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P.O Box 500, Pearblossom, California 93553
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Revised 6/86
Volume 17
CONTENTS
Issue No. 12
(USPS 017-970-20)
Features 22 TELLURIDE '87 The Festival That Wouldn't End
Columns 16 USHGA Reports Cindy Brickner reports on the recent USHGA Boa.rd meeting in Boston.
19 Safety Forum
by Steve Aden This year's event is marred by a fatality and multiple glider breakups.
29 A Systems Approach To Hang Gliding Safety Rules
Mike Meier discusses recent strucrural failures of the Wills Wing HP.
36 USHGA President Page 22
by Doug Gordon A timely and comprehensive safeiy review.
by Lydia Sla11on A repon on another marvelously successful national hang gliding get-together.
42 Pilot Report Page 38
by Gil Dodgen A look a1 Pacific Airwave's fun-to-fly glider.
Page 42
COVER: Cliff Whitney blurs the fall colors at Henson's Gap, Tennessee. Photo by Cliff Whitney. See story on page 38. DISCLAIMER OF WARRANTIES lN PUBLICATIONS: The material presented here is published as pan of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © United Staies Hang Gliding Association, Inc. 1987. All righis reserved to Hang Gliding Magazine and individual contributors. DECEMBER 1987
pilot maturity.
Departments
38 The 1987 U.S. National Fly-In
VISION MK IV
Russ Locke addresses the issue of advanced
4 Airmail 9 Accident Reports 13 Tow Lines 14 Ratings and Appointments 45 Classified Advertising me Stolen Wings me Index To Advertisers
last Chance $12,000 Up For Grabs 1987 U.S. World Team Fundraiser Win a new glider and other prizes! The following companies are proud to support the efforts of the U.S. Team in pursuit of a World Championship title in January 1988. These prizes have been donated to the fund-raiser drawing. To enter the drawing send your World Team donation using the coupon below (make as many copies as you need). Donors of $10 or more receive a World Team pin, $30 or more receive a white long-sleeve Team sweats hi rt.
GRAND PRIZE: Choice of current production glider. Up to $2500 value!
* Pacific Airwave * Moyes * Wills Wing Additional Prizes: Center of Gravity - $200 discount on harness Free Flight Enterprises - parachute Moyes Gliders - one harness USA la Mouette - one Scorpio harness Wills Wing - one harness Airwave - one Sky Watch Ball Variometers - specified instruments Hall Brothers - three airspeed indicators with mount brackets Microflight - camera mount Seedwings - .035 streamlined downtubing Thermal Snooper - fifteen Snoopers The Airworks - hand fairings Crystal Airsports - donation Maralys Wills - 5 Manbirds, 5 Soar & Surrenders
Golden Sky Sails - one Bell helmet High Energy Sports - Cross-country glider bag Tim Morley - 'Pilot needs ride' hitchhike sign Dennis Pagen - five autographed Flying Conditions books Dennis Pagen - five autographed Flying Techniques books Publitec - five autographed Eric Fair books Publitec - five autographed Rich Pfeiffer books Primo Grippers - hand fairings Eric Raymond - fifteen Raymond posters Skylife Shirts - one shirt Suntiger Sunglasses - 5 pairs sunglasses Thermal Inc. - three Quick Releases USHGA - one year membership or renewal Wills Wing - pilot gear bag Vol Libre de l'Outaouais - 100 bumper stickers
Over seventy-five prizes will be awarded! Send this in. You can't win if you don't!
***************************** Here's my 1988 World Team donation. Please enter my ticket in the equipment drawing. Entries must be postmarked by January 30, 1988. Drawing February 13, 1988. Name_________~ - - - - - - ~ - - - - - - - ~ Address _________________________
D $10, send Team pin
City _______________ State, Zip. ________
0$ _ _ _ _ _ __
D $30, send Team sweat
Daytime Phone
Send to: USHCA World Team, P.O. Box 500, Pearblossom, CA 93553
last Chance To Support Your 1988 U.S. World Team Soon after you read this article the 1987 USHGA World Team will be en route to Australia to compete with more than thirty other nations at the FAI World Hang Gliding Championships. The meet starts on January 22, 1988 and ends February 13, 1988. That's next month. The team includes America's eight top-ranked pilots (Rick Rawlings, Larry Tudor, Joe Bostik, Jim Lee, Howard Osterlund, Rich Pfeiffer, Ted Boyse, and Bruce Case) and two coaches (Jim Zeiset and Ken Brown). They are all painfully aware that no U.S. pilot or team has ever won a gold medal in World Meet competition. A collective awareness of past failure coupled with a gut feeling that this, finally, is their year to win something has compelled the team members to commit nearly two months out of their lives and perhaps thousands of dollars out of their pockets to the goal of earning some World Meet gold. This high level of (put your money where your mouth is) commitment on the part of the '87 team is a remarkable first in the history of the USHGA. The '79 team, sponsored by a manufacturer, lost in Austria. The '81 team, with no support whatsoever, showed up in Japan with half a team which included only token representation from the top-ranked pilots. It lost too. The '83 and '85 teams, provided with a "free lunch" by a generous USHGA membership, managed to find creative ways to "blow lunch" in Germany and Austria. The '87 team, mindful of recent history, does not want or expect another free lunch. They do desperately need and seek your participation in the drawing for $12,500.00 worth of equipment described on the order form attached to this article. The goods for the drawing have been generously donated by the manufacturers, businesses, and individuals listed. In addition, World Team supporters who contribute $30.00 or more will receive one of 144 team sweatshirts which were purchased by the team. All proceeds from the drawing will go toward reimbursing team members for the considerable expenses they incurred when they agreed - up front and with no guarantees to give it their absolute best shot in Australia. The numbers situation is as follows: The current world team fund is $7,000.00. The eight team members and two coaches have each added $1,000.00. Total: $17,000.00. The "bare-bones" budget which includes minimum allowances for airfare, housing, entry fees, vehicles, gas, food, and film comes to $27,000. The goal of the equipment drawing is to make up the $10,000.00 deficit. By the way, the retail value of the equipment being drawn for is $12,500.00. If this sounds like a pretty even deal to you please don't hesitate. Send in any amount of money now and you'll have a fair shot at some state-of-the-art hang gliding equipment. Send $10, you'll also get a pin. Send $30 or more and you'll get a team sweatshirt. Your ''if! USHGA World Team isn't looking for a free lunch. They'd be very grateful, however, for an even break. And they thank you - in advance - for your support. D
Gil Dodgen, Editor/An Director Janie Dodgen, Production David Pounds, Design Consultant Leroy Grannis, Bettina Gray, John Heiney, Staff Photographers Erik Fair, Staff Writer Harry Martin, Illustrator
Office Staff Cindy Brickner, Executive Director Joyce Isles, Ratings Mary O'Konski, Member Services Lynne Parton, Member Services
USHGA Officers: Russ Locke, President Dick Heckman, Vice President Bob Collins, Secretary Dan Johnson, Treasurer
Executive Committee: Russ Locke Dick Heckman Bob Collins Dan Johnson Cindy Brickner REGION l: Jeff Bennett, Ken Godwin. REGION 2: Russ Locke, Jay Busby. REGION 3: Steve Hawxhurst, Walt Dodge. REGION 4: Jim Zeiset, Bob Buxton. REGION 5: Mike King. REGION 6: Steve Michalik. REGION 7: Bruce Case, John Woiwode. REGION 8: Robert Collins. REGION 9: William Richards, Jeff Sims. REGION 10: Rick Jacob, Dick Heckman. REGION 11: Warren Richardson. REGION 12: Pete Fournia 1 Paul Rikert. DIRECIDRS AT LAROE: Dan Johnson, Rob Kells, Dennis Pagen, Vic Powell, Elizabeth Sharp. EXOFFICIO DIRECIDR: Everett Langworthy. HONORARY DIRECIDRS: Bill Bennnett, Mark Bennett, Joe Bulger, Eric Fair, Bettina Gray, Doug Hildreth, Gregg Lawless, Mike Meier, Rich Pfeiffer, Bob Thompson. The United States Hang Gliding Association lnc. is a division of the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FA[), of the mrld governing body for sport aviation. The NAA, which represents the U.S. al FA! meetings, has delegated to the USHOA supervision of PAI-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING magazine (USPS 017-m) is published monthly by the United States Hang Gliding Association, Inc., whose mailing address is: P.O. Box 500, Pearblossom, CA 93553; telephone (805) 944-5333. Second-class postage is paid at Pearblossom, Calif. The typesetting is provided by !st Impression Typesetting Service, Buena Park, Calif. The USHOA is a membercontrolled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight, Dues for full membership are S39.00 per year ($42.00 for foreign addresses); subscription rates are $29.00 for one year, $53.00 for two years, S/7.00 for three years. Changes of address should be sent six weeks in advance, including name, USHGA membership number, previous and new address, and a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS ID: UNITED STATES HANG GLIDING ASSOCIATION, P.O. BOX 500, PEARBLOSSOM, CA 93553.
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VOLUME 17, ISSUE No. 12
AIRMAIL A NEW MEXICO INVITATION Dear Editor, Hello from out-of-the-way Las Cruces, New Mexico. I wanted to thank you and Wayne DeVilbiss for the article on flying Dry Canyon, in the October issue. It was accurate! (I checked my log to make sure.) Wayne would make a fine journalist. Most pilots in the U.S. probably don't realize that flying in this part of the world exists, so any exposure is welcome - as are out-of-town pilots. We're always glad to see new pilots out here and show them some Southwestern hospitality. Anyone who has the urge to see some new country from the air is welcome to contact me at (505) 382-7446. Robin Hastings Secretary, Rio Grande Soaring Association
WORLD TEAM SUPPORI' Dear Editor, The members of the Rogue Valley Hang Gliding Association, USHGA Chapter No. 45, would like to show their support of the 1988 U.S. World Team. We believe we have an idea other associations might want to consider. We are enclosing a check from the association treasury for $30 for one World Team long-sleeve sweatshirt in men's size large. We will then be raffling off the sweatshirt at our annual Christmas party at Doug and Linda Hildreth's lovely home. We always have a very large family turnout and, at $1 per raffle ticket, should have no problem recouping our investment in a great cause. Even if we don't make the $30 back, we consider the money well spent. Keep up the good work! Dave Baleria Treasurer RVHGA
DOWN UNDER INVITATION Dear Editor, Please accept the open invitation of the South Australian Hang Gliding Association to fly in the sunny south OZ skies during the 1988 summer. There are no doubt a few of you who will be migrating to OZ to compete in the 1988 World Championships in Victoria and also some others who are coming for some more laid back Australian flying.
Adelaide, the capital of South Australia, lies a mere 10-hour drive west from the Mount Buffalo World Championships and on your way over you can fly at the Western Victorian sites in the Mount Cole Forest (Ben Nevis, Buangor, Langi Girhan, etc.). We have sites for aJI ratings and types of flying and can arrange membership of SAHGA so that you can fly legally under Australian air laws. South Australia offers a range of small (150') to large (800') coastal sites within ~ hour to 1V2 hours drive from Adelaide. Most of our inland sites lie between two to three hours north of Adelaide and include the Snowtown and Port Augusta areas where there are long ranges varying in height from 400' AGL to 1600' and flat paddocks available for car towing. XC flights of in excess of 200 km have been made from our inland sites and we also have a coast run of 24 km for a bit of variety. If you would like further information please contact SAHGA at 1 Sturt Street, Adelaide, 5000 South Australia. Telephone (08) 213 0600 and we will be glad to help you out. Rob Woodward Administrator SAHGA, Inc.
WING LOADING Dear Editor, In reference to the Pilot Report on the Dream 240 in the October issue, there are a few errors in the calculation of weights and wing loadings that might adversely affect a tandem flight. First, for a 175-lb, hook-in pilot, max passenger weight is 175 x 1.2 = 210, not 218 as stated, yielding a max payload of 175 + 210 = 385 pounds. Also, in calculating wing loading, the author seems to have occasionally neglected to include glider weight in the total. The wing loading on a 220 Dream (stated as weighing 63 lbs. in the June '86 issue) would therefore be (385 + 63)/220 = 2.04 lb/sq. ft. - which is slightly greater than the 2.0 ceiling, not "1.78, well below" as stated. Similarly, the wing loading for the 240 would be 1.89 - not 1.63. William Umstattd Villanova, PA
HANG GLIDING
AIRMAIL RADIO REGULATIONS Dear Editor, We are writing to your organization requesting your assistance in correcting a problem of unlicensed radio operation apparently being practiced by some hang glider pilots. We have received information that some pilots are allegedly using FM transceivers for what appears to be air-to-air and air-to-ground communications. The frequencies that were allegedly used were 144.09 and 144.15 Mhz. These frequencies are in the Amateur Radio Service and would require Amateur Radio licenses before they may be used. In order to prevent unlicensed operations and assist your members in obtaining proper FCC Licenses, we would appreciate it if you could provide to your members the following information. Under the Communications Act and the Commission's Rules and Regulations, radio transmitting apparatus, other than certain low-powered devices operating in accordance with Part 15 of the Commission's Rules and Regulations, may be operated only under a Commission station license covering such apparatus. If the person operating the unlicensed radio transmitting equipment holds a radio operator license, his license may be suspended. In addition, the operator may be subject to penalties mentioned below. Unlicensed operation may subject the operator to serious penalties provided for in the Communications Act, ineluding a maximum fine of $10,000 or one year imprisonment, or both, for the first offense, and for subsequent offense, a fine of $10,000 or two years imprisonment or both. Because unlicensed operation creates a definite danger of interference to important radio communications services, and may subject the operator to the penalties provided for in the Communications Act, we want to emphasize the importance of complying strictly with the legal requirements mentioned above. It should be noted that under Part 87 of The Rules there are specific frequencies set aside for instructional, soaring, or ballooning activities. These frequencies are listed under Subpart H Aviation Instructional Stations. Licenses are
6
granted only to flying schools and persons engaged in soaring or free ballooning activities. Each application should be accompanied by a statement that the applicant is either the operator of a flying school or engaged in soaring activities. Thomas N. Van Stavern Engineer in Charge Federal Communications Commission P.O. Box 311 Livermore, CA 94550
MORE ON INSTRUMENTS Dear Editor, Please allow me to comment on Heiner Biesel's article, "Instrumentation for Hang Gliders" that appeared in the October, 1987 issue. To begin, he wrote a very informative piece and his polar illustration is the best I've seen published since it indicates about 10 to I maximum glide ratio (competition gliders test out around 11 to 1) and shows the accelerated drop-off just above 40 mph which is characteristic of a non-elliptical lift distribution. However, I feel he has some rnisconceptions and I would like to correct them. In section 4. 3 of his article he states, "The Mac Cready theory indicates that airspeed should be smoothly adjusted to the head or tailwind conditions." In paragraph three of this section he is speaking of the Mac Cready speed ring and says, "The whole ring can be turned, and is adjusted when wind is encountered. For a headwind the ring is turned so that higher airspeeds are required under lift or sink conditions; for a tailwind, correspondingly lower airspeeds are commanded." The above statements are wrong in that the Mac Cready theory does not call for a change in the Mac Cready speed ring for head and tailwind conditions. The Mac Cready ring is used for varying conditions of sink. It tells you how fast to fly for maximum efficiency in different vertical air velocities (not horizontal air). The movable Mac Cready ring is used to set the expected strength of the next thermal. Dr. Mac Cready himself wrote an article for Hang Gliding magazine in the late seventies to explain the use of his .theory for hang glider pilots. In that article he stated that a movable ring isn't really necessary since hang glider performance is such that in all but exceptional conditions, the introduced error is insignificant. Certainly there are times when we pass up lift, but until we're achieving 15 to I glides, the extra speed between thermals that a movable ring would indicate may do more
harm than good if it places us too low to work the thermal. It should be noted that speeds-to-fly theory tells you the best airspeed to fly .to maximize your distance over the ground in lift, sink, headwind or tailwind. However, you are only concerned with lift and sink when flying cross-country, except for final glide (and reaching a landing area). This is because the thermals drift with the airmass and whether you're flying upwind or downwind, the time it takes you to fly from one to the other is the same. Thus, the Mac Cready speed ring is only used when you are in sink (in lift you are thermaling). If you wish to use the Mac Cready speed ring to take into account horizontal components of wind on final glide, you need an expanded scale for a headwind and a contracted scale for a tailwind (not a movable dial). Note also that Mac Cready theory has been modified by dolphin flying techniques. The other matter with which I differ with Heiner is the necessity to use an airspeed indicator and a total energy (TE) compensated variometer. I have flown with a TE vario for a season and do not feel the added information was worth the extra instrument cost and care (the probe is susceptible to damage). Stick thermals in a hang glider last a shorter time than does the indicated lift of a useable therma!. Also, the large ratio of control movement to airspeed changes on a hang glider render it easy for the pilot to distinguish the difference between "stick lift" and mother nature's lift. Furthermore, due to the inaccurate sampling of the air beneath the wing, how can we believe what an airspeed indicator tells us? How do we know what the wind is at our altitude in order to apply speeds-to-fly? For these and other reasons I suggest removing the airspeed indicator from the loop entirely and using the "positions-to-fly" techniques that I developed. It is a more simple, direct and accurate method for maximizing hang gliding performance as I reported in the March, 1985 issue of Hang Gliding. In a future article I will further illuminate the positions-to-fly technique. In closing I would mention that we can benefit greatly from the learning and experience of the sailplane community, but not all their developments apply directly to hang gliding. One thing of which I am sure: I don't want to lose my intimate contact with the sky which cockpits, control surfaces and a plethora of instruments may threaten to do. Dennis Pagen State College, PA
HANG GLIDING
AIRMAIL FANS, NOT WUFFOS
AEROBATIC GLIDER
Dear Editor, What is a "Wuffo?" Why do we use this woeful term? Who coined it? When are we going to wise up? Calling spectators who ask questions about our sport wuffos is a stark demonstration of our own ignorance, not theirs. If the questions we are asked seem dumb perhaps that's a reflection on our inability to communicate the joys of our sport to the average interested spectator. And interested they are. They want to know more, they want to understand, some of them might even want to take up hang gliding! But you '11 never know unless you take time to talk to interested hang watchers, and treat them like ordinary human beings. We need to cultivate friendship and understanding of how we fly, and why we fly. In every other sport I can think of, spectators are called names too - names like "fans" and "supporters." Fans support their favorite sports, even though they are "merely" spectators. They pour money into their favorite sport, and argue for hours on its merits. Couldn't we benefit from a little support? Perhaps if we communicated a little more, benefits would accrue. A large corporation could easily fund the U.S. team's trip to Australia for the world meet if they knew about us and understood our beautiful sport. And talking to people is fun. The twinkle in an old man's eye, as he told me he'd be up there with me if he was 60 years younger, still warms my heart today, years after the conversation. So let's think fan, not wuffo; something good might come of it.
