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I

by Stephanie Krzyzanowski

This year, Grouse Mountain's 8th Annual World Invitational Hang Gliding Championship, July 25 - 28, spelled success any way you look at it-enthusiastic pilots, great soaring conditions, no major upsets, but most importantly, a great time was had by all.

Pilots competing in the pylon, open window and aerobatic contests came away unanimously impressed with this civilized yet majestic Vancouver, B.C. setting-landing site included. Among those quite vocal about this welcomed surprise was California's Connie Lee Bowen. With second place in the women's category under her "harness," Connie, along with husband Dave, both newcomers to Grouse, felt their pre-event jitters were all for nothing. For them, landing was definitely not a problem.

"Our home field," (Dunlap, California) said Connie, "seems tougher." Asked if they would be back next year, "We sure will," replies a smiling Connie, "and we're bringing the kids. They'd love it.

There's so much to do on this mountain."

Throughout the four-day event, Mother Nature was brilliant. Not only were the 20

soaring conditions excellent, boasting high altitude gains and max times, but so was the sun-worshipping audience. Spectators galore from every walk of life lined both the landing field and mountain-top plateau, bellowing cheers of sincere enthusiasm and awe. Panic ... don't even think of it. Both areas were so well controlled that the 14,000-odd fans only added color, not havoc. Truly a showman's paradise.

To no one's surprise, Steve Moyes sailed away with the men's title, and his share of the $7,500 prize money. The 32-year-old native of Sidney, Austraila, had an excellent four days, winning the hearts of the crowd below with his nearperfect form and bullseye landings. Only 34 points behind was Randy Haney, 23, of Dawson Creek, B.C. with yet another Australian, Rich Duncan, capturing third position.

ABOVE: A bullseye in the Grouse LZ. LEFT: Getting the feel of it. Photos courtesy Grouse Mt. Resorts.

HANG GLIDING

In the women's pylon and open window contest, Boulder, Colorado's Cindy Drozda soared past California's Connie Bowen and Debbie Renshaw to claim first place. Cindy is, without a doubt, one happy lady.

In true splendor, the aerobatic competition made its debut at this year's Championship. Under the direction of co-meet organizers Harvey and Richard Blackmore and Wills Wing's Rob Kells and Dan Racanelli, this spectacular display of daredevilry definitely earned its place in future competitions at Grouse Mountain.

To the novice onlooker, the aerobatics truly was difficult to judge. However, a winner there was, with hats raised for 27-year-old Mitchell MacAleer of California. Mitch gracefully maneuvered into first place with fellow Californians Ron Young and Chuck Dugan finishing second and third respectively. A great show by all.

For Dave Bowen, Grouse Mountain's Championship has taken on a very special meaning. Dave was named the first recipient of the Chris Bulger Memorial Award for the Most Sportsmanlike Pilot. Speaking in memory of his brother, Scott Bulger was on hand to present the award, touching the hearts of both pilots and spectators. Through this special tribute, Chris will be remembered every year at Grouse Mountain's World Invitational Hang Gliding Championship.

With the 1985 event successfully behind us, planning for the 1986 Grouse Mountain Championship is well underway. Although still in the preliminary stages, the emphasis is on up-scaling the event to include a three-tier contest (cross country, pylon and aerobatics), with a strong "hint" of increasing the total prize purse. Tentative dates have been set for mid July, 1986.

For pilots, their families, friends and

spectators, Grouse Mountain entertains with a parade of festivities. The mountain top boasts horseback trail rides, hiking, sky diving and aerobatic demonstrations, chairlift rides and an outdoor barbeque and beer garden with live music. To top it off, the Chalet houses various dining options, a scenic sundeck overlooking Vancouver, and nightly entertainment and dancing. Of course, let's not forget the kiddies (or young at heart). There are pony rides, an adventure playground, puppet shows, clowns, even a face-painter. True to the word, Grouse Mountain's Annual World Invitational Hang Gliding Championship really is a lot of fun for everyone. •

CENTERSPREAD: Clockwise from left POV from Chuck Dugan's Glidezilla.

Ron Young upside down. Cindy Drozda and Debbi Renshaw leave the mountain in their Dreams. Photos by Leroy Grannis.

FINAL RESULTS 8TH ANNUAL WORLD INVITATIONAL HANG GLIDING CHAMPIONSHIPS JULY 25-28, 1985 SCORE

PLACE

PRIZE

9685 9651 9505 9480 9443 9108 9021 9006 8874 8766

1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th

$2,500 1,250 650 350 250

MEN'S PYLON EVENT Steve Moyes, Sydney, Australia Randy Haney, Dawson Creek, British Columbia Ricky Duncan, Charleston, Australia Jim Lee, Albuquerque, New Mexico John Pendry, Brighton, England Ken Brown, Seattle, Washington Rick Rawlings, California Bob Corbeau, Dover, Massachusetts Greg Dewolf, Los Angeles, California Tony Schmidt, Burnaby, British Columbia

GLIDER Moyes 162 GTR Magic 177 Moyes GTR 162 (?)

Airwave Magic IV 177 Airwave Magic IV 177 Wills Wing HP 170 Seedwings 510 VG 165 Wills Wing HP 170 Wills Wing HP 170

WOMEN'S PYLON EVENT 9381 8087 7154 6884

1st 2nd 3rd 4th

$ 450 250 100

Cindy Drozda, Boulder, Colorado Connie Bowen, Dunlap, California Debbi Renshaw, San Bernardino, California Kim Butterworth, Sydney, Australia

Delta Wing Dream 165 La Mouette Profil 130 Delta Wing Litedream 185 Moyes Mars 150

AEROBATICS 1st 2nd 3rd 4th

$ 500 300 200 HM*

Mitch MacAleer, Santa Ana, California Ron Young, Lake Elsinore, California Chuck Dugan, Encinitas, California Aaron Swepston, Seattle, Washington

Wills Wing HP 170 Wills Wing HP 170 UP Glidezilla 155 Magic III 166

*HM - Honorable Mention

OCTOBER 1985

21

indefinable tugging had been at the subconscious level in my mind for several months. It made me aware of a gap an unfilled something that apparently was awaiting the right moment to make a statement or revela· tion.

I became aware of it during the winter weekend sessions Rod Bynaker and I had spent at Massanutten Mountain in At the top of the mountain we had built a ramp made of stones.

Over a period of time we filled the spaces between the boulders witb smaller stones, and topped the runway with a layer of clay and dirt. We put the finish· touches on the projeet this spring by sowing grass seed. something of stone the builder a deeply felt, satisfying feel.

It was a joy to see the project take shape and to grow. It was an investment of time and effort that would pay dividends during the warmer flying season by helping to make our takeoffs a little easier. There is a permanence about the project that drew us back to it. The ramp was a statement of sorts, a mark

24

that we were making for the advance· mcnt of the sport in our area.

The satisfying feeling of working with stone is nothing new. The psychologist C. J . .Jung wrote it in his book Memories, Dreams and Reflections. We had not built anything approaching the magnitude of Jung's house and wall.

Still, he and other authors were right, stone in construction has much to say for generating an inner satisfaction.

But that was evidently not the statement or revelation that was to be made to me because the undefined something was still there.

A

Labor Day weekend Rod and I ran off the ramp into thermals about ten minutes apart. Rod launched and served as wind pig. I decided that even if his guinea pig effort bombed out, I would launch even with the prospect of getting a sledride to the bottom.

Roel disappeared behind the launch slot trees and was out of sight for about ten minutes. I assumed he had found no lift and had gotten drilled into the land·

ing area. But I soon heard his voice above me, "You're gonna hafta work your ass off for it!" lfot damn, it was possible to soar, and it was going to be a challenge. My kind of conditions. I waited for the next ther·· ma! to arrive. When I saw the leaves begin to move at the far end of the slot I ran hard down the ramp and launched into weak lift.

There is a steep-sided bowl located to the left or launch that usually provides lift. I\ portion of its sides are bare rock that serve as thermal generators in the afternoon, and if there is any wind it often funnels it into nice lift.

I quickly flew through the small thermal a1 launch and headed for the bowl.

A small thermal arrived and provided Ji ft during three-quarters o F my circling turn. As I gained height I maneuvered around to find the dimensions of the thermal and its core. Keeping an eye on my vario, and trying not to maintain too steep a bank in the light lift, I eventually found the core and circled in lift until it carried me 1,000 feet over and in back of the ridge crest HANG GumNG

Flying out of the thermal I headed back to the ridge and flew in front of its crest to the overlook tower and waved at the "toureestos." The northwest breeze was so weak that it did not provide lift, the only up air available was in thermals.

There are several bowls in the mountain formed by the Shenandoah River.

We found that they often had a thermal in them, which could provide lift back up to a few hundred feet above the crest.

But as the afternoon passed even these small elevators became weaker. One couldn't fly in a straight line, circling was required to just maintain average altitude.

Eventually we both were looking up at the ridge. The breeze had died, and the thermals were growing weaker. We milked it for several minutes more, getting little shots of lift on half our 360. The thermals were too small to get inside them. We decided we had done about as much as we could in the conditions, and headed for the landing area we had previously asked permission to use.

The approach had us flying over those poor souls sunbathing near the dam.

They were stuck on the earth's surface and would likely never see the magnificent views we had seen from our vantage point. Some shapely young women in bathing suits were waving back.

Hmmm ! Fishing nearby are the guys they are with. Oh well.

Upon our landing and walking to the road several wuffos arrive. They are friendly locals. Hang gliding hasn't worn out its welcome here. Our efforts over the years at maintaining good public relations and site protocol are still paying off.

One of the wuffos is an old gentleman who in earlier years worked at a local saw mill. He got out his mouth harp and twanged a few tunes for us to express his enthusiasm. We all enjoyed it. Another wuffo had a homemade guitar in his pickup truck, and at the urging of his little daughter, played it for us. She asked him to "make it sound like Hawaii daddy." It was as beautiful a rendition of Hawaiian music as any I had ever heard.

"Do Chet Atkins, daddy." By god it was Chet. We were entranced by the fantastic skill of this man who said he was from West Virginia and just happened by while his family was visiting relatives.

He liked watching us fly, and was returning the favor.

In the evening we went to the county OCTOBER

1985

fair and stuffed ourselves on barbeque chicken and other locally prepared food.

That night we slept off our exhaustion at the mountain's campground.

The joy of hang gliding is not restricted to flying.