Dear Editor, After seeing a couple of incidents at this year's World Aerobatic Contest in Telluride, Colorado I have a couple of questions and thoughts. First, the limits of a glider are clearly set by the manufacturer who conforms to the guidelines set by the HGMA. These limits are clearly broken by every pilot who does aerobatics (pitch and bank angles and airspeed limits). The value of aerobatics is not only in having fun, but in training for unusual flight conditions: glider upset, unintentional spins, strong turbulence, etc. Every pilot should practice recovery techniques from these conditions to be a better pilot. Also, I hate to say it, but I'll bet that aerobatics sell gliders. This being the case, why not build and certify a fully aerobatic glider? I am sure the material and knowledge is available. A little extra weight? A lot more cost? Exotic metals? Good old aluminum has been used and relied
Philip Pask Bailey, CO
SAIL MAKER OPPORTUNITY Seedwings is interested in hiring a master sailmaker who can produce superior work in a mass-production, organized environment. Responsibilities, salaries, hours, etc., may vary somewhat depending on the individual and his or her needs. The position is open only to the highly skilled, talented and experienced. Benefits include living in the green and soarable coastal city of Santa Barbara, CA. Send resume to:
SEEDWINGS Inc. 5760 Thornwood Drive Santa Barbara, CA 93117
(805) 967-4848
upon since the days of bamboo. I am sure anyone who has ever busted a glider or fell through a keel would gladly spend the extra dough to avoid coming down under canopy. Joe Soar San Clemente, CA
RUBBER DOLLARS
Ninety-eight per cent of all member checks clear the bank when deposited. The other two per cent cost USHGA time and money to handle till clearing payment. Therefore, a $5.00 service charge will be assessed on all returned checks.
By popular demand,
"The Right Stuff" returns ... now in book form! Improve your skills: proper launch techniques • proper landings , forced or crash landings , angle of attack control • prone transitions , glider repair • pre-soaring and beginning soaring skills o first altitude flights Learn unique aspects of the sport: the term "wuffo" , USH3.A-approvec wind direction signal • Doo Dah Days • what's cool, what's uncool • pear people , intermeciate syndrome , advanced syndrome
Hang Gliding According to Pfeiffer: Skllls For the Advancing PIiot The most comprehensive guide yet for expanding your knowledge and skills. With 244 richly i I lustrated pages, loads of true stories, and complete subject index. You'll learn: • Soaring Principles • Competition Flying • Cross-Country Flying • Equipment • Speed-to-Fly Calculations
Please send: Jlmount _ _ _ RIGHT STLFF For New Hang Glider Pilots at $7.95 each _ _ _ Hang Gliding Acccording to Pfeiffer at $9.95 each Shipping/handling: Surface mail $1 first book, $.25 each additional. Airmail $2.50 first book, $1 each additional in N:Jrth Jlmerica, $6 each elsewhere. Sales tax: Please add 6% sales tax when shipment is to a California address. Total enclosed: Mail w/ check payable in U.S. dollars to: Publitec, P.O. Box 4342, Laguna Beach CA 92652. Name Street City State/Zip " ' Dealer inquiries invited_:__ 714/497-6100 , ..
DECEMBER 1987
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FINGER FAIRINGS
EUROPEAN THERMAL TOURS Adventure & Comraderie In The Alps The 1987 European Thermal Tours expeditions adventured their way through three countries and 16 major sites, including Mt. Blanc, Europe's highest mountain.
SOUTHERN CALIFORNIA FLYING TOUR December 27 - January 3
• Alwa>;,5 there when you need tnem • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality consfruction , 1/,-in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited
THE AIRWORKS
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Package lncludee: Round trip airfare (from N.Y.), lodging, transportation, FM radios, guide, gliders & parapentes (waiting for you there) and EXTRAORDINARY EUROPEAN AIRTIME. Price - S2299 (with bunce paid by March 1) CONTACT: Merl( Chirico 12 Av Mandallaz • 74000 Annecy • France 011 33.50.45.75.29
Rob McKanzle 4231 Sepulveda Dr. • San Bernardino, CA 92404 (714) 883-8488 Ron White 10 Power Street • Spencer, MA 01582 (617) 88&6073
'1llcDr a.ttle 5430 Carolina Place NW • Washington, D.C. 20016 (202) 966-7699
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1987 TELLURIDE
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Hang Gliding and World Aerobatics
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Exciting and colorful. plenty of thrills. chills and WHACKS ' Also shows 2 chute deployments.
Send '£35.00 to : Paul's Video
Box 1662 Telluride, CO 81435 (303) 728-3217
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Build your hang gliding experience this winter and have fun flying five or more of Southern California's premier sites. Traveling with a small group, you will be introduced to all flying sites by a guide and advanced USHGA certified instructor. This gives you the best opportunity to learn new sites. Southern California has more consistent winter flying than almost anywhere. All sites on the tour have easy launches and large landing fields. Trip includes: Guide Service Coaching on thermalling & other advanced techniques Rating Test Rides Up Retrieval Accommodation and Camping Fees
* * * * **
Sites:
·:s"
Ave. I Kagel I Crestline I Elsinore I Torrey Pines (Hang IV) I Little Black Min. I Blossom Valley For Advanced Hang II thru Hang IV. Call for details. Cost $425. Ear1y reservations recommended for out-of-state pilots. Holid(lf airline schedules fill up early. Jim Johns at Kitty Hawk Kites, Hwy. #1Reservation Rd., P.O. Box 828, Marina, CA 93933 (408) 384-2622.
ACCIDENT REPORTS The safety and Training Committee, at the recent Boston Board of Directors' Meeting, voted to publish a monthly accident analysis. This is a change in policy. In the past we have decided against monthly fatality/accident reporting: too depressing, too morbid, bad for public relations, scares away prospective members, gives the Feds too much ammunition. Because of the escalation of accidents and particularly fatalities (now at 16 for 1987), the Board feels that all of these arguments pale before our primary responsibility of keeping our membership safe and healthy. So we begin with this issue to report all fatalities and selected accidents. We will attempt to choose accidents which are particularly instructive/educational. We will present them in as generic a form as possible. We will continue to publish our annual accident review report. Obviously, our purpose is to prevent you from having a similar accident.
Pilot Rating: Advanced Experience: 14 years Glider Type: Magic 166 Event: Wire assist launch. Pilot expected wire crew to drop down on "clear." Wire crew moved laterally. Side wire brushed crew, glider launched with one tip lowered, tip caught bush, rolled over in thermal influence to an impact on hill. Injuries: Broken ribs, punctured lung, ruptured spleen, other major injuries. Analysis: Lack of complete understanding between pilot and launch crew as to the actions to be taken by both. Better communication needed between both prior to attempting launch.
Pilot Rating: Intermediate Experience: not known Glider Type: not known Event: Pilot misjudged approach to normal landing zone. Set up for roadway. Automobile stopped in road when sighting glider. Glider struck car. Injuries: Bruises to pilot
Pilot Rating: Advanced Experience: Ten years, 5,000+ flights Glider: Magic 177 Event: Failed loop resulted in stall at less than 1,000 ft. AGL. Glider tumbled, dove and structure failed. Deployment attempted, too low to be effective. Injuries: Broken ankle. Analysis: Operating glider outside manufacturer's limitations, steep maneuvers too low to ground.
Analysis: Pilot failed to analyze changing conditions. Needed to plan approach and pattern adjacent to landing area with plenty of altitude. May have had option of other safe landing areas, rather than trying to "stretch it home."
Injuries: Broken arm. Analysis: Importance of control of angle of attack needs to be conveyed to student. Could have used trailing safety line for instructor to have extended control of glider.
DECEMBER 1987
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Pilot Rating: Unrated Experience: Second lesson on hill Glider Type: Skysports Eaglet Event: Winds light to zero. Angle of attack too low during launch run. Ran all the way down hill to impact at bottom.
FINAL COMMENTS The above examples were selected because they are typical of the reports we receive. Most of the accidents, serious and otherwise, are happening to experienced pilots. There have been a number of structural failures during aerobatics. Miscommunication during windy wire assisted cliff launches is frequent. We have a multitude of reports of pilots missing the landing zone; plan conservatively, arrive over the LZ with adeijuate altitude to determine wind direction, plan setup and approach, allow for changing conditions, get out of the harness early, and have a smooth relaxed straight-in final. Finally, each beginner needs our undivided attention with each flight; wheels, wings level, angle of attack. There are lots of broken arms out there on the training hill.
Folds into full size Gear Bag with Adjustable Back Straps
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Sliver Wings Inc/John Middlelon 6032 N. 20th Street Arlington, Virginia 22205 (703) 533-1965 Dealer inquiries welcomed. Also Knee Hanger Harnesses available
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9
UPDATE MEMBER ENROLLMENTS BY BUSINESS OCTOBER 1987 This listing reflects both three-month 'Student' member and one-year Full Member enrollments of new USHGA members during the period two months before this issue. Businesses also receive a $1 credit for each one-year enrollment. Aeolus Hang Gliding ..................... 52 Nova-Air ............................... 22 Mission Soaring Center ................... 18 High Adventure .......................... 18 Lookout Mountain ....................... 17 Windsports International .................. 11 Kitty Hawk Kites East . . . . . . . . . . . . . . . . . . . . 9 Hang Glider Emporium . . . . . . . . . . . . . . . . . . . 8 Hang Gliders West ....................... 5 Raven Hang Gliding School. . . . . . . . . . . . . . . . 5 Southwind Hang Gliding . . . . . . . . . . . . . . . . . . 4 Chandelle ............................... 4 Golden Sky Sails. . . . . . . . . . . . . . . . . . . . . . . . . 4 Airplay'n ................................ 3 Kitty Hawk Kites West ................... 3 Free Spirit Sky Surfing . . . . . . . . . . . . . . . . . . . 3 Santa Barbara Hang Gliding . . . . . . . . . . . . . . . 3 Pine Crest Air Park . . . . . . . . . . . . . . . . . . . . . . 3 Hang Flight Systems. . . . . . . . . . . . . . . . . . . . . . 2 Mountain Wings . . . . . . . . . . . . . . . . . . . . . . . . . 2 Glider Wings of Oklahoma . . . . . . . . . . . . . . . . 2 The following schools have submitted one new member for the month of October: Glide Path, San Francisco Windsports, Capital City Hang Gliders, High Sierra Sports, The Hang Gliding Center of San Diego, Susquehanna Flight Park.
U.S. WOMEN'S NATIONAL CHAMPIONSHIP U.S. WOMEN'S WORLD TEAM QUALIFIER Following the FAI sanction of the Women's World Cup championship held this year in Millau, France the USHGA announces the selection of a U.S. Women's World Team to represent the U.S in next year's competition. Selection of the team will take place at the 1988 U.S. National Competition, Chattanooga, Tennessee, April 14-24, 1988. In addition to serving as the qualifying meet for world team selection, the competition offers training opportunities for those aspiring to international class competition. Further, the top-placing woman pilot in the Nationals' ranking will be awarded the title "U.S. Women's National Champion." Space is limited. All entry fees ($275) must be received by the Women's World Team Subcommittee by February 15, 1988. Should there be more entrants than available slots, a pre-qualifying meet will be held during the week prior to the Nats. Pilots who do not qualify for the Nats as a result of this meet will have their entry fee refunded. Contact: Jan Siskind, Chairperson Women's World Team Subcommittee, 3 Ivanhoe Rd., Worcester, MA 01602 (617) 753-1568.
HP II QUESTION OF COMPLIANCE On October 13, 1987, the HGMA Board determined that there is a question whether the HP II manufactured by Wills Wing, Inc. complies with the HGMA airworthiness standards. This question was called in cooperation with Wills Wing, specifically in reference to Eric Smith's structural failure at the Telluride meet this year. An HP II will be independently tested by the HOMA Board, and their findings of certification compliance or noncompliance will be published. Mark West HOMA President, 1987
10
1988 EUROPEAN THERMAL TOUR RAFFLE The 1988 ETT Raffle will be conducted again this year by Ron White. Last year's lucky winner was George DiPerrio of Massachusetts. He and his wife Rita toured for two weeks with ETT. Some of the highlights of their three-country tour included flights from Mt. Blanc, Europe's highest peak, and Fiesch, Switzerland, site of the largest glacier flows in Europe. Raffle tickets will be sold at $21.50 with 115 tickets total sold. The winning ticket will be drawn April 1, 1988. The regular cost of an ETT airtime excursion
is $2,299. The package includes round trip airfare (from New York), lodging, transportation, FM radios, guide, gliders and parapentes. Mark Chirico will guide the tours through the French and Swiss Alps again in June/July 1988. Contact: Ron White, 10 Power Street, Spencer, MA 01562, (617) 885-6073.
TINA JORGENSON NEW VP AT U.S.A. LA MOUETTE Tina Jorgensen is now the Vice President of U.S.A. La Mouette. Mark Gibson took her on as a partner for the company during August of this year. Tina previously worked for U.S. Airwave for about three years. Tina is scheduled to go to France in early December to work with and tour the La Mouette factory. One of the highlights she is looking forward to is learning to fly the Cosmos trike, and testing the air-towing system they use in Europe. Contact: U.S.A. La Mouette, P.O. Box 7257, Bonney Lake, WA 98390, (206) 535-0973.
WORLD MASTERS OF FREESTYLE The 1988 World Masters of Freestyle will be held from Jan. 10-17, 1988 at Stanwell Park, Australia. This meet is part of the Australian summer competition circuit which includes: the Flatlands (Parkes, NSW), Dec. 28-Jan. 8; the Freestyle; the World (Mt. Buffalo, Victoria) Jan. 26-Feb. 13; and the Hargraves (Stanwell Park) Feb. 20-28. The Freestyle will offer a $7,000 purse. Entry is $50 required by Dec. 23, 1987. Contact: Park Comfort Hang Gliding, 3a Raymond Rd., Thirroul, NSW 2515 AUSTRALIA tel. (042) 671-880. NEW CERTIFIED SCHOOL USHGA welcomes a new certified school: Sky High School of Hang Gliding, 733 Stoke Rd., Villanova, PA 19085 (215) 525-7589. Welcome aboard!
HANG GLIDING
UPDATE PRIMO MANAGEMENT
SCHUTTE SAILS
Primo Air Mitts has announced new management. Cathy Cogbill, wife of Lyle Cogbill, owner of Ozark Mt. Hang Gliders, has taken over production. Cathy guarantees one-week delivery on all orders of fewer than 10 pair. They now have new colors - scarlet red, royal blue and rainbow - for their terry cloth lined mitts. The regular mitts are black. Primo Grippers with terry cloth are $35 per pair and the regular mitts are $28.50, plus $1.50 shipping per pair. Contact Cathy at: Primo Air Products, #8 Bluejay Way, Conway, AR 72032 (501) 327-0698.
Schutte Sails is a newly-formed hang glider manufacturing company in the U.S. It originated in New Zealand four years ago. Schutte Sails offers a high performance glider called the Kea which features: 146 and 160 sizes, enclosed keel, faired tubing, race cloth, VG with compensator, and king post hang system with adjustable CG track. Dealer inquiries are invited. Contact: Bob Schutte, 508-C N. Spring St., Lake Elsinore, CA 92330 (714) 678-1218.
Calendar Jan. 8-17, 1988: Chilean XC Hang Gliding Championship in the Central Cordillera near Santiago. Entry $50. Contact: Mauricio Cottin, Holanda 3536-F, Santiago, Chile. Feb. 20-27, 1988: Stanwell Park Lawrence Hargrave Competition. Invitational meet following the world meet. Contact: Kieran Thpsell, 19 Stanwell Ave., Stanwell Park, 2509 NSW Australia tel. 042 94 2645. Aprll 16-24, 1988: 1988 U.S. Hang Gliding Nationals, Chattanooga, Tennessee. Contact: Rick Jacob (615) 238-5568. April 16·24, 1988: Women's World Team Qualifier, Chattanooga, TN. Contact: Jan Siskind (617) 753-1568.
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MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $495
MODEL 652 VARIO/AUDIO DIGITAL ALTIMETER/ AIRSPEED $590
MODEL M20 WRIST VARIO $200
STREAMLINED TUBE ADAPTER
Available from hang glider manufacturers and dealers
DECEMBER 1987
11
P.O. Box 7257, Bonney Lake, WA 98390 La Mouette 1, Rue De La Petite Fin 21121 Fontaine Les Dijon
(80) 56 66 47
PILOT: Mark Gibson , 1988 Region I Champion PHOTO: Howard Handy Mt. Adams 12,307 ft .
TOW LINES
TovVing Questionnaire Help USHGA Establish Towing Standards
Over the last several years, Hang Gliding has carried an intermittent column titled Tow Lines, intending to disseminate information on current towing activities and procedural and equipment developments. As pilots become more proficient and equipment more mechanically reliable, towing is becoming more widely practiced. It is only fitting that USHGA take an active role in helping to standardize the training information and make reliable information available to pilots wishing to begin a towing program. We would like to request the help of all current tow groups to compile information on curr~nt practices. Concurrent with the mechamcal review will be a discussion of standards for special skill or rating endorsements for towing ratings. For each group who responds to the following questions, USHGA will compile the total responses, duplicate the_ package and distribute it to each to""'.mg group. It is the objective of the Towmg Subcommittee of the Safety and Training Committee to have the package completed and ready for distribution immediately following the March, 1988 USHGA Board meeting. Thanks go to Robert Fisher of Houston for the framework of the questionnaire. 1. Provide the name, address, and phone number of the group and/or group leader for your towing activities. 2. How many tows has your group made in each of the last five years, 1983 through 1987? (Please be honest and strive for accuracy.) DECEMBER 1987
3. What type towing do you do? Give all that apply. Land Static winch, foot launch. Pay-out winch, foot launch. Static winch, wheels. Pay-out winch, wheels. Static winch, truck. Pay-out winch, truck. Water Static winch, bank launch. Pay-out winch, bank launch. Static winch, water launch. Pay-out winch, in water launch. Air-to-air (ultralight towing) Foot launched. Wheel launched. 4. What type towline do you use? List material type, size, ultimate and working load strength. 5. What type weak link assembly do you use? Give material, size, number of strands/loops, tested strength. 6. What type release assembly do you use? Three-ring, two-ring, mechanical. Pilot activated? 7. What is the minimum inside diameter of towline ring which will allow correct operation of release? 8. How is the pilot tow release activated? Pull line, lever, other. 9. Is there a release provision from the tow vehicle end of line? 10. Describe your typical bridle length, material, hardware. 11. Describe the routing of bridle lines and attach points to glider. 12. If truck towing, is a noseman required for launch?
13. Do you have a drogue parachute in the towline assembly? Give inflated diameter. 14. Give type of winch, origin of design, spool width, spool inner and out~r diameter, with or without levelwmd, length of towline typically spooled, with or without guillotine release, with or without safety cage for operator. Horsepower of engine for launch, line retrieval. 15. What range of line tensions do you use if equipped with a pressure gauge? Describe typical situations. 16. Do you step-tow? Describe ground operations requirements and pilot procedures, give max altitude achieved on towline. 17. Where do you operate? Private airports Private roads Private field property Private waterways Public airports Public roads Public parks Public waterways 18. What pilot experience level do you require before tow launching solo? 19. Do you fly tandem launch operations from your vehicle? 20. Do you provide student instruction from towed launches? 21. Do you have rated pilots in your group who have only tow launched and never foot launched from a 500 ft. vertical site? Unrated pilots in the same situation? How many of each? 22. Do you manufacture or supply towing equipment? Winches, bridles, releases? Please supply a price list or product descriptions. 23. Are you able to help with drafting an instructional manual for towing? Photographs, sketches or drawings of any hardware or assemblies are eagerly welcomed. Any further descriptions of your operations beyond these basic questions are encouraged. If you use more than one system, please provide descriptions for each separate launch method. Submit your responses to these questions to the Towing Committee, c/o USHGA, P.O. Box 500, Pearblossom, CA 93553.
13
RATINGS AND APPOINTMENTS BEGINNER RATINGS NAME; CITY, STATE; INSTRUCTOR Region 1 C. Blair Albert; Portland, OR; Russell Tworoger - Marcus Montgomery; Portland, OR; Russell Tworoger - Hugh Murphy; Olympia, WA; James Reynolds. Region 2 Michael Brown; Santa Ynez, CA; Achim Hagemen - Warren Hageman; Santa Rosa, CA; Jett Mott - Clay Harper; Los Gatos, CA; Jim Woodward. Region 3 Keith Arnold; San Bernardino, CA; Debbi Renshaw - Dawn Messer; Ida Vista, CA; Achim Hageman - Sally Ng; Honolulu, HI; Lani Akiona. Region 4 Joseph Fang; Phoenix, AZ; Gary Elhart - Mary Fang; Phoenix, AZ; Gary Elhart - Douglas Faude; Lakewood, CO; George Greer - Billy Offut; Colorado Springs, CO; Ron Wilkinson. Region 5 Kamyat Haghani; Highland Park, IL; Brad Kushner - Eric Kuimjian; West Lafayette, IN; Rob Kreske - Joel Luice; West Lafayette, IN; Rob Kreske - Larry Lytle; West Lafayette, IN; Rob Kreske Dragan Milovanovis; Chicago, IL; Rob Kreske - Tom Pollard; Richfield, MN; Russell Tworoger - Richard Stark; Southelgin, IL; Martin Bunner Henryk Stefanski; Chicago, IL; Martin Bunner - Andra Zienrelis; West Lafayette, IN; Rob Kreske. Region 9 Larry Beatty; Hopwood, PA; George Reeves - David Hagan; Medina, OH; Mike Del Signore - Paul Ogle, II; Lexington, KY; Buzz Chalmers. Region 10 Brad Berry; Ft. Benning, GA; Buzz Chalmers - James Brinda; Ft. Benning, GA; Buzz Chalmers - Jim Leathers; Norcross, GA; Buzz Chalmers - Pamela Pekarek; Norcross, GA; Buzz Chalmers
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- Trace Scarborough; Nashville, TN; Buzz Chalmers. Region 11 Mark Heersema; Baton Rouge, LA; Buzz Chalmers. Region U David Cartier; APO, NY; Gary Elhart Cynthia Paschal; APO, NY; Gary Elhart - David Paschal; APO, NY; Gary Elhart - Diane Schumacher; APO, NY; Gary Elhart. Foreign Perry Flook; Grand Cayman, BWI; Buzz Chalmers - David Amrzel; Grand Cayman, BWI; Buzz Chalmers. NOVICE RATINGS NAME; CITY, STATE; INSTRUCTOR Region 1 Peter Johnson; Everett, WA; Kamron Blevins - Stewart Lott; Seattle, WA; Kamron Blevins. Dylan Rounds. Region 2 Steven Ford; Campbell, CA; Jeff Greenbaum - David Haggart; Milpitas, CA; Pat Denevan -- Hellen Hill; Reedley, CA; Chris Thompson - Greg Hines; Aptos, CA; Chris Crescioli Belinda Hoose; Los Gatos, CA; Chris Crescioli - Donald Kyle; Sparks, NV; Ray Leonard - Carl Malmfeldt; San Ramon, CA; Jeff Greenbaum - Michael Ray; Santa Clara, CA; Dave Bowen Joseph Sachno; San Jose, CA; Jim Woodward - Scott Setterfield; Carson City, NV; Ray Leonard - David Smith; Palo Alto, CA; Chris Crescioli - Todd Solomon; San Jose, CA; Jim Woodward - Chris Urban; San Anselmo, CA; Jeff Greenbaum. Region 3 Max Kismarton; Laguna Hills, CA; Robert McKenzie - Max Marcus; Kilauea, HI; Dave Darling - Doug Morris; Pasadena, CA; Dick Snyder Ted Rebman; Long Beach, CA; Robert McKenzie - Kevin Smith; Danville, CA; Rob McKenzie.
Region 4 Bill Bjarnson; Laverkin, UT; Kevin Stowe - Todd Creel; Lake City, CO; Claudia Holbrook - Jay Fosdick; Glendale, AZ; Bill Holmes - Sandra Francis; Aspen, CO; Claudia Holbrook - Michael Hayes; Arvada, CO; George Greer - Corey Poore; Glendale, AZ; Russ Gelfan - Linda Yocum; Littleton, CO; Mark Gibson. Region 5 Marty Preston; Missoula, MT; Brian Johnson. Region 7 Colin Gifford; Jackson, MI; Rob Kreske - Eric Le Pak; Naperville, IL; Brad Kushner - Mike Montesinos; Burnsville, MN; Gary Ash - Jack Reed; Richland, MI; Bill Fifer - Ron Smith; W. Frankfort, IL; Buzz Chalmers - Richard Stark; South Elgin, IL; Matt Taber. Region 8 Gerald Katz; Newton, MA; Jeff Nicolay - Brian Kowalski; Shutesbury, MA; Rob Bicknell - Kirk Le Pelley; Hopkinton, MA; Rob Bicknell. Region 9 Kenneth Harrison; Orwigsburg, PA; Robert Beck - David Hildebrand; Gray, PA; Pat Brooks - Rick Holtz; Olney, MD; Chris Thompson - Nicolas Kirk; Washington, DC; Jeff Nicolay - Larry Roberts; Ashland, VA; Chris Thompson - Williams Seifert; Somerset, PA; Pat Brooks - Scott Wright; Bath, OH; Gary Elhart. Region 10 Chris Ferrell; Columbia, TN; George Greer - Robert Gonzalez; Miami, FL - Jeffrey Haughey; Cocoa Beach, FL; Buzz Chalmers - G. Michael Haworth; Martinez, GA; Buzz Chalmers William Hill; Cocoa Beach, FL; Dave Curry - Donald Indrizzo; Warner Robins, GA; Buzz Chalmers - David Kincheloe; Graham, NC; Ben Burril William King; Cary, NC; Chris Thompson - Philip Koon; Cocoa Beach FL; Dave Curry - Michael Longo; Kill Devil Hills, NC; Rob Bachman -
HANG GLIDING
DEL1A It/IN&
Accessories RATINGS AND APPOINTMENTS Anilda Martell; Caguas, PR; Jeff Nicolay - Victor Milliron; Madison, FL; Matt Taber - Pamela Pekarek; Norcross, GA; Buzz Chalmers - James Sneed; Marietta, GA; Matt Taber.
Region 2 Mark Cirksena; San Jose, CA; Connie Bowen - Rob Hitchcock; San Francisco, CA; Charlie Whitehill - Kevin Lande!; Santa Cruz, CA; Rob Engom.
Region 11 Vicent Plaja; McAllen, TX; Chris Thompson - David Scariano; Marrero, LA; Matt Taber - Robert Schwartz; Waco, TX; Gary Elhart.
Region 6 Donald Dickson, Jr.; Broken Arrow, OK; Bruce Mahoney.
Region 12 Larry Alexander; APO, NY; Gary Elhart - Cary Allard; APO, NY; Gary Elhart - Ed Bransford; APO, NY; Gary Elhart - Dale Chapman; APO, NY; Gary Elhart - Christopher Courtney; APO, NY; Gary Elhart - William Evelyn; APO, NY; Gary Elhart - Don Glasco; APO, NY; Gary Elhart - Carl Hombach; APO, NY; Gary Elhart - Joe Hurd; Bamberg, NY; Gary Elhart Thomas !sole; Poughkeepsie, NY; Gary Elhart - Ted Magaletti; Thomwood, NY; Paul Voight - Alan Moore; APO, NY; Gary Elhart - Greg Mueller; APO, NY; Gary Elhart - Constance O'Connor; APO, NY; Gary Elhart Thomas Isole; Poughkeepsie, NY; Gary Elhart - Cesar Ayala-Pabon; APO, NY; Gary Elhart - Orin Patterson; APO, NY; Gary Elhart - Christian Poracchia; New York City, NY; Paul Voight - Britt Raubenheimer; New Paltz, NY; Chris Thompson - Bradley Robinson; APO, NY; Gary Elhart - Ronnie Rushneck; Pleasantville, NY; Paul Voight - Scott Schumacher; APO, NY; Gary Elhart Ronald Shaw; Delhi, NY; Dan Guido Paul Vallete; APO, NY; Gary E!hart.
Foreign David Hill; Dortmund, West Germany; Gary Elhart - Frederick Hurd; Wurzburg, W. Germany; Gary Elhart.
Region 8 Jay Carnevale; Quenchee, VT; Jeff Nicolay. Region 10 Jack McGaha; Dunwoody, GA; Buzz Chalmers.
DECEMBER 1987
ROMER HELMET Made by German manufacturer with over 125 yrs. of experience ii was designed 10 provide a light weight helmet that QiYeS maximum protection. • DOT approved • Exe. temporal proteclion. • ~pecial ear openings • Made of polycarbonate. • Available in Y. 0. White • Price S 75 ~--...;;;;;;..._ _...1 HIGH ENERGY SPORTS "BUS" PARACHUTE High Quality chute designed to withstand highspeed openings • Built to TSO standards • All seams reinforced • V tabs at each line attachment • Type XVIII bridle rated at 6000 lbs • Deployment Bag w1cont
.__ _ _ _ _ __. • Price.
Region 12 Felix Nazario, Jr.; APO, NY; Gary Elhart - Thomas J. Simon; Evanston, NY; Gary Lagrone.
ADVANCED RATINGS NAME; CITY, STATE; OBSERVER Region 1 Greg McMurtie; Portland, OR; Russell Tworoger. Region 2 Tim Riley; Montecito, CA; Tom Truax. Region 3 Ray Godfrey; San Diego, CA; William Henry. Region 4 Rick DeStephens; Phoenix, AZ; Don Jones - Robert Lene; Grand Junction, CO; Jim Shaw - Jim Yocum; Littleton, CO; Richard Annis.
MASTER RATINGS NAME; CITY, STATE; DIRECTOR Region 2 Greg Pujol; Sunnyvale, CA; Russ Locke.
INTERMEDIATE RATINGS NAME; CITY, STATE; OBSERVER Region 1 Dianne Bates; Spokane, WA; Larry Strom.
AIRSTREAM HARNESS The low drag prolile harness features· • Adjustable C.G. • Faired parachute & ballast container • Adjustable foot sttrrup. • Cuslom sizes to fit all pilots. • Large choice of colors. ..........._....._....__ _ __. • Price .S340
.S395
BULLET BALLISTIC RECOVERY SYSTEM The bullet is a ballisllcally (spring) deployed chute that 1s easily attached to any glider. It virtually eliminates any chance Fastentanglement. deployment time. ~ . · - -· • .. of •chute. . -.-,_, .•.· • 18 gore chute. . • 20.4" canopy -., • Total system wt. 3.3 kg. • • Price. . . S545
DEL TA WING 1'RAINING WHEELS. A must for all beginner and novice level pilots no more sudden stops with these high impact. urethane landing wheels Prevents injuries to hands, elc. Less chance of damaging your glider wilh a hard landing. • Liletime guarantee • Dealers inquire about additional vol disc • Price .S40 INSTRUMENTS Ball 620H Vario/Audio $280.00 Ball 651 Vario/Audio-Allimeter w/10 fl. steps .. $495.00 Ball 652 Vario/Audio-10 tt. Altimeter-Airspeed . S590.00 Retrofit Airspeed to Model 651 .. S130.00 Ball 670 Airspeed. 2.25 inch, 70 mph . .S125.00 Ball M-20 Wrist mounted Audio/Vario. . $200.00 Ball M-20 wiearphone jack. .$250.00 Lilek VE 12 wrist mounted .. S169.00 Lilek VE 12 w/earphone jack. .S179.00 Litek VE 7. . S169.00 Litek VE 35. . $198.00 Roberts Vario & Alt ... $295.00 Hall Windmeter. .S 21.50 MISC. MATERIALS & SUPPLIES Delta wing T shirts .. S 8.50 Golf shirts .. S 12.50 Streamline tubing-1"" x 2v,·· X .058 wall S 7.50/h .. S 2.00 lnslabushings-1v,··. 1':,·. Pl,·. Ft,·· Order 100... . S 1.00 lnstabush insert for v,· bolt . . .S .20 Delta Wing stocks all Progressive Aircratt parts & accessories See your Delta Wing dealer nearest you or contac1:
Region 5 Robert Combs; Whitefish, MT; Steve Hawxhurst.
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15
USHGA REPORTS
1987 Fall Board of Directors Meeting by Cindy Brickner Some members wrote to comment that
my last repo/1 of a Board meeting seemed to introduce topics abruptly. I wrote in a terse style to prevent drawing space away from articles, letters and news items in the issue. This column's report is not intended to be a complete accounting of the discussions and all motions made during the Board of Directors meeting. Its purpose is to provide an overview of the actions taken by the Board and advise members of immediate decisions affecting member services or procedures. A conversation with your Regional Director will provide you with the background, flavor, intensity and sincerity of discussions that go on during a BOD meeting. Any member may request a copy of the complete minutes of any Board meeting from the office. -CB FALL 1987 BOARD MEETING REPORT In attendance: Brickner, Busby, Buxton, Collins, Fournia, Heckman, Jacob, Johnson, Langworthy, Locke, Pagen, Richardson, Rikert, Sharp, Sims, Woiwode, Zeiset. Absent were: J. Bennett, B. Case, W. Dodge, K. Godwin, S. Hawxhurst, R. Kells, M. King, W.W. Richards. Also attending were: Hildreth, Lawless, Pfeiffer as honorary directors. Gil Dodgen, Editor. Jan Siskind, Anne Horrigan, Mike Meier, Rod Binaker, G.W. Meadows, Jerry Forburger, Randy Adams, Barb Kramer, Gaston & Bobby Servant, Vic Powell, Guy Letourneau, Greg Dewolf, Ken Brown, Sharon Anderson, John Ryan, Dudley Mead, Jim Donovan, Roger and Cheryl Coxon as members in attendance. (To the others who visited briefly, sorry I missed your names. -CB) 16
Motions were entertained to allow a proxy vote for Ken Godwin's absence, replace W. Richards for non-attendance at Board meetings and fill Vic Powell's Director-at-Large seat. Decisions were to uphold policy of no proxy assignment, elect Gaston Servant for the remainder of Richards' term and elect Rich Pfeiffer for Powell's seat. Staff reports from Executive Director and Editor were presented. USHGA membership is growing slightly, due primarily to use of three-month memberships for students by schools in the summer season. (Thanks, schools!) Financially we are stronger, in that expenses are below budget target, revenues are slightly higher than targets. The larger magazine (52 pages) has not offered a great increase in editorial matter, as the advertising demand has matched the page increase. Concern over accident rate and our type of reporting, would welcome more frequent reporting format. Gil intends to write more editorial commentary as schedule permits. Jerry Forburger addressed BOD on growth of towing activity, introduction of students to sport, need for rating program changes to accommodate launch technique. Zeiset resigns as Chair of Towing Committee. Locke appoints Forburger as Towing Committee Chairman.
Old Business There was no further information reported on our affiliation application with the USOC. The Drug Free Consulting Subcommittee was dissolved.
Committee Reports Safety and Training Committee (chaired by Pagen in King's absence) recommended a format for monthly anonymous accident data reporting in the
magazine to spur pilot awareness of safety issues. Submitted questionnaire to staff for inclusion in magazine to poll towing groups on materials, hardware, procedures for forming towing guidelines booklet, standardizing practices and informational service to membership. Towing rating program was proposed and passed back to committee for further development/integration with current system. Consideration given to request to lower 75-hour requirement for Advanced ratings. Advanced rating time required remains at 75 hours. Tandem clinic administrator requirements set at: hold current Tandem Two rating, current Advanced instructor, 50 Class One tandem flights, assist administration of second tandem clinic, sign-off by Tandem Two administrator, sign-off by Regional Director. Grievance was reviewed on non-filing of tandem clinic results by Greg Dewolf; no action taken. Jay Busby directed to update/rewrite SOP on responsibilities of Observers/Examiners for consideration at coming meeting. In General Session, Part 104 changes (Advanced rating hours, Master points) were postponed to an effective date of January 1, 1988. Women's World Team formed and chair, Jan Siskind, appointed. Committee charged with forming process for selecting feminine team for Women's World Championhips. Charged with direction of any fundraising efforts. Requesting 1988 Nationals to hold entry positions for ten women pilots for Women's 1989 World Championships team selection. Communications Committee formed and chair, Jim Zeiset, appointed. Charged with fact finding on various radio operating licensing requirements, reporting to BOD for BOD's consideration of uniform frequency operations (CB, FM, aircraft bands?) by USHGA members. Paragliding Committee reviewed list of current known suppliers of equipment. Advised office to make listing available to inquiries on request, with warning that instruction is strongly advised prior to any flight attempts.
Commercial and Public Relations reviewed promotional projects for suitability, melded into Membership and
HANG GLIDING
USHGA REPORTS Development meeting, due to similar focus. Proposed changes in length of student pilot membership, not changed. World Team Committee discussed fundraising plans in action. Appointed Jim Zeiset as Team Leader for 1988 World Championships, with latitude to choose Assistant Team Leader, manage finances of Team as appropriate. Future Team selection will not use Regionals, will allow any other PAI-member Aero Club sanctioned meet which has one or more U.S. pilots entered if all scoring information is supplied. A pilot's WTSS points are calculated using his best three meets from the previous two years, one meet must be from current year. No more than one international meet may be used. Winning a point meet carries a 10% bonus in WTSS points. The WTSS point scale includes ranking 80 pilots on a shallower drop-off than the 50 pilot CPS ranking. But, for 1989 Team selection, ranking will be based on a pilot's two best meets during 1988, at least one of which is held in the United States. National Competition Committee discussed changes to rulebook as proposed prior to meeting. Changes adopted include: Nationals contest bids should be filed at least nine months prior to contest proposed dates. Nationals must accommodate 60 U.S. pilots, meet may accept additional pilots after pre-registration deadline only up to maximum entry number listed on sanction application. Prequalified pilots into a Nationals entry are top ten from previous year's Nationals, top number from the World Championships, Regionals qualifiers. Entry into Nationals by Regional slots only achieved through participation in current season's Regionals, or last previously sanctioned Regionals. Two competition classes at Nationals, National Class and International Class. Must have twenty pilots in a class to have class divisions. Only these two titles awarded as trophies at the meet. The bid for the 1988 Nationals from Tennessee Tree Toppers was accepted. Contest dates are April 16-24, 1988. Bylaws Committee discussed need for policy statement on conduct of annual membership meeting. Recommended
DECEMBER 1987
adoption of submitted procedure on election of officers. This committee was asked to make recommendation on placement of drug policy statement. Committee recommended a Bylaws change to Article Two - Purpose for inclusion of the statement. Full Board voted this down. Changes to the procedure for revocation of ratings was not considered during this season. Publications Committee redirects Gil to adapt ratings listing format to use less space, will sacrifice readability to some extent. A monthly accident reporting column will commence. National Coordinating Committee reports USHGA members need to interact locally in NPRM proceedings on Tenninal Control Area expansions. Local member/club/school attendance at hearings can negotiate for cutouts, corridors, to allow Visual Flight Rules flight under margins of a TCA. Heckman to write notice for magazine with local instructions. National Fly-In Committee reports a successful event again! (See article elsewhere.) Seeking a bid for host group from central or western states for next season. (Anyone interested?) Insurance Committee still pursuing investigation of self-insurance program. This year to date has seen good record in only few and small claims against insurance plan. Brickner to pursue interpretation from underwriter on reciprocity of coverage with Canadian pilots. Discussed certified schools being allowed to insure premises, no action taken, chapters only may insure premises. Barring unexpected changes, site fees to remain same for 1988 season. Membership & Development Committee directed staff to continue annual publication of organization directory in magazine. Tracking of conversion of student members to one-year memberships will begin this winter. Discussion of ineluding statement on safe flying practices (drug-free) to be included in information handbook, topic referred back to Bylaws Committee. New Business The next Board meeting will be held over the weekend of March 12-14, 1988
in Colorado. Contact the office for details if you plan to attend. All members are welcome. What happened to the "drug issue" you wonder? UH!, there was plenty of discussion, quelling misconceptions mostly. The committee which was formed to voluntarily council members was dissolved; its Chairman had resigned the position in April. The Board discussed where to position the drug policy statement, whether it was significant enough to be a Bylaws change, or where to place it in the association's records. It was overwhelmingly defeated as a Bylaws change. Safety and Training commented that the Standard Operating Procedures 12-7 provided to Instructors, Observers and Examiners already cite ''flying under the influence of alcohol and/or drugs can be a reason for loss of a rating or Instructor certification." Membership and Development and Publications both discussed including "the" statement in the member information handbook on republication. But resolution as to where and how to place the statement were still unresolved at the close of the meeting. The Board had previously notified potential international competition pilots that they may be drug tested at an undetermined point in the future. It was resolved that this warning need not be withdrawn, as USHGA has no control over host countries' entry requirements of competitors. In light of a previous international incident involving another nation's pilots and equipment, drug testing may not be such a far-fetched possibility. Again, we are speaking of potential international competitors now, not US. pilots flying in US. contests. It is not the intent of the Board to smear the names of hang glider pilots by broadly labeling member pilots as drug users. ~ are working doggedly to improve our image as responsible citizens practicing a valid recreational sport. It has been the Board's intent to protect that image by recording our viewpoint on drug use, particularly in conjunction with flying, as an unsafe, unwise, unhealthy thing to do. I hope this leaves all members with a better understanding of the Board's intent on the topic. CB 17
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SYSTEMS TE«:::H~JOL.OGiV, P.O. Box 585 Seymour, TN 37865 Chris Pyle
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WORLDWIDE HANG GLIDING SAl'ARIS ACHIM J. HAGEMAN U.S.H.G.A. CERT. INSTRUCTOR 29 STATE STREET SANTA BARBARA, CA., 93101, U.S.A. PH: (805) 962-8999
If you own a Wills we urge you to send us a envelope with your glider model and written on it. In we will you a copy ""'''"''Ir'"' advisory which has your glider it was manufactured. This will allow you to make sure that your is being maintained in an ,nruu,·,-_ thy condition.
your glider model And don't forget to and on the em;re10,oe.