Nature's Demonstration

During the night the winds shifted to the southwest making the site not flyable. We decided to spend the day doing site maintenance. About noon we took a break and had a bite to eat.

As we sat on the rocks and soaked up the beautiful late summer's view of the Shenandoah Valley, we noticed a buzzard off to the left and below us. It circled in the same spot over the bowl that we had flown the day before. It was getting lift on about half its 360. And it was

"I've known for a number of years that I could soar as birds do, but to watch one fly in conditions similar to those I had flown made that fact come alive to me."

being blown downwind much as we had been. It climbed higher and was getting lift from a larger portion of the thermal.

It faced the same challenges we had experienced and it obtained a similar flight.

It was a thrilling sight to see - to know what the bird was feeling in the air - to understand what it was doing to climb in the small thermal. I had flown that similar flight yesterday. Dear god, I thought, it is doing what I was doing. I can fly just like this bird.

It was a revelation that struck home with an electric force. As I watched that magnificent creature I felt a tingling sensation that started at the back of my neck and coursed through my body. My stomach was full of butterflies and my chest felt light and full. Watching that bird soar up out of the valley and above the mountain was one of the most beautiful and unforgettable sights I have ever seen.

I've known for a number of years that I could soar as birds do, but to watch

one fly in conditions similar to those I had flown, to see it go through maneuvers and search for lift just as I had done, made that fact come alive to me.

Suddenly I felt a certain peacefulness and joy. The subconscious something was gone, it seemed to have transformed into a statement I recalled reading years ago in Ground Skimmer magazine during the early years of my hang gliding experience.

Unchanged Basics

That evening at home I dug out my back issues. I knew what I was looking for, but couldn't identify in which issue it was located. I found it in the October 1972 issue. It was in an article written by W. A. (Bill) Allen, titled The First Smokey-The-Bear Hang Glider Expedition. The item was about a group of flyers, all early leaders in the sport, who hiked up Cone Peak in California and flew down to the beach below. It was the highest and longest flight for all of them.

And there it was. The thought was contained in this paragraph: "The next night as we sat at a table listening to the wind blow through trees in a desert campground while coyotes howled nearby, Rich (Kilbourne) ... shared the experience with those of us who had to walk back down the mountain. Asked for his impressions, Rich responded: ' ... I had wanted to do that since I was a little kid, just to climb up to the top of a mountain and then go off it. ... I looked around me as I was flying and I could see all directions and I said, this is the finest thing I've ever done.' " Twelve years ago. The point that I had been struggling with finally clarified: even after all this time the enthusiastic spirit reflected in Rich's statement is still alive in this sport.

But one must seek it out, just as Rich had to do, and as Rod and I had done.

We had worked for and earned the reward. And the sport returned our efforts to us in the form of joy, exhilaration, and insight to ourselves. The sport had served as a means of access to those gifts.

The spirit of excitement and enthusiasm that permeated hang gliding in its early years continues to be offered by the sport. In seeking what it offers we are unified with the pioneers of hang gliding.

Over the years the equipment has changed. The rewards haven't. • 25

TOW LINES

The lock-Out

by Dean Batman

Lt's talk about that old devil the lock-out.

Q: What is a lock-out?

A: A lock-out occurs when the glider begins to turn off a track straight behind the towing vehicle. If the glider is not returned to a straight track behind the tow vehicle it will be pulled deeper into the lock-out, and eventually impact the earth.

Q: What causes a lock-out?

A: A lock-out is caused when one wing is developing more lift than the other.

Another way of stating this is: a lock-out is caused when one wing develops less lift than the other. There are several reasons why one wing will develop more or less lift than the other. Some of these are: one wing flying through a thermal, flying in a crosswind, a glider out of tune, etc.

Q: How do I prevent a lock-out?

A: You cannot totally prevent a lock-out.

However, there are several things that you can do to cut down on the chances of having one. The first and most important thing is to have eye contact between the tow vehicle and the glider. There are three methods of maintaining eye contact.

The first and most effective is direct eye contact where the person operating the throttle of the tow vehicle is positioned in such a manner that he/she is looking directly at the glider. The instant the glider starts tracking off center of the tow vehicle the throttle person can take corrective action. The second method is indirect eye contact through a mirror.

The third and least effective is second person eye contact - a person looking at the glider and telling the throttle person what is happening. This is dangerous, as

26

humans tend to communicate poorly and errors are not uncommon. As mentioned before, direct eye contact is the best, with indirect being second best and second person eye contact the least effective. If you elect to use indirect eye contact, it is a good idea to back it up with second person eye contact. The second method of lock-out prevention is to use a center-of-mass towing system. This will not give you 100% protection for a lockout, but will reduce the chances considerably. The third is to tow straight into the wind. Another is to anticipate where there may be thermal activity and be prepared to take corrective measures.

In addition it is important to make sure that your glider is tuned properly.

Q: What do I do in the event of a lock-out?

A: This is where the driver or pilot of the tow vehicle can really earn or lose his "hero" badge. Upon entering a lockout the towed glider will be traveling in a different direction than the tow vehicle.

This will cause the tow rope to become very taut and in most cases impossible to release at the glider end. Now, how to solve the tight rope problem? Simple!

The tow vehicle must give the glider pilot some slack in the rope. This can be done by slowing or even stopping the tow vehicle, releasing the tow rope at the towing end, or, if you are using a winch, release the brake and allow rope to pay out. Once the glider pilot has some slack rope, he/she now has to make some decisions and take corrective action. If the tow vehicle slowed down, stopped, or payed out rope, the glider pilot may elect to bring the glider straight behind the tow vehicle and continue the tow. The second alternative would be to release in order to salvage a glide. If the tow rope

was released from the towing end then the glider pilot must release the rope from the glider. This must be done very promptly, otherwise the trailing rope can catch on something such as a tree. Even the friction of dragging on the ground or in the water can be much more difficult to handle than the original lock-out. If for some reason you cannot release the rope, fly in circles in order to coil the rope rather than drag it.

I am not saying that lock-outs are fun, but in many cases they can be prevented and in most cases you can recover from them and have a good, safe flight. It is not a bad idea to talk to your towing crew about what to do in the event of a lock-out prior to each day's flying. This will insure that it is fresh in everyone's mind what corrective action should be taken in the event of a lock-out.•

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HANG GLIDING

r

'.-

c!~ --/

~ ~

~

~.\

_,,

Ooops! Last month's Magic JV article inadvertentlv omitted crucial certification information. The Magic IV is NOT HGMAcertified. The glider is certified in Great Britain, Germany and Switzerland.

I'll make no excuses other than to say I goofed. A couple of apologies are in order though. First, to the readers for any misunderstanding, and secondly to the HGMA and its individual members in particular. I believe the excellent safety record which our sport has enjoyed over the past few years is largely due to the efforts of the HGMA. Thanks to them a consumer can be sure of one 1hing; purchase an HGMA certified design and you will own one of the strongest most aerodynamically sound hang gliders in the world.

Paul Burns

Through a couple of phone calls, I made arrangements to visit Steve Moyes at his U.S.A. headquarters in the San Fernando Valley north of Los Angeles, CA to pick up the GTR for evaluation. When I arrived, I found the glider I was to evaluate on the front lawn in a state of partial assembly. I engaged in a casual inspection as Steve explained set28

up and break-down procedures, as well as giving me a brief history of the glider. As it turns out, this was the same GTR that Steve flew in the 1985 World Championships and more recently, at Grouse Mountain, Vancouver, British Columbia. Results for these competitions were an impressive 2-1 finish, respectively.

The sail on this glider caught my attention as I had noticed an unusual texture to the cloth. I questioned Steve about the type of material used and was instructed to "take a look inside." I unzipped the bottom surface access and was surprised to find Surfcoat, shiny side in, which shimmered in translucent colors. Withdrawing my head from inside the sail I must have had a confused expression on my face, for Steve started to explain before I could ask my question. Steve said he constructed this particular machine for the World Meet. From past experience he knew that conditions could range from damp to wet, and that flying in the rain was a very real possibility. With this in mind, Steve constructed the sail of Surfcoat to take advantage of its ability to shed water.

After absorbing this information, I remarked to Steve that due to the heavier sail cloth the glider might be a bit stiff in handling. I was convinced my suspicions were

confirmed when Steve advised that the glider was "impossible to turn with the V.G. (variable geometry) on." Admittedly, I was a bit shocked to hear this comment, and more than a bit "psyched out" over flying the GTR in mountain thermals for my initial flight. I therefore elected to familiarize myself with this design in smoother conditions, and travelled to 'lbrrey Pines, CA for a day of smooth ridge lift. Upon my arrival the winds were almost straight on at about 10-12 mph. After set-up, pre-flight and a harness check, I moved the GTR toward the launch. Ground handling posed little problem, even with the somewhat loose rigging caused by having the V.G. in the "off' position.

Launch was easily accomplished as static balance is excellent. The relatively slow stall speed of 17 mph allowed a quick takeoff in two or three running steps. Once airborne I initiated a right turn and was pleasantly surprised with the quick, smooth response using minimal bar pressure. I flew for about ten minutes with the V.G. "off' while I familiarized myself with the handling characteristics. Before pulling the V.G. "on" I recalled Steve's comment about the handling.

Cautiously I pulled about two feet ( 1,4 of full throw) and made a couple of turns. Unable HANG GLIDING

Ill

to detect any stiffness in handling, I pulled the V.G. full on. I found that the GI'R was indeed a bit stiffer than with the V.G. off, but the wing remained controllable and predictable. Although somewhat more spirally unstable in turns, only mild high-siding was needed to stabilize bank angles in the light ridge lift. After climbing to 300 feet above launch, I released the V.G. string to the loose position and, turning upwind, I performed a "speed run." The GTR accelerated smoothly to 47 mph (indicated) while remaining solid in directional stability. Initiation in roll control at these faster airspeeds is accomplished with lateral moveno need to shove the bar forment only ward to establish roll at higher speeds as with some other current designs.

A first landing on a new design can often get the adrenalin flowing. The GTR provided a smooth, stable approach and once in ground effect, the wing seemed solidly stable, yet responsive to control inputs. Flare authority is impressive, as the GTR landed beautifully at zero ground speed. No tendency to drop a tip was noticed on this initial landing.

Conditions had improved as I prepared for a second flight. Although the wind speed hadn't increased noticeably, the direction was now straight in, and wispy cumulus clouds were beginning to form. Another uneventful takeoff led to a flight that more closely resembled mountain thermals than summer Torrey conditions. Ridge lift ceiling was maybe 300 feet above launch, but good thermals were providing gains to 1,000 feet above takeoff. The GTR was efficient, yet easy to fly in this air, with a slow speed capability that allowed 360° turns at a tight radius. The excellent sink rate allowed me to compete for airspace at the "top of the stack."

Soaring thermals is an uncomplicated activity on the GTR as application of control is straightforward and requires no special control techniques. The GTR responds quickly in roll even in moderate to strong lift conditons. Once roll is established, turn coordination is accomplished with a slight push. Little effort is needed to keep this design "cored," and roll reversals (45° to 45 °) are accomplished quickly with minimal effort.

Pulling the V.G. "on" full travel, l engaged in another speed run to 49 mph (indicated).

This exercise revealed that directional control is a bit more sluggish in this configuration, but control is predictable through moderate bar pressure.

OCTOBER

1985

SPECIFICATIONS Area . ..................... 162 sq. ft.

Nose angle ..................... J30P Span .......................... 34 ft.

Glider weight . ... 68 lbs. (72 lbs. wlbag) Pilot weight range . ....... . 130·230 lbs.

Pilot proficiency required . ......... Hang III & above Keel .. .... . 14011.z II x 1%" x .049 external sleeves X-Bar ............ 12011.z II x 214 11 x .049 Leading edge ...... 20211.z II x 1!4 "x .049 wlinner & outer sleeve Control bar: base tube . .. 60" x 1}{{' x .083 Control bar: down tube . .. 65" x 1Jf' x .083 Kingpost .............. 60" X l}{{' X .083 Fiberglass tip (tapered) . .. .4314 11 x !4-11.z 11

BOX SCORES (Scale of 1 to S) General Characteristics: Set-up time ease, ... , , , ...... , , .. , .. 5 Ground handling .... , ... , ......... , 4 Static balance . , ... , ... , , ... , .. , .... 5 Frame hardware, ......... , .. , ... , .. 4 Sail qualitylcroftsmanship , . , , ..... , , . 5

Flight Characteristics: Handling - low airspeeds . .......... 5 Handling - high airspeeds ........... 5 Bar pressure - roll ................. 5 Bar pressure pitch ................ 4 Roll control initiation . .............. 5 Roll reversal (45 e45 °) ............... 5 X Yi' law stability . ...................... 5 Keel pocket standpost . .. 10" x 11.z " x .049 Turn coordination ............ , ..... 5 Front-to-rear flying and Speed range . ...................... 5 landing wires . .. , . 7 x 7 x %:!'coated Sink rate performance, ... , ... , . . . .. 5 Side flying wires ......... }{{' x 7 x 19 Glide angle performance ............. 5 Reflex bridles . ........... Yi/' x 7 x 7 Nose plates, CG bracket, nose cat,ch LmuiJ~g Characteristics: channel, tail channel, control bar top, Flare authority. , .................. .5 control bar base bracket, control bar Parachutability ..................... 4 shackles, all tangs . , ..... stainless steel Directional control at mush speed . .... 5 All hardware standard ''A.N" quality Options ............ Speed bar, base tube, 162 GTR V.G. ... 68 lbs. (72 lbs. in bag) streamlined uprights & kingpost 170 lbs. pilot .. 1.4 Jbs.lsq. ft. wing loading StalJ speed V.G. off. ........... 17 mph GTR 162 is HGMA certified.

Stall speed V.G. on . ........... 18 mph Top speed V.G. off. ........... 47 mph Also available in 175 sq. ft. (not HOMA Top speed V.G. on . ............ 49 mph certified) Suggested price . ...... , , ... , $2,200.00

OPPOSITE: The author soars the GTR. ABOVE: The glider features an ease on landing that has become rare among high-performance machines. Photos by W.A. Roecker.

29

In an effort to stretch my landing approach to flare close to the camera, I allowed the GTR's airspeed to drop to the mush range before application of the flare. This resulted in the slight dropping of a tip, but a "safe" landing was achieved at near zero ground speed.

These two flights in ridge lift had given me more than enough confidence to fly the GTR in the mountains. In fact, I was quite anxious. The next day found me setting the GfR up at the "E" launch at Elsinore, CA. A few gliders were already soaring several hundred feet above launch as I prepared for takeoff. My entry into the air was easily accomplished in light winds under five mph.

The GTR provided a stable ride to the first thermal which was of the variety common to this site - punchy, small in diameter, and close to the ground. Although I was overcontrolling some, the GTR climbed in spite

TOP: Variable geometry tensioner on control bar. ABOVE: View of leading edge and upper surface.

RIGHT: Nose cone detail. Photos by the author.

30

of my inability to find a core for several turns. Thermals this day proved to be generally light due to a temperature inversion with a ceiling at 5,000 feet (2,250 feet above takeoff). Flight for 11/2 hours improved

the coordination of my control inputs, and the GTR began to respond more consistently, making me feel quite comfortable. I continued to soar while the convergence passed through the landing area (as it does most days throughout the warmer months). As I prepared for my landing approach, I watched intently while the windsock in the landing zone oscillated between south and west, sometimes in excess of 90 °. I decided upon a conservative approach and ignoring the target, set up to land in the middle of the field leaving ample margin for error and changing conditions. Once in ground effect I wished I had ignored my apprehensions instead of the target. The landing was a nosteps beauty reminiscent of the first 1brrey landing on the previous day.

A couple of days were spent flying the GTR at Marshall Peak near Crestline, CA in conditions ranging from light to moderate.

One evening I launched after 6:00 PM into "glass-off' conditions, I was rather skeptical of my chances to stay up for any length of time. Other Hang IV pilots flying Ducks and Comets had been limited to gains of only a few hundred feet and were spending more time below launch than above. Launching into a good cycle, the GTR popped a couple hundred feet above launch quickly, and I was able to stay above launch for the next 45 minutes. I watched as a couple of fellow pilots worked hard to gain enough altitude for a top landing. As the thermals gradually faded, I brought the GTR in for a top landing which proved to be another no-steps beauty. I have to admit, the GTR made me look good on this particular landing and put a smile on my face.

Several other flights were performed late in the day from the popular Crestline site.

The objective for these flights was to enhance my capabilities as an instructor assisting my students for high altitude solo flights. The idea here is to monitor students on launch and then take off myself to perform an allout speed run to the landing zone in order to coach the students on their own landing approach. For these flights, winds in the landing zone were light, generally under five mph. In many instances, I intentionally flew the approach at very slow to mush speeds.

All approaches performed in this manner resulted in confident, stand-up landings at zero or near zero ground speeds. Even landing intentionally crosswind, the GTR consistently impressed this pilot. In fact, I would categorize the GTR's landing difficulty on a par with some single surfaced gliders.

Set-up procedure should offer no problems HANG GLIDING

and can be accomplished by one person in 20 minutes. Unzip the cover bag, extend control bar and connect base bar to the upright with bolt, nut and safety. Stand glider on control bar and remove storage bag. Remove all ties. Remove battens from storage bags, separate fiberglass wingtips, bottom surface battens and ribs. Install fiberglass wing tips and spread wings to % extension. Raise kingpost and attach rear landing wire at rear keel mount. Install top surface ribs (eight per side) from root to tip. The last rib nearest the tip has a stop mounted permanently on the leading edge tube. Be sure to seat the nose of this rib into the stop before tensioning the sail at the trailing edge. Now tension the wing with the cross bar pull string through the rear of the keel pocket and secure with nut and safety. Deploy keel pocket standpost, and close the rear of the keel pocket with velcro. Install the bottom surface battens (five per side). Unzip the bot-

tom surface access and connect the luff line compensator; rezip access. Attach front flying wires with pip pin at nose and position the nose cone with velcro. Always perform a thorough pre-flight inspection. The GTR can also be set up flat on the ground - a definite benefit in strong winds.

The GTR sail is laid out spanwise and all popular sail materials in a wide variety of colors are available. The GTR displays lots of reinforcement points in the sail with large mylar stiffeners at the wing tip panels, and wide mylar leading edge stiffeners. Sail construction on the two models I inspected showed top quality for both materials and craftsmanship. The sail on the glider flown displayed a tiny bit of flutter near midspan at the trailing edge at speeds in excess of 40 mph with the V.G. string loose. This flutter was eliminated by pulling the V.G. from half to full tight position. With the V.G. on, the sail remained clean throughout the speed

range. Wetsuit type foam pads protect the sail from frame abrasion at cross bar center and 'at cross bar/leading edge junctions.

No actual side-by-side performance comparisons were performed during flight research for this report. Values assigned were therefore awarded based on my own impressions and the glider's competition results.

The Moyes GTR offers world-class performance, yet retains an ease of operation that should appeal to competition and recreational pilots alike. Its excellent sink rate, speed range and comfortable control pressures should be attractive to cross country pilots where long duration flights are a must. And the landing qualities of this design are certain to delight all. The GTR's combination of performance, speed range, handling, great landing qualities, three-week delivery time and a modest price add up to an impressive value from the Moyes Boys. II

Paul Bums soars with an RC glider at Torrey Pines, California. Photo by W.A. Roecker.