(JJ! Mike Meier Sep,ten:1ber 19th, 1987 the left crossbar on Eric Smith's HP II failed in flight while Eric was pulling up from a dive during an aerobatic maneuver. The accident took place during the aerobatic hang gliding meet at Telluride, Eric successfully deployed his parachute, and survived the incident, though he injured. When Jim Zeiset broke the crossbar his HP II in May, it was the first such failure of which we were aware. At that time the HP II had been in production for ten months, and the HP I had been on the market for two years and nine months. Both gliders had been HOMA certified to their release. Jim's dent at the time to be a very one, and we treated it as such. We did publish the details of the incident as best we knew them, and warned pilots not to fly their gliders side of the placarded limitations. Now there has been a second incident, and we would like to repeat that with emphasis: If you fly an aircraft outside of the placarded limitations you expose yourself to a highly elevated level of risk. In particular if you enter a maneuver on an HP which causes you rapidly achieve a angle of attack while flying at a very you may break the crossbar of the glider. This may be particularly increas-
DECEMBER 1987
ed if you are at or near the top end of the weight range, (250-lbs. hook-in weight) as were both Jim and Eric. We at Wills Wing are presently undertaking an extensive investigation to determine under what specific circumstances an HP crossbar might break. This is not a trivial problem. The HP design has been tested on three different occasions in three different configurations to determine its strength under positive load. In each case these tests were done in accordance with HOMA airworthiness standards, which require that the glider be able, on the test vehicle, to withstand without structural failure, for a minimum of three seconds, a speed of at least 65 miles per hour at the maximum lift angle of attack (as determined by the onset of separated flow in the root section). Each time the HP was tested, it was tested to a of at least 70 mph for at least three seconds, and the speed exceeded 65 mph in each case for at least 15 seconds. In no test was there any structural failure nor any permanent deformation of the structure. At the present time we do not have the capability to such static load tests at a higher speed. Seventy miles per hour is as fast as our test vehicle will go with the drag of a glider at the of attack. In addition, at that the glider is lifting so strongly that the
car is beginning to become unstable and lose steering response. We do not presently have the capability to produce positive load failure of the HP under a steady state loading condition. Our present test vehicle is a 1970 Buick Skylark with a 350 cubic inch V-8 engine. We also have a 3/4-ton Chevrolet pickup truck which has approximately the same horsepower as the Buick but is substantially heavier and more stable. We have purchased a nitrous oxide injection system for it which will add approximately 175 horsepower. This should us adequate power to achieve speeds of 85 mph or more during positive load tests. We will also be fitting load cells to the truck to measure and record lift, drag and pitching moment during the tests. We have conflicting reports of the Eric Smith incident. Some pilots observing from tl1e ground below did not think the speed of the glider was extraordinarily high (for an aerobatic maneuver) and were surprised to see the glider break. Another pilot who observed from Tomboy Road, almost level in altitude with the glider, thought the was extremely excessive and actually predicted the failure an instant before it happened. We have viewed two different video tapes of the incident shot from the ground below. Neither has allowed us to determine the precise maneuver that preceded
19
SAFETY FORUM the failure, nor what speed was reached. This incident raises a number of concems for us. The HP II was certified to the same standards to which all other U.S. _HOMA certified gliders have been certified. These standards are probably the most stringent in the world. The positive load test requirement has not changed substantively since the beginning of the HOMA program in 1':TJ7. The testing requirement is based on the following theoretical considerations: Beginning with the highest speed that the glider is expected to be operated at (the placarded VNE or never exceed speed of 46 mph), compute a test speed which would provide a 100 % safety factor. This is done by calculating what speed will double the aerodynamic forces if no offloading occurs. (Since forces are proportional to the square of airspeed, the speed to double the forces is computed by multiplying by 1.41, or the square root of two). This speed is 65 mph. Now take the angle of attack at which, at any speed, the glider will produce the greatest amount of lift (the angle of attack at which airflow separation begins at the root). If the glider can withstand this combination of speed and angle of attack, it should not fail in flight when operated at speeds at or below the VNE airspeed. (Actually it should not fail at speeds substantially above the VNE speed either, because of the safety factor. This safety factor also allows for increased loads from gusts or windshear.) This positive load test standard is more stringent than the equivalent standard used for conventional aircraft such as sailplanes, which would not be expected to survive the loads associated with CLmax angle of attack at a speed of 41 % above VNE. In the years since the adoption of this standard, few gliders have had structural failures under positive load. A much higher number of gliders have had structural failures under negative load as a result of tucks, tumbles or flops. Pilots have come to expect gliders to fail if they tuck or tumble, but may feel they should not fail under any circumstances if they remain positively loaded. We would like, in our research, to
20
answer the following questions: 1) At what speed, under the positive load test conditions prescribed in the HOMA standards, will the HP II experience a structural failure? 2) Will that failure mode be the same as in the Zeiset and Smith incidents? 3) Were Zeiset and Smith flying at or in excess of that speed when their gliders failed? What loads did they achieve? What effect does their weight or strength have on their ability to load the glider in such maneuvers? 4) Does a glider experience higher structural loads under a dynamic loading situation, such as when the angle of attack is rapidly increasing, than it does under the static conditions of the HOMA test? (Theoretical considerations strongly suggest that it does.) How much higher, and by how much does this reduce the speed at which structural failure can occur? 5) Is the HGMA method of determining the angle of attack for Clmax by using the root flow separation angle of attack sufficiently accurate, or is there another angle of attack at which the structure is significantly more adversely loaded? 6) Is the present HGMA convention, which is also used in airplanes and sailplanes, of assigning a VNE and expecting pilots to operate within that limitation reasonable for hang gliders, or should hang gliders be unbreakable under positive load in any maneuver at any speed that is achievable? 7) What maximum speed is achievable on an HP, and what loads can be pulled at that speed? 8) Does the HP need to be stronger than it is, and if so, how much? We will keep you infonned of the progress of our research, and we ask all of you to please consider the very real risks involved in deliberate aerobatic maneuvers in hang gliders. For our part, we will continue to utilize aerobatics as a research tool, but we sincerely recommend that you not do aerobatic maneuvers in hang gliders unless and until such time as a suitable aerobatic glider is designed, tested, and made available. To the best of our knowledge, no such glider exists today.•
Post Script: The above article was originally submitted for publication in the November issue. Due to a miscommunication, it was pulled from publication in that issue at the last minute. Since then, we have completed the first phase of our test program, and we have the following preliminary results to report: Our new test vehicle has the test rack and nitrous sytem installed, although the electronic load cells have not yet been installed. The nitrous allows for faster speeds than we had previously been able to achieve. Ui? have so far failed three HP I/s under positive load on our new vehicle. Each was set at the root section stall angle of attack as prescribed in the HGMA standards, which for the HP II is 30 degrees. Each Jailed the crossbar on one side. The first failed at 72 mph, the second at 80 mph, and the third at 71 mph. The first and third were brand new full race gliders, using the heaviest metal finish cloth in the trailing edge that we have used, and trilam cloth in the leading edge. The third glider was Erik Smith's glider, and it had kevlar reinforced trilam cloth on the leading edge. The second glider was an HP II demo that had a great many hours on it, and on which Mitch McAleer had done many loops. It had a slightly lighter weight metal cloth in the trailing edge and surfcoat cloth on the leading edge. Ui? have also gathered some preliminary load data using a Dillon 2,000 pound load scale. These data indicate that at 70 mph at 30 degrees root angle the HP II is pulling somewhere between 1,200 and 1,600 pounds. Just as this issue goes to press, the HGMA will be conducting its own tests on Erik Smith's glider, and will have its own results to report, probably in the next issue. It now appears, based on our tests, that it is quite conceivable that Erik broke his glider simply by exceeding 70 mph while at or near the maximum lift angle of attack. To do that he would (continued on page Tl)
HANG GLIDING
The
one for
..
--
·Contact your local PACIFIC AIRWAVI dealer to experlenc.-Hte FI/Ntltat comes ttandard wlffi.every
Y/8/0NMARK IV!
photo by Leroy Grannis
~a1:un1av morning, and
"""'"""m,g across the central drumming my while listento Ario Guthrie sing about Alice and her restaurant. I wasn't and I seemed to in of the fact that it was be in a still well over a thousand miles to 1elluride, Colorado. I wondered. I'd been to Telluride twice before, and spent the rock~ in the first half of the week rain and snow. Why should this year be dif.· ferent? It's another meet. I had no way what the weather would do this year, but is different about the Telluride Festival. I remember about it back in '74 and '75. Bob Keeler got top time in one meet 3 minutes and 47 seconds. The last sentence in the article ". . . most of them will be back any time hear about cornrn!tl·· tion at 'lelluride." Idaho and Utah with After I found a serious case of white-line up in the truck outside the fence at the Moab, Utah The overcast sky and dark clouds set the mood for the next of I in at the local grease-n-go in Moab for some pastry, coffee and gas. "Got to rolling," I I drove past the
22
Paradox Valley, and driving in spite of the fact that it looked soarable. The clouds ahead were ominous, but I onward anyway. As the town approached I finally eased off the lead foot The clouds seemed to be up a little. It felt good to be but something was wrong; it felt like I should be driving somewhere, in a hurry. As pilots arrived they started that old familiar routine shuffling from shop to and hanging out waiting. 1•.v1'1rv=1v the weather wasn't going to be a repeat of previous years.
TRAGEDY News of the previous week's tragedy was i:,p1,.:;au11115 via the !!ratre'vme. an advanced pilot from Utah, had died in a crash several before the meet. The details varied with the various accounts of the accident, since much of the discussion was based on ""'~·'""'""" only one pilot witnessed the "'"""''m, and from a considerable distance. was do·· It was that aerobatics at a low altitude, in an Xcel 180, when he entered a steep nose-down that continued to the ground. He was ap1par,ently unable to deploy his parachute. In light of the shock and confusion surroundthe incident, it was apparent that there
was no clear consensus about the causes of the accident. was a figure in his area, acting as the local safety director and co-operator of the South Wind Gliding School. He taught skiing to handicapped children, often for free. He will be remembered by his friends as a natural instructor, accomplished tandem pilot, and as a 100% type person. Cards, or donations to his memorial may be sent to 9173 Falcon Circle, Sandy, UT 84092, c/o Dana
START YOUR ENGINES After two days of thunderstorms and ground-bound hang waiting the weather broke on to the top is never ea&y, but getting over 200 air-hungry pilots to the top, often several times a day, is a whole different game. The Telluride Air Force organizes four convoys a day, of about a half-dozen trucks each. One truck is a club owned truck, and the rest belong to enterprising locals who provide this invaluable service. No two trucks are alike, and loads vaiy from three to twelve per truck. Considering the steep roads, mud, snow and altitude, pilots often try to jockey for the "best truck;' and develop favorites by the end of the festival. After choosing an enclosed truck HANG GLIDING
to beat the cold on our first ride up, we found ourselves feet
30 mph backwards, aud 50 in the mud at the same time. for the cops, because I knew With no way to jump out, evc:rvlJodlv wished they had chosen an open truck! After three attempts, and a herculean tug-o-war with a aspen tree, we made it up the road, and got our first flights on
IT'S A WIT('.H In of weather it seemed an inevitable that the tradition old to "The Wind Gods" would eontinue, and so it did. The is more biz,arre each year. Would you believe barefoot fire ex-
wr,eck:agi~/ Naaaaah, I wouldn't believe it either! It must not work when the because the and nasty. An pilot, Jepsen, was in rotor turbulence while ski area just west of town. He de•pJoyr,0 his chute and came down from a few hundred feet for a safe This is intense on south wind News of the incident heat up the launch potato with a number of spcmding the whole From this point on the weather ger1enllly im1r:iroved t1111ou~:hout the week, and each new stories, tales of amazement, sled mns, and countless altitude records. The meet was quickly bec:ornting a festival! 111c Telluride Air Force docs a first class job For a club ten members the whole thing is with short of put on programs for most including slides, movies, talks and dances. Leroy Grannis and John combined efforts in an slide show of classic from the sport, including the history of the festival over the last 14 years, and unforgettable aerobatic shots. Their show was of how far the sport has come. One shot, taken at the loop, seemed to capture the essence in a The blissed-out a loop with less appilot was prehension than we used to setting DECUMD!lR 1987
The Gold HUI takeoff swarming with gliders. Photo by Leroy Grannis. The movie "Off The skiing and hang gliding from Mount Cook, New Zealand, completed the eornp,mson. Filmed in the early seventies, the showed pilots plummeting down over ice falls flying Seagull Ill's with swing seats. It was incredible to watch what these guys had done, but even more incredible to see how far we've come. up our
AEROBATIC COMPl!:TITION With the festival in full swing, and evl:rvlx!dlv flying their brains out, it w<1s time for the first rnund of the aerobatic competition. Thirteen invited pilots cranked, banked, spun and looped their way out of the sky John established an lead with his smooth, clean, multiple loops. Larry Tudor, Mitch McAleer, and Enrico followed close behind in the early result~. The second round was a rough one, with two structural failures within a half hour. After several impressive routines were completed, the crowd was horrified to see Erie Smith's HP fold up as he was entering a climbover. His crossbar broke, and he rolled several times before getting his chute out. Eric's descent to the creek bed was amazfast, but he came out OK, although obviously stiff and sore. Bill Bennett caught the incident on video, which the officials reviewed in an attempt to dete1mine at what in the maneuver the crossbar failed. Just as the crowd got the news that Eric
was OK, and on his way to the clinic for observation, they were shocked to see Dan Murphy's &"TR stop and tumble during the second loop in his routine. One wing broke, and he started to spin rapidly. Dan deployed his chute, but the canopy failed to inflate, apparently due to the rapid spin and the relatively slow descent rate. Dan was prepared, however, and deployed his second parachute! It didn't open either. The rapid spin continued for 70+ revolutions, with both parachutes streamering above him, all the way down into the trees which broke his fall. When the other pilots got to Dan they found him dizzy, and with bruised ankles! He radioed back to the crowd in the landing zone that he was OK. The crowd cheered with relief. The pilots who witnessed the incident could not ignore the significance of what they had seen. The rest of the round was called off due to the incidents. The shock from the accident~ caused many to question the very idea of aerobatic competition. Many others felt that the competitors were aware of the danger, and should be responsible for their own safety. It seemed apparent, however, that people wanted the meet to continue. The pilots and officials decided to hold a makeup round Saturday morning. Mitch CENTERSPREAD: TeHmide's fall colors Photo Steve Aden.
over
a J.,aUocm.
23
flew with the rest the final ronnd that evenSh<)Wrnar1sh:ip was the rule of the
n,c,rnim, round, and
is no to win. Pilots need to do a variety of consistent maneuvers with both and control. If aerobatic co1np1!tition it is that the on increase as well. When the smoke had cleared John had taken the title, and the with con·· sistent in his custom aerobatic Mitch McAlcer had taken round two, Tudor increased his score every Enrico one round
nanative round left the crowd obviously interested, and enthusiastic. like aerobatics!
7th Ammal World Aerobatic Rrsult'!