OCTOBER

1985

31

RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME

CITY, STATE

INSTRUCTOR

Pattie Montchalin

Cave Junction, OR

Terry Tibbetts

James D. Clark Mike Conrad Mike DeGreef Drew Gansmiller Sara Gratiot David B. Hasenick Mike Haynes Lee Hounshell Robert 0. Johnson Robert Markert Mark Nunnally Marty Smith Rick Spears

San Rafael, CA San Jose, CA Sunnyvale, CA Woodside, CA Marina, CA Santa Clara, CA Mill Valley, CA LaFayette, CA Fremont, CA Berkeley, CA Hayward, CA Sunnyvale, CA Campbell, CA

Ron Hess Pat Denevan Charlie Whitehill Pat Denevan Chuck Staedler Rob Engorn Erik Beckman Ron Hess Rob Engorn Jeff Mott Ron Hess Charlie Whitehill Rob Hess

Kenneth Ames Scott Kessler Brian D. Wishner

Newport Beach, CA Newport Beach, CA Camp HM Smith, H[

Debbi Renshaw Debbi Renshaw Lani Akiona

James R. Lersch Barry J. Lyon

Tucson, AZ Tempe, AZ

Doug Gordon Gary Waugh

Jim Roach

Missoula, MT

Roger Lockwood

Bruce K. Burrus

Oklahoma City, OK

Charles Hall

David Albright Arthur Bart-Howe Jim Clark, Jr. Lawrence H. Edwards Jack A. Horton Edward Meine Jeff Olson Steve Plehn Aaron Wasilewski Ronald Wiesner Will Wycoff

Madison, WI Chicago, IL St. John, IN St. Paul Pk., MN Grand Rapids, MI Westchester, IL West Allis, WI Madison, WI Portage, IN Collum, IL Greenville, MI

Brad Kushner Steve WEndt Rob Kreske Lani Akiona Rob Kreske Rob Kreske Rob Kreske Steve Wendt Steve Wendt Rob Kreske Mark VanderGalien

Scot Alexander Lee Boutwell John Bozak Robert Bradley William Brecher Douglas Coppinger Tim Duncan Robert Hathaway Brian Kowalski Stephen Landy Ralph M. Ledger Matthew L. Melvin Kenneth Meunier Fred Miller Dennis J. Molloy Dave Nadler Jacob Pierce

Marlboro, MA Pelham, NH Rochester, NH Yarn1outh, ME Andover, MA Bloomfield, CT Williamstown, MA So. Chelmsford, MA S. Deerfield, MA Needham, MA Tolland, MA N. Marshfield, MA Amherst, MA Brockton, MA Manchester, NH Brookline, MA Needham, MA

T.C. Searle T.C. Searle Rob Bicknell Rob Bicknell Rob Bicknell Alegra Davidson Rob Bicknell Rob Bicknell Rob Bicknell Rob Bicknell Alegra Davidson Rob Bicknell Rob Bicknell T.C. Searle Rob Bicknell Rob Bicknell Rob Bicknell

32

REGION

2

4 4

George Reeves Melissa Reeves Michael Souza

Niantic, CT Niantic, CT Taunton, MA

Steve Wendt Steve Wendt T.C. Searle

Robert Armstrong Douglas Barneski George Baxter Gerald J. Brown Larry B. Coleman Richard Donahue Emmett Hogan Shelley Kline Louis Kotler Bart Schnelzer Jeffrey Shank David C. Vogt Andrew S. Wilson

Virginia Beach, VA Damascus, MD Hellertown, PA Boonesboro, MD Pikeville, KY Philadelphia, PA Virginia Beach, VA Alexandria, VA Laurel, MD Columbus, OH Elizabethtown, PA Portsmouth, VA Virginia Beach, VA

Steve Wendt Steve Wendt Steve Wendt Steve Wendt Chris Thompson Eric 0. Logan Steve Wendt Steve Wendt Steve Wendt Steve Wendt Chris Crescioli Chris Thompson Chris Thompson

J. Michael Anderson Chris Bagby Clifton Ball Charles Buckner Roy M. Ferguson Suzanne Ferguson Bill Peebles J. Murray Randall Keith P. Waldrop

Winston-Salem, NC Atlanta, GA Greensboron, NC Raleigh, NC Sevierville, TN Sevierville, TN Raleigh, NC McLean, VA Charlotte, NC

Lawrence Battaile Chris Thompson Steve Wendt Lawrence Battaile Bruce Hawk Bruce Hawk Chris Thompson Steve Wendt Chris Thompson

10 10 10 10 10 10 10 10 10

Ken Rose Gary Treadwell

LaPorte, TX Houston, TX

Melvin Asher Melvin Asher

ll

Andrew Bottoni Robert Bradt Doug Cookson Andrew DeLannoy Richard D. Drovie Frank E. Eulner Michael Hanifan Jeffrey Johnson David Marrier Mark L. Pugh Paul E. Roberts Laura L. Seaver Hugo Steemers Julia Wells

Dover, NJ Schenectady, NY Oriskany, NY Garden City, NY FPO, NY Little Silver, NJ Newton, NJ Utica, NY Rochester, NY New Hartford, NY Seabright, NJ Morristown, NJ Webster, NY Yorktown Hts., NY

Chris Thompson Dan Guido Dan Guido Alegra Davidson Chris Thompson Rob Bicknell Steve Wendt Dan Guido Bob McGovern Dan Guido Rob Bicknell Steve Wendt Bob McGovern Rob Bicknell

12 12 12 l2 l2 l2 12 12 12 12 12 12 12 l2

John Brecher

Neerynen, Holland

Rob Bicknell

FOR

9 9 9 9

]l

NOVICE RATINGS NAME Charles C. Brown Dave Duperon Ron Enck Frank Merritt Kirk J. Nelson

CITY, STATE Renton, WA Lake Stevens, WA Corvallis, OR Longview, WA Seattle, WA

INSTRUCTOR

REGION

Larry Ikola Mike Daily Ric Bailey Mike Benson Larry ]kola

HANG GLIDING

RATINGS AND APPOINTMENTS Tim Calhoon Chester Chen P:rnl Clayton Donald Damore Steve Daugherty Mike DeGreef Peter Dittler Tom W. Dye John Filighera Ronald Goss Douglas Grabill David Griffin Martin Gwynn Steve Lawson Geoff Norwood Martin Ortegon Dirk Van Outryve Pamela Penrose Eric J. Schrader Marty J. Smith Paul St. Onge David E. Thomason Robert A. Trumbly Richard A. VenDenberg Nathan Welchel

Chico, CA Brisbane, CA Santa Clara, CA Oakland, CA Livermore, CA Sunnyvale, CA Soquel, CA Chico, CA San Jose, CA Piedmont, CA Aptos, CA Wooeland, CA Lincoln, CA Mtn. View, CA San Rafael, CA Redwood Estates, CA Salinas, CA San Jose, CA Palo Alto, CA Sunnyvale, CA San Jose, CA Novato, CA Santa Clara, CA Rancho Cordova, CA San Jose, CA

Jeff Mott Wally Anderson Dave Shelton Wayne Ostiguy Pat Denevan Charlie Whitehill Rob Engom Chuck Staedler Jim Johns Pat Denevan Edy Townsend Eric Beckman Steve Perry Pat Denevan Karen Schenk Dave Shelton Jim Johns Dave Shelton Pat Denevan Charlie Whitehill Pat Denevan Eric Beckman Rob Engorn Steve Perry Rob Engorn

Algred S. Allen Brian Arkin Shabbir Alam Zaheer Azam Joe Balsamo Thomas Engelder Deann Hawkins Glenn A. Higgins Scott Kessler Kevin Klinefelter David MacMillan Chris Nagem Joseph Onstott Harald Pieschmann Richard Roth Eric Schoen Clay Shinn Sandi Suuon Henri Tessensohn Jaye Wojahn

Lomita, CA Canoga Park, CA Burbank, CA Burbank, CA San Diego, CA Fullerton, CA La Jolla, CA Westminster, CA Newport Beach, CA Mammoth Lakes, CA La Jolla, CA San Diego, CA Canoga Park, CA Costa Mesa, CA Long Beach, CA Mammoth Lakes, CA Pon Hueneme, CA Santa Barbara, CA San Gabriel, CA Chatsworth, CA

Dan Skadal Joe Greblo Rich Grisby Rich Grisby John Ryan Dan Skadal David Wiese Dan Skadal Debbi Renshaw John Reilly David Wiese David Wiese Joe Greblo Dan Skadal Dan Skadal John Reilly Ken DeRussy Ken DeRussy Dan Skadal Joe Greblo

Russel Anderson Daniel Ellrick George Everhart Mark C. Johnson Bruce Jonasson Patrick Mathers Bob Otey Steve Shaffer Clyde Trego, Jr.

Tucson, AZ Colorado Springs, CO Denver, CO Scottsdale, AZ Flagstaff, AZ Phoenix, AZ Albuquerque, NM Farmington, NM Steamboat Spgs., CO

Russ Gelfan Gary Lagrone Mark Windsheimer Gary Waugh Russ Gelfan Russ Gelfan S. Hawxhurst Chuck Woods Gary Lagrone

Rhoda Wachter Kevin Wolf

Casper, WY Missoula, MT

Bob Faris Roger Lockwood

OCTOBER 1985

2 2 2 2 2

2 2 2 2 2 2

3

3 3 3

4 4 4 4 4 4 4

Shaul Bitikofer

Kansas, KS

Gary Lagrone

Pat Comer Jerry W. Misner Keith Rainer

Bloomington, MN Indianapolis, IN Streamwood, IL

Robin Linder Thomas Phillips Martin Bunner

Noel Avendano Jamea A. Lajoie Mark Lamontange Ken Sylvester

Norwalk, CA Temple, NH Holland, MA Raymond, NJ

Paul Voight "Bud" Brown Jeff Nicolay Jeff Nicolay

Charles Anderson Stephen Fischer Stephen Gelis David K. Lane Raean Permenter William Swindal George Walker, Jr. Terry Wallace

Centreville, VA Pittsburgh, PA Parma. OH Chesapeake, VA Whitehall, MD Ft. Knox, KY Richmond, VA Dingess, WV

Lawrence Battaile Patrick Brooks Mike De!Signore Steve Wendt Richard Hays Gary Elhart Gary Elhart Matt Taber

Guy Freeman Kenneth Gay Sandra Harvey Bob Kral Paul Montague Steve Textoris Juan Torres Edward A. Wilson

Nashville, TN Winston-Salem. NC Marietta, GA Decatur, GA Raleigh, NC Chapel Hill, NC Arecibo, PR Ft. Bragg, NC

Matt Taber Jake Alapaugh Matt Taber Chris Crescioli Chris Thompson Achim Hageman Paul Voight Kymet Smith

10 10 10 10 10 10 10 10

Casey Deering James Dunlop Bill Hinchman Bob Greider Timothy McGinty Paul Sussman Greg Traxler

San Angelo, TX Houston, TX Austin, TX Abilene, TX San Anselo, TX Austin, TX Cleveland, TX

Wm. Holmes Thomas Phillips Steve Burns S. Hawxhurst Wm. Holmes Steve Burns Mau Taber

II II II II II II II

David Dolan Lawrence Duncan Hans J. Frings Michael Fritch Michael Harrison Robert Land James P. Lee Craig Lewis Caroline Lynch Charles Page, Jr. Joseph Pfaff William Perez Peter J. Rich Woodrow Roseblock Joseph Sunday Dennis Tuohey William Wainwright Michael J. Wells

Huntington, NY Florennes Be., NY New York, NY APO, NY APO, NY APO, NY New Hanford, NY Rockaway, NJ APO, NY FPO, NY Modena, NY APO, NY APO, NY APO, NY Ringwood, NJ APO, NY Little Falls, NY APO, NY