Pilot
Glider
I.John ............ Mystic 155 2.Larry Tudor ................ HP II 3.Mitch McAleer .............. HP II 4.Enrico ................. HP U 5.Dave Gibosn ................ HP n u.1~.uv1;c Anderson ............. HP II 7. Rob Millman . . . . . . . . . . . . ... HP n 8.Tom Low ................... HP II 9.Bob Vogel .................. HP II 10.Jay Busby .................. HP U 11.Dan Murphy ................. GTR 12.Eric Smith .................. HP II 13.Kevin Dutt ............. Sensor 510
26
HANG GLIDING
HANG REA VEN '87 Before, during and after the contest the festival went on! Pilots were flying every day, and oftentimes twice a day. Altitudes near 18,000' were common, as were "whack" landings. The trees surrounding the "Seizure Zone" grabbed two gliders, and reluctantly gave them back along with the coveted "Golden Hammer" award. The bushes wouldn't be slighted, and claimed their share of several gliders, as did both the swamp in the "Leisure Zone," and the trees in the ski area. Where else but in Telluride can one earn special awards, and group recognition, by throwing his chute, crashing in the trees, waiting through launch cycles, wearing a Darth Vader style instrumented helmet, or even by doing something as simple as talking too much on the radio? Where else can one get a can of "food" that is specially formulated to meet the nutritional needs of both the competition and recreational pilot? Every day of the festival had a surprise in store for someone - pilots and earthlings alike. One of the TAP staff members was treated to a surprise birthday party, complete with champagne and shrimp in the LZ. Happy birthday Carmen! Sunday morning found two pilots, John Heiney and me, getting up at 6:30 AM, heading up the mountain, and launching into Bear Creek canyon at 8:00. We flew out through a slalom course of five hot air balloons for an aerial photographic duel. It felt a little ridiculous taking pictures of everybody taking pictures of each other! One pilot flew over the park and emptied a large bag of flowers on an outdoor wedding below. Although most didn't bother, two pilots even went XC! When all was said and done, four major incidents had plagued this year's festival. Two parachute deployments worked, and two did not. One was not deployed. Four different gliders from four different manufacturers were involved. One occurred on a glider with HGMA certification, and two on gliders without HGMA certification. One originally certified glider was highly modified. Three occurred while doing aerobatics, and one in normal flight on a very turbulent day. Two hundred eighteen advanced pilots had flown seemingly countless flights at what is undoubtedly one of the world's most incredible hang gliding sites. Sunday afternoon I found myself at about 16,000' over Palmyra peak, flying out in order to escape some ratty air, and thinkDECEMBER 1987
ing about what Steve Moyes had said in his presentation a few evenings before. After covering hang glider development, testing, and advancements in performance and strength, he added an editorial comment: "We're still like a leaf in the breeze," he said. The matter-of-fact tone in his voice stuck in my mind. "I'm cold anyway," I told myself as I headed out to get lower, and get warm. As I flew out of the turbulence I started to relax and look around: Snowcapped mountain ranges extending as far as I could see. Gold-colored aspens scattered throughout the green forests and valleys. Craters and alpine lakes nestled between the peaks. "This is amazing!" I thought to myself. I flew on for a few minutes without getting lower, when I began to realize that I was starting to take this for granted! After all, this wasn't particularly high for Telluride, and most of the week was better. Out of the corner of my eye I noticed an unusual glider doing a series of loops several thousand feet below me. Scanning the horizon I could only see 20 or 30 gliders scattered about the skyline in the distance. The overwhelming grandeur of it all leaves one stumbling for superlatives. Suddenly it struck me - as it -----------(continued from page 20)
has many times over the last 16 years, this time stronger than ever - how incredibly lucky we are. We can fly! I mean really fly! That evening, over dinner, a tired TAF staff member came into the restaurant to tell Hugh Sawyer, the meet director, that they had finally found the lost pilot who had landed in the forest west of launch. ''I can't believe it,'' she said, ''Telluride, the festival that wouldn't end!" I hope she's right, because this place is heaven on earth with an onion slice! Next year's festival is scheduled for September 12-18. I think I'll be in a hurry!•
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(Structural Failures) have had first to reach a substantially higher speed than that, and then pitch up rapidly enough to reach maximum lift while still traveling at or above 70 mph. ~ have viewed a third video of his accident, taken from a different angle, and it appears that he may indeed have had that much speed at the time of the failure. ~ will be continuing our investigation. ~ still have many questions to answer. Among other things, we will be investigating various ways that we might increase the structural strength of the glider. In the meantime, please be advised that aerobatic maneuvers on any hang glider may lead to dangerous structural failure. This danger is particularly acute for maneuvers involving high G pull-ups at high speed on new HP II full race gliders, particularly for pilots at the top of the weight range. Every test result we have indicates that this glider passes the HGMA standards by a significant margin, but the glider obviously can be broken in flight under positive load.
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A Systems Approach To
HANG GLIDING SAFETY RULES A Comprehensive Safety Review by Doug Gordon
1 reading the accident reports every year what becomes apparent very quickly is that pilots are consistently making the same kinds of mistakes. Many of these mistakes are easily avoidable and most times even frivolous. It's as though pilots have either forgotten the rules of safety, never learned them, or are just disregarding them for some reason. The purpose of this article is to interface safety rules against the statistical data contained in Doug Hildreth's accident reviews of the last five years. It has been seven years since fully-cambered batten gliders arrived en masse on the scene. Long-term statistical samples are just now coming into being for modern equipment. The systems approach is an empirical way of thinking which takes into account all known factors. Systems are made up of sets of components that work together for the overall objective of the whole - the whole in this case being pilot safety. The systems approach is simply a way of thinking about these total systems and their components. Over the past several years one form of reading material I have given my students is a photocopied page entitled "Hang Gliding Safety Rules." This article is an expanded version of that page. The idea is that by giving a list of overall safety concepts the student could focus on what was essential to performing this sport in a safe manner. He could then read the books and articles presented in class while keeping in mind these central safety concepts. The goal is not to describe every possible situation, for that is always impossible, but rather to list the overall safety concepts in order to get the pilot to think and fly in terms of safety. In other words, the pilot's plan before and during flight is given equal weight to the joy of flight itself. DECEMBER 1987
INJURIES - MAJOR CAUSES Head/Face Neck Chest Abdomen Pelvis Shoulder Arm-distal humems Forarm-distal radius Leg Back
1982 24 5 3
3 19 11 4 3
FATALITIES - CAUSES Stall on launch 1 Stall on landing 2 Stall in flight 2 1 Aerobatics Flew into cliff Landed in surf Heart attack Failure to hook in Towing related Flew into rotors Structural failure Flew into ground No instruction Mid-air collision
1983 25 11 13
5 3 8 40 10
15 12
1984 18 11 1 4 6 8 8 12 36 10
1 3
1985 33
22 2 5
17 38 8 40 3
1986 'TOTALS 40 140 12 39 48 9 3 15 5 19 19 55 32 137 25 66 71 166 8 36
3
MEAN
28 7.8 9.6 3 3.8 11 27.4 13.2 33.2 7.2
6 5 7
3
1
2 3 1
3
4
7 4 2 2 2 1 44
ALL REPORTS - MAJOR CAUSES A. Crash on launch B. Crash on landing C. In-flight stall D. Strong weather E. Flew into something F. Failure to hook in G. Aerobatics H. Mid-air collision
1982 18 19 20 11 7
3 6
1983 59 48 26 24 34 8 6 7
1984 84 61 21 50 42 13 8
1985 112 93 17 47 32 4 6 2
1986 121 132 38 28 36 6 6 3
TOTALS
MEAN
394 353 122 160 151 34 32 13
78.8 70.6 24.4 32.0 30.2 6.8 6.4 2.6 29
The rules in this article represent a conservative form of flying and, of course, pilots will themselves decide to what extent they will follow them. As you read through, however, you'll notice that it is possible to fly safely and still have a lot of fun. The accident reports over the past five years show a remarkable degree of consistency. So much so that it appears possible to have a year completely free of fatalities if we can get USHGA members to focus on specific areas of safety. Imagine being able to tell the Olympic Committee at the 1988 summer games that the U.S. has not had a single hang gliding fatality all year. They are considering hang gliding as an Olympic sport. There would be a good chance the media might announce it over national or worldnet television. That would be a giant step towards Mike Meier's idea of rewriting history in terms of changing the average person's perception of our sport. Listed below are statistical tables of causes of accidents, injuries and fatalities for the past five years. They show a very persistent and undeviating story. In addition, the fulkming causes of accidents may have contributed to the ones already discussed or are primary causes themselves: I - Parachute/unsuccessful; J - Flew into rotors; K - Flew into ground; L - New glider/new harness; M - New site; N Structural failure/hang loop failure; 0 Incomplete assembly; P - No instruction; Q - Emotional factors; R - Physical health; S - Tandem flying; T - Towing related. The absolute numbers in terms of frequencies from year to year for each category should be heavily discounted due to variances in numbers of accident reports submitted. What is important are the patterns through the years of absolute numbers in each category relative to each other. These data seem to indicate three things generally: First, that the same kinds of accidents are happening consistently over time. Second, that accident review chairman Doug Hildreth has been correct all along. He stated in the 1986 accident review, "I want to emphasize that the cause of fatal accidents has always been identical to the cause of all accidents; crashes on launch and landing lead the list of causes of all accidents, and it also leads the list of causes of fatal accidents." The importance of this statement is that although there are about twenty causes of accidents, there are a select few which are producing the majority of these accidents. 30
Schools should be very stem in systematically teaching safety rules regarding these causes as well as for all other causes of accidents. Moreover, as the accident causes cross all skill levels, clubs should be just as diligent in reviewing safety rules which could have stopped the accidents from occurring. Thirdly, the statistics also indicate that there are enough different kinds of accident causes to make it difficult for the average weekend flyer to keep an "intellectual handle" on all cause/cure combinations since these data are scattered over a wide range of publications and time. This article will attempt to give the pilot that handle. The safety mies are categorized under headings from the statistical table All repons - major causes. Some of them may refer to more than one category.
A. CRASH ON LAUNCH 1. Do not attempt downwind or no-wind
takeoffs. Wind should be apparent and no more than 20 degrees cross to the launch. Since minimum flying speed is approximately 18 mph and that a quick run with a glider is about the same, a few miles per hour of headwind in many cases means the difference between launch and crash. In other words, the difference between no wind and five mph is much more important than five mph and ten mph.
2. Always try to run down the hill's incline rather than off the flat top of the hill. Launching from a flat surface into vertical winds can easily cause a stall. The steeper the cliff face the more vertical the air movement at the end of the launch ramp. In addition, the greater the wind velocity, the greater the vertical wind movement. In general, in moderate to high winds, the pilot should focus on a moderate running pace, keeping the wings level and angle of attack constant, and maintaining proper airspeed at the moment of launch. In light winds a good strong run is necessary. A good rule of thumb is to start running slowly, then commit yourself and run as fast as you can where you know for sure that you are keeping the wings level and angle of attack constant. 3. Place streamers below launch at 50' intervals. As the wind rises toward you, view its effects in making your decision for takeoff run (speed and direction). Use a tell-tale "hook in" ribbon on a front flying wire. (Kicking the dust is not accurate as a wind indicator because the dust is in a rotor from the cliff edge.) 4. Do not fly in high gusty winds. This is
either a major factor or contributing factor in many accidents. 5. In pioneering new sites, be sure: a) Obstructions (bushes, rocks) are well clear of your wingtips on launch. b) That you can glide to the landing zone. c) That the slope is steep enough for a successful launch. d) That you have walked the landing zone and have thought out landing approaches from all wind directions relative to obstructions. 6: Ask an experienced pilot to serve as a wire man in winds above 15 mph. It is better not to fly at all than use an inexperienced wire man. It's also a good idea to stand back from launch a few steps to simulate takeoff and see how the wire man reacts.
7. Be sure to wait for wire man to get completely out of your way (under side flying wire) before beginning takeoff run. 8. N!ll "clear" before initiating takeoff run. 9. Keep running until the glider lifts you off the ground. During takeoff run do not jump into glider as it begins to lift. Be sure to start with the nose angle slightly positive.
JO. Maintain sufficient airspeed and directional stability at launch before attempting to get into your cocoon boot or harness stirrup. B. CRASH ON LANDING 1. ITTten you get below 50' AGL you should
always be flying at best glide speed or a little faster. One of the largest causes of accidents through all skill levels is pilots forgetting to maintain proper airspeed through the wind gradient.
2. Keep your hands on the downtubes within 50' of the ground. Any pilot who blows a launch or landing while holding the basetube is very likely to become one of the year's fatalities. This is one of the most important safety rules. Over 90% of the injuries listed under fatalities every year are head/ face/neck. If you crash holding the basetube your prone body acts as a swinging battering ram with your head hitting first. Think about it. Read the statistics. 3. wnding zane topography. Walk the landing zone and alternative landing zone. Place a windsock in each of them. Consider how you would land in every wind direction relative to obstructions and rotors for each. Consider your downwind, base and final approaches for different wind velocities (ground tracks).
4. Always give yourself at least twice the space necessary to land near obstructions. Try not to land near them at all. 5. Set up your approach carefully and keep HANG GLIDING
photo hy Ed Fields
an eye on the windsock. 6. Memorize all landing wne obstruction locations, locations. the mountain before launch
7. Flare timing. Modern
retain their the level and allow the to out its As it does so, slide your hands up the downtubes. When the to mush, push behind you for a
IN-FLIGHT STALL 1. All and novices in ""''·1u:w.1J•r. should pay close attention to maintaining too slowly, or flycauses more accideuts and i1tjuries than all other reasons combined. 2. msumcwiu
4. Memorize the relative to your In sink, pull in 1m1ne(Uate1y. maintain air.
6. Mounted cameras. DECEMTlllR 1987
must have a
counterweight which is equally weighted and equally distanced from the hang point. 7. too close to the ridge can be dm1w,rm1.c. Maintain enough airspeed. The near the tends to roll the into the Be ready to pull in and away from the This kind of accident is especially dangerous since are flying relatively close to the ground holding the basetube. 8. 1hennal-induced stall. If you feel yourself going "over the falls;' be sure to pull in to maintain
STRONG WEATHER 1. Do not fly in high gusty windf or near stonns. {l wind and gust differential pick up while in flight, land immediately. ifpenetration problems occu1; fly at best to the shortest distance away In this way if you get low you won't get rotored. If all else fails, it is ""·'"'"'111" better to perform a controlled crash into the wind on top than to get blown behind the and rotored. If you start to get blown back, one hand on an upright. In this way you will not significantly increase but will be able to get your head and neck back in the event of impending crash. This situation can be avoided by following rules l and 2 of this section. 4. Do not fly into clo~, they are extreme-
ly turbulent. If you get sucked up into one, try to fly fast out of it. Slipping turns or getting up on the downtubes and pulling in hard for maximum descent rate sometimes Wear a compass. 5. Do not fly in lift conditions or thermal conditions which are above your skill level. 6 lf other pilots are taking down their gliders due to strong conditions, then you should do the same. If other pilots are taking off into ve1y stmng conditions but you don't feel right about it then do not fly.
E. J<'LEW INTO SOMETHING 1. Be aware that your wing tips ther out than your perception normally indicates. allow yourself twice the distance necessary to clear obstructions. Small landing zone sites are to be flown only when your skill level allows for it and after a thorough walk and consideration of the landing zone.
3. 1here is a general tendency for pilots to overshoot the landing zone. Be aware of this and pick a landing spot about JOO' closer to you on final approach, if possible. ABOVE: I.,111.lie Ward executes a takeoff. running until the off the Use a into the
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4. Be prepared to overshoot the landing zone during midday thennal activity. 5. Read "Visiting the Landing Field" by Ken de Russy, Hang Gliding, March, 1987. a To shorten glide path, get up on the downtubes early for maximum wind resistance and pull in hard. To lengthen glide path, stay prone in safety by holding downtubes low close to the ground, and fly at best glide speed.
7. Plan your flight and fly your plan. F. FAILURE TO HOOK IN - FAILURE TO UNHOOK. 1. Hook in hang check; hook in step through. In addition it is a good idea to lift glider until straps tighten just prior to orienting glider for takeoff. In this wey you'll know that you're hooked in and at what point in your push-out the straps will tighten. 2. During hang check, look to see if your legs are through the (tightly fastened) leg straps and on the correct sides of the rear support ropes (for cocoon harnesses). Be sure your back strap is securely fastened, then look up at your carabiner and hang loops. 3. Upon landing, unhook immediately and move glider out of landing zone. Never walk around or back up the hill hooked into the glider.
skies; using only one hang strap; or forgetting to do a thorough glider and harness preflight. 3. Have your parachute repacked every six months by a certified rigger.
4. Read "Parachute and Equipment Care" by Rob Kells, Hang Gliding, July, 1987.
5. Be extremely careful and cautious belaw 200' AGL. Consider this same attitude at any altitude.
a Bridle line. Be sure the parachute bridle travels up the main harness support strap on the right side if you are right handed and vice-versa. Be sure the parachute bridle is connected to the carabiner behind the main support straps opposite the gate. 7. Attach a quick link to the top of your harness mains and to the prachute bridle. If your carabiner fails you '11 still be attached to your parachute. 8. Accidental deployment. Utilize a safety pin system on your harness and parachute deployment handle. These pins must have the proper curve, length, and attachment points. High Energy Sports has the specifications. 9. Have your club sponsor at least one parachute deployment clinic in a simulator, per year. JO. Practice grabbing for your parachute on every flight.
J. FLEW INTO ROTORS G. AEROBATICS 1. Never attempt aerobatics in a hang glider. Failure to maintain airspeed through a loop is usually catastrophic. You have an excellent chance of killing yourself.
H. MIDAIR COLLISION 1. Consider not flying in crowded skies. 2. Memorize and follow rules of the ridge and rules of thennal flight. 3. Fly defensively. Assume that other pilots will break the rules and leave yourself room to escape. 4. Always clear your turns. 5. If possible, know with whom you are flying. 6: If the site you fly is generally crowded, consider flying with both ballistic and handdeployed parachute systems. I. PARACHUTE - UNSUCCESSFUL I. Consider flying with two parachute systems. 2. Situations. Don't put yourself in a situation where you might need to use a parachute: doing aerobatics; flying in strong gusty or thennal conditions; flying in crowded 32
1. Always fly on the windward side of the nwuntain. Put a windsock on top so that you can keep an eye on the wind direction. 2. Never fly into a canyon. Some launch sites are perched above canyons. If you get below launch, fly out into open air immediately.
3. Don't fly in high gusty winds. 4. In flying cross-country, your height above the ridge should be at least its height AGL before you fly downwind. Never fly behind a ridge in ridge lift alone. 5. For penetration problems, see safety rule D3.
K. FLEW INTO GROUND I. Do not use slipping turns below 50' AGL. Many advanced pilots use slipping turns to lose altitude rapidly, in many cases to fly into small landing zones. A few slip once too often. Stew Smith's fatality had this as a contributing cause. He was also apparently holding the basetube. 2. Landing procedure. The proper procedure for going to the downtubes is: a) Get your feet out of your cocoon; b) Get your torso up by pushing away from the basetube
with both hands; c) Gently grab hold of one downtube at a time. Many novice pilots are grabbing a downtube, inadvertently shifting their weight to that same side, and spinning into the ground. 3. Final approach. Be sure to set up your
landing approach carefully and according to plan. Do not make a turn in the gradient just before landing unless wind direction changes. Set up your final approach early at 100' AGL, get up on the downtubes and keep your wings level as you maintain sufficient airspeed through the wind gradient. Keep an eye on the windsock. 4. Wind gradient factors. See safety rule Bl.
L. NEW GLIDER I NEW HARNESS A new glider should be: 1. Appropriate for the skill level of the pilot.
2. Test flown on a small hill. 3. Flown very conservatively with an extra margin of safety. 4. Should have the owners manual reviewed by the pilot with the dealer.
New harnesses: I. Be sure you are the proper distance above the basetube. Harness main support straps vary in length; so do glider control bar sizes. 2. Quality of harnesses vary. Some harnesses have been made with leg straps that were sewn only to the exterior pac cloth or did not have a back strap or cross strap in case of inversion. 3. Tendencies. Be aware that pilots have a tendency to forget to put their legs through the leg straps in pod harnesses and to put their legs on the wrong side of the rear support rope for cocoons. Parachute bridle. See safety rule 16. 4. Carabiner. The only type of carabiner to use is a steel locking D-ring type with an 11,000 pound minimum strength. Aluminum locking carabiners have been known to fail. M. NEW SITE I. Site pecularities. Fly new sites only after having talked to local pilots. 2. Driver. Be a driver for the local pilots first. Observe and ask questions, then fly the site. 3. Conditions. Most sites should be flown for the first time in mild conditions, not usually at midday. 4. Landing zane. See safety rules B3 and B6.