Chris Thompson Gary Elhan Thomas Aguero Gary Elhart Gary Elhart Gary Elhan Dan Guido Thomas Aguero Gary Elhan Gary Elhart Thomas Aguero Gary Elhart David Shelton Gary Elhart Thomas Aguero Gary Elhart Dan Guido Gary Elhart

12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12

Michael F. Johnson Rick Montgomery

Florennes BE,Belguim Ontario, Canada

Gary Elhart James Kolynich

FOR FOR

33

RATINGS AND APPOINTMENTS INTERMEDIATE RATINGS NAME

CITY, STATE

OBSERVER

ADVANCED RATINGS REG!Of\

NAME

CITY, STATE

OBSERVER

REGION

Michael A. Dunn Rick Knight Will Williams

Chugiak, AK Anchorage, AK Grants l':lss, OR

Mike Boyle Mike Boyle Joseph Bova

Tina Jorgensen Gene L. Matthews Terry Tibbeus

Puyallup, WA Bellevue, WA Selma, OR

Albert Gibson Mark Kenworthy Joseph Bova

Jose C. Abiles Matthew Axworthy Mike Baer Tony Cerrato Jim Dowling Carl Ferreira Harriett Frederick Randy Rousseau Reta Schaerili Jeff Schuster David Waner

Marina, CA Hayward, CA l':llo Alto. CA Fremont, CA Castella, CA San Jose, CA Ignacio, CA Oakland, CA Los Gatos, CA Berkeley, CA Santa Rosa, CA

Jim Johns Jeff Mou l':lt Denevan l':lt Denevan Phil Sergent Jim Johns Jeff Mou Ken DeRussy David Bowen John Cochrane Jeff Mott

Karl Allmendinger Chris Ballinger Renny Barta Dave Casella James T. Christiano Tom Johns Nam Heui Kim Mark l':llmer Edward Pirog Don Ratty Richard Smith John Terrell

Sunnyvale, CA Kensington, CA San Francisco, CA Castro Valley, CA Los Gatos, CA Saratoga, CA Berkeley, CA Anderson, CA Min. View, CA Bakersfield, CA Aptos, CA Bakersfield, CA

Dan Murphy John Cochrane John Erickson Dan Buchanan Russell Douglas Jim Johns Ben Davidson Phil Sergent Charles Price Duane Tessmer John Reilly Greg LaMadrid

Kevin M. Cwiok "Keoni" Hazen Daniel Johnson David Lynch Mrs. Denny Mallett Phil Nibbelink David Rado Robert Resnick Linda M. Smith Jim Stimson

Port Hueneme, CA Kailua, HI Del Mar, CA Van Nuys, CA Brea, CA Los Angeles, CA Irvine, CA Irvine, CA San Diego, CA Mammoth Lakes, CA

Ken DeRussy Ric Bailey John Ryan Michael Helms Erik Fair Joe Greblo John Heiney Dan Skadal John Ryan John Reilly

Bryan Anderson Douglas Brown Joe A. Cooper David 8. Ehlert Joel McCormack Mike Murphee Doug l':lterson l':lul Philips Glenn Rogers Tom Tmax

Loma Linda, CA Spring Valley, Ca Carson City, NV Vista, CA Woodside, CA San Bernardino, CA Moor Park, CA Quail Valley, CA Long Beach, CA Ventura, CA

l':lul Burns John Ryan Steve Roderick l':lul Burns Chris Kirchhofer Debbi Renshaw Ken DeRussy l':lul Bums Dan Skadal Gilbert Roberts

Randy Butler Danny Stewart

Boulder, CO Bayfield, CO

R.A. Godman John Martin

4

Pamela A. Buthe Curlis Faulconer John Flatte Walter Kasper David Lincoln

Hazelwood, MO Kansas City, MO Ft. Smith, AR Ft. Smith, AR Centralia, MO

Robert Black Robert Black Dave Dunning Dave Dunning David Wiese

6 6 6 6 6

Joseph E. Barfoot Clark Farson Matthias Krantz Raymond C. Sulin

Las Cmces, NM Aspen, CO Salt Lake City, UT Salt Lake City, UT

Wm. Kershaw Steve Hawxhurst Gary Lagrone Gary Lagrone

4 4 4

Rudolph P. Foshee Vern Ostdick

Kansas City, KS Atchison, KS

Robert Black Stephen Smith

6 6

Roy Hubbard Karen L. Tmumaa

Corydon, IN Indianapolis, IN

Matt Taber Gary Lagrone

Kit Lange

Higland, VT

Gary Lagrone

Roderick Bilodeau Robert Burdick David Hopkins

Brandon, VT W. l':lwlett, VT Bucksport, ME

Jakob Schwaiger Jakob Schwaiger Jeff Nicolay

Cindy Black Jonathan McElravy Glen R. Nicola!

Brian Thacker

Alexandria, VA Piusburgh. PA Oakton, VA Silver Spring, MD

Eric Logan l':lt Brooks Gary Lagrone Eric Logan

9 9 9 9

William M. Chambers Richard E. Cobb David A. Pigott

Fulton, MD Blacksburg, VA Chillicothe, OH

Richard Hays W.W. Richards Mario Manzo

David A. Curry F.S. Kendrick Mark Thomson

Dallas, TX Denison, TX Sheppard AFB, TX

Matt Taber Matt Taber Gary Elhart

ll 11 11

Daniel Holland Mitch Keebler Thomas Ramseur

LaFayette, TN Ringgold, GA Altamonte Spgs, FL

Lani Akiona Matt Taber James Goff

IO IO IO

Vic Alvarez Richard Friend Susan Gale Colin Kinnish Nat Wells

Richfield, NJ APO, NY Elmira, NY Tenatly, NJ Saranac Lake, NY

Greg Black Gary Elhart Marty Dodge Paul Voight Steve Wendt

12 12 12 12 12

Kevin Conklin Robert Rayow

Cresskill, NJ Shrub Oak, NY

Paul Voight Thomas Aguero

12 12

Rainer Scholl

Lesingstrabe, W. Ger.

Rick Masters

FOR

Peter Brodbeck

Burich, Switzerland

Ron Hurst

FOR

34

2 2

2 2 2

2 2 2 2 2 2

HANG GLIDING

~-----~---co~--~- -

-

-

-~:-~RATINGS-AND APPOINTMENTS --

-

~!ASTER RATl\'GS \A~1E

CITY, STATE

Robert Henderson

Lynnwood, WA

Bruce Mahoney

Tulsa. OK

BRONZE A\\i\RD WITH \OVJCE RATl:-IG DIRECTOR

Scott Birdsall Peter Dittler Robert Donovan Vince Fuller David K. Lane Kit Lange Jonathan McElrav) Keith Rainer Sandi Sutton Robert Trumbly William Wainwright Jonathan R. Weiner Edvvard A. Wilson

REG JO\

Ken Godwin Ted Gilmore

OBSERVERS \'A,\IE

CITY, STATE

*Michael Theocharis

Piraeus. Greece

EXAMI\ER Bill Bennett

REGIO\ FOR

*Special Obserl'er

BRO\ZE AWARDS Steve Huckert Doug Paterson Peer Suhr Richard Hill Stephen Sharp

I\STRUCTORS

\ame

City, State

rBI Robert Cartier

Los Gatos. CA

Administrator/ Director

Region

Jim Johns Gary Hodges

1B1 Paul Eikens

\!arina. CA

Jim Johns, Gary Hodges

IR. Al Jim Johns

\farina. CA

Jim Johns Gary Hodges

tBJ Peter Lloyd

Orinda. CA

Jim Johns Gary Hodges

1R. A) James McKee

Oakland. CA

Jim Johns Gary Hodges

IB) Wayne Ostiguy

Salinas. CA

Jim Johns Gary Hodges

IBI Karen Schenk

Canoga Park. CA

Jim Johns Gary Hodges

IAI Darid Shelton

~!arina. CA

Jim Johns Gary Hodges

SILVER AWARDS Michael C. King Freddie Henley \lac Powell Doug Peterson Gene Mathews GOLD DIAil!O;';D Robert Cartier

The Hall

/BJ Brian Smith

Berkeley. CA

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

Jim Johns· Gary Hodges

Airspeed Indicator. ..

Long Bracket ..

Airspeed Indicator with

IAI Chuck Staedler

\larina. CA

Jim Johns Gary Hodges

Long Bracket

.... $21.50 6.00

Foreign & C.0.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plaslic wheels.

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

Wheels - $20 001pa1r Foreign & C.0.D. orders add $2.00

B - Basic A - Adrnnced R - Recertification Control Bar Protectors

OCTOBER

1985

Hall Brothers P.O. Box 771-H, Morgan, UT 84050 C.O.D. Phone Orders (801) 829-3232

35

Off-Season Flying In The

VALLEY article and photos by Robert Reiter

You've heard the incredible stories about the Owens Valley.

Flying the off-season is a way to minimize the risks and still experience the thrill.

36

In

mountain climbing, it's the scaling of Everest; in pro football, it's playing in the Superbowl. Every sport or competitive endeavor seems to have its pinnacle that participants aspire to. In hang gliding, particularly for pilots who enjoy cross-country flying, to fly the Owens Valley on the eastern side of the Sierras in California is a goal that beckons powerfully and, perhaps, intimidates equally. World records are set here and 100+ mile flights are a common occurrence every summer . Hang gliders fly at altitudes that stretch the boundaries of performance and far outstrip the capabilities of non-turbocharged small airplanes. There may be places some pilots consider more beautiful, or equally challenging, but the records that have been set in the Owens speak for themselves.

Along with tales of such achievements come companion reports of world class turbulence, sink that would register upwards of 3,000 fpm if our varios could read that high, inverted gliders, cloud suck that would swallow a 747 and temperature extremes from 100 degrees to below freezing on a single flight. And it's all true. To an extent.

If you fly the Owens Valley at the height of the season, late spring through late summer, you had better already be an accomplished XC pilot and be able to accurately read conditions to minimize the dangers of flying in this premier cross-countiy site. Summe11ime is no time to come here and learn how to

fly cross-country!

Yet there is a way to introduce oneself to flying in the Owens that minimizes the above risks and still provides opportunity for flying in some of the most spectacular scenery around.

Fly off-season.

For some reason, it seems to be a common perception of flying in the Owens that the only time to fly there is the height of summer. It is true that the records set there are set during the roughly three month "season," but for learning to fly here, offseason presents ideal conditions for pilots with good basic experience in XC and thermal flying.

Weather patterns in the Owens change as the sun scoots south. The prevailing southerly winds of summer that make it possible to launch at Horseshoe Meadows in the southern Sierras and fly as far as 200 miles north via the Inyo range, the Whites and lesser mountain ranges, have stopped and the north winds of winter start blowing during the shorter days. Fewer hours of sunlight and the lower angle of its rays create less heating of the valley floor and the black rocks of the mountains, making for fewer and weaker thermals. The westerlies that blow over the 14,000-foot Sierras in the summer and make lee-side thermal flying the summer pattern moderate and present less of a threat of monstrous sink and turbulence.

In the off-season, launch sites in the SierHANG GLIDING

ras arc a rest and the snowy of this range become the backdrop for that from sites on the eastern side of the Owens. But for a l'irst here, there is a launch to one a taste of Owens with none ol' the intimidation that some of the 9,000 foot !au nches ofter.

Several miles north of the small town of ,one Pinc lies a low range of hills in the middle of the The Alabama Hills

offers about a mile of soarablc often the lift is chopped up hy thermals to add to the run. One can hours in these hills and if a thermal is hooked, a downwind run to Lone Pinc can at one of the I at be made for a the foot of the road that goes to Horseshoe Meadows. at the foot of the Ala· bamas is more normal and offors a good the boulders and chance to creosote hushes that dot much of the Owens landscape.

Flying sites in the Owens can be quite dir. lcrcn1 10 launch from than 1he sites one usc:cl to elsewhere. arc olkn at high altitudes and the may be very sharp volcanic to blow a not the kind of areas can be hard to dis1inguish from the air if you don't have Ocronrm 198:i

37

for miles and miles in a

line.

[f you have never done a cross·country

or had much in out this is a With easy retrieval and miles of ridge soarablc hills, a downwind nm of 20 or 30 miles is entire ly [n fi1ct, Mazourka Peak in the winter is (l!1L: of the best launches l<)r a

in the size of oh· ccts (the aforementioned boulders, bushes and volcanic rocks.) The of the launch at the Alabamas is similar to many other sites, but .it a lower altitude. It's not a hard launch, but is a confidence booster bcl<irc the "famous name" lmmcl1cs up in the rnotm· tains. And the landing area at the bottom is quite easy, a flat pan of desert spotted with the ubiquitous creosote.

Since the is easy here, then; is am· pie opportunity to which is one of the reasons people Iikc to here. The spectacular, The scenery is mountains in the continen1al on one side, snowy mantled and dominating 1hc western halt: or the arc coun1ered by 1he almost moon· like landscape or the 10,000 foot Inyo range to the cast. And on the view to the north and south can cx1cnd a hundred llliles or more along these ranges.

Once a flight or two in the Alahamas has whetted your for more serious here, a site to consider is Mazourka Pcnk, in the lnyos about miles north Lone This launch, at Pinc, near nearly 10,000 feet, is awesome in its view or the S icrras

You may not go JOO miles on your first flight at Mazourka, bm if you haven't had much a tcn·milc 40 111im1tc sled ride here will leave you for days. The north la1111ch is into a howl and if no lif't ca11 be found there. the route 0111 to the left am! around to start the downwind nm. The cvcrprcscn1 Sierras Jlank the valley 10 tl1c , the

browns of tl1c semi desert /'Joor or the As one f'lics down the side of the range, their stark and barren nature as seen from a distanC(: breaks down into a of earth tones, lans and browns and dark reds, pale yd lows and the dark greens of the sparse that from the crevices of lhc volcanic rock. Canyons thread back into lhc mrnrntains and the o/ thermals off their black sides can draw a pilot back As as one an eye on Ilic and direction of the winds, !his is good practice, for much of the thermal in the Owens involvcs up canyons. i\ pilot n,,cds to

presents ample possibilities as well as north wind, it's an easy sled ride for ten miles or so 10 a landing near the road that heads back to H you don't make it. or you arc able to go further, there is a dirt ro,1d that runs the foot of 1hc 38

(lLJD!NG

his or her awareness of 1he factors involved in this kind of to a landing area. presence of turbnlcncc pro etc. and this to work on of the range is

away.

Besides the obvious skills that pilot needs befiirc the Owens even in the off season. ,1 few other aclvancc prepara .. tions arc worth This is ,iltitudc country and in the non·smrnncr monlhs, it is cold. even hcilm; you get to 18,000 feel. launch can border on is not an uncomforrnblc these lcmpcrnturcs, but is crahlc if some unprotected area of skin starts blue. The proper all the difference between an and a burn one. lkcause of the and wide open nature of the a CB radio is advisable if you plan on any kind of cross

country

and at least a minimal f'irst 39

aid kit should also be carried. Drinking water, even just a pint bottle strapped in the keel pxket of the glider will be welcome when you make that out landing and your driver doesn't get to you for a couple of hours.

The roads to some of the sites can be driven in two-wheel drive, but often summer rains turn them into water ravaged gullies that tax even the best 4WD vehicles. Many are graded yearly, but this may not happen until spring or summer, so autumn flying is curtailed at some sites because of this. Flying in early spring may also mean a chance that -snow still covers some of the higher roads.

The most valuable advice to give someone flying any new site is to make contact with the locals and avail yourself of their hardwon wisdom. This is most certainly so in the Owens, and pilots are fortunate that the

Cross-Country Pilots Association, XCPA, exists in the town of Independence. When talking of the XCPA, we're really talking of Rick Masters, who runs it virtually singlehandedly. Rick is the driving force behind the XC Championships run each summer in the Owens and, having lived more than a decade here, is intimately familiar with the valley and its flying conditions. It is a rare pilot who flies here and does not benefit in some way from Rick's knowledge and outgoing demeanor.

Any pilot who ever thinks he might fly here owes it to himself to support the XCPA by joining. A year's membership is $25, and a check made payable to XCPA can be sent c/o Rick Masters, P.O. Box 478, Independence, CA 93526. Last year's newsletter ran 64 pages and was packed with interviews with pilots who have flown in competition

here. Their stories are full of practical advice about the conditions one encounters in the Owens. Rick's phone number is (619) 878-2255. Offer a ride up the hill for him and his glider and you will learn more about flying in the Owens than you could imagine.

If he can't come, he can put you in touch with other local pilots.

Flying the Owens is a high point in any pilot's career. Everything you ever heard about the place, good or bad, is probably true. The valley is one of the grand places of this planet and its intimidating nature is like the lion at the gate. Give it a visit in the off-season, when that beast is lying low.

What you learn about flying then will go a long way to preparing you for a trip back in the summer.•

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

Hang Gliding Books by Dennis Pagen •HANG GLIDING FLYING SKILLS-DETAIL.SON: BEGINNING FLIGHT • INTERMEDIATE SKILLS * AERODYNAMICS • GLIDER DESIGN * GLIDER REPAIR • SELECTING EQUIPMENT• THERMALING • MORE. $6.95 •FLYING CONDITIONS-THE-ROAD MAP TO THE SKY-DETAILS ON: GENERAL WEATHER* TURBULENCE• ROTORS * WIND SHADOW • SEA BREEZES • WIND GRADIENT * RIDGE LIFT •r.HERMALS * MORE. $6.95 • HANG GLIDING TECHNIQUES THE LATEST BOOK FROM SPORT AVIATION PUBLICATIONS For the novice to advanced pilot, this book continues the learning that began with Flying Skills.

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

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

• Learn about cross-country flying - How to fly further with safety.

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

- - - - - - - • ALSO AVAILABLE POWERED ULTRALIGHT FLYING Powered UltrallQht 'Flying wlll answer your questions an!I Improve your flying. This book Is written for beginners to advanced pilots with over 125 photos and drawings to clearly illustrate even the more complex subjects.

All our books are written from an ultralight pilot's point of view so you get the facts you need, not rehashed information from general aviation.

40

• POWERED ULTRALIGHT TRAINING COURSE This Is the only training course written by an ultralight instructor. Eleven lessons and eleven related groundschools (twenty.two chapters) make this an ideal text for self-teaching and training schools. Learn to fly safely In a carefully designed step,by-step manner. This manual Is us· ed by safety conscious. schools internationally.

r--------------------* *

1c

* * DEALER INQUIRIES INVITED*

1SEND CHECK OR CASH TO:

I

SPORT AVIATION PUBLICATIONS Dennis Pagen I Dept. G, P.O. Box 601 I State College, PA. 16801 lPlease rush me the books listed below:

I

10UANTITY

I I I I

j

O O O O

Flying Conditions ($6.95) Hang Gliding Flying Skills ($6.95) Hang Gliding Techniques ($6.95) Powered Ultralight Flying ($11.95) 0Powered Ultralight Training Course ($9.95)

I S1ve 10% · order two or more books!

I Save · all five books for only $35.95!

Total amount for all books$ I Postage and Handling 1.25 I Overseas airmail if desired ($4.00/book) _ __ I TOTAL ENCLOSED I SEND TO (Please Print):

!

!NAME - - - - - - - - - - - :ADDRESS I CITY, STATE COUNTRY/ZIP

!

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 to them to inspect.

Rogallos DELTA WING'S NATIONWIDE NETWORK OF DEALERS can help you get 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.

USED UP GLIDERS-Comet 165 I's & II's, Condors 224 & 269, Mosquitos 166 & 196, Spyder 192: All cheap!! Call UP (714) 676-5652.

C2-165-IO Hrs. airtime, •;, ribs, speed bar, extras, very clean, $1400. (805) 735-6284 eve.

COMET I 165-Very good condition, low hours, clean wrinkle free sail, will ship $600. Near new Raymond cocoon $100. (619) 789-5312.

COMET 2 165-!I, ribs, 2 sets fairings, speed rail, cocoon harness $1300. OBO (805) 481-2304.

COMET OVR II-185-Excellent condition, great flyer, many extras. Will deliver. $850. Will negotiate. (805) 652-0463.

COMET 185 UP-Like new. Real beauty, super condition. First place winner. Included is flotation & towing equip. Total value $1800. Must sell, make offer. Will ship. Tom. (904) 428-6548.

160 DUCK-Great condition. Low airtime. $950.

(503) 253-2309.

Schools and Dealers

I=r·

ARIZONA ARIZONA WINDSPORTS-Certified instruction utilizing skyting and the World's only man-made trainer hill. New & used gliders, accessories, parts & repairs. lll4 W. Cornell Drive, Tempe, AZ 85283 (602) 897-7121.