HANG GLIDING
N. STRUCTURAL FAILURE I HANG LOOP FAILURE 1. Components. Do not change glider or harness components from factory specifications. 2. Location. Do not change the location of the hang loop along the keel. 3. French connection. Pitch enhancement devices should be installed by qualified dealers and pilots only. They should be used only by pilots with a minimum of a Hang ill (Intennediate) skill level and with a backup hang strap attached to the keel. Their structure should be such that it would be impossible to catch on the pilot's helmet at launch. 4. Minimum. Use a minimum of two 6,000-pound rated hang loops. Replace all of them each year at the beginning of each flying season. Be sure they are installed correctly and position you correctly above the basetube. 5. Walk away. Do not walk away from assembled gliders. If the wind changes it will blow over your aircraft. Keep the angle of attack neutral and directly into the wind while waiting for takeoff. 6 Inspection. All gliders should be thoroughly checked, including sail removal, after any significant hard landing or for suspicion of damage for any other reason. 7. Tuning. Adjust only one thing at a time and only one increment at a time. Test fly on a small hill between each adjustment. 8. film pans. Replace any part that shows any sign of wear. Test fly on a small hill. Review your glider maintenance schedule in your owner's manual yearly at the beginning of each flying season. 9. Worn gliders. Old, worn out gliders should not be flown. They are either the cause or a contributing cause of many accidents. 10. Setup. To set up your glider by yourself, set it up sideways to the wind so it does not blow over. 11. U.V. Ultraviolet damage from sunlight significantly reduces strength and the structural integrity of your glider, harness and parachute. Never leave your equipment out in the sunlight. Pack it up immediately after each flight. Be sure to have a glider cover bag, harness bag, and a parachute internal container bag that does not let in sunlight. 12. Dual cables. All modern gliders should have dual crossbar restraining wires (pivot bolt configuration gliders excluded). 13. Transport. Gliders and harness/ parachutes should be stored and transported carefully. Never have more than three feet DECEMBER 1987
of a glider hanging over the edge of a rack when traveling on rough terrain. All racks should be padded. Never place a glider on a rough edge. Harness/parachutes should not be thrown around in the back of the truck or elsewhere. Keep them in a bag away from sunlight and abrasion. 14. Safeties. Be sure safety pins, and rubber or plastic safeties, are under proper pressure when secured. 15. Cables. They should be replaced when even one strand has frayed, they are kinked, or when the thimble has twisted around the tang. Replace your side flying wires every third flying season. 16 Glider bags. They should be stored in the harness pocket if possible. If you tie it to the keel be sure it is tied securely and does not interfere with glider tuning. 17. Helmets. Hard shell Daf-Z90 rated helmets should be used. They should be hard
"The accident reports over the past five years show a remarkable degree of consistency, so much so that it appears possible to have a year completely free of fatalities if we focus on specific areas." shell because if they hit an object they will tend to slide off rather than grip which could produce a neck injury. Strongly consider a face protector. 18. Nicos and cables. After reading recent articles about cable strength versus nicos, I am still not convinced that one nico is stronger than two. Although one nico may be theoretically as strong or stronger than two, two nicos may offer some protection from loss of strength because of incomplete swaging. In addition to this, I am also not at all convinced that workers assembling cables on a production schedule are "always" going to hold the nico tool jaws closed for several seconds so that the nico-copper has time to cold flow in order to realign to its new form. 19. Faulty components of ceHijied gliders. I wish I could tell you that all certified gliders
are safe. It seems that on many certified gliders there is, at some time in their production run, a dealer bulletin put out describing some fault or misassembly. Just because gliders pass flying and load tests when they are brand new and thus become certified does not mean all their components are as strong as many ofus subjectively think they should be. Greg Shaw's article "Beyond the Cover Bag" (Hang Gliding, November, 1986) was the first written attempt to describe many of these faults. In my opinion we need an updated article of this type written each year so that all pilots and dealers across the country can have specific information about the safety of their aircraft besides the general infonnation that it's certified. 20. Harness mains should be replaced every third flying season. This is because although we use two hang loops, we only use one set of main support straps. For cocoons, use a solid steel ring at the carabiner to pass your support ropes through from front to rear of the harness. In this way if your mains fail you'll still be supported by your support ropes. These supports should be perlon accessory rope, 5mm minimum.
0. INCOMPLETE ASSEMBLY I. Insist on quiet while assembling your aircraft. Assemble it yourself. Do a thorough preflight check - a complete walk-around inspection. Then check your friend's glider while he checks yours. 2. Preflight checks. There are as many as there are gliders. Write your check list down on an index card. Keep it in your harness pocket and use it to make sure you have remembered everything. Completely check your glider, harness, helmet and parachute. 3. Pull-back cord. Be sure to release the pull-back cord after securing the crosstube restraint cables (some models). 4. Clevis pin. Gliders that use a clevis pin at the downtube-basetube juncture should be replaced with an AN bolt, wingnut, and round safety pin. Safeties on clevis pins can snag on bushes and come undone. 5. Comet 2 warning. The large safety pins on C2 gliders are unsafe. Replace them with standard safety pins. 6 Owner's manual. Carefully review your glider owner's manual yearly. Most modern gliders require a specific setup and takedown procedure. If this is not done in the proper order it can result in serious glider damage, usually at the keel tube. 7. Beware of wujfos. Recheck glider and harness components before launch if you 33
walk away for a moment. This is another reason to never leave your glider unattended.
P. NO INSTRUCTION 1. Experienced USHGA ceHified instruction is a necessity. Be aware that there is a wide variance between instructors in their ability to impart physical skills in a safe and progressive manner. Your instructor should allow you to progress at your own pace and at times a little more slowly for safety reasons. Be sure the equipment you are using is airworthy. 2. Self-taught. Strongly suggest to anyone you see who is attempting to teach him or herself to get qualified instruction. Let them know that this is not windsurfing. Q. EMOflONAL FACTORS
1. Concentration. Hang gliding requires full concentration and attention. Numerous accident reports indicate that if something is bothering you that day, unrelated to flying, you should serve as the driver. 2. Conditions. Wait for better conditions. If something is upsetting about your aircraft or the weather conditions, wait until conditions improve or fly another time. 3. Apprehensive. All novice pilots who are apprehensive about anything should not launch. They should wait until they feel better about the situation or should fly at a lower launch where they feel confident. Keep in mind Bruce Hawk's statement, "The mountains aren't going anywhere, take your time. There is nothing more dangerous in this sport than exceeding your skill level."
R. PHYSICAL HEALTH 1. Fatigue. Do not fly when you are tired. Monitor and manage your own fatigue. If you become overly fatigued, land immediately. 2. Physical conditioning. Hang gliding in general - and high altitude mountain launches, flights and landings in particular - require good physical conditioning. Legs and upper body strength as well as excellent cardiovascular strength are required. 3. Drugs. Do not take drugs or alcohol before or during flight.
S. TANDEM FLYING 1. Tandem rating is now required. Check with the USHGA office for requirements. 2. Critical safety. Tandem flying is the most critical kind of flying from a safety point of view because you are taking someone else's life into your hands as well as your own. 34
T. TOWING RELATED 1. Experimental. Towing has undergone rapid changes in recent years, first by Hewett's skyting center-of-mass systems and more recently by Forburger's ATOL truck towing systems. Both have originated in the state of Texas. Until the surface towing guidelines have been adopted and published, towing should be considered an experimental forn1 of aviation. We are very close to the time when a consistently safe form of towing will unleash our sport to anyone living anywhere in the country, so long as it includes proper instruction. 2. Experience. As Donnell Hewett said, "In order for a pilot to be able to tow safely, he must know everything a free flight pilot must know, plus how to properly operate the towing system. This knowledge, skill and equipment means that towing must necessarily be more dangerous than free flight."
GENERAL SAFETY RULES 1. Perform only one "first" at a time. For instance, if you're flying a site for the first time, don't fly it on your first flight on your new glider. This rule is especially important for novice pilots, the classic accident scenario being new glider, new site, first high mountain flight. 2. Pilot error, we should all remember, is a category that includes not just errors while flying, but errors before flying, such as inadequate preflight and the decision to fly or not. 3. ~ar a knife with a sheath attached to your harness for easy access to: a) cut through sail to prevent drowning if you land in a lake, river or the ocean; b) to cut parachute bridle if you are drifting towards power lines after deployment. This is yet another reason to have two parachutes. 4. Test fly someone else's glider very carefully. Be sure you are hanging the proper distance above the basetube, that you have done a good preflight, and that you fly conservatively. 5. Retraining. Pilots who have not flown for a number of years (or months) should spend their first afternoon back in the sport on a small trainer hill to re-perfect their takeoff and landing skills. This will also allow the time to inspect all your equipment. a Wheels. Many pilots, for various reasons, should always use wheels. Landing in no wind with a modern glider is just too tricky for many people. In fact, it's too tricky for many advanced pilots. This can be easi-
ly seen by looking at the number of downtubes sold every year. 7. Wire men/nose persons should use a safety rope. They should double check the pilot's hook-in, leg straps, support straps, carabiner (locked), and hang loops. However, under no circumstances should pilots rely on others for these tasks. The nose person should only be relied on to check the wind streamer for direction and to check for traffic.
SAFETY RULES FOR NEW PILOTS NOVICE LEVEL 1. Instruction. Consider taking an ongoing advanced form of instruction. 2. Ridge. Don't fly too close to the ridge at first. On your first twenty high mountain flights, fly away from the ridge and get a real feel for airspeed recognition and how your glider responds in turns. 3. Ridge soar. Novices should ridge soar no slower than best glide speed. 4. Learn to fly the wind, not the ground. Feel the wind in your face. Learn to judge, "With this much airspeed-I have this much response from my glider." 5. Control. Any confusion you might have about decreasing control of your glider, due to either turbulence or airspeed, should always rest with airspeed - pull in. a Control movements. Relax and make small, smooth control movements. 7. Wheels. All novice pilots entering the sport using modem equipment should use wheels for their first ten logged flight hours. 8. The three things that advanced pilots do that you (and they) shouldn't. Advanced pilots sometimes not only do unwise things themselves, but act as examples for new pilots entering the sport. The three classics: a) holding on to the base tube for landing; b) taking off in no wind or downwind; c) pushing out too much. Actually, on this last one, advanced pilots can fly more slowly (with greater forward bar position) than novices, and with the same or greater control. After many flight hours they know just how to fly at minimum sink speed. Novices who observe advanced pilots should not attempt to copy this fonvard bar position.
RULES OF THE RIDGE These are the basics. For a more thorough account see "Hang Gliding and Flying Skills" by Dennis Pagen. 1. When two gliders approach head on, give way to the right. 2. Make all reversing turns away from the HANG GLIDING
ridge (into the wind). 3. When traveling in the same direction, the overtaking glider passes on the ridge side. 4. The lower glider has the right of way (he can't see above). 5. Clear all turns and look around constantly.
RULES OF THERMAL FLIGHT These are the basics. For a more in-depth view see "Soaring the Crowded Skies" by Joe Greblo, Hang Gliding, March, 1987. 1. The person entering the thermal first establishes the direction of turn no matter who is higher. 2. Enter the thermal at different levels. 3. Cut your thermal circle at a different distance from the core than other gliders. 4. The glider above must yield to the lower glider. 5. Fly defensively. Assume that other pilots will break the rules and leave yourself room to escape.
SITE PR010COL
around inspection. Then check your friend's glider. Fully check your glider, harness, parachute and helmet.
in different wind velocities or ground tracks. Leave your vehicle keys with the driver!
PRE-TAKEOFF CHECK PREFLIGHT PLAN Walk the landing zone. Check out the landing, alternative landing, and takeoff
''A preflight check does not just include a check of the parts just assembled (although they are usually the most important) but rather the entire aircraft. . :' areas. Talk to local pilots about the site. Place windsocks in both landing zones and on top of the mountain. While standing on launch, think out: Flight path, areas of lift and sink, powerline locations, surface obstructions near landing zone, area to set up final approach in different wind directions and also
Hang Check! Harness lines straight, pilot proper distance above basetube, carabiner locked in, helmet strap on tight, altitude and surface wind direction check, wait for consistent straight wind, check for traffic, yell "clear" before initiating takeoff run.
MY FINAL RECOMMENDATIONS l. Review these safety rules at the beginning of each flying season. 2. Have your club discuss any accidents in terms of specific safety rules to counteract them. 3. Review Doug Hildreth's article on recommendations each year. (Normally in the March issue of Hang Gliding). 4. Enjoy the sport of hang gliding in a conservative fashion. 5. Discuss this article with other pilots. Can you think of any other safety rules?•
1. Don't set up or take down in any landing or takeoff area. After landing, unhook and remove glider from the landing zone. 2. Clear your flight immediately before takeoff. Be sure noseperson is out of the way. 3. Don't tie up the launch. If the wind is not right for you then move aside. 4. Be courteous to other pilots. Don't push them into launching before they are ready. 5. Observe specific site customs and rules.
PREFLIGHT CHECK A preflight check does not just include a check of the parts just assembled (although these are usually the most important) but rather the entire aircraft - a full walk-
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35
Remote Photo Outfit with Ricoh XF-30 Camera USHGA PRESIDENT
Advanced Pilot Maturity by Russ Locke Jf you asked for a description of a Hang 4 pilot, the picture painted by most pilots would be an individual with superior skills and abilities. We tend to use the rating as a badge or honor and many times forget the responsibilities that go along with it. Officially, the hang rating system was designed as a method to introduce unfamiliar/visiting pilots to local flying communities/sites. That statement in itself tends to focus on skill rather than judgement. However, when we look at our policy on "revocation of ratings" which describes the reasons for removing a rating, we find a statement that focuses more on judgement issues than flying skills. The reality is that a Hang 4 is someone with a combination of skills and judgement, but for the purposes of this article, I'm more concerned with judgement issues. There have been a number of situations this past year which imply that we have trouble on the horizon. This year's fatality rate is a case in point. Of the 16 reported fatalities, half were Hang 4 or equivalent pilots. Statistically, that's twice what it should be since only approximately 25 % of the USHGA membership holds a Hang 4 rating. There can be a case made for the fact that the exposure of Hang 4's is greater (more airtime, flying in stronger conditions, etc.), but the fact is that a disproportionate number of pilots making mistakes (doing dumb things) are supposedly the "most experienced individuals in the sport." It's also reasonable to expect that senior (Hang 4) pilots are less likely to do things that might be an embarrassment to themselves or the sport. Again, we have had several instances lately that refute that premise. For instance, a commercial airliner(s) had to be diverted around a hang glider pilot who was "hanging out in lift" in the middle of a departure route for one of the busiest air-
36
ports in the country. We have also had a near miss filed with the FAA by the pilot of a DC-9 when he had to take quick action to avoid a hang glider. So far there haven't been any significant consequences from these incidents, but if the trend keeps up, it's only a matter of time before we have a real problem. Let's make no mistake about it. The first time there is a midair or near miss reported in any restricted airspace where a hang glider is involved, we will be risking the end of self-regulation as we know it. If we are involved in an accident and the news media decides to publicize it, our potential problem gets even worse. These two incidents are not the only examples of potentially disastrous situations we have had this year, but it's not the individual situations that are as important as finding a way to turn this trend around. The answer lies not in some new USHGA program, but in understanding the programs already in place and making some individual efforts to adhere to them. The Hang 4 test is loaded with questions that assume the pilot is familiar with FAA regulations. We are aviators, not as many people believe, just hang glider pilots. That implies that we are familiar with the principals of flight as well as the regulations of the FAA. The reality is probably different in that few pilots that I know have any idea what direction to expect aircraft at a particular altitude. What is potentially more dangerous is the significant number of pilots who aren't familiar with the restricted airspaces in their area or who choose to ignore restrictions. A discussion of FAA regulations isn't the point here. What is important is the concept that we all have the right to expect consistent, mature, responsible behavior within the context of hang gliding from our advanced pilots. D
Complete Outfit - $249.95 Includes
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Bogen mounting system . $69.95 Camera with remote adapter. . ... $169.95 20' bulb type air release ............ $13.95 Extra arm for VCR cam ..... $15.00 Heavy duty tilt-head for VCR cam .... $39.95
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HANG GLIDING
MARK BENNETT for SEEDWINGS "The sail quality is unsurpassed, the hardware is sleek and functional. The VG (Variable Geometry) is the easiest to use and maximizes handling and soaring performance. The sink rate/climb rate is unsurpassed. The speed range, the broadest usable yet is in a word, remarkable . SEEDWINGS hang gliders are finely honed for soaring. The light control pressures (with almost instant response time), a King post suspension system, and properly located tail
fin makes the yaw/roll coupling automatic and maximizes yaw stability. Small size handling, high speed capabilities, big size floatability, plus slow speed handling makes SEE OWINGS the Mercedes in gliders." SEEDWINGS INC. offers : The Standard 510 B 160, the 3/4 Race B Model, and the Full Race 510 B for those who want the ultimate in performance. Prices start at S2595. Allow four to eight weeks for delivery. HGMA Certified .
THE ULTIMATE GLIDERS FOR FLIGHT
Dealer Inquiries Welcomed
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SEEDWINGS
5760 Thornwood Dr. Santa Barbara, CA 93117 (805) 967-4848
Catalog and Specification sheets available
by Lydia Slatton
Jll..j•ur,i::ur Try hanging around a National Hang Gliding Fly-In! Ever heard of Southern Hospitality? With the first touch of fall in the air, High Adventure Sports of Raccoon Mountain and the Tennessee Tree Toppers of the Chattanooga area enthusiastically hosted the 1987 National Hang Gliding Fly-In. The area is considered one of the hang gliding centers of North America as participants were to find out. Pilot~ and manufacturers from all over the country were showing up for four full days of fun in the sun.
Cathcart for a Hemm1l's Gap launch ramp. LEFT: A Sensor pilot pu11ch,es off the at Lookout Mountain, Tennessee. The news media were out in force! Photos by Gil Dodgen.
TOP:
38
THURSDAY, SEPTEMBER 24 Tennessee's big orange sun dawned on the inflating of High Adventure Sports' hot air balloon. Along side was Mark "Curly" Dunn spreading the wings of his (JfR. There was to be a balloon drop! As with all well-intentioned agendas this the one needed adjusting from the onset. time the balloon was inflated the wind direction was uncooperative. The drop was replaced with a hang check of release and safety systems. Hopes were high that the winds would be more favorable Friday morning. The wind Gods, then being very cooperative, provided excellent flying conditions the rest of the day. The majority of pilots headed for Lookout Mountain Flight Park. Conditions found the wind coming in around 10 mph with good thermal cycles. Anyone from Hang II-V could get all the airtime they desired or could stand. Cloud base was 6,000' over launch. HANG GLIDING
At the end of the LMFP's LZ was covered with wings being up for another day. A~ dinner was being grilled and ""r"'u,,.r1 by Dave Freeman hungry pilots <Y!>l hp,r,>ri around• Rick Jacob took the opportunity to lay down two ground mies. Rule #I was that there were to be no protests. Rule #2 was that everyone must have fun. He also announced there was to be an official 1:.shirt awarded each day for "the best flight of the All one had to do was convince his follow pilots that he or she indeed did have the best flight. The task that seemed difficult because everyone had great flight, evidenced by several haug stories. Then Rice talked and talked, and talked some more, until a cry rang out, "Give him the shirt," allowing everyone to proceed to more matters of food and drink.
SEPTEMBER 25 The morning began bright and early at Raccoon Mountain with a successful balloon Everything went just according to plan. It was a good clean drop from 3,500 foet with Mark Dunn putting on quite an aerobatic show. Since the agenda called for the day's activities to take palce at Henson's that's where just about everyone headed. A check on conditions found them to be light, crossslightly out of the north around 5-lO mph. It really was another good day that was insoarable, and thermals were workable most of the afternoon. It was an understatement to say the place was covered up with gliders. Some even remarked it was like an L.A. at msh hour. (I wonder why they call it rush hour when 110 one moves?) And the LZ was comto the Atlanta in need of an air traffic controller.
secutive There were also several tandem flightq. In fact one of those made the awarding of that T-Shirt a unanimous decision. It was to go to Charmayne Faulconer for enthusiastically surviving her flight with Cliff Whitney who made a beautiful recovery from a stall on launch. When asked about it she said all she knew was they reached 2,500' over launch, in a thermal tl1ey were afraid would carry them too far back over the mountain, so they headed out to laud DECEMBER [987
and ended up climbing back up to 1,000' above the LZ. Certainly a 45-minute ride wmthy of the 1:.shirt for 2! dinner was provided, the sunset en-· joyed, thirsts quenched, slide shows viewed and a fun day had by all.