•

DESERT HANG GLIDERS USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304 (602) 938-9550.

CALIFORNIA

JAVELIN III "TREKKER''--Breaks to five feet. Professionally built for easy airline transportation.

30% double surface, 3 hrs. airtime. $1295.

Details Box 405, La Jolla, CA 92038 or call (619) 459-9008.

MOYES MEGA Il-1980, VGC, 172 sq. ft. White and light blue, harness and helmet. $900/offer.

Chicago (213) 495-0262.

185 MOYES MISSILE 1982-Excellent condition, must sell. $800/or best offer. (315) 245-1555 NY PRO DAWN 177-New condition, very low airtime $1400. Lazor II 195, 50 hrs. $400. Kevin O'Brien, P.O. Box 761, Stroudsburg, PA 18360 (717) 421-9040.

RAVEN 179-Rainbow colors, with wheels, $400, great novice glider. U.P. knee hanger with parachute mounted, $250. Litek vario $100.

Helmet $10. Harness bag $20. Except glider, all virtually new. Prices fim1. Jim (201) 342-8894 anytime.

INSTRUCTORS SABRE 205-Training glider with 5 training harnesses & helmets. $400. OBO (805) 481-2304. Randy.

160 DUCK-Good condition, black, yellow, white.

Too small. (209) 632-0526. $600.

LIKE BRAND NEW-Custom colored sail Sensor 510-165 with kevlar trailing edge. This is a hot glider' Call Wayne (704) 258-8898.

DUCK 130-Excellent condition. 6 hr. airtime.

Black, red, white. $1200. (415) 383-6829.

U.P. 165 OVR-With U.P. cocoon harness and chute.

Less than IO hrs. on both $1500. (818) 334-3761.

DUCK 160-Excellent condition, less than 30 hours, great handling, will deliver in Region 9. Dave (412) 381-2284.

UP GLIDEZILLA-Blue, spectrum and white sailJune 1985 very good condition. OVR 185-trade for 229 Raven-(303) 440-3579.

UP FIREFLY 181 2B-Good condition, rainbow tip to tip $350. ASG 21 all white except LE & KP $150. Eddy (805) 646-6544.

WANTED - Used Hang Gliding Equipment.

Gliders, Instruments, Harnesses and Parachutes.

HANG GLIDER EQUIPMENT CO., 3620 Wawona, San Francisco, CA 94116 (415) 731-7766.

GEMINI 164 M MODEL-Black LE with mylar, rainbow spectrum, black TE, excellent condition. $995/0BO. (206) 383-1134.

177 HARRIER II-Black LE, red, white, 30 hours, goood condition. $1000. (415) 644-0614.

WANTED: HARRIER II 177-Scott Setterfield (702) 885-1891, 882-6807, PO Box 2294, Carson City, NV 89702.

HIGH ENERGY "ADVANTAGE" Harness. Brand new. Never used. Black. Retail value $350. Buy low dealer cost $200. (404) 657-5177.

BARGAIN-Sail only. Fits 165 Comet 2. $200. OBO (805) 481-2304.

Rigid Wings

WILLS HP-Newest sailcut U.V. Cloth. Red/white.

Excellent condition. Best offer (404) 657-5177.

TUG RALLY 3-Flown once, crashed once, very repairable. No engine $1200. Consider glider in trade. (904) 481-3322.

JAVELIN 208-Brown, gold, orange. Never flown.

Pioneer parachute. Both new. $1200. (619) 427-2322.

FLEDGE III-Good condition, $1400 or best offer, '85 model. Rick (213) 827-7913.

MITCHELL B-10-50% complete. All materials to complete wing. $1500 (303) 443-5736.

BRIGHT STAR HANG GLIDERS Sales - service restorations. All major brands represented. Santa Rosa, CA (707) 584-7088 CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The hest damn hang gliding shop in the world." Dealers for Wills Wing, Delta Wing. Five minutes from Fort Funston (415) 359-6800.

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.

HANG GLIDER EMPORIUM-Quality instruction, service and sales since 1974. Full stock of new and used Wills Wing, Delta Wing, and UP gliders plus complete accessory line including harnesses, helmets, varios, and spare parts.

Located minutes from US 101 and flying sites.

613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

HANG GLIDERS WEST-ULTRALIGHT FLIGHT CENTER - New and used gliders. SINCE 1973, CERTIFIED, FREE BROCHURE! 20-A Pamaron, Ignacio, CA 94947. (415) 883-3494.

DEALER FOR EAGLE, XL, & FALCON ULTRALIGHTS! MOYES CALIFORNIA-G.T.R. (Glass Tip Radial sailcut). Variable geometry (no extra charge).

Spares for all Moyes gliders-Sail repairs. Contact Steve Moyes, 22021 Covello St., Canoga Park, CA 91303 (818) 887-3361.

PINECREST AIR PARK - Instruction, sales, service. (714) 887-9275.

SAN FRANCISCO WINDSPORTS - Gliders and equipment, sales and rentals. Private and group instruction by USHGA 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.

29 State St., Santa Barbara, CA 93101.

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.

WANTED-Fledge III ET or Fledge III. Call (608) 249-7721, Wis.

OCTOBER

1985

41

-

- -c[AssiFf-tfADVERTISING --- I

1 _

-

CONNECTICUT

NORTH CAROLINA

CONNECTICUT COSMIC AVIATION - 14 Terp.

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

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

KITTY HAWK KITES, !NC. - P.O. Box 340, Nags Head, NC 27959 1-800-334-4777, In NC, 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Ultralight training and sales available as well as windsurfing sales and instruction.

HAWAll MAUI SOARING SUPPLIES - Certified lnstrt1ctors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790 (808) 878-1271.

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

ILLINOIS MIDWEST GLIDER SUPPLIES - Dealer for Sensor 510, flight accessories, and a complete line of skyting components, 2638 Roberts, Waukegan, Illinois 60087. (312) 244-0529.

MINNESOTA NORTHER:>! SUN, INC. Dealer for all major nonpowered and powered brands. USHGA certified instrnction. 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.

NEW YORK ELMIRA AIR SPORTS-Instructors and dealers for the finest flying equipment: Wills Wing HP and Skyhawk and UP demo gliders available. Five free soaring sites and training slope within 10 minutes of shop. Check in first. (607) 732-1490. i110UNTAIN WINGS, INC. - 6 miles from Ellenville. Five training hills, five mountain sites, USHGA certified instruction and towing.

Delta Wing, Pacific Windcraft, Secdwings and Manta. Sail, airframe repairs on all makes, RIC equipment. Main St., Kerhonkson, NY 12446 (914) 626-5555.

-

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International Schools & Dealers JAPAN

SAURATOWN Kl'fES - Winston Salem (919) 760-1390 or 983-3570. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing & Delta; new and used equipment.