TOP: USHGA Director Rick Jacob is interviewed by the local TV station. ABOVE LEJ11: Leon Riche takes up Dunn fur a balloon drop. Photos Cliff ABOVE RIGHT: "'"'"'"'"' the Raccoon Mt. simulator. Photo Gil IVUO,lO<C.ll,
,..,_•...,,,.,.,,, SEP'fEMBER 26 Festivities this day were scheduled to be held at Raccoon Mountain. The expanse of Raccoon Mountain made the Tennessee Tree four acres at Henson's seem cozy by contrast. There continued to be a steady caravan of pilots up to Launch. Conditions were light and probably favored pilots who
flew Whitwell this day. This was evidenced
by Mike Eberhart reaching 7,400' above sea level and flying from Whitwell to ,,,,....-u,m a sufficient task to win him the BestFlight T-Shirt for 3. Then, since no 4, the award ceremony was planned for 4 Best-Flight T-Shirt was awarded to Kim Meriwether for a at Rae39
coon Mountain on Saturday. There was also flying at Lookout that day as well. Tom Zurcher had gained 7,000' over launch. 1b say this was jam with activities would be an understatement. There were ultralight rides, simulator flying and a parachute seminar. The afternoon was topped off with Adventure Woman giving a skydiving exhibition complete with an American flying proudly. As the sun was setting everyone around and was held spellbound by a birds of prey demonstration by John Stokes. there was dinner and drink off with a band to liven things up. Then Leon Riche thrilled everyone with specta,cuJ,ir display of fireworks that most """-t~i'nlu did make this a "high adventure!" There were also reports of bonfires and that continued into the wee hours of the morning.
,,.,. .. a~•- SEPTEMBER 27
As pilots Sunday morning to survey the day, it W<IS reported that on Saturday approach control had informed all incoming air traffic to expect to encounter gliders in all quadrants. We had us a real happening! Most of the flying this day occurred at Whitwell. It was packed, to say the least, and everyone out." The ramp was crowded at sunset as friends reflected on the great time had by all. There were many who helped and contributed too many to mention. A heartfelt thanks goes out to all for helping to make this a successful event. It goes without saying that such as this enable you to he a part of one of the hest P.Yt11P.ri,•n,.,~~ in the spott: "Pilots teaching pilots!" So, come touch the soul of Southern Hospitality and join us for the Nationals next year, 1988. Y'all come back now, ya hear! 1111 40
included seminars and chute repacking clinks. Photo by Cliff Whitney. takes Bohleber fur a tandem flight at Whitwell. Photo by
HANG GLIDING
Four good reasons to hook into a
DREA HANGI love at . rs flight! From the very first time your LITE DREAM lifts your feet off the ground, you'll be amazed at how responsive and easy to fly she is. You'll know it's the beginning of a lasting, exciting relationship.
As you 1::,row accustomed to your LITE DREAM, you'll notice how quickly your flying skills improve. You'll delight at how the LITE DREAM is maneuverable as she is forgiving as you advance rapidly through the learning stages.
ee-hing toward higher altitudes, your LITE DREAM still amazes. performing with grace and ease As you perfect your talents, the LITE DREAM is ready to · accept new challenges. even aerobatics'
HANGIV Many a @nee pilots choose to renew the learning cycle by introducing newcomers to hang gliding with a thrilling tandem flight. The easy handling 220 LITE DREAM (the ONLY glider HGMA certified to 400 lbs hook in weight), maximizes the excitement and safety of tandem flying.
THE LITE DREAM-;::~ . .~ AN ENDURING CLASSIC AT EVERY LEVEL
FAR & ABOVE, AMERICAS #1 CHOICE FOR TRAINING BY USHGA CERTIRED HANG GLIDING INSTRUCTORS & SCHOOLS
LIGHT WEIGHT LONG-LASTING VALUE HANDLES LIKE A DREAM P.O. Box 483, Vcln Nuys, CA 91408 • (818) 787-6600
cnattanc,og;a, 'fonnessee I a Vision MK IV
C1e1;ig11ect for from I hook in at about 205. I'd like to take this to and comment on review articles in I have chosen to call them instead of reviews" reason that, in our sport, it is difficult to a true review. The USHGA can't afford to and it's hard to get authors to the time and effort without the to pay them what worth. In each represents a different c01mo:ron11se in cost, performance and other factors. "Good" or "bad" is often a matter of personal rmiter·ern:e and The purpose of these articles is to the information that l}v,,..,uum hardware on,,1•.11n1•.,1I1
So here's my confession. I personally tly on which I have a Wills about 80 hours in the last year. I like the but have some complaints as well. of my didn't show up un·· ti! I had about 20 hours on the That's with review articles.) that won't point in the direction I want to go; the Sport is about as stiff as I'll put up with. So here's a look at a Vision.
GENERAL CATEGORY The Vision can best be classified as a aimed at recreational pilots, although it is a double-smface that appears wings. The very similar to high main differences are that it has a root eord and slightly narrower nose angle (lower aspect ratio), and is less tightly tensioned than the tweaked··out machines.
SETUP The
sets up in standard contem-
The washout tubes are and pop right into The upper and crossbar arc easily tensioned hy pulling back on a plastic handle (no block and tackle required), and attaching the shackle to a catch with a spring The nose wires are hooked into pin an over-center latch and safetied. On the I flew the two hang straps were wrapped around the keel but not secured to it, and were free to slide. Although this is unlikely in flight I found that the straps eould slide forward during a preflight walk-through of the control bar. As an extra safety measure I secured them to of leech line. one of the uprights with a The latest model uses either a king post hang system or stair tread tape on the keel, with a velcro tensioning device, to prevent slipstraps on the keel. If I page of the owned one of the versions of the glider, without the no-slip device, I would retrofit it. I find the Vision MK IV to be a real ""'"°'''~" to set up. It is quick and easy, and doesn't require biceps or callous
porary fashion. One removes the preformed characteristics. However, I have to confess that have been in some of the articles of the last year. In the future I'll be authors to state, up front, their affiliations and Then you can interpret what say with an amount of ~"''IJ"'""'m,
42
bag pocket, battens from their nifty and assembles the control bar with wing nut and The glider is set on the control bar, streamlined post installed and battens stuffed. The battens are ('C\nuc•ni,,ntlu color-coded (white on right) tensioned with elastic cords.
:FLIGHT CHARACTERISTICS In a word: The Vision MK IV is the best handling double surface glider I have ever flown. from I made my first flight on the HANG GLIDING
the ramp at Lookout Mountain, near Chattanooga, Tennessee. If seen this launch you know that total concentration is much about how to turn after I attained lm1me<j1ately after launch I into my cocoon and initiated a left turn to stay in the weak lift I couldn't believe how quickly and the and with
land, although not as easy as a sm!!le-surtac:e I have to confess that on my first lan·the nose. The wind was light in the LZ and I ended up with about a two or three mph tailwind when I flared. The fooled sm!!le·-smr1ac:e machine, so I let it slow down too much before the and couldn't get the nose up. On suti,seq1ue11t landings I flared with more as I would on other double-surface and was rewarded with no-step touchdowns, even in no wind. I never had any trouble drc)pp,ing a
on
PERJ'ORMANC:E I wish there were some way to acc:ur:Itely pe1·to1·rrumc,e, but since there isn't I'll use the standard "anecdotal case apiiro1ach that is so familiar to most of the National flew Whitwell, across the Seciuatchie from Henson's and were rewarded with smooth lift and thermals. After and waited for a thermal. one drifted through and I started At one point I was in 300·400 foot per minute lift, head-to.. tail with a Sensor and an HP, at the same altitude. For five minutes we climbed
RIGH'I: Omtrol bar apex and king post hang Center Side vi4!W. Bottom bar comer hardware.
DECEMBER
1987
43
and I couldn't detect any difference in sink fate 1'M'fnl'ffl<llnt,f> Soon the was filled with and I feet above launch. There were only a few a couple of hundred feet above me that I couldn't catch, and for more than two hours I found that I crnumm;;aiuy stay in the top 80% or Atone launch and had a chance to test penetration and so I the bar to it there. The glide held my waist and up better than I had been led to expect, and l arrived back over launch with more altitude than is undo1,1btl~ly not as as the blade wings, but I found the Vision's in this Another was that the glider ex,,.,,rl,.,·,("'I, tl) Dutch roll, even with full in.
nm MANUAL The Vision MK IV comes with an exflying tuning and troubleshooting, and maintenance. The troubleshooting and maintenance sections are particularly welldone. One nice thing that Pacific Airwave has which I would like w see emulated by other manufacturers, is to offer two free six-month maintenance inspections by
the local dealer. The manual even includes a maintenance inspection sheet, to be filled out by the dealer, so the customer has a record of the maintenance history.
CONCLUSION overall impression of the Vision MK IV is very favorable. Its total soaring per-· formance is good enough that even an advanced pilot should not be disappointed, while the excellent handling and simplicity make it suitable for a relatively new flyer. I feel that a Jot more hang glider pilots should be flying this type of glider. They'll have more fun, and probably better flights, than will flailing around the sky in a clean, mean, muscle machine. II
IOU
C~ounlJly
PACIFIC AIRWAVE VISION MK IV SPECIFICATIONS Span Nose Angle Aspect Ratio Sail Arca No. Ribs (per side) Payload Glider Weight Recommended USHGA Rating Price
MK IV 17 30' 5"
MKIV 19 32' 6" 122 122 5.83 5.74 165 sq./ft. 182 sq./ft. 8 TOP 7 2 BOI'TOM 2 115-200 lbs. 150-260 lbs. 59 lbs, 64 lbs. II-IV II-IV
$2,295.00
$2,350.00
The Vision 17 is HGMA certified. At press date a certificate has not yet been issued for the Vision 19.
TOTAL
AERIAL TEASE 8 CAMINO VERDE SANTA BARBARA, CA 93103
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.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 1985 COMET 2B 165-regular sail cloth, Pacific blue with rainbow. Best offer. (315) 455-6326. COMET C-2 185-0range with yellow. Very good condition. Low flying hours, recently tuned. $800. (717) 785-9423. DUCK 160-good condition, beautiful colors. $650. Helmet, $30. Flylite deluxe harness, new, $200. Richard, (619) 325-0878. Palm Springs. 185 LITE DREAM-late 1986 model. Excellent condition, low hours, yellow, orange & red center. $1400. (714) 628-7312. 220 LITE DREAM-excellent condition. Great for tandem. $2000. Slightly used trainers available. Call Debbi Renshaw at (714) 887-9275. FLIGHT DESIGNS DEMON 175-Black with rainbow spectrum. Good condition. $450. (505) 632-2042. GEMINI 134-almost new, $1800 CON. Used Ducks 160's & 180's, Super Lancer 180, $700 CDN. Chutes from $350 CDN, harnesses, etc. Doug, (204) 889-9985. GEMINI 164-sweet single surface. Red, orange, purple. New flying wires, includes spare downtube. $600 OBO. Call Charlie, (818) 905-1396. HARRIER I 177-Royal blue, red L.B. Great sail, all wires new. $800. Randy, (213) 249-5045. HARRIER II 177-hamess, chute, Bell helmet, Litek vario. Few hours, great condition. (415) 6824887 eves. JAVELIN 208-Great glider, low time. $475. Bob, (512) 445.5934, MAGIC IV 155. Low airtime, clean, spectrum. $1700. (718) 857-9728. MAGIC IV 155B-Race ready. Half ribs, king post hang system, VG, like new! Priced to sell. $1200. (815) 234-5388. MAGIC IV 166-superb, low airtime, VG, speedbar. $1675 or let's haggle. (303) 838-9637. MAGIC 166FR-US model, new 6/87, M.L.E., spec· trum, $2400. MAGIC 166XC, '86, $1800. F.D. trike, low hours, $1500. Jetwing trike/wing/trailer, electric start, 40 hours, $2800. Texas Airwave (915) 362-8693. MAGIC IV Full Race 177-VG, fully faired, less than 20 hours. Absolutely in new condition. $1800 OBO. Call (805) 238-3317. MOYES GTR 162 and Missile 180-GTR is new, Missile is in good shape. Must sell! Call me, I'll call you back. Troke Joe, (303) 972-1245. MOYES MISSILE 180. Great condition, rainbow sail. $750. Will ship. (315) 245-3044.
DECEMBER 1987
EXCELLENT 160 GZE-flown only one season. Won 1986 AZ XC contest. Bright colors. $900. (602) '7JJ.7f(l5. MYSTIC SPECIAL 155-July centerspread, March cover, November cover. Wmner of Telluride, excellent performer. Excellent condition, extra strong airframe. Kingpost hang point, extra ribs, custom easy tip batten tensioners. Kevlar T.E. cord. XC bag included, streamlined control bar, speed bar with built-in camera button, VG, camera zippers. $1600. Call John, early moming/late evenings, (714) 361-0169. PROFIL 17, excellent condition. $950. Bob, (303) 449-5101, (303) 499-0358.
Used Comet 2 165 .................... .. .. . $800 New Bell helmets ................... .. .. .. . $95 New 20, 22-gore chutes ...... . ........ .. ... $300 We ship anywhere. Golden Sky Sails, Inc. (303) 278-9566.
Paragliders BRAND NEW 7, 9, 11 cell Paragliders. $1250 each. (303) 278-9566. NEW PARAMOUNT 288, 9-cell tandem paraglider with two heavy-duty harnesses. Set up for towing or foot launch. Below cost, $1500. (405) 363-5189.
Schools and Dealers
RAVEN 209, excellent shape. $620 OBO. (303) 278-9566. 229 RAVENS-two in stock. Excellent shape, rigged for tandem, multi-colored. Sequatchie Valley Soaring, (615) 949-2301. SEAHAWK 140. Exceilent condition, great beginner glider. Best offer. Call ((fJ/) 936-9435 or ((fJ/) 594-3492. SEAGULL 10.5, flies great, $450. Prone harness, Windhaven parachute, $250. Litek vario, $125. (904) 372-2785. SENSOR 510B VG, brand new. 3/4 race, half bat· tens, tri-lam, metal finish. Red with spectrum. Great sink rate. Best offer. (315) 455-6326. SENSOR 510B VG, 3/4 RACE, mint, $1800. Also 160A VG model, excellent, $900. Both sweet handling gliders. (612) 735-9130. VISION ECLIPSE 19-10 hours total. Very clean, low mileage. Asking $1350. Call (406) 365-5537. ECLIPSE 19-beautiful electric blue and spectrum, great shape, only 25 hours. Sweetest handling ship in the air. All factory updates. $1400. (812) 372-8575.
ALABAMA LOOKOUT MOUNTAIN FUGHT PARK-See our ad under Tennessee. (404) 398-3541. ARIZONA
ARIWNA WINDSPORTS-Largest Hang Gliding center in the southwest. Certified Instruction utilizing the world's only man-made trainer hill. INEXPENSIVE prices on lessons and equip· ment. Dealer for Pacific Airwave, Wills Wing, Delta Wing, Seedwings, Moyes, High Energy, Ball and Seagull classic parts. ll!4 W. Cornell Drive, Tempe, AZ 85283 (602) 8'71-7121. DESERT HANG GLIDERS USHGA Certified School. Supine specialists., 4319 W. Larkspur, Glendale, AZ 85304 (602) 439-0789, 938-9550. ARKANSAS OZARK MOUNTAIN HANG GLIDERS-Sales, service and instruction. Dealer for Wills Wing, Moyes, Eric Raymond harnesses. 8 Blue Jay Way, Conway, AR 72032. (501) 327-0698.
WILLS 167 SPORT AMERICAN, purple L.E. & D.S. $1400. 166 Magic rv VG, purple and spectrum. $950. (215) 486-6470, 486-0855.
SAIL WINGS HANG GLIDING-Certified instruction. Authorized agent for Pacific Airwave, CG 1000 harnesses. Cocoon harnesses in stock. 5'10'!6'1". 1601 N. Shackleford #1314, Little Rock, AR 72211. (501) 224-2186.
WANTED: ELECTRA FLYER FLOATER 230, any condition. Call Rick, (717) 244-6115.
CALIFORNIA
WANTED-Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. San Francisco Windsports, 3620 Wawona, San Francisco, CA 941!6 (415) 753-8828. SUNRISE HANG GLIDING 240 Dream ..................... . .. .. . . .. $1900 220 Dream .................... . .. . ..... $1900 177 Mystic V.G ........................... $1200 185 OVR ......................... . .. .. . .. $400 Call (619) 3674237. THE HANG GLIDING CENTER 167 Sport, full race ......... ...... . ...... (2) new 167 Sport American ........... . . .. . .. . .. (2) used Vision Mark IV-17 .. ...... , ..... . ........ (2) new 166 Magic rv full race ........ ······ . ..... demo HP-2 full race ..... . . . . . ' . .... .. ······ . .... used 240 Dream, like new ........ . . . . . . . . . . . . . $1900 185 Comet 2 .......................... (2) $550 Used chutes, harnesses, Ball varies. Please call for more info. (619) 459-9008. New Dream 240 ......... . .. . . .. . .. . .. . .. $2300 Delta XCel 160 .......................... $2900 Demo Dream 205 ......................... $1880 Demo Dream 145 ... , .. ... ' . . . . . . . . . ' . .... $1800 Used Comet 185 OVR .. ' ... ... . ....... .. .. $700
BRIGHT STAR HANG GLIDERS- Sales . service · restorations. All major brands represented. Santa Rosa, CA (7fJI) 576-7627. CHANDELLE HANG GLIDING CENTERUSHGA certified school. "The hest damn hang gliding shop in the world." Dealers for Wills Wing, Pacific Airwave, Delta Wing, Moyes, Seedwings and High Energy. Five minutes from Fort Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800. HANG FLIGHT SYSTEMS-USHGA Certified training program featuring the combined talents of Dan Skadal, Erik Fair, and Rob McKenzie. We sell and service all major brands of gliders and accessories. New and used. Sport, Skyhawk, HP IL 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 IOI and flying sites. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.
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CLASSIFIED ADVERTISING THE HANG GLIDING CENTER-Located in beautiful San Diego. USHGA certified instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, F'acific Windcraft, High Energy, Ball and we nee<l your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121. (619) 450-9008. HANG GLIDERS WEST-ULTRALIGHT FLIGHT CENTER-New and used gliders. SINCE 1973. CERTIFIED. FREE BROCHURE! DEALER FOR EAGLE, XL & FALCON ULTRALIGHTS! 6-C F'ameron, Ignacio, 94947. (415) 883-3494. MISSION SOARING CENTER-Serving the flying community since 1973. Complete lesson program with special attention to quality take-off and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 1116 Wrigley Way, Milpitas, CA 95035 (408) 262-1055. PINE CREST AIR PARK-Landing area for world famous Crestline. Certified instruction and tandems. Dealers for Delta Wing, Moyes and Wills Wing. "Ask about a trade in". Used gliders and equipment. 6555 N. Pine Ave., San Bernardino, CA 92407 (714) 887-9275. SAN FRANCISCO WINDSPORI'S-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. (805) 962-8999. WINDGYPSY. USHGA certified school. Offering tandem instruction, daily, year-round. Only full service facility in Lake Elsinore. New and used gliders and equipment from Delta Wing, Moyes and Wills Wing. Demos available. 33041 Walls, Lake Elsinore, 92330. Call F'aul Burns, (714) 678-5418. WINDSPORIS INT.-Since 1974. Largest and most complete HANG GLIDING center in Southern California. Large inventory of new and used
gliders including Sports and Lite Dreams. Accelerated training program features Tondem instruction and minimizes course time. 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111.
KANSAS PRAIRIE HANG GLIDERS-Try our flatland soaring - ATOL - Sales, instruction - Box 785, Elkhart, KS 67950 (316) 6'fl-2577.
COLORADO
MICHIGAN
GOLDEN SKY SAILS-USHGA Certified School, dealer all brands. Lowest prices on new gliders. Bell helmets in stock. (303) 278-9566.
PRO HANG GLIDERS-Since 1978. USHGA Certified. Beginner - Advanced lessons in foot launch, towing, air towing and now Step Towing, Ratings by Advanced Instructor, Observer, Examiner, Norm Lesnow. Dealer, Wills, Delta, Manta. Other brands available. Accessories, parts, repairs. XC flying from our southeast Michigan flight park. Come fly tandem on the Lite Dream 220. Call (313) 399-9433 or write 569 W. Annabelle, Hazel F'ark, MI 48030.
CONNECTICUT 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 Airwave. Ultralight also available. USHGA Certified Instructor. Been flying since 1975. Call me where to go in CONN. GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK-See our ad under Tennessee. (404) 398-3541. HAWAII MAUI SOARING SUPPLIES-Certified Instructors. Sales, service and rentals. R.R. 2, Box 780, Kula, HI 96790. (808) 878-1271. TRADEWINDS HANG GLIDING, dual instruction, rentals, equipment. (808) 396-8557. IDAHO TREASURE VALLEY HANG GLIDERS-USHGA certified instruction, complete service. Featuring Pacific Airwave. 11716 Fairview, Boise, 83704. (208) 376-7914. ILLINOIS
Your hang gliding success company. Representative for Wills Wing, Delta Wing, Seedwings, Moyes and F'acific Airwave. State of the art training with mobile flight simulator and dual instruction. Let a USHGA CPI lead you to your flight success. 1600 Carmel, Zion, IL 60099. (312) 746-1944.
NEVADA HIGH SIERRA SPORI'S, INC.-dealers for Delta Wing, F'acific Airwave, Wills Wing. Complete training including tandem, USHGA certified instruction and ratings. 2303 N. Carson St., Carson City, NV 89701. (702) 885-1891. NEW YORK FLY IDGH HANG GLIDING, INC.-Serving New York City/Albany, Jersey, Connecticut areas. (Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also carry all other major brands, accessories. Certified Instruction. 7 years experience. Quick repairs. Featuring areas most INEXPENSIVE prices. Contact: F'aul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. MOUNTAIN WINGS, INC.-New York's oldest and largest hang gliding center. 6 miles from Ellenville. Five different training hills. Exclusive dealers for See<lwings, Delta Wing, and F'acific Airwave with demos in stock. Area's only Sensor specialist. Repairs and parts for all major brands. The most complete line of accessories in stock at all times. Many new and used gliders. UPS mail orders, VISA, MasterCard and Discover credit cards accepted. Greg Black, Box 278, Main Street, Kerhonkson, NY 12446. (914) 626-5555.
-------------------------------------------------------USHGA CLASSIFIED ADVERTISING ORDER FORM
40 cents per word, $4.00 minimum. (phone numbers - 2 words, P.O. Box - 1 word) Photos - $11.00 Deadline, 20th of the month, six weeks before the cover date of the issue in which you want your ad (i.e. March 20, tor the May issue). Boldface or caps 55¢ per word extra. (Does not include first few words which are automatically caps). Special layouts or tabs $22 per column inch. Prepayment required unless account established. Please enter my classified ad as follows:
I I I I I I Number of words: :
Section (please circle)
Rogallos
Parts & Accessories
Schools and Dealers Emergency Chutes
Rigid Wings Business & Employment Opportunities
Ultralight Powered Flight
Publications & Organizations Miscellaneous
Begin with 19 issue and run f o r - - - - consecutive issue(s). My check _ _ _ money order _ _ _ is enclosed in the amount of $--------~~-~~~~~~~~~~ Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
@ .40 =
I
Phone Number:
P.O. BOX 500, PEARBLOSSOM, CA 93553 I (805) 944-5333
.
:
·----~~-----------------~-~--------~----------~-----~---~
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HANG GLIDING
CLASSIFIED ADVERTISING SUSQUEHANNA FLIGHT PARK INC.-Central New York's Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O - 160', jeep rides, 600' NW soarable ridge, camping. RD 2, Box 432, Cooperstown, NY 13326. (315) 866-6153.
Parts & Accessories
UTAH FLY UTAH WITH
NORTH CAROLINA KITTY HAWK KITES, INC.-P.O. Box 340, Nags Head, NC 27959. 919-4414124. 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. Wmdsurfing sales and instruction also available. SAURA'IDWN KITES-Wmston Salem, (919) 922-1942. Hang Gliding School w/certified instructor; dealer of Seedwings, Wills Wing, Pacific Airwave & Delta; new and used equipment. OHIO
and SOUTH WIND HANG GLIDING SCHOOL Delta Wmg Products, certified beginner and advanced instruction, 9173 Falcon Cr., Sandy, Utah 84092 (801) 943-1005.
WASATCH WINGS, INC.-USHGA certified hang gliding school, dealers for Wills Wmg and Pacific Airwave. 12129 S. 2160 W. Riverton, UT 84065 (801) 254-2242.
NORTH COAST HANG GLIDING-Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH 44102 (216) 631-1144.
SILVER WINGS INC.-Certified instruction & equipment sales. N. VA. (703) 533-1965.
PENNSYLVANIA
WASHINGTON
SKY SAILS LTD. Hang Gliding School. USHGA certified instructors. 1630 Lincoln Ave., Williamsport, PA 17701. (717) 326-6686 or 322-8866.
AIRPLAY'N PRO SHOP & Hang Gliding School. The largest fuU time, fuU service hang gliding shop in Washington. AU major brands sold and serviced. 800 Mercer, Seattle, WA 98109. (206) 467-8644.
TENNESSEE HAWK AIRSPORTS-P.O. Box 9056. Knoxville, Tn., 37940-0056 (615) 523-8531. Learn to fly on a slope designed and built to teach BEGINNERS to hang glide. The slope faces all wind directions to ensure the beginner easy access to the air. This park offers low rates, quality instruction and is centrally located near the Great Smoky Mt. National Park. Rates are based on flights, not attempts. Call for reservations. Clinch Mt. for advanced flying. Trike instruction for motorized. Truck towing available also. Hang gliding equipment available. WINDSOK: We produce this product, buy one you will be impressed! Thousands have! Excellent XMAS gift! LOOKOUT MOUNTAIN FLIGHT PARK-Our specialties: your first mountain flights, mountain and thermal soaring, certified training (package plans, group rates, USHGA ratings), glider rentals, camping, local site information. New and used gliders (all major brands), equipment, accessories, parts, repair services. We buy used gliders and equipment! USHGA Novice pilots can fly 1,340' Lookout Mountain and soar 12-mile ridge (distance record, 130.9 miles; altitude gain, 10,400') Send $1. (refundable with any purchase) for brochure, rates, directions, accommodations information. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. Twenty minutes from Chattanooga, Tennessee. (404) 398-3541. SEQUATCHIE VALLEY SOARING SUPPLIESDealers for all major brands. Small training classes so you can learn to fly easily. Come fly over 100 miles of ridges and enjoy challenging thermals. Located next to the TTT Hensons Gllp site. For personal service you can trust call Valley Soaring, Rt. 2, Box 210, Dunlap, TN 37327 (615) 949-3384, (615) 949-230[.
DECEMBER 1987
QUICK RELEASE CARABINER-Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. DEALERS WANTED. Thermal, 1943141 Business Center Dr., Northridge, CA 91324.
VIRGINIA
International Dealers JAPAN PRIMO AIR MITTS-standard with shiny Lycra exterior. $25 per pair. Plush or terrycloth interior, $5 extra. Shipping $1.50 per pair. 8 Blue Jay Way, Conway, AR. 72032 (501) 327--0698. TWO ICOM FM radios with every option. Paid $800, will take $600. (501) 637-4363.
Distributor major brands hang gliders (Airwave, Magic), instruments, parachutes. Tokyo 03/447/5560, Yugawara 0465/63/0173, Kurumayama Hang School 0266/68/2724 (April - November). 2-19-63 Doi, Yugawaramachi, Kanagawaken, Japan 141. FAX 0465 636641.
CHRISTMAS PRESENT: Hands free F.M. communication between glider and ground crew. Transmit and receive with Ear Comm 2-way radio. $897. 1-800-835-0250. (316) 663-l!SI.
SWITZERLAND SWISS ALP HANG GLIDING SAFARI-On vacation in North America until February 1988. Ron Hurst, P.O. Box 270, CH-8401, Wmterthur, Switzerland.
Emergency Parachutes ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installed and replaced. S.F. Wmdsports, 3620 Wawona, San Francisco, CA 94116 (415) 753-8828. BRAND NEW-20 or 22 gore parachutes. Ship anywhere. $300. (303) 278-9566.
AERODYNAMIC HELMETS, designer signed. W. postpaid (USA) or call for UPS coUect. Jack Lambie, 306 Riverdale, Orange, CA 92665. (714) 998-9538.
Business & Employment Opportunities Experienced USHGA Certified Instructors needed NOW! Lots of students ... not enough instructors. Send resume to: Mission Soaring Center, 1116 Wrigley Way, Milpitas, CA 95035.
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CLASSIFIED ADVERTISING INSTRUCTORS WANTED-Exciting career opportunities for the right people. Will train if qualified. Work at what you enjoy most: live and fly on beautiful Lookout Mountain (Chattanooga area). Call us. Lookout Mountain Flight Park (404) 398-3541. LIVE, WORK AND FLY in beautiful updtate N.Y. Just minutes from Ellenville Mtn. Certified instructors needed badly, will train. Apartment overlooking river also available above shop in exchange for work. Lots of students, not enough instructors. April-Dec. Full time also available. Call Greg at Mountain Wings, (914) 626-5555 or send resume.
HANG GLIDING CHRISTMAS CARDS. Unique hand made in old black and white etching style. $7 for an assortment of twelve or $25 for 50, plus 10% for shipping. Call Alegra Davidson, (203) 379-1688 or send a self addressed stamped envelope for assortment selection sheet to: Tek Flight Products, Colebrook Stage, Winstead, CT
06098.
BINDERS FOR HANG GLIDING MAGAZINE. Brown vinyl with wire centerfold spines to allow library reference organization of your issues. Keeps up to 16 issues tidy and handy. Only $9.00 from USHGA, P.O. Box 500, Pearblossom, CA 93553. SOARING-Monthly magazine of the Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $35. Info kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241.
MANBIRDS: Now really affordable! Authentic
Publications & Organizations UNIQUE NEW X-C LOG BOOK, 64 pages, pocket size, special X-C format, including large comment section, site log, summary with hi/low and averages of time, distance and speed. $4 postage paid. SEND: Arizone Mfg., 303 Sharpe Rd., Anacortes, WA 98221.
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," 1811 Beverly Glen Dr., Santa Ana, CA 92705. Also, Hang Gliding romance "Soar and Surrender" $3.95 shipped.
Videos & Films 1985 NATIONALS VIDEO, "Feast of Flight," $28. Cloud Base Country Club, P.O. Box 629, Issaquah, WA 98027.
IMPROVE YOUR FLYING! Learn the secrets of the pros from hang gliding's author.
most
widely read
Hang Gliding Books by Dennis Pagen • HANG GLIDING FLYING SKILLS-DETAILS ON: BEGINNING FLIGHT • INTERMEDIATE SKILLS * AERODYNAMICS * GLIDER DESIGN • GLIDER REPAIR • SELECTING EQUIP· MENT • THERMALING • MORE. $6.95 • FLYING CONDITIONS-THE- ROAD MAP TO THE SKY-DE· TAILS ON: GENERAL WEATHER• TURBULENCE* ROTORS • WIND SHADOW * SEA BREEZES • WIND GRADIENT * RIDGE LIFT*THERMALS* 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 lull 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'
- - - - - - - - A L S O AVAILABLE ..._ _ _ _ _ __ • POWERED ULTRALIGHT FL YING Powered Ultraflght Flying will answer your questions and 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.
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• 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 used by safety conscious schools internationally.
r--------------------
*
* * DEALER INQUIRIES INVITED* * *
1SEND CHECK OR CASH TO·
I I
SPORT AVIATION PUBLICATIONS Dennis Pagen I Dept. G, P.O. Box i;n1 I Stat,:, College, PA. 16801 :Please rush me the books listed below: I QUANTITY O Flying Conditions ($6.95) I I Hang Gliding Flying Skills ($6.95) H3ng Gliding Techniques ($6.95) I Powered Ultralight Flying ($11.95) I : QPowered Ullralighl Training Course ($9.95)
O O O
I Save 10% · order two or more books! l Save · all five books for only $35.95! Total amount tor all books$ _ _ _ _ _ _ 1.25 I Postagy, and Handling - - - - · - - ~ l Overseas airmail it desired ($4.00/book) _ __
I
l TOTAL ENCLOSED - - - - - - - - - - - · · t SEND TO (Please Prinli:
! NAME - - - - - - - - - - - - : ADDRESS I CITY, STATE !COUNTRY/ZIP
HANG GLIDING
CLASSIFIED ADVERTISING TOWING SYSTEMS, build your own for under $500. For info - Fine Line, Bruce, (602) 581-2286. 7350 E. Jenon Drive, Scottsdale, AZ 85260. COLLECTOR BOXES for Hang Gliding Magazine. Blue vinyl, heavy duty, with clear label inserts on spine. Holds up to two years issues. Only $9.75 from USHGA, Box 500, Pearblossom, CA 93553. SAILMAKING SUPPLIES & hardware. All fabric types. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426. 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.
Miscellaneous THEY'RE BACK! AIR BRUSHED WINGED THERMAL SHIRTS, at Sky Gear Gift Shop. Cost $49.95 in gorgeous blue multicolors. M, L, & XL. Add $3.00 postage. Hand painted especially for you ll)' Suzie Burke. Crystal Air sports Motel, 4328 Cummings Hwy., Chattanooga, TN 37419.
IF YOU WANT YOUR PARACHUTE TO HAVE .. FLAT CIRCULAR SOLID GORE CONST. • High Drag Benefits • Low Volume • Faster Openings
VENT CAP COVERING APEX HOLE
: ~l~~~~rD~~~~~~~ates • Reduced Risk of Apex Line Entanglement 'h'' TUBULAR NYLON REINFORCEMENT AT APEX • Adds strength to area of greatest stress during
opening shock ALL SEAMS REINFORCED WITH TYPE Ill WEBBING • Necessary for strength in the event of a high speed opening
V·TABS AT EACH LINE ATIACHMENT • Helps to distribute opening shock load • Important in the event of a high speed opening 400 LB. TUBULAR NYLON SUSPENSION LINES • Sf ref ch characteristics help reduce opening shock load on canopy, harness, and pilol TYPE XVIII BRIDLE • Sewn with 5 cord thread • Strength rated at 6000 lbs. DROP TESTS TO FAAC23B TSO STANDARDS COMFORT PACK DEPLOYMENT BAG • Safety locks
• Protective side line cover • UV resistant material
• • • THEN YOU WANT A HIGH ENERGY SPORTS'PARACHUTEI
~~6Ji~~_ie;,~~f~~;~~~~~o c"afI~%:tfn°ir~J ~gg~: Dealer or: 0
~~
2236 W. 2nd.St. o Santa Ana, CA 92703 (714) 972·8186
DECEMBER 1987
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. FFI 4318 Cummings Hwy., Chattanooga, TN 37409. (615) 821- 2546. Chuck & Shari Toth. PATCHES & DECALS - USHGA sew-on emblems 3" dia. Full color - $1. Decals, 3 1/ , " dia. Inside or outside application. 25C each. P.O. Box 500, Pearblossom, CA 93553. TEE-SHIRTS with USHGA emblem $8.00 including postage and handling. Californians add 6% tax. Men's sizes in BLUE and TAN - S, M, L, XL. Limited supply of ORANGE, sizes S, XL. USHGA, P.O. Box 500, Pearblossom, CA 93553. (805) 944-5333. The rate for classified advertising is 40C per word (or group of characters). Minimum charge, $4.00. A fee of $11.00 is charged for each photograph or logo. Bold face or caps SSC per word extra. Underline words to be bold. Special layouts of tabs $22.00 per column inch. AD DEADLINES - All ad copy, instructions, changes, additions and cancellations must be received in writing I \I, 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 500, Pearblossom, CA 93553. (805) 944-5333.
TYPE: HPII full race. SAIL: All white with red and yellow under surface. Bag color WW kahki with flag. Serial #13083. Faired down tubes. WHERE AND WHEN: Salida, CO June '"1:7, 1987 in ditch at roadside following XC flight. CONTACT: Ken Grubbs, 17325 Rimrock Dr., Golden, CO 80401 (303)
?:19-7770. TYPE: Vision Eclipse 19, white TE, red LE and underside. In dark green glider bag with international orange bag tips. Serial #VEL 5495. Name on card in base tube. WHERE AND WHEN: Woodstock, VA, on June 28. Taken from hike-in spot. Seen on maroon van speeding away. CONTACT: Danny Dobbins, 1057 West Road, Chesapeake, VA 23323. (804) 485-5386. STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost wings may be called in to the office for immediate inclusion in Hang Gliding magazine. Please do call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.
Index To Advertisers Aerial Tease .......................... 44 Airworks ............................. 8 Ball Varios ........................... 11 Bennett Delta Wing Gliders .............. 8, 15, 41, BC European Thennal Tours . . . . . . . . . . . . . . . . 8 HG Safaris ........................... 18 Hall Brothers ......................... 18
Stolen Wings
High Energy ...................... 9, IBC
EQUIPMENT: Black Keller Pod harness, High Energy tan colored parachute, Roberts Britain variometer, helmet. WHERE AND WHEN: broke into truck at Waddell Creek, Santa Cruz, CA, Saturday, October 17, 1987. CONTACT: Martin Ortegon, 1314 Copper Peak Lane, San Jose, CA 95120.
Imporrabec ........................... 35
TYPE: WILLS WING HP!l 112. Pacific blue L.E. & top front surface, undersurface spectrum and white main body. Speed bar, hand fairings. WHERE AND WHEN: Torrey Pines, CA, in May from the cartop. CONTACT: Dave Weise, (619) 942-2174 home, (619) 442-0984 work . EQUIPMENT: New stirrup harness. Black with yellow, orange, gold, red stripe on parachute panel. Also white Bell helmet. Stolen from fence post in LZ off Broadway in Boulder, CO, August '"1:7. CONTACT: Dennis Stevens, (303) 449-0774 work, 444-7624 home.
KHK ................................ 8 LaMouette ............................ 12 Lookout Mt. .......................... 18 Microflight ........................... 36 Pacific Airwave .................... 11, 21 Pagen Books ......................... .48 Paul's Video .......................... 8 Pine Crest ............................ 35 Publitec .............................. 7 Seedwings ......................... 7, 37 Sequatchie . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Silver Wings . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Systems Tech ......................... 18 USHGA ......................... 28, IFC Wills Wing ......................... 5, 18 World Team ......................... 2, 3
49
Expect nothing less than the extraordinary from Delta Wing's XCEL, the exceptional new glider designed to eXPand your XC horizons. Exalt in extreme high performance, exhilirating speed, exquisite handling and exclusive features. Experience the excitement of XCEL with a demo expedition today! The exemplary XCEL will exceed your expectations. You'll wonder how you ever existed without one! 140 Sail Area (n.2)
Span (n.J Nose Angle Aspect Ratio Ribs /side (upper) Ribs/side (lower) Glider Weight (lbs.) Pilot Weight Range (lbs.)
C
o
M I N G
160
180