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

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

GUN RISE COLJNTIO' ~..C

~~~ Distributor major brands hang gliders (Airwave Magic), instnnnents, parachutes and ultralights, Tokyo 03/433/0063, Yugawara 0456/63/0173, Kurumayama Hang School 0266/68/2724 (April-November).

SWITZERLAND SWISS ALP HANG GLIDING SAFARI - For complete documentation of this high adventure alpine tour send $5.00 to cover airmail postage to: RON HURST, Im Brunnli IO CH-8152 Opifikon, Switzerland. Airmail.

Emergency Parachutes

UTAH FLY UTAH WITH

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

WASATCH WINGS, INC. - USHGA certified hang gliding school, dealers for Wills Wing.

12129 S. 2160 W Riverton, UT 84065 (801) 254-2242.

NEW RAPID DEPLOYMENT B.U.S. FLY AWAY CONTAINER SYSTEM is the world's newest, fastest and most reliable system. By the originator of hang gliding parachutes. Bill Bennett Delta Wing Kites & Gliders, Inc., P.O. Box 483, Van Nuys, CA 91408 (213) 787-6600, telex no. 65-1425.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack S20.00 - Kevlar, nylon, sis, bridles installed and replaced. S. F. Windsports (formerly H.G. Eqnipment Co.) 3620 Wawona, San Francisco, CA 94116 (415) 753-8828.

ESS 24' PARACHUTE-$175/Theoteck Vario $50.

(805) 963-4896 after 6:00 PM.

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

I (phone numbers - 2 words, P.O. Box - 1 word) I Photos - S10.00

I Deadline 20th of the month six weeks tetore the cover date of tho I Issue In ~hlch you want your ad (I.e. March 20, for tile May issue).

I Bold face or caps 50c per word extra. (Does not Include first few

I words which are automatically caps). Special layouts or tabs $20' per I column inch.

I Payment for first three months required In advance.

I I Please enter my classified ad as follows: I I I t I I Number of words: @ .35 a I I

Section (please circle) Rogallos

Parts & Accessories

Schools and Dealers

Rigid Wings

Emergency Chutes

Business & Employment Opportunities

Ultralight Powered Flight

Publications & Organizations Miscellaneous

Begin with _ _ _ _ 19 _ _ _ _ issue and run for _ _ __ consecutive issue(s).

My check _ _ money order _ _ is enclosed In the amount of $, _ _ _ _ _ _ __

Address:

Phone Number:

P.O. BOX 68309, LOS ANGELES, CA eoo&6 I (213) 390,3065

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HANG GLIDING

I I

CLASSIFIED ADVERTISING Parts & Accessories

Ultralight Powered Flight COSMOS AERO-TUG-Low hours, excellent condition, $4,500. Will consider terms. Wasatch Wings (801) 254-2242.

PTERODACTYL ASCENDER-Very low time, many extras, excellent for ptug. $2,000. Nites (602) 992-3183.

Business Opportunities CERTIFIED INSTRUCIDR WANTED. - Partnership possible. Send resume to Santa Barbara Hang Gliding Center. 29 State St. Santa Barbara, CA 93101.

QUICK RELEASE CARABINER - Breaking 10,000 lbs. $24.95. Extra Yi, ball lock pin $10. Thermal, 19431 Business Center Dr. #41, Northridge, CA 91324.

HANG GLIDING SHOP-33 acres with apartment.

Training hill and landing field in Ellenville, NY. Call or write T.J. Toung, #7 Katherine St., Ellenville,, NY 12428 (914) 647-3010.

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

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 94ll6 (415) 753-8828.

RAY-BAN WINGS-Sunglasses at discounts up to 40%. FREE CATAWG. Write. L&J Sales, Box 605, Dept. D, Fairports, New York 14450.

MANBIRDS: Now really affordable! Authentic history of Hang Gliding. Over 100 photos and input from Hang Gliding's greats. Inside look at heydey of sport. By professional writer Maralys Wills, and first U.S. Champion, Chris Wills, M.D. Only $7.95 plus $1.00 shipping. 5 or more, $4.95 plus $1.00 each. Write "Manbirds," 18ll Beverly Glen Dr., Santa Ana, CA 92705.

Miscellaneous SAILMAKING SUPPLIES & hardware. All fabric types. Catalog and colorful samples. $1.

Massachusetts Motorized, PO Box 542-G, Cotuit, MA 02635. (413) 736-2426.

MICRO-DECK-Includes Winger airspeed, aircraft compass, Ball clamp. $169. 96. Removes in seconds. Same except airspeed/10,000' altimeter w/baro $239.95; compass/altimeter $173.95.

Hugh instrument inventory.

Free catalog. Microflight Products, 1109 Copperwood Rd., SW, Hixson, TN 37343 (615) 843-1761.

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PRESCRIPTION FLYING GOGGLES-Famous Mark 9 flying goggle complete with single vision clear lenses $98.50. Changeable color gray.

Lenses $20 extra. Bifocals $30 extra. Send prescription and pupil distance. Leonard Maggiore, Optician, 69-03 Fresh Pond Road, Ridgewood, NY 11385 (718) 386-5339.

OCTOBER 1985

T-SHIRTS-''! (heart) HANG GLIDING" Navy lettering with red heart. Glider design on back.

Yellow, tan, blue, silver, pink. S,M,L,XL. $9.00 postpaid. Larry Haney, 1601 North Shackleford #131-4, Little Rock, Arkansas 722ll (501) 224-2186.

CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program.

FF! 4328 Cummings Hwy., Chattanooga, TN 37409 (615) 821-2546. Checi & Sheri Toth.

RACCOON MOUNTAIN ADVENTURE PARK (formerly Crystal Flight Resort); TRAM NOW OPEN EVERY DAY. Simulator, Hang Gliding, tandem sky diving, hot-air ballooning, ultralighting lessons and rides; survival games, rappelling, towing, parachute packing and much more. FF! Rte. 4, Cummings Hwy., Chattanooga, TN 37419 (615) 825-0444, Chris & Leon Riche.

AN OPEN LETTER 1D Tim Cobb as a superior thermalling pilot (in an old bagged out Streak).

Thermals thru you, it is extremely upsorting the fly away. Sportmanship Committee, Over the hill gang.

SOAR through "THE GRAND CANYON" right in your own living room! 2-hour spectacular helicopter exploration. Breathtaking music.

Critically acclaimed. VHS or BETA. Details FREE. Beerger Productions, 3217-Y Arville, Las Vegas, NV 89102 (702) 876-2328.

COMPUTER SIMULATION-WINDMASTER, a simulation of one cross country hang gliding, arcade style. Thermals, dust devils, clouds, and lightning. For the Commodore 64 (disk). $29.95 PPd. Maui School of Hang Gliding, PO Box 1119, Paia, HI 96779.

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Yosemite Hang Glider Pilots

YOSEMITE T-SHIRT-At last! Blue, black, red-S, M, L, XL. $9.00 (Californians add 6%) 25C from each to USHGA. Jack Hobart, 8005 Dunbarton, Los Angeles, CA 90045.

PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 31/i'' dia. Inside or outside application. 25C each. Include 15C for postage and handling with each order.

P.O. Box 66306, Los Angeles, CA 90066.

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

TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax.

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.

The rate for classified advertising is 35C per word (or group of characters). Minimum charge, $3.00. A fee of $10.00 is charged for each photograph or logo. Bold face or caps 50C per word extra. Underline words to be bold. Special layouts of tabs $20.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing l'h months preceding the cover date, i.e., November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept., HANG GLIDING MAGAZINE, P.O. Box 66306, Los Angeles, CA 90066.

43

CLASSIFIEO. ADVERTISING :

TYPE: Olympus 160, red & yellow w/windows, black Litek vario, black harness w/blue chute container. WHERE AND WHEN: Roadside near Hwy. l, 30 miles south of Carmel, CA on 2/26/85. CONTACT: Peter Rosen, (408) 667-2345 TYPE: Sensor 510-180 #165. WHERE AND WHEN: Outside Galeana Mexico, near Saltillo, April 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.

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

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

TYPE: Orange Wills Wing Harness with blue bag, Advanced Air 26' chute. WHERE AND WHEN: Roadside, 20 miles SE of Dallas, TX June 3, 1984. CONT ACT: 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 CO· coon 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. CONT_ACT: Bill Snyder, 3751 S. 19th, Bozeman, Montana 59715 (406) 586-1840.

44

GLIDERS CERTIFIED

BY THE HANG GLIDER MANUFACTURERS ASSOCIATION

Index To Advertisers Airworks .............................. 4 Ball Varios . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Bennett Delta Wing Gliders .......... 2, BC

1981: Gemini 164, 184, 134 Sensor 510-'180

1982: Duck 180, 160, 200 (and DHV) Prostar 160, 130 Streak 160 Moyes Missile 170 Breez 180 Sensor 510-165 Vision V-18

Flight Realities . . . . . . . . . . . . . . . . . . . . . . . . 2 Hall Brothers ......................... 35 High Energy .......................... 26 Litek ................................ 5 Mission Soaring ....................... 12 Pagen Books .......................... 40 Para Publishing ........................ 44 Publitek .............................. 5 Santa Barbara HG ..................... 5 Seedwings ............................ 11

1983:

Sky life ............................... 7

Streak 180, 130 Duck 130 Comet II 165, 185 Attack Duck 180, 160 Missile GT 170, 190 Mars 170 Prostar 160

Systems Tech ......................... 12

1984: Skyhawk 168, 188 Light Dream 161, 185 Comet II 135 (and 135, 165, 185 with 112 battens) Pro Dawn 155 HP 170 Sensor 510-160 VG Moyes GTR 162 VG

1985: Light Dream 205 Dawn Comp 160 GZ 155 Mystic 166 VG, 177 VG

USHGA ........................ !BC, IFC Wills Wing ........................ 18, 19

Ad Deadlines All ad copy, instructions, changes, additions and cancellations must be received in writing 1 \/2 months preceding the cover date, i.e., Mar. 20 for the May issue.

Para Publishing Books by Dan Poynter Post Office Box 4232-314 Santa Barbara, Ca 93103 T&fephone: (805) 968-7277

Send For FREE Brochure '--~~~~~~~~~~~__., HANG GLIDING

USHGA MERCHANDISE ORDER FORM QUANTITY B-1

8-2 B-3 8·5 B-6 B-7 8-10 B-11 B·12 B-13 B-15 B-16

BOOKS

PRICE

MANBIADS 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 CERTIRCATIOH MANUAL. Complete requirements, syllabus, teaching methods.

HAHG 6LlllfNG by Dan Poynter. 8th Edition. Basic Handbook for skysurting.

FLYING COHIJfTIOHS by Dennis Pagen. Micrometerology for pilots.

90 illustrations.

HANG GLlllfHG AHD FL YING SKILLS by Dennis Pagen. Beginners to experts instruction manual.

HANG GLlllfNG TECHNIQUES by Dennis Pagen. Tech· niques for cross-country, compelilion & powered flight.

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

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

FEDERAL AVIATION REGULATIONS FOR PILOTS. 1983 Edition.

Hang gliding pertinent information.

FAI SPORTING CODE FOR HANG GLlllfHG. Requirements tor records, achievements & World Championships.

HANG GLfillHG 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 ol terms, awards.

$17.95

AMOUNT

$ 2.00 $ 7.50 $ 7.50 $ 7.50

$ 7.50 $ 4.50 $ 6.50 S 4.50 S 1.00 S 1.50 S 2.95

ITEMS 1-1

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

USHGA EMBLEM T-SHIRT. 100% heavyweight eolian. TAN or LIGHT BLUE. Men's sizes only. S M L X-L (CIRCLE SIZE & COLOR) USHGA EMBLEM CAP. One size fits all. Baseball type/USHGA emblem. NAVY ORANGE GOLD (CIRCLE ONE) "HEW,. USHGA BELT BUCKLE. Solid bronze, custom design, relief sculpture. 31/, x 2'k USHGA SEW-OH EMBLEM. 3" dia., full color (red wings, sunburst w/black print).

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

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

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

ROY AL BLUE color.

1·2

/:-<~:_"_,-

~:~:_-

1-3 1-4

~""¥'=,--".-~~,..,~-

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1-5 1-6 1·8 1-9

$ 8.00

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S 8.00

S 5.00 $12.00 $ 1.00

.25

S 5.50 $ 8.95

HANG GLIDING/GROUND SKIMMER BACK ISSUES .. 'SPECIFY BY CIRCLING ISSUE HUMBER .. 'ISSUES HOT NUMBERED ARE SOLO OUT"' PRINTED COPIES:

PRINTED COPIES: PRINTED COPIES:

20. 21. 22, 23, 24. 25. 28. 29. 30, 32. 33, 34. 36. 37. 38, 41, 42. 43. 44, 45, 47. 56, 58, 59, 60, 61. 62. 63, 64. 65, 66. 67, 68. 69. 70, 71, 72 73, 76. 77, 78, 80. 82. 83. 86. 87. 88, 89, 90, 91. 92. 93. 96.

98, 99. 100. 101.102.103

S 1.00

105-14-11

S 2.00

14·12

$ 2.50

Current Issue

"HO TAX OH MAGAZINES"

S I 50

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Ordering Information: All prices include postage and handling (Prices sub1ect to change w1thou! no lice J Enter quantity and price of each item ordered Allow 3-4 weeks delivery (8 weeks for Foreign) All orders are ma1!ed by the cheapest available rate. If you wish to re-

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

ceive your order laster. please include suff1c1ent postage funds No CO D.'s Foreign Orders. USHGA will ONLY accept foreign checks payable on a US bank in U.S. funds.

HO CHARGE ITEMS USHGA MEMBERSHIP APPLICATION FORM (#4)

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

USHGA BASIC SAFETY REGULATIONS (PART 100)

USHGA MERCHANDISE ORDER FORM (#14)

USHGA PILOT PROFICIENCY PROGRAM (PART 104)

USHGA LILIENTHAL AWARD FORM

ACCIDENT REPORT FORM (#15)

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MAIL WITH CHECK OR MONEY ORDER TO:

